Hobart 140G17K, 140G17P Operation And Maintenance

TM-528

Revised 032495

OPERATION AND MAINTENANCE

MANUAL

for

TRUCK/TRAILER-MOUNTED GENERATOR SET

140-KVA, 400-HZ, 115/200-V AC, 3-PHASE

with

DETROIT DIESEL ENGINE

TYPE 8V-71N

5566B

Model Numbers

140G17K (Truck Mounted Unit) 140G17P (Trailer Mounted Unit) 140G17P (With Special Accessories)

Manufactured by

L

.!

HOBART BROTHERSCOMPANY " POWER SYSTEMS DIVISION

j”i

TROY, OHIO 45373

1

U.S.A.

SAFETY INSTRUCTIONS AND WARNINGS FOR ELECTRICAL POWER EQUIPMENT

ELECTRIC SHOCK can kill. Do not touch live electrical parts. ELECTRIC ARC FLASH can injure eyes burn skin cause equipment damage and

I

ignite combustible material. Do not use power cabies to brekk load and prevent tools from causing short circuits.

IMPROPER PHASE CONNECTION,! PARALLELING, OR USE can damage this and attached

equipment.

IMPORTANT: - Protect all oderating personnel.

Read, understand, and follow ail instructions in the Operating/Instruction Manual before installing, operating,

or servicing the equipment.

Keep the manual

available for future use by all operators.

A.

GENERAL Equipment that supplies electrical power can cause serioueinjury or death,

or damage to other equipment or property. observe all safety rules and take precautionary actions.

The operator must strictlv

Safe practices

have been developed from past experience in the use of power source equipment. While certain practices below apply only to electrically-powered equipment,

other practices apply to engine-driven equipment,

B.

SHOCK PREVENTION Bare conductors,

electrically-live

or terminals in the output circuit, or ungrounded,

equipment can fatally shock a person.

and some practices to both.

Have a certified

electrician verify that the equipment is adequately grounded and learn what

terminals and parts are electrically HOT.

Avoid hot spots on machine. Use'

proper safety clothing, procedures, and test equipment. The electrical resistance

dangerous currents to equipment, do not work in damp areas. dry wood,

use insulating gloves when dampness or sweat cannot be avoided.

of the body is decreased when wet, permitting

flow through it.

When inspecting or servicing

Stand on a drv rubber mat or

Keep clothing dry, and never work alone.

./

1

1. Installation and Grounding of Electrically Powered Equipment Equipment driven by electric motors (rather than by diesel or gasoline

engines) must be installed and maintained in accordance with the ?lational Electrical Code, ANSI/XFPA 70, and other applicable codes.

A power disconnect switch or circuit breaker must be located at the equinment. Check the nameplate for volta e, only 3-phase power is

availab e,

to only two wires of the 3-phase line.

frequency, and phase requirements.

F

connect any single-phase rated equipment

DO NOT CONNECT the equipment

grounding conductor (lead) to the third live wire of the 3-phase line

this makes the eauipment frame electrically HOT, which can cause a fa;aF

-iniT&.-Always connect the grounding lead

if supplied in a power line cable,

to tne grounded switch box or building ground, separate groundin of the grounding situation. details.

Refer to the National Electrical Code .ANSI/NFPA 70 for

Do not remove plug ground prongs. Use correctly mating

lead.

!T

ead will be adequate for the worst

Ensure that the current

-m-e-

If not provided, use a

(am erage)

P

ault current

capacity

receptacles.

2.

Output Cables and Terminals Inspect cables frequently for damage to the insulation and the

connectors.

not overload

Re lace or repair cracked or worn cables immediately. Do ca les. 1

Do not touch output terminal while equipment is

energized. Service and Maintenance

3.

,

This equipment must be maintained in good elec&?ical and mechanical condition to avoid hazards stemming from disrepair. Report,any equipment defect or safet use of the eluigm ent unti its safety has been assured. should be ma e'

y qualified personnel only.

hazard to the supervisor and di.z;.z;fmre

1

>

If

Instruction 910082 Feb 25/86 Revised

Page 1

?I.

TC)XIC FUME PREVENTION

E.

c

- .

Before inspecting or servicing eledtricallp-powered equiment,

take the following precautions:

a. Shut OFF all power at the

disconnectin

before inspecting or servicing the

f

switch or line breaker

equ pment.

b.

Lock switch OPEN (or remove line fuses) so that power cannot be

turned ON accidentally. c. Disconnect power to equipme.nt if it is out of service. d. If troubleshooting must be 'done with the unit ener

another person present who is trained in turning o

9

zed, have

f the equipment

and'providing or calling far first aid. FIRE AND EXPLOSION PREVENTION' Fire and explosion are caused hy electrical short circuits, combustible

material nea,r engine exhaust &ping, misuse of batteries and' fuel, or unsafe operating or fueling conaitlons.

1.

2.

3.

Electrical Short Circuits and Overloads

Overloaded or shorted equipment can become

hot enough to cause fires either by self destruction or causing nearby combustibles to ignite. For electrically-powered equipment, in particular,

"1

rotide primary

~input protection to remove short circuited or heavi y overloaded

equipment from the line. Batteries Batteries may explode and/or give off flammable hydro en

and arcing from a ruptured battery can cause fires

an

3 ad%%oni?e acid

failures.

When servicing, do not smoke, cause sparking, or use open

flame near the battery. Engine Fuel Use only approved fuel container or fueling system.

Fires and

explosions can occur if the fuel tank is not grounded prior to ;g duping

fuel transfer. Shut unit DOWN before removing fuel tank cap.

completely fill tank, because heat from the eouipment may cause fuel

expansion overflow.

Remove all spilled fuel IMMEDIATELY, including any . that penetrates the unit. After clean-up, fumes away with compressed air.

open equipment doors and blow

Carbon monoxide - Engine exhaust fumes can kill and cause,health problems. Pipe or vent the exhaust fumes to a suitable exhaust duct or outdoors. Never locate engine exhausts near intake ducts of air conditioners.

BODILY INJURY PREVENTION Serious inju

Y

can result from contact with fans inside some equipment.

Shut DOWN sue

equipment for inspection and routine maintenance.

When equipment is in oneration use extreme care in doing necessary troubleshooting and adjustment.

Do not remove guards while equipment.is operating.

MEDICAL AND FIRST AID TREATMENT First'aid facilities and a qualified first aid person should be available

for each shift for immediate treatment of all injury victims. Electric shock victims should be checked by a ph

sician and taken to a hospital

immediately if any abnormal signs are

o served. i:

EMERGENCY FIRST AID I

Call physician immediately.

Seek additional assistance and use First Aid

techniques recommended by American Red Cross until medical help arrives.

./

;EzREATHING IS DIFFICULT give oxy en,

FOR ELECTRICAL SHOCK, turn o

F

if available, and have victim lie

f power, Remove victim; if not

breaihing, begin artificial respiration, preferably mouth"to-mouth. If

I no detectable pulse,

Squad immediately,.

begin external heart massage. Calll.$mergency Rescue

G.1 EQUIPMENT PRECAUTIONARY LABELS

h:;E:::e 3 YeCau==ona

Order and

abels

ry Aabe's on the equi

that cannot be easily rea

F

ent monthly.

.

!,

Page 2

Instruction 910082

Revised Feb 25/86

TABLE OF CONTENTS

SUBJECT

I

Introduction

,

Description/Operation ,

/

Identification

1.

General

2. Model Number

3.

Optional Equipment

A.

Trucks

B.

Truck Body Kits

C.

Trailer

D.

Transformer-Rectifiers

E.

T-R Mounting Kits

F.

Test Box

G.

Revolving Light

Description

1.

General

2.

Orientation

3.

Special Features

A. Protective Monitor System

B.

Pullout Trays

C. Voltage Regulator

D.

Test Receptacle Connector

1

./

/‘Ii

Jan 22181

1

CHAPTER/SECTION

PAGE

1-o

1

l-l

1

2

314

l-2

1

Contents

Page 1

TABLE OF CONTENTS CONTINUED

SUBJECT

CHAPTER/SECTION

E . Test Box

,

l-2

F. Dual Output

I

).

4., Canopy

5. Engine, Generator and Controlls Assembly

A. General

3. Generator

C. Engine

D. Governor

E. Engine Safety Shutdown System

(1) General

(2) Air shutoff valve

(3) Engine fault sensing devices

(a) General

(b) Emergency-stop solenoid valve

F. Air Cleaner

G. Control Box

(1) Voltage regulator tray

(a) Gantrols

(b) Protection

(c) Components

(2) Protective relay tray

1

Contents

Page 2

) b’i

TM-528

PAGE

3

6

7

9

10

12

I;

Revised Jan 22/81

I i

i /

! /

I /

f I

! /

I ,

I

/

!&

1

TABLE OF CONTENTS CONTINUED

SUBJECT

CHAPTER/SE CT ION

‘, (a) S

ensing relays 1’

(b) Protective monitor module

I ,I

(c) indicating I ights

(d) Plug interlock relay

(e) Test-bank switch

(f) Resistor

(g) Fuse interlock relay

(h) Connector

(i) Diode,

capacitor and terminal board

(k) Overload relay

(I) Fuses

(3) Generator control tray

(a) Resistors

16

(b) Generator output meters 16

(c) Meter and I ine switches

16

18

(d) Receptacle connect0 r

(4 Tray

(f) Manual voltage control

H. Engine and Generator Control Panel

(1) Engine gages and meters

(a) 0 i I pressure gage and diaphragm switch

l-2

1

Li

I t

TM-528

PAGE

12

14

15

16

18

Jan 22/8 T Revised

Contents

Page 3

TABLE OF CONTENTS CONTINUED

TM-528

SUBJECT

I (b) Ammeter : ,

(c) Temperature gage

(d) Hourmeter

(2) Panel lights

(3) Indicating I ights

(a) Engine ON indicating light

(b) locd contactor indicating I ights

(4) Switches

(a) Air valve (starting) switch

(b) Starter switch

!_

,

CHAPTE R/SE CT 10 N

1-2

PAGE

18

20

21

(c) Speed control switch

(d) Light switch

(e) Load contactor control switches

(f) Push-to-build-up-voltage switch

(5) Excitationtdeenergization relay

(6) Fuse

(7) Test receptacle connector

(8) Speed control cable

(9) Cold weather starting aid

(10) Terminal boards

.I

J. Special Engine and Generator Control Panel

t

l,‘i

21

22

23

) General

!

Contents

Page 4

(1

23

Revised Jan 22/81

I

m

1

TABLE OF CONTENTS CONTINUED

SUBJECT

(2) Receptacle, connector and circuit breaker

I

<’

(3) Emergency-stop switch

,(4) Ho urme ter d iaphragm switch

(5) Locd contactor switches operating handle

(6) Low fuel warning and shutdown system

K. Power Module

(1) Capacitor

CHAPTER/SECTION

1-2

(2) Line-drop current transformer

(3) Ammeter current transformer

(4) Locd contactor

(5) Diode panel

(6) Resistors (line drop)

(7) Overload current transformer

(8) Overlood board

(9) Indicating light relc

(10) Terminal board

’ L. Output Terminal Panel

Preparation for Use

,l . Generator Set

A. General

B. Inspection/Check

ys and blocking diode

l-3

C. Output Cables Installation

Jan 22/81 Revised

TM-528

PAGE

23

25

26

28

1

3/4

Contents

Page 5

TM-528

SUBJECT

CHAPTER/SECTION

PAGE

TABLE OF CONTENTS CONTINUED

(l), Cable requirements

3

(2) Cable connection ’

Operation

1. General

2. Operating the Truck

A. General Operating Instructions

8. Starting the Truck Engine

C. Positioning the Truck

3. Operating the Trailer

A. General

B. Operating the Brakes

C. Drawbar

4. Operating the Generator Set

A. General

8. Connecting Output Cables

C. Preparation for Power Delivery

(1) Voltage regulator trcy

(2) Protective relay tray

1 (3) Generator control tray

(4) Engine and generator control panei

D. Normal Engine Starting

1

E. Cold Weather Engine Starting

Contents

Page 6

1-3

3/4

l-4

1

2

3

4

,

4

(#Ii

7 :

Revised Jan 22/81

I m

I 1

TM-528

I

TABLE OF CONTENTS CONTINUED

SUBJECT

CH APTE R/SE CT IO N

PAGE

--

F., Power Delivery (Automatic Voltage Cantroi)

l-4

9

G. Power Delivery (Manual Voltage Gntrol)

H.. Stop Power Deliver&

10

J. Stop Engine

K. Emergency Stop (Special)

5. Operating Instructions for Optional T-Rs

A. Transformer-Rectifier Operation

(1) Direct current power delivery

(2) Simultaneous 28.5-V and 35-V DC power delivery

(3) Simultaneous 28.5-V DC and 115-V AC power delivery

(4) Simultaneous 35-V DC or 112-V DC

-

Servicing

2-o

Maintenance

2-l

1. General

10

11

12

2. Maintenance Schedule

1

A. General

1

B.

Maintenance Schedule Check Sheet

1

C. Time lntemais

1

D. Identification of Interval Periods

1:

3. Air Cleaner Cartridge Replacement

3

A. Removal

,

3

ii

B. Installation

4

Jan 22/8 1 Revised :

i.

Contents

Page 7

TM-528

TABLE OF CONTENTS CONTINUED

SUBJECT CHAPTER/SE CT ION

PAGE

4. Electrical System (24-‘V and I

A. Lights

B. Fuses

C. Wiring and Gpnections

D . Battery Service

(1) General

12-W DC) , 2-l 5

(2) Battery location and accessibility

(3) Battery care

(4) Liquid level

(5) Cleaning the battery

5. Electrical System (115-V AC)

A. Monitoring Instruments

B. Indicating Lights

C. Protective Relays

D. Wiring and Connections

6. Lubrication

A. General

B. AC Generator

C. Generator Controls

D. Diesel Engine

(1) Lubrication schedule

t:

ontents

5

s 5

5

7

8

9

1

)“i

9 .

-

!,

Revised Jan 22/81

Page 8

SUBJECT

.

w

1

I

TM-528

TABLE OF CONTENTS CONTINUED

CHAPTER/SE CT IO N

PAGE

I

(2) Oil specification

2-l

9

I

(3) Oil viscosity

10

(4) Changing engine oil

10

(5) Changing oil filter elements

10

(6) Lubrication procedures

7. Generator Maintenance

10

13

A. Cleaning

B . Ad i ustment

8. Engine Mcintenance

A. General

3. Cleaning

Ad iustment/Test

1. General

2. Testing

13

2-2

13

1

A. Preoperational Test Procedures

1

B. Operational Test

4

3. Adjustment

7

A. Engine Governor

7

B. Generator

8

C. Generator Control Adiustments

8

(1) Adjust manual voltage co,ntrol variable $$istor

9

Jan 22/81 Revised

:

i>

Contents

Page 9

TABLE OF CONTENTS CONTINUED

TM-528

SUBJECT

CHAPTER/SE CT 10 N

I (2) Adjust generator ove?load relay

balast resistor I

(3) Adjust 115-V AC voltage regulator

),

(a) Adiust generator output voltage

(b) Adiust cable length and size

compensation rheostats

(c) Adjust damp and rate potentiometers

D. Basic Engine Adiustrnents

E. Governor Adiustment

F. Covernor Speed Control Linkage Adiustment

(i) Adjust switch operating disc position

2-2

PAGE

9

10

El0

11

12

14

(2) Adjust solenoid linkage

(3) Ad just eng ine id le speed

(4) Adjust engine governed (high) speed

Troubleshooting

Troubleshooting Procedures

1. General

2. Troubleshooting Chart

A. Description

8. Use of the Troubleshooting Chart

3. Wiring Diagrams

II lustrated Parts List

3-o

3-l

4-o ,,ii

14

16

1

ontents

c!

Page 10

j, Revised Jan 22/81

I 1

TM-528

TABLE OF CONTENTS CONTINUED

SUBJECT

Intro#uct ion

1. General

I

2. ,Purpose

3. Arrangement

CHAPTER/SECTION PAGE

1

4-l 1

4. Explanation of Parts List

A. Contents

B. Parts List Form

(1) Figure-Item No. Column

(2) Hobart Part Number Column

(3) Nomenclature Column

(4) Eff (Effective) Column

(5) Units per Assembly Column

Manufacturer’s Codes

1. Explanation of Manufacturer’s (Vendor) Code List

Parts List

1. Explanation of Parts List Arrangement

2. Symbol s and Abbreviations

Numerical Index

1 1. Explanation of Numerical Index

Optional Equipent

Manufacturer’s Literature

Jan 22/81 Revised :

4-2

4-3

1

4-4

1

5-o

1

6-O

Li

1

l/2

i;

Contents

Page 11

I

(’

j CHAPTER/ j SECTION

l-l l-2 l-2 l-2 l-2 ! l-2 l-2 l-2 l-2, l-2 l-2

l-2

l-2 l-3 l-4 l-4 l-4

l-4 2-l 2-l 2-l

2-l

2-l 2-l 2-l

2-2 2-2 2-2 2-2 1 2-2 2-2 2-2 3-l 3-l I 3-1 3-l 3-l

.I

3-l

1 4-3

FIGURE NUMBER

I

,l

1 2 3

4 5 6 7 8

9

10 11 12

1

2

3

1

2

3

4 5 6

7

1

1 2 3

4 5

6

1

2

3

4 5

6

1

‘& I

LIST OF ILLUSTRATIONS

TITLE

Identification Plate ’ Generator Set Generator Set Components Specifications and Capabilities

Engine Safety Shutdown System

Air Cleane,r and Service Indicator Voltage Regulator

Protective Relay Tray

Generator Control Tray

Engine Control Panel Engine Control Panel (Special)

Power Module (Contactor) Panel

Output Terminal Panel

Engine Oil Gage Rod and Filler Cap

Operating Controls and Instruments (Sheet 1 of 2) Operating Controls and Instruments (Sheet 2 of 2) Cold Weather Starting Aid Transformer-Rectifiers (Typiccl Installation) Maintenance Schedule (Sheet 1 of 2) Maintenance Schedule (Sheet 2 of 2) Air Cleaner Cartridge Replacement

Lamp Identification Chart

Fuse Identification Chart

Engine Lubrication Points

Diesel Engine Lubricants

Lubrication end Maintenance Chart Symbols and T ime Intervals Operating Controls and Instruments (Sheet 1 of 2) Operating Controls and Instruments (Sheet 2 of 2) Normal Test Values at Test Receptacle Connector (7 PL) 8

Excitation Resistors 9

Voltage Regulator Adiustment Voltage Regulator Damping Adiustments 13

Governor Speed Control Linkage Adiustment Troubleshooting Chart (9 sheets) 3 Voltage Regulator

Protective Relay Tray 13

Generator Control Tray 14

Engine Control Panel

Power Module (Contactor) Panel

Generator Set

I

/;i

TM-528

11 13 17

19 24 27 28

8

12

11

12

11

15

12

15

16

PAGE NO.

1 2 5 6 8 9

2 5 6

2

3 4 6 6

2

3

2

!

Con tents

Page 12

5

Revised Jan 22/81

./

!

CHAPTER/

FIGURE

SECTION

NUMBER

4-3 4-3 4-3 4-3 4-3 4-3 4-3

4-3

11

4-3 12 4-3

13

4-3

14 4-3 15 4-3 16 4-3 17 4-3 17A 4-3

18 4-3 19

4-3 20

1

!/r I,

LIST OF ILLUSTRATIONS (CONTINUED)

2 ~ 3 4 5 6 7 8 9

10

<’

TITLE

I

.

Canopy Assembly Generator Set Without Canopy Control Box Assembly

Voltage Regulator Tray Assembly

, Protective Relay Tray Assembly

Generator Control Tray Assembly

Control Box and Internal Components Group

Engine Control Panel Assembly

Engine Controi Panel Assembly

(Special)

‘Power Module Panel Assembly

Output Terminal Panel Assembly Air Cleaner Group Generator Group Red iator and Coo I ing System

Engine Group

Governor Oil Filter Lines Group

Lines, Oil, Emergency Shut Down

Governor Linkage Group

Exhaust System

Frame Group

TM-528

PAGE NO.

4

6

8 10 12 16

20

22

26 30 34 36

38 40 44 48 50 52 54 56

r

Jan 22/8 1 Revised :

Contents

Page 13/14

id I

i,NTRODUCTiON

This manual contains operation and, maintenance information for a 400-Hz Generator Set

which may be either truck or trail&r mounted,.

Brothers Company,

The purpose of the manual is!to provide operators and maintenance personnel with instructions and information which will guide and ,assist them in the efficient operation and maintenance

of the ground power equipment.

these instructions and familiarize’ themselves with the characteristi’cs, capabilities, and

limitations of the unit.

The manual is divided into six chapters. Each chapter is d ivided into as many sections as required .

section begins with Page one and the first illustration in each section is Figure 1.

Should this manual contain additional information required to cover optional equipment, modifications, changes and updated designs, added after the original manual was released, this information will be added at the end of a Section where it would normally be found.

Added or changed information is indicated by a solid black line in the left-hand margin

of the page, opposite the new or revised material.

Pages and illustrations are not numbered consecutively through the manual. Each

Power Sjstems Division, Troy, Ohio 45373.

Ail personnel responsible for the equipment should read

1

These units are manufactured by Hobart

TM-528

Always refer to the Table of Contents, or to the last page (s) of a Section to determine

if special information hcs been added for your particular machine.

Refer to Chapter 1, Section 1 for an explanation of how to identify generator sets.

Chapter 5 lists ail options available for use with the basic generator set. lists ail pertinent,manufacturer’s literature which is furnished with this manual, including

schematic and connection diagrams.

Chapter 6

!

Jan 22/81 Revised

:

I)

Introduction

Page l/2

.,

TM-523

CHAPTER 1. DESCRiPTlON AND OPERATION

SECTION 1. IDENTIFICATION

I

9

1. General

This manual coveA a 140 KVA, diesel engine-driven; truck or trailer mounted

generator set.

Because more than one version of the generator set is covered

in this manual, a method of positive identification has been established to

define the type of mounting (truck or trailer) and any special equipment not

included with the options I isted below.

2. Model Number

Ail Hobart generator sets are identified by a model number. The units covered by this manual are identified as model 140 G17K which is a truck-mounted unit end model 140 G17P which is trailer-mounted. Figure 1 illustrates a

typical nameplate marking.

1 WART BROTHERS CO. 1

If-Y

K’JAOPFOKW

Identification Plate

. Figure 1

\

Jan 22/81 Revised

Page 1

TM-528

140G17K defines a generator set mounted on any of the truck options listed below. 140G17P defines a generator set mounted on the optional trailer. 140G17P (special) ‘defines a trailer-mounted generator set which includes special equipment.

3. Optional Eqbi,pment

Optional equipment consists of trucks,

transformer-rectifier mounting kitk, a revolving amber light and a test box.

/

A. Trucks

The truck options consist of Chevrolet model CS-51403, Ford model F-500, GMC

model CS-51403 and Dodge model D-500.

B. Truck Body Kits

Truck body kits, part number 482150, are available for mounting the basic generator

set, with or without transformer-rectifiers, on any of the available truck options. These

kits are described and illustrated in TO-110.

I

C. Trailer

I

The optional trailer, part number 482158, TO-106.

,

truck body kits, trailer, transformer-rectifiers,

is covered by an instruction manual

D. Transformer-Rectifiers

Transfomler-rectifiers are available to change the 115-V AC generator output to 28.5,

35 and 112 V DC. The 28.5 volt unit is covered in TM-597, the 112 volt unit is covered

in TM-598 and the 35 vo It unit is covered in TM-599.

E. T-R Mounting Kits

Transformer-rectifier mounting kits, part number 482163, are available for mounting

any combination of T-R units on the optional trucks at-d trailer. These kits are covered in TO-111.

F. Test Box

The optional test box, part number 388318-4, is available to check voltage levels at critical points throughout the circuitry.

It plugs into the test receptacle connector

on the engine control panel of each unit. This option is covered in TO-112.

Page 2

\;

Revised Jan 22/81

I

TM-528

G. Revo iving Light (Truck-Mounted Units)

This emergency warning iigbt revolves through 3600. Central iy mounted on top of the truck cab, it has an ‘on-off switch located on the dashboard. This option

is covered in TO-1 13.

1

Jan 22/81 Revised ;

i.

l-l

Page 3/4

!d r I

SECT1 ON 2. DESCRIPTION

1. General

The generator set covered by this manual is a diesel engine-driven unit,

enclosed by a canopy and designed for mounting on a truck or trailer

(See Fig. 1). ’

TM-528

/

The purpose of the generator set is to produce and deliver regulated, 400-Hz,

115/200-V AC power to one o,r two parked aircraft for operation of the air-

craft’s electrical equipment when the on-board generators are not running.

Orientation

2.

For purposes of orientat ion and to fcm ii iarize operators and maintenance personnel with the location of components, the radiator is considered to be at the FRONT of the unit. The generator and controls are at the REAR. RIGHT and LEFT are determined by standing at the rear and facing the

math ine .

and engine control panel are mounted on the RIGHT side at the REAR of the unit.

NOTE: When the generator set is mounted on a truck, the rcdictor or

FRONT end of the generator set is at the REAR of the truck. Operating controls are then on the LEFT, or driver’s side, of the truck. When the generator set is mounted on a trailer,

the radiator is at the drawbar, FRONT end.

3. Special Features

Thus, the generator control box, output receptacle connector,

The generator has many special features which are described more fully

under the assemblies in which they appear. Some of the main features are mentioned here and described briefly.

A. Protective Monitor System

A single, solid-state device (1, Fig. the fault sensing units in the generator output circuit and functions to cause the load to be disconnected from the generator if an abnormal condition of voltage,

Pullout Trays

B.

The control box is equipped with pullout, drawer-type trays which provide easy access to controls and equipment md,unted in them. Each tray may be removed as an assembly by disbbnnecting a single quick-disconnect connector and tripping two safety latches.

Jan 22/81 Revised :

7) receives signals from ail of

frequency or load develops.

1,

l-2

Page 1

/

I m

I 1

TM-528

TRAILER-MOLNTED

TRUCK-MOUNTED

Generator Set

Figure 1

f-2 Page 2

i Revised Jan 22/81

TM-528

C. Voltage Regulator

I

A solid-state, adiustabie voltage regulator (Fig. 6) provides automatic

voltage regulation at f’he aircraft.

The regulator is also adiustabie for

a variety of output cable sizes and lengths.

D. Test Receptacle Connector

A receptacle connector (18, Fig. 9 and 10) with wiring ta various test

points throughout the eiectricai circuit is provided for the attachment

of a test box. This circuitry, when used in conjunction with diagrams,

allows technicians to monitor voltage levels at critical points throughout the circuitry.

E.

Test bx

The optional test box may be plugged into the test receptacle connector

and used to check voltage levels at critical points throughout the circuitry.

F.

D.uai Output

Each generator set is equipped with two output circuits and dual controls

so that power may be delivered to an aircraft requiring two inputs, or to one or two aircraft with single input requirements.

4. Canopy

A sheet metal enclosure,

identified as a canopy (See 1, Fig. 2) provides

protection for the engine, generator, and electrical controls. Four hinged

doors on the left side provide easy access for service and maintenance. Two

hinged doors near the front on the right side provide access to the engine corn partme nt .

Panel mounted instruments may be observed through two Plexiglass windows which cover a portion of the control box and engine control panel. The lower window is slanted outward at the bottom to provide an opening for

reaching engine controls.

A small panel located below the air cleaner covers

the dual-output terminal board.

Two cable horns and clamps provide protection

and security for output cables.

A central iy-located lifting eye is mounted in the main frcrne superstructure and extends upward beyond the canopy top to provide a convenient attaching point for chains, cables, hooks, etc., used to I ift and move the generator set.

Jan 22/81 Revised

:

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Page 3

m I 1

TM-528

L

I

5. Engine, Generator and Controls Assembly.

A. General

This assembly is the basic generator set without canopy.

It includes all components required to igenerate and reg’ulate 400-iiz, 115/200-V AC, three-phase power,

and is operable when provided with a system to supply

fuel to the engine fuel plump.

Four six-volt batteries mounted in the optional

/

trailer or truck body, are connected in series to provide 24-V DC power to the engine direct current circuits:

A tcp lecd connected In this circuit between the two center batteries provides 12-V DC power for the generator protective system.

The engine-generator assembly is mounted on a welded

stee I f rme .

A superstructure,

attached to the main frame, provides mounting facilities

for the canopy, control box,

and m isceiianeous electrical equipment.

Specifications and capabilities of the’generator set are listed in Figure 3.

8.

Gene rato r

The generator (11, Fig. 2) is a brushless, revolving field, three-phase, alternating-current type.

It is technically an alternator, however it will be identified throughout the manual as a generator. The rotor is mounted by two permanently lubricated, sealed, bail bearings. The front bearing

is supported by the fan housing; the rear bearing is mounted in the forward

end of the exciter housing.

Both of these housings are attached to the main

generator stator housing.

The front end of the rotor shaft extends forward beyond the bearing and is. attached to the engine flywheel by a hub and flexible disk coupling assembly.

A centrifugal, radial-blade fan, part of the hub and coupling assembly, draws cooling air over ail internal windings.

Air enters the exciter end and is discharged through openings

in the flywheel housing at the drive end. The rear end of the rotor shaft extends rearward beyond the rear bearing and into the exciter stator housing. The exciter rotor is mounted on this shaft extension with a Woodruff key and

is secured by a washer and cap screw.

A rectifier with six diodes is mounted on the exciter rotor and converts exciter AC output to DC for excitation of the generator revolving fields.

The exciter output to the generator

fields, and consequently the generator output, is controlled by the amount

of DC voltage supplied to exciter fields by the static voltage regulator.

C. Engine

The engine (7, Fig. 2) used to drive the generator is a two-cycle, Vee-8

diesel, manufactured by Detroit Diesel Engine Division af General Motors

Corporation. See Fig.

3 for specifications and characterh’stics. Refer to

the Detroit Diesel Operator’s Manual for a detailed description. ’

112

Revised Jan 22/81

Page 4

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TM-528

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II

1. Canopy 7. Diesel engine

2. Air cleaner 8. Lifting yoke

3. Lifting eye

9. Power module (contactor) panei

4. Access panel, output terminals 10. Exciter

5. Engine control panel 11. Generator

6. Control box

Generator Set Components

Figure 2

1

.

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Jan 22/8 1 Revised

l-2

Page 5

GENERATOR

I I

TM-528

Output power rating

0 utput voltage

Rated lo&I capacity Overload capacity (125% of lrated load) ’ Frequency (cycles-per-second)

0 utput ki iowatts

Po,wer factor Duty cycle Operating speed (at 400 Hz)

Output cable size (each of four conductors)

ENGINE

Manufacturer

,

I

,.

Detroit Diesel Engine Div.

140 KVA

115/200-v

404-A 505-A 400 Hz

172 KW

0.8 PF 100%

T7P4 RPM

210

General Motors Corp.

Type

Model

Displacement Bore and stroke

Governed speed Horsepower at 1714 RPM

Id!e speed

Overspeed governor trip

Coolant system capacity (approx.)

Lubricating oil capacity (without filters change) (approx.) 23 quarts (21 liters) Lubricating oil capacity (with filters change) (approx.) 26 quarts (25 liters)

567 cubic inches (9291 c.m3)

4-l/2 x 5 inches (115 mmx 127 mm)

1900 to 2025 RPM

19-l/2 gals. (74 liters)

8V-77 N diesel

7083-7000

1714 RPM

253 HP

800 to 850 RPM

D. Governor

The mechanical-hydraulic governor (4, Fig. 4) is identified as a Woodward Model PSG. Instructions and an ii iustrated parts list for the governor are

included in Woodward Bulletin which is supplied with this manual in Chapter 6.

Engine Safety Shutdown System

E.’

(1) General

The automatic, electric, shutdown system is designed to stop t& engine if there is a loss of oil

pressure, overheating of engine coolant, or engine overspeed.

Page 6

Specifications and Capabilities

Figure 3

TM-528

(8) Air shutoff valve

The principal component in the safety shutdown system is the air shutoff valve. The valve consists of a circular, hinged plate which is mounted in the engine air inlet housing (2). The

valve is mounted on a cross-shaft (5) which is spring-loaded in a direction to close the valve.

’ (9) Engine Safety devices :’ ’

General

All fault sensing devi es have a common characteristic. They are basically normally-closed

hydraulic valves. Th 8 ,y also perform a common function: they release oil pressure to the

/

shutdown valve bellows when an engine operating fault occurs. As stated above, this pressure

release allows the bellows assehbly to unlatch and thus close the shutdown valve. Sensing devices are series-connected in the oil supply line to the bellows assembly so that the operation of any device will release pressure to the bellows. Fault sensing devices are described in detail

in the Detroit Diesel Operators Manual.

a. Overspeed governor

The overspeed governor is a mechanical fly-weight type, mounted at the rear of the engine

and driven through an adapter by the camshaft. Electrical contacts in the governor are connected in parallel with other engine shutdown devices. The governor is adjusted to close the contacts and actuate the shutdown solenoid when an engine speed of 1950 RPM is

reached. The governor must be manually reset, after tripping, by pushing a button located on the governor head.

b. Temperature sensing safety switch

This switch is mounted in the engine water manifold and is identified as an “Alarmstat”. It is very sensitive to temperature changes and functions to protect the engine against overheating caused by low coolant level, broken fan belt, etc. It sends a signal which activates the shut-down solenoid to stop the engine when temperature in the cooling system reaches 205 deg. F.

c. Start circuit cut-out switch

This is a Micro-type switch, mounted just below the air-valve operating lever. The switch is electrically connected in series with the starter switch. In normal operation the switch is CLOSED. In the event the shutdown solenoid is actuated to stop the engine, the shutdown switch is OPENED to prevent operation of the engine starter until the shutdown air valve is LATCHED in OPEN position.

cf. Start circuit solenoid switch

This switch is mounted on a bracket on the left side of the engine below the time delay

relay. This soleniod type switch functions to conduct 24-V DC power to the engine starter

solenoid when the panel mounted pushbutton start switch is pushed. The soleniod switch serves to by-pass and protect the start circuit cut-out switch against the heavy load current of

the starter.

e. Low oil pressure switch.

This switch is mounted on the engine block. It sends a signal to the time delay relay when engine oil pressure drops below 10 psi. The time delay relay serves to delay for approximately 10 seconds the activation of the shutdown solenoid.

!

March 24/95 Revised

1-2

Page 7

LEFT SIDE OF ENGINE

TM-528

RIGHT SIDE OF SHUTDOWN VALVE

1.

Bellows assembly

2. Shutoff valve housing

3.

Overspeed

4.

Engine

5.

1 Valve shaft

governor

./

1-b

Page 8

6. Shutdown valve operating solenoid

7. Low coolant and high temperature valve

8. Emergency shutdown solenoid valve

Engine Safety Shutdown System

Figure 4.

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(#hi

i Revised Jan 22/8 1

F.

Air Cleaner

I

TM-528

The diesel-engine air cleaner (Fig. 5) is a dry-cartridge type.

It is equipped

with a moisture eiiminator and a service indicator. The indicator functions

to ‘signal the operator when the cartridge needs changing. A red cylindrical flag (2) is forced upward in a glass enclosed viewing chamber (7) when air

I

pressure within the air:!cleaner housing drops below the outside air pressure.

As the cartridge becomes loaded with dirt and air pressure within the cleaner lessens, the flag gradually rises higher in the glass viewing chamber. When

the flag reaches the top of the chamber,

it locks in that position to warn the

operator that the cartridge must be changed.

The flag is reset (unlocked) by

pushing the reset button (3) located on the bottom of the indicator.

G. Control box

The control box (6, Fig. 2)

is a sheet metal enclosure which houses and provides

mounting facilities for generator controls and electrical equipment. The box

is equipped with three drawer-type trays which contain generator output control

devices and monitoring instruments.

Trays slide in ard out on nylon rollers for easy access to internally mounted components. Each tray is easily removcble by disconnecting an amphenol connector, unlocking the safety latches, and sliding the complete tray assembly out of the control box.

F /- .

1. Viewing chamber

2. Indicating flag

3. Reset button

1

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Jan 22/8 1 Revised

Air Cleaner and Service lnd icator

I

Figure 5

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1-2

Page 9

TM-528

Two shielded instrument panel iights’are mounted on the left side of the control box

front panel to iliwninate controls and instruments in the trays.

(1) Voltage regulator tray

I 1

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The voltage regulator! tray is the topmost in the control box. regulator manual is supplied with the generator set, a brief, working description

is given here.

The voltage regulator is designed to provide 1% voltcge regulation with 0.25second recovery time for a,ll loads up to 100% of rated load on a three-phase, fo ur-w ire, field excitation power for the rotary exciter, voltage by varying the exciter field power as required to meet varying load conditions. Thus, the generator output is held at a constant voltage. The maximum continuous rating of this regulator is 4.0 Amperes at 140 Volts DC.

Any deviation of the generator output voltage from its set, regulated level

is sensed by the voltcge detection and comparison circuits. from the comparison circuit into the transistorized pre-amp1 ifier, cmpl ified, and used to drive the magnetic cmplifier. The magnetic unpiifier output changes in response to this signal, exciter enough to return the generator voltage to its regulated value. The voltage at which the generator is regulated may be odiusted w

adjustment rheostat (2, Fig. 6).

115/200-Volt, 400-Hz, brushless generator. This regulator provides

I

and regulates generator output

chcnging the field power of the rotary

Although a separate

A signal is fed

,ith the vo I tage

i-2

(a) Contro is

The rheostat (2, Fig. 6)

of the generator output.

potentiometer (4). another potentiometer (3). OFF by a toggle switch (5). be ON. An instruction plate under the potentiometer knobs indicates pmper setting for various cable sizes and lengths. Regulator stability

is adjusted by the damping circuit gain potentiometer (8). Regulator response time is adiusted by the damping circuit rate potentiometer (10).

(b) Protection

Internal circuitry of the voltage regulator is protected by a cartridge

type, 5 Ampere fuse (12).

(c) Components

See Fig. 6. Refer to Operation and Maintenance”Manual No. T*M-759 for

a detailed description of the voltage regulator.

is used to adjust the regulated voltage value

Compensation for cable size is adiusted by a

Cable length is compensated for by adiustment of

Cable compensation may be turned ON or

For this application the switch must always

1

Revised Jan 22/8 1

Page 10

m 1

1

TM-528

i

1. Resistor (1000 Ohms, 25 Watts)

2. Regulator rheostat

3.

Cable length compensation rheostat

4.

Cable size compensation rheostat

5.

On-Off switch, line drop compensation

6. Line drop compensation, chassis assembly

7.

Receptacle connector

8.

Damping circuit gain potentiometer

9. Receptacle connector

0.

Damping circuit rate potentiometer

11. Receptacle connector

12. Fuse (5A)

13. Fuseholder

14. Receptacle connector

15. Sensing and preamplifier chassis assembly

16. High-phase sensing board assembly

17. Reactor

18, Chassis

19. Terminal board

Voltage Regulator

Figure 6

1

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Jan 22/81 Revised

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1,

Page 11

(2) Protective relay tray

TM-528

Refer to Fig. 7.

The center tray in the control box is identified as the protective

relay tray and contains electrical and electronic safety devices designed to pro-

‘tect the aircraft electrical systems against damcge which could result from over-

voltage, undervo ltqge, or underfrequency.

The tray also contains devices for the protection and control of the generator output electrical system. The Generator Schematic Diagram shows how the protective devices are located in the electrical system. ”

(a) Sensing relays

The overvoltage relay (3), undervoltage reiay (4), underfrequency relay

(5), and over-frequency relay (6)

are connected to the generator output

lecds between the generator and the load contactor. These relays sense any abnormal condition of voltage or frequency and signal the soiid-state circuitry of the protective monitor module (I) to open the load contactor holding circuit and disconnect the generator output to the aircraft.

Solid-state overload signaling devices (one for each output) are also

connected to the protective monitor module and perform a function similar to the sensing relays.

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Page 12

Trip values for the sensing relays and overload devices are as follows:

Overvoltage relay trips at 130 V to 134 V.

UndeNoltage relay trips at 93 V to 103 V.

Overfrequency relay trips at 415 Hz to 425 Hz.’

Underfrequency relay trips at 375 Hz to 385 Hz.

Overload device trips at any value over 125% rated load capacity.

(b) Protective monitor module

The protective monitor (1) is a solid-state device with a hermetically-

sealed, reed-type, relay.

The solid-state, printed circuit board or card replaces five latching relays and a time delay relay which were formerly used. SCIRs (

si icone-controlled rectifiers) are used, one each for over-

I

frequency, underfrequency, overvoltage, under-voltage, and overlood.

The board includes five memory circuits and an odiustable time delay

circuit.

device (overload module, overvoltage relay, etc.).

Each memory circuit is connected to a corresponding sensing

All of the circuits

are connected to the module relay coil, and any one of the circuits can

energize the coil to open the relay contacts. Thus, when a sensing device energizes any one of the module circuits,, the module relay is

also energized to break the load contactor hoI@g circuit and allow the load contactor to open.

All circuits, except the undervoitage

circuit, function immediately to open the load contactor.

Revised Jan 22/8 1

TM-528

1.

Protective monitor module

2. Fuse interlock relay

3.

Overvo I tage sensing relay

4.

Under-voltage sensing relay

) 5. Underfrequency sensing relay

6. Over-frequency sensing relay 7; Generator overload relay

8.

Tray fastener

( 9. Overlood indicating I ight

10.

Reset SW itch

11. Undervoltage indicating light

12.

No. 1 resistor, 100 Ohm, 25 Watt

13.

Overvoltage indicating light

14. No. 2 resistor, 100 Ohm,

25

Watt

15. Under-frequency indicating light

16. interlock relay fuse, 2A

17. Underfrequency indicating light

18. Load contactor circuit fuse, 2A

19. Test bank switch

20. Capacitor, 6.8 MFD, 35 V

21. Terminal board

22. Diode, 400 V RV, 1.5 A

.’

23. Receptacle connector

24. No. 1 plug-interlock relay

25. No. 2 plug-interlock relay

Protective Relay Tray

Jan 22/81 Revised

Figure 7

l-2

Page 13

TM-528

A time delay system is designed into the under-voltage circuit to prevent nuisance

opening of the contactor under conditions of momentary under-voltage in the generator output.

An undervoltage condition which continues uninterrupted for a period of 4,to 12 seconds will cause the time delay circuit to open the load contactor. Each of the five circuits is connected to a corresponding

indicating light (9.,, T 1, 13, 15,

and 17) wh ich is turned on when a fault

occurs.

I

)_

The module relay will remain energized (OFEN) and the light will remain ON

until the reset switch (10) ,is pushed to break the module 12-V DC circuit, and

allow the relay to return to normal, CLOSED position.

(c) Indicating I ights

The function of these lights (9, 11, 13, 15 and 17) is to indicate, to the

operator, the abnormal condition of overvoltage, underfrequency, etc.,

which caused the protective monitor system to function. Each of the five

lights is connected to an actuating circuit within the memory and time delay

module. When one of the circuits is activated, it turns on th,e applicable

ind icating light.

The light will remain on until the reset switch (10) is pushed. These are press-to-test type lights in which the lamps (bulbs) may be tested by pressing the lens holder momentarily.

(d) Plug interlock relay

The function of the plug interlock relay (24) is to cause the No. 1 output load contactor to open in the event the cable plug connector becomes accidentally disconnected from the aircraft during power delivery, or

if an attempt is made to deliver power when the output cable is not

connected to the aircraft.

Twenty-eight Volt direct current for operation

of the relay is supplied from the aircraft either through an on-board

transformer-rectifier, or from a twenty-eight Volt electrical system. Connection from the aircraft to the interlock relay is made through terminals E and F on the cable connectors. Another relay (25) functions

in the scme manner for No. 2 output load contactor.

(e) Test-bank SW itch

A sp st, toggle switch (19) provides a means of bypassing the interlock

relays (24 and 25) h

w en supplying power to a load bank or to aircraft

not equipped with a plug interlock system.

In the TEST BANK position

the interlock relays are bypassed. In AIRCRAFT position, they are

switched back into the circuit.

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i* Revised Jan 22/8 1

Page 14

TM-528

(f) Resistor

I

A 100 Ohm, ,25 Watt resistor (12) is connected in series with the plug interlock relay (24) to ptotect the relay in the event that phase C contacts in the No. 1 load contactor should fail to close when the generator ON

switch is pushed. An identica’l resistor (14) perfons the same function

for No. 2 relay (24).

/

(g) Fuse interlock relay

I

I I

The function of the fuse interlock relay (2) is to interrupt the locd contactor holding coil circuit and remove the load in case of a bldwn fuse (16) in the

protective relay coil circuit.

(h) Connector

A twenty-six contact connector, (23) provides a quick-disconnect facility for all wiring to the trays electrical components so that the complete tray assembly may be removed quickly and easily.

(i) Diode, capacitor and terminal board

A terminal board (21)

is used to mount and connect a diode (22) and

capacitor (20) into the fuse-interlock relay coil circuit. Their purpose

is to prevent an inductive spike in the 12-V DC circuit from triggering an SCR in the protective monitor module (1) and turning on an indicating

light when no fault exists.

(k) Overload relay

This overload relay (7) is a thermal type with manual reset.

its function

is to protect the generator in case both output circuits are operated to capacity at the same time.

The relay signals the protective monitor

module to open both loach contactors in approximately 5 minutes when

the generator is operated at 125% to 127% rated load .

(I) Fuses

A fuse (18) is located in the load contactor hold circuit to protect the power module in case of a rectifier failure. Another fuse (16) protects

the 12-V DC protective monitor circuit.

Jan 22/81 Revised :

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Page 15

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Page 16

.

Generator control tray

The generator control tray (Fig. 8) is the bottom tray in the contains ‘instruments and controls for monitoring at-id control output.

4

TM-528

control box. It

ling 5

(a) Res iston

’

Two 25 Ohm,

TOO !Watt, ballast resistors (1) are connected

the generator DC field circuit.

:nerator

n series in

A 50 Ohm, 100 Watt variable resistor (12) is connected in series between

the manual control rectifier (15) and rheostat (14). Its purpose is to adiust

the DC voltage to the rheostat.

This odiustment determines the generator

output voltage control range of the rheostat e

(b) Generator output meters

The generator output is monitored by three instruments; a frequency meter

(8), a voltmeter (7), and an cmmeter (6). The frequency meter is a

resonant-reed type, and indicates the frequency of the generator output alternating current in the range of 380 to 420 Hz (cycles per second).

The voltmeter indicates the generator output voitage in each phase-to-

neutral (A-N, B-N and C-N)

or phase-to-phase (A-B, B-C and C-A) as selected by the meter selector switch (5) and the line selector switch (4). (These switches are described below .) The voltmeter has a 3-1/2inch (89 mm) face and the scale is graduated 0 to 300 V. The ammeter

is also 3-l/2-inch size and is graduated 0 to 500 Ai The crnperage value

in each of the three phases may be read on the cmmeter by selecting the

desired phase with switch (5). Th

ree ammeter current transformers (4, Fig. 11) lower the output load current to a lesser value, of definite ratio, which will operate the ammeter movement without damage. The ammeter dial scale is grcduated and numbered so that the pointer will indicate the true load current value rather than the meter movement current.

(c) Meter and line switches

These switches provide a means of selecting and determining which phase of voltage and current is indicated on the voltmeter and ammeter and whether the voltage is line-to-neutral or line-to-line. The meter switch

(5) is a four-position, rotary type. A nameplate (3), located under the, switch knob, is marked and lettered to indicate the three functional positions of the meter switch.

(When the knob is pointing straight down,

the switch is OFF.) The line switch (4) is a two-posi!tion, toggle switch

used to select either line-to-neutral or line-to-line (@Itage to the voltmeter.

The nameplate is also marked to indicate the position of this

SW itch.

i,

Revised Jan 22/81

I

1

1.

2.

3.

4.

5.

6.

7.

8.

m I

1

8

7

TM-528

Resistor (25 Ohm, 100 Watt) Fastener

Instruction plate

Line selector toggle switch

Meter selector rotary switch

AC Ammeter Voltmeter : Frequency meter

TO.

11. 1-2.

13.

14.

15.

Generator Control Tray

Figure 8

Nylon roller

Receptacle connector Tray Resistor (50 Ohm, 100 Watt) Automatic-manual switch Manual voltage control rheostat Rectifier

), Ii

Jan 22/81 Revised

1

l-2

Page 17

TM-528

(d) Receptacle connector

An Amphenol connector (10) provides a means of quickly disconnecting

all wires to generator control tray components.

(h)’ Tray

,

I

The tray (11) slides in and out on nylon rollers (9). It

is secured in place

I

by two captive screw fasteners (2).

(f) Manual voltage control

When the automatic manual switch (13)

Is placed n MANUAL position,

AC power is supplied to the rectifier (75) rather than to the automatic

voltage regulator.

The DC output of the rectifier is routed to the exciter

fie Id through a rheostat (14).

The generator output voltage is thereby

manually controlled by adiustment of the rheostat.

H. Engine and Generator Control Panel (140Gl7K and 14OGl7P)

Refer to Fig. 9.

The engine and generator control panel assembly is mounted

directly below the generctor control box.

lnstrwnents and controls are protected by a clear Plexiglass panel which is mounted in a frune that extends outward and downward at an angle over the contra I panel.

Instruments may be observed through the Plexiglass panel and controls may be operated by reaching under the pane I.

(1) Engine gages and meters

(a) 0 il pressure gage and diaphragm switch

The oil pressure gage (7)

is a bourdon tube type and indicates engine

I ubricat ing oil pressure.

It is graduated from 0 to 75 psi (0 to 517 kPa).

Adiaphragm type switch (8) is mounted in the oil line directly behind

the oil gage. Th

is switch is closed by engine oil pressure and connects

24-V DC to the hourmeter, throttle holding solenoid, and-excitation-

deenergization relay only when the engine is running.

(b) Ammeter

The ammeter (6) indicates the d irection and the value of the current

flow in the engine 24-V DC electrical system. Its graduated range

is from -30 Amperes through 0, to +30 Amperes.

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[I Revised Jan 22/8 1

Page 18

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a: I

TM-528

1. Excitation-deenergization relay

2. Panel light

3. Push-to-build-up-voltage switch

4. Fuse, lights and excitation circuit (IOA)

5. Light switch

6. Ammeter, DC circuit

,7. Oil pressure gage

8. Diaphram switch, hourmeter and excitation circuit

9. Coolant temperature gage

10. Hourmeter 1’1. Speed control switch

12.

DELETED

13. Engine speed control cable

14.

Start switch

15.

DELETED

16.

Terminal board

17. Engine running indicating light

18. Test receptacle connector

19.

No. 2 contactor

indicating

light

20.

No. 1 contactor

indicating

light

21.

No. 1 contactor

operating

switch

22.

No. 1 contactor

operating

switch

Engine Control Panel (140G17K and 140G17P)

Figure 9

1

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March 24/95 Revised

1-2

Page 19

I

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(c) Temperature gage

The temperature gage (9) is of one piece construction ard consists

8

of a panel mounted indicating mechanism which is connected to an

engine-mounted bulb by a capil’lary tube. The gage indicates

engine coolant temperature ‘in a range of 1000 F to 220’ F ( 38O C

to m” C).. 1

(d) Houneter

The hourmeter (70) is electrically driven from the 24-V battery system. The hourmeter measures and records elapsed runhing time when the engine is operating. actual operating time which is required for meeting maintenance schedules.

NOTE: The houneter used on 140G17P (Special) is a 12-V DC unit.

,.

Its function is to record

TM-528

Panel lights

(2)

Two shielded instrument panel lights (2) provide illumination for

instruments and controls during night-time operation.

(3) Indicating lights

There are three indicating lights mounted on the control panel.

(a) Engine ON indicating light

This light (77) gl ows green when the engine is running and engine lubricating oil pressure is holding the diaphragm switch (8) closed.

(b) Load contactor indicating I ights

Each output load contactor holding coil circuit has an indicating

light (19 and 20) h’ h I w IC g ows red when the circuit is energized and is holding the contactor closed. When the lood contactor opens for any reason,

the I ight is turned OFF.

NOTE: Fault indicating lights in the protective relay tray are

described in Para. 5, G, (2), (c).

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Page 20

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(‘Ii

eevised Jan 22/81

TM-528

(4) Switches

a. Starter switch

This is a pushbutton switch (14, Fig. 9) which connects a 24-V DC power signal to the starter solenoid. The solenoid then engages the starter and supplies power for cranking the engine.

I

b. Speed control switch -1

This is a single-throw, on-off toggle switch (11) used to connect DC power to a solenoid in the governor speed control linkage. When the switch is ON, the solenoid functions to hold the

linkage in governed speed position for normal generator operation. This toggle switch also

connects power tothe excitation-deenergization relay circuit.

c. Light switch

Panel lights (2) and clearance lights are controlled by another single-throw toggle switch (5).

d. Load contactor control switches

Each load contactor is controlled by a toggle switch. No. 1 output contactor is controlled by switch (21). No. 2 output contactor is controlled by switch (22). These are three-position

switches which are spring-loaded in the top “ON” position. When placed in the spring-loaded ON position, the switch provides 115-V AC power directly to a rectifier which supplies DC power for closing the load contactor. When released, it returns to the normal ON position and continues to provide power to the rectifier. But in this switch positionAC power must pass through the plug interlock and fuse interlock relays. In OFF position, the switch opens the AC circuit to the rectifier, thereby cutting off the source of DC power to the contactor coil abd allows the contactor to open.

March 24/95 Revised

1-2

Page 21

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I

(e) Push-to-build-up-voltage switch

TM-528

This is a pushbutton switch (3) that connects initial power to the excitation-

deenergization relay (1) at generator startup.

It is functional only if the

speed control switch (11)

is ON and the engine is operating at governed

,

speed..

(5) Excitation-deenergization relay

’ This relay (1) is mounted on the back of the engine control panel. Its function

is to connect AC power to the voltage regulator so that the regulator may supply

excitation to the exciter fields.

The relay is only functional when the engine

is running at governed speed,

and the engine speed control switch (11) is in 0 N

position.

(6) Fuse

A 10-A fuse (4) protects the 24-V DC, light and engine-generator speed control

circuit.

(7) Test receptacle connector

This Amphenol connector (18) provides an attaching point for leads which are connected to selected test points throughout the

engine and generator electrical

systems.

Connection and schematic diagrams indicate points at which the lecds

are connected.

This receptacle connector is designed to mate with a test box

plug connector.

It is protected by a dust cap.

The test box, part number 388318-4, is available from Hobart Brothers Company at a nom inal kharge. Refer to 2-2; Para. 2. B. (29) for a description of its use.

(8) Speed control cable

This push-pull control cable (13)

is connected to the engine governor linkage and is used to position the linkage for the engine speed desired. It is also used for normal engine shutdown.

A hinged latch, mounted on the panel behind the

1 control cable knob, holds the control out sufficiently for normal idle speed when

the latch is held in UP position,

the control is allowed to move to its ful I IN position which allows governor linkage and fuel racks to go to NO-FUEL position and stop the engine.

. l’-2

Page 22

;,Rev ised Jan 22/8 1

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TM-528

(10) Terminal boar+&

,.

Three terminal boards (16)

are mounted on the back of the control panel

near the lower ed’ge.

They provide convenient connection terminals for

wires leading to and from control panel components.

J.

Special Engine and Generator Controf Panel (140G17P Special)

(1) General (See Fig. 10)

Only those items are described here which are added to the standanf control panel. Note that some standard items are located differently. item numbers

‘I through 22 on Fig.

10 identify the same parts that’they did in Fig. 9. New

items 23 through 31 have been added at the end of the list 0

(2) Receptacle connector ard circuit breaker

A twist-lock type receptacle connector (29) provides a convenient outlet connection for a light or small hand tool requiring 115-V, 400-Hz power. This output circuit is protected by a 20-A circuit breaker (23).

(3) Emergency-stop switch

A single-throw,

toggle switch (24)

connects power to a solenoid valve in

the engine safety shutdown system.

When activated the valve releases

pressure in the engine air valve latching system and causes the air valve

to close and stop the engine.

(4) Hourmeter diaphragm switch

Another diaphragm switch (25) is added behind the oil pressure gage to

connect 12-V DC to the hourmeter (lo), only when the engine is running.

This circuit is protected by a 2-A fuse (28).

(5) Load contactor switches operating handle

A special handle (30)

is mounted on the load, contactor switches to operate

both switches simultaneously., If both outpuplicable plugs are not’connected

to an aircraft, only the contactor in the circuit being used wi,ll remain

closed .

Jan 22/81- Revised ’

l-2

Page. 23,

TM-528

16

26 30 19

16 I8

1. Excitation-deenergization relay

2. Panel light

3. Push-to-build-up-voltage switch

4. Fuse, lights and excitation circuit (1 OA)

5. Light switch

6. Ammeter, DC circuit

7. Oil pressure gage

8. Diaphram switch, hourmeter and excitation circuit

9. Coolant temperature gage

10. Hourmeter

11. Speed control switch

12. DELETED

13. Engine speed control cable

14. Start switch

15. DELETED

16. Terminal board

17. Engine running indicating light

18. Test receptacle connector

i7

28

19. No. 2 contactor indicating light

20. No. 1 contactor indicating light

21. No. 1 contactor operating switch

22. No. 1 contactor operating switch

23. Circuit breaker, convenience output circuit

24. Emergency stop switch

25. Hourmeter operating diaphragm

switch

26. Low fuel (engine stopped) warning

light (red

27. Push switch, low fuel system test

28. Fuse, fuel warning system test

29. Convenience output receptacle

(115-V, 400-Hz

30. Load contactor switches

operating handle

31. Fuel warning system relay

Engine Control Panel (140G17P Special)

;!I

Figure 10

(,I1

‘9

Pzige 24

March 24/95 Revised

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I 1

(6) Low fuel warning and shutdown system

This system warns the operator when engine fuel is low and also automatically stops the engine before the tank is completely empty.

Two sensing devices (not shown) are mounted in the fuel tank. The uppermost

device sends’a signal to q relay (31) w h en fuel in the tank reaches a low

level which will allow only cpproximateiy 30 minutes of operation.

relay (37) fu&ions to turn on a flashing,

mounted on the canopy top. If the tank is not filled when the warning light

comes on, the lower sensing device will activate the emergency shutdown

solenoid to stop the engine before the tank is emptied. A red warning

light (26) indicates to the operator that the engine has been stopped due

to low fuel (if blue flashing light is also on), or an emergency. The fuel

warning system is protected by a 2-A fuse (28). A push switch (27) is

used for testing the flashing light circuit.

After a low-fuel shutdown, fuel must be odded in tank to turn off warning I ights.

rotating warning light which is

TM-528

The

K. Power Module

The power module, or contactor pane I (Fig. position above the generator below the control box. power module panel assembly are identified as follows:

(1) Capacitor

The function of the three capacitors (l), which are connected to the generator output leads at the bus bar (3) terminals, is to eliminate radio

frequency interference before it is transmitted along the 400-Hz output cables.

(2) Line-drop current transformer

The three line-+rop current transformers (2), in conjunction with the

burden resistors (8), detect the magnitude and power factor of current flowing from the generator to the load, and feed a signal to the voltage

regulator which interprets the signal and alters the exciter field current as required to maintain a constant predetermined voltage at the load. (See Voltage Regulator Manual TM-759) ,,

11) is mounted in a horizontal Components of the

(3) Ammeter current transformer

The three ammeter current transformers (4) low&r the output load current

to a lesser value of definite ratio which will ‘$erate the ammeter movement without damage ., so that t.he ammeter pointer w iii ind icate the true load current value

rather than the meter movement current..

Jan 22/81 Revised

The ammeter dial scale is graduated,and numbered

1,

l-2

Page 25

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1

TM-528

SECTION 3. PREPARATION FOR USE

1.

Generator Set

A., General

,

The generator s&t is shipped i’n operating condition and is ready for use after inspection dnd check.

CAUTION: READ ORRAi-lNG INSTRUCTIONS IN’ CHAPTER 1,

SECTION 4, BEFORE OPERATING THE UNIT.

B.

Inspect ion/Check

Inspect at-xi check the generator set thoroughly before operating.

(1) Remove crating, blocking, banding, ties, and other securing

and protective material.

(2) Inspect exterior for shipping damage such as broken’glass, dcmaged

sheet metal, etc.

(3) Open all canopy doors and inspect interior for foreign material

such as rags, tools, shipping papers, etc.

(4) Check fuel, coolant, and oil hoses and connections for visible

leaks. Check the ground surface under the unit for evidence

of leaks. If leaks are discovered, correct by tightening hose

clamps, tube fittings, etc., as required.

(5) Check security of attaching and retaining hardware.

(6) Check f II

0 owing for sufficient quantity.

(a) Diesel fuel tank capacity is as follows:

Trailer -

approximately 65 gallons (246 liters).

Truck

- approximately 89 gallons (337 I iters).

(b) Engine coolant level should be approximately one inch

(25 mm) below the fillerneck to allow a sufficient capacity for coolant expansion.

CAUTION: BE SURE THE COOLING SYSTEM ANTIFREEZE

SOLUTION ,IS ADEQUATE v-F0 PROTECT BELOW LOWEST TEMPERATURE EXPECTED.

Jan 22/81 Revised :

l-3

Page 1

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TM-528

/

(c) The oil’gage rod (Fig.

See 2-1, Fig.

6, or Detroit Diesel Operator’s Manual for oil recommendations.

1) has F (ful I) and L (low) level marks to indicate

lubricating oil level in the oil pan.

Oil level should be kept as near

tlhe F mark as possible.

$:

I

CAUTION: NEVER OFERATE THE ENGINE WITH OIL LEVEL BELOW THE

LOW-E/‘/EL MARK OR ABOVE FULL-LEVEL MARK.

(7) The air cleaner (Sect. 1-2, Fig. 5) is a dry type. Be sure there are no papers,

tapes, or other materials covering the air inlet area.

(8) Check fluid I

evel in the four 6-Volt batteries.

Fluid should cover plates.

!

RIGHT BANK

1. Oil level gage rod

2. Oil filler cap

I

Engine Oil Gage Rod and Filler Cap

Figure 1

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l,-3

Page 2

:Revised Jan 22/81 ‘,

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TM-528

1

C. Output Cables Installation

I !

I

(1) Cable requiremepts

2

8

Cable leigth is determined by the customer’s requirements, however,

t

it is recom r ended

that cables be no longer than 40 feet (12 meters).

[

,,

1 li

A five-conductor cable assembly with four, size 2/O conductors and one No. 1,2 conductor is recommended for each output. The cable should be equipped with an AN-3430 plug connector on one

end and ring-type terminals on the other.

(2) Cable connection

(a) Remove output terminal panel access cover (l-2; 4, Fig. 2) on

the right side of the generator set near the control box.

(b) Loosen cable horn clamps and insert the loose ends of ccble

assemblies through cable horns. Route to output terminal panel.

(c) Each terminal is identified by a letter, A, B, etc., indicating

the generator output phase.

Cable lecds are likewise identified by ident if icat ion bands. Connect one cable assembly to the upper Tow of terminals. Connect the other to the lower row. Connect A iecd to A terminal, B lead to B terminal, etc. Connect small No. 12 lead to either E ‘or F terminal. Tighten all connections securely.

I

(d) When connections have been made, tighten cable clamps at

cable horns, and install access panel.

(e) On truck mounted unit 140G17K, remove wooden blocks from

cable plug boxes on the left side of the truck and insert cable plugs.

!

Jan 22/8 1 Revised

:

l-3

Page 3/4

‘:

1

SEC-ilON 4. OFERATION

1. General

Information on operation of the optional trucks and trailer is included he;e.for the convenience of tee operator. For detailed coverage of these options,

see the Qppropriate truck manufacturer’s manual or

TO-106 for the trailer.

I

,,

I

NOTE: Read ALL of the operctiqg instructions before attempting to

operate the unit.

WARNING: EAR PROTECTiON MAY BE NECESSARY WHEN WORKING

IN CLOSE PROXIMITY TO THIS EQUIPMENT.

’

2.

Operating the Truck

A. General Operating Instructions

(1

) Operators should familiarize themselves with the truck controls

and responses before attempting to position the vehicle for

servicing an aircraft.

A little practice in a clear area may

help to prevent a future accident.

TM-528

(2) Read the Truck Owner’s Manual.

(3) Position the side mirrors to give the best possible view to the

rear on both sides of the truck.

(4) Observe and note all blind-spots.

(5) Visually inspect and mentally mste the location of al I controls.

(6) After making certain of an assured clear operating area, drive

the truck to become familiar with starting, stopping, and turning characterist its.

(7) Never reverse the truck without assurance of a clear area to the

rear.

WARNING: AVOID SUDDEN STARTS OR STOPS EXCEPT IN

CASE OF EMERGENCY. AVOID SUDDEN TURNS..

B.

Starting the Truck Engine

On 140G17K, a safety feature has been cdded to t& truck ignitiqn

system to prevent engine starting if output cable plug connectors are

not properly stored in plug boxes.

If the engine fails ,to start, check

cable plug b&es first.

1,

Jan 22/81 Revised

1-4

Page 1

C. Positioning the Truck

1

TM-528

Position the truck to the aircraft in accordance with airline directives. This procedure will depend upon airport regulation, type of aircraft, etc. When truck is properly positioned:

(I) Apply parking brake. I ”

’

(2) Place transmission in NFUTRAL and release clutch.

,.

‘(3) Stop engine.

3. Operating the Trailer

A: General

(1) Be sure the brakes are released before attempting to tow the trailer.

(2) Always apply brakes when the unit is parked.

8. Operating the Brakes

Pull the brake lever forward and inward to apply brakes. The brake lever operates on an over-center locking principle. Brake application pressure applied to brake shoes is adjustable by a threaded krob located on top of the brake lever handle.

Turning the knob CLOCKWISE increases

brake pressure and causes an increase in the effort required to apply

the brake and pull the handle into automatically locked position. The brake lever handle points directly, forward when in locked position. The brake is released by pushing the lever inward toward frame.

C. Drawbar

When the trailer is not connected to a tow vehicle, the drawbar should

always be locked in a stowed,

upright position in the support assembly.

The drawbar is locked in the support automatically when lifted to an upright position.

To release, push inward on the drawbar, lift the latch,

then lower the drawbar.

4. Operating the Generator Set

A. ‘General

The sequence of events in preparation for power delivery is not critical

to the point that cables should be plugged into the aircraft before starting

the diesel engine, etc.,

however, time may be saved if the diesel engine

is started and warmed before the vehicle (truck or trailer) I!$ positioned at

11-4

the aircraft.

Revised Jan 22/8 1

.Page 2

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TM-528

8. Connecting Output Cables

Generator sets covered by this manual are designed to supply power to a

single aircraft having a split-bus electrical system which requires two

1

inputs, or fo one or two single system aircraft.

(1) Remove cable(s) from cable storage box. Remove plug connectors from

plug boxes if the unit is so equipped.

,.

(2) Gnnect cable plug tonnector(s) to aircraft receptacle(s) as required

by type of aircraft.

Make certain that the plug and receptacle

connectors are fully and securely mated. if difficulty is experienced

in making the connection,

inspect pin-type terminaas in the plug

connector for damage.

C. Preparation for Power Delivery

It is good practice to make a quick check of all generator controls before

start-up to make certain they are correctly positioned and have not been

tampered with.

After all controls have been checked at the beginning

of an operational shift, it is not necessary to repat the checks for each

aircraft servicing throughout the shift if it is known POSITIVELY that controls have NOT been tampered with.

Check the position of generator

contra Is as fol lows: (See F’g

I ure 1 which illustrates all generator and

engine contra Is .)

(1) Voltage regulator tray

(a) The .line-drop-compensation toggle switch (33) must be in ON

position.

(b) Do not disturb the regulator rheostat (37) adjustment unless

the generator is operating and it is necessary to adjust the

output voltage.

(c) Do not disturb other adiustments. They are set at the factory.

(2) Protective relay tray

(a) The test bank switch (42)

must be in AIRCRAFT position for

delivery of power to an aircraft equipped with an interlock

contra I system .

(b) Make certain the overload relay (43) is in ON position.

Jan 22/8 1 Revised

1-4

Page 3

czil m

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(3) Generator control tray

(a) Be sure automatic-manual toggle switch (48) is in AUTOMATIC

position.

I

TM-528

e meter selector’switch (49)

Th ’ (b)

(pointing straight down),

/

(c) The line seieLtor switch (50) should be in LINE-TO-NEUTRAL

psition.

(4) Engine and generator control panel

Check position of controls as follows:

(a) Circuit breaker (23) ON

(b) Emergency stop switch (24) OFF

(c) Speed control switch (11) OFF

(d) Light switch (5) as required.

(e) Locd contactor switches (21 and 22) OFF

NOTE: The engine starting toggle switch (14) is spring locded so

that it is normally OFF unless held in ON position.

may be in any position except OFF

I

l-4

Page 4

D. Normal Engine Starting

Engine starting steps are outlined below.

illustrated in Fig. 1.

CAUTION: REFER TO OPERATING INSTRUCTIONS IN THE DETROIT DIESEL

~FERATORIS MANUAL, WHEN STPRTING ENGINE FOR THE

FIRST TIME.

(1) If illumination or clearance

ON position.

(2) Pull speed control (13) OUT about half-way and be certain hinged stop

(behind knob) is DOWN.

lights cre required, place light switch (5) in

(3) Press and hold starter switch (14) to crank engine.

Engine controls ad instruments are

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/

Revised Jan 22/81

. .

.

TM-528

1. Excitation-deenergization relay

2. Panel light

3. Push-to-build-up-voltage switch

4. Fuse, lights and excitation circuit (10A)

5. Light switch

6. Ammeter, DC circuit

7. Oil pressure gage

8. Diaphram switch, hourmeter and excitation circuit

9. Coolant temperature gage

10. Hourmeter

11. Speed control switch

12. DELETED

19. Engine speed control cable

14. Start switch

1.5. DELETED

16. Terminal board

17. Engine running indicating light

18. Test receptacle connector

19. No. 2 contactor indicating light

20. No. 1 contactor indicating light

16 28

:4

13

21~ No. 1 contactor operating switch

22. No. 1 contactor operating switch

23. Circuit breaker, convenience output circuit

24. Emergency stop switch

25. Hourmeter operating diaphragm switch

26. Low fuel (engine stopped) warning light (red

27. Push switch, low fuel system test

28. Fuse, fuel warning system test

29. Convenience output receptacle (115-V, 400-Hz

30. Load contactor switches

operating handle

31. Fuel warning system relay

NOTE:

140G17P (Special) control panel is illustrated because it includes all standard controls as well as special items.

Operating Controls and Instruments (Sheet,!! of 2)

March 24/95 Revised

I

Figure 1

(,I!

1-4

Page 5

32 . 33 . 34 .

35 .

36 . 37 *

Rate and gain adjustments

Line drop compensation switch Cable size, compensation ad-l justment Cable length compensation I

adi ustment

Instruction plate

Voltage adjusting rheostat

38 . 39 a 40 .

41 * 42 .

43 .

Fault indicating light (5)

Load contactor operating system fuse Protective monitor system fuse Protective monitor system reset switch

Test bank switch

Generator overload relay

PROTECTIVE RELAY TRAY

44.

Frequency meter

45 .

AC voltmeter

46 .

Manual control rheostat

47 .

AC Ammeter

48.

Automatic-manual switch

49 .

Meter switch

50 .

Line SW itch

Gperating Controls and Instruments (Sheet 2 of 2),$

Figure 1

t

i-4 Page 6

I 1

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TM-528

VOLTAGE REGULATGR’TRAY

38 39

40

1,

Revised Jan 22/81

(4) When the engine starts,

.

iiiia

i--1

release the starter switch button (14),

TM-528

.-

I

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, (5) Use speed control (13) to cdiust engine speed to a fast idle (1000

to 1200 RPM).

I

9

DO NOT’OFERATE A COLD ENGINE AT FULL-SFEED.

CAUT’ON’ ’ i

I

(6) Observe all engine instruments for normal operation.

(7) Allow engine to idle and warm before applying locd.

IF THE,ENGINE FAILS TO START WITHIN 30 SECONDS,

2.’ RELEASE THE START SWITCH AND ALLOW THE START-

ING MOTOR TO COOL FOR A FEW MINUTES. ENGINE FAILS TO START AFTER FOUR ATTEMPTS, AN INSPECTION SHOULD BE MADE TO ‘DETERMINE THE

CAUSE.

IF THE EN,GINE FIRES SUFFICIENTLY TO DISENGAGE

3.

THE STARTER GEAR, BUT DOES NOT START, RELEASE

THE START SWITCH AND ALiOW THE STARTING MOTOR TO COME TO A COMPLETE STOP BEFORE ATTEMPTING

TO ENGAGE THE STARTER AGAIN.

IF THE

CAUTION: DO NOT ALLOW THE ENGINE TO IDLE FOR LONG

PERIODS OF TIME.

Jan 22/81 Revised

:

l-4

Page 7

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1

TM-528

(4) Pull speed control (13, Fig. 1) OUT about half-way.

(5) Hold starting switch (15)

in UP,, spring-loaded ON position and press starter

switch (14) to crank, engine.

+ the engine is being cranked, PULL the pump plunger (12) all the way OUT,‘.then pushsIN slowly to force starting fluid through the atomizing nozzle into the air intake housing. Continue to push the plunger IN slowly until engine starts.

(6) When the engine starts,

release starter switch button (14). Hold starting

togale switch in ON position, until the green engine light (17) comes ON - -

then RELEASE.

(7) Adiust speed control (13) for fast idle.

NOTE: If the pump plunger is not all the way IN when the engine starts,

push it in slowly to LOCKED’position.

F’JMP

INLET

NEE

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t

Cold Weather Starti,ng Aid

( .‘li

Figure 2

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l-4 Page 8

0

Revised Jan 22/8 1

TM-528

F. Power Delivery (Automatic Voltage Control)

After the unit has been prepared for power delivery (Para. 4, C), and the

engine has been started and warmed,

400-Hz power may be delivered to the

aircraft .

(1) Connect generator output cable(s) to aircraft as required, if they are not

al ready connected as instructed in Para. 4, B above.

(2) Place speed control switch in ON position.

(3) Pull speed control (13) OUT to full speed Position.

(4) Press push-to-build-up-voltage switch (3). Check voltage reading on

voltmeter (45).

Should be 115-V AC line-to-neutral.

(5) To apply power to the aircraft,

close load contactor switches (21 and 22)

as required.

Hold switch in top, ON position until corresponding green

indicating light comes ON. Release switch. It will return to center ON

or contactor closed position.

On 140Gl7P (Special), use the switch handle (30) to operate cantactor switch. Although.both contactors will be closed momentarily, only

the contactor in the circuit which is plugged into the aircraft will remain closed.

(6) It is recommended that the operator check output voltage and current

in the three phases early in the power delivery run. Use the meter

switch (49) to select the phase.

Use the toggle SW itch (50) to select line-to-line or line-to-neutral voltage. If the load is changing, it is good operating practice to observe the instruments until load co.n-

ditions stabilize.

It is also good practice to check the engine gages

and instruments regularly for normal readings.

,

1

Jan 22/81 Revised

l-4

\>

Page 9

G. Power Delivery (Manual VoltageControl)

Power delivery using manual means for controlling the generator output voltage

is basicail,y an emergency operation and should be used only in case of voltage regulator failure, or when the unit is being tested. To operate using manual control, follow the standard operating procedures as instructed above with the following exceptions: I

Place the automatic/-manual switch (48) in MANUAL position.

(1)

(2) Regulate the generator output voltage by controlling the exciter voltage and

current with the field rheostat (46). Turn the rheostat knob clockwise to

increase output voltage and counterclockwise to decrease voltage.

NOTE: The operator must remain with the unit to adiust the field rheostat

for varying load conditions.

H. Stop Power Delivery

(1) Place load contactor switch(es) (21 and/or 22) in OFF position. Indicating

light(s) (19 and/or 20) should go OFF ind icating that load ‘contacton are

open and load is disconnected from generator set.

TM-528

Place speed control switch (11) in OFF position.

(2)

(3) Push speed control (13) IN to full IDLE position against idle stop.

(4) Disconnect output cables from aircraft. Stow cables in cable box. If

the unit is so equipped,

insert cable plug connectors in plug boxes.

WARNING: NEVER DISCONNECT AN OUTPUT CABLE WHILE POWER

IS ON.

J. Stop Engine

(1) Pull speed control (13) OUT slightly.

Lift hinged control stop and push speed control IN to F

(2)

Emergency Stop (140Gl7P Special)

K.

’

Place emergency stop switch (24) in ON position.

‘UE L-OFF position.

CAUTION: DO NOT USE EMERGENCY STOP SWITCH FOR NORMAL ENGINE

STOPPING.

1

(pIi

NOTE: Be sure stop switch is OFF before attempting to restart engine.’

-4

f

Page 10

i Revised Jan 22/81

TM-528

1’ m

5.

Operating Instructions for Optional T-Rs

A. Transformer-Rectifier Operation

Transformer-Rectifier operating instructions are contained in their

I

respective manuals; hawever,

same operating instructions are required

here.

I

(1) Direct current power delivery

NOTE: If the customer adds a Transformer-Rectifier to a standard

machine which was NOT equipped with a T-R when it

left the factory,

he must remove the jumper lecd which will be found on the small terminal strip in the generator set voltage regulator {see l-2; 19, Fig. 6). If your

generator set has a factory installed T-R, the jumper will have been removed.

(a) When delivering power from a SINGLE T-R (28.5-V, 35-V,

or 112-V DC), prepare the generator set for DC power delivery

the scme cs for AC delivery, except do not connect AC output

cable end do not close AC locd contactor (see Para. 4, F).

(b) For T-R operating instructions:

See TM-597 for 28.5-V DC T-R Operating Instructions See TM-599 for 35-V DC T-R Operating Instructions See TM-598 for 112-V DC T-R Operating Instructions

(2) Simultaneous 28.5-V at-d 35-V DC power delivery

28.5-V and 35-V DC T-Rs may be operated at the same time without special precautions.

Prepare the generator set for power

delivery in accordance with Para. 5,A, (I), (a) above. Operate

each T-R according to Instructions in applicable TM.

NOTE: It is NORMAL for T-R output to become SLIGHTLY

unstable (indicated by blinking contactor light on either T-R) when operating with current I im iting . When output is unstable, observe DC voltmeter. Fluctuation of one or two volts is normal. If fluctuation is violent (several volts), adjust voltage regulator RATE potentiometer (see 2-2; 2, Fig. 5) to correct.

Jan 22/81 Revised

1-4

Page 11

I I

TM-528

(3) Simultaneous 28.5-V DC and 115-V AC power delivery

If both 28.5-V DC and 115-V AC must be delivered at the some time, the foilowing

rules and precautions must be observed.

(a) Place T-R current limiting iwitch in OFF position. This will elim’inate the

soft start feature of the T-R, but will prevent AC voltage from dropping low enough to trip the AC load contdctor.

(b) Line-drop compensation on the T-R must be REDUCED or turned DOWN

completely to prevent opening of the AC load contactor by an overvoitage condition.

Readjust T-Rlline-drop compensation so that AC voltage (as

ind icated by the generator set voltmeter) does not exceed 118-V AC when

the DC locd is 500 Amperes.

If higher DC voltage is needed; adiust T-R line-drop compensation as required. Observe AC voltage while making this adiustment to be certain that it does not go TOO HIGH with DC load.

(c) During simultaneous, continuous operation, loads on either circuit are

limited only by the capacities of their respective circuits, however, the

combined loads should not exceed the rated capacity of the generator set.

(4) Simultaneous 35-V DC or 112-V DC and 115-V AC power delivery

-

Since neither of these T-Rs have line-drop compensation capability, no special cdiustment to the T-R will be required. Combined loads should not exceed the rated capacity of the generator set.

35 m 112-v DC

Trarsfarrzr-Rect if ier

- 28.5-V DC TransfonnerRectif ier

144

Page 12

Transformer-Rectifiers (Typical lnstai l&on)

.

Figure 3

Revised Jan 22/8 1

I.

I m

1

CHAPTER 2. SERVICING

TM-528

SECTION 1.. MAINTENANCE

1.

General

I

,

To make certain the generator set is always ready for operation, it must be

inspected and maintained regularly and systematically so that defects may

be discovered and corrd,cted before they result in serious damage or failure

of the equipment.

WARNING: STOP OPERATION IMMEDIATELY IF A SERIOUS OR POSSiBLY

DANGEROUS FAULT IS DISCOVERED.

2.

Maintenance Schedule

A. General

A periodic inspection and maintenance’ schedule should be established and maintained. A suggested schedule is provided in Figure 1, however,

it may be modified as required to meet varying operating ‘and environmental

coed it ions.

3.

Maintenance Schedule Check Sheet

It is recommended that the operator use a maintenance schedule check sheet. The check sheet will provide a record and serve as a guide for establishment of a schedule to meet any maintenance requirements.

C. Time Intervals

The schedule is based on both hours of operation and calendar intervals. These two intervals are not necessarily the same. For example, in normal operation a lubrication period, based on hours of operation,

will be reached long before the calendar period. The calendar period

is included to make certain that services are performed regularly when

the equipment is stored, or is being operated infrequently. Lubricating

oil standing in engines that are stored, or used very little, may tend to oxidize and may require changing although it is not dirty. Perform all services on a whichever comes first basis.

’ D.

Identification of Interval Periods

Each interval period is identified by a letter, A, 6, C, etc., (see Figs.

1 and 7). For example, services under C schedulb should be performed

at the end of each 200 hours of operation, or every’ithree months if the equipment is operated less than 200 hours in the three months peri,od.

AR services are performed on an As REQUIRED basis.

2-1

Jan 22/8 1 Revised

Page I

I w

I

1

TM-528

HOURLY INTERVAL

8 106 200

500

1000

As

CALENDAR IN,TERVAL

Req. Daily --- 3 MO. 6 MO. Yearly

SYMBOL AR 1 A

B C

D E

I

ENGINE

I

Replace air cleaner cartridge

“X

Check crankcase oil level

‘X

Check coolant level

x

Drain fue I filters

X

Check air cleaner indicator

X

Change engine oil

X*

Change oil filter elements

X*

Lubricate engine accessories

X

Change fue I filter elements

X

Check drive be Its

X

Inspect cooling system hoses,

fiftings, etc.

X

Lubricate speed ccntrol and

air valve linkage

1

X

Drain and refill cooling system a

TWICE ANNUALLY

Inspect exhaust system

X

Drain water and sediment from

fuel tank

X

Clean fuel system

X

Clean engine exterior

X

Clean air box drains

X

Clean crankcase ventilating

system

X

Clean blower screen

X

* Refer to Para. 6, D, (4).

Refer to Detroit Diesel Operator’s Manual for engine lubrication and maintenance

procedures.

ELECTRICAL

24-V DC SYSTEM

Check all lights

X

Check charging rate

x

Check wiring and ccnnecfions

x !

Clean electrical connections

x ,,;;

LA . L -- c-I---I..I, ICI-.,& 1 ,c 3\

Mamrertance 3cneuu1c: ~~r~er:i I VI L,

1 -1

Page 2

Figure 1

Revised .Jan 22/81

f-i

m I 1

HOUi LY IN TERVAL

CALENDAR INTERVAL

1

SYMBdL ~1

I

400 HZ SYSTEM

I

Check o&put cables and plug

connecfors Check’voitmeter Check ammeter Check frequency meter Check all lights

Check protective relays Check safety switches

Inspct all wiring and

connections

Clean and inspect generally

As

Req.

AR

L

8

Daily

A

X X X X X

100

200 [ 500

--I

3Mo. 6Mo.

B

=I=

C D

X X

TM-528

Yeurly

E

Maintenance Schedule (Sheet 2 of 2)

Figure 1

A definite time schedule for changing the air filter cartridge (element) cannot be determined because of varying operating conditions. Change

the cartridge as required. (See ‘Para. 3, below .)

3. Air Cleaner Cartridge Replacement

The filter cartridge requires replacement when the indicator flag (Sect. 1-2; item 2, .Fig. 5) becomes locked in top (full view) position. Proceed as follows:

A. Removal

(1) Loosen the four wing nuts (1, Fig. 2), unlatch clamps (3), and swing

the tee bolts (4) outward away from the moisture eliminator (7).

(2) Remove the moisture eliminator (7).

(3) Remove the filter cartridge (6) and discard.

CAUTION: DO NOT CLEAN OR RE-USE.

(4) Inspect the interior of the cleaner’ho

sing (5). Make certain it is

free of all foreign material.

Yt

Jcn 22/81 Revised

2-l

Page 3

I

m a

TM-S28

8. Installation

(1) Carefully insert the new cartridge into the housing. Avoid hitting the cartridge

tubes against the housing sealing flange.

Make certain the cartridge is seated

properly within the housing,.

Press all edges and corners of the cartridge firmiy with the fingers to effect a’positive air seal against the sealing flange of the housing.

I

C.AUTlON: UNDER NO CIRCUMSTANCES SHOULD THE CARTRIDGE

BE POUNDED OR.STRUCK IN THE CENTER TO EFFECT ASEAL. ._

(2) Lock the cartridge in place by installing the moisture eliminator (7) and

clamping in place with the four tee bolts, clamps and wing nuts.

(3) Wing nuts must be tightened evenly, crisscrossing from corner to corner.

After tightening the nuts as tight as possible by hand, tighten them two

full turns with a small wrench.

1. Wing nut 5. Housing

2. Spring washer 6. Cartridge

3. Clcmp 7. Moisture eliminator

4. Tee bolt.

Air Cleaner Cartridge Replacement

tl

figure 2

Ii

b-l

Page 4

Revised Jan 22/81

NOTE: Check the wing nuts three or four days later and retighten if required.

4. Electrical System (24-V and 12-V DC)

A. 1 Lights

,

Check all lights for proper operation DAILY. Replace any defective lamps (bulbs) as soon as di

I”

covered.

Figure 3 lists ALL lamps, their location, and

part numbers.

”

B. Fuses

Check and replace fuses as required. See Figure 4 for fuse sizes and

locations. Figure 4 includes all fuses used in both the engine and generator

electrical systems.

C. Wiring and Connections

(1)

Inspect all cables and leads for broken, worn, and dunaged insulation.

(2) Check electrical connections for looseness.

NOTE: A darkened term inal generally indicates a loose connection.

D. Battery Service

(1) General

Four &volt batteries are connected in series to supply 24-V power for cranking the engine and for operating lights, engine shutdown safety system,

etc. 12-V DC is topped from the circuit for operation

of the 400-Hz generator protective sy&em, and the hourmeter on

140Gl7P (Special).

(2) Battery location and accessibility

On trailer-mounted units, batteries are mounted in a box on the

left side of the trailer.

Two hinged covers provide access to

batteries for inspection and service. On truck-mounted units, batteries are located in the truck body on the left (drivers) side. Two hinged covers prov ide access.

(3) Battery care

(a) When a battery has been removed, never aoow it to rest on

concrete, ground,

or metal unless proper nsulation is provided. f !

A wooden platform or board will provide sufficient insulation.

Jan 22/81 Revised

;

1.

2-l

Page 5

I I

TM-528

Light

Identification

1

lnstrumen t Pane I

Lights

E’ngine ,ON Indieating Light Panel

1

Contactor CLOSED’ Engine Control

’ Indicating Light Panel

Fault indicating Protective Re lay Light Tray

Clearance Lights

Control Box and

Engine Ccntrol

Panel 1

Engine Control

Canopy Lamp Industry 313

Locatik Manufacturer

Lamp

,

’ Lamp Industry

Trade No.

Lamp Industry

Trade No.

Lamp Industry Trade No.

Lamp Indusky Trade No.

Trade No.

Lamp lden tification Chart

Figure 3

_ _ . __

Lamp -(bulb)

Number

66

313

I 120 MB

1815

_

Sect. l-2; Fig. 7,

Sect.

Fuse Identification Chart

Figure 4

l-2; Fig. 10,

1

.-

;!

1

Page 6

Revised Jan 22/81

t

I m

1

I

TM-528

(b) Maintain stored batteries in a charged condition.

(c) Be sure batteries are fastened securely in the vehicle to avoid damage

from vibration.

1

(d) Maintain battery fluid at proper level.

(e) Keep battery terminal posts and lead connectors clean.

WARNING: (a) BATTERIES GIVE OFF HIGHLY FLAMMABLE

GAS. NEVER ALLOW SPARKS OR OPEN FL&E

NEAR THE BATTERIES.

(b) AVOID SPILLING ELECTROLYTE ON HANDS OR

CLOTHING.

(4) Liquid level

The fluid in each cell should be above the plates at all times. When the fluid is below this level, add pure distilled water. Never use hydrant

water or any water which has been in a metal container. Acid or electro-

lyte should never be odded except by a skilled batteryman.

CAUTION: NEVER ADD ANY SPECIAL BATTERY DOPES, SOLUTIONS,

OR POWDERS.

NOTE: It is especially important to keep the battery at full charge for

cold weather operation.

Add d isti I led water to the battery in freezing temperatures only when the engine is to operate for several hours to thoroughly mix the water and the electrolyte,

ordunage to the battery may result from freezing.

(5) Cleaning the battery

If the top of the battery is dirty, it may be cleaned with a brush dipped in ammonia or soda solution. The vent plugs must be tightened to prevent any solution from getting into the battery cells. After the foaming stops, flush

off the battery with clean water.

Brighten term inal and post surfaces with

steel wool, a wire brush, or special terminal cleaning tool. Make certain

that the vent holes in filler caps are not clogged.

CAUTION: DO NOT ALLOW CLEANING AGENT TO ENTER THE

BATTERY. EXERCISE CARE TO PREVENT ANY SPARKING.

DISCONNECT CABLES BEFORE CLE$NlNG.

I

Jan 22/8 1 Revised :

2-l

Page 7

lzel

m

I

1

TM-528

5. E lectrical System (115-V AC)

The 400-Hz generator and controls are designed to be as maintenance free as possible. I N

o u I b rication is necessary and no periodic maintenance cdiustments

are required.

However, some regular checks should be made to be sure all

controls, instruments, etc., dre working properly.

A. Monitoring Instruments !,

Observe operation of voltmeter,

ammeter, and frequency meter each time

the unit is started.

8.

Indicating Lights

Check lcmps (bulbs) in all of the indicating lights at each start up. Fault indiCating lights in the protective relay tray may be tested by pressing the lens housing.

C. Protective Relays

Check operation of all protective relays to make certain that they will function if a fault should occur in the output circuit.

D. Wiring and Connections

(1) Check all cables, leads, and wiring for broken, worn, and damaged

insulation.

(2) Check all connections for tightness.

WARNING: STOP OPERATIONS AND STOP ENGINE BEFORE

TOUCHING EXPOSED CONDUCTORS OR TERMINALS.

(3) Check the output cable plug connector for damaged contacts in the end

of the plug.

6. Lubrication

A. General

Proper lubrication is one of the most important steps in good maintenance

proced ures.

Proper lubrication means the use of correct lubricants and

adherence to a proper time schedule. Lubrication points, frequency of

lubrication, and recommended lubricants for the engine are!, indicated in

Fig. 5.

Ii

1

!-

1

Page 8

1.

Revised Jan 22/81

8. AC Generator

TM-528

The 400-Hz generator requires NO lubrication. The rotor is supported by two ball bearings which are lubricated and sealed at the factory for lifetime, main-

tenance-free operation,.

d.. Generator Controls ‘:

Generator controls and instruments require no periodic lubrication. A few drops

I*

of oil may be requrred on door hinges occasionally to insure free and quiet opera-

/

tion.

D. Diesel Engine

Although the engine and its accessories require no more attention than any other similar installation, they still inherently require a major portion of the generator set lubrication and maintenance.

Recommendations regarding engine lubrication have been taken from the engine manufacturer’s Operator’s Manual and incorporated here to make them more readily available to operators and maintenance personnel.

(1) Lubrication schedule

Time schedules indicated on the Lubrication Charts, Figs. 5 and 7, are

approximate. They are based on average operating conditions. It may be necessary to lubricate more frequently under severe operating conditions such as: low engine temperatures,

excessively heavy loads and high oil

temperatures, or intermittent operation. However, time intervals should

not exceed those indicated in the chart without careful evaluation. (See

Para. 6, D, (4) be ICW .)

(2) Oil specification

Oil recommended by the engine manufacturer is identified by a military specification number,

MIL-L-21048. Because of the substantial increase in additive concentration in some MIL-L-21048 oils to meet service MS req u ireme nts,

recommended oil is qualified still further by the following

limitations.

(a) Zinc, as zinc diorganodithiophosphate, between a minimum of 0.07

and a maximum of 0.10 percent by weight.

(b) Sulfated ash (ASTM D-874) of 1 .OO percent maximum by weight,

except lubricants that contain only barium detergent-d ispersants where 1 SO percent by weight is allowed.

1

Diesel lubricating oil specifications are disc&Led further in.the Detroit Diesel Operator’s Manual.

Jan 22/81 Revised

2-1

‘,

Page 9

./

t

2-1

TM-528

(3) Oil viscosity

1

,’

The use of an SAE-30 grade oil is recommended for year round service. The

engine is equipped with an ether starting aid to assist in engine starting during

cold weather when Stir30 oil is used. Multigrade oils are NOT recommended, and should be considered cniy as a last resort to facilitate engine starting.

(4) Changing engine oil

The fo’iiowing oil change recommendations are taken from Detroit Diesel 0 perator’s Manua I.

“It is recommended that new engines be started with

100 hour oil change periods.

The drain period may then be gradually increased,

or decreased, following the recommendations of an independent oil analysis

laboratory, or oil supplier (based upon the sample analysis) until the most

practical oil change period for the particular service has been established. ”

The generator set is equipped with an hourmeter to record actu,ai engine operating time.

The ideal time to change oil is soon after a power delivery

run, when the engine is at operating temperature.

NOTE: If lubricating oil is drained immediately after the unit has been run

for some time, most of the sediment will be in suspension and oil

will drain readily.

CAUTION: DO NOT USE SOLVENTS AS FLUSHING OILS IN RUNNING

ENGINES.

(5) Changing oil filter elements

Change filter elements in the full-flow oi time the engine oil is changed.

I filter and governor oil filter each

(6) Lubrication procedures

Refer to the Detroit Diesel engine manual for engine lubrication procedures and lubrication points.

,!

(‘Ii

[, Revised Jan 22/81

Page TO

.’

eJ a

1

TM -528

Gavemor C

I inkage

Generate

,r *** 7

Fuel c

filters

1 or2,

Starter **

Engine oil *

Oil filter **

Engine oil * Check doi Iy

C 1 Ovetspeed

govern-

AR Air cleaner

* Change engine oil after each 100 hovrs, or as recommended

in Para. 6, D, (4).

** Change oil filter elements each time engine oil is changed.

*** Refer to Engine Manual.

Jan 22/8 1 Revised

Engine Lubrication Points

Figure 5

,,‘;i

2-1

Page 11

I

SYMBOL

NAME ’

SPECIFICATION

NOTES ’

1

Grease, Gene& I

MI L-G-3%5

Excludes those of

Purpose

sodium or soda soap thickeners

2

Oil, Engine Heavy Duty

API Class CC/CD Must ccntain,ash but

C ias9r CC/SC

no more than 1.85%

Diesel Engine Lubricants

Figure 6

1 Symbol

Time Interva I

AR A

B C D

E

S

As Required

70 Hours or

Dai iy

250 Hours or

3 Months

500 Hours or

6 Months

1000 Hours or 1 Year

1600 Hours or

2 Years

Seascna I iy

Spring and/or Fall

Lubrication and Maintenance Chart Symbols

and Time Intervals

Figure 7

t

2&l

Page 12

;* Revised Jan 22/81

I 1

TM-528

7.

Generator Maintenance

The 400-Hz generator requires no maintenance or service other than periodic cleaning.

Clean the complete generator set when other components of the-tow tractor are cleaned. The unit is brushless, and bearings are permanentiy:iubricated and sealed.

A. Cleaning

The generator may”be cleaned by careful use of compressed air and/or a good, SAFE commercial cleaner.

Steam cleaning of the generator is no longer recommended’ because the use of steam and harsh chemical compounds may result in damage to insulation and other generator components.

CAUTION: BE SURE THE UNIT IS COMPLETELY DRY BEFCRE OFERATING.

WARNING: DO NOT USE A FLAMMABLE SOLVENT.

B.

Adiustment

The generator itself requires no adiustment. Adiustment procedures for generator controls are covered in Section 2-2.

8.

Engine Maintenance

A. General

The Detroit Diesel Operator’s Manual provides detailed maintenance

instructions in the Preventive Maintenance Section.

8.

Cleaning

There are several reasons why the engine exterior should be kept clean. Dirt on the outside will enter fuel and oil filter cases and rocker housings

when covers are removed unless dirt is removed first. A clean engine will run cooler and develop less hot-spots.

Steam cleaning is one of the most satisfactory methods of cleaning an

eng ine, however,

there are some CAUTIONS to be observed.

CAUTION: (1) IF A CLEANING COMPOUND IS USED, SELECT ONE

WHICH IS FREE OF ACID.

(2) AVOID COMPOUNDS AND SGLUTIONS STRONG

ENOUGH TO REMOVE PAINT. ,.li

Jan 22/81 Revised

I

2-l

Page 13

1

WARti ING:(l)

I

(3) PROTECT (ORXMOVE) ALL ELECTRICAL ACCESSORIES

SUCH AS VOLTAGE REGULATOR, ALTERNATOR, ETC., AND ELECTRICAL WIRING.

SEAL ALLORNINGS SUCH AS OIL FILLER TUBE, BREATHER

(4)

OFENINGS,ETC.

I

DO NOT USE A FLAMMABLE SOLVENT.

EXERCiSE CARE TO AVOID INJURY AND DAMAGE TO THE

(2)

EYES AND SKIN.

1 TM-528

./

h-l

Page 14

I

(,li

Rev ised Jan 22/8 1

i,

SECT ION2.USTMENTflEST

1. General

,This section contains information and procedures for testing and adiusting the

I, electrical components oe the generator set.

Test and adiustment information applicable to the truck may be found in the Truck Owner’s Manual. Use the Engine Operator’s Manual for test at-d adjustment instructions applicable to the diesel engine.

Testing

2.

The following test procedures and information may be used ‘for testing the

generator and controls after repair or overhaul. Tests may also be useful

in troubleshooting.

NOTE: The tests which must be performed under load require the use of a

resistive and reactive loacl bank.

TM-528

A. Preoperational Test Procedures

Perform the Foiiowing checks, tests and operations before operating the

generator set:

(1) Connect the generator set to a iocd bank and use cables of the same

size and length as those to be- used in service. See l-2; Fig. 12 for

illustration of output terminal panels.

(2) Check oil level of engine crankcase.

(3) Check engine coolant level.

(4) Check engine V-be its.

(5) Check to be certain that the N lead terminal, located on the

frame behind the batteries, is securely tightened.

(6) Check all, wiring for incorrect connections, and loose or shorted

term inal lugs.

(7) Polarize the generator exciter field by momentarily applying

24-V DC to the field lead terminals. Remove the generator control tray (bottom tray in control box) to gain access to the terminal board mounted on the left side of! the control box opposite the tray. power source on the YELLOW-BLACK wire term inai and’ momentari iy touch the POSITIVE 24-V lead to the RED wire term inal.

Jan 22/81 Revised

Hold the NE GATIVE lead from the 24-V

I

‘I

2-2

Page 1

TM-528

16

26 30 19

I6

18

1. Excitation-deenergization relay

2. Panel light

3. Push-to-build-up-voltage switch

4. Fuse, lights and excitation circuit (lOA)

5. Light switch

6. Ammeter, DC circuit

7. Oil pressure gage

8. Diaphram switch, hourmeter and excitation circuit

9. Coolant temperature gage

10.

Hourmeter

11. Speed control switch

12.

DELETED

13. Engine speed control cable

14.

Start switch

15.

DELETED

16.

Terminal board

17. Engine running indicating light

18. Test receptacle connector

19.

No. 2 contactor indicating

light

20.

No. 1 contactor indicating light

ia

21. No. 1 contactor operating switch

22. No. 1 contactor operating switch

23. Circuit breaker, convenience output circuit

24. Emergency stop switch

25. Hourmeter operating diaphragm switch

26. Low fuel (engine stopped) warning

light (red

27. Push switch, low fuel system test

28. Fuse, fuel warning system test

29. Convenience output receptacle (115-V, 400-Hz

30. Load contactor switches operating handle

31. Fuel warning system relay

NOTE: 140Gl7P (Special) control panel is

illustrated because it includes all standard controls as well as special items.

.1

Engine Control Panel (140G17P Special)

1

Figure 1

),lj

2-2 Pacje 2

March 24/9g Revised

I I

m m I I 1 1

TM-528 TM-528

32 . 33 . 34 .

35.

36 l 37 .

38 . 39 . 40 .

41 .

42 .

43 .

Rate and gain adjustments Rate and gain adjustments

Line drop compensation switch Cable size compensation adjustment Cable length compensation

adi ustment

Instruction plate ”

Voltage adjusting rheostat

Fault indicating light (5)

Load contactor operating system fuse Proteciive monitor system fuse Protective monitor system reset switch

Test bank switch

Generator overload relay

I

32

38 39

40

36

33.

VOLTAGE REGULATGR TRAY

u 34

7

!

44.

45 . 46 ’

47 . 48 . 49 . 50 .

Jan 22/8 1 Revised

Frequency meter AC voi’tmeter Manual control rheostat AC Ammeter Automatic-manual switch

Meter switch

Line SW itch

PROTECT WE RELAY TRAY

--

GENERATOR CONTROL TRAY

Operating Controls and instruments ($eet 2 of 2)

Figure 1

(>

- 2-2

Page 3

TM-528

CAUTION: FLASHING THE EXCITER FIELD IN THE REVERSE OF

INSTRUCTIONS ABOVE COULD RESULT IN DAMAGE

TO Dl0DE.S IN THE VOLTAGE REGULATOR.

Replace generator control tray.

1

,

(8) Position switches; and cdntrols as instructed in Sect. 1-4; Para. 4, C,

(1) thru (3) except: place test bank switch (42, Fig. 1) in TEST BANK

position, place a+omatic-manual switch (48) in MANUAL position,

/

and turn the manual control rheostat (46) knob to mid-range position.

1

(9) Check al I fuses.

I

/ I

/

(10) Check instrument panel lights.

1

I I

(11) Check engine speed control.

Pull to OUT position and check Micro

I

switch (15, Fig. 6) to be certain it is actuated. Return control to

I

IN, idle position.

I

(12) Start engine and check all gages and meters. Check hourmeter and

engine ON indicating light.

(13) Inspect for fuel, oil, and coolant leaks.

(14) After engine has waned, place speed control switch (11, Fig. 1) in

ON position and pull speed control cable (13) OUT to FULL-SPEED

position.

8. Operational Test

‘NOTE: Tests which must be performed under load require the use of a

resistive and reactive load bank.

Test the following with the generator running:

(1) Push the press-to-build-up-voltage switch (3) momentarily. A voltage

value should be readable on the voltmeter (45) indicating that the

excitation-deenergization relay is functioning and that the generator

is delivering power to the load contactors.

(2) Use the manual rheostat (46) to vary the output voltage and check

the voltmeter by comparing the reading with a master voltmeter.

Error should not exceed 2% full scale.

.1

(3) Check frequency meter (44).

Meter should indiq:ate 401 Hz at governed

speed and no load. tiiust gover,nor, if necessyrg, to speed (1714

RPM) which will produce this frequency. Refer to Woodward Bulletin

!2-2

in chapter 6 for instructions.

Frequency meter error should not

exci+d 1 Hz.

!>

Page 4

Revised Jan 22/81

(4)

’ (5)

(7)

(8)

(9)

(10)

1)

12)

(13)

(14)

TM-528

I

Place the line voltage switch (50) in LINE-TO-NEUTRAL position. Use the field rheostat (46) to check the manual voltage range. Maximum voltage s,hould be 160-V or higher. Minimum should be 95-V or less.

Place the’automatic~anual switch (48) in AUTOMATIC position and use

the voltage regulator rheostat (37) to check the automatic voltage range.

Maximum voltage should be 134-V or more, and minimum voltage should be 108-V or less.

Check the voltage between Phase C and the contactor control switch (21 or 22) with a For-table voltmeter to make certain that phase C goes

to the ORANGE wire terminal of the contactor switch.

With test bank switch (42) in TEST BANK position, place load contactor

control switch (21) in top ON position momentarily. Release to center ON position. No. 1 output indicating light (20) should glow to indicate that.No. 1 load contactor is closed. Check No. 2 output circuit in a

similar manner.

Place test bank switch (42) in AIRCRAFT position. Load contactors

should open automatically.

Apply 24-V DC between interlock terminals N and E (or F) at each of the

output term inal panels (Sect. l-2, Fig. 12).

With test bank switch (42) in AIRCRAFT position, close load contactors Lee step (7) above3.

If interlock relays are good, contactors should

close and remain closed.

Return test bank switch to TEST BANK position

and disconnect 24-V DC power from E terminals.

With load bank, apply l/3 to l/2 full lcad and allow unit to run 15 to 30 minutes.

Ammeter (47) should indicate load amperage.

Apply a full load (140 KVA) and adjust overload resistor (2RES on generator schematic), located in generator control tray, to give 4.0-V DC ccross

overload relay (43, Fig. 1).

If the proper load bank is not available,

resistor 2RES should be adjusted for 2.0-V DC at no load.

Check frequency regulation at no load and at full load. Droop should be

1 Hz or less. If droop is excessive adiust Qovernor in accordance with

Woodward Bulletin in Chapter 6.

Check voltage drop at output terminals without line drop compensation.

Drop should not exceed 1-V AC.

1

Jan 22/81 Revised

:

2-2

Page 5

.’

I m

I

TM-528

(15) With voltage regulator line drop switch (33) ON, line drop at end of cables

should be no more than 1-V AC. If drop exceeds 1-V AC, cdjust voltcge

regulator in accordance with instructions in Manual TM-232.

(16) bOperate at full, load (4049, 0.8 PF) for approximately 1 hour3

,

(a) Use meter selector switch (49) to check voltage in each phase (A, B, and

c> *

I

(b) Use mcster meter to check accuracy of voitmeter. Error should not exceed

2%.

(c) Check accuracy of ammeter with master meter. Error shpuld not exceed

4% .

(d) Observe indicated voltage for steady output.

(e) Listen for any unusual generator or bearing noises.

(17) lncrecse load to 125% to 127% rated load (505 A). Generator overload relay

(43) should trip in approximately 5 minutes. Manually reset after trip.

(78) Apply a load of 112 KVA to No. 1 output. Solid state overlocd device

should open No.

1 load contactor in 3 to 5 minutes. Overload indicating

light should be turned ON.

Press reset switch (41). Repeat check for No.

2 output.

(19) Apply a normal load to the generator.

NOTE: Return the generator to normal loaded condition after each of the

following tests by pressing reset switch and closing load contactors.

(20) Check overvoltage protective circuit. It should function to open load

contactor at 130 to 134-V.

Overvoltage indicating light should be

turned ON.

(21) Check under-voltage protective circuit. It should function to open locd

contactor at 103 to 93-V.

Under-voltage indicating light should be

turned ON.

(22) Overpower hydraulic governor to check overfrequency protective circuit.

Re.lay should trip at 415 to 425 Hz.

Overfrequency indicating light should

be turned ON.

(23) Decrease engine speed to check under-frequency protective circuit. Relay

should function at 375 to 385 Hz. Underfrequencyl’ilixf icating light should be turned 0 N .

tz-2

Page 6

1,

Revised Jan 22/81

’

1

TM-528

NOTE: Push and hold push-to-build-up-voltage switch (3) to keep generator

energized while making underfrequency test.

(24) Check air cleaner indi,cator. Use a piece of cardboard to restrict air intake

into the air,cleaner. As intake is restricted the red flag should rise in the

I

indicator chamber. lnlcrease air,restriction until indicator flag is locked in top position. I

Remove cardboard and press reset button on bottom of

indicator to release flag.

I

(25) Check engin& oil pressure: Should be 30 PSI (207 kPa) or more at rated speed

/

(1714 RPM).

(26) Check engine coolant temperature. Should be near 180 deg F to i 90 deg F

(82’ C to 88O C) dependirig upon ambient temperature. ’

(27) With locd applied, remove fuse (40). If fuse interlock relay is operating

properly, the load contactor will open immediately.

(28) Check overspeed governor. Governor should function to close the fuel

valve and stop the &ngine when speed reaches 1900 RPM to 2025 RPM.

(29) Perform the voltage tests I isted in Fig. 2 using the optional test box

(Part No. 388318-4). This test box is available from Hobati Bro:hers Company at a nominal charge.

Connect the test box plug to the test

receptacle (18, Fig. 1). Connect a VOM to ihe tip jacks on the test box. Perform tests at normal operating speed and NO load. Test bcnk switch (42) must be in TEST BANK position. The test box has each switch position marked with test condition (control settiogs, etc.) and voltage

values.

Switch positions 17 and 19 are not used.

NOTE: It will be necessary to bold locd contactor switches (21 end 22)

in top ON position for K to R, and K to T tests.

(30) Position test bank switch to AIRCRAFT.

3. Pdiustment .

Minor adiustments may be performed by operating personnel; however, complicated mechanical ard electrical adiustments should be attempted by experienced electricians and mechanics only.

A. Engine Governor

The diesel engine governor has been correctly adjusted at the factory to

drive the generator at a speed which will provide!,an output of 401 Hz

under na load and 400 Hz under load conditions.l,‘iIf the governpr is replaced, adjust it in accordance with Woodward Governor Instruction Bulletin which is supplied ‘with this manual in Chapter 6.

Jan 22/81 Revised 1

2-2

0

Page 7

L

m

1

TM-528

B. Generator

The 460-H= generator and the ekciter are.both brushless type and require no

odiustment.

I

C. Generator Control Pdiusfrr!enfs

The following items may require adjustment at some time during the life of the equipment.

L

1

2

3 4 5

6

7

a

9

10

17

12 13

14 15 16 17 * 18

1 ?

: KtoM

KtoP

KtoS K A

t0

! KioB

H S

t0

KtoZ

DtoF ; vtox j Ktob ! KtoE : KtoR i KtoY ; Ktod 1 KtoT i K to N

!

K to G

i

Test

Nom inal Vo itage

Phase ‘A

I / 115VAC

Phase B

j 115 v AC

Phase C

115V AC

P.M Fuse

/

12 ‘? DC

FIR & OL Battery Voitcge :

12 V DC

PM Contacts

: 115VAC

No. 1 PIR Coil

I

24V DC

Exciter Input (F+, D-) approx. 17 V DC

Regulator Output (X+, V-) approx. 40 V DC No. 1 Contactor Phase C

OL Contacts

No .

1 Contactor Switch No. 2 PIR 6il No. 2 Contactor Phase C No. 2 Gntactor Switch Battery Vo itage

EDR & Full Throttle Sol.

I I

I

L

115 V AC

OV DC

115 V AC

24VDC 115 V AC 115 V AC

24VDC

24V DC

* Switch positions 17 and 19 are not used.

Normal Test Values at Test Receptacle Connector (7 PL)

Figure 2

42 -2

Page a

Revised ja” 22/a 1

.

(1) Adiust manual voltage control variable resistor

TM-528

The adiustment of this resistor (1, Fig. 3) determines the maximum generator

‘output voltage obtainable when using the manual control rheostat for voltage

control. To adjust maximum voltage potential, proceed as follows:

4

,

(a) Loosen slrider-band clamping screw (D).

(b) Move the!,slider-band toward the single wire end (C) of the resistor to

increase voltage potential.

Move the band toward the double wire end

(E) (two wires connected) to decrease voltage potential.

(c) Tighten slider-band clamping screw when adiustment is completed.

(2) Adiust generator overload relay ballast resistor

The trip point of the overload relay (43, Fig. J) is determined by the adjustment of one of the bai last resistors (2) shown in Fig. 3.

NOTE: This resistor is identified as 2RES on Schematic Diagram.

(a) Loosen slider-band clamping screw (F, Fig. 3).

(b) Position slider on resistor (2) to produce 4.0-V DC across the heater

element of overload relay (43, Fig. 1) when the generator is operating

at full rated load (140 WA). If the proper iood bank is not available,

adiust resistor 2RES for 2.0-V DC at no load.

C

J. Manual controI,voltage potent,&1 adjusting resistor

2. Exciter field ballast- resistors

Jan 22/8J Revised

:

E xc itat io n Resistors I

Figure 3

2-2

Page 9

(c) Tighten clamping screw.

(3) Adjust 11,5-V AC-voltage regulator

When a voltage regulator is f,Jrst put into service, or when output (generatorto-a’ircraft) cables are changed, the regulator may require up to five separate

cdiustments. The five adiustments are for generator output voltage value, dcmping gain, dcmpingjrate, iine drop compensation gain, line drop compensation rate. See F

aiiustment.

(a) Adiust generator output voltage

This is a relatively easy adiustment to make. With the generator running at a rated speed (1714 RPM) and rated cycles-per-second (400 Hz), rotate the rheostat knob (1) CLOCKWISE to INCREASE voltage and COUNTER-

CLQCKWISE to DECREASE voltage. Observe the AC voltmeter (45, Fig. and adiust output voltage to 115-V AC.

igure 4 for identification of components used for regulator

TM-528

1)

(b) Ai just cable length and size compensation rheostats.

These two adjustments should be made together. Switch (4,. Fig. 4) must be ON. Proceed as foIiows:

(aa) Adjust the rheostat (2) to point to the length, in feet, of output

ccbie being used. mounted behind the rheostat knob.

(bb) Adi t h

(cc)

(dd)

‘us r eostat (3) to point to the size of cable being used. Various

cable sizes ate also indicated on a plate behind the rheostat knob.

With generator running (no load), check output voltage value, which should be exactly 115-V AC. if not, adjust in accordance with

Para. 3, C, (3), (a) above.

Connect the locd bank and position test bank switch (42, Fig. 1) to TEST BANK. Apply a full load to the generator. Observe AC vo Itmeter; from 115-V AC, adjust rheostats (2) and (3) slightly to obtain a voltage of 115-V AC, or as close to this vaiue as possible. Turn knobs CLOCKWISE to INCREASE voltage bnd COUNTERCLOCKWISE to DECREASE. Turn each knob a small amount at a time to determine which rheostat is having the most effect on output voltage and requires

ad i ustment .

if the vo.itage observed varies more than 1% (plus or minus)

Various cable lengths are indicated on a plate

t

‘2-2

Page 10

Revised Jan 22/8J

‘8

Adjust damp and rate potentiometers. (See 7, Fig. 4 for potentiometers

(4

location in voltage regulator.)

TM-528

Refer to Fig. 5.

Damping adiustments are very delicate and shouid not be attempted unless the generator output average phase value varies more than 1 Volt, or output voltage is unstable. Damp and rate adjust-

I I

I

ments must be m+e in conjunction with each other because the adjustment of one may affect the other. For example, improving the response

by adjusting the damp potentiometer (1) may affect the stability as adiusted by the rate potentiometer (2). Pdiust as follows:

Jan 22/81 Revised

1. Voltage adjusting rheostat

2. Cable length compensation rheostat

3. Cable size compensation rheostat

4. On-off switch, line-drop compensation

5. Fuse (5 A)

6. Fuseholder

7. Damp and rate adjustment potentiometers

Voltage Regulator Adiustment

Figure 4

2-2

Page 11

I 1

m I I

TM-528

I

(ap) if dunp and rate cdiustments have been disturbed (changed from

factory setting), or if the regulator has been repaired, loosen

locking nuts and set both potentiometers to mid-position (halfway

between full CLOCKW JSE and Full COUNTERCLOCKWISE).

1

(bb) Connect the generator output to a balanced, three-phase load of

30 ki iowatts.

(cc) With generator running at 115-V AC no iocd, operate the

contactor on-off switch.

If the average phase voitcge changed

more than 1 .O Volt, or if output is unsteady, cdiust damp and

rate.

(dd) Turn the dcmp (J’, Fig. 5) cdjusting screw CLOCKWISE to improve

response.

Turn COUNTERCLOCKWISE to improve STABILITY. Generally the best cdiustment is approximately 3/4 of full CLOCKWISE travel.

(ee) Turn the rate (2) adiusting screw to near full COUNTERCLOCKWISE

. . .

poslrlon.

Turn the screw siowiy CLOCKWISE unt ii the voltage

output abruptly becomes STE ADY. Continue turning the screw

CLOCKWISE 5 deg to 10 deg past this point for best rate adiust-

ment.

(ff) Tighten cdiusting screw locknuts after adjustment is completed.

(gg) Position test bank switch (42, Fig. 1) to AIRCRAFT.

D. Basic Engine Adiustments

Adiustment procedures applicable to the diesel engine are incivded in the Detroit

Diesel Operation and Maintenance Manual.

E. Governor Adiustment

, Refer to Detroit Diesel Operator’s Manual and Woodward Governor Bulletin in Chap-

ter 6

for high (governed) speed and droop odiustments. Refer to instructions

be low for id ie speed adiustment .

F. Governor Speed Control Linkage Adjustment

Refer to Fig. 6.

This mechanical linkage must be adiusted to allow the governor speed control arm (17) to move from no-fuel (stop) position, through idle, to full governed speed position.

The function of the solenoid (5) is to hold linkage in governed speed position when the speed control toggle swttch (11, Fig. 1) has been placed in ON position and the speed control (13) h& been pulled *OUT to

t

full speed position.

To adiust linkage, proceed as follows with engine stopped.

,2-2

Revised Jan 22/a 1

!,

Page 12

m I 1

TM-528

I

1

DAMP (Gain) - (Affects response

‘i--Y,

and stab i I ity)

1

ADJUSTING SCREW DiRECTiON

OF ROTATION.

1

I

1 0

@

0

@

RlO

R14 1

RATE

DAMP

f

I

,,

CLOCKWISE - Makes regulator MORE RESPONSIVE, LESS STABLE (less steady).

COUNTERCLOCKWISE - Makes regulator MORE STABLE (steadier), LESS RESPONSIVE.

Best ad i ustment approximate iy 3/4

of full travel CLOCKWiSE.

s

RATE - (Affects stability)

ADJUSTING SCREW DIRECTION OF ROTATION

Regulator will likely be UNSTABLE if cdjusting screw is at either limit

of adiustment

- CLOCKWISE or

COUNTERCLOCKWISE. From a

point near full CO UNTERCLOCKWISE position, turn the screw

CLOCKWISE until a point is

reached where the voltage regulator abruptly becomes STEADY. Best adjustment for the system is usual iy 5 deg to 10 deg beyond this point in a CLOCKWISE

direction .

Voltage Regulator Damping Adjustments

Figure 5

t

(,Li

Jan 22/81 Revised

:

2-2

Page 13

I w

1

(1) Pdiust switch operating disc position.

TM-528

(a) Disconnect clevis (14, Fig. 6) by unhooking spring (8) and removing pin (10).

(b) Disconnect governor lever (17) by removing pin (16).

(c) Move disconnected linkage and disc (4) toward the solenoid (5) until the

solenoid plunger bottoms in the solenoid housing. The disc (4) ,should contact the Micro&witch button (15) just before the plunger bottoms.

if the disc will not touch the switch button, or if its contact with the switch prevents plunger bottoming, adjust disc position by adding or removing 5/16 inch (8 mm) flat washers (18) as required.

(2) Adjust solenoid linkage

(a) With solenoid plunger linkage disconnected as above in (l), (a) and (b),

hold the governor lever in fuiiTspeed position (toward soienoid).

(b) Move solenoid plunger to full-speed position (bottomed in housing).

(c) loosennut (1) and adjust rod (3),so that yoke (2) may be connected to

governor lever (77) with pin (16).

(d) install pin (16 and secure with cotter pin. Tighten nut (1).

NOTE: Some cushion is desirable in this adiustment, which means

that the governor lever should reach full speed position when the plunger is about l/32 to l/l 6 inch (O&8 to 1.6 mm) away

from bottoming in the solenoid housing.

‘(4 M

anuaiiy actuate linkage to ‘make certain it operates freely between

no-fuel position and full-speed position. Be sure Micro switch is

..

turned ON in full-speed position..

(f) Connect cievlis (14) and Jink (9)

with pin (10) and connect spring (8).

(3) Adjust engine idle speed.

NOTE: A stroboscope is required for this adiustment.

!2-2

(a) Before odiusting idle speed,

lift the hinged stop (located on the engine control panel beh,ind the speed control knob) UP and push the speed control fully IN to no-fuel position.

if necessary, reposition the speed

control cable housing (7)

in clamps (6) so that the cable extends forward enough to al low the governor linkage to go to no-fuel position when the two adiusting nuts (12) are full threaded on rod (l’?).

Rev ised Jan 22/a 1

,Page 14

m i-?

TM-528

GOVERNOR

;;- ,- ;-.

,- - .- ?.i

\’ / I ,-L

: I

.- - / - -& e-L-,-

‘#

,

* ‘I\

l/

a.1” ,

,,

.:‘. “.

1. Nut

2. Yoke

3. Adjusting

rod

4. Switch actuating disc

5. Linkage holding solenoid

6. Clamp

7. Control cable housing

8. Spring

9. Link

10. Pin

11.

Control cable extension

12. Nut

13.

Bracket

14.

Clevis

15.

Micro switch

16.

17.

Governor lever

18.

Washer

, I

i

./

Governor Speed Control Linkage Adjustment

Figure 6

Ii

Jan 22/8 1 Revised I

i.

2-2

Page 15

i-l

1

(b) Pull the speed control knob out suffic

the,n push speed control IN.

(o) Start engine’.

(d) Adiust engine idle speed by adiusting nuts (12) on rod (11). Thread nut

ONTO rod to increase speed. Back it OFF to decrease speed. Use a

stroboscope and adjust speed to 825 RPM plus or minus 25 RPM.

(e) Lock adjusting nuts (7,2) securely.

(f) Check all I k

position.

(4) Ad just engine governed (high) speed

(a) Start engine.

switch (11, Fig. 1) in ON position and pull speed control (13) OUT to

ful I speed position.

in age

All

for free travel from no-fuel position to ,full speed

ow it to idle until warmed, then place speed control

Press push-to-build-up-voltage switch (3).

I

iently to fl

ip the hinged stop DOWN,

TM-528

(b) See Woodward Governor Bulletin in Chapter 6. Use high speed cdjusting

screw on Woodward governor to cdiust speed at approximately 1714 RPPA.

(c) Position test bank switch (42, Fig. 1) to TEST BANK. To fine-adiust

engine speed apply a load to the generator and adjust speed so that

exactly 400 Hz is indicated on the frequency meter (44, Fig. 1).

(d) Position test bank switch to AIRCRAFT.

B -2

Page 76

Revised Jan 22/8 1

I>

CHAPTER 3. TROUBLESHOOTING

TM-528

SECT/ON ‘I. TROUBLESHOOTING PROCEDURES

1. General

,

A.

Troubleshooting ‘is an orderly, process of checking and eliminating possible

causes of trouble until the exact cause of a trouble is found.

As a rule, the best place to!start looking for the cause of a trouble in a circuit or system is at the source of power or supply.

Continue testing or checking

the circuit or system,, step-by-step, in an orderly. manner, until the

cause of trouble is located.

8.

This chapter provides information useful in diagnosing ard correcting certain troubles which cause unsatisfactory operation or failure of the equipment.

C.

Minor troubles may be remedied by the operator; however, major repairs

must be undertaken by experienced mechanics and electricians only.

D,

Use of the optional test box is recommended for troubleshooting.

2. Troubleshooting Chart

A. Description

The troubleshooting chart lists information under three headings as follows:

(1) Trouble, Symptom, and Condition

(2) Probable Cause

(3) Test, Check, and/or Remedy

B.

Use of the Troubleshooting Chart

(7) A troubleshooting chart is furnished to provide maintenance and repair

personnel with a time-saving guide for locating trouble. To use the chart, proceed as fo I lows:

(a) Locate thesymptom of trouble in the Trouble column.

(b) Check th

e ro a

p b bl

e causes of trouble in the Probable Cause column.

(c) Test, check, repair, or correct the troubie as indicated in the

Remedy column.

Jan 22/8 1 Revised

:

3-l

Page 1

TM-528

(21

(3)

(4)

If the cause of a trouble is an uncommon one and cannot be located by use

of the chart, the only alternative is to start at the source of power or supply

ar+check the affected circu,it or system completely. Use schematic and connection diagrams which are supplied with this manual.

I

Electrical components mentioned in the troubleshooting chart are identified

by.a noun ncme and a Corresponding symbol which allows the user to identify the item more easily on schematjc diagrans.

It is assumed that wiring and connections in defective circuits have been

thoroughly checked before condemning any other components.

NOTE: Reference symbols (5S, etc.), used in the Troubleshooting

Chart, are identified on Schematic Diagrams.

3. Wiring Diagrams

All connection and schematic wiring diagrams applicable to the generator set are supplied in Chapter 6 as pert of the information package.

5

-

T

Page 2

Revised Jan 22/87

Diesel Engine (Continued)

Trouble, Symptom & Condition .Test or Inspection

Corrective Action

TM-528

1. Engine will not start. Starter a. Loose battery or ground Clean and tighten all will not crank engine:

, connection. connections.

I

b. Defective or discharged Test all batteries. Replace or

battery. recharge as required

I

c. Defective start switch

Jumper the start switch (14,

(3PB). Fig. 5). If starter cranks engine,

replace switch

d. Air shut-down valve closed Reset air valve.

e. Defective starter switch

Check starter solenoid and solenoid or defective starter. ’ Send old starter to starter. overhaul.

2. Engine will not start. Starter cranks engine normally.

3. Engine runs. Engine “ON” indicating light (1 G) does not glow.

a. Fuel not reaching fuel

w-w.

b. Mechanical defect in

engine fuel system.

a. Lamp (bulb) defective.

b. Fuse (1 FU) “blown”.

Check to be certain that there is sufficient diesel fuel in tank and

that the mechanical shut-off valve (at tank) is open. Check for restrictions in fuel line from tank to fuel pump.

Refer to Detroid Diesel Engine Manual.

If hourmeter is operating, replace lamp in ON light (17, Fig. 5).

Visually inspect fuse (4, Fig. 5.

Replace if blown.

c. Defective oil pressure

switch (1 OPS).

Jumper the switch (8, Fig. 5) while engine is running. If light

(IG) will then operate, replace

switch.

\

March 24/95 Revised

3-1

Page 3

&J!& 1

TM-528

(4) Defective be I lows

assembly.

4. Engine runs.

Engine A. Defective lamp (bulb).

ON light (1G) does

not operate.

B. Fuse (IFU) “blown”.

(4) Check to make certain it

will operate properly if normal oil pressure is delivered to it. Replace

bellows 1-2; 1, Fig. 4,

if defective .

A.

If hourmeter is operating, re-

place lamp in ON light(T7,

Fig. 5) n

B.

Visually inspect fuse (4, F,ig.

,5). Repiace.

C. Defective oil pressure

switch (10 PSI.

C. Jumper the switch (8, Fig. 5)

while engine is running . If

light (1G) will then operate,

replace switch.

./

1

(‘Ii

3\1

Troubleshooting Chart (Sheet 2 of 9)

Figure

1 Revised Jan

22/8 1

Page 4

(>

_.-

TROUBLE,SYMPTOM, AND CONDITION

PROBABLE CAUSE

TEST, CHECK, AND/OR REMEDY

DIESEL ENGINE (CCNTINUED)

2. Engine will not

D . Ambient temperature too D. Use starting aid.

start. Starter,

low for normal engine

,

cranks engine

starting’ procedures.

normal ly . (Con t’d)

I

3. Engin’e starts and

A. Air shut-down va ive not

A. Check and repair as follows:

runs.

Engine ON

being latched open by

light glows. Engine

bellows assembly. stops as soon as star~t switch is re-

(1) Emergency stop switch

(1) Place in OFF position.

leased.

10-S is ON .

(2) Foreign material, block-

(2) Check restricted fitting at

ing oil supply to shut-

cylinder block for dirt and

down oil system.

foreign material. Clean a

required.

(3) One of the safety

devices is defective,

leaking oil, and preventing pressure build-up.

(3) Check all safety devices ir

shut-down system. Replac

any defective device.

Hobart 140G17K, 140G17P Operation And Maintenance

Specifications and Main Features

Frequently Asked Questions

User Manual