4H.082.61.0.00.pdf

KIRLOSKAR OIL ENGINES LIMITED

SERVICE

(R1040 ENGINE)

Dear Customer, We are happy to welcome you to the community of thousands of satisfied users of Kirloskar Green diesel generating sets. Each Kirloskar Green genset is a result of painstaking research by us over decades. The research takes into consideration the arduous operating conditions and user practices to create a world class reliable product. Every Generating Set is thoroughly tested and passes through a series of checks to ensure trouble free operation. This user manual has been prepared by keeping in mind needs of most of the users starting from the installation needs right up to the maintenance schedules and troubleshooting charts. Kindly study the manual carefully before operating the generating set. Use only genuine Kirloskar spares for servicing and maintenance to keep the Generating set running in good condition. We are sure, this Kirloskar Green Genset will serve you well for years as you continue to maintain it as presented in this manual. Yours faithfully,


SERVICE

For Kirloskar Oil Engines Ltd.,

Ramchandra Rao Sr. V.P. & SBU Head Exports & Valves EOU

1

While asking for assistance please provide the following information: Your Name & Phone or Mobile Number. Engine Serial Number. Engine Location. General description of problem and the type of assistance required.

FOR EMERGENCY CONTACT

KIRLOSKAR OIL ENGINES LTD. LAXMANRAO KIRLOSKAR MARG, KHADKI, PUNE - 411 003, INDIA. TEL : +91-20-66084588 • FAX : +91-20–25813208, 25810209 Email: [email protected]


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REGD. OFFICE: 13, LAXMANRAO KIRLOSKAR ROAD, KHADKI, PUNE - 411 003, INDIA. WEB SITE : http://www.kirloskar.com WEB SITE : http://www.koel.co.in

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FOREWORD Genset O&M Manual This Manual contains All necessary information to carry out regular maintenance and safe operation of your Genset. This shall be kept properly in a place near to your Genset, so that it is easily accessible to the operating staff. Some of the Photographs, Electrical Drawings, Control Panel Board Features May Not be relevant to your Genset In case of any difficulty or in doubt Please Contact the seller of this Genset or KOEL's Nearest Area Office for more information. Continuing Improvements and advancement of product Design may have caused changes to your Genset, which are not included in this manual.

Safety Information Given on Safety are basic in nature, and which shall be followed strictly in addition to local safety rules and regulation to ensure safe operation of your generating sets and safety of operating personnel.

Operation Operating Technique illustrated in this manual are basic and simple to understand. This shall help operator understand the genset better. Please Implement the usage of sample log sheet provided in this manual to keep the record of Daily operating parameters of your Genset. Incase of any problems on operation of the Genset Please refer the Trouble shooting chart or consult the seller of the Genset or KOEL's Nearest Area Office.

Maintenance The Maintenance section is guide for your engine and alternator care. Please refer the maintenance instruction given in Engine and Alternator section to take proper care of your Genset. Maintenance intervals are guided by running Hours pattern or calendar intervals. Recommended service should be performed at appropriate intervals as indicated in the maintenance interval schedule .The actual operating environment of engine also governs the Maintenance interval schedule. Therefore under extremely severe, Dusty, Wet, or Freezing cold operating conditions, More Frequent lubrication and Maintenance than specified in the maintenance interval schedule may be necessary.


SERVICE

The Maintenance schedule advised in the manual is preventive maintenance management program. The implementation of preventive maintenance management program should minimize operating cost through cost avoidances resulting from reductions in unscheduled downtime and failures.

Maintenance Intervals Maintenance schedule given in this manual be reproduced and Displayed near your Genset as a convenient reminder. We also Recommend that a maintenance record be maintained as part of Engine's Permanent record. Please consult your seller or KOEL's nearest service Provider for More information On this.

Overhaul Major engine overhaul details are not covered in this manual. Major repairs are best left to the trained personnel or an authorized KOEL service Provider. Who shall offer you variety of options regarding overhauling and maintenance program for your Genset. Consult your seller of this Genset or KOELs nearest Area office for more information on this. Product Support Team KOEL

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Sections of the Manual


SERVICE

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Genset Warranty Safety Information Typical Log Sheet Typical Installation report Installation Cable Selection Chart Genset R1040 Engine Alternator Warranty Registration Form

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5 9 11 13 15 23 26 87 134 186


SERVICE GENSET WARRANTY

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GENSET WARRANTY This warranty is applicable for the “Kirloskar Green Power Ideas” genset manufactured by Kirloskar Oil Engines Limited (KOEL). Before commissioning of the Genset, please go through the contents of this warranty section carefully For details of the KOEL authorized service dealer for your genset, please contact either your genset supplier or the nearest KOEL product support office. For availing the warranty services, please ensure following: A) Produce this warranty booklet to KOEL authorized service dealer, when requested. B) Carry out First installation check through KOEL authorized service Dealer/Distributor within seven days of installation. C) Use only recommended grade of Lube oil and ensure periodic change of oil as per the duration mentioned in this manual. D) Always use genuine parts like Air filter elements , Lube oil and Fuel filter elements, Coolant that are sourced through authorized dealers / distributors of KOEL. E) Please maintain the proper log book for your genset. A sample of a typical log sheet to be used is included later in this manual. F) Any routine or breakdown maintenance should be carried out only through KOEL authorized service dealer/distributors. G) The performance of Genset depends on the quality of Lube oil and periodic preventive maintenance, Use only the recommended “K-oil” lubricant that is available with your local service dealer/Distributor. Please provide the following details to our authorized service Dealer /Distributor. This shall help them restore your genset at the earliest. Genset Model and Serial Number Engine serial Number


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Detailed site address Name of the contact person Land line and cell phone numbers of the contact person The number of hours for which the genset has run The nature of complaint

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Warranty Terms and condition This warranty is applicable to Kirloskar Gensets with R/HA/SL 90/R1040/R1080/K series of diesel engines. The warranty is meant for 18 months from the date of dispatch from our factory OR 12 months from the date of commissioning OR 3000 hours of operation, whichever is earlier. Kirloskar Oil Engines Ltd hereby warrants that this Kirloskar Genset is free from any defects in material, design and workmanship . This warranty shall be limited for repairs and replacements under normal use, regular check up and maintenance of Kirloskar Green genset as per our maintenance schedule and purchase of the Kirloskar Green Genset through our authorized dealer/distributor. This warranty is the only documents given by us warranting the Kirloskar Green genset. No other document giving any warranty terms conflicting these contents shall be considered and entertained. Kirloskar Oil Engines Ltd. is not liable to Service or Repair the genset free of cost during the warranty period for the Kirloskar Green Genset purchased from person other than authorized person. Kirloskar oil engines Ltd is not liable for any loss or damage direct or consequential, labour charges or the effect of any accident resulting from defective material, faulty workmanship or otherwise. In any case the liability of Kirloskar Oil Engines Ltd. will not exceed the Kirloskar Green genset price or the market value of the Kirloskar Green genset, whichever is lower and shall be without any interest . This Warranty is not applicable in following conditions. 1.

The Kirloskar Green Genset or engine failure due to any misuse including improper shutdown, mishandling and adjustments, negligence, over-speeding, alteration of specification, due to accident or act of nature.


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2.

Kirloskar Green Genset or engine if not maintained as per the maintenance schedule given by Kirloskar Oil Engines Ltd.

3.

If K-cool Super plus or equivalent engine coolant is not used for water cooled Genset.

4.

Damage due to improper installation of the parts , components and accessories.

5.

For the parts supplied under warranty or voluntarily at special rates or free of charge, the warranty will be applicable only to unexpired portion of genset warranty.

6.

Damage due to use of improper lubricant or the lubricant used other than suggested by Kirloskar Oil Engines Ltd.

7

7.

Normal wear and tear of components of Kirloskar Green Genset/engine.

8.

If the Genset is operated at load less than 40% of full load for long time.

9.

Rubber components, O Rings, Gaskets, all electrical and electronic components.

10. If the gensets are stored for long time without preservation process explained in the manual. 11. For resale of Kirloskar Green Genset or if the Kirloskar Green Genset purchased is second Hand. Any claim or obligation in connection with sale or performance of Kirloskar Green Genset shall be subject to the jurisdiction of Pune, India. Condition precedent to Kirloskar green Genset Warranty

The Kirloskar Green warranty Given by the Company is subjected to following condition .Which are to be observed by the every purchaser /User of Kirloskar Green Genset, Without which warranty claims if any will be rejected.

1. Proper Installation of the Kirloskar Green Genset as per the recommendation given in this manual is sole responsibility of owner of Kirloskar Green Genset / Purchaser of Genset. 2. Operation & maintenance as recommended by the company within the limits mandated by the specifications. 3. Any defective part claimed to be returned to Kirloskar oil Engines Ltd. If such parts are replaced by the company under Warranty. The return parts become the property of the company. The transportation charges for same to be paid by the customer/purchaser. 4. In case of interchange of parts between Kirloskar Green Genset / Engines shall void the Warranty. Unauthorized repair work will make the warranty null and void.


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5. For the proprietary parts not manufactured by Kirloskar Oil Engines Ltd . such as Fuel Injection equipments , Batteries, Starter Electrical equipments and instruments etc., the warranty terms of respective supplier will be applicable. The warranty detailed above is offered for the Kirloskar Green power ideas diesel genset consisting of the Kirloskar engine, Kirloskar Green AC Generator and sound proof enclosures branded as Kirloskar Green and the control panel.

To meet specific customer needs, your Genset may not contain Kirloskar Green Power Ideas Ac generator, sound proof enclosures or control panel. If so, warranty for such aggregates may be availed from the manufacturers of these assemblies. The seller of the Genset will be happy to provide you the details.

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SERVICE SAFETY INFORMATION

9

SAFETY INFORMATION: Safety precautions for operation and maintenance

Daily checklist Make a habit of checking the genset visually before operating (before the engine is started) and after operating (after the engine has been stopped). This will help you to quickly detect fuel, coolant or oil leaks and spot anything else unusual that has happened or is about to happen. Refuelling When refueling, there is a danger of fire and explosion. Do not smoke near the genset at all times. The engine must be stopped before refueling. Do not overfill the tank as some vacant space is necessary for the proper operation of the engine. Do remember to close the fuel tank filler cap fully. Only use the clean fuel recommended in the Instruction Manual. The wrong grade of fuel can cause operating problems or cause the engine to stop. On a diesel engine, poor quality fuel may cause the fuel injection pump to seize and the engine to overspeed with a resultant risk of damage to the engine and personal injury. Carbon monoxide poisoning Operate the engine only in a well-ventilated area. If operating the engine in an enclosed space, ensure that there is proper ventilation in order to remove exhaust gases and crankcase ventilation emissions from the working area. Operation The genset must not be run in areas that contain explosive materials or gases. There are a number of electrical and mechanical components on the genset which may cause sparking, thus dangerous in an explosive atmosphere. A running genset has numerous points that can pose danger to user. Be aware that the loose clothing, hair, fingers or even a dropped tool may catch in the rotating parts of the engine and cause serious personal injury. Please run the genset with all the supplied guards that prevent the user from coming in contact with hot and moving parts. Starting authorization The user must ensure that the genset cannot be used by unauthorized persons. The genset room should be locked such that only the trained and authorized persons can approach the genset.


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Maintenance and service knowledge The Instruction Manual contains instructions on how to carry out general maintenance and service operations safely and correctly. Read and understand the instructions carefully before starting work. Service literature covering more complicated operations is available from your KOEL dealer. Never carry out any work on the engine if you are unsure of how it should be done. Contact your KOEL dealer who will be glad to offer assistance. Stop the engine Stop the engine before opening or removing engine covers. Unless otherwise specified, all maintenance and service must be carried out with the engine stopped. To prevent accidental starting, remove the ignition key, turn off the power supply to the engine at the main switches and lock them in the OFF position before starting work. Put up a warning sign in the control position that work on the engine is being carried out. Approaching or working on an engine that is running is a safety risk. Loose clothing, hair, fingers or a dropped tool may catch in the rotating parts of the engine and cause serious personal injury. It is recommended that all the servicing with the genset running be done by the service staff trained and authorized by KOEL.

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SERVICE

TYPICAL LOG SHEET

11

Deg. C.

kg / cm 2

Start Time B

Y-B

Ambient Temp (Deg. C) :

R-Y

Battery / Chrg. Alt. Main Alt. / Panel

Air Intake / Exh. Systems

Operators Name / Sign. / Date

Safety Controls

Cooling System

Remarks :

B-R

Leakage / Condition (If Not OK, give details)

Y

VOLTAGE ( V)

Belts & Hoses

R

CURRENT (AMPS)

KW

POWER

ALTERNATOR MAKE :

Lube Oil System

Deg.C.

WATER TEMP.

ENGINE MODEL :

POWER FACTOR (LEAD / LAG) Hz.

FREQ

KWH

HOUR METER READING

DATE: ALTERNATOR Sr. No. :

Comments

Air cleaner Element Cleaned

Changed

Coolant Topped Today

Total Oil Topped Today

Total Diesel Filled Today

Units Generated (KWH) (based on Multiplying Factor)

Cumulative

Today

Hrs.

Date

Hrs.

Date

Ltrs.

Ltrs.

Ltrs.

Cumulative

Today

SUMMARY

DG STOPPING TIME :

DG STARTING TIME :

Hours Run

Supervisors Name / Sign. / Date

UNIT GENERATION

ALTE RNATOR FRAME :

DG SET RATING :

Suggested Log Book Format

Fuel System

Room Temp (Deg. C) :

0600

0500

0400

0300

0200

0100

2400

2300

2200

2100

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

0900

0800

0700

LUBE OIL TEMP.

LUBE PRESS

BY CLOCK

ENGINE SR. NO. :

CUSTOMER NAME :

Enriching Lives


SERVICE

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g g g g g g g g

Fuel Pump Turbo Charger Fuel Tank Safety functional check Tightness of electrical connection Earthing

Thermostat Element Tappet setting/valve clearance {Adjust If necessary} Injector Fastenings Starter, Alternator & Regulator Main Element of Dry type Air Cleaner (every 250 hrs.) Exhuast Silencer

Radiator Fins Externally Radiator cleaning internaly Fuel Filter Micro

Check Restriction Indicator Pre Cleaner of Dry type Air Cleaner Lube Oil Filter Cartridge (every oil change) Centrifugal Filter (every 250 hrs.) Engine Oil - Koil Battery and lead Connection Primary Filter on Feed Pump V belt Tension Adjust If Required Fuel Filter Element (every 250 hrs.)

Oil Level In Engine Fuel Level in the Tank Coolant Level In Radiator Dry Type air cleaner Rubber hoses

Check

Intervals indicated are Maximum permissible time Intervals indicated are subject to the use of specified quality of Fuel and operating conditions. Major overhaul of engine should be carried out after 9000 hours and Top overhauling every 5000 hours Use Only Genuine Kirloskar spares Only proper maintenance and care will ensure availability and reliability of your Genset Use K Oil and enhance the oil change interval Refer O&m Manual supplied with your set for futher details Replace the belts after every 1000 hours of operation

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

1 2 3 4 5 6 7 8 9

Sr No Description

Clean

Renew

Genset Maintenance Schedule - R1040 Engines


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10/Every Day

800

1200

2400

3600

In case of any doubt/queries PI contact Us at KIRLOSKAR OIL ENGINES LTD. Pune- India [email protected]

400

Running Hours

100

50


SERVICE TYPICAL INSTALLATION REPORT

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TYPICAL INSTALLATION REPORT

Kirloskar Oil Engines Ltd. Genset Installation Report.

Enriching Lives Format No.Koel/export/inst/001

Name and location of customer

Genset Model

Name and location of Distributor

Genset manufacturing Date/ Sr No.

Details of Alternator Make Sr. No. Type Ratings

Invoice No. and Date

Date of Installation

Customer contact person

Phone nos.

Installation Check Points Sr.No.

Nature of Check

Status Ok

Remarks Not Ok

1 Check for foundation suitability 2 Check for ventilation if the set is mounted inside the room 3 Check for the supporting of exhaust bellows, silencer and exhuast pipe 4 Is the Exhaust pipe is drawn out of the room? 5 Is the Exhaust pipe is provided with rain protection cover? 6 Check for earthing resistance of earth pit 7 Check earthing of body and alternator neutral 8 Safety checks of cooling water system, lube oil system and overspeed conducted 9 Operation Of AMF conducted and demonstrated


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10 Check for availlability of fire fighting equipment inside the room

Load %

Testing Time

IDLE 25 50 75 100

5 Min 5min 5 Min 5 Min 10 Min

Performance Test Load{Amp} Amps

Voltage V

Frequency Lube Oil Pr Water Temp Hz Kg/Cm2 DegC

Remarks Training conducted for the Customer O&M staff on routine operation and maintenance check

Yes

No

Genset O&M Manual copy is availlable with the customer

Yes

No

Genset is successfully tested and handed over to the customer for commercial operation with effect from: Signature and Name of customer

Signature, Name & address of Dealer

Head ofiice copy

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SERVICE INSTALLATION

15

Guidelines for Installation:

Engine inlet air must be clean and as cool as possible. Both these conditions would drastically effect the engine life as well as the performance.

Normally, the inlet can be taken from the area surrounding the installation site. However, in some cases the condition of the air surrounding the machine may require ducting the air from outside or from another room.

When it does become necessary to duct air in, the air filter should remain mounted to the engine as opposed to a remote mounting (such as on a roof or in another room). This will eliminate the possibility of dirt leaking through the duct work upstream of the air filter.

Openings should be provided behind the alternator for incoming cold air and directly in front of the radiator for outgoing hot air. The cold air first passes over the alternator, then the engine, picking up radiant heat as it passes. It then passes through the radiator and is discharged through a duct to the outside of the genset room.

A temperature rise of 5 to 15 Deg C (9 to 27 Deg F) in the cooling air can be expected at full load.


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Ensure that hot air is positively discharged from the building by fitting a flexible connection between the radiator and the duct. The size of the openings should be calculated to ensure that excessive restriction is not imposed on the flow of cooling air. Openings should at least be as big as the radiator core area but, as a guide, an area on 150% of the core area of the radiator should be selected. For weather protection, louvers should be fitted to the intake and exhaust openings. These can be either of the fixed or movable type. The circuit breaker position can vary according to the requirements of the installation. It may be mounted remote from the genset. The control panel could be mounted on the wall. The power cables may be installed from bottom through ducts or floor trenches depending on cable routing to the genset room and terminal points at the generator.

Doors must be sized to allow access in and out for the complete generator set and major accessories. Air inlet and outlet vents can often be made removable till the floor level to provide easy access. For acoustic enclosure, ensure that the openings provided for fresh air inlet and outlet are not blocked. Manually operated movable louvers may be acceptable in some cases, but they are not acceptable for automatic standby units. Radiator air should not be depended on to open the louver vanes.

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INSTALLATION: The procedure is listed for your information only. The task of installation of a genset is expected to done by qualified, trained and competent personnel who are experienced in the job. Please contact your local KOEL dealer or their representatives for advice regarding the installation.


SERVICE

The task of the genset installation involves moving of heavy objects and use of hazardous materials. Extreme care has to be taken to ensure safety during the operation. Serious injury or even death can occur due to carelessness during the genset installation.

The genset is transported to the site in a specially designed packing case that protects the contents from shock, weather and offers security during transit.

Once unloaded on the site from the transport, the genset must remain inside packing case till the last possible moment to prevent damage during handling etc.

In case the genset is not installed immediately, ensure that the intact packing case is protected from weather, dust and vermin during storage.

The packing case should be opened carefully using the appropriate tools. Take care as to not to hammer or poke the packing case as it might inadvertently damage the internal contents.

Apart from the genset, the packing case would also contain the documents, manuals, tools, spare parts, accessories etc. - so please look out for these and tally them against the packing list.

The genset would be covered with a weather and dust protecting polythene sheet that must be carefully removed from all the components.

The genset’s openings such as the exhaust and air intake points would be sealed to avoid ingress of debris - these must remain in place until the other matching systems like exhaust pipe or the air cleaner are ready to be fitted.

The rotating parts of the machine may be secured to prevent unintended movement during transportation - all of these securing devices should be removed before commissioning.

The genset and the other heavy parts of the package would be bolted to the base of the packing case - ensure that all such fasteners have been removed before moving te genset out of the case.

The genset should be carefully unloaded and shifted using appropriate devices such as a crane or a forklift truck.

GEN SE WITH T CAN OPY

The foundation is expected to be ready before the genset arrives so that it may be installed at the final location in the shortest possible time.

The supporting systems such as bulk fuel tank (if fitted), electrical cables, earth pits, exhaust piping, civil structures etc should be ready at the time of the genset installation.

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Please study the correct procedures of Lifting the Genset, Foundation, Ventilation and Air Supply System, Fuel System, Exhaust etc covered in the manual for more details. COMMISSIONING THE ENGINE Preparing for Operation Before starting your engine, be sure that it is positioned on a level surface so that proper liquid levels can be obtained. Ensure that the fuel tank is clean and filled with the recommended diesel.

Check the engine oil.

Check the radiator coolant.


SERVICE

Check the battery electrolyte and charge condition.

CAUTION

Be sure that the Genset will be operated in a well ventilated area with all exhaust fumes are piped away.

Before connecting batteries, ensure that the control panel is switched off.

Avoid prolonged inhalation of exhaust fumes as it may result in serious illness or death.

Prolonged exposure to the noise levels of a diesel engine can impair hearing unless proper ear protection is worn.

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Before any attempt is made to operate the machine, be sure that engine and alternator are properly earthed.

Local and national regulations for the grounding of gensets should be adhered to as well as those regulations which describe the methods of connection and minimum sizes of grounding conductors based on the size of the load cables. Important

Adequate grounding of the genset is necessary for all types of gensets to prevent the possibility of injury or death in the event of electrical fault.

When filling the fuel tank, do not smoke or use an open flame in the vicinity. Also the tank should never be filled when the Genset is operating or while the engine is hot. Fuel spilt on the genset could ignited easily.

Never attempt to disconnect a load connection or perform maintenance while the Genset is in operation.

To avoid an accidental start of the engine, always disconnect the battery when performing major operations.

The negative pole of the battery system earthed. Hence the negative connection should be disconnected first and reconnected last.

The cover of the control panel should not be removed while the genset is in operation. The cover, when removed, exposes live electrical connections. Maintenance on the control panel should only be carried out by a qualified and trained technician. Important Always shut down the Genset and switch off circuit breaker prior to connecting or disconnecting, loads cables. Restart only when a sound connection has been made.

INITIAL START-UP The following procedure should be used to make initial start-up of the Genset.


SERVICE

These steps are critical and must be followed closely to avoid complications in operating the Genset.

Ensure that the machine is on a level surface so that correct volumes of liquids (oil, fuel etc.) can be added.

Check the engine oil and coolant levels, replenishing if necessary.

Fill the fuel tank with the recommended grade of diesel.

Fill the battery with suitable electrolyte for type of batteries supplied, if not already wet charged.

Remove any loose items or debris in the vicinity of the genset that may inhibit operation or could cause injury.

The following procedure should be used when starting the Generator for the first time or when it has been out of service for a time for maintenance purposes.

Ensure the key switch/ control switch is turned OFF.

Ensure the circuit breaker is switched OFF.

Connect the batteries to the engine with correct polarity.

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SERVICE

Prime the fuel system using the hand priming pump and bleed entrapped air from the fuel filter – see engine manual for details.

Confirm all the control MCB's are ON. Turn the Key switch to Position ''ON'' engine control system will be switched on.

In the manual mode of operation, carefully crank the engine. In case the engine does not start in the first attempt, please allow an interval of approximately 10 Seconds between the second cranking attempt.

In case the engine does not start even after three cranking attempts, please investigate the cause of the failure to start and rectify.

After the engine has been started check for any abnormal noise or vibration.

Check for coolant leakage or high engine temperature.

Check the control panel for indications of abnormal operation, in particular above normal engine temperature or below normal oil pressure.

Immediately after the engine reaching the full operating speed, the AC voltmeter should be checked to ensure that the voltage has reached the correct operating level on all the phases.

The AC voltage is factory set on the Automatic Voltage Regulator (AVR) inside the alternator and needs no further adjustment. If the voltage is incorrect, the adjustment should only be carried out by a trained personnel.

Voltage adjustment is done by varying the setting of a potentiometer on the AVR fitted inside the alternator terminal box.

The frequency of the output voltage should also be checked on the panel meter. The frequency without the genset being loaded is approximately 52 Hz. for 50 Hz gensets and approximately 62.4 Hz for 60 Hz gensets.

When the generator is producing voltage, check the phase rotation of the generator by connecting a Phase Rotation Meter to the terminals on the generator side of the circuit breaker. (Caution: DO NOT close the circuit breaker to the load). This check should be carried out by a qualified technician and the result noted for use later if the genset is to beconnected to an existing system.

After the voltage and frequency checks have been made, shut the machine down by operating the appropriate stop switch on the genset control panel.

Restart the engine and check all the safety controls like Low Oil Pressure, High Coolant Temperature, Low Fuel Level etc. by shorting across the appropriate switch terminals. Depending on the logic of the panel, the engine should trip and/or create an alarm condition. IMPORTANT

Always shut the genset down prior to connecting, or disconnecting, load cables. Only restart when a sound connection has been made. SHUTDOWN PROCEDURE To shut down the Genset, turn off the load using the circuit breaker, and press button the ''O'' (as per applicable) position. In case of an emergency where immediate shut down is necessary press the emergency off push button.

20

NORMAL STARTUP PROCEDURE (For manual operation) The procedure for the normal starting of the genset is explained below. Please follow these procedures strictly. The Genset must be checked daily before starting.


SERVICE

FOR YOUR SAFETY ENSURE THE KEY SWITCH OR PANEL MASTER SWITCH IS TURNED TO POSITION ‘'OFF'' WHILE CHECKING THE ENGINE.

Make a visual check of the entire Genset. Watch for signs of leaks from the engine. Fuel system, cooling system or lubrication seals.

Check engine oil, water and fuel levels, replacing if necessary.

Check the battery terminals for corrosion, cleaning where necessary.

Check the battery electrolyte level and fill with distilled water if necessary.

If the exhaust system has condensate traps, do open to them to drain any moisture trapped in them. Check for evidence of exhaust leaks.

For manual starting press the start button on genset control unit, if provided.

The Starter Motor would then rotate and the engine would start.

In case the engine does not rotate, please ensure that lube oil pressure switch contact is closed when engine is at standstill, otherwise the controller would not crank the engine.

Starter supply will be disconnected automatically by the controller after getting supply from AC alternator or after the oil pressure switch has opened.

Once the engine starts, the Lube Oil Pressure gauge will show a healthy reading.

The “Charge Failure” lamp which lights before the engine starts is extinguished once the battery charging alternator starts generating the output current to charge the battery. This charging activity can be seen on the DC ammeter and the DC Voltmeter (if provided).

If the weather is cold, run the genset without load for at least 5-10 minutes to warm up the engine.

After the engine warms up, the genset can be connected to the load by closing the ouput MCB/MCCB.

After a few minutes of operation, the Coolant Temperature gauge shows an indication.

For healthy conditions, the reading should be 70 to 90 degree centigrade.

The AC voltmeter would show the alternator output voltage.

The Voltmeter Selector Switch (if provided) could be used to view the phase to phase or phase to neutral voltage readings.

The AC ammeter (if provided) would show the load current depending upon the connected load.

The Ammeter Selector Switch (if provided) could be used to view the currents of the three phases.

Refer to the engine manual for specific engine maintenance requirements.

21

If the genset is operating in the normal weather, the genset may loaded immediately by closing the Alternator Circuit Breaker.

However, the maximum step load that can be accepted is dependent on the BMEP of the engine and the type of the genset.

If the genset is at normal operating temperature (approx 80 degrees C / 176 degrees F) the maximum step load of 60 - 100 % can be applied immediately depending on the type of engine and the type of connected load.

The above guidelines are only indicative of the genset’s performance. Please do consult KOEL or the local representatives for the solution as per the local site conditions. WARNING: Always shut the Genset down prior to connecting, or disconnecting, load cables. Only restart after a sound connection has been made.


SERVICE

If at any time the generator stops because of a fault, the fault should be rectified before trying to restart the generator.

22


SERVICE CABLE SELECTION CHART

23

10 15 20 25 30 35 40 45 50 62.2 70 75 82.5 100 125 140 160 180 200 250 275 320 400 500 600

415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V 415 V

1 PF. 11.13 18.23 22.26 27.82 33.39 40.07 44.52 49.5 55.65 69.56 77.91 83.47 91.82 111.3 139.12 155.82 178.08 200.34 222.6 278.25 302.5 352 440 550 660

0.8 PF. 13.91 20.87 27.82 34.78 41.74 48.69 55.65 62.61 69.56 86.54 97.39 104.34 114.78 139.12 173.91 194.77 222.60 250.42 278.25 347.81 382.59 445.20 556.50 695.62 834.75

F/L Current for 3 Ph Alternator

2.5 4 4 6 10 10 16 16 25 25 35 35 50

Size of Copper Cable(Sqmm)

Rating of Size of Rating of Copper Aluminum Aluminum Cable (A) Cable(Sqmm) Cable (A) 24 30 For Lower Rating Copper 30 Cables are preffered 39 52 52 16 51 66 16 51 66 25 70 90 25 70 90 35 86 110 50 105 110 50 105 135 70 130 95 155 120 180 150 205 185 240 240 280 240 280 185*2 384 185*2 384 240*2 448 240*3 672 240*3 672 240*4 896

Cable Size at 40deg ambient for 3-1/2 core cable

16.5 18 18 20 21 21 23 23 24 24 26 26 29

Diameter (mm)

Overall Diam and Type of Gland for 3-1/2 Aluminium Cable at 40deg (Make of Gland : Comet) Size of the hole on OD of Type of Gland for Type of Diameter (mm) panel and alternator Gland (mm) Copper Cable Gland for gland entry SCG 4 SCG 4 20 21 For Lower Rating SCG 4 SCG 4 20 21 Copper Cables SCG 4 SCG 4 20 21 are preffered SCG 4 SCG 4 20 21 SCG 4 SCG 4 20 21 SCG 4 SCG 6 25 26 23 SCG 6 SCG 6 25 26 23 SCG 6 24 SCG 6 25 26 SCG 6 24 SCG 6 25 26 SCG 6 26 SCG 7 32 33 SCG 7 29 SCG 7 32 33 SCG 7 29 SCG 7 32 33 SCG 7 33 SCG 8 40 41 37 SCG9 40 41 41 SCG10 50 51 44 SCG11 50 51 49 SCG11 50 51 63 64 55 SCG13 55 SCG13 63 64 68 SCG15 75 76 2 Glands of 185 sq.mm as mentiond above 2 hole of 49mm 2 hole of 55mm 2 Glands of 240 sq.mm as mentiond above 3 hole of 55mm 3 Glands of 240 sq.mm as mentiond above 3 Glands of 240 sq.mm as mentiond above 3 hole of 55mm 4 Glands of 240 sq.mm as mentiond above 4 hole of 55mm

Overall Diam and Type of Gland for 31/2 Core Copper Cable at 40deg

Typical Cable sizes for Three phase gensets.

** For Ambient Temp above 45 deg, pl refer manufacture r's catalogue for the deration.

* Make of the Gland is of Comet (With Brass Material) Type : Single Compression Heavy Duty Cable Glands w ith IP 60. Material : Brass (IS-319)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 23 25 26 27

Sr. KVA Voltage No.

Cable Details


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24

10 15 20 25 30 35 40

240 240 240 240 240 240 240

1 PF. 33.33 49.995 66.66 83.325 99.99 116.655 133.32

0.8 PF. 41.7 62.55 83.4 104.25 125.1 145.95 166.8

F/L Current for 1 Ph Alternator

6 10 16 25 35 50

Size of Copper Cable(Sqmm)

Size of Rating of Aluminium Copper Cable (A) Cable(Sqmm) 45 10 60 16 78 25 105 35 125 50 155 70 95 15 16 18 19.00 20 23

Diameter (mm) SCG 2 SCG 4 SCG 4 SCG 4 SCG 4 SCG 6

Type of Gland for Copper Cable

Overall Diam and Type of Gland for 2 Core Copper Cable at 40deg

Typical Cable sizes for Single phase gensets.

** For Ambient Temp above 45 deg, pl refer manufacture r's catalogue for the deration.

Rating of Aluminium Cable (A) 47 59 78 99 125 150 185

Cable Size at 40deg ambient for 2 core cable

* Make of the Gland is of Comet (With Brass Material) Type : Single Compression Heavy Duty Cable Glands w ith IP 60. Material : Brass (IS-319)

1 2 3 4 5 6 7

SR. KVA Voltage NO.

Cable Details


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25

Overall Diam and Type of Gland for 2 Core Aluminium Cable at 40deg (Make of Gland : Comet) Size of the hole on OD of Type of Diameter (mm) panel and alternator Gland (mm) Gland for gland entry 16 SCG 4 20 21 18 SCG 4 20 21 19 SCG 4 20 21 20.00 SCG 4 20.00 21 23 SCG 6 25 26 25 SCG 6 25 26 29 SCG 87 32 33


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GENSET

26


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INDEX 1.

Introduction

28

2.

Description of the Genset

29

3.

Selection Formula

31

4.

Load Calculations

32

5.

Genset Dimensions

32

6.

Location of the Genset

35

7.

Ventilation and Air Supply System

36

8.

Foundation

39

9.

Lifting the Genset

41

10.

Exhaust

43

11.

Fuel Systems

47

12.

Fire Precautions

48

13.

Electrical Connections

48

14.

Earthing

49

15.

Maintenance of Electrical System

53

16.

Acoustic Canopy

56

17.

Control System

58

18.

Control Panels

58

19.

Wiring Diagrams

66

20.

Manual of DSE 704 controller

73

27

INTRODUCTION

Kirloskar Oil Engine Ltd. brings you a quality genset backed by superior engineering and over 55 years of experience. We recommend, that for optimal performance, please follow the installation and maintenance procedures as recommended in this manual. The proven engine of your genset is highly reliable and fuel efficient. The matching alternator has an optimum output waveform, a fast response to varying loads and a precise voltage regulation. This manual is your guide to proper installation, operation and maintenance.


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A well maintained genset would meet all your emergency standby or prime power needs. This manual describes some simple yet essential procedures. Please follow these guidelines for the proper installation and maintenance of your genset.

Adherence to these procedures will help to avoid preventable problems, ensuring good efficiency and the life of your genset. There is a trained and well equipped Kirloskar Service and Spare Parts dealer located near you. Please do contact them, or the nearest Kirloskar area office, for any assistance. Please turn to the end of this document for contact details of help near you. Do study the "Trouble-Shooting" chart located in this manual to identify and overcome some common problems.

28

Radiator

Fuel Filter

Diesel Engine

Anti-vibration mountings

Air Cleaner

Lube Oil Filter

Control Panel

Baseframe

Alternator

Fuel Filling spout

Figure 1 - Major Genset Components NOTE: The positions of some peripherals may change in case the Genset has an acoustic enclosure. (Example - Control Panel, Fuel filling spout, Fuel level indicator etc.)

DESCRIPTION OF THE GENSET Figure 1 shows the major components of the genset including the alternator, the diesel engine, the


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exhaust, the cooling system, and the control panel. The engine has a mechanical governor that maintains the engine speed within the tolerance required to deliver the rated power and frequency. In case a closer tolerance is required, an electronic governor can be offered as an option.

ENGINE The engine of the generating set is of proven reliability and is specifically designed to operate in conjunction with an alternator. The engine is of the heavy-duty industrial type, water cooled, 4stroke cycle, compression ignition and fitted with all accessories necessary to provide a reliable power supply.

29

COOLING OF ENGINE AND ALTERNATOR The engine cooling system comprises of a radiator, a high capacity pusher fan and a thermostat. The radiator is used to transfer the heat from the engine to the atmosphere. The fan draws the cool air through the radiator to help this transfer. The alternator is ventilated by an inbuilt fan.

ENGINE GOVERNOR The primary function of the governor system is to maintain engine speed in relation to varying load requirements. This is accomplished by the governor that senses the engine speed and maintains a constant speed. In case the speed drops due to an increase in the load, the governor would deliver more fuel flow to the engine, thus maintaining the engine speed. The same principle is applied when the load decreases. As the load is reduced, the speed increases, and the governor delivers less fuel to maintain the rated speed.

ALTERNATOR The genset is supplied with a robust and efficient Brushless excitation type alternator that eliminates most of the maintenance. The alternator output is controlled by an inbuilt Automatic Voltage Regulator (AVR). This device allows quick building up of the output during start and keeps the output voltage within a set limit during operation. To suit the exact site requirements, most of the three- phase alternators have provision to vary the connections of the internal coils and deliver a variety of voltages up to 480 Volts AC. The genset alternator may also be of the Single phase output type. These units supply the output through two or three lead connection offering a variety of voltages from 120-250 Volts AC. The standard genset alternator is rated for 50 Hz output. See Alternator Section for further details of the available connections.


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SYSTEM PROTECTION An important function of the control system is to protect the engine against faults such as high temperature, low oil pressure, over speed etc. To prevent damage to the starter motor and deep discharge of the starting battery, a crank limiting circuit is included on all automatic start sets. A detailed explanation of these systems is included later in the manual.

CONTROL PANEL POWER SUPPLY Engine instruments and the control panel are supplied from the battery fitted to the genset. This battery also provides power for operation of the starter motor to crank and start the engine and for the stop solenoid.

30

The stop (or fuel) solenoid is used to cut off the fuel supply and thus stop the engine during normal stops and during abnormal conditions. During the normal condition, the genset is stopped as it is no longer required. A shutdown during an abnormal condition could be due to detection of an unsafe condition – here the genset is shutdown to prevent damage to the engine, the alternator or the load.

CONTROL PANEL MOUNTING The control panel and main circuit breaker are normally mounted on a separate base frame mounted stand thus ensuring vibration free operation. Floor standing control panels are provided for more complex control systems. For acoustic enclosures, the control panel is fitted inside the enclosure. Suitable glass cover opening is provided on the enclosure to allow the operator a clear view of the instruments.

SELECTION FORMULA KVA / KW Rating: The rating of the alternator is either expressed in KVA (Kilo-Volt- Ampere) or KW (Kilo Watt). The following formulae show the relation between KVA and KW for single phase and three phase alternators. The relation between KW and KVA rating is:

For 3 phase alternator KW = V x A x Power Factor / 1000

or

KW = V x A x %3 x Power Factor /1000


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Where: V is the rated voltage in volts and A is the current in Amperes.

The relation between KW and KVA rating is:

For 1 phase alternator KW = V x A x Power Factor / 1000 Where: V is the rated voltage in volts and A is the current in Amperes.

Normally, a generator has a designed power factor of 0.8

31

INPUT HORSE POWER REQUIREMENT The engine used for your genset is selected on the basis of the power requirements. The required input horse power (HP) is given by the formula: Input HP (Metric) = KW/ 0.736 x Efficiency of the Alternator

Load Calculations The name plate on the engine mentions the horse power (HP) that can be delivered at the Mean Sea Level (MSL) assuming the Normal Temperature and Pressure (NTP) conditions. However, the engine may deliver less power than the listed amount due to the various site conditions. This is known as the Power Loss or Deration due to the site conditions. For details of the Deration due to site conditions, please consult your genset OEM or service dealer. Conditions that de-rate the engines are: o

Ambient temperature greater than 27 C

Altitude beyond 150 meters above sea level

Humidity in excess of 60%

A small reduction in the rated HP is caused by the power absorbed by the radiator fan (in case of liquid cooled engines). This loss of power is mentioned in the engine specifications of your genset.

GENSET DIMENSIONS The mentioned dimensions are meant only for guidance. The actual figures may differ due to continuous process of development. Please confirm the exact size with your genset OEM or the KOEL office nearest to you.


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Genset Model

Engine Model

Prime Power Rating at 0.8 pf (kVA)

Genset Overall canopy dimensions with silencer. Length x Width X Height (mm) (with canopy)

Approx. weight (Kg)

KG15AS

HA294

15

1990 X 1090 X 1840

1220

KG25AS

HA394

25

2730 X 1100 X

1350

KG30AS

HA494

30

3130 X 1100 X 1940

1440

KG35AS

HA494

35

3130 X 1100 X 1940

1440

KG45AS

HA494T

45

3220 X 1100 X 1940

1580

KG55AS

HA694

55

3970 X 1240 X 1900

1870

KG70AS

HA694T

70

3980 X 1290 X 1840

1920

1920

Typical sizes for Air Cooled gensets with Silent/Acoustic enclosure. The above dimensions are only for guidance. Please consult M/s KOEL or their local representatives for the exact details of your genset.

32

Genset Model

Engine Model

Prime Power Rating at 0.8 pf (kVA)

Genset Overall canopy dimensions with silencer. Length x Width X Height (mm) (with canopy)

Approx. weight (Kg)

KG20WS

2R1040

20

2170 X 1240 X 1895

1200

KG30WS

3R1040

30

2520 X 1190 X 2100

1260

KG40WS

4R1040

40

3350 X 1190 X 2100

1520

KG50WS

4R1190

50

3350 X 1190 X 2100

1500

KG62.5WS

4R1040T

62.5

3370 X 1900 X 2100

1930

KG82.5WS

4R1040TA

82.5

3625 X 1390 X 2250

1950

KG100WS

6R1080T

100

3940 X 1640 X 2450

2500

KG125WS

6R1080TA

125

3940 X 1640 X 2450

2700

KG140WS

6SL9088TAI

140

4625 X 1840 X 2890

3580

KG160WS

6SL9088TA

160

4625 X 1840 X 2890

3720

KG180WS

6SL1500TAI

180

4625 X 1840 X 2890

3870

KG200WS

6SL1500TA

200

4625 X 1840 X 2890

3950

KG250WS1

6SL8800TA

250

5340 X 1840 X 2450

4660

KG275WS1

6K12TA

275

5730 X 2250 X 3250

5860

KG320WS1

6K12TASrl

320

5730 X 2250 X 3250

5860

KG400WS1

8K15TA

400

5900 X 2000 X 3274

6180

KG500WS1

10K18TA

500

6235 X 2000 X 3375

6990

KG600WS1

12K22TA

600

6675 X 2000 X 3510

8200

Typical sizes for Water Cooled gensets with Silent/Acoustic enclosure. The above dimensions are only for guidance. Please consult M/s KOEL or their local representatives


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for the exact details of your genset.

DG Capacity kVA

140

160

180

200

250

DG set without acoustic: L(mm)xB(mm)xH(mm)

3605 X 1176 X 1500

3606 X 1176 X 1500

3650 X 1210 X 1600

3651 X 1210 X 1600

3340 X 1280 X 1610

Typical sizes for gensets with SL 90 engines without Silent/Acoustic enclosure. The above dimensions are only for guidance. Please consult M/s KOEL or their local representatives for the exact details of your genset.

33

kVA Ratings

Length (mm)

Width (mm)

Height (mm)

20

2680

940

1500

25

2680

940

1500

36

2740

1240

1625

50

2740

1240

1625

75

2990

1390

1625

125

3540

1400

1990

160

4100

1700

2025

250

4500

1640

2460

Typical sizes for rooms for gensets with acoustic enclosures. The above dimensions are only for guidance. Please consult M/s KOEL or their local representatives for the exact details of your genset.

kVA Ratings

Length mm)

Width (mm)

Height (mm)

36

3100

3000

2600

50

3200

3000

2600

75

3250

3000

2600

125

3850

3000

2700

160

3850

3000

2700

250

4850

3250

2800


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Typical sizes for rooms for gensets without acoustic enclosures. The above dimensions are only for guidance. Please consult M/s KOEL or their local representatives for the exact details of your genset.

34

cables 1.5 meter minimum

1.5 meter minimum

1.0 meter minimum

Control Panel

Rolling Shutter

Window

1.0 meter minimum

Window

Window

Figure 2: Typical genset room

LOCATION OF GENSET Selecting a location for the genset is a very important part of any installation procedure. Always locate the genset in an area that would provide adequate ventilation and physical protection for the unit. To ease the maintenance and inspection, place the genset such that movement around the machine is easily possible. Generally, a space of 1.0 to 2.0 meters is required all around the genset for easy access. The location should be clean, dry and have good drainage capabilities.


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In case the location is outdoors, the genset should be fitted with a weatherproof enclosure. Ensure the space required to undertake major overhaul or service operations where large components and the assemblies may have to be replaced. Ensure a high degree of cleanliness as the dust and fumes could lead to a clogged radiator and the consequential engine damage. Refer to Figure 2 for a plan of typical geset room.

35

VENTILATION AND AIR SUPPLY SYSTEM


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All engines dissipate heat during operation.

This heat is removed by the ventilation provided in the genset room.

Failure to ventilate the genset room may overheat the engine and cause the engine to breakdown.

Ensure that the hot air from engine is not re-circulated but removed from the area by the ventilation system.

If this hot air is used by the radiator fan for cooling, the engine would overheat.

If the hot air is used by the engine for combustion, the power output will reduce.

As a general guideline for an engine installed in a closed room, the temperature of fresh air passing through radiator (suction type radiator fan) should not be more than 10 deg C above the ambient air temperature.

Provide adequate clean openings for sufficient air circulation and ensure the expulsion of hot air from radiator etc.

Ensure that the space in front of the radiator is not obstructed to prevent clear ventilation of the hot air.

Ensure that the inlet to the air cleaner is provided with cool, fresh air.

The room could be provided with side windows on both sides of the genset fo additional air circulation.

Suitable thermal insulation (lagging) should be provided on the exhaust pipes to avoid heating of the ambient air.

The hot air can be removed from the genset room by the use of exhaust fans.

The natural airflow through the genset room should follow the draft of radiator fan. In case the natural airflow is not favorable, a wall may be constructed to prevent the radiator’s flow being opposed. Refer Figure 3.

Figures 4, 5 and 6 show various schemes for ventilating the genset room using fans.

The power to drive the ventilation fans is drawn from the alternator and should be considered while calculating the total electrical load on the genset.

36

Wind

Preferred airflow direction. Wind

Wall to block wind from the opposing the airflow from the radiator.

Figure 3: Natural draft through a genset room

To Silencer


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Forced Air

Vent

Acoustic louvers

Figure 4: Forced draft through a genset room- example 1

37

To Silencer

Alternative location for forced air fixed support

Window

#

#

#

#

#

#

#

#

Forced Air

260

Figure 5: Forced draft through a genset room-example 2

To Silencer


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fixed support

260

#

#

#

#

#

#

#

#

Acoustic louvers

Figure 6: Forced draft through a genset room- example 3

38

0 10

m

m

0 30

m

m

300 mm

Figure 7: Typical Foundation


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300 mm PCC block above ground level

100 mm PCC block 230 mm soling Compacted Soil (Murum)

Figure 8: Correct method of preparing the foundation

39

FOUNDATION A reinforced concrete pad makes the best foundation. A pad with sufficient mass in proportion to the size of the genset will provide the rigid support necessary to minimize deflection and vibration. Typically, this should be 150 mm to 200 mm deep and have a mass at least equal to that of the genset.

The foundation may be located on soil, structural steel, building floors etc., provided the total weight of the foundation and genset package does not exceed the permitted bearing load of the support. The bearing loads of structural steel can be obtained from Engineering Handbooks while the local building codes would provide the permitted bearing loads for different types of soil. A correctly designed foundation is important to a good genset installation. The absence of an adequately foundation may lead to excessive genset vibrations resulting in radiator leaks, failure of the auto-electrical and safety system, failure of gauges and other engine parts.

A good foundation has the following functions:

Supports the total weight of the genset

Maintains alignment

Isolates the surrounding structures by absorbing the genset's vibrations

Isolation It is advisable that the foundation of each genset rests on bedrock or solid earth completely independent of other foundations, cement work, walls or operating platforms.

Vibration The design of the genset is such that only minimal vibration is transmitted to the foundation. To achieve this, anti-vibration mounts are fitted between the engine, the alternator and the baseframe. In larger capacity gensets, the vibration isolators are mounted below the baseframe. In generator rooms situated on the upper floors, special attention to vibration isolation is necessary.


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Often spring type vibration isolators would be needed. It is necessary to ensure that building structures are capable of supporting the genset, fuel storage and accessories.

Anti-Vibration Mounting The suitable Anti-Vibration Mountings (AVMs) are provided by KOEL with the genset. Please ensure that the original parts are used in the event of any future replacement.

40

LIFTING THE GENSET

Make sure that your genset is unloaded at your works with a proper crane/hoist to avoid damaging the oil sump, radiator or other genset parts.

Figure 9 shows a genset lifted with the help of a crane. The lifting belt is connected to the slots provided around the frame of the genset. Note the frame to prevent the lifting belts coming close to the genset.

Figure 9 shows a genset that is being moved using a forklift truck. The general guidelines for lifting are:

Ensure that the lifting equipment is adequately rated to lift the weight of the genset.

Ensure that the lifting rope does not touch the parts of the genset as it would distort or damage the various assemblies of the that are subjected to the stress while lifting.

Ensure that the lifted genset remains steady and does not swing as it may touch other objects or injure personnel.

Maintain the highest standard of safety, be vigilant and cautious while lifting or moving the genset.


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CROSS MEMBER TO PREVENT INWARD MOVEMENT OF THE LIFTING CABLES

GEN S WITH ET CAN OPY

SUITABLE LIFTING TACKLESTO BE ARRANGED BY THE END USER.

Figure 8: Genset lifted by a crane

41


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Figure 9 : Genset moved using a forklift truck

42

EXHAUST The exhaust system is used to direct exhaust gases to non-confined areas and reduce the noise to tolerable levels. When designing a system, the main objective is to minimize back pressure. Excessive back pressure in an exhaust system will create loss of horsepower while increasing the engine operating temperature and the emissions. When bends are required in an exhaust system, always make the radius at least 150% of the inside diameter of the pipe. As most of the exhaust system designs are governed by the physical characteristics of the building or room in which they are located, it is important that the exhaust pipe be routed in a path offering the least amount of turns or bends to prevent an increase back pressure greater than 50 mm of Hg (Mercury) column. Be sure that all pipes are well supported and that springs or other dampers are used at points of high vibration. Due to the heat radiation of the exhaust pipes it is recommended that all pipes be located at least 250 mm from any combustible material. Wrapping the exhaust pipes with high temperature insulation or installing fitted insulated sections will prevent excessive heat radiation within the room. A metal thimble guard 300 mm in diameter slightly larger than the pipe should be installed at the points where the piping passes through a wall or roof. The Exhaust Outlet The exhaust pipe outlet should be bent. This is done so that the outgoing hot exhaust gases do not enter the power house again. Normally, the pipe outlet should be bent in the direction of the wind and the end should be cut at an angle of about 45 degrees. As shown in the figures 10 and 11, bevel the end of the pipe at a 30-45 degree angle. Should the pipe end be horizontal, bevel the pipe from the top back to the bottom. This will not only reduce the


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noise levels at the outlet but will also minimize entrance of precipitation on horizontal pipes.

Figure 11: Typical Exhaust installation

43

Figure 12 : Correct profile of the Exhaust outlet The level or height at which the outlet is situated should be sufficient to prevent fumes and gases from becoming an annoyance or potential hazard. An exhaust pressure actuated raincap is recommended for use on vertical outlet pipes. Type of pipe used for the exhaust system The exhaust system should be made from black MS ERW Type (Electric Resistance Welded) pipes rather than with galvanized water pipes. The ERW pipes have the following advantages.

BLACK MS PIPE

GI PIPE

Creates less exhaust back pressure as

The threaded joints and sockets create more

the welded joints offer a smooth surface.

exhaust back pressure.

The seams do not fail due to the firing

The seams fail frequently when subjected to

impulse and the vibration.

engine vibration.

Cheaper than the GI pipe, yet easily

Costly and heavy weight.

available.


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Length of the exhaust pipe The total length of the exhaust pipe should not exceed 15 meters and should have a maximum of four right angle bends. Avoid using many pipe elbows. Increase the pipe's internal diameter by 38 mm (1.5 inch) after every 5 meter running length. Any long horizontal or vertical piping should include water legs and drain traps at their lowest points so that water does not reach either the silencer or the engine. It is also recommended that a slight slope downward from the silencer to the water leg or drain trap be added to assure the proper removal of water. By locating the silencer as close to the engine as possible you will be able to minimize the noise level in the exhaust piping. Each genset installation should have it's own exhaust system. The genset should not be connected to a system accommodating more than one engines to prevent the possibility of exhaust gas and condensation backflow which may cause permanent damage to an idle engine.

44

Note: Health warning: Inhalation of exhaust fumes is potentially lethal. The correct installation of exhaust systems to prevent accumulation of exhaust gas cannot be over emphasized. Additionally, prolonged exposure to engine exhaust noise can be damaging to hearing. A genset should never be operated without a fully installed exhaust system and all personnel in close vicinity should wear ear protection. Inside Diameter (ID) of the exhaust pipe Use the exhaust piping with the recommended ID (inside diameter) as mentioned in the engine specifications. Use the Nomogram in Figure 14 as a guide for selecting the diameter of the exhaust pipe. Exhaust Silencer The exhaust silencer should preferable be outside the power house to avoid excess radiation of heat in the room. Normally, the silencer is installed horizontally. However, if the silencer is installed vertically, do provide a rain cap to prevent water from entering the exhaust pipe. More details of the rain cap are provided later in this document. Expansion bellows / flexible pipes These parts compensate for the expansion of the exhaust pipe due to heat and to provide flexibility between genset and rigid piping during the various phases such as starting, running and stopping. The expansion bellows and flexible pipes should be installed between exhaust piping and engine. Exhaust Support Provide proper support from the roof of the genset room to the exhaust system. This would avoid the direct weight of the exhaust pipe and silencer on the exhaust manifold. Rain Cap


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A rain cover should be provided over the pipe's mouth to prevent the entry of rain water. The rain cover should be of about 60 degrees angle. The outer diameter for the rain cover should be approximately 5 times the pipe diameter. The cover center should be 2.5 times the pipe's diameter away from the pipe's mouth.

Figure 13: Typical Rain Cap

45

Silencer and Exhaust Pipe Diameter in Inches 2.0 BACK PRESSURE NOMOGRAM

2.5 Exhaust Gas Flow Cubic feet per minute (cfm)

Back Pressure P in Hg. per foot

Î

11000 10000 9000 8000

2.0

7000

0.5

3

1.0

4

6000 5000 4500 4000 3500

0.1

0.02 0.15 0.01

2500

0.0067 in. HG 0.005

1500

1000 900 800

6

0.002 0.0015 0.001 0.0005 0.0002 0.00015 0.0001 0.00005

7 8

(inches X 25.4 = mm)

(Inches Hg X 25.4 = mm Hg)

3000

2000

(cfm X 0.472 = l/s)

5

0.05

9 10

13

0.00001 600


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400

Example: 2000 cfm = 16 X 6” dia. thru 6 in., = 96 in. length equivalent dia elbow = 8 ft of 6” pipe =.0067 X 8 = .0536 in. Hg

300

Resistance of:

250

FLEX PIPE

200

Use 2X Equivalent of straight pipe ELBOWS Straight pipe Equivalent Length 90º Elbow = 10 X Dia. in inch/12 45º Elbow = 9 X Dia. in inch/12

Figure 14: Back pressure nomogram

46

FUEL SYSTEM The fuel system must be capable of delivering to the engine a clean and continuous supply of fuel. When designing a fuel system, always incorporate the requirements of Local, State, or National Codes. Diesel Fuel Bulk Storage (If provided) Bulk fuel storage is the most preferable method of providing fuel supply. This method allows bulk fuel purchases which will minimize dirt and contamination possibilities, especially when the fuel is seldom used. The bulk storage tank (if provided) may be located either above or below the ground. The bulk storage tank is not included in the standard scope of supply. A vent must be installed on the main tank to relieve the air pressure created by filling the tank as well as preventing a vacuum within tank as fuel is consumed. The tank bottom should be rounded and placed on a 2 degree tilt to assure a concentrated settling of both water and sediments. At the low point of the tank a drain valve should be installed to remove water that may accumulate due to condensation.

VENT TO DAY TANK

LEVEL GAUGE

FUEL PUMP FUEL FILTER

STORAGE TANK (IF PROVIDED)

GENSET

OVERFLOW AND DRAIN LINE

FILLER DAY TANK IN THE GENSET BASE FRAME DRAIN

FUEL SHUTOFF VALVE / SOLENOID

FUEL TRANSFER PUMP

DRAIN VALVE FOR REMOVING SLUDGE AND WATER

Figure 15:Typical Fuel System


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Underground tanks must be pumped periodically to remove this water. This is best done by a tube through the filter pipe to the low end of the tank. For these reasons it is imperative that the tank be placed in or on stable ground. In locations with low temperature, burying the tank below the frost line would help in avoiding seasonal settling. Another consideration while locating the main tank is the height difference between it and the auxiliary tank (day tank). The maximum vertical lift capabilities of a standard electric motor driven fuel transfer pump is 5 meters. Do not place either tank at a level that would exceed the pump lift capabilities. Also keep in mind the possibilities of pressure drop created by excessive horizontal distances and bends in the pipes. The fuel delivery line carrying fuel to the engine and the fuel return line for carrying excessive fuel back to the tank should be of the same size. For longer runs or during operations in extremely low ambient temperatures, increase the size of these lines to ensure adequate flow. The fuel lines can be made of suitable material such as steel pipe or fuel line tube that will tolerate ambient conditions. Overflow piping should be of the same material and one size larger.

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The fuel return line should enter the tank at the top and not contain a shut-off valve. This line should be designed with a minimum amount of bends or dips to prevent an air lock in the system. The fuel delivery line should pick up the fuel from the point no lower than 20mm from the bottom of the tank. If possible, locate this line at the end of the tank opposite that of the return line and at the high end of the tank. Flexible fuel lines should be used at a point between the tank and engine (preferably adjacent to the genset) to avoid the potential damage that could be created by vibration. Day Tanks The use of Auxiliary tanks or day tanks is recommended. All standard gensets with acoustic enclosure are provided with tank fitted in the baseframe. The day tank should have capacity for holding sufficient fuel for 8 hours operation at 75 % load. Filters and Traps Clean fuel will aid in attaining maximum engine life and reliability. Primary filters are recommended for use between the engine filters and the transfer pump. Water and sediment traps should also be included upstream of the transfer pump. However, on border line pump installations, do not increase fuel line restrictions to a point exceeding the capabilities of the pump.

FIRE PRECAUTIONS When designing a genset installation the following points should be noted:

The room should be designed so that there is an easy escape route for operating personnel in the event of fire within the room. A recommended type of fire extinguisher or fire extinguishing system should be provided to fight the fire. Gravity operated fire valves operated by fusible links, mounted above the engine, can be installed in the fuel lines. The room should be kept clean and free from accumulated rubbish which can be a fire hazard.

ELECTRICAL CONNECTIONS


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Only fully qualified and experienced electrical technicians should carry out the electrical installation work. The electrical connection to the genset should be made with flexible cable to prevent the transmission of vibration and possible damage to the alternator or circuit breaker terminals. If it is not convenient to use flexible cable throughout then a link box can be installed close to the set with a flexible connection between it and the set. The cable may be laid in a duct or on cable tray. When bending cable reference must be made to the recommended minimum bending radius. No rigid connection should be made between the set and the cable support system, eg, cable tray. When single core cables are used the gland plates must be of non-ferrous material, eg, aluminum, brass or a non-metallic material such as nylon or teflon. The cable must be suitable for the voltage being used and adequately sized to carry the rated current with allowances made for ambient temperature, method of installation, proximity of other cables, etc. All electrical work should be carried out in accordance with any applicable National, Local Standards, Codes or Regulations.

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All connections should be carefully checked for integrity. Phase rotation must be checked for compatibility with the installation. This is vitally important when connection is made to an auto transfer switch, or if the genset is to run in parallel with another genset. Loading When planning your distribution system it is important to ensure that a balanced load is presented to your genset. The unbalanced loading of a three phase alternator would cause damage to the windings. Protection The cables connecting the genset with the distribution system should be protected by means of a circuit breaker, fuses or other means to disconnect the genset in case of overload or short circuit. Ensure that the Load current exceeds that of the current rating of the genset. It may be necessary to reorganize the electrical distribution system if a genset is to be connected to an existing installation. Power Factor The power factor (cos Ø) of the connected load should be determined. Power factors below 0.8 will overload the generator. The genset will provide its kilowatt rating and will operate satisfactorily from 0.8 power factor. Particular attention must be given to installation with automatic or manual power factor correction equipment to ensure that a leading power factor is not present under any conditions. The power factor problems would result in voltage instability on the generator output. EARTHING The Earthing should be done in accordance with applicable National, Local Code or Regulation. Regulations vary and advice should be sought from the local supply utility as to their requirements.


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The factory connects the frame of the alternator to the frame of the genset therefore the complete mass of the genset is at the same potential. The connection if required of the generator winding neutral to earth is the responsibility of the installation technicians. Warning:

Never attempt to work on live wiring. Always stop the genset and open the circuit breaker on the load cables before working on the alternator or it's connections.

Why is Earthing necessary? Earthing provides protection to personnel and equipment by ensuring protective control gear and isolation of faulty circuit in following cases :

Insulation puncture or failure. Accidental contact between high & low voltage lines. Breakdown of insulation between primary & secondary windings of a transformer. Lightning strike.

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Methods Of Earthing Following are the two most commonly used methods of earthing. The recommended materials for the Earth Electrode are copper, copper - clad iron, cast iron and galvanized steel. Rod and Pipe Electrodes. Earth Connection

Figure 16: Earthing Electrodes - Pipe type


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Rod and Pipe Electrodes Rod electrodes shall be at least 16 mm in diameter if of steel, and 12.5 mm diameter if of copper. Pipe electrodes shall not be smaller than 38 mm internal diameter if of galvanized iron or steel and 100 mm internal diameter if made of cast iron. The length of rod and pipe electrodes shall not be less than 2.5 m, which shall be driven to a minimum depth of 2.5m. Where rock is encountered at depth of less than2.5m the electrodes may be buried inclined to the vertical with inclination not more than 30° from the vertical. The recommended method of installing a pipe electrode is illustrated in Figure 16 . If one electrode fails to give the required low resistance, a number of such electrodes may be installed and connected in parallel. The distance between to adjacent electrodes should not be less than twice the length of the electrodes.

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Earth Connection

Figure 17: Earthing Electrodes - Plate type Plate Electrodes Plate electrodes may be made of copper, galvanized iron or steel. The size of copper plate shall not be less than 60 cm x 60 cm x 3.15 mm and that of iron and steel plates not less than 60cmx60cmx6.30mm. The installation of the plate electrode is shown in Figure 17.


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The top edge of the plate shall be at a depth not less than 1.5m from the surface of ground. “P”, the resistance of a plate electrode may be calculated from the formula:

Ρ=

ρ 4

Π Οhms Α

Where ρ = resistivity of the soil in ohm-meters and

A = area of both sides of the plate in cm

2

Where the resistance of one plate electrode is not satisfactory two or more plates may be used in parallel with a minimum distance of 8 meters between the two plates. The size of the plate too has an effect on the resistance but there is little gain with plate area more than 1.75 m² per side. The use of plate electrodes is recommended in generating stations and sub stations where current carrying capacity is the prime consideration.

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Earth Bus and Earth Wires Round and flat sections of copper and galvanized -iron are used for earthing purposes. No earth wire shall have cross -sectional area less than 3.0 mm² if of copper, and 6mm² if of galvanized iron, except in portable equipment whose current carrying conductor has a less than 3.0mm². In such a case , the earth wire shall have a cross-sectional area equal to that of the current - carrying conductor. The size of the main earth bus of copper can be worked out from the formula, A = .03 I mm² for bolted or pressure joints. where A is cross-sectional area in mm² and I is the maximum fault current. The minimum size of copper earth bus should be nearly half the size of the corresponding current carrying conductor, but not less than 65mm² if of copper and 200 mm² if of galvanized iron and steel. In case of steel wire, the conductivity should be equal to that of copper. The earth wires should be so laid that there is no danger of mechanical damage to them. Earth - Continuity Conductor (E.C.C.) The cross - sectional area of every separate copper E.C.C. not contained in a cable, flexible cable or flexible cord shall not be less than one- half that of the largest current carrying conductor feeding the circuit and in no case shall any separate earth continuity conductor have a cross-sectional area less than 3.0 mm² if of copper and 6 mm² if of galvanized iron or steel. It need not have a cross-sectional area greater than 65 mm² (copper) in any case. Metal conduit pipe should normally not be used as an earth continuity conductor. Where so used, all joints should be screwed tight for effective electrical continuity Locknuts should also be used to safeguard against loosening. Type of Connections Welded, bolted and clamped joints are permissible. All bolted and screwed connections shall be protected against corrosion. Special care should be taken to protect connections of dissimilar metals against corrosion. All surfaces where connections are made should be free of grease, paint, dirt or any other foreign material. Prohibited Connections Water and gas pipes and members of structural steel-work shall not be used as continuity conductor. Flexible conduit shall not be used as E.C.C. A separate earth wire should be provided either inside or outside the flexible conduit which should be connected by means of earths clips to the earth system at one end, and to the equipment at the other end.


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Note Each genset requires two separate earth pits separated by not less than 1 meter distance on any suitable location. Earth Pit No. 1 - Engine, Alternator, Genset base and the Control Panel. Earth Pit No. 2 - Alternator neutral. No separate earth pit is required for battery since the battery negative is connected to genset body. Voltage difference between alternator neutral and earthing terminal should be less than 5 Volts AC when the genset is running at full load. As the earth pit depends on good conductivity, it should always be kept moist. This is achieved by wetting with water using a suitable funnel. The user should be educated to keep the earth pit moist as a regular maintenance practice.

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MAINTENANCE OF THE ELECTRICAL SYSTEM: BATTERY Care of the battery is very critical as they are used to start the genset whenever the backup power is required. Maintenance procedures should be carried out rigorously since the battery has to be in perfect condition to start the diesel engine. Apart from powering the starter motor, the battery serves as the energy source for all the electrical controls and safety devices on the engine. Even a the slightest resistance in the starting circuit has a significant effect on the starting ability of the engine. Therefore, the battery should be located as close as possible to the genset and the connections should be kept tight and corrosion free. The battery should be accessible for servicing. During charging, the battery give out fumes that are corrosive and contain inflammable gases such as hydrogen, hence the area should be well ventilated. A regulated source of charging the battery is required with the genset. This may include an engine driven battery charging alternator, a static battery charger or both. The static battery charger may be energized from the mains supply and keeps the battery fully charged so that it may start the engine whenever required. The regulated source ensures that the battery is charged rapidly when it is discharged but prevents overcharging once the voltage has recovered. Checking Electrolyte Level:


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Remove cell caps. If electrolyte test elements (pegs) are available, the electrolyte level in each cell should be high enough to wet the end of these pegs. An alternative method is to insert a clean wooden stick into the cell, until it touches the top edge of lead plates.

Figure 18: Checking the electrolyte level

The electrolyte should wet the stick over a length of about 10 to 15 mm. If the electrolyte level is low, top-up with distilled water only. Replace the caps.

Checking Specific Gravity of Electrolyte:

Check the specific gravity of electrolyte with a hydrometer, five minutes after adding distilled water. Measure the specific gravity of electrolyte in the individual cells with a commercial hydrometer.

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The measured values in the table below indicate the state of charge of the battery. Charge the battery if the reading is below the one mentioned in the following table. Specific Gravity (kg/l) Normal Tropical Climate Climate 1.28 1.23 1.20

1.12

1.12

1.08

State of Charge

Fully Charged Half Charged, suggested to recharge. Discharged, must recharge immediately.

Maintenance of the Starter Motor:

Ensure that the mounting bolts are securely fastened and all electrical connections are clean and tight. Cables should be examined for fractures, particularly where the strands enter the terminal lugs.

Figure 19 : Checking the starter motor brush spring


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Check the brushes. They must be renewed if worn to approximately 10 mm and 13mm which is half of the original or to a point where springs no longer provide effective pressure. Brushes must always be replaced in sets and with the correct grade. Check the brush spring balance as shown in The spring pressure should be as follows0.965 to 1.080kg. If the pressure is not within the above limits, renew the springs in set and not individually. Check the commutator surface. It should be clean and entirely free from oil, any trace of which should be removed by pressing a dry fluff free cloth against the commutator while the armature is hand rotated. It the surface is dirty or badly discoloured, clean it with a strip of fine emery. Remove all traces of dust and abrasive using compressed air. The starter does not require lubrication from outside, since it is equipped with porous bronze bushes, which are pre-lubricated. Check the drive assembly for free movement over the shaft splines. If necessary, smear grease over the shaft splines to enable the drive assembly to move freely.

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Other regular electrical maintenance:

Connections to terminals, terminal strips, plugs and sockets should be periodically tightened. Examine the condition of the insulators, lugs, sleeves etc for cuts, abrasions, burns, cracks etc. Instruments: The only regular maintenance the instruments would require is ensure that the connections are tight and that the mounting clamps are secure. Do not change the settings of the instruments unless trained specifically for the task. WARNING: Always shut the Genset down prior to connecting, or disconnecting, load cables. Restart only after a sound connection has been made.


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If the generator stops at any time because of a fault, the defect should be identified and rectified before restarting the generator.

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ACOUSTIC CANOPY: All gensets make sounds while they are running. These sounds can be a source of nuisance to the surroundings and hence they are fitted with an acoustic canopy that are fitted around the working genset. Your genset can be supplied with the following accessories and components to reduce noise emissions - Residential and super critical silencers, acoustic louvers and splitter vents, fan silencers and acoustically treated enclosures. Addition of any of the device increases the costs, complexity and price of a genset in addition of reducing the mechanical and electrical power. These factors must be borne in mind while selecting the sound control devices for the genset. The local pollution control laws (such as the CPCB norms in India) may require the genset to run inside an acoustic canopy to prevent excessive noise. Generally the noise level is controlled as per the customer’s specifications. The requirements for each site vary enormously and for any critical installation we recommend you consult your dealer at an early stage. The information needed to select acoustic equipment is: ·

The model and capacity of genset

·

The location and overall site plan.

·

The designed noise level at a fixed distance

·

Environmental conditions, ambient temperature etc.

Noise emissions from diesel gensets (without acoustic treatment) are at sound pressure levels of between 100 dB(A) and 110 dB (A) at 1m. Upto 200 KVA capacity, the typically Kirloskar Gensets with acoustic enclosures could have a typical noise pressure level of 70 dB(A) at a distance of 7 meter from the enclosure. As mentioned before, the acoustic treatment depends on the customer’s requirement.


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Intermediate levels of treatment will prove more economic and are often satisfactory depending only on the nature and type of installation. Sensitive areas such as hospitals etc. require more attention than the normal commercial / industrial installation.

Figure 20 : A typical genset with acoustic canopy 56

An acoustic canopy is provided for the genset with the following characteristics:

To reduce the noise level. To protect the genset against weather. To make the genset as a self contained assembly, thus aiding installation, transportation and utility. The canopy has lockable doors to allow only authorized service personnel access to the genset. The fuel filling spout on the canopy may also have a locking arrangement. The interior of the canopy would include adequate area for the service personnel to move around the engine. The canopy could have a lamp to provide interior illumination when required.

The canopy has to be ventilated by exhaust fans so that the temperature inside remain within limits. These fans are operated from the power generated from the alternator,

Adequate anti-vibration devices are placed between the genset and the canopy so that the surface on which the assembly is installed is not affected while the engine is running.

The canopy may contain the assemblies such as the fuel tank, control panel and the exhaust silencer. Depending on the application and location, the silencer may be fitted with an additional exhaust pipe to lead the fumes away from the genset. The canopy would have eyelets and slots in the frame so that it may be lifted by a crane or a forklift truck during installation. The exterior of the canopy is treated with paints or finish so that it would withstand the effects of weather and extremes of temperature. Care has been taken to ensure that the rain water does not enter the canopy. The canopy has guards or grills to prevent small animals or birds entering the openings. The sides of the canopy are fitted with special sound absorption material.

hence has to be considered while calculating the output of the genset.

One of the sides of the canopy may contain a glass window to show the view of the control panel while the engine is running without having to open the doors.

An Emergency Stop push button switch is usually fitted outside the canopy to stop the genset on an urgent basis.

The canopy would have a cable entry point through which the power wiring is connected.


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There may be a few earth points inside and on the outside of the canopy that are to be connected to the external earth pits.

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CONTROL SYSTEM The Control System consists of:

Control Panel providing a means of starting and stopping the Generator Set, monitoring its operation and output, and causing the engine to automatically shut down in the event of a circuit condition arising. E.g. low oil pressure, high coolant temperature, over speed, low fuel level etc. An Alternator Circuit Breaker providing a means of switching the Generator output, and automatically disconnecting the load in event of short circuit.

The power to operate all the control systems is derived from the engine starting battery.

The engine itself is fitted with devices such as: > Various safety switches (like switches for low oil pressure, high coolant >


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>

temperature, low fuel level etc). Various sensors and sender (magnetic pickup for engine speed sensing, oil pressure sender etc). Solenoids, Actuators and Motors to translate electrical signals into mechanical motion (like fuel or stop solenoid, throttle actuator or a starter motor).

Figure 21 : A typical control panel CONTROL PANEL: While some parts of the controls are fitted on the genset engine, most of the elements may be fitted inside a control panel. There are essentially two types of controls panels:

Manual Engine Safety panels. Automatic Mains Failure (AMF) panels.

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Manual Engine Safety panel: As is evident from the name, these panels need the user to operate the genset. The control system automatically stops the engine if it detects an unsafe condition like high coolant temperature, low oil pressure, engine overspeed etc.

The heart of the panel is an electronic controller, the DSE 704. This compact unit has the inbuilt interlocks, timers, indications, switches, inputs, relay outputs etc to avoid using external timers and switchgear.

Engine gauges. The engine gauges indicate the engine parameters such as oil pressure, coolant temperature, battery voltage and fuel level. These gauges operate proportionally based on an analogue sensor that is fitted to the oil gallery, the coolant system or the fuel tank etc. Electrical Gauges: The electrical gauges indicate the three phase voltage, current or frequency of the alternator. The voltmeter and the ammeter gauges have a switch that selects to read between the three phases. Larger gensets may have electrical gauges with advanced functions such as KVA, KW, PF, KVAR etc. Relays: The coils of the relays are driven by the controller. When energized, the relay contacts are used to switch the heavy current required to operate the starter motor or the stop solenoid. MCB (Miniature Circuit Breaker) and MCCB (Moulded Case Circuit Breaker): These protect the electrical circuits from overloads and short circuits. They break the supply whenever the current exceeds a set limit, thus offering protection.

The MCB is generally used when lower currents are handled and operates on a thermal principle. The MCBs are available in 1,2,3 and 4 pole configurations and are used in AC as well as DC circuits.

The MCCB is generally used when higher currents are handled and operate on thermal as well as magnetic principles. The MCCBs are generally available in 2,3 and 4 pole configuration and are used in the AC circuits.

The user has to manually choose between the mains or genset supply using a changeover switch. The user must ensure that the load is not connected to the genset during starting and stopping of the engine.


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Automatic Mains Failure (AMF) panel: The AMF panels offer a high degree of automation. The AMF panel can operate completely without user intervention.

The AMF panel is also built around the DSE 704 electronic controller. The 'Line Voltage Monitor' (LVM) relay in the panel detects the presence of a healthy mains supply and signals the controller via a relay contact.

This controller switches a mains contactor that charges the load feeder from the mains supply.

If the mains supply is detected as defective (under or over voltage, phase failure etc), the mains contactor is switched off and the genset is cranked via the starter motor.

The starter motor is switched off automatically once the engine fires.

Once the engine is running and the alternator is producing an output, the genset contactor

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is switched and the load feeder is now charged from the genset supply.

Many of these conditions would be also available on 'potential free' relay contacts for remote annunciation and telemetry.

The other features of the AMF panels are similar to the Manual panels such as the engine and electrical gauges etc.

In case the engine does not fire in the first attempt, the controller would try many crank cycles to start the genset.

If the genset does not start even at the end of many crank cycles, the controller locks out further activity to avoid draining the battery further.

A 'Start Failure' alarm is generated in such a condition. The user would have to reset the panel before a fresh attempt can be made to start the genset once again. The AMF panel is fitted with a static charger that keeps the engine starting battery in a healthy state. This would ensure that the battery is ready to start the genset whenever required. The controller has many inbuilt timers, interlocks and logics that help to simplify the panel wiring and reduce the complexity of the panel. The mains and genset contactors may be interlocked to prevent both of them from operating at the same time. The coils of the contactors are fed from the supply of the same feeder i.e. the mains


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The engine safety parameters are continuously monitored by the controller and the engine is shut down if the parameter is found to be exceeding the limits. While the load is being charged from the genset supply, the mains feeder is being monitored for return back to normalcy. Once the mains supply is restored, the load is switched to the mains feeder by switching off the genset contactor and switching on the mains contactor. The genset is run for a short period without load to cool the engine and the alternator before being shut down. The system now again monitors the mains supply for operation within the set limits. Thus the AMF panel operates automatically without any inputs from the user. The panel may be fitted with audio and visual alarms to indicate various conditions.

contactor runs off the mains supply and the genset contactor runs off the genset supply. The contactors may be of 2,3 or 4 pole configuration. As the current of the Neutral is half of the Phases, sometimes the power contactor for the three phases may have only three poles, while the neutral is switched by a separate, smaller contactor. Often the poles of the contactors may be wired in parallel to increase their current handling capacity.

Larger AMF panels use ACBs (air circuit breakers) in place of contactors to switch the power currents.

MCBs, MCCBs and Fuses are used in the panel to offer protection against short circuits and overloads. The advantages of the MCB or MCCB is that they can be reset to the original condition while a fuse has to replaced after failing under excessive current. Apart from the usual fully automatic mode of operation, the AMF panel may have a Manual

mode of operation where the genset is controlled by the user. The Manual mode may offer genset safety during operation. The AMF panel may also have a Bypass mode, in which the operation is controlled by the user but there is no safety to the genset. This mode is used in case of an emergency.

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A typical Three Phase AMF panel. Note: The three phase AMF panel fitted in your genset may be significantly different from the illustrated panel, however most of the components and principle of operation remain identical.

Apart from being wired to the engine and the battery, the panel is connected to the Mains, Genset and Load feeders. The logic in the panel and monitors the mains supply. If the supply is healthy then the Mains contactor is selected, thus charging the Load feeder with supply from the Mains feeder. If the mains supply is found to be unhealthy, the mains contactor is de-selected and the genset started via the panel logic. Once the genset is working, the genset contactor is selected to charge the Load feeder with the genset supply. As the genset is running, the engine parameters are being monitored for operation within the safe limits. In case the engine parameter is unsafe (low oil pressure, high coolant temperature, engine overspeed etc) the panel logic shuts the engine down to prevent damage.

Even as the genset is running and the load is being charged from the genset feeder, the panel monitors the mains supply for a return to normalcy.

Once the mains is detected as normal, the load is transferred to the mains feeder and the genset is shut down. Thus the panel operates in an automatic mode and strives to keep the load feeder charged with a healthy supply from either the mains or the genset supply.

DC Supply On Lamp

Common Fault Lamp

AC Ammeter

AMF Controller

Frequency Meter

AC Voltmeter


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Coolant Temperature Gauge

Battery Voltmeter

Fuel Level Gauge

Load On Mains Lamp

Load On Genset Lamp Oil Pressure Gauge

Emergency Stop Push button

Voltmeter

Ammeter Hourmeter

Control On/Off Switch

Canopy Light Switch

Figure 22 : A typical AMF Panel

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Components on the door:

AMF Controller: This unit is the heart of the panel. It takes decision about the starting and the stopping of the genset. The unit selects either the Mains or the Genset contactor and monitors the engine for safety function. The unit has inbuilt lamps and switches that reduce the need for external components and wiring. The controller has many inbuilt timers, sequences and interlocks that enhance the flexibility of the application.

Control On/Off switch: This switches the power to the control circuits inside the panel. Please note that the panel may have dangerous voltages inside even if this switch is in the off position – hence isolate the supplies at the source before working inside the panel. The Control On/Off switch should be in the On position while the panel when the panel is active.

Emergency Stop Push Button: This switch is used to stop the genset in urgent situations. On operation, the mushroom head of the switch latches in the depressed condition. The switch has to be de-latched before the genset can be restarted by rotating in the direction as indicated on the mushroom head. Additionally, the panel may have to reset from the Emergency Stop condition by operating the Reset switch (if fitted) or by turning off the Control On/Off switch for a few seconds.

Canopy Lamp Switch: This switch controls the lamp that is fitted inside the acoustic canopy to illuminate the dark interiors when required.

Hourmeter: This time totalizer counts the period for which the genset has run. This reading is required to plan the maintenance of the genset and to maintain a log of the activities.

Ammeter Selector Switch: This switch selects the current from one of three phases for display on the AC Ammeter. The current is sensed by the three CTs (Current Transformers) fitted on each of the three phase cables. The switch connects one of these CTs to the AC


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Ammeter while keeping the other two in a shorted condition. The shorting of the unused CTs is done to prevent a dangerous rise in the voltage across the terminals of the CTs. This switch has three positions apart from the OFF position.

Voltmeter Selector Switch: This switch selects the voltages from the three phases for display on the AC Voltmeter. The voltage can be read in six ways: three readings across the three phases and three voltages between the three phases and the neutral. Thus this switch has six positions apart from the OFF position.

DC Supply On Lamp: This lamp is when the control supply is switched on. Thus it indicates that the panel is in an active state.

Common Fault Lamp: This lamp is lit when the panel detects a fault in the genset.

“Load On Mains” Lamp: This lamp is lit when the Mains feeder is selected for charging the load by energizing the Mains contactor.

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“Load On Genset” Lamp: This lamp is lit when the Genset feeder is selected for charging the load by energizing the Genset contactor.

Oil Pressure Gauge: This gauge reads the pressure of the lube oil circuit of the engine. The gauge measures the oil pressure via an engine mounted ratiometric sender that varies its resistance in proportion to the changing oil pressure.

Coolant Temperature Gauge: This engine gauge reads the coolant temperature via a ratiometric sender that varies its resistance in proportion to the changing temperature.

Battery Voltmeter: This gauge reads the voltage of the engine starting battery. A slight increase in voltage can be observed on this meter after the engine starts to confirm that the battery is being charged.

Fuel Level Gauge: This gauge gives an approximate indication of the content of the fuel tank. The tank has a fitted float sender whose resistance varies as per the fuel level. The gauge is connected to this float sender and thus indicates the fuel level inside the tank.

AC Voltmeter: This meter reads the AC voltage between either two of the three phases (Red-Yellow, Yellow-Blue or Red-Blue) or between the three phases and the neutral (RedNeutral, Yellow-Neutral or Red-Neutral). The voltage to be displayed by this meter is determined by the Voltmeter selector switch mentioned earlier. The unit of reading is Volts AC (VAC).

AC Ammeter: This meter reads the AC current of one of the three phases (Red, Yellow or Blue) via the one of the three current transformers. The unit of reading is Amperes (A).

AC Frequency Meter: This meter reads the frequency of the AC line in Hertz (Hz.).

Components inside the panel (not illustrated):


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MCBs: For Control: The two pole Miniature Circuit Breakers (MCBs) are used to switch the DC current to the various control elements. The single pole MCB connects the Battery positive pole to the panel. As mentioned earlier, the MCB can be used as a switch but more importantly, it acts like a fuse that opens the path in case of an overload or short circuit. However unlike a fuse, the MCB can be reset to the closed condition by operating the user by moving the dolly to the appropriate position.

MCBs: For Power: These four pole MCBs are located at the incoming of the Mains and Genset incoming feeders. The four poles MCBs are used for switching the three phase and the neutral supplies. The MCB poles are ganged i.e. they are operate at the same time, thus excess current in any one phase would cause all the four poles to switch off simultaneously. These MCBs handle three phase AC voltage (440 VAC max) while the control MCBs mentioned earlier handle 12 VDC supply.

Terminal Strips: The three phase supplies (Mains and Genset incoming, Load outgoing) are terminated on a four pole power terminal strip. The engine terminations are located on

63

channel mounted connectors.

Power Contactors: The two numbers of four pole contactors are used to switch either mains or genset power to the load feeder. The contactors are electrically as well as mechanically interlocked to ensure that only one contactor operates at the same time. The interlocks prevent serious mishaps caused a short circuit between the mains and genset feeders. The contactors are fitted with auxiliary contact blocks that provide additional NO or NC contacts for control, indication and interlock purposes. The contactor coils are energized by the AMF controller to switch the contactors on.

Relays: These are used for purposes such as engine starting, engine stopping, contactor operations, hooter operation, providing potential free contact etc.

Hooter: This device makes an loud audible sound to attract the attention of the operator in case of a fault.

Current Transformers (CTs) : The three CTs measure the current flowing through the phase wires and make a proportional output available for driving the AC Ammeter.

Line Voltage Monitor (LVM): This unit compares the three phase supply for operation within the set limits. The inbuilt relay contact is kept closed when the voltage is within the set limits. Once the limit is crossed, the LVM waits for a small duration to ascertain that this is not a transitory problem and then opens the contact which in turn triggers the AMF controller. The LVM has setting potentiometers for low as well as high voltages. The unit also has potentiometers to set mains restoration and mains failure timers.

Battery Charger: This static battery charger is used to keep the engine starting battery In a good condition specially when the genset has not run for some time. The charger has a good regulation that supplies a high current when the battery is low and low current when the battery is fully charged. This serves to charge the battery rapidly and at the same time avoids overcharging of the battery.

PANEL TROUBLESHOOTING


SERVICE

Number

Observed Problem

Possible solution

1.

DC voltage absent in the panel even after switching on the control switch.

• • •

Check battery supply. Check the electrical connections. Check the the MCB to ‘ON’ position.

2.

DC voltage present in the panel but the engine does not crank. The panel also goes off when the starter motor is energized.

•

3.

Panel has DC voltage but the starter motor does not rotate.

•

Weak or discharged batteries. The battery may be sufficient to power the panel, however it is not sufficient to provide the current for the starter motor to rotate. The voltage of the battery reduces when loaded with the starter motor and hence the panel is also starved of supply. Check the lube oil pressure switch and the associated wiring. The engine safety unit/ AMF controller contact would start the engine only if the lube oil pressure switch is in the closed position. Check the starter relay operation – observe the voltage at the S terminal of the starter motor.

•

64


SERVICE

Number

Observed Problem

Possible solution

4.

Engine turns but does not start when cranked.

5.

Charge Fail lamp is lit even if the engine is running.

6.

The engine trips due to the High Water Temperature fault.

7.

Engine may start and the trips after a few seconds due to Low Oil Pressure fault.

8.

Low fuel level is indicated.

9.

Engine Overspeed indication (Frequency based units)

10.

The engine trips due to the Auxiliary Input .

65

•

Weak batteries rotating the engine too slowly to start – change or charge the batteries. • Air lock in fuel system – remove the air lock. • Fuel solenoid (if used) is not switched on. • Stop solenoid stuck in the OFF position. • Restriction in a fuel pipe or filter. Before starting the engine, ensure that the load switch or MCB/MCCB is off. • Check the V belt or the pulley rotating the battery charging alternator properly – the V belt could have broken, dislocated or be slipping. • Check ‘IND’/WL terminal of the battery charging alternator is connected properly. • Check the wiring including the DC ammeter. • Check the battery charging alternator is generating a DC voltage – if not, the alternator may be defective. • The actual water temperature may be high. • The High temperature switch may be faulty or the wire may be earthed to the genset frame. • There may be no water in the radiator. • Water circulation system may be faulty. • Faulty or stuck thermostat. Do not open the radiator cap on a hot engine. • Oil pressure may be low - check the oil level in the engine sump. • The LOP switch may not be working properly or may be wrongly connected. • Wiring to the switch may be shorted to the earth at some location. • Blockage in the lube oil circuit. • Check fuel level in tank and fill as required. • Check Float switch. Check wiring. • Check alternator output and the connections to the controller. ] • Check the engine speed. • Check for loose connections. • Emergency Stop push button is in the operated condition either on the panel or on the canopy. • Check the wiring to switch for shorting to earth. • The switch may be faulty – remove the

Number 11.

Observed Problem

Possible solution

No output voltage from the power alternator when the genset is running. No reading on the AC voltmeter.

• • •

• • •

12.

Generator does not stop when expected to do so.

• • • • •

13.

•

Generator does not go on load.

•

Check the voltmeter and the selector switch. Ensure that the switch is not in the OFF position. Check any protective fuses or MCBs. Check the age at the alternator terminals with an independent voltmeter. If voltage is present, check the wiring between alternator and panel. Check the voltmeter. Replace if necessary. The alternator or the regulator may be faulty – replace or adjust the regulator. The alternator may have lost the residual magnetism – flash with a DC supply to re-establish the magnetic field as mentioned in the alternator manual. Check key switch operation. Check the Stop Solenoid and the protection fuse. Check the voltage at terminals of stop solenoid. Check for loose connections. Check the setting of the stop solenoid linkage. Check that the circuit breaker is switched on. Check that the generator is producing voltage.


SERVICE

WIRING DIAGRAMS: The following six page show typical wiring diagrams for the genset panels. The first two pages show a Manual Engine Safety Panel, while the next four pages show an AMF panel. Both the panels use the DSE 704 controller for starting and stopping the engine, to provide safety and audio/visual annunciation etc. The wiring diagram for your genset may be different from the ones shown in this section. Please refer to the manual of the DSE 704 controller after the wiring diagrams. Please note the controller may be set as per the requirements of the genset. Therefore, please follow only the circuit diagrams specific to your genset.

66


SERVICE

Manual Engine Safety Panel, 1 of 2

67


SERVICE

Manual Engine Safety Panel, 2 of 2

68


SERVICE AMF Panel, 1 of 4

69



70



71



72

704 AUTOMATIC MAI NS FAILURE MODULE OPERATING INSTRUCTIONS


SERVICE

Please refer to the default settings done at the factory in the circuit diagram specific for your genset.

73

TABLE OF CONTENTS 1 DESCRIPTION OF OPERATION .......................................................... 4 1.1MANUAL MODE OPERATION .........................................................................4 1.2AUTOMATIC MODE OF OPERATION .............................................................5 1.3WARNINGS.......................................................................................................6 1.4SHUTDOWNS ...................................................................................................6

2 CONFIGURATION INSTRUCTIONS..................................................... 7 3 CONFIGURATION TABLES ................................................................. 8 4 TERMINAL DESCRIPTION................................................................. 12 5 SPECIFICATION ................................................................................. 13 6 SOLID STATE OUTPUTS................................................................... 14 7 DIMENSIONS ...................................................................................... 15


SERVICE

8 TYPICAL CONNECTIONS .................................................................. 15

74

1 DESCRIPTION OF OPERATION 1.1 MANUAL MODE OPERATION To initiate a start seque nce in MANUAL, press the initiated.

pushbutton, and the start sequence is

NOTE:- Ther e is no Start Delay in thi s mode of op erat ion. If the pre-heat output option is selected this timer is then initiated, and the auxiliary output selected is energised. After the above delay the Fuel Solenoid is energised, then the Starter Motor is engaged. The engine is cranked for a 10 second period. If the engine fails to fire during this cranking attempt then the starter motor is disengaged for a 10 second period. Should this sequence continue beyond the 3 starting attempts, the start sequence will be terminated and Fail to Start will be illuminated.

fault

When the engine fires, the starter motor is disengaged and locked out at 20 Hz measured from the Alternator output. Rising oil pressure can also be used to disconnect the starter motor, however it cannot be used for underspeed or overspeed detection. After the starter motor has disengaged, the Safety On timer is activated (which is fixed at 12 seconds), allowing Oil Pressure, High Engine Tem perature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without triggering the fault. Once the engine is running, the Warm Up timer, if selected, is initiated, allowing the engine to stabilise before it can be loaded. The generator will run off load, unless the mains supply fails or a Remote Start on load signal is applied, at which point the load will be transferred to the generator. The generator will continue to run On load regardless of the state of the mains supply or remote start input until the Auto mode is selected.


SERVICE

If Auto mode is selected, and the mains supply is healthy with the remote start on load signal not active, then the Remote Stop Delay Timer begins, after which, the load is disconnected. The generator will then run off load allowing the engine a cooling down period. Selecting STOP

de-energises the FUEL SOLENOID, bringing the generator to a stop.

NOTE:- The safety on time (used for not be change d.

75

delayed alarms) is pr e set to 12 seconds and can

1.2

AUTOMATIC MODE OF OPERATION

This mode is activated by pressing the confirms this action.

pushbutton. An LED indicator beside the button

Whether the start sequence is initiated by mains (utility) failure or by remote start input, the following sequence is followed: To all ow for short term mains supply transient conditions or false remote start signals, the Start Delay timer is initiated. After this delay, if the pre-heat output option is selected then the pre-heat timer is initiated, and the corresponding auxiliary output (if configured) will energise.

NOTE:- If the mains supply returns within limits, (or the Remote Sta r t signal is removed if the start sequence was initia ted by remote start) during the Star t Delay timer, the unit will return to a stand-by stat e. After the above delays the Fuel Solenoid is energised, then one second later, the Starter Motor is engaged. The engine is cranked for a 10 second period. If the engine fails to fire during this cranking attempt then the starter motor is disengaged for a 10 second rest period. Should this sequence continue beyond the 3 starting attempts, the start sequence will be terminated and Fail to Start

fault will be illuminated.

When the engine fires, the starter motor is disengaged and locked out at 20 Hz measured from the Alternator output. Rising oil pressure can also be used to disconnect the starter motor, however it cannot be used for underspeed or overspeed detection. After the starter motor has disengaged, the Safety On timer is activated, allowing Oil Pressure, High Engine Tempe rature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without triggering the fault. Once the engine is running, the Warm Up timer, if selected is initiated, allowing the engine to stabilise before accepting the load.


SERVICE

If the remote start is being used and has been configured to Remote start is on load, or the mains has failed, the load will be transferred to the generator. On the return of the mains supply, (or removal of the Remote Start signal if the set was started by remote signal), the Stop delay timer is initiated. Once it has timed out, the load is transferred back to the mains (utility). The Cooling timer is then initiated, allowing the engine a cooling down period off load before shutting down. Once the Cooling timer expires the Fuel Solenoid is de-energised, bringing the generator to a stop. If the mains should fail (or a Remote Start signal is re-activated) whilst the generator is Cooling down, the load will be immediately transferred to the generator. Should the mains supply fall outside limits again (or the Remote Start signal be re-activated) during the cooling down period, the set will return on load.


76


1.3 WARNINGS Warnings are used to warn the operator of an impending fault BATTERY CHARGE FAILURE, if the module does not detect a voltage from the warning light terminal on the auxiliary charge alternator, the icon will illuminate. (Either 8 Volts or 16 Volt s depending on the configuration of Nominal DC Voltage). Inputs 1 and 2 can be configured as warnings or shutdowns. The relevant icon will be illuminated when the input is active

1.4 SHUTDOWNS Shutdowns are latching and stop the Generator. The alarm must be cleared, and the fault removed to reset the module. In the event of a shutdown the appropriate icon will be illuminated

NOTE:- The alarm condit ion must be rectified before a reset wi ll take place. If the ala r m condition remains it will not be possible to reset the unit (The exception to this is the Low Oil Pressure alarm and similar ‘del ayed al arms’, as the oil pressure will be low with the engine at rest). Any subsequent warnin gs or shutdowns that occur will be dis play ed steady, ther efore only the first-up shutdown will ap pear flashing.



FAIL TO START, if the engine does not fire after the pre-set 3 attempts at starting, a shutdown will be initiated. icon will illuminate. The LOW OIL PRESSURE, if the module detects that the engine oil pressure has fallen below the low oil pressure switch after the Safety On timer has expired, a shutdown will occur. icon will illuminate. The HIGH ENGINE TEMPERATURE if the module detects that the engine coolant temperature has exceeded the high engine temperature switch after the Safety On timer has expired, a shutdown will occur.


SERVICE

The

icon will illuminate.

OVERSPEED, if the engine speed exceeds the pre-set trip (14% above the nominal frequency) a shutdown is initiated. Overspeed is not delayed, it is an immediate shutdown. The


NOTE:- Duri ng the start-up sequence the overspeed trip level is extended to 2 4% above the normal frequency for the duration of the saftey timer to allow an extra trip l evel margin. This is used to p r event nui sance trip ping on start-up. UNDERSPEED, if the engine speed falls below the pre-set trip (20% of the nominal frequency) after the Safety On timer has expired, a shutdown is initiated. The


Inputs 1 and 2 can be configured as warnings or shutdowns. The relevant icon will be illuminated when the input is active

77

2 CONFIGURATION INSTRUCTIONS

With the unit in Stop mode, Configuration Mode is selected by operation of a small switch on the rear, left-hand edge of the PCB. This is partially hidden to prevent accidental operation.

Normal

Configuration

Once Configuration Mode is selected, the ‘Auto’ LED will commence rapid flashing, and all normal operation is suspended.

The Stop pushbutton can be used to select the LED ‘code’ that corresponds to the required function. The 5 left-hand LED’s will form the code. See configuration table over leaf.

The Manual pushbutton will allow the user to change the associated value. The 3 righthand LED’s inform the user of the current setting for the chosen function. See configuration table over leaf.

When the required parameters are displayed, pressing the Auto the new setting, and the process is repeated for each function change.

When configuration is complete, the Configuration Mode Selector Switch should be returned to the ‘Normal’ position.


SERVICE

Parameter

78

Value

button will save

3 CONFIGURATION TABLES FUNCTIONS AND CONFIGURATION TABLE Function Pre-heat Timer

Value (Default in Bold) 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds Used to pre-heat the engine prior to cranking. The output is active for the duration of the setting, prior to cranking. ! 1

! 2

0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds Used to give a delay between activating the remote start input, or a mains failure, and actually starting the engine. Start Delay

0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds Used to give a delay between the mains returning and the system switching the load back to the mains. Used to ensure that the mains is steady before this action is executed. Stop Delay Mains Return Delay

0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds Used for the control of the engine stop solenoid. When the engine is to be stopped, the Energise To Stop outpu t becomes active, closing the stop solenoid (fuel valve). When the engine comes to rest, the stop solenoid will remain energised for the period of the Energise To Stop Timer, to ensure the engine has come to a complete stop. Energise to Stop Hold Timer

0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds Delay between the engine being available for use, and the closure of the generator load-switching device to allow time for the engine to warm before being loaded. This occurs after the 12 second safety on timer.


SERVICE

Warm-up Timer

0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds Delay between opening the generator load-switching device and stopping the engine to allow time for the engine to cool down before being stopped. This is particularly useful when used in conjunction with turbo-charged engines. Cooling Timer

79

FUNCTIONS AND CONFIGURATION TABLE Function Nominal Frequency

! 1

! 2

Value (Default in Bold) 50 Hz (O/S +14% / Overshoot +24%) 60 Hz (O/S +14% / Overshoot +24%)

The systems nominal frequency. Either 50 Hz or 60 Hz 12V DC (CF 8V) 24V DC (CF 16V) The generator battery voltage. Either 12 Volts or 24 Volts. It is used for the charge alternator failure level. Nominal DC Voltage

Close on Fault Open on Fault Configuration for the oil pressure switch. Either to close to battery negative on a fault, or open on a fault. LOP Switch Contact

Close on Fault Open on Fault Configuration for the coolant temperature switch. Either to close to battery negative on a fault, or open on a fault. HET Switch Contact

Disabled Enabled (2 Second Delay) If this is enabled, the starter motor will disconnect 2 seconds after the oil pressure switch detects oil pressure. NOTE:- Not suitable for all generators, due to the different monitoring points on lubrication systems. Crank disconnect on Oil Pressure

Disabled Underspeed Detection Enabled (U/S –20%) If this is enabled, the unit will shut down the generator if the frequency falls below 20% of the nominal frequency. Remote start Remote start function Simulated mains Programmable input can be configured to one of the following. Remote start – If the input is active the generator will be started, and stopped if the input is deactive. Mains fail is allways active. Simulated mains – If the input is active the generator will not start in the event of a mains failure. E.G. if the generator is supporting a non 24 hour operation, a 24 hour timer can be used to prevent a mains failure from starting the generator and taking load. Remote start on load (ignore if simulated mains)

Remote start is off load Remote start is on load


SERVICE

The remote start input can be configured to one of the following. Remote start is off load – The generator will start and run off load when the remote start input is active. Remote start is on load – The generator will start, and the load transferred to the generator when the remote start is active.

This setting values are only for guidance please refer the settings supplied with your Genset electrical drawings

80

FUNCTIONS AND CONFIGURATION TABLE Function Auxiliary Input 1 Function

! 1

! 2

Value (Default in Bold) Immediate Warning Close on Fault Immediate Warning Open on Fault Immediate Shutdown Close on Fault Immediate Shutdown Open on Fault Delayed Warning Close on Fault Delayed Warning Open on Fault Delayed Shutdown Close on Fault Delayed Shutdown Open on Fault

Programmable input, can be configured to on of the following Immediate warning close on fault – If the input is activated at any time the unit will alarm and energise the common warning and common alarm output. Immediate warning open on fault – If the input is deactivated at any time the unit will alarm and energise the common warning and common alarm output. Immediate shutdown close on fault – If the input is activated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started. Immediate shutdown open on fault – If the input is deactivated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started. Delayed warning close on fault – If the input is activated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output. Delayed warning open on fault – If the input is deactivated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output. Delayed shutdown close on fault – If the input is activated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output. Delayed shutdown open on fault – If the input is deactivated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output.


SERVICE

Auxiliary Input 2 Function

Immediate Warning Close on Fault Immediate Warning Open on Fault Immediate Shutdown Close on Fault Immediate Shutdown Open on Fault Delayed Warning Close on Fault Delayed Warning Open on Fault Delayed Shutdown Close on Fault Delayed Shutdown Open on Fault

Programmable input, can be configured to on of the following Immediate warning close on fault – If the input is activated at any time the unit will alarm and energise the common warning and common alarm output. Immediate warning open on fault – If the input is deactivated at any time the unit will alarm and energise the common warning and common alarm output. Immediate shutdown close on fault – If the input is activated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started. Immediate shutdown open on fault – If the input is deactivated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started. Delayed warning close on fault – If the input is activated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output. Delayed warning open on fault – If the input is deactivated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output. Delayed shutdown close on fault – If the input is activated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output. Delayed shutdown open on fault – If the input is deactivated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output.

81

FUNCTIONS AND CONFIGURATION TABLE Function Auxiliary Output 1 Function

! 1

! 2

Value (Default in Bold) Not used Pre-heat Engine Running Common Warning Common Shutdown System in Auto Common Alarm Energise to Stop

Programmable output can be configured to one of the following. Pre-heat. - The output is energised for the period of pre-heat time prior to cranking, and between the cranking attempts. Engine Running. - The output is active after the saftey timer has elapsed. Common warning. - The output is active if there are any warning alarm active. Common shutdown - The output is active if there are any shutdown alarms active. System in auto. - The output is active when the system is in automatic mode. Common Alarm. - The output is active if there is any alarm condition. Energise to stop. - The output is energised when the engine is required to stop (normal or fault conditions), and will remain energised for the period of the Energise To Stop Timer, to ensure the engine has come to a complete stop. Auxiliary Output 2 Function

Not used Pre-heat Engine Running Common Warning Common Shutdown System in Auto Common Alarm Energise to Stop

Programmable output can be configured to one of the following. Pre-heat. - The output is energised for the period of pre-heat time prior to cranking, and between the cranking attempts. Engine Running. - The output is active after the saftey timer has elapsed. Common warning. - The output is active if there are any warning alarm active. Common shutdown - The output is active if there are any shutdown alarms active. System in auto. - The output is active when the system is in automatic mode. Common Alarm. - The output is active if there is any alarm condition. Energise to stop. - The output is energised when the engine is required to stop (normal or fault conditions), and will remain energised for the period of the Energise To Stop Timer, to ensure the engine has come to a complete stop.


SERVICE

Mains Under Voltage (Trip / Return)

60V / 70V 70V / 80V 80V / 90V 90V / 100V 120V / 140V 140V / 160V 160V / 180V 180V /200V If for example 180/200 is selected the generator will be started and the load transferred if any phase falls below 180V with respect to the neutral for the duration of the delay start timer. The load will be transferred back to mains when the mains voltage returns to 200V or higher for the duration of the mains return timer. (The system must be in Auto)

82

4

TERMINAL DESCRIPTION PIN No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

DESCRIPTION

CABLE SIZE 1.0mm

DC Plant Supply Input (-ve) DC Plant Supply Input (+ve) Fuel relay Output Start relay Output Auxiliary Output relay 1 Auxiliary Output relay 2 Charge Fail Input/ Excitation Output Low Oil Pressure Input High Engine Temp Input Auxiliary Input 1 Auxiliary Input 2 Remote Start Input Mains loading Relay Normally Open contact Generator loading Relay Normally Open contact Functional Earth Mains L1 Voltage Monitoring Input Mains L2 Voltage Monitoring Input Mains L3 Voltage Monitoring Input Mains N Voltage Monitoring Input Alternator Input L1 Alternator Input N

NOTES Connected to plant battery negative

1.0mm

Connected to plant battery positive (Recommended Fuse 2A) Used to operate the fuel relay. Used to operate the cranking relay. Configurable output. Configurable output. Must NOT be connected to plant supply negative if not used. Switch to negative. Switch to negative. Switch to negative. Switch to negative. Switch to negative. Used to close the mains contactor / breaker Used to close the generator contactor / breaker Connect to a good clean earth point Connect to Mains L1 supply (AC) (Recommend 2A Fuse Max.) Connect to Mains L1 supply (AC) (Recommend 2A Fuse Max.) Connect to Mains L1 supply (AC) (Recommend 2A Fuse Max.) Connect to Mains N supply (AC)

1.0mm 1.0mm

Do not connect if not used. (2A Fuse) Do not connect if not used.

1.0mm 1.0mm 1.0mm 1.0mm 1.0mm 1.0mm 0.5mm 0.5mm 0.5mm 0.5mm 0.5mm 1.0mm 1.0mm 1.0mm 1.0mm 1.0mm 1.0mm


SERVICE

NOTE:- For single phase mains monitoring the neutral should be connected to terminal 19, L1 should be connected to terminals 16,17 and 18.

NOTE:- For two phase mains monitoring the L2 should be connected to terminal 19, L1 should be connected to terminals 16,17 and 18. The voltage between the two phases must not exceed 305 Volts.

NOTE:- All the outputs are solid state , rated at 1.2 Amps 8 Volts to 35 Volts DC, and switch to battery negative when active.

83

5 SPECIFICATION DC Supply: Cranking Dropouts:

Max. Current: Alternator Input Range: Mains Input Voltage Alternator Input Frequency:

Mains Frequency Start Output: Fuel Output: Auxiliary Outputs: Dimensions: Charge Fail: Operating Te mperature Range: Applicable Standards

8 Volts to 35 Volts DC Continuous. Able to survive 0 Volts for 50 mS, providing supply was at least 10 V before dropout and supply recovers to 5 Volts. This is achieved without the need for internal batteries. Operating 50mA Standby 10mA 75 Volts (ph-N) to 277 Volts (ph-N) AC (+20%) 15 – 277 Volts (ph-N) AC (+20%) 50 - 60 Hz at rated engine speed (Minimum: 75V AC Ph-N) (Crank Disconnect from 15V Ph-N @ 20Hz) Overspeed +14% (+24% overshoot) Underspeed –20% 50 – 60 Hz 1.2 Amp DC at supply voltage. 1.2 Amp DC at supply voltage. 1.2 Amp DC at supply voltage. 125mm x 165mm x 28 mm 12 Volts = 8 Volts CF 24 Volts = 16 Volts CF -30°C to + 700C Compliant with BS EN 60950 Low Voltage Directive Compliant with BS EN 50081-2: 1992 EMC Directive Compliant with BS EN 61000-6-4: 2000 EMC Directive Compliance to European Legislation Registered Component for USA & Canada


SERVICE

Deep Sea Electronics plc reserve the right to change specification without notice.

84

6 SOLID STATE O UTPUTS DSE’s utilisation of Solid State Outputs gives many advantages, the main points being: No Moving Parts Fully Overload / Short Circuit Protected. Smaller dimensions hence lighter, thinner and cheaper than conventional relays. Less power required making them far more reliable. The main difference from conventional outputs is that solid state outputs switch to negative (–ve) when active. This type of output is normally used with an automotive or plug in relay.

TYPICAL CONNECTIONS Solid state output from DSE module Fuel Solenoid (+ terminal) eg. Terminal 3 of 703/4 - FUEL

* Observe polarity when using relays fitted with integral diodes! A

D

* B

C

Battery positive (+)

A B C D

Solid State Output from DSE Module Pin 3

Automotive relay Pin 86 85 30 87

8 Pin Plugin relay

Function

7 2 1 3

Fuel Output To Positive supply via fuse To Positive supply via fuse To Fuel Solenoid


SERVICE

Example of relay pins connected to DSE solid state output to drive a fuel solenoid. See overleaf for overall typical wiring diagram NOTE:- The Close Mains Relay should be NORMALLY CLOSED when de-energised for fail safe reasons. Should the DC supply fail the mains will always be available. The output from the DSE solid state output when energised will OPEN the relay therefore isolating the mains supply.

85

7 DIMENSIONS Dimensions: 165mm x 125mm x 29mm (6.5” x 4.9” x 1.2”) Panel cutout: 149mm x 109mm (5.9” x 4.3”) Mounting Method: 4 x 4.2mm diameter holes suitable for M4 screws.

8 TYPICAL CONNECTIONS Mechanical Interlock

Load Mains / Utility supply

Alternator Output L3

L3

L2

L2

L1

L1

N

Close mains relay

F2A

SS O

3

4

+

+


SERVICE

19

15

Auxiliary Outputs SS O

5

+

Starter motor

+

Charge alt

Termin als suitable for 22-16 awg (0.6mm2-1.3mm2 )field wiring Tightening To rque = 0.8N-m (7lb-In) End of Document

86

Auxiliary Alarm Inputs

SS O

6

Crank Fuel

18

Close mains output

F

+ Battery

17

7

8

9

10

11

12

Remote Start

Start output

SS O

16 SS O

Close Gen output

2

+

13 SS O

Fuel output

= E xternal 'Aut om ot ive' or 'Plug- in' type relays

Normally closed

* Close mains relay must be normally closed to ensure fail safe operation Close gen relay

14

20

FUSES 2A

Engine temperature

21

*

NOTE

Normally open

+

SS O = So lid state outputs

M

Oil Pressure

F 2A

1

N

Electrical Interlock

G

720 AUTOMATIC MAINS FAILURE MODULE


SERVICE

OPERATING MANUAL

I


SERVICE

INTENTIONALLY LEFT BLANK

II

TABLE OF CONTENTS 1

INTRODUCTION

4

2

CLARIFICATION OF NOTATION USED WITHIN THIS PUBLICATION

4

3

OPERATION

5

3.1

MANUAL OPERATION

6

3.2

TEST OPERATION

7

3.3

AUTOMATIC OPERATION

8

3.4

PROTECTIONS

9

3.5

WARNINGS

9

3.6

SHUTDOWNS

4

5


SERVICE

6

10

FRONT PANEL CONFIGURATION

11

4.1

ACCESSING THE FRONT PANEL CONFIGURATION EDITOR

11

4.2

EDITING A PARAMETER

11

INSTALLATION INSTRUCTIONS

16

5.1

PANEL CUTOUT

16

5.2

CABLE GUIDES .

16

5.3

COOLING

16

5.4

UNIT DIMENSIONS AND REAR PANEL LAYOUT

17

5.5

FRONT PANEL LAYOUT

17

ELECTRICAL CONNECTIONS

18

6.1

CONNECTION DETAILS

18

6.1.1

CONNECTOR A

18

6.1.2

CONNECTOR B.

19

6.1.3

CONNECTOR C

19

6.2

ORDERING REPLACEMENT CONNECTORS FROM DSE

19

7

SPECIFICATION

20

8

COMMISSIONING

21

8.1

21

9

PRE-COMMISSIONING

FAULT FINDING

22

10 TYPICAL WIRING DIAGRAM

23

11 SOLID STATE OUTPUTS

24

III

1

INTRODUCTION

The DSE 720 automatic mains failure module has been primarily designed to monitor the mains(utility) supply, starting the generator automatically should it fall out of limits, transferring the load automatically to the generator. Once the mains (utility) has returned the load is automatically transferred back to the mains (utility) and the generator cooled down before it stops. If required the generator can be started and stopped manually.

The DSE 720 module monitors the mains (utility) supply indicating the status of the mains via an LED. Additionally the module monitors the engine, indicating that the generator is running via an LED. An LCD display is used to indicate further status and alarm conditions. When a fault is detected the generator is automatically shut down, giving a true first up fault condition.

Using the module’s front panel configuration editor it is possible to alter selective operational sequences, timers and alarm trips. Comprehensive configuration and monitoring is also available using the 700 series PC configuration software for Windows™.

The module is housed in a fully enclosed robust plastic case for front panel mounting, offering a high IP rating of 56 with the optional gasket. Connections to the module are via locking plug and sockets.

2

CLARIFICATION OF NOTATION USED WITHIN THIS PUBLICATION.

NOTE:

Highlights an essential element of a procedure to ensure correctness.

CAUTION!

Indicates a procedure or practice which, if not strictly observed,


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could result in damage or destruction of equipmen WARNING! Indicates a procedure or practice, which could result in injury to personnel or loss of life if not followed

©

Deep Sea Electronics Plc owns the copyright to this manual, which cannot be copied, reproduced or disclosed to a third party without prior written permission. Compliant with BS EN 60950 Low Voltage Directive Compliant with BS EN 50081-2 EMC Directive Compliant with BS EN 50082-2 EMC Directive

C

US

UL Registered Component for USA & Canada

IV

3

OPERATION The following description details the sequences followed by a module containing the standard ‘factory configuration’. Always refer to your configuration source for the


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exact sequences and timers observed by any particular module in the field.

V

3.1 MANUAL OPERATION This mode is activated by pressing the


confirms this action. Press the

button to begin the start sequence.

NOTE:- There is no Start Delay in this mode of operation. If the pre-heat output option is selected this timer is then initiated, and the auxiliary output selected is energised. After the above delay the Fuel Solenoid is energised, then the Starter Motor is engaged. The engine is cranked for a configurable period. If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the configurable rest period. Should this sequence continue beyond the 3 cranking attempts, the start sequence will be terminated and Fail to Start

fault will be displayed.

When the engine fires, the starter motor is disengaged and locked out at 20Hz measured from the Alternator output. After the starter motor has disengaged, the Safety On delay is activated. ‘Delayed’ alarms (underspeed, low oil pressure etc) will be monitored after the end of the Safety On delay. The generator will run off load, unless the mains (utility) supply fails or a Remote Start on load signal is applied, at which point the load will be transferred to the generator so long as


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the Warmup Timer (if configured) has expired. The generator will continue to run on load regardless of the state of the mains (utility) supply or remote start input until the Auto mode is selected. If Auto mode is selected, and the mains supply is healthy with the remote start on load signal not active, then the Remote Stop Delay Timer begins, after which, the load is transferred to the mains (utility). The generator will then run off load allowing the engine a cooling down period. Selecting STOP (O) de-energises the FUEL SOLENOID, bringing the generator to a stop.

VI

3.2 TEST OPERATION This mode is activated by pressing the


confirms this action. Press the

button to begin the test sequence.

If the pre-heat output option is selected then the pre-heat timer is initiated, and the corresponding auxiliary output (if configured) will energise. After the above delay the Fuel Solenoid is energised, then ½ second later, the Starter Motor is engaged. The engine is cranked for a configurable period. If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the configurable rest period. Should this sequence continue beyond the 3 cranking attempts, the start sequence will be terminated and Fail to Start

fault will be displayed.

When the engine fires, the starter motor is disengaged and locked out at 20Hz measured from the Alternator output. After the starter motor has disengaged, the Safety On delay is activated. ‘Delayed’ alarms (underspeed, low oil pressure etc) will be monitored after the end of the Safety On delay. The Warmup timer (if configured) is then followed. NOTE:- The set will not be allowed to load until all delayed alarms indicate “normal” operation. This prevents excessive wear on the damage that could be caused by loading an engine with low oil pressure. The load will be transferred to the generator and the set will run on load until Auto mode is


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selected or STOP is pressed. Selecting STOP (O) de-energises the FUEL SOLENOID, bringing the generator to a stop.

VII

3.3 AUTOMATIC OPERATION This mode is activated by pressing the button confirms this action.

pushbutton. An LED indicator beside the

Should the mains (utility) supply fall outside the configurable limits for longer than the period of the delay start timer, the mains (utility) is healthy indicator will extinguish. Additionally, while in AUTO mode, the remote start input is monitored. Whether the start sequence is initiated by mains (utility) failure, or by remote start input, the following sequence is followed : To allow for short term mains supply transient conditions or false remote start signals, the Start Delay timer is initiated. After this delay, if the pre-heat output option is selected then the pre-heat timer is initiated, and the corresponding auxiliary output (if configured) will energise. NOTE:- If the mains supply returns within limits, (or the Remote Start signal is removed if the start sequence was initiated by remote start) during the Start Delay timer, the unit will return to a stand-by state. After the above delays the Fuel Solenoid is energised, then ½ second later, the Starter Motor is engaged. The engine is cranked for a configurable period. If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the configurable rest period. Should this sequence continue beyond the 3 cranking attempts, the start sequence will be terminated and Fail to Start fault will be displayed. When the engine fires, the starter motor is disengaged and locked out at 20Hz measured from the Alternator output. After the starter motor has disengaged, the Safety On delay is activated. ‘Delayed’ alarms (underspeed, low oil pressure etc) will be monitored after the end of the Safety On delay.


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The Warmup timer (if configured) is then followed. NOTE:- The set will not be allowed to load until all delayed alarms indicate “normal” operation. This prevents excessive wear on the damage that could be caused by loading an engine with low oil pressure. If the remote start is being used and has been configured to Remote start is on load, or the mains (utility) has failed, the load will be transferred to the generator. On the return of the mains supply, (or removal of the Remote Start signal if the set was started by remote signal), the Stop delay timer is initiated, once it has timed out, the load is transferred back to the mains (utility). The Cooling timer is then initiated, allowing the engine a cooling down period off load before shutting down. Once the Cooling timer expires the Fuel Solenoid is de-energised, bringing the generator to a stop. Should the mains supply fall outside limits again (or the Remote Start signal be re-activated) during the cooling down period, the load will be immediately transferred to the generator. Selecting STOP (O) de-energises the FUEL SOLENOID, bringing the generator to a stop.

VIII

3.4 PROTECTIONS The module will indicate that an alarm has occurred by illuminating the relevant LED. 3.5 WARNINGS Warnings are used to warn the operator of an impending fault but the engine continues to run. BATTERY CHARGE FAILURE, if the module does not detect a voltage from the warning light terminal on the auxiliary charge alternator, the

icon will illuminate. (Either 8 Volts

or 16 Volts depending on the configuration of Nominal DC Voltage). LOW PLANT BATTERY ALARM The module’s DC supply is monitored and if it falls below the configurable level an alarm is generated and the V icon will illuminate. INPUTS 1 AND 2 can be configured as warnings or shutdowns. The relevant icon will be illuminated when the input is active. The item is indication only (not an alarm). For instance this could indicate “System in Auto”


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!

The item has generated a Warning alarm condition.

IX

3.6

SHUTDOWNS

Shutdowns are latching and stop the Generator. The alarm must be cleared, and the fault removed to reset the module. In the event of a shutdown the appropriate icon will be illuminated NOTE:- The alarm condition must be rectified before a reset will take place. If the alarm condition remains it will not be possible to reset the unit (The exception to this is the Low Oil Pressure alarm and similar ‘delayed alarms’, as the oil pressure will be low with the engine at rest). Any subsequent warnings or shutdowns that occur will be displayed steady, therefore only the first-up shutdown will appear flashing. FAIL TO START, if the engine does not fire after the pre-set 3 attempts at starting, a shutdown will be initiated. The


LOW OIL PRESSURE, if the module detects that the engine oil pressure has fallen below the low oil pressure setting after the Safety On timer has expired, a shutdown will occur. The


HIGH ENGINE TEMPERATURE if the module detects that the engine coolant temperature has exceeded the high engine temperature setting after the Safety On timer has expired, a shutdown will occur. The


OVERSPEED / OVERFREQUENCY, if the engine speed exceeds the pre-set trip a shutdown is initiated. Overspeed is not delayed, it is an immediate shutdown. The

icon will illuminate. NOTE:- During the start-up sequence the overspeed trip level is extended to 24%

above the normal frequency for the duration of the safety timer to allow an extra trip level margin. This is used to prevent nuisance tripping on start-up. UNDERSPEED / UNDERFREQUENCY, if the engine speed falls below the pre-set trip


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after the Safety On timer has expired, a shutdown is initiated. The


INPUTS 1 AND 2 can be configured as warnings or shutdowns. The relevant icon will be illuminated when the input is active. The item is indication only (not an alarm). For instance this could indicate “System in Auto”

!

(Flashing) The item has generated a Shutdown alarm condition.

FAILED TO REACH LOADING VOLTAGE, If the engine fires but the generator fails to reach the loading voltage before the end of the Safety On timer a shutdown is initiated. The V icon will illuminate. FAILED TO REACH LOADING FREQUENCY, If the engine fires but the generator fails to reach the loading frequency before the end of the Safety On timer a shutdown is initiated. The


X

4

FRONT PANEL CONFIGURATION

The DSE 720 module is fully configurable from the front panel or from the 7xx PC configuration software. 4.1

ACCESSING THE FRONT PANEL CONFIGURATION EDITOR NOTE:- Configuration mode can ONLY be entered when the module is in

the STOP mode and the engine is at rest. Press the DOWN and STOP buttons to enter configuration mode. The first configurable parameter is displayed. In this example, the Start delay timer (parameter 0) is currently set to 5s. 4.2

and Parameter (Start delay)

EDITING A PARAMETER

• Enter the editor as described above.

Current value (5 seconds)

• Press + / - to scroll through the parameters to the one you want to change. • Press

to enter edit mode. The symbol

will flash on the display to indicate that edit

mode has been entered. • Press + / - to change the value to the desired parameter. • Press • The

to save the value and exit edit mode for this parameter. symbol will be removed from the display to indicate that edit mode has been

exited. • To select another value to edit, press the + / - buttons. Continuing to press the + and – buttons will cycle through the adjustable parameters as shown in the following lists. NOTE: To exit the front panel configuration editor at any time, press the Stop/Reset button.


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Ensure you have saved any changes you have made by pressing the

XI

button first .

Parameter

Minimum

Maximum

Default

0 secs 0 secs 3 secs 3 secs 8 secs 0 secs 0 secs 0 secs 0 secs 0 secs 10 secs 0 secs

60 60 60 60 60 10 10 60 30 60 60 60

5 secs 0 secs 10 secs 10 secs 8 secs 0 secs 0 secs 30 secs 1 min 0 secs 60 secs 5 mins

Timers 012345678910 11 -

Start Delay Preheat Cranking Time Crank Rest Time Safety On Delay Warm Up Time Frequency Alarm Delay (gen transient delay) Remote Stop Delay Time Cooling Time ETS Hold Time Fail To Stop Delay Time Low DC Voltage Alarm Delay

mins secs secs secs secs mins secs mins mins secs secs mins

Generator 12 13 14 15 16 17

-

Under Frequency Loading Frequency Over Frequency Loading Voltage Over Current Alarm Limit Over Current Alarm Type Possible selections

0 60Hz 20Hz 60Hz 50Hz 72Hz 50V 333V 50% 120% 0 2 0 - Warning 1 - Shutdown 2 - Electrical Trip

40Hz 47Hz 57Hz 212V 110% 1

0 0V

8V 8V

Engine 18 - Low DC Voltage Alarm Limit 19 - Charge Fail Voltage Alarm Limit

25V 25V

Input settings 20 - Low Oil Pressure 21 - High Engine Temperature 22 - Remote Start / Simulated Mains input Possible selections :

23 - Aux Input 1 (see note 5)


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Possible selections :

24 - Aux Input 1 delay 25 - Aux Input 2 (see note 6) Possible selections :

26 -Aux Input 2 delay

XII

5 PSI 150 PSI 15 PSI 90°C 150°C 95°C 0 3 0 0 - Remote start, close to activate 1 - Remote start, open to activate 2 - Simulated mains, close to activate 3 - Simulated mains, open to activate 0 9 8 0 - Delayed, warning, close to activate 1 - Delayed, warning, open to active 2 - Immediate, warning, close to activate 3 - Immediate, warning, open to activate 4 - Delayed, shutdown, close to activate 5 - Delayed, shutdown. Open to activate 6 - Immediate, shutdown, close to activate 7 - Immediate, shutdown, open to activate 8 - Lamp test, close to activate 9 - Lamp test, open to activate 0 secs 10.0 secs 0 0 9 0 0 - Delayed, warning, close to activate 1 - Delayed, warning, open to active 2 - Immediate, warning, close to activate 3 - Immediate, warning, open to activate 4 - Delayed, shutdown, close to activate 5 - Delayed, shutdown. Open to activate 6 - Immediate, shutdown, close to activate 7 - Immediate, shutdown, open to activate 8 - Electrical trip, close to activate 9 - Electrical trip, open to activate 0 sec 10.0 secs 0

Minimum Maximum Default

Parameter Outputs 27 - Aux Output 1

0 Possible selections :

28 - Aux Output 2


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15

1

0 - Unused 1 - Preheat Mode 0 2 - Air Flap 3 - Close Generator 4 - Energise to stop 5 - Engine Running 6 - Shutdown Alarm 7 - System in auto 8 - Auxiliary input 1 active 9 - Auxiliary input 2 active 10 - Preheat mode 1 11 - Preheat mode 2 12 - Preheat mode 3 13 - Warning Alarm 14 - Common Alarm 15 - Fail to start 0 15 14 0 - Unused 1 - Preheat Mode 0 2 - Air Flap 3 - Close Generator 4 - Energise to stop 5 - Engine Running 6 - Shutdown Alarm 7 - System in auto 8 - Auxiliary input 1 active 9 - Auxiliary input 2 active 10 - Preheat mode 1 11 - Preheat mode 2 12 - Preheat mode 3 13 - Warning Alarm 14 - Common Alarm 15 - Fail to start

NOTE:- The ‘preheat modes’ selectable for configurable outputs and LCD indicators perform the following actions : Preheat mode 0 - Preheat during preheat timer, ceasing at end of preheat timer. Preheat mode 1 - Preheat during preheat timer and continue until engine stops cranking. Preheat mode 2 - Preheat during preheat timer and continue until the safety delay timer has expired. Preheat mode 3 - Preheat during preheat timer and continue until the warming timer has expired. In addition, in all preheat modes, preheat takes place during the crank rest timer between crank cycles.

XIII

Minimum Maximum Default

Parameter LCD Indicators 29 - LCD Indicator 1

0 Possible selections :

28 - LCD Indicator 2


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15

8

0 - Unused 1 - Preheat Mode 0 2 - Air Flap 3 - Close Generator 4 - Energise to stop 5 - Engine Running 6 - Shutdown Alarm 7 - System in auto 8 - Auxiliary input 1 active 9 - Auxiliary input 2 active 10 - Preheat mode 1 11 - Preheat mode 2 12 - Preheat mode 3 13 - Warning Alarm 14 - Common Alarm 15 - Fail to start 0 15 9 0 - Unused 1 - Preheat Mode 0 2 - Air Flap 3 - Close Generator 4 - Energise to stop 5 - Engine Running 6 - Shutdown Alarm 7 - System in auto 8 - Auxiliary input 1 active 9 - Auxiliary input 2 active 10 - Preheat mode 1 11 - Preheat mode 2 12 - Preheat mode 3 13 - Warning Alarm 14 - Common Alarm 15 - Fail to start

NOTE:- The ‘preheat modes’ selectable for configurable outputs and LCD indicators perform the following actions : Preheat mode 0 - Preheat during preheat timer, ceasing at end of preheat timer. Preheat mode 1 - Preheat during preheat timer and continue until engine stops cranking. Preheat mode 2 - Preheat during preheat timer and continue until the safety delay timer has expired. Preheat mode 3 - Preheat during preheat timer and continue until the warming timer has expired. In addition, in all preheat modes, preheat takes place during the crank rest timer between crank cycles.

XIV

Minimum

Maximum Default

31 - Full Load Current Rating

5A

6000A

500A

32 - Current Transformer Primary

5A

6000A

500A

Parameter Misc

33 - Alternator Poles

2

8

4

34 - AC Topology (see note 1)

0

1

0


0 - 3 phase, 4 wire 1 - Single phase, 2 wire

35 - Oil Pressure Display Units

0


1

0

0 - Bar / PSI 1 - Kpa

36 - Oil pressure sender type

0 - Not used 1 - Digital closed for low oil pressure 2 - Digital open for low oil pressure 3 - VDO 5 bar 4 - VDO 10 bar 5 - Datcon 5 bar 6 - Datcon 10 bar 7 - Datcon 7 bar 8 - Murphy 7 bar 9 - User configured

37 - Coolant temperature sender type

0 – Not used 1 - Digital closed for high temperature 2 - Digital open for high temperature 3 - VDO 120°C 4 - Datcon high 5 - Datcon low 6 - Murphy 7 - Cummins 8 - PT100 9 - User configured


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Mains 38 - Immediate Mains Dropout

0


1

1

0 - No 1 - Yes

39 - Mains Undervolt Trip

50V

333V

184V

40 - Mains Undervolt Return

50V

333V

207V

41- Mains Overvolt Return

50V

333V

253V

42 - Mains Overvolt Trip

50V

333V

276V

43 - Mains transient Delay

0 sec

30 sec

0 sec

XV

5

INSTALLATION INSTRUCTIONS

The model DSE 720 Module has been designed for front panel mounting. Fixing is by 4 x 4mm screws into the panel fascia.

5.1 PANEL CUTOUT 182mm x 137mm (7.17” x 5.39”) Maximum panel thickness – 8mm (0.3”) In conditions of excessive vibration the module should be mounted on suitable anti-vibration mountings.

5.2 CABLE GUIDES The model 720 has integral cable clamp/guides fitted to the rear of the module. These enable the panel wiring to be tethered to the clamps helping to guide the cables neatly around the panel. The clamps are designed for cable tie attachments and are spaced to match the sticky backed cable tie bases commonly used in this type of application.


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HINT!:- The cables can be placed in three different positions, above the clamps, between the clamps and below the clamps. Showing rear view of module without cables Showing cable between the clamps

Showing rear view of module without cables

Showing cable between the clamps

5.3 COOLING The module has been designed to operate over a wide temperature range -30ºC to +70ºC. Allowances should be made for the temperature rise within the control panel enclosure. Care should be taken NOT to mount possible heat sources near the module unless adequate ventilation is provided. The relative humidity inside the control panel enclosure should not exceed 93%.

XVI

5.4 UNIT DIMENSIONS AND REAR PANEL LAYOUT Mounting holes suitable for 4 x 4mm screws

209.00 [8.228 in]

103.50 [4.075 in]

146.00 [5.748 in]

196.00 [7.717 in]

Mounting holes suitable for 4 x 4mm screws


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5.5 FRONT PANEL LAYOUT

XVII

4.00

[.157 in] 26.30

[1.035 in]

6 ELECTRICAL CONNECTIONS 6.1 CONNECTION DETAILS The following describes the connections and recommended cable sizes to the 3 plugs and sockets on the rear of the Module. Termination at the plug is by screw terminal : Tightening torque 0.8Nm (7 lb-in) 6.1.1 CONNECTOR A PIN DESCRIPTION CABLE SIZE NOTES No 1 Plant supply negative 2.5mm2 (13 AWG) 2 Plant supply positive 2.5mm2 (13 AWG) Fuse at 2A anti-surge 3 Emergency stop input 1.0mm2 (18 AWG) Switch to battery positive, OPEN to STOP the set. 4 Fuel output 1.0mm2 (18 AWG) Connect to Fuel slave relay coil 5 Start output 1.0mm2 (18 AWG) Connect to Start slave relay coil 6 Configurable output 1 1.0mm2 (18 AWG) 7 Configurable output 2 1.0mm2 (18 AWG) 8 Mains loading switch output 1.0mm2 (18 AWG) Connect to Mains slave relay coil 9 Generator loading switch output 1.0mm2 (18 AWG) Connect to Gen slave relay coil 10 Charge Fail / Excite 2.5mm2 (13 AWG) Do not connect to ground (battery -ve) 11 LOP input 0.5mm2 (20 AWG) Sender / Switch( to plant supply negative) input 12 HET input 0.5mm2 (20 AWG) Sender / Switch( to plant supply negative) input 13 Sender/Switch common 0.5mm2 (20 AWG) Requires a contact to plant supply negative.


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NOTE:- Emergency stop input is normally closed to positive, open to STOP the set. If Emergency Stop is not required you must connect a permanent positive signal onto terminal 3. NOTE:- Fuel, Start, configurable output 1, configurable output 2, mains loading switch and generator loading switch outputs are Solid State Outputs that switch to battery positive when active. See section entitled “Solid State Outputs” elsewhere in this manual for further details. NOTE:- The Close Mains Slave relay should be NORMALLY CLOSED when deenergised for fail safe reasons. Should the DC supply fail the mains will always be available. The output from the DSE solid state output will energise to OPEN the relay and isolate the mains supply from the load. NOTE:- Terminal 13, sender common must be connected to a sound earth point on the engine block, or battery negative. The connection to terminal 13 must not be used for any other purpose. NOTE:- When using Switches instead of senders (oil pressure / coolant temp) connect the switch from T13 to the relevant input (T11 = oil press, T12 = coolant temp) AND connect T13 to battery negative.

XVIII

6.1.2 CONNECTOR B PIN

DESCRIPTION

CABLE

SIZE NOTES

No 14

Remote Start / Simulated Mains

0.5mm2 (20 AWG)

input 15

Requires a contact to plant supply negative.

Configurable input

1 0.5mm2 (20 AWG)


16

Configurable input

2 0.5mm2 (20 AWG)


17

Functional Earth

2.5mm2 (13 AWG)

Connect to a good, clean Earth point

18

Generator Current L1 i/p

2.5mm2 (18 AWG)

Connect to Gen L1 CT

19


2.5mm2 (18 AWG)


20


2.5mm2 (18 AWG)


21

Generator Current Common i/p

2.5mm2 (18 AWG)

Connect to Gen CT common

NOTE:- Remote Start / Simulated Mains function is configurable using either the front panel configuration editor or the 72x PC configuration software.

NOTE:- Current inputs are rated at 5A maximum. If it is required to measure overload, then the CT should be sized to cater for this. Ie for 100A set, fit 120A:5A CTs to allow the module to measure 20% overload without exceeding the module’s 5A specification. 6.1.3 CONNECTOR C PIN DESCRIPTION

CABLE SIZE

NOTES

1.0mm2 (18 AWG)

Connect to Mains L1

No


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22

Mains(Utility)voltage L1 i/p

23


1.0mm2 (18 AWG)

Connect to Mains L2

24


1.0mm2 (18 AWG)

Connect to Mains L3

25

Mains(Utility)voltage Neutral i/p

1.0mm2 (18 AWG)

Connect to Mains Neutral

26

Generator voltage L1 i/p

1.0mm2 (18 AWG)

Connect to Generator L1 out

27

Generator voltage Neutral i/p

1.0mm2 (18 AWG)

Connect Generator Neutral

put

6.2 ORDERING REPLACEMENT CONNECTORS FROM DSE Connector

Description

DSE Part No.

A (1-13)

BL13 PCB connector 5.08mm plug

007-104

B (14-22)


007-125

C (23-27)


007-432

XIX

7 SPECIFICATION DC Supply

8.0V to 35V Continuous.

Cranking Dropouts

Able to survive 0V for 50mS, providing supply was at least 10V before dropout and supply recovers to 5V. This is achieved without the need for internal batteries.

Typical Standby Current

145mA at 12V. 150mA at 24V

Max. Operating Current Alternator / Mains (Utility) Input Range Single phase 2 wire system 3Phase 4Wire System

180mA at 12V. 190mA at 24V

35V AC - 277V AC (ph-N) (+20%) 35V AC - 277V AC (ph-N) 3 Phase 4wire (+20%) (Must be at least 15V during engine cranking)

Alternator / Mains (Utility) Input Frequency

50Hz - 60 Hz at rated engine speed

Start Output

2.4 Amp DC at supply voltage.

Fuel Output


Auxiliary Outputs


Dimensions

209mm x 146mm (8.23” x 5.75”)

Panel cut-out

182mm x 137mm (7.17” x 5.39”) Maximum panel thickness – 8mm (0.3”)

Charge Fail / Excitation Range

12 Volts nominal = 8 Volts Charge fail 24 Volts nominal = 16 Volts Charge fail

Current Transformer Specification

5A 0.5VA secondary winding

Operating Temperature Range

-30°C to +70°C

Electromagnetic Compatibility

BS EN 50081-2 EMC Generic Emission Standard (Industrial)


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BS EN 50082-2 EMC Generic Immunity Standard (Industrial) Electrical Safety

BS EN 60950 Safety of I.T. equipment, including electrical business equipment.

Cold Temperature

BS EN 60068-2-1 to –30°C

Hot Temperature

BS EN 60068-2-2 to +70°C

Humidity

BS2011-2-1 to 93% RH @ 40°C for 48 Hours

Vibration

BS EN60068-2-6 10 sweeps at 1 octave/minute in each of 3 major axes. 5Hz to 8Hz @ +/-7.5mm constant displacement 8Hz to 500Hz @ 2gn constant acceleration

Shock

BS EN 60068-2-27 3 Half sine shocks in each of 3 major axes 15gn amplitude, 11mS duration

Applicable Standards

Compliant with BS EN 60950 Low Voltage Directive Compliant with BS EN 50081-2: 1992 EMC Directive Compliant with BS EN 61000-6-4: 2000 EMC Directive Compliance to European Legislation

XX

8 COMMISSIONING 8.1 PRE-COMMISSIONING Before the system is started, it is recommended that the following checks are made:The unit is adequately cooled and all the wiring to the module is of a standard and rating compatible with the system. The unit DC supply is fused and connected to the battery and that it is of the correct polarity. To check the start cycle operation take appropriate measures to prevent the engine from starting (disable the operation of the fuel solenoid). After a visual inspection to ensure it is safe to proceed, connect the battery supply. Select “MANUAL” and press the START button. The unit start sequence will commence. The starter will engage and operate for the pre-set crank period. After the starter motor has attempted to start the engine for the pre-set number of attempts the LCD will display ‘Failed to start’. Restore the engine to operational status (reconnect the fuel solenoid), again select “MANUAL” and press the START button. This time the engine should start and the starter motor should disengage automatically. If not then check the engine is fully operational (fuel available, etc.) and that the fuel solenoid is operating. The engine should now run up to operating speed. If not, and an alarm is present, check the alarm condition for validity, then check input wiring. The engine should continue to run for an indefinite period. Select “AUTO” on the front panel, the engine will run for the pre-set cooling down period, then stop. The generator should stay in the standby mode. If not check that there is not a signal present on the Remote start input and that the mains (utility) supply is healthy and available.


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Initiate an automatic start by supplying the remote start signal or failing the mains (utility) supply. The start sequence will commence and the engine will run up to operational speed. Once the generator is available a load transfer will take place, the Generator will accept the load. If not, check the wiring to the Generator switching device. Remove the remote start signal and/or ensure the mains (utility) supply is healthy, the return sequence will start. After the pre-set time period, the load will be removed from the generator. The generator will then run for the pre-set cooling down period, then shutdown into it’s standby mode. If despite repeated checking of the connections between the 720 and the customer’s system, satisfactory operation cannot be achieved, then the customer is requested to contact the factory for further advice on:INTERNATIONAL TEL: +44 (0) 1723 890099 INTERNATIONAL FAX: +44 (0) 1723 893303 E-mail: [email protected] Website : www.deepseaplc.com

XXI


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9 FAULT FINDING SYMPTOM

POSSIBLE REMEDY

Unit is inoperative

Check the battery and wiring to the unit. Check the DC supply. Check the DC fuse.

Unit shuts down

Check DC supply voltage is not above 35 Volts or below 9 Volts Check the operating temperature is not above 70 °C. Check the DC fuse.

Low oil Pressure fault operates after engine has fired

Check engine oil pressure. Check oil pressure switch and wiring. Check switch polarity is correct (i.e. Normally Open or Normally Closed).

High engine temperature fault operates after engine has fired.

Check engine temperature. Check switch and wiring. Check switch polarity is correct (i.e. Normally Open or Normally Closed).

Shutdown fault operates

Check relevant switch and wiring of fault indicated by the illuminated LED. Check configuration of input.

Warning fault operates

Check relevant switch and wiring of fault indicated by the illuminated LED. Check configuration of input.

Fail to Start is activated after pre-set number of attempts to start

Check wiring of fuel solenoid. Check fuel. Check battery supply. Check battery supply is present on the Fuel output of the module. Refer to engine manual.

Continuous starting of generator when in AUTO

Check that mains (utility) supply is healthy and check that it’s protection fuses are in place and are not blown. Check that there is no signal present on the “Remote Start” input.

Generator fails to start on receipt of Remote Start signal or mains

If remote start fault, check signal is on (utility) supply failure. “Remote Start” input. Confirm that the input is configured to be used as “Remote Start”.

Pre-heat inoperative

Check wiring to engine heater plugs. Check battery supply. Check battery supply is present on the Pre-heat output of module. Check preheat has been selected in your configuration.

Starter motor inoperative

Check wiring to starter solenoid. Check battery supply. Check battery supply is present on the Starter output of module. NB all the outputs are negative switching.

Fuel solenoid inoperative

Check wiring to fuel solenoid. Check battery supply. Check battery supply is present on the fuel output of module. NB all the outputs are negative switching.

Engine runs but generator will not take load

Check that the output is working, NB all outputs are negative switching.

NOTE:- The above fault finding is provided as a guide check-list only. As it is possible for the module to be configured to provide a wide range of different features always refer to the source of your module configuration if in doubt. NOTE:- All the outputs are solid state and switch to battery positive when active.

XXII


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XXIII

11 SOLID STATE OUTPUTS DSE’s utilisation of Solid State Outputs gives many advantages, the main points being: No Moving Parts Fully Overload / Short Circuit Protected. Smaller dimensions hence lighter, thinner and cheaper than conventional relays. Less power required making them far more reliable. This type of output is normally used with an automotive or plug in relay. Battery negative (-)

S olid s tate output from DS E m od ule Fuel Solenoid (+ term inal )

eg. Term i nal 4 o f 7 20 - F UE L

* O bs er ve p ola rity w he n us ing relay s fitted with integ ral di odes !

A

D

* B

C

B attery pos iti ve (+ )

B attery neg ati ve (-)

A B C D

Solid State Output from DSE Module Pin

Automotive relay Pin

8 Pin Plugin relay

Function

4

86 85 30 87

7 2 1 3

Fuel Output To Negative supply To Positive supply via fuse To Fuel Solenoid


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Example of relay pins connected to DSE solid state output to drive a fuel solenoid. NOTE :- The Close Mains Relay should be NORMALLY CLOSED when de-energised for fail safe operation. Should the DC supply fail the mains will always be available. The output from the DSE solid state output when energised will OPEN the relay therefore isolating the mains supply.

XXIV


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XXV


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XXVI


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XXVII


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INTENTIONALLY LEFT BLANK

XXVIII

6122 AUTOMATIC MAINS FAILURE MODULE


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OPERATING MANUAL

COMPLEX SOLUTIONS MADE SIMPLE.

R

DSE

DSEULTRA

®

DSE6000 Quick Start Guide Document Number 057-102


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Author : John Ruddock

DSE Model 6000 Series Quick Start Guide

R

DSE Deep Sea Electronics Plc Highfield House Hunmanby North Yorkshire YO14 0PH ENGLAND

Sales Tel: +44 (0) 1723 890099 Sales Fax: +44 (0) 1723 893303 E-mail: [email protected] Website: www.deepseaplc.com DSE Model 6000 series Control and Instrumentation System Operators Manual © Deep Sea Electronics Plc All rights reserved. No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means or other) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988. Applications for the copyright holder’s written permission to reproduce any part of this publication should be addressed to Deep Sea Electronics Plc at the address above. The DSE logo and the names DSEUltra, DSEControl, DSEPower, DSEExtra, DSEMarine and DSENet are UK registered trademarks of Deep Sea Electronics PLC. Any reference to trademarked product names used within this publication is owned by their respective companies. Deep Sea Electronics Plc reserves the right to change the contents of this document without prior notice.

Amendments since last publication


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Amd. No.

Comments

Clarification of notation used within this publication.

NOTE:

Highlights an essential element of a procedure to ensure correctness.

CAUTION!

Indicates a procedure or practice, which, if not strictly observed, could result in damage or destruction of equipment.

WARNING!

Indicates a procedure or practice, which could result in injury to personnel or loss of life if not followed correctly.

Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 2


TABLE OF CONTENTS Section 1

Page

BIBLIOGRAPHY .....................................................................................4 1.1

INSTALLATION INSTRUCTIONS.........................................................4

1.2

TRAINING GUIDES..........................................................................4

1.3

MANUALS......................................................................................4

2

INTRODUCTION ....................................................................................5

3

DESCRIPTION OF CONTROLS .................................................................6 3.1

QUICKSTART GUIDE ....................................................................8 3.1.1 STARTING THE ENGINE..........................................................8 3.1.2 STOPPING THE ENGINE .........................................................8

3.2 4

VIEWING THE INSTRUMENTS.......................................................9

OPERATION.........................................................................................10 4.1

ECU OVERRIDE..................... .....................................................10

4.2

AUTOMATIC MODE .....................................................................11 4.2.1 WAITING IN AUTO MODE .......... ...........................................11 4.2.2 STARTING SEQUENCE .............. ...........................................11 4.2.3 ENGINE RUNNING .......... ....................................................12 4.2.4 STOPPING SEQUENCE ............. ............................................12

4.3

MANUAL MODE...........................................................................13 4.3.1 WAITING IN MANUAL MODE ... ..............................................13 4.3.2 STARTING SEQUENCE ............ .............................................13 4.3.3 ENGINE RUNNING .......................... ....................................14 4.3.4 STOPPING SEQUENCE .................. .......................................14

4.4

TEST MODE OF OPERATION........................... ............................. 15 4.4.1 WAITING IN TEST MODE ................. .................................... 15


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4.4.2 STARTING SEQUENCE ...................... .................................. 15 4.4.3 ENGINE RUNNING .............................................................. 16

Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 3


1

BIBLIOGRAPHY This document refers to and is referred to by the following DSE publications which can be obtained from the DSE website www.deepseaplc.com

1.1 INSTALLATION INSTRUCTIONS Installation instructions are supplied with the product in the box and are intended as a ‘quick start’ guide only. DSE PART

DESCRIPTION

053-059

6110 installation instructions

053-060


053-061


1.2 TRAINING GUIDES Training Guides are produced to give ‘handout’ sheets on specific subjects during training sessions. DSE PART

DESCRIPTION

056-005

Using CTs with DSE products

056-010

Overcurrent protection

056-022

Breaker Control

056-029

Smoke Limiting

056-030

Module PIN codes


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1.3 MANUALS DSE PART

DESCRIPTION

057-004

Electronic Engines and DSE wiring manual

057-100

6000 Series Configuration Suite manual



2

INTRODUCTION This document details the installation and operation requirements of the DSE6000 Series modules, part of the DSEUltra® range of products. The manual forms part of the product and should be kept for the entire life of the product. If the product is passed or supplied to another party, ensure that this document is passed to them for reference purposes. This is not a controlled document. You will not be automatically informed of updates. Any future updates of this document will be included on the DSE website at www.deepseaplc.com The DSE 6100 series module has been designed to allow the operator to start and stop the engine/generator, and if required, transfer the load. The user also has the facility to view the system operating parameters via the LCD display. The DSE 6100 module monitors the engine, indicating the operational status and fault conditions, automatically shutting down the engine and giving a true first up fault condition of an engine failure. The LCD display indicates the fault. The powerful microprocessor contained within the module allows for incorporation of a range of enhanced features:

●

Text based LCD display

●

True RMS Voltage monitoring.

●

Engine parameter monitoring.

●

Fully configurable inputs for use as alarms or a range of different functions.

●

Engine ECU interface to electronic engines (specify on ordering)

●

Magnetic pickup interface for engine only applications (specify on ordering)

Using a PC and the 6000 series configuration software allows alteration of selected


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operational sequences, timers and alarm trips. Additionally, the module’s integral fascia configuration editor allows adjustment of this information. A robust plastic case designed for front panel mounting houses the module. Connections are via locking plug and sockets.



3

DESCRIPTION OF CONTROLS The following section details the function and meaning of the various controls on the module.

Main status display

Display Scroll button

Common Alarm Indicator

Info button

Start engine

Select Stop mode


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Select Manual mode

Select Test mode (DSE 6120 only)

Select Auto mode

Alarm mute/lamp test



Mains Available (DSE 6120 only) Mains On Load (DSE 6120 only)

Generator On Load


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Generator Available



3.1

QUICKSTART GUIDE This section provides a quick start guide to the module’s operation.

3.1.1 STARTING THE ENGINE

First press Manual mode

...Then, press the Start button to crank the engine

NOTE :- For further details, see the section entitled ‘OPERATION’ elsewhere in this manual.


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3.1.2

STOPPING THE ENGINE

Select Stop/Reset mode. The generator is stopped.

NOTE:- For further details, see the section entitled ‘OPERATION’ elsewhere in this manual.



3.2

VIEWING THE INSTRUMENTS

It is possible to scroll to display the different pages of information by repeatedly operating the scroll button Once selected the page will remain on the LCD display until the user selects a different page or after an extended period of inactivity, the module will revert to the status display. When scrolling manually, the display will automatically return to the Status page if no buttons are pressed for the duration of the configurable LCD Page Timer. If an alarm becomes active while viewing the status page, the display shows the Alarms page to draw the operator’s attention to the alarm condition. Metering:

Generator Voltage, 3-phase, L-L and L-N Generator Amps L1, L2 and L3 (On/Off selectable in software) Generator Frequency Mains Voltage, 3-phase, L-L and L-N Battery Voltage Engine hours Run Oil Pressure Gauge Engine Temperature Gauge Fuel Level Fail to Start

Indicators: Fail to Stop Low Oil pressure High Engine Temperature Under/Over-speed Under/Over voltage – Warning, Shutdown or Electrical Trip Emergency Stop Failed to reach loading voltage Failed to reach loading frequency Charge Fail


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Over Current – Warning, Shutdown or Electrical Trip Low DC Voltage + AMF indications + CAN diagnostics At power up, the display will display the software version, then display the default display screen, which will display Generator Frequency.



4

OPERATION

4.1 ECU OVERRIDE

NOTE:- ECU Override function is only applicable to the CAN variant of the 6100 series controller.

NOTE:- Depending upon system design, the ECU may be powered or unpowered when the module is in STOP mode. ECU override is only applicable if the ECU is unpowered when in STOP mode. When the ECU powered down (as is normal when in STOP mode), it is not possible to read the diagnostic trouble codes or instrumentation. Additionally, it is not possible to use the engine manufacturers’ configuration tools. As the ECU is usually unpowered when the engine is not running, it must be turned on manually as follows : ●

Select STOP

mode on the DSE controller.

●

Press and hold the START

button to power the ECU. As the controller is in STOP mode,

the engine will not be started. ●

●

Continue to hold the start button for as long as you need the ECU to be powered. The ECU will remain powered until a few seconds after the START button is released.

This is also useful if the engine manufacturer’s tools need to be connected to the engine, for instance to configure the engine as the ECU needs to be powered up to perform this


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operation.



4.2

AUTOMATIC MODE NOTE:-If a digital input configured to panel lock is active, changing module modes will not be possible. Viewing the instruments and event logs is NOT affected by panel lock.

Activate auto mode by pressing the operation if no alarms are present.

pushbutton. The

icon is displayed to indicate Auto Mode

Auto mode will allow the generator to operate fully automatically, starting and stopping as required with no user intervention.

4.2.1

WAITING IN AUTO MODE

If a starting request is made, the starting sequence will begin. Starting requests can be from the following sources : ●

Mains failure (DSE6120 only)

●

Activation of an auxiliary input that has been configured to remote start

●

Activation of the inbuilt exercise scheduler.

4.2.2

STARTING SEQUENCE

To allow for ‘false’ start requests, the start delay timer begins. Should all start requests be removed during the start delay timer, the unit will return to a stand-by state. If a start request is still present at the end of the start delay timer, the fuel relay is energised and the engine will be cranked. NOTE:- If the unit has been configured for CAN, compatible ECU’s will receive the start command via CAN.

If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the crank rest duration after which the next start attempt is made. Should this sequence continue beyond the set number of attempts, the


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start sequence will be terminated and the display shows

Fail to Start.

When the engine fires, the starter motor is disengaged. Speed detection is factory configured to be derived from the main alternator output frequency but can additionally be measured from a Magnetic Pickup mounted on the flywheel (Selected by PC using the 3000 series configuration software). Additionally, rising oil pressure can be used to disconnect the starter motor (but cannot detect underspeed or overspeed). NOTE:- If the unit has been configured for CAN, speed sensing is via CAN.

After the starter motor has disengaged, the Safety On timer activates, allowing Oil Pressure, High Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without triggering the fault.



4.2.3 ENGINE RUNNING Once the engine is running and all starting timers have expired, the animated displayed.

icon is

DSE6110 - The generator will be placed on load if configured to do so. NOTE:-The load transfer signal remains inactive until the Oil Pressure has risen. This prevents excessive wear on the engine. If all start requests are removed, the stopping sequence will begin. 4.2.4 STOPPING SEQUENCE The return delay timer operates to ensure that the starting request has been permanently removed and isn’t just a short term removal. Should another start request be made during the cooling down period, the set will return on load. If there are no starting requests at the end of the return delay timer, the load is removed from the generator to the mains supply and the cooling timer is initiated. The cooling timer allows the set to run off load and cool sufficiently before being stopped. This is particularly important where turbo chargers are fitted to the engine.


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After the cooling timer has expired, the set is stopped.



4.3

MANUAL MODE NOTE:- If a digital input configured to panel lock is active, changing module modes will not be possible. Viewing the instruments and event logs is NOT affected by panel lock.

Manual mode allows the operator to start and stop the set manually, and if required change the state of the load switching devices. Module mode is active when the button is pressed. 4.3.1 WAITING IN MANUAL MODE To begin the starting sequence, press the sequence begins immediately.

button. If ‘protected start’ is disabled, the start

If ‘Protected Start’ is enabled, the icon is displayed to indicate Manual mode and the manual LED flashes. The button must be pressed once more to begin the start sequence. 4.3.2 STARTING SEQUENCE

NOTE:- There is no start delay in this mode of operation.

The fuel relay is energised and the engine is cranked.

NOTE:- If the unit has been configured for CAN, compatible ECU’s will receive the start command via CAN.

If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the crank rest duration after which the next start attempt is made. Should this sequence continue beyond the set number of attempts, the start sequence will be terminated and the display shows Fail to Start.


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When the engine fires, the starter motor is disengaged. Speed detection is factory configured to be derived from the main alternator output frequency but can additionally be measured from a Magnetic Pickup mounted on the flywheel (Selected by PC using the 3000 series configuration software). Additionally, rising oil pressure can be used disconnect the starter motor (but cannot detect underspeed or overspeed).

NOTE:- If the unit has been configured for CAN, speed sensing is via CAN. After the starter motor has disengaged, the Safety On timer activates, allowing Oil Pressure, High Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without triggering the fault.



4.3.3

ENGINE RUNNING In manual mode, the load is not transferred to the generator unless a ‘loading request’ is made. A loading request can come from a number of sources. ●

Detection of mains failure (DSE6120 only)

●

Activation of an auxiliary input that has been configured to remote start on load

●

Activation of the inbuilt exercise scheduler if configured for ‘on load’ runs.

NOTE:-The load transfer signal remains inactive until the Oil Pressure has risen. This prevents excessive wear on the engine. Once the load has been transferred to the generator, it will not be automatically removed. To manually transfer the load back to the mains either: ●

Press the auto mode

button to return to automatic mode. The set will observe

all auto mode start requests and stopping timers before beginning the Auto mode stopping sequence. ●

Press the stop button

●

De-activation of an auxiliary input that has been configured to remote start on load

4.3.4

STOPPING SEQUENCE In manual mode the set will continue to run until either : ●

●

The stop button

is pressed – The set will immediately stop

The auto button

is pressed. The set will observe all auto mode start requests


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and stopping timers before beginning the Auto mode stopping sequence.



4.4

TEST MODE OF OPERATION

NOTE:- Test Mode is only applicable to DSE7220/DSE7320 controllers. NOTE:- If a digital input configured to panel lock is active, changing module modes will not be possible. Viewing the instruments and event logs is NOT affected by panel lock. Activate test mode be pressing the confirms this action.


Test mode will start the set and transfer the load to the generator to provide a Test on load function. 4.4.1

WAITING IN TEST MODE

When in test mode, the set will not start automatically. To begin the starting sequence, press the 4.4.2

button.

STARTING SEQUENCE

The set begins to crank. NOTE:- If the unit has been configured for CAN, compatible ECU's will receive the start command via CAN.

If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the crank rest duration after which the next start attempt is made. Should this sequence continue beyond the set number of attempts, the start sequence will be terminated and the display shows Fail to Start. When the engine fires, the starter motor is disengaged. Speed detection is factory configured to be derived from the main alternator output frequency but can additionally be


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measured from a Magnetic Pickup mounted on the flywheel (Selected by PC using the 7000 series configuration software). Additionally, rising oil pressure can be used disconnect the starter motor (but cannot detect underspeed or overspeed).

NOTE:- If the unit has been configured for CAN, speed sensing is via CAN.

After the starter motor has disengaged, the Safety On timer activates, allowing Oil Pressure, High Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without triggering the fault.



4.4.3

ENGINE RUNNING Once the engine is running, the Warm Up timer, if selected, begins, allowing the engine to stabilise before accepting the load. Load will be automatically transferred from the mains supply to the generator.

NOTE:-The load transfer signal remains inactive until the Oil Pressure has risen. This prevents excessive wear on the engine.

In test mode, the set will continue to run on load until either: ●


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●

The stop button

is pressed – The set will immediately stop

The auto button is pressed. The set will observe all auto mode start requests and stopping timers before beginning the Auto mode stopping sequence.



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053-059 ISSUE 1

DEEP SEA ELECTRONICS

DSE6110 Installation Instructions

R

DSE

ACCESSING THE FRONT PANEL EDITOR (FPE) The module must be in STOP mode with the engine at rest before configuration mode can be accessed. To enter the ‘configuration mode’ press both the INFO

and STOP

buttons together.

ENTERING THE CONFIGURATION EDITOR PIN NUMBER If the module PIN number has been set, the PIN number request is then shown. The configuration cannot be viewed or changed until the PIN number is correctly entered. ●

●

The first * is flashing. Press + or – buttons to adjust it to the correct value for the first digit of the PIN number. Press

Enter Pin

when the first digit is correctly entered.

●

The entered digit will turn back to a * to maintain security.

●

Enter the remaining digits of the pin number using the same method.

If the Configuration PIN has been entered successfully (or the PIN number has not been set in the module) the first configurable parameter is displayed. NOTE:- When is pressed after editing the final PIN digit, the PIN is checked for validity. If the number is not correct, the editor is automatically exited. To retry you must re-enter the editor as described above. EDITING A PARAMETER Enter the editor as described above. ● Press to select the required ‘page’ as detailed below. ● Press (+) to select the next parameter or (-) to select the previous parameter within the current page. ● When viewing the parameter to be changed, press the ( ) button.The value begins to flash. ● Press (+) or (-) to adjust the value to the required setting. ● Press ( ) the save the current value, the value ceases flashing. ● Press and hold the ( ) button to exit the editor.


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NOTE: - Values representing pressure will be displayed in Bar. Values representing temperature are displayed in degrees Celsius.

NOTE:- To exit the front panel configuration editor at any time, press and hold the Ensure you have saved any changes you have made by pressing the button first.

( ) button.

NOTE:- When the editor is visible, it is automatically exited after 5 minutes of inactivity to ensure security.

NOTE:- The PIN number is automatically reset when the editor is exited (manually or automatically) to ensure security.

Deep Sea Electronics Plc. Tel:+44 (0)1723 890099 Fax: +44 (0)1723 893303 LO CALL (from UK BT landlines) Telephone 0845 260 8933 Email: [email protected] Web: www.deepseaplc.com

Deep Sea Electronics inc. Phone: +1 (815) 316-8706 Fax: +1 (815) 316- 8708 TOLL FREE (USA only) : Tel: 1 866 636 9703 Email: [email protected] Web: www.deepseausa.com

Deep Sea Electronics Plc. (Far East) Tel:+66 2 670 6228 Fax: +66 2 678 3028 Email: [email protected] Web: www.deepseaplc.com


ADJUSTABLE PARAMETERS (Configuration editor)


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(Factory default settings are shown in bold italicised text)

Section

Parameter as shown on display

Values

PIN

Pin Entry

####

DISPLAY

Contrast

0% - 100% (53%)

Language

English - Others

LCD Page Timer

hh:mm:ss (5m)

Auto Scroll Delay

1s - 1hr (2s)

ALT CONFIG

Default Config

Default Config

ENGINE

Oil Pressure Low Shutdown

0bar - 9.97bar (1.03bar)

Coolant Temperature High Shutdown

2ºC - 140ºC (95ºC)

GENERATOR

Start Delay Timer

0 - 10hr (5s)

Pre Heat Timer

0 - 5m (0s)

Crank Duration Timer

0 - 1m (10s)

Crank Rest Timer

0 - 1m (10s)

Safety On Delay

0 - 1m (10s)

Smoke Limiting

0 - 15m (0s)

Smoke Limiting Off

0 - 1m (0s)

Warm Up Timer

0 -1hr (0s)

Cool Down Timer

0 - 1hr (1m)

Speed Low Shutdown

Active, Inactive

Speed Low Shutdown

0RPM - 6000RPM (1270RPM)

Speed High Shutdown

0RPM - 6000RPM (1740RPM)

Fail To Stop Delay

0 - 2m (30s)

Battery voltage Low Warning Delay

0 - 24hr (1m)

Battery Voltage Low Warning

Active, Inactive

Battery Low Voltage

0V – 40V (10V)

Battery Voltage High Warning

Active, Inactive

Battery Voltage High Warning Delay

0V - 24hr (1m)

Battery Voltage High Warning

0V – 40V (30V)

Charge Alternator Failure Warning

Active, Inactive

Charge Alternator Failure Warning

0V – 39V (6V)

Charge Alternator Failure Warning Delay

0 - 24hr (5s)

Charge Alternator Failure Shutdown

Active, Inactive

Charge Alternator Failure Shutdown

0V – 5.9V (4.0V)

Charge Alternator Failure Shutdown Delay

0 - 24hr (5s)

Voltage Low Shutdown

50V – 360V (184V)

Voltage Nominal

50V – 276V (230V)

Voltage High Shutdown

231V – 360V (277V)

Frequency Low Shutdown

0Hz - 75Hz (43Hz)

Frequency Nominal

0Hz - 75Hz (50Hz)

Frequency High Shutdown

0Hz - 75Hz (58Hz)

Full Load Rating

5A – 6000A (500A)

Delayed Over Current

Active, Inactive

Delayed Over Current

50% - 120% (100%)

AC System

Single Phase, 2 Wire 3 Phase, 4 Wire 2 Phase, 3 Wire (L1&L3) 3 Phase, 4 Wire (Delta) 2 Phase, 3 Wire (L1&L2) 3 Phase, 3 Wire

CT Primary Generator Transient Delay Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 19

5A - 6000A (600A) 0 - 10m (0.7s)

(Factory default settings are shown in bold italicised text) Section TIMERS

Parameter as shown on display

Values

LCD Page Timer

hh:mm:ss (5m)

Auto Scroll Delay

1s - 1hr (2s)

Pre Heat Timer

0 - 5m (0s)

Crank Duration Timer

0 - 1m (10s)

Crank Rest Timer

0 - 1m (10s)

Safety On Delay

0 - 1m (10s)

Smoke Limiting

0 - 15m (0s)

Smoke Limiting Off

0 - 1m (0s)

Warm Up Timer

0 -1hr (0s)

Cool Down Timer

0 - 1hr (1m)

Fail To Stop Delay

0 - 2m (30s)

Battery voltage Low Warning Delay

0 - 24hr (1m)

Battery Voltage High Warning Delay

0V - 24hr (1m)

Return Delay

0 - 5hr (30s)

Generator Transient Delay

0.1s - 2m (30s)

DIMENSIONS AND MOUNTING DIMENSIONS 216mm x 158mm x 42mm

(8.5” x 6.2” x 1.6”) PANEL CUTOUT 182mm x 137mm (7.2” x 5.4”) WEIGHT 510g (0.51kg)

FIXING CLIPS The module is held into the panel fascia using the supplied fixing clips.


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●

Withdraw the fixing clip screw (turn anticlockwise) until only the pointed end is protruding from the clip.

●

Insert the three ‘prongs’ of the fixing clip into the slots in the side of the 6000 series module case.

●

Pull the fixing clip backwards (towards the back of the module) ensuring all three prongs of the clip are inside their allotted slots.

●

Turn the fixing clip screws clockwise until they make contact with the panel fascia.

●

Turn the screws a little more to secure the module into the panel fascia. Care should be taken not to over tighten the fixing clip screws.

NOTE:- In conditions of excessive vibration, mount the panel on suitable anti-vibration mountings.



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R1040 Engine

INDEX

Sr. No.

Topic Nos

1 1.1 1.2 1.3

General Service and Maintenance Maintenance and Repairs Safety

2.1 2.2 2.3 2.4 2.5 2.6 2.7

Engine details Engine Name Plate Engine illustrations Engine lifting device Lube oil system Fuel supply system Cooling System Electrical System

88-97 88 89 89 90 94 96 97

3.1 3.2 3.3 3.4 3.5

Engine operation Commissioning Starting Stopping Operating conditions Running-in period

98-104 98 101 101 102 104

4.1 4.2

Routine Maintenance Maintenance Schedule Top Overhaul and Major Overhaul Periods

105-106 105 106

5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8

Service and Maintenance Maintenance of Lubrication system Maintenance of Fuel System Maintenance of Cooling System Maintenance of Dry type air cleaner Belt drives Adjustments Maintenance of Electrical Equipment Checking of Fasteners

106-124 106 113 114 117 121 122 123 124

Troubleshooting and Remedial measures Troubleshooting Useful tips for Turbocharger Periodical Inspection of Turbocharger for Generating set application Recommendation for Turbocharger operation and maintenance

124-128 125 127

2

3

4

5

6


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6.1 6.2 6.3 6.4

7

88 88 88 88

Instruction Manual for Electronic Governor

8

127 128 128

8.1 8.2 8.3

Engine preservation Recommended Preservatives Preservation Procedure Commissioning of Preserved Engine

130-131 130 130 131

9.1 9.2

Tightening Torque, Settings Tightening Torque Settings

132-133 132 133

9

10

Page

Fuel timing

133

87

1 General Your engine needs Clean High Speed Diesel oil. Lubricating oil of specified quality and viscosity grade. Fresh air for combustion of fuel, for cooling of engine. Proper ventilation of engine compartment to avoid re-circulation of hot air. Genuine spare parts for its maintenance. 1.1 Service and Maintenance Sound service and maintenance practices will ensure that the engine continues to meet your requirements. Recommended service intervals must be observed. The service and maintenance work should be carried out conscientiously. Special care should be taken under abnormally demanding operating conditions. 1.2 Maintenance and Repairs Shut down the engine before carrying out maintenance or repair work. When the work is complete, be sure to install safety devices that may have been removed. If you have to work on a running engine, ensure that all clothing is tight fitting and cannot catch the moving parts. Never fill the fuel tank while the engine is running. Observe all industrial safety regulations when engines are operating in enclosed spaces or underground. Please contact your Distributor for Spare parts enquiry. Use only genuine spare parts. 1.3 Safety All Safety instructions (for both engine and operator) in this manual are designed by the accompanying symbol. Please follow them carefully. The attention of operating personnel should be drawn to these instructions. General safety and accident prevention regulations laid down by law must also be observed. 2 Engine details – 2.1 PCV / CCV Arrangement – PCV / CCV Arrangement only for COM stage II engine.


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2.2 Engine Name Plate

Fig 2.1.1

88

Engine no is punched on the Name Plate which is fixed on the engine Crankcase. Fig. No 2.1.1 show the engine nameplate 2.2.2 Engine Number System 4H 3002 / 06 00001 Engine serial No Year of Manufacturing Application code No. (i.e. build of the engine) 2H for 2R1040 3H for 3R1040 4H for 4R1040NA or 4R1040T or 4R1040TA 6H for 6R1080T or 6R1080TA Please furnish the complete engine number so that matter concerning Customer Service and Spare Parts can be more easily dealt with. 2.2.3 Model Designation The engine model is punched on nameplate in column ‘TYPE’. The information about engine series, No off cylinders, Piston displacement in liter per cylinder and Aspiration is mentioned. The examples are stated below will clarify the matter. 3 R 1040

Indicates Piston displacement 1.04 Lit. /Cylinder as 1040 Indicates series of engine as R series Indicates No.off Cylinders as 3


SERVICE

6 R 1080 TA Indicates engine aspiration TA as ‘Turbocharged After cooled’ engine. (In case of Naturally aspirated engines this denomination is not mentioned.) Indicates Piston displacement 1.08 Lit. /Cylinder as 1080 Indicates series of engine as R series

Indicates No. off Cylinders as 6

89

2.1 Engine illustrations

Inlet Manifold Side

Exhaust Manifold Side

1 Air inlet manifold 2 Air cleaner 3 Oil filling body 4 Fuel pump 5 Fuel Feed pump 6. Spin-on Lube oil filter 7. Spin-on Fuel Filter 8. Dipstick 9. Lube oil sump with drain Plug 10.Gear casing 11.Radiator 12.Balance Water Tank

13 Stop solenoid 14 Breather (Positive crankcase ventilation) 15 Alternator (for battery charging) 16 Crankcase 17 Starter 18. Engine mounting foot (Gear end side) 19. Engine mounting foot (Flywheel end side) 20. Exhaust manifold 21. Rocker cover 22. Flywheel housing 23. Flywheel

2.3 Engine lifting device


SERVICE

2.3.3 For bare engine for ’R1040/R1080’ Before lifting the engine first fix the lifting hooks on the engine and then lift the engine (see Fig. 2.3.1). The lifting hooks provided on the engine are meant for lifting bare engine only. Use of engine lifting hooks for lifting of generating set must be avoided as it can cause damage to engine or generating set in the event of breakage.

90

Fig.2.3.1

For Canopied generating set lifting is shown below. Use proper sling/tackle arrangement for lifting the generating set.

2.4 Lube oil system Lube oil circuit


SERVICE

Force feed lubrication is provided by a 'G' rotor type pump to main bearings, large end bearings, camshaft journals and to the valve gear, fuel pump and turbocharger (incase of turbocharged engines). Other components like connecting rod small end bushes, cylinder liners and gear train are splash lubricated. Piston cooling nozzles are provided for piston cooling for turbocharged engines only. Oil supply to valve gear is achieved through rocker shaft core hole; the oil supply is controlled to the valves and rocker arm by oil metering screw, which results into lower oil consumption and lower carbon deposition. The system includes adequate filtering by replaceable 'Spin-on' filter cartridge. For 6R1080 series engines twin filter cartridges are provided and a centrifuge Lube oil filter is also provided. The water-cooled lube oil cooler is provided to maintain the oil temperature within limits. A relief valve controls the maximum oil pressure, which is provided on delivery side of the lube oil pump.

91


SERVICE

92

2.4.2 Lube oil pump: Lube oil pump Delivery Engine type Engine rpm Lube oil pump rpm Delivery Liters/min. at 4kg/cm2 pressure 20.5

2R/3R/4R1040 1500 1680

4R1040T/TA 1500 1680

30

32

6R1080/T/TA 1500 1680

Lube oil pressure: At low idling speed Minimum 1.5 Kg/cm In normal working condition when engine is warm At loaded condition in operating range 2

Minimum 1.5 Kg/cm 2.5 Kg/cm 2.5 to 5.5 Kg/cm

2

2

2

2

If the pressure at any time drops, at engine idling rpm or below 1.5 kg/cm at operating speed of 1500 rpm, under loaded condition, then replace the lube oil filter cartridge and check the pressure. If the pressure is still low, then contact your Distributor. 2.4.3 Lube oil Temperature: The maximum lube oil temperature for 'R1040/R1080' series engines is ambient temperature plus 700C. For example if ambient temperature is 400C, the maximum lube oil temperature should be 1100 C

2.4.4 Lube oil consumption: Lube oil consumption for well run in

0.3% of fuel

engine & under normal load condition.

consumption

Note:


SERVICE

1 2 3

During the running in period of first 50 hours, never exceed 'full load' even for a short duration; this is applicable for stationary applications like power generation application. During the running in period the oil consumption is slightly more than the above figure. The lube oil consumption varies according to engine operating conditions. The value mentioned above is for the normal engine operating condition.

2.4.5 Lube oil sump capacity and oil change period: The lube oil sump capacities and oil change period of 'R1040/R1080' series engines are as below:

93

These capacities are for the standard cast iron and standard sheet metal sumps. Engine type Oil sump type Initial fill (lit.) Refill (lit.)

2R1040 S.M. 5.5 4.5

3R1040 S.M. 9 7.5

4R1040/T/TA S.M. 11.5 9.5

6R1080/T/TA S.M. 15 13.5

Oil Specifications

Oil change period (Hours)

To be used for

MIL-L-2104 C PLUS CF4, D4, D5

400

Naturally aspirated as well as Turbo charged engines

The oil must be changed at least once in a year. This is applicable to the engines, which are running for standby duty application. The above oil change period is subject to following conditions. The minimum ambient temperature should not less than – 10 C. Please contact your distributor for change in the ambient temp condition.

0

Note:

First fill = Sump capacity + Gallery capacity + Lube oil filter capacity Fill the oil Lube oil filter before fitting on the engine. Do not forget to fill the Lube oil filter whenever you replace the filter. Whenever Lube oil filter is drained off, add approximately 0.5 lit. /1 lit. extra Lube oil (as per the size of the Spin-on filter cartridge) in the sump to maintain the correct oil level.) The oil level in the sump should be checked at room temperature by using dipstick. Top up with fresh oil when the level reaches the low level mark on dip stick, fill till it increases to top level mark. Avoid over filling.

2.4.6 Lube oil Specifications and recommendations


SERVICE

The chart below shows the nomenclature of lube oil in different standards. Lube oils of correct viscosity and detergency grades should be used. For detergency, oil should comply with the following specifications US Military Specifications MIL-2104C MIL-2104C Plus

American Petroleum classification (API) CD/SE

CCMC Institute

CF4

D4

-

For viscosity, the recommended SAE number should be used. SAE J 30 specifies the viscosity of Lube oils for each SAE No. Always use oil brands of reputed oil companies. Too viscous oil causes starting difficulties. The ambient temperature prevailing at the time of starting the engine should be governed the choice of the viscosity grade, during winter operation.

94

It is recommended to use 'multi grade oil' considering the maximum and minimum ambient temperatures. No guarantee claims will be entertained on the grounds of engine damages due to use of unsuitable engine Lube oils.

Atmospheric Temperature range in C

Viscosity no

-20 to +20

0

SAE 10W30

-10 to +50

0

SAE 15W40

0

0

-5 to +45 0

SAE 20W40

0

We recommend to use K-oil, for your engine. Note: The anticipated lowest temperature at the time of engine starting should be used as reference in winter. While in summer the highest anticipated temperature of the day should be used as reference. 2.5 Fuel supply system 2.5.1 Fuel Circuit


SERVICE

Fuel is supplied to the block type fuel pump by a fuel lift pump (feed pump) incorporated in the fuel pump itself. A dual type spin-on fuel filter consisting of efficient pre and micro paper filter cartridges ensures the supply of clean fuel to the fuel pump. The schematic diagram (Fig.2.5.1)shows the fuel circuit of the engine.

NOTE: It the fuel tank is to be installed below the fuel pump level, and then the bottom level of the fuel tank should be less than 1 meter below the feed pump inlet 2.5.2 Fuel Specifications The performance of the engine depends upon supply of clean and correct grade of fuel. The fuel injection equipment is manufactured to very close tolerances and slightest amount of dirt in fuel can cause wear on the injection equipment. Following points are important in use of fuel on Kirloskar R1040/1080 series engines. The following specifications are approved: BS: 2869-A1&A2 (In case of A2, note sulphur content)

95

DIN51601 ASTMD 975-81:1D&2D

Winter Grade Fuel

At low temperatures, waxing may occur and clog the fuel system, thus causingoperationaltroubles. In the case of ambient temperature below 10° c, use 'Winter Grade' diesel fuel,mixedwithKerosene.

Ambient Temperature °C

+10 WINTER GRADE HIGH SPEED DIESEL

+5 0 -10 -15 -20

0

30 20 10 % of Kerosene

40

50

Fig.2.5.2

Proportion of Kerosene to be mixed in Diesel, depends on the ambient temperature as shown in the graph (Fig.2.5.2). (Maximum proportion limited to 50%) For cold startingaidsee3.4.1

PREPARE THE BLEND IN THE TANK IT SELF. FILL IN THE NECESSARY AMOUNT OF KEROSENE FIRST, THEN ADD DIESEL FUEL.


SERVICE

2.5.3 Storing Fuel Oil

The storage of fuel oil is of utmost importance since many engine problems are traced to dirty fuel or fuel stored for too long a period. Store fuel in a convenient place outside the building.

It is recommended that the fuel tank should be filled in at the end of the day's work. This keeps moisture out of the tank.

To eliminate water from the fuel, drain out small quantity of fuel from fuel tank through a drain plug every day before starting the engine.

96

2.6 Cooling System 2.6.1 Radiator type cooling system The Radiator type cooling system is used. The Schematic diagram, of the typical water circuit with Radiator type cooling system, is Shown in the Fig. 2.6.1 below.

Fig. 2.6.1 IMPORTANT In order to have the efficient cooling and optimum performance of the engine, we

recommend using the radiator supplied by KOEL. It is also necessary to ensure proper ventilation to avoid hot air re-circulation into the cooling system. Please refer KOEL Genset Manual for details.

2.6.2 Coolant In summer, use fresh water with anticorrosion additive for engine cooling to avoid rust formation. Water should be clear and free of any corrosive chemicals such as chloride, sulphates and acids.


SERVICE

We recommend to use, coolant blend of soft water and one of the following rust preventive compound as mentioned below

Nalco-2000

35 cc per liter.

In winter, use Ethylene glycol antifreeze diluted with coolant blend as mentioned above in the proportion in the cooling system as mentioned below

Ambient temperature C +5 to –5 -6 to -15 -16 to -25 Below -25

Ratio by volume of antifreeze to cooling winter 20:80 33:67 40:60 50:50(Max. permissible ratio)

0

97

Commercially available ready mixed coolants can also be used, with Antifreeze and anticorrosion additives after ascertaining suitability for low ambient temperature. Storage of engine with only fresh water in engine cooling system should be avoided at ambient temperature below 5° C. This may cause cracks in the engine components. If the engine is to be transported from normal ambient areas to Low ambient areas ambient below +5°C the complete cooling system should be drained and refilled with Antifreeze + water mixture as mentioned above.

We recommend to use Pre-Mixed type K Cool super plus radiator coolant 2.7 Electrical System 2.7.1 Electrical Equipment Standard engines are equipped with 12V, negative earth electrical starting system without battery and leads. 12 V Electrical system Alternator

Starter

2.7.2 Battery Battery Capacity Ratings C.I.M (Compression ignition Motor) Rating -Minimum current at 27° C with full charged battery should sustain for 5 min. 30 sec with cell voltage of 1.33V/cell Cranking Performance Rating-It is a minimum current in amperes which fully charged battery at 27°C will sustain for a period of 2 minutes andmaintaincellvoltageof1.2V/cellorhigher. 20 hours capacity rating-it is the capacity in ampere-hour, which the fully charged battery will deliver when it is discharged at 27°C at a constant current for 20 hour before reaching a final voltage over all of 1.75 V/cell.


SERVICE

Recommended Battery Capacity

Ambient temperature in0C

Battery Capacity in Amp-hr 20 hr rate 12 V

24V

Above + 10

135

Two Batteries of 12V, 88 Amp-hr. in series

Below +10 up to-20

180

Two Batteries of 12V,120 Amp-hr. in series

98

For battery capacity at extreme low temperature i.e. below -20°C, contact your distributor. Battery Cables setting Parameter

Cable drop should not exceed than 1.2 V at 600 A. Normal starting current is 600A Based on above two parameters, battery cables are recommended as below

Length in meter

Core size in mm2

Wire Specification

Up to 2.5

70

19/2.14 or 440/0.4

Up to 1.5

35

7/2.5 or 276/0.4

Up to 0.75

25

7/2.14 or 196/0.4

All above cable sizes are for copper cables and use of copper cables is recommended. The battery leads and terminals should be lead coated to avoid corrosion. 2.7.3

Engine wiring Battery + ve and –ve connection, charging alternator +ve and –ve connections, startercoil and pull coil connection should be wired/connected with 4 mm2 wires. Since current through these wire is 30 A. All other wires should be of 1.5 mm2 minimum due to mechanical strength consideration and not by electrical current capacity.

3

Engine operation

3.1

Commissioning Before you start a new or overhauled engine, attend following points

3.1.1

Oil


SERVICE

Fill the engine with Lube oil through oil filling neck as shown in fig. 3.1.1 below. Foroil quantity, grade and viscosity refer point no. 2.4.5 & 2.4.6 respectively.

Fig. 3.1.1

99

3.1.2 Diesel Fill the fuel tank after making sure that it is properly clean. Use High Speed Diesel fuel as recommended in section 2.5.2. According to the ambient temperatures, summer or winter grade diesel fuel should be used. Connect the fuel pump to fuel supply tank as shown in fuel circuit diagram fig. 2.5.1.

Never fill the fuel tank while the engine is running. Strictly observe cleanliness. Do not spill any fuel. The recommended minimum fuel pipe inside diameter for fuel inlet pipes & fuel return pipe (leak off) between tank and engine are as below.

Fuel pipe Fuel supply pipe between tank, engine & filters Leak off return pipe from engine to tank

Min. inside diameter mm 10 mm 6 mm

3.1.3 Bleeding of fuel system

Loosen the vent screw on primary fuel filter as shown in fig.3.1.3.1 below

Fig.3.1.3.1 Primary element


SERVICE

Fig. 3.1.3.2 Micro element

Operate the fuel lift pump (feed pump) until oil flows without air bubbles as shown in fig. 3.1.3.3 below

Fig. 3.1.3.3

100

Tighten the vent screw on primary fuel filter while the diesel fuel id flowing without air bubbles. Similarly bleed the micro filter element by loosening the vent screw on it as shown in fig. 3.1.3.2 above and tighten the vent screw after the removing the air lock. Loosen the banjo bolt on fuel pump gallery as shown in fig. 3.1.3.4 below. Operate the fuel lift pump till the fuel flows free of air bubbles

Fig. 3.1.3.4

3.1.4


SERVICE

Cooling system Fill the cooling water system with recommended coolant blend (See section 2.6.2) Fill the coolant through neck of radiator till it flows through the radiator over flow pipe. (See fig. 3.1.4)

Fig. 3.1.4

3.1.5

Do not open the radiator cap while engine is running or hot. The cooling system is under pressure hence danger of burning body skin. Add coolant when the coolant system is cold. The temperature difference between the coolant in the engine and the coolant being added must not exceed 500C. Belts

Check that belts are in position and the belt tension is proper. If the belt tension is not proper adjust the same as described in section 5.5

101

3.1.6 Valve Clearance It is not necessary to check adjust the valve clearance on a new engine as it is already adjusted at its required value. However after overhauling the engine, it is necessary to recheck and adjust the valve clearance before starting the engine. See section 5.6.1 3.1.7 Other preparations Check battery and lead connections. Also check the cable connections at the starter & alternator. Loose connections lead to improper contact and damage to the terminals.

Remove lifting eyebolts after engine installation. For trial run starting instructions, see section 3.2 After completing the preparations, run the engine for a short period of 10 minutes without load. -Check the engine for oil and water leakages. If the leakages are noticed, remove them. After stopping the engine after the trial run check following. -With engine stationary, check the oil level. Top up the oil if necessary see section 5.1.2 -Retighten the V belts, see section 5.5.1

3.2 Starting 3.2.1 Electric Starting Before starting, make sure that no one is standing in the close vicinity of the engine driven machine. Open the 'Shut off' cock under fuel tank (if provided). After repairs: Make sure that all safety guards have been put back into their original position. All tools are removed from the engine and the driven machine. .

3.3

Engine stopping

Never stop the engine suddenly when running on load. First allow the engine to run on “NO” load for 5 minutes and then stop the engine.


SERVICE

To stop the engine, follow the instructions as below.

Press the stop push button till the engine is completely stopped. Charging current lamp lights up when engine has come to rest. Turn the key counter clockwise to 'OFF' position and withdraw the key. The pilot lamp will be goes off. After stopping the engine, close the 'Shut off' cock under fuel tank (if provided)

102

3.4

Operating conditions

3.4.1

Operation in winter Lube oil viscosity Select specified viscosity grade to meet the performance level for the ambient temperature prevailing at the time of starting the engine. Refer section 2.4.6 Note shorter periods between oil changes when operating below –100C. See section 5.1.1 Diesel fuel Use winter grade fuel for operation below +100C. See section 2.5.2. Cold starting aids Cold starting of a diesel engine depends upon the capacity of starter motor and that of the battery. Since the starting equipment of the engine may differ according to its application, please consult your dealer about the use of cold starting aid. However the general guidelines are given below.

Temperature range Up to 0 C 00 to –20 C Below –20 C 0

0

0

Starting aid No cold starting aid is required. Use flame heater or start pilot Consult your distributor

Battery Cold starting requires a good state of charge of battery. Lowering the starting limit temperature by 40 0 0 to 5 C is possible by increasing the battery temperature to about +20 C. Removing the battery and storing it in a warm room or by using battery-preheating pads could achieve this. Engine coolant 0

Use coolant blend with antifreeze 'Ethylene Glycol' for operations below +5 C. The percentage of mixing the antifreeze into water as per ambient temperatures is given in section 2.6.2


SERVICE

High ambient temperature and/or High altitude With increasing altitude or ambient temperature, the air density decreases, which affects, 1) Maximum power output of the engine. 2) The exhaust gas temperature. 3) In extreme cases the starting behavior.

103

Note:- The declared power ratings of the engine are obtained at standard reference conditions as per ISO 3046/ BS 5514/ DIN 6271/ IS 10000. Where engines are operated at greater altitudes and or higher ambient temperatures, they must be derated in accordance with respective standards. Deration Charts Deration chart for Naturally aspirated engines The deration chart applicable for naturally aspirated engines is illustrated below.The chart is prepared on the basis of standard ambient conditions mentioned in ISO3046/DIN 6271/BS 5514, with 60% relative humidity. For higher relative humidity thederation increases by 2% for 20% rise in relative humidity above 60% relative humidity.


SERVICE

Deration chart for 4R1040T/6R1080T engines The deration chart applicable for R1040T/6R1080T engines is illustrated below.

104

Deration chart for 4R1040TA/6R1080TA engines The deration chart applicable for 4R1040TA/6R1080TA engines is illustrated below

In case of doubt concerning such engine applications, contact your distributor. 3.5

Running in period

3.5.1


SERVICE

After first 100 hours running Change engine oil and see 5.1.3 Change the Lube oil filter Cartridge/element see 5.1.4. Check and retighten fasteners for Lube oil sump if necessary. Clean the fuel strainer (button filter or sediment bowl at feed pump inlet) see 5.2.1 Clean and drain fuel filter bowl and change pre filter element/cartridge see 5.2.4 Check V belt tension and retighten if necessary see 5.5.1 Check engine for leakages of Lube oil, fuel, water. Check the engine mounting bolts, retighten if necessary. See 5.8.3. Retighten intake and exhaust manifold fastening at cylinder heads.

105


SERVICE

Note :Please refer the Genset Maintenance Schedule given at the begaining of this Manual.

106

4.2

Top Overhaul and Major Overhaul Periods

The duration of the operating period before overhaul depend entirely on the maintenance and service given to engine and also the type of environment and engine load cycle. However after about 3000 running hours engine may need top overhaul (servicing of combustion system) and after about 9000 running hours engine may need major overhaul. These periods are based upon the assumption that the engine is maintained properly as per the instructions given in this manual. Hence, the above estimated overhaul periods are to be referred to as general guideline. Please refer the workshop manual for further details. 5 5.1 5.1.1

Service and Maintenance Maintenance of Lubrication system Oil change intervals

The oil change intervals depend on engine application and on quality of lube oil. Refer table

below: Should, within ONE YEAR, the engine runless than the hours stated in the table, the oil must be changed at least ONCE A YEAR. The table is subject to the following condition: -Prevailing ambient temperature down to -10°C.

Standard U.S.Military API CCMC

5.1.2


SERVICE

Oil Grade Oil change (Running hours) MIL-L-2104C/ 2104 C plus, 400 CD/CD plus, CE, CF-4 400 D4,D5, K-Oil 400

Checking oil level Stop the engine and wait for a while till oil level in the sump is settled. Ensure that engine is in horizontal position. Pull out dipstick, wipe it with a non-fraying rag and push it in as far as it will go and then withdraw again (Fig. 5.1.2).

Fig. 5.1.2

The film of oil left on the dipstick should extend to the upper (max) mark. If the level only reaches to the lower mark, the oil should be topped-up without delay.

107

IMPORTANT Failure to attend to this may result in serious damage to the engine (piston & bearing seizure) 5.1.3 Changing Engine Oil

Change engine oil at recommended intervals, See 5.1.1 Run engine until warm.(lube oil temp. approx. 80°C) Stop the engine (Fig. 5.1.3.1)


SERVICE

Place oil tray under drain pipe Unscrew oil drain plug on the end of drain pipe and drain oil completely (Fig, 5.1.3.2)

Collect used oil insuitable receptacle ready for proper disposal to prevent environmental pollution. Refit oil drain plug with new joint washer and tighten firmly. Fill in fresh lube oil.

-Lube oil specifications, refer 2.4.6 -Lube oil sump capacity, refer 2.4.4

IMPORTANT Take care when draining off hot oil: Danger of scalding!

108

5.1.4 Lube oil filter Replace 'Spin-on' lube oil filter cartridge for every oil change. Release lube oil filter cartridge with special tool and spin off as shown in fig. 5.1.4.1

Fig. 5.1.4.1 Clean sealing surface off iltercarrier (Fig.5.1.4.2).

Fig. 5.1.4.2


SERVICE

Fill the new cartridge with Lube oil before assembly Apply light film of oil to rubber seal of new cartridge. Screw cartridge into place by hand until seal is evenly seated. Tighten lube oil filter cartridge firmly by giving a final half turn (Fig.- 5.1.4.3)

Fig. 5.1.4.3

109

Check oil level and lube oil pressure. Check seal of lube oil filter cartridge for leaks

5.1.5

Centrifuge Lube oil filter (Applicable for 6R1080T/TA engines)

Instruction Manual

Introduction

The Centrifuge Cleaner cleans your engine oil continuously when your engine is running. It separates dirt above 1 micron approximately from engine oil thus lowers wear rate of engine components drastically. It avoids harmful oil degradation and arrests depletion of oil additives increasing the oil life. The Centrifuge Cleaner does not require any spare parts to be replaced and gives consistent performance throughout engine oil. Cleaning frequency

For consistent performance, the centrifuge rotor needs to be cleaned periodically as mentioned in this manual. It is recommended that you service the centrifuge every 250 hours of working or at every oil change period. The volume of dirt collected depends upon engine application, loading and environment in which engine is working. Exact period of servicing the centrifuge can thus vary between 200 hours of working to your oil change period. Please follow the instructions given below for cleaning of centrifuge cleaner.

Identification and location


SERVICE

The centrifuge Cleaner is located on the same manifold on which full flow oil filter is mounted. The centrifuge can be easily identified with a dome shaped cover bearing instruction sticker. The exact location is as shown in this photograph 5.1.5.1. The internal components of the centrifuge is shown in Fig 5.1.5.2

Fig 5.1.5.1 Centrifuge Lube oil filter

110

Fig. 5.1.5.2

Servicing Instructions

-It is a precision assembly, handle with care. -Carry out servicing preferably when the engine oil is still warm -All threaded parts of the centrifuge require following gadgets: a 13 mm spanner, a blint knife, a small adjustable pliers and waste cotton for cleaning.


SERVICE

Servicing Instructions

Fig. 5.1.5.3

Unscrew top nut with a 13 mm spanner and remove centrifuge cover. See Fig 5.1.5.3 above. The centrifuge cover nut has a puller arrangement so that the cover will be lifted as you unscrew the top nut.

111

Fig. 5.1.5.4 Hold the rotor in hand and lift rotor to remove it completely from central shaft. See Fig 5.1.5.4 above. The rotor will contain about 200 ml of oil. Drain oil from the rotor. The rotor has two bushes at its ends. Take care while removing rotor from central shaft. The rotor should not fall; otherwise it will damage the bushes. Un screw rotor nut by holding rotor assembly in hand. The rotor nut can be opened by hand. if it is tight, unscrew it with light pliers. Never grip the rotor nut tightly in clamping device like a bench vice. It may damage the rotor body permanently. Remove rotor cover and deflect or inside. For removing rotor cover, remove the rotor nut completely, hold the rotor cover in hand and give a light blow to the rotor body at the rotor nut end by hand. The rotor body and deflector will come out from the opposite end. After you open the rotor, you will see cake formed sticky dirt mass all around the rotor cover from inside. Remove the dirt by a blunt knife as shown. Clean the rotor cover and all rotors thoroughly by compressed air. See Fig 5.1.5.5 below. Clean the centrifuge central shaft also.

Fig. 5.1.5.5


SERVICE

Assemble rotor in correct sequence of parts. Match arrow marks on rotor cover and rotor. Tighten rotor nut firmly by hand. Install rotor on shaft and assemble cleaner cover.

Fig. 5.1.5.6 Arrow mark

Now your centrifuge is ready to collect more dirt from oil. Points to care about centrifuge cleaner 1 Replace rubber rings if deformation or cuts are observed. Using damaged rubber rings will result in oil leakage and improper functioning of centrifuge cleaner.

112

1 While assembling the rotor, ensure that the rubber ring has taken proper seat in its place. This is necessary for proper sealing of rotor assembly. 2 Take care with the centrifuge housing and rotor body. They are made of aluminium, hence are susceptible to damage due to accident. 4. Always ensure that the arrow marks on rotor cover and rotor are matched after assembling the rotor. See Fig 5.1.5.6 above. The rotor body is dynamically balanced. Mismatch of arrow marks on rotor cover and rotor will result in excessive vibrations of the cleaner and part breakage. 3 The rubber ring is made of Viton rubber. Use genuine spare rubber ring only. Rubber ring of any other material will not give desired performance. Don'ts about centrifuge cleaner

Fig. 5.1.5.7

Do not over tighten the top nut. Tighten just enough to prevent leakage of oil from centrifuge cover

and housing. Over tightening top nut will damage the threading in centrifuge housing and damage the centrifuge permanently.


SERVICE

Use 1.2 kg-m torque for tightening of centrifuge cover.

Fig. 5.1.5.8

Do not hold the rotor nut in clamping device like bench vice as shown. Extra clamping pressure on

rotor nut may result in damaging the circularity of upper bush and will result in permanent damage to rotor assembly. See Fig 5.1.5.7 above Do not open or tamper with the valve assembly. The valve assembly is preset for opening oil pressure in engine's oil gallery. If the setting is lost or the valve assembly is damaged, there is risk that your engine will not get enough oil or the centrifuge will not function properly. See Fig 5.1.5.8 above

113

Consult your Distributor in case of any doubt. Troubleshooting

Sr.No.

Action

Leakage through cleaner

Rectangular ringdamage

2

Rotor does not rotate

Nozzles blocked

3

Rotor does not rotate Entry valve blocked even after cleaning nozzles

4

Rotor rotates but at low Leakage of oil through rotor Open rotor and ensure that assembly. therubber ring has taken Speed R o t o r f i l l e d w i t h d i r t properseat on rotor body. completely Thenre-assemble the rotor. Time for cleaning the rotor

5

Rotor speed very lowor B u s h e s d a m a g e d Ensure that the rotor is free on Shaft. Else replace entire rotor even rotor does not rotate permanently Assembly.

6

Abnormal vibrations of Mismatch between arrow Open rotor and reassemble it marks on rotor cover and properly. centrifuge cleaner rotor

7

Cleaner does not collect Rotor not rotating at desired See point 2 & 3. speed Consult your Distributor. any dirt

r u b b e r Change rubber ring. Open rotor and clean n o z z l e s T h o r o u g h l y. R e assemble the cleaner. Do not open entry valveassembly. It requires specialtools Contact your Distributor.

Maintenance of Fuel System

5.2.1


Probable cause

1

5.2

SERVICE

Problem

Cleaning Fuel Strainer Close fuel stop cock. Remove special banjo bolt situated at the bottom at the Inlet of feed pump. Takeout screw with strainer fitted inside banjo bolt(Fig.5.2.1).

Fig. 5.2.1 Clean the strainer with clean diesel.

114

Refit the strainer inside the banjo bolt and screw in the banjo bolt using new copper washers Bleed the fuel system (see3.1.5) check for leaks

5.2.2

Fuel Filter

Close fuel stop cock.

Change pre-filter cartridge only. Do not change Pre-filter cartridge and Micro filter cartridge at a time. * (see Notes below)

Fig. 5.2.1

Complete the filter assembly and bleed the fuel system before starting the engine, see 3.1.5 Change over period for pre-filter insert and micro filter insert is given in 'Routine Maintenance Schedule 4.1. For changing micro-filter insert follow the same procedure explained above.


SERVICE

NOTE: 1) Always replace the cartridge with new one atrecommended intervals. 2) Since a filter attains the maximum efficiency only after a film of dirt is deposited on the surface of the filter insert, avoid replacing pre-filter cartridge and micro-filter cartridge at the same time. First change pre-filter cartridge and then after 250running hours change micro-filter cartridge. 3) The Routine Maintenance schedule is meant to serve as a guide only for normal fuel storage and engine operating conditions. Replacement of cartridges may have to be made earlier than the recommended period.

IMPORTANT when working on the fuel system, keep naked lights away! Do not smoke! 5.3

Maintenance of Cooling System

Engine cooling system contains radiator, fan, water pump and temperature controller i.e. thermostat. The engine control panel consists of water temperature gauge. High water temperature trip for engine safety could be provided as an optional. The chemical treatment of cooling water for rust prevention and antifreeze solution in winter is given in section 2.6.2

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Check coolant level in the radiator every day before starting the engine Remove the radiator cap and fill coolant through radiator neck until it spills out of overflow pipe fitted on radiator (Fig.5.3.1). Refit radiator cap firmly. 5.3.1 Radiator

IMPORTANT Do not open radiator cap while the engine is running or hot. The cooling system is under pressure. Danger of burning body skin! Add coolant only when the cooling system is cold. The temperature difference between the

coolant in the engine and the coolant being added must not exceed 50 °C. Cleaning the radiator fins Clean the radiator fins after every 1000 hours.(Under very dusty conditions, this is to be done if coolant overheating is observed)

Fig. 5.3.1


SERVICE

For cleaning, blow the pressurized air through radiator fins in the reverse direction of the flow of radiator fan (Fig.5.3.2). Do not spill water on radiator fins.

Fig. 5.3.2 Flushing the radiator Flush the radiator inside after every 1000 hours or once in a year whichever is earlier. This period is applicable for clean soft water. If the water is hard and saline, the flushing is to be done after every 500 hours or even earlier depending upon the

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type of water. In order to prevent the rust formation use rust preventive compound. To flush, top up the radiator with clean fresh water and run the engine on no load till it reaches working temperature.

While the engine is still running, open the drain cock of radiator and allow the water to flow out. This will wash away any impurities embedded in water passages. With engine still running, keep on adding fresh coolant for at-least 5 minutes. Stop the engine and discontinue adding fresh water. Then drain the radiator completely. Check the radiator hoses and connections. Replace the damaged hoses and tighten the connections. 5.3.3 Thermostat A thermostat having single element is used in the water circuit. Thermostat is provided to attain working temperature quickly during warm-up period and maintains desired temperature of coolant during running of the engine.


SERVICE

Normally thermostat does not require regular maintenance. Its operation shall be checked if sudden deviations from the specified coolant temperature occurs. Visual inspection will reveal whether or not the element rests in its seat i.e. whether or not close tightly. See Fig 5.3.3.1 below.

Fig. 5.3.3.1

5.4

Maintenance of Dry type air cleaner

Construction of typical Dry type Plastic Air Cleaner, supplied, is shown below in fig, 5.4.1 and construction of typical Dry type air cleaner with sheet metal housing is shown below in Fig 5.4.2

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Dry type air cleaner with Plastic housing

Dry type air cleaner with sheet

metal housing Fig 5.4.1

Fig 5.4.2

Inlet cap or pre -cleaner is supplied for the air intake inlet cap prevents ingress of rain/heavy particles. Two filter elements are co -axially fitted in the air cleaner housing. The outer element is the main filter element, with a built in cyclone separator which gives a swirling effect to in coming air, to separate out heavy dust particles by centrifugal action. This dust is collected in the end cover (which is removable). The vacuator valve at the bottom of cover helps in expelling the accumulated dust. This is achieved by opening / closing of vacuator valve outlet due to the airflow fluctuations inside the air cleaner. Inner element is a 'Safety Element' to prevent ingress of dust into the engine, when the outer (main) element is removed for cleaning / replacement. (For genset application, air cleaners with only single main element are used.) Maintenance Regular check up and maintenance of the air cleaner is essential to ensure maximum protection to the engine from the dust. Daily check the connection of rubber hose and the hose clips between the manifold and the air


SERVICE

cleaner before starting the engine. Damaged hose/ clips must be replaced immediately. Any bypassing of unfiltered air through cracks in the hose / loose hose will quickly lead to serious damage to the engine.

IMPORTANT

Since this is a dry type air cleaner, do not fill a single drop of oil in it. Also, protect the air cleaner form ingress of rain / moisture.

The restriction indicator, mounted on air cleaner near the hose, indicates the condition of the air

cleaner element, when the air element is in good condition, a red signal will be seen through the transparent window on the indicator when the engine is running and will disappear when engine is stopped. However, if the element is choked, then the red signal will remain 'ON' even after engine is stopped. This is an indication that the main filter element must be removed & cleaned or replaced. NOTES: 1 If engine performance is poor, but restriction is still within limits, do not change the element. The air cleaner is probably not at fault. 2 To get those extra service hours out of air cleaner element, make sure the air inlet

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is away from any heavy dust clouds caused by operation. Also, make sure that exhaust carbon cannot enter the air cleaner. 3 Discharge the dust vaccuator valve by pressing apart the lips of the ejections lot, applying pressure as indicated by the arrows. See Fig 5.4.2 below.

Fig. 5.4.2

Clean the vacuation slot time to time. Remove any cakes of dust by pressing together the upper part of the valve. Make sure that vacuator valve is not damaged, if required change it

Cleaning of Filter Element Cleaning of filter element is to be done only when a restriction indicator shows a red signal even after the engine is stopped. For cleaning proceed as follows 1) Loosen the mounting band of the dust cup, take out the outer element for checking and cleaning. See Fig 5.4.3 below

Fig. 5.4.3


SERVICE

2) Use a damp cloth to wipe out all excess dust in the air cleaner. 3) Thorough cleaning of the fitter element with compressed air is recommended. Clean the element from inside to outside using the pressurised air pipe. See Fig 5.4.4 below

Fig. 5.4.4

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IMPORTANT Too much air pressure can break the filter paper and destroy (Max. Air Pressure 3.0 kg/cm2)

the element.

4) Replace the main element after two cleaning intervals. 5) Rapping, Tapping or Pounding dust out of the mis dangerous. Severe damage to the filter will result! 6) Carefully check new or properly cleaned element for damage before installing. Conduct a light test by passing the light through element as shown in Fig 5.4.5. If there is any crack in the element, the light will pass through it. In that case replace the element.

Fig. 5.4.5


SERVICE

7) Inspect the rubber-sealing ring at the end cover of the element. In case the seal is damaged, replace the filter element. (Fig 5.4.6)

Fig. 5.4.6

7) Replace the cleaned or new element in the air cleaner body and reinstall the end cover, making sure it seals 360° around the air cleaner body. Reset the restriction indicator by pressing the button at the top.

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5.5

Belt drives

A single V belt of NPA/XPA section is used to drive engine water pump, radiator fan and battery charging alternator for R1040/3R1040/4R1040/4R1040T engines. Inspect V-belts over whole length for damage or cracks. Renew damaged or cracked v-belts. Check by pressing with the thumb midway between the pulleys to see whether the belt deflects in wards bynotmorethan10to15mm.(Fig5.5.1)

Fig. 5.5.1

If necessary re-tension V-belt by loosening and re-tightening the battery charging alternator.


SERVICE

On 6R1080T/TA engines a separate fan drive is provided with two belts in addition to single belt drive for engine water pump, radiator fan and battery charging alternator. Refer Fig 5.5.2

Fig. 5.5.2

Check the belt tension for fan drive in the similar fashion. If necessary adjust the fan belt

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tension with the help of tension adjusting screw provided on the fan driving arrangement. 5.6

Adjustments

5.6.1 Checking and adjusting valve clearance The valve clearance is the requisite gap between the rocker arm toe and valve stem end. See Fig 5.6.1 below. Engine performance and power output depend on its correct setting, which can be done by a skilled mechanic according to the instructions below

Fig. 5.6.1


SERVICE

Checking Valve Clearance Check clearance when engine is cold. (At room temperature) Remove the rocker cover. Turn crankshaft until the valves of the cylinder (on which the clearance is being checked) are “overlapping” (exhaust valve about to close, inlet valve about to open). Then continue turning the crankshaft through 360° (one complete revolution).At thisposition both valves are closed. Insert a feeler gauge of 0.25 mm in the gap between rocker arm toe and valve for both inlet. The valve clearance is correct when the filler gauge can be inserted with a slight drag. Failing this, the valve clearance must be readjusted as follows – Adjusting valve clearance Loosen lock nut of adjusting screw through one or two turns and adjust the screw with screwdriver

so that, when locknut is retightened, the feeler gauge of 0.25 mm can be inserted and with drawn with slight drag. (Fig 5.6.2).

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Fig 5.6.2

Similarly, check the valve clearance of exhaust valve with 0.3mm feeler gauge. Readjust if necessary. Check the valve clearances of each of the remaining cylinders and readjust, if necessary. Do not change the setting of oil metering screw unless required. With hot engine running at idling, an oil flow to pad at rocker arm must be just noticeable. An excess oil flow can lead to higher oil consumption. 5.7

Maintenance of Electrical Equipment

5.7.1

Starter Motor


SERVICE

Ensure that the mounting bolts are securely fastened and all electrical connections are clean and tight. Cables should be examined for fractures, particularly where the strands enter the terminal lugs. Check the brushes.They must be renewed if worn to approximately10mm(for2& 3cylinderengines,and13mm(for4&6cylinderengines, which is half of the original or to a point where springs no longer provide effective pressure. Brushes must always be replaced in sets and with the correct grade. Check the brushs pring balance as shown in Fig.5.7.1. The spring pressure should beas follows-

Fig 5.7.1 0.965to1-080kg (for 2&3cylinderengines) 1.220to1.580kg(for 4&6cylinderengines) If the pressure is not within the above limits, renew the springs in set and not individually.

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Check the commutator surface. It should be clean and entirely free from oil, any trace of which

should be removed by pressing a dry fluff less cloth against the commutator while the armature is hand rotated. It the surface is dirty or badly discolored, clean it with a strip of fine emery. Remove all traces of dust and abrasive using compressed air.

The starter does not require lubrication from outside, since it is equipped with sealed type bearings.

Check the drive assembly for free movement over the shaft splines. If necessary, smear

grease over the shaft splines to enable the drive assembly to move freely.(frequencyoncein3months.)

Any work involving repairs/replacement of components of starter contact your distributor.

5.7.2

Battery charging Alternator

Check the brushes. Renew the brush and spring assemblies, if the overall lengths of the

brushes are worn to less than 10 mm. If brushes are satisfactory but require cleaning, use petrol moistened cloth. The slip ring surfaces should be clean and smooth. If slip rings are burnt and require refinishing, the surfaces may be cleaned with a piece of very fine emery paper. Check bearings and renew if worn. Check belt tension, readjust if necessary(see5.5.1 &5.5.4) Check the battery condition Keep the alternator reasonably clean and ensure that ventilation slots or air spaces are clear and unobstructed. Check mounting bolts for tightness.

IMPORTANT A slack belt will rapidly wear and because of slip may not drive the alternator at the required speed. Too tight a belt will impose severe side thrust on the bearings and seriously shorten their life. Any work involving repairs/replacement of components of alternator contact your distributor. 5.8 Checking of Fasteners Check&Tighten-upthefastenersforfollowing


SERVICE

Air intake and exhaust manifolds, exhaust piping Radiator hose connections Engine and Radiator mountings Lube oil sump Front cover Hose clip for air cleaner Lube oil filter mounting Engine mounting Fuel connections All external nuts and bolts

6 Troubleshooting and Remedial measures Operating troubles are often due to improper operation or maintenance of the engine.

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In the event of trouble, always check whether the operating and maintenance instructions have

been strictly followed. An appropriate diagnosis chart is given on the next page. If you are unable to identify the cause of the trouble or to put it right yourself, contact your

Distributor. TROUBLE SHOOTING Trouble

Cause

Redress

Engine does not start.

No fuel in tank

Fill in fuel, vent fuel system.

Air in fuel system.

Vent fuel system

In sufficient speed of starter

Charge batteries.

See above or the ready to start signal lamp does not light.

Of above or change lamp

Defect of series resister solenoid valve or flame heater plug.

Consult your Distributor

Paraffin precipitation of fuel

Heat up fuel piping. Change filter.

Fuel tank cock closed

Open cock

Dirt in primery fuel strainer or in fuel filter

Clean the strainer or change the filer cartridge.

No fuel in tank, no conveyance of fuel

Fill in fuel, vent fuel system, inspect correct operation of fuel pump, repair if necessary and check safe venting of tank.

Water or dirt in fuel system

Clean fuel tank, fill in clean fuel, replace filter and vent fuel system

Interruption of air supply or heavy jamming of air cleaner

Inspect, clean or replace air filter element

Air in fuel

Vent fuel system

Fuel filter cartridge jammed

Replace fuel filter cartridge

Starts of fuel supply missed

Reset start of fuel supply

Defect of exhaust brake

Inspect and repair

Retorted and start of fuel supply

Set correct start of fuel supply

Engine is still cold

Permit engine to heat up in operation

Engine does not start at temperatures below 0°C.

Engine starts but stop after brief time.


SERVICE

No power and misfiring of engine

Engine emits white or bluish fumes

Miss setting of fuel injection system Check start of fuel supply. Inspect injectors. Engine emits black fumes

Engine is overloaded

Reset fuel injection system, contact your Distributor

Air filter jammed

Clean or change filter element

Fuel injection piping loose or broken Tighten fuel injection piping or replace it respectively Heavy knocking of

Starts of fuel supply too early

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Set correct start of fuel supply

Mis setting of valve air gaps

Adjust correct valve air gaps

Mechanical defects of engine


Engine grows

Slipping of V-belts

Tighten or replace V-belts

excessively hot

V-belts broken

Replace V-belts

Defect of temperature governor

Emergency operation; forced opening of valve plate

Defect of temperature Controller

Perform electrical check temperature controller

Lack of coolant

Fill in coolant

Radiator is dirty

Clean radiator

Mis setting of fuel supply

Set correct engine in fuel supply

Intake or exhaust system jammed

Redress cause of trouble

engine

Heavy dirt accumalation on cylinder Consult your Distributor elements Irregular speed of engine

Defect of speed governor

Excessively high fuel Mis-setting of fuel injection system consumption


SERVICE

Very low oil pressure

Increase in lube oil consumption

Check fuel injection system

Leakage in fuel system

Check and repair

Injection of excessively high fuel quantity, engine emits black fumes

Have fuel injection pump adjusted by specialized workshop

Leakage of solenoid valve of cold starting device

Replace solenoid valve

Jammed air filter

Clean or change filter element

Engine is worn


Defective exhaust brake


Jammed paper filter cartridge

Replace paper filter cartridge

Deficient oil level

Check and add oil

Pressure gauge or pressure gauge tube loose or defective

Inspect and replace or tighten

Leakage in oil system

Check and repair

Improper lube oil (viscosity)

Check oil brand

Defect in control valve for cooling pistons

Replace valve

Heavy wears of bearings


Leakage in lube oil system

Inspect pipings, filter and ducts for tightness Adjust oil level

Excessively high oil level

No dirt deposits in centrifugal filter

Inspect fuel pump and governor

Defect of air filter system and cooling of pistons


Rotor jam

Inspect rotor bearings, Inspect oil supply to rotor

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Heavy blowing from venting hose of engine

Excessively high lube oil level, damages of cylinder elements

Adjust oil level. Consult your Distributor

No air supply from

Defect of cylinder element or of valve plate



SERVICE

piston or compressor

Battery charging cable signal lamp alight while ignition is switched off

Defective insulation in fanned Consult your Distributor

Battery charging signal lamp does not light when ignition is switched on

Defect of signal lamp Interruption of D governor and generator Battery discharged

Replace signal lamp Plug in connector

Battery charging signal lamp alight during normal operation

Broken V-belt Defective alternator

Replace V-belt Inspect or Consult your Distributor

Heavy boiling of battery

Defective governor, excessive Consult your Distributor contact resistance of negetive polarity across brush holder and end shield bearing of generator

Starter does not run

Battery discharged

Charge battery

Deficient speed of starter

Starter terminal voltage too low

Check battery cells, recharge battery

Oxidised or loose terminal connection

Clean and fasten terminals

Carbon brushes jam or are worn

Clean or replace brushes

Charge battery

6.2 Useful tips for Turbocharger Tampering of fuel pump and ignition system is prohibited as it may result inengine as well as

turbocharger damage. Changes in boost pressure control of the turbocharger (where applicable) may result in

reduced engine life. Use only the air filter recommended by the engine manufacturer. Use only the oil filter recommended by the engine manufacturer. Use only the charges air cooler (where applicable) recommended by the engine manufacturer. Changes in the exhaust system are not recommended. Use original gaskets and connecting pipes.

6.3 Periodical Inspection of Turbocharger for Generating set application Check rotor freeness every 1200 Hours. Clean Turbocharger if dirt or carbon deposited on compressor & turbine wheel every 1200 hours & 2400 hours. Renew overhaul kit every 3000 hours.

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6.4 Recommendation for Turbocharger operation and maintenance Operation Recommendations Engine should not be put under full load immediately after start. We recommend the engine to be run at idling speed for a short time (60 seconds). Warm up the engine under medium load. After the engine has been operating at full toad for a longer period of time, we recommend a short idling time (60 seconds) before switching off. Maintenance Recommendations Turbo chargers and boost pressure control valves do not require any maintenance. Engine oil has to be changed regularly. Maintenance work has to be carried out regularly on the oil filter and air filter systems. Checks have to be made on the oil, air and exhaust piping, as well as, on all other connections and seals, to ensure that they are still tight and no damage has occurred. When carrying out maintenance work on the engine (e.g. adjusting valves), in most cases the piping leading from or to the turbocharger must be removed. Close the piping opening on the turbocharger. Before fitting, clean the piping carefully. When fitting the turbo charger to the engine, fill the central housing with clean oil and before fitting make absolutely sure that all piping connected to the turbo charger is cleaned carefully. From our experiences, if this advice is followed, a turbocharged engine has the same life span as a naturally aspirated engine. DO'S and DON'TS for satisfactory functioning of Turbocharger DO'S Regular change of engine oil/oilfilters. Regular change/clean in go fair filter element. Check for oil pressure at engine idling condition Minimum oil pressure to be as per engine manufactures recommendation during idling. Idle the engine for 60 seconds after starting the Engine. Idle the engine for 60 seconds before switching off the engine. Periodic cleaning of crankcase breather is necessary to allow free flow of oil from turbocharger outlet. Regularly check all air, oil and exhaust connections for leaks and abnormal dust/oil/carbonbuildup.


SERVICE

DON'TS Don't run the engine with low oil pressure. Don't put the engine under full load immediately after starting. Don't switch off the engine under full load. Don't run the engine with damaged oil feed & drain pipes, pipes between air filter and turbocharger and as well as exhaust pipes. Don't open the Turbocharger yourself. Please contact the Distributors for any turbocharger problems. 7 Instruction Manual for Electronic Governor

128

Electronic Governor The Electronic Governor consists of three components. Electric Actuator -Connected to engine fuel pump & controls the fuel quantity delivered to the engine.


SERVICE

Electronic Speed Control Unit -Compares the existing engine speed with desired speed & sends corrective signals to the electric actuator. Magnetic Speed Sensor -Measures the engine speed by sending a proportional frequency signal to the speed control unit. The system does maintain any desired speed very accurately, independent of engine load. The system offered is highly reliable with consistent accuracy & simplicity of adjustment. The speed control unit is factory set. It is recommended that not to disturb the settings. System Troubleshooting System inoperative If the engine governing system does not function, the fault may be determined by performing the voltage tests described in steps 1 through 6. Positive (+) and negative (-) refer to meter polarity.

129

Should normal values be indicated during troubleshooting steps, then the fault may be with the actuator or the wiring to the actuator. Tests are performed with the battery power on, engine off except where noted. See actuator publication for testing details.

Step

Terminals

Normal Reading

Probable Cause of Abnormal Reading

1

E(+) & F(-)

Battery Supply Voltage 12 or 24 VDC)

1.DC battery power not connected.

Check for blown fuse. 2 Low battery voltage. 3. Wiring error.

2

A(+) & B ()

0-3.9 with speed trim 7.1-7.9without speed trim

1.Speed trim shorted or miswired 2. Defective unit.

3

C(+) & D(-)

1.0 VAC RMS min., while cranking

1.Gap between speed sensor and gear teeth too great. Check gap. 2. Improper of defective wiring to the speed sensor. Resistance between C and D should be 300 to 1200 ohms. 3. Defective speed sensor

4

E(+) & H(-)

0.8-1.5 V while cranking

1. Wiring error to actuator. 2. Defective speed control unit. 3.Defective actuator.

8 Engine preservation Preservatives and Preservation procedure is recommended for engine when it is to be kept idle (out of use) for prolonged period (more than 12 months). 8.1 Recommended Preservatives

Manufacturer

Engine Lube oil and fuel system

Engine cooling system

Unpainted ferrous metal parts

Castrol India

-

-

Rustilo DW 904 or DW 901


SERVICE

Veedol tied water Veedol 30/40 oil co.

8.2 a) b) c)

d) e)

Veedol Amulkut 4 Veedol Rustop IT Emulsion with water ratio 1:15

Preservation Procedure Using H.S.D. fuel, run the engine at approximately 70% of maximum rated speed with 'No' load for 5 minutes to warm up the engine (in case of fixed speed engines like engine for Genset, it can be run at rated speed). Afterstoppingtheengine,drainlubeoilfromsumpandrefillwithsuitablepreservativeoil as mentioned above. Run the engine on 'No' load for 3 minutes. During this time the preservative will be circulated throughout the lube oil system of engine. Stop the engine and disconnect diesel fuel supply to fuel pump inlet. For engine speed refer point 8.2 (a). Prepare a solution Diesel + Preservative Oil (5:1 ratio) in a separate tank and connect fuel line from this tank, directly to fuel pump inlet ensuring gravity feed (by-pass fuel filter). Electrically crank the engine tilt it fires ( in case of purely hand start engine,

130

f)

g) h)

i) j)

hand -crank the engine using decompressor lever, till it fires) and let it run for 30 seconds. During this time the diesel in fuel pump gallery and high pressure pipes will be displaced by Diesel + Preservative Oil mixture. Stop the engine. Engine speed during above running In case of variable speed engine -800 to 1000 rpm In case of fixed speed engine -Rated speed at 'No' load. (Genset, Pumpset etc.) Close the air inlet manifold (for the air cleaner inlet) and crank the engine by starter for 5to10 seconds.(Incase of purely hand start engine, it should be hand cranked using the decompressor lever). This will ensure coating of Diesel + Preservative oil on the combustion chamber surfaces. Drain preservative oil from oil sump, reinstall drain plugs and reconnect fuel filter into the fuel pipe line. Treat all unpainted external ferrous metal parts with two coats of suitable rust preventer as recommended in 8.1, allowing sufficient time for the first coat to thoroughly dry before applying second coat. All vents i.e. engine inlet pipe, exhaust pipe, air cleaner inlet, crankcase breather etc. to be carefully sealed with water proof paper and water proof adhesive tape. Dipstick on engine to be sealed in place, with water proof adhesive tape. NOTE: - DO NOT ROTATE CRANKSHAFT AFTER ABOVE MENTIONED OPERATIONS.

k) l)

Loosen 'V beltstension. Battery for engine starting, if provided, should be disconnected and stored in a cool, dry place after ensuring the electrolyte level, refill with distilled water, if necessary. It is recommended to recharge the battery every 30 days. m) Tag engine to indicate that it has been treated with preservatives, and should not be turned over until ready to run, due to possible reduction of protective film. The tag should show the date of treatment and validity date. n) It is preferable to warp the engine inpolyethylene bag and store in dry shade. Periodically inspect the engine for rust or corrosion and take corrective action if any. o) If the engine is to be stored unused for more than 12 months, repeat the above procedure completely, afterevery12months. 8.3 a) b)


SERVICE

c) d) e)

Commissioning of Preserved Engine Remove all the sealing tapes / papers from various openings. Remove the Rust Preventive coating from those unpainted machined surfaces, which are interfacing surfaces for the driven equipment. This can be done using NC Thinner. Fill recommended grade of lube oil in the oil sump upto the 'Top' mark of the dipstick. For oil filling quantity see 2.4.4. Readjust the V-belt tension after checking the condition of V-belt (s), replace, if necessary (see5.5). Reconnect a fully charged battery to recommended voltage and Amp-hr capacity ensuring correct polarity connection (where applicable). The engine is now ready for reuse. Follow the instructions given in section 3 before starting the engine.

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9 Tightening Torque, Settings 9.1 Tightening Torque To prevent faulty assembly, following information on tightening of high tensile bolts is important. The bolts are to be tightened in stages as specified in the table below. For connecting rod bolt and main bearing cap bolt use angle torque method with the help of goniometer. The tightening angles for these two bolts are particularly important, hence Fig. 9.1indicates the various angles can be readily obtained by comparison with a clock face.

Fig. 9.1

Tommy bar is to be clamped in the tool slot and specified angle is to be turned with reference to the initial graduation on outer dial of the tool or a relation of hex head of bolt can be referred. NOTE: 1 Lubricate threads and seating face of bolt with engine oil before it is assembled. 2 Screw the bolt by hand till it is engaged up to the seating face. 3 Apply initial torque and tighten the bolts according to the angles/torques in stages as specified in the “Tightening table”. 4 In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts formain bearing cap and connecting rod cap. 1 Nm = 0.102 kgm = 0.74 Ib.ft. Tightening Torque Table for fasteners Sr. Description No.

1 2


SERVICE

3 4 5 6 6 7 8 9 10 11

Initial Torque kgm

Bolt for balance weight (M12 x 1.75 x 60 mm long 10.9) Bolt for main bearing cap (M14x2x128 mm long 10.9) Bolt for Connecting rod (M12x1.5x55mm long 10.9) Bolt for Crank pulley (M24x2x100 mm long 10.9) without power take off Bolt for flywheel (M10x1x45mm long 10.9) Bolt for flywheel housing (M10x1.5x40mm long 10.9) Bolt for flywheel housing (M10x1.5x40mm long 10.9) Nut for injector stud M10 Nut for fuel pump hub M14 Bolt for cylinder head (M12x1.75) for sequence of tightening torque refer Fig 9.2 All M8x1.25 screws & bolts 8.8 All M10x1.5 screws & bolts 8.8

Total Angle Torque

Stage1

Stage2

Stage 3

3

300

300

–

600

3

600

450

–

1050

3

300

600

–

900

5

250

480

-

480

3

300

600

-

900

5

-

-

-

5kgm

5 3 8

-

-

-

3

6kgm

0kgm

12kgm

3kgm

-

-

-

3.5 3.5 kgm

2.2 3.5

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Tightening Method Angle/kgm

-

5kgm 3kgm 8kgm

Fig. 9.1.1 Tightening torque sequence for cylinder head bolts for 4R1040 engines is shown above. See Fig 9.1.1 9.2 Settings 9.2.1 Tappet clearance( in cold condition only Inlet

Exhaust

0.25 mm

0.30mm

9.2.2 Bumping clearance: - 0.9 mm to 1.1 mm 9.2.3 Fuel timing setting:


SERVICE

A provision for locking the engine at fuel timing is provided with the help of locking pin and corresponding hole on the flywheel. Bring the engine near firing TDC position and Lock the engine at fuel timing by using the locking pin as shown.

Assemble the fuel pump and set the fuel timing, using standard spill cut off method. Remove the locking pin before cranking the engine. Engine Name

Static Injection Timing

2R1040, 3R1040, 4R1040

13 Deg BTDC

4R1040TC, 4R1040TA, 6R1080TA

11 Deg BTDC

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SERVICE ALTERNATOR

134

SAFETY PRECAUTIONS Before operating the generating set, read the generating set operation manual and this generator manual and become familiar with it and the equipment.

SAFE AND EFFICIENT OPERATION CAN ONLY BE ACHIEVED IF THE EQUIPMENT IS CORRECTLY OPERATED AND MAINTAINED. Many accidents occur because of failure to follow fundamental rules and precautions.

ELECTRICAL SHOCK CAN CAUSE SEVERE PERSONAL INJURY OR DEATH. lll

Ensure installation meets all applicable safety and local electrical codes. Have all installation performed by a qualified electrician.

lll

Do not operate the generator with protective covers, access covers or terminal box covers removed.

lll

Disable engine starting circuits before carrying out maintenance.

lll

Disable closing circuits and/or place warning notice on any circuit breakers normally used for connection to the mains or other generators, to avoid accidental closure.

Observe all IMPORTANT, CAUTION, WARNING, DANGER notices, defined as :

and

Important ! Important refers to hazard or unsafe method or practice which can result in product damage or related equipment damage.


SERVICE

Caution !

Caution refers to hazard or unsafe method or practice which can result in product damage or personal injury.

Warning refers to hazard or unsafe method or practice which CAN result in severe personal injury or possible death.

Warning !

Danger refers to immediate hazards which WILL result in severe personal injury or death.

Danger !

135

FOREWORD The function of this book is to provide the user of the Stamford generator with an understanding of the principles of operation, the criteria for which the generator has been designed, and the installation and maintenance procedures. Specific areas where the lack of care or use of incorrect procedures could lead to equipment damage and/or personal injury are highlighted, with WARNING and/or CAUTION notes, and it is IMPORTANT that the contents of this book are read and understood before proceeding to fit or use the generator. The Service, Sales and technical staff of CG Newage Electrical Ltd. are always ready to assist and reference to Company for advice is welcomed.


SERVICE

WARNING !

Incorrect installation, operation, servicing or replacement of parts can result in severe personal injury or death, and/or equipment damage. Service personnel must be qualified to perform electrical and mechanical service.

136

l

The standard generators are designed to meet the ’industrial’ emissions and immunity standards. Where the generator is required to meet the residential, commercial and light industrial emissions and immunity standards reference should be made to Newage document reference N4/X/011, as additional equipment may be required.

l

The installation earthing scheme involves connection of the generator frame to the site protective earth conductor using a minimum practical lead length.

l

Maintenance and servicing with anything other than factory


SERVICE

l

supplied or authorised parts will invalidate any Newage liability for EMC compliance. Installation, maintenance and servicing is carried out by adequately trained personnel fully aware of the requirements of the relevant EC directives.

137

CONTENTS FOREWORD

A. C. GENERATOR WARRANTY CONTENTS SECTION 1

INTRODUCTION 1.1 1.2 1.3

SECTION 2

PRINCIPLE OF OPERATION 2.1 2.2 2.3 2.4


SELF-EXCITED AVR CONTROLLED GENERATORS PERMANENT MAGNET GENERATOR (PMG) EXCITED AVR CONTROLLED GENERATORS AVR ACCESSORIES TRANSFORMER CONTROLLED GENERATORS

SECTION 3

APPLICATION OF THE GENERATOR

SECTION 4

INSTALLATION - PART 4.1 4.2 4.2.2 4.2.3 4.3 4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.4.4.1 4.4.4.2 4.4.4.3 4.4.4.4 4.4.4.5 4.4.5

SERVICE

INTRODUCTION DESIGNATION REFERENCE NUMBER LOCATION

4.5 4.5.1 4.6 4.7 4.7.1 4.7.1.1 4.7.1.2 4.7.1.3 4.7.1.4 4.7.1.5 4.7.2 4.8 SECTION 5

LIFTING ASSEMBLY TWO BEARING GENERATORS SINGLE BEARING GENERATORS EARTHING PRE-RUNNING CHECKS INSULATION CHECK DIRECTION OF ROTATION VOLTAGE AND FREQUENCY AVR SETTINGS TYPE SX460 AVR TYPE SX440 AVR TYPE SX421 AVR TYPE MX341 AVR TYPE MX321 AVR TRANSFORMER CONTROLLED EXCITATION SYSTEM (Series 5) GENERATOR SET TESTING TEST METERING/CABLING INITIAL START-UP LOAD TESTING AVR CONTROLLED GENERATORS - AVR ADJUSTMENTS UFRO (Under Frequency Roll Off) (AVR Types SX460, SX440, SX421, MX341 and MX321) EXC TRIP (Excitation Trip) OVER/V (Over Voltage) TRANSIENT LOAD SWITCHING ADJUSTMENTS RAMP : AVR TYPE MX321 TRANSFORMER CONTROLLED GENERATORS TRANSFORMER ADJUSTMENT ACCESSORIES INSTALLATION - PART 2

5.1 5.2 5.3 5.4 5.5

GENERAL GLANDING EARTHING PROTECTION COMMISSIONING

138

CONTENTS SECTION 6 6.1 6.2 6.2.1 6.2.1.1 6.2.2 6.3 6.4 6.4.1 6.5 6.5.1 6.6 SECTION 7

7.5.3.1 7.5.3.2 7.5.3.3 7.5.3.4 7.6

SERVICE AND MAINTENANCE WINDING CONDITION BEARINGS AIR FILTERS CLEANING PROCEDURE FAULT FINDING SX460 AVR - FAULT FINDING SX440 AVR - FAULT FINDING SX421 AVR - FAULT FINDING TRANSFORMER CONTROL - FAULT FINDING MX341 AVR - FAULT FINDING MX321 AVR - FAULT FINDING RESIDUAL VOLTAGE CHECK SEPARATE EXCITATION TEST PROCEDURE GENERATOR WINDINGS, ROTATING DIODES and PERMANENT MAGNET GENERATOR (PMG) BALANCED MAIN TERMINAL VOLTAGES UNBALANCED MAIN TERMINAL VOLTAGES EXCITATION CONTROL TEST AVR FUNCTION TEST TRANSFORMER CONTROL REMOVAL AND REPLACEMENT OF COMPONENT ASSEMBLIES REMOVAL OF PERMANENT MAGNET GENERATOR (PMG) REMOVAL OF BEARINGS REMOVAL OF ENDBRACKET AND EXCITER STATOR MAIN ROTOR ASSEMBLY RETURNING TO SERVICE

8.1 8.2

SPARES AND AFTER SALES SERVICE RECOMMENDED SPARES AFTER SALES SERVICE

7.1 7.2 7.3 7.3.1 7.4 7.4.1 7.4.2 7.4.3 7.4.4 7.4.5 7.4.6 7.4.7 7.5 7.5.1 7.5.1.1 7.5.1.2 7.5.2 7.5.2.1 7.5.2.2 7.5.3


SERVICE

ACCESSORIES REMOTE VOLTAGE ADJUST (ALL AVR TYPES) PARALLEL OPERATION DROOP SETTING PROCEDURE ASTATIC CONTROL MANUAL VOLTAGE REGULATOR (MVR) Mx341 and MX321 AVR OVERVOLTAGE DE-EXCITATION BREAKER Sx421 and MX321 AVR RESETTING THE BREAKER CURRENT LIMIT - MX321 AVR SETTING PROCEDURE POWER FACTOR CONTROLLER (PFC3)

SECTION 8

139

SECTION 1 INTRODUCTION 1.1 INTRODUCTION The UC 22/27 range of generators is of brushless rotating field design, available up to 660V/50Hz (1500 rpm) or 60Hz (1800 rpm), and built to meet BS 5000 Part 3, IS4722 - 1992 & IEC34. All the UC 22/27 range are self-excited with excitation power derived from the main output windings, using either the SX 460/ SX440/SX421 AVR. The UC22 is also available with specific windings and a transformer controlled excitation system. A permanent magnet generator (PMG) powered excitation system is available as an option using either the MX341 or MX321 AVR. Detailed specification sheets are available on request.

1.2 DESIGNATION U C U C

GENERATOR TYPE UC SPECIFIC TYPE INDUSTRIAL = (I) OR MARINE = (M) SHAFT HEIGHT IN CM ON BC/UC NUMBER OF POLES 2, 4 OR 6 CORE LENGTH


SERVICE

NUMBER OF BEARINGS 1 OR 2

1.3 REFERENCE NUMBER LOCATION Each generator is metal stamped with its own unique serial number, the location of this number is described below. UCI & UCM generators have their serial number stamped into the upper section of the drive end frame to end bracket adaptor ring, shown as item 31 in the parts lists at the back of this book. UCD generators have their serial number stamped into the top of the drive end adaptor / fan shroud casting. If for any reason this casting is removed, it is imperative that care is taken to refit it to the correct generator to ensure correct identification is retained.

140

. .

I 2 M 2

2 7

4 C 2 4 C 2

SECTION 2 PRINCIPLE OF OPERATION 2.1 SELF-EXCITED AVR CONTROLLED GENERATORS

The main stator provides power for excitation of the exciter field via the SX460 (SX 440 or SX421) AVR which is the controlling device governing the level of excitation provided to the exciter field. The AVR responds to a voltage sensing signal derived from the main stator winding. By controlling the low power of the exciter field, control of the high power requirement of the main field is achieved through the rectified output of the exciter armature. The SX460 or SX440 AVR senses average voltage on two phases ensuring close regulation. In addition it detects engine speed and provides voltage fall off with speed, below a preselected speed (Hz) setting, preventing over-excitation at low engine speeds and softening the effect of load switching to relieve the burden on the engine. The SX421 AVR in addition to the SX440 features has three phase rms sensing and also provides for over voltage protection when used in conjunction with an external circuit breaker (switchboard mounted).


SERVICE

2.2 PERMANENT MAGNET GENERATOR (PMG) EXCITED - AVR CONTROLLED GENERATORS

The permanent magnet generator (PMG) provides power for excitation of the exciter field via the AVR (MX341 or MX321) which is the controlling device governing the level of excitation provided to the exciter field. The AVR responds to a voltage sensing signal derived, via an isolating transformer in the case of MX321 AVR, from the main stator winding. By controlling the low power of the exciter field, control of the high power requirement of the main field is achieved through the rectified output of the exciter armature.

141

The PMG system provides a constant source of excitation power irrespective of main stator loading and provides high motor starting capability as well as immunity to waveform distortion on the main stator output created by non linear loads, e.g. thyristor controlled dc motor. The MX341 AVR senses average voltage on two phases ensuring close regulation. In addition it detects engine speed and provides an adjustable voltage fall off with speed, below a pre-selected speed (Hz) setting, preventing over-excitation at low engine speeds and softening the effect of load switching to relieve the burden on the engine. It also provides over-excitation protection which acts following a time delay, to de-excite the generator in the event of excessive exciter field voltage. The MX321 provides the protection and engine relief features of the MX341 and additionally incorporates 3 phase rms sensing and over-voltage protection. The detailed function of all the AVR circuits is covered in the load testing section (subsection 4.7).

2.3 AVR ACCESSORIES The SX440, SX421, MX341 and MX321 AVRs incorporate circuits which, when used in conjunction with accessories, can provide for parallel operation either with ’droop’ or ’astatic’ control, VAR/PF control and in the case of the MX321 AVR, short circuit current limiting. Function and adjustment of the accessories which can be fitted inside the generator terminal box are covered in the accessories section of this book. Separate instructions are provided with other accessories available for control panel mounting.


SERVICE

2.4 TRANSFORMER CONTROLLED GENERATORS

The main stator provides power for excitation of the exciter field via a transformer rectifier unit. The transformer combines voltage and current elements derived from the main stator output to form the basis of an open-loop control system, which is self regulating in nature. The system inherently compensates for load current magnitude and power factor and provides short circuit maintenance in addition to a good motor starting performance. Three phase generators normally have a three phase transformer control for improved performance with unbalanced loads but a single phase transformer option is available. No accessories can be provided with this control system.

142

SECTION 3 APPLICATION OF THE GENERATOR


SERVICE

The generator is supplied as a component part for installation in a generating set. It is not, therefore, practicable to fit all the necessary warning/hazard labels during generator manufacture. The additional labels required are packaged with this Manual, together with a drawing identifying their locations. (See below).

It is the responsibility of the generating set manufacturer to ensure that the correct labels are fitted, and are clearly visible. The generators have been designed for use in a maximum ambient temperature of 400C & altitude less than 1000m, above sea level in accordance with IS 4722 - 1992 & BS 5000. Ambients in excess of 400C and altitudes above 1000m can be tolerated with reduced ratings- refer to the generator nameplate for rating and ambient. In the event that the generator is required to operate in an ambient in excess of the nameplate value or at altitudes in excess of 1000 metres above sea level, refer to the factory. 143

The generators are of air-ventilated screen protected drip-proof design and are not suitable for mounting outdoors unless adequately protected by the use of canopies. Anti-condensation heaters are recommended during storage and for standby duty to ensure winding insulation is maintained in good condition. When installed in a closed canopy it must be ensured that the ambient temperature of the cooling air to the generator does not exceed that for which the generator has been rated. The canopy should be designed such that the engine air intake to the canopy is separated from the generator intake, particularly where the radiator cooling fan is required to draw air into the canopy. In addition the generator air intake to the canopy should be designed such that the ingress of moisture is prohibited, preferably by use of a 2 stage filter. The air intake/outlet must be suitable for the air flow given in the following table with additional pressure drops less than or equal to those given below: Air FLow Frame 50Hz

60Hz

0.216m3/sec 0.281m3/sec

Additional (Intake/outlet) Pressure Drop 6mm water gauge

UC22 (458cfm)

(595cfm)

(0.25’’)

0.25m3/sec

0.31m3/sec

6mm water gauge

(530cfm)

(657cfm)

(0.25’’)

UCD22 0.514m3/sec 0.610m3/sec

6mm water gauge

UC27 (1090cfm) 3

(1308cfm) 3

(0.25’’)

0.58m /sec

0.69m /sec

6mm water gauge

(1230cfm)

(1463cfm)

(0.25’’)

UCD27


SERVICE

Important !

Reduction in cooling air flow or inadequate protection to the generator can result in damage and/ or failure of windings.

Dynamic balancing of the generator rotor assembly has been carried out during manufacture in accordance with IS 12075 : 1987 annexure 1 & BS 6861 Part 1Grade 2.5 to ensure vibration limits of the generator are in accordance with IS 12075 : 1987 annexure 1 & BS 4999 Part 142. The main vibration frequencies produced by the generator are as follows:4 pole 4 pole

1500 rpm 1800 rpm

25 Hz 30Hz

However, vibrations induced by the engine are complex and contain frequencies of 1.5, 3, 5 or more times the fundamental frequency of vibration. These induced vibrations can result in generator vibration levels higher than those derived from the generator itself. It is the responsibility of the generating set designer to ensure that the alignment and stiffness of the bedplate and mountings are such that the vibration limits of BS 5000 Part 3 & IS 12075 are not exceeded.

144

In standby applications where the running time is limited and reduced life expectancy is accepted, higher levels than specified in BS 5000 & IS 12075 can be tolerated, up to a maximum of 18mm/sec. Two bearing generators open coupled require a substantial bedplate with engine/generator mounting pads to ensure a good base for accurate alignment. Close coupling of engine to generator can increase the overall rigidity of the set. For the purposes of establishing set design the bending moment at the engine flywheel housing to generator adaptor interface should not exceed 1000ft.lb. (140 kgm). A flexible coupling, designed to suit the specific engine / generator combination, is recommended to minimise torsional effects. Belt driven applications of two bearing generators require the pulley diameter and design to be such that the side load or force applied to the shaft is central to the extension and does not exceed the values given in the table below :-

Side Load Frame

Shaft Extension mm kgf

N

UC22

408

4000

110

UC27

510

5000

140

In instances where shaft extensions greater than specified in the table have been supplied reference must be made to the factory for appropriate loadings. Alignment of single bearing generators is critical and vibration can accur due to the flexing of the flanges between the engine and generator. As far as the generator is concerned the maximum bending moment at this point must not exceed 1000ft.lb. (140 kgm). A substantial bedplate with engine/generator mounting pads is required. It is expected that the generator will be incorporated into a generating set operating in an environment, where the maximum shock load experienced by the generator will not exceed 3g. in any plane. If shock loads in excess of 3g are to be encountered, anti-vibration mountings must be incorporated into the generating set to ensure they absorb the excess.


SERVICE

The maximum bending moment of the engine flange must be checked with the engine manufacturer. Generators can be supplied without a foot, providing the option for customers own arrangement. See SECTION 4.2.1 for assembly procedure. Torsional vibrations occur in all engine-driven shaft systems and may be of a magnitude to cause damage at certain critical speeds. It is therefore necessary to consider the torsional vibration effect on the generator shaft and couplings. It is the responsibility of the generator set manufacturer to ensure compatibility, and for this purpose drawings showing the shaft dimensions and rotor inertias are available for customers to forward to the engine supplier. In the case of single bearing generators coupling details are included. Important !

Torsional incompatibility and/or excessive vibration levels can cause damage or failure of generator and/or engine components.

145

The terminal box is constructed with removable panels for easy adaptation to suit specific glanding requirements. Within the terminal box there are insulated terminals for line and neutral connections and provision for earthing. Additional earthing points are provided on the generator feet. The neutral is NOT connected to the frame. The main stator winding has leads brought out to the terminals in the terminal box.

Warning !

No earth connections are made on the generator and reference to site regulations for earthing must be made. Incorrect earthing or protection arrangements can result in personal injury or death.

Fault current curves (decrement curves), together with generator reactance data, are available on request to assist the system designer to select circuit breakers, calculate fault currents and ensure discrimination within the load network.


SERVICE

Warning !

Incorrect installation, service or replacement of parts can result in severe personal injury or death, and/or equipment damage. Service personnel must be qualified to perform electrical and mechanical service.

146

SECTION 4 INSTALLATION - PART 1 4.1 LIFTING

Warning !

Incorrect lifting or Inadequate lifting capacity can result in severe personal injury or equipment damage. MINIMUM LIFTING CAPACITY REQUIRED IS 750 kg. Generator lifiting lugs should not be used for lifting the complete generating set.

Two lifting lugs are provided for use with shackle and pin type lifting aid. Chains of suitable length and lifting capacity must be used. Lifting points are designed to be as close to the centre of gravity of the generator as possible, but due to design restrictions it is not possible to guarantee that the generator frame will remain horizontal while lifting. Care is therefore needed to avoid personal injury or equipment damage. The correct lifting arrangement is shown on the label attached to the lifting lug. (See sample below).

IMPORTANT


SERVICE

REFER TO SERVICE MANUAL BEFORE REMOVING COVERS. IT IS THE GENERATOR SET MANUFACTURER’S RESPONSIBILITY TO FIT THE SELF ADHESIVE WARNING LABELS SUPPLIED WITH THE GENERATOR, THE LABEL SHEET CAN BE FOUND WITH THE INSTRUCTION BOOK

Single bearing generators are supplied, fitted with a rotor retaining bar at the non-drive end of the shaft. To remove retaining bar : 1. Remove the four screws holding the sheet metal cover at the non drive ene and remove cover. 2. Remove central bolt holding the retaining bar to the shaft. 3. Refit sheet metal cover.

147

Once the bar is removed, to couple the rotor to engine, the rotor is free to move in the frame, and care is needed during coupling and alignment to ensure the frame is kept in the horizontal plane. Generators fitted with a PMG excitation system are not fitted with retaining bar. Refer to frame designation to verify generator type (subsection 1.2)

4.2 ASSEMBLY During the assembly of the generator to the engine it will be necessary firstly to carefully align, then rotate, the combined generator rotor - engine crankshaft assembly, as part of the construction process, to allow location, insertion and tightening of the coupling bolts. This requirement to rotate the combined assemblies exists for both single and two bearing units. During the assembly of single bearing units it is necessary to align the generator’s coupling holes with the engine flywheel holes; it is suggested that two diametrically opposite location dowel pins are fitted to the engine flywheel, over which the generator coupling can slide into final location into the engine flywheel spigot recess. The dowels must be removed and replaced by coupling bolts before the final bolt tightening sequence. While fitting and tightening the coupling bolts it will be necessary to rotate the engine crankshaft - generator rotor assembly. Care should be taken to ensure that rotation is carried out in an approved manner that ensures safe working practice when reaching inside the machine to insert or tighten coupling bolts, and that no component of the assembly is damaged by non-approved methods of assembly rotation. Engine manufacturers have available a proprietary tool or facility designed to enable manual rotation of the crankshaft assembly. This must always be used, having been engineered as an approved method of assembly rotation, engaging the manually driven pinion with the engine flywheel starter ring-gear. Caution !

Before working inside the generator, during the aligning and fitting of coupling bolts, care should be taken to lock the assembly to ensure there is no possibility of rotational movement.


SERVICE

4.2.1 NO FOOT OPTION Generators can be supplied without a foot providing the option for customers own arrangement. For details of mounting this arrangement, see the general arrangement drawing supplied with generator. Alternatively refer to CG Newage Electrical Ltd. for a copy of the latest general arrangement drawing showing the ’NO FOOT OPTION’ appropriate to your generator.

148

4.2.2 TWO BEARING GENERATORS A flexible coupling should be fitted and aligned in accordance with the coupling manufacturer’s instruction. If a close coupling adaptor is used the alignment of machined faces must be checked by offering the generator up to the engine. Shim the generator feet if necessary. Ensure adaptor guards are fitted after generator / engine assembly is complete. Open coupled sets require a suitable guard, to be provided by the set builder. In the case of belt driven generators, ensure alignment of drive and driven pulleys to avoid axial load on the bearings. Screw type tensioning devices are recommended to allow accurate adjustment of belt tension whilst maintaining pully alignment. Side loads should not exceed values given in SECTION 3. Belt and pully guards must be provided by the set builder. Important !

Caution !

Incorrect belt tensioning will result in excessive bearing wear. Incorrect guarding and/or generator alignment can result in personal injury and/or equipment damage.

4.2.3 SINGLE BEARING GENERATORS Alignment of single bearing generators is critical. If necessary shim the generator feet to ensure alignment of the machined surfaces. For transit and storage purposes the generator frame spigot and rotor coupling plates have been coated with a rust preventative. This MUST BE removed before assembly to engine. A practical method for removal of this coating is to clean the mating surface areas with a de-greasing agent based on a petroleum solvent. Caution !

Care should be taken not to allow any cleaning agent to come into prolonged contact with skin.


SERVICE

The sequence of assembly to the engine should generally be as follows: 1.

On the engine check the distance from the coupling mating face on the flywheel to the flywheel housing mating face. This should be within +/-0.5 mm of nominal dimension. This is necessary to ensure that a thrust is not applied to the a.c. generator bearing or engine bearing.

2.

Check that the bolts securing the flexible plates to the coupling hub are tight and locked into position. Torque tightening is 24.9 kgfm (244Nm; 180 lb.ft.).

2a.

UCD224 only Torque tightening is 15.29 kgfm (150Nm; 110 lb.ft.)

3.

Remove covers from the drive end of the generator to gain access to coupling and adaptor bolts.

149

4.

Check that coupling discs are concentric with adaptor spigot. This can be adjusted by the use of tapered wooden wedges between the fan and adaptor. Alternatively the rotor can be suspended by means of a rope sling through the adaptor opening.

5.

Offer the a.c. generator to engine and engage both coupling discs and housing spigots at the same time, finally pulling home by using the housing and coupling bolts. Use heavy gauge washers between bolt head and discs on dosc to flywheel bolts.

6.

Tighten coupling disc to flywheel. Refer to engine manual for torque setting of disc to flywheel bolts.

7.

Remove wooden wedges. Caution !

Incorrect guarding and / or generator alignment can result in personal injuiry and / or equipment damage.

4.3 EARTHING The generator frame should be solidly bonded to the generating set bedplate. If antivibration mounts are fitted between the generator frame and its bedplate a suitably rated earth conductor (normally one half of the cross sectional area of the main line cables) should bridge across the antivibration mount. Refer to local regulations to ensure that the correct earthing procedure has been followed. Warning !

4.4 PRE-RUNNING CHECKS 4.4.1 INSULATION CHECK Before starting the generating set, both after completing assembly and after installation of the set, test the insulation resistance of the windings.


SERVICE

The AVR should be disconnected during this test. A 500V Megger or similar instrument should be used. Disconnect any earthing conductor connected between neutral and earth and megger an output lead terminal U, V or W to earth. The insulation resistance reading should be in excess of 1MΩ to earth. Should the insulation resistance be less than 1MΩ the winding must be dried out as detailed in the Service and Maintenance section of this Manual. Important !

The windings have been H.V. tested during manufacture and further H.V. testing may degrade the insulation with consequent reduction in operating life. Should it be necessary to demonstrate H.V. testing, for customer acceptance, the tests must be carried out at reduced voltage levels i.e. Test voltage = 0.8 (2 X Rated Voltage + 1000)

150

4.4.2 DIRECTION OF ROTATION The generator is supplied to give a phase sequence of U V W with the generator running clockwise looking at the drive end (unless otherwise specified at the time of ordering). If the generator phase rotation has to be reversed after the generator has been despatched apply to Factory for appropriate wiring diagrams. UCI224, UCI274, UCM224, UCM274 Machines are fitted with bi-directional fans and are suitable for running in either direction of rotation. UCD224, UCD274 Machines are fitted with uni-directional fans and are suitable for running in one direction only.

4.4.3 VOLTAGE AND FREQUENCY Check that the voltage and frequency levels required for the generating set application are as indicated on the generator nameplate. Three phase generators normally have a 12 ends out reconnectable winding. If it is necessary to reconnect the stator for the voltage required, refer to diagrams in the back of this manual.

4.4.4 AVR SETTINGS To make AVR selections and adjustments remove the AVR cover and refer to 4.4.4.1, 4.4.4.2, 4.4.4.3, 4.4.4.4 or 4.4.4.5 depending upon type of AVR fitted. Reference to the generator nameplate will indicate AVR type (SX460, SX440, SX421, MX341 or MX321). Most of the AVR adjustments are factory set in positions which will give satisfactory performance during initial running tests. Subsequent adjustment may be required to achieve optimum performance of the set under operating conditions. Refer to ’Load Testing’ section for details.

4.4.4.1 TYPE SX460 AVR The following ’jumper’ connections on the AVR should be checked to ensure they are correctly set for the generating set application. Refer to Fig. 1 for location of selection links.


SERVICE

1. Frequency selection 50Hz operation 60Hz operation

LINK C-50 LINK C-60

2. External hand trimmer selection No external hand trimmer Link 1-2 External hand trimmer required-

REMOVE LINK 1-2 and connect trimmer across terminals 1 and 2.

3. AVR Input Selection High voltage Low voltage

(220/240V) Input (110/120V) Input

NO LINK LINK 3-4

151

XX X

6

7

8

HAND TRIMMER CONNECTIONS

2 1

INPUT SELECTION CONNECTIONS

4 3

VOLTS

SX460

AVR INPUT SELECTION

UFRO INDICATOR LED

60 C 50

50 Hz 60 Hz

FREQUENCY SELECTION STABILITY

FIG, 1


1. Frequency selection terminals 50Hz operation 60Hz operation

LINK C-50 LINK C-60

2. Stability selection terminals Frame UC22 Frame UC27

LINK A-C LINK B-C

3. Sensing selection terminals LINK 2-3 LINK 4-5 LINK 6-7

4. Excitation Interruption Link LINK K1-K2 K1-K2 Linked for normal operation


2 2 1

TRIM DROOP

SX440

VOLTS

A1 A2 S1 S2 1 2 3 4 5 6 7 8

SENSING SELECTION

SERVICE

K2 K1 P2 P3 P4 XX X 3

FREQUENCY SELECTION

INDICATOR LED

STABILITY SELECTION

UFRO 50 C 60

C B A 90 kW -550 kW OVER 550 kW

50 Hz 60 Hz

Fig. 2

152



LINK C-50 LINK C-60

2. Stability selection terminals Depending upon kW output or LINK A-C or LINK B-C

LINK B-D

3. Terminals K1 - K2 Excitation circuit breaker closed.

Fig. 3

4.4.4.4 TYPE MX341 AVR


SERVICE

The following ’jumper’ connections on the AVR should be checked to ensure they are correctly set for the generating set application. Refer to Fig. 4 for location of setting links.


LINK 2-3 LINK 1-3


LINK A-C LINK B-C

3. Sensing selection terminals LINK 2-3 LINK 4-5 LINK 6-7

4. Excitation Interruption Link LINK K1-K2

153

K1-K2 Linked for normal operation

K2 K1 P2 P3 P4 XX X 3

2 2 1 A1 A2 S1 S2

TRIM DROOP

1 2 3 4 5 6 7 8

VOLTS

DIP

EXC TRIP

SENSING SELECTION

MX341

FREQUENCY SELECTION

INDICATOR LED

STABILITYSELECTION

UFRO 3

2 1

C B A

4P/60 Hz 4P/50 Hz 6P/60 Hz (NO LINK) 6P/50 Hz

90 kW -550 kW OVER 550 kW

Fig. 4

4.4.4.5 TYPE MX321 AVR The following ’jumper’ connections on the AVR should be checked to ensure they are correctly set for the generating set application. Refer to Fig. 4 for location of setting links.


SERVICE

MX 321

Fig. 5 1. Frequency selection terminals 50Hz operation 60Hz operation

LINK 2-3 LINK 1-3


LINK A-C LINK B-C

3. Terminals K1 - K2 Excitation circuit breaker closed. If this option not fitted, K1 - K2 linked at auxiliary terminal block.

154

4.4.5 TRANSFORMER CONTROLLED EXCITATION SYSTEM (Series 5) This control system is identified with the digit 5 as the last digit of the frame size quoted on the name plate. The excitation control is factory set for the specific voltage shown on the name plate and requires no adjustment.

4.5 GENERATOR SET TESTING

Warning !

During testing it may be necessary to remove covers to adjust controls exposing ’live’ terminals or components. Only personnel qualified to perform electrical service should carry out testing and/or adjustments.

4.5.1 TEST METERING/CABLING Connect any instrument wiring and cabling required for initial test purposes with permanent or spring-clip type connectors. Minimum instrumentation for testing should be line - line or line to neutral voltmeter, Hz meter, load current metering and kW meter. If reactive load is used a power factor meter is desirable. Important !

Caution !

When fitting power cables for load testing purposes, ensure cable voltage rating is at least equal to the generator rated voltage. The load cable termination should be placed on top of the winding lead termination and clamped with the nut provided. Check that all wiring terminations for internal or external wiring are secure, and fit all terminal box covers and guards. Failure to secure wiring and/or covers may result in personal injury and/or equipment failure.


SERVICE

4.6 INITIAL START-UP

Warning !

During testing it may be necessary to remove covers to adjust controls exposing ’live’ terminals or components. Only personnel qualified to perform electrical service should carry out testing and/or adjustments. Refit all access covers after adjustments are completed.

On completion of generating set assembly and before starting the generating set ensure that all engine manufacturer’s pre running procedures have been completed, and that adjustment of the engine governor is such that the generator will not be subjected to speeds in excess of 125 % of the rated speed. Important !

Overspeeding of the generator during initial setting of the speedgovernor can result in damage to the generator rotating components.

In addition remove the AVR access cover (on AVR controlled generators) and turn VOLTS control fully anti-clockwise. Start the generating set and run on no-load at nominal frequency. Slowly turn VOLTS control potentiometer clockwise until rated voltage is reached. Refer to Fig. 6a, 6b, 6c, 6d or 6e for control potentiometer location. 155

Do not increase the voltage above the rated generator voltage shown on the generator nameplate.

Important !

The STABILITY control potentiometer will have been pre-set and should normally not require adjustments, but should this be required, usually identified by oscillation of the voltmeter, refer to fig. 6a, 6b, 6c, 6d or 6e for control potentiometer location and proceed as follows:1)

Run the generating set on no-load and check that speed is correct and stable

2)

Turn the STABILITY control potentiometer clockwise, then turn slowly anti-clockwise until the generator voltage starts to become unstable.

The correct setting is slightly clockwise from this position (i.e. where the machine volts are stable but close to the unstable region). XX X

6

7

8

HAND TRIMMER CONNECTIONS

2 1

INPUT SELECTION CONNECTIONS

4 3

VOLTS

SX460

AVR INPUT SELECTION

UFRO

60 Hz

60 C 50

INDICATOR LED 50 Hz

FREQUENCY SELECTION STABILITY

Fig. 6a K1-K2 Linked for normal operation

K2 K1 P2 P3 P4 XX X 3

2 2 1

TRIM DROOP


VOLTS

1 2 3 4 5 6 7 8

SENSING SELECTION

SERVICE

SX440

A1 A2 S1 S2

FREQUENCY SELECTION

INDICATOR LED

STABILITY SELECTION

UFRO 50 C 60


50 Hz 60 Hz

Fig. 6b

156

Fig. 6c


K2 K1 P2 P3 P4 XX X 3

2 2 1

TRIM DROOP

VOLTS

DIP

EXC TRIP

1 2 3 4 5 6 7 8

FREQUENCY SELECTION

INDICATOR LED

STABILITYSELECTION

UFRO 3

2 1

C B A




SERVICE

Fig. 6d

MX 321

Fig. 6e

157

SENSING SELECTION

MX341

A1 A2 S1 S2

4.7 LOAD TESTING

Warning !

During testing it may be necessary to remove covers to adjust controls exposing ’live’ terminals or components. Only personnel qualified to perform electrical service should carry out testing and/or adjustments. Refit all access covers after adjustments are completed.

4.7.1 AVR CONTROLLED GENERATORS - AVR ADJUSTMENTS Refer to Fig. 6a, 6b, 6c,, 6d 0r 6e for control potentiometer locations. Having adjusted VOLTS and STABILITY during the initial startup procedure, other AVR control functions should not normally need adjustment. If however, poor voltage regulation on-load or voltage collapse is experienced, refer to the following paragraphs on each function to a) check that the symptoms observed do indicate adjustment is necessary, and b) to make the adjustment correctly.

4.7.1.1 UFRO (Under Frequency Roll Off) (AVR Types SX460, SX440, SX421, MX341 and MX321)


SERVICE

The AVR incorporates an underspeed protection circuit which gives a voltage/speed (Hz) characteristic as shown.

Fig. 7 The UFRO control potentiometer sets the ’’knee point’’ Symptoms of incorrect setting are a) the light emitting diode (LED) indicator, just above the UFRO control potentiometer, being permanently lit when the generator is on load, and b) poor voltage regulation on load, i.e. operation on the sloping part of the characteristic. Clockwise adjustment lowers the frequency (speed) setting of the ’’knee point’’ and extinguishes the LED. For optimum setting the LED should illuminate as the frequency falls just below nominal frequency, i.e 47Hz on a 50Hz generator or 57Hz on a 60Hz generator. Important !

With AVR Types MX341 and MX321 If the LED is illuminated and no output voltage is present, refer to EXC TRIP and /or OVER/V sections below.

158

4.7.1.2 EXC TRIP (Excitation Trip) AVR Types MX341 and MX321 An AVR supplied from a permanent magnet generator inherently delivers maximum excitation power on a line to line or line to neutral short circuit or large overload. In order to protect the generator windings the AVR incorporates an over excitation circuit which detects high excitation and removes it after a predetermined time, i.e. 8-10 seconds. Symptoms of incorrect setting are the generator output collapses on load or small overload, and the LED is permanently illuminated. The correct setting is 70 volts +/-5% between terminals X and XX.

4.7.1.3 OVER/V (Over Voltage) AVR Types SX421 and MX321 Over voltage protection circuitry is included in the AVR to remove generator excitation in the event of loss of AVR sensing input. The MX 321 has both internal electronic de-excitation and provision of a signal to operate an external circuit breaker. The SX421 only provides a signal to operate an external breaker, which MUST be fitted if over voltage protection is required. Incorrect setting would cause the generator output voltage to collapse at no-load or on removal of load, and the LED to be illuminated. The correct setting is 300 volts +/-5% across terminals E1,E0. Clockwise adjustment of the OVER/V control potentiometer will increase the voltage at which the circuit operates.

4.7.1.4 TRANSIENT LOAD SWITCHING ADJUSTMENTS AVR Types SX421, MX341 and MX321


SERVICE

The additional function controls of DIP and DWELL are provided to enable the load acceptance capability of the generating set to be optimised. The overall generating set performance depends upon the engine capability and governor response, in conjunction with the generator characteristics. It is not possible to adjust the level of voltage dip or recovery independently from the engine performance, and there will always be a ’trade off’ between frequency dip and voltage dip.

159

DIP AVR Types SX421, MX341 and MX321 AVR Types SX421, MX341 and MX321 The dip function control potentiometer adjusts the slope of the voltage/ speed (Hz) characteristic below the knee point as shown below :

Fig. 8

DWELL AVR Type MX321 The dwell function introduces a time delay between the recovery of voltage and recovery of speed. The purpose of the time delay is to reduce the generator kW below the available engine kW during the recovery period, thus allowing an improved speed recovery. Again this control is only functional below the ’’knee point’’, i.e. if the speed stays above the knee point during load switching there is no effect from the DWELL function setting.


SERVICE

Clockwise adjustment gives increased recovery time.

Fig. 9 The graphs shown above are representations only, since it is impossible to show the combined effects of voltage regulator and engine governor performance.

160

4.7.1.5 RAMP AVR Type MX321 The RAMP potentiometer enables adjustment of the time taken for the generator’s initial build up to normal rated voltage during each start and run up to speed. The potentiometer is factory set to give a ramp time of three seconds, which is considered to be suitable for most applications. This time can be reduced to one second by turning the pot. fully counter clockwise, and increased to eight seconds by turning the pot. fully clockwise.

4.7.2 TRANSFORMER CONTROLLED GENERATORS - TRANSFORMER ADJUSTMENT Normally no adjustment is required but should the no-load voltage and / or no-load voltage be unacceptable, adjustment of the transformer air gap can be made as follows : Stop the generator. Remove transformer cover box. (Normally left hand side of the terminal box when viewed from the non drive end). Slacken the three transformer mounting bolts along the top of the transformer. Start the set with a voltmeter connected accross the main output terminals. Adjust the air gap between the transformer top lamination section and the transformer limbs to obtain required voltage on no-load. Slightly tighten the three mounting bolts. Switch load ’on’ and ’off’ two or three times. Application of load will normally raise the voltage setting slightly. With the load ’off’ recheck the no-load voltage. Readjust air gap and finally tighten mounting bolts. Refit the access cover.

Failure to refit covers can result in operator personal injuiry or death. Warning!


SERVICE

4.8 ACCESSORIES Refer to the ’’ACCESSORIES’’ Section 6 of this Manual for setting up procedures related to generator mounted accessories. If there are accessories for control panel mounting supplied with the generator refer to the specific accessory fitting procedures.

161

SECTION 5 INSTALLATION - PART 2 5.1 GENERAL The extent of the site installation will depend upon the generating set build, e.g. if the generator is installed in a canopied set with integral switchboards and circuit breaker, on site installation will be limited to connecting up the site load to the generating set output terminals. In this case reference should be made to the generating set manufacturer’s instruction book and any pertinent local regulations. If the generator has been installed on a set without switchboard or circuit breaker the folllowing points relating to connecting up the generator should be noted.

5.2 GLANDING The terminal box is most conveniently glanded on either right or left hand side. Both panels are removable for drilling/punching to suit glands/or glanding boxes. If single core cables are taken through the terminal box side panel an insulated or non-magnetic gland plate should be fitted. Incoming cables should be supported from either below or above the box level and at a sufficient distance from the centre line of the generating set so as to avoid a tight radius at the point of entry into the terminal box panel, and allow movement of the generator set on its anti-vibration mountings without excessive stress on the cable. Before making final connections, test the insulation resistance of the windings. The AVR should be disconnected during this test. A 500V Megger or similar instrument should be used. Should the insulation resistance be less than 5MW the windings must be dried out as detailed in the Service and Maintenance section of this manual. When making connections to the terminals the incoming cable termination should be placed on top of the winding lead termination(s) and clamped with the nut provided.


SERVICE

Important !

To avoid the possibility of swarf entering any electrical components in the terminal box, panels must be removed for drilling.

5.3 EARTHING The neutral of the generator is not bonded to the generator frame as supplied from the factory. An earth terminal is provided inside the terminal box adjacent to the main terminals.Should it be required to operate with the neutral earthed a substantial earth conductor (normally equivalent to one half of the section of the line conductors) must be connected between the neutral and the earth terminal inside the terminal box. Additional earth terminals are provided on the generator feet. These should be already bonded to the generating set bedplate by the generating set builder, but will normally be required to be connected to the site earth system. Reference to local electricity regulations or safety rules should be made to ensure correct earthing procedures have been followed. Caution !

162

5.4 PROTECTION It is the responsibility of the end user and his contractors/subcontractors to ensure that the overall system protection meets the needs of any inspectorate, local electricity authority or safety rules, pertaining to the site location. To enable the system designer to achieve the necessary protection and/or discrimination, fault current curves are available on request from the factory, together with generator reactance values to enable fault current calculations to be made.

Warning !

Incorrect installation and/or protective systems can result in personal injury and/ or equipment damage. Installers must be qualified to perform electrical installation work.

5.5 COMMISSIONING Ensure that all external cabling is correct and that all the generating set manufacturer’s pre-running checks have been carried out before starting the set. The generator AVR controls will have been adjusted during the generating set manufacturer’s tests and should normally not require further adjustment.


SERVICE

Should malfunction occur during commissioning refer to Service and Maintenance section ’Fault Finding’ procedure (subsection 7.4).

163

SECTION 6 ACCESSORIES Generator control accessories may be fitted, as an option, in the generator terminal box. When the options are supplied seperately, fitting instructions are provided with the accessory. The following matrix indicates availability of accessories with the differing AVRs. Note the SX460 is not suitable for operation with accessories.

AVR Model

Parallel Manual -ing Voltage VAr/PF Droop or Regulator Control Astatic

Current Limit

SX440

4

X

4

X

SX421

4

X

4

X

MX341

4

4

4

MX321

4

4

4

X 4

6.1 REMOTE VOLTAGE ADJUST (ALL AVR TYPES) A remote voltage adjust (hand trimmer) can be fitted. SX460 and MX321

Remove link 1-2 on the AVR and connect adjuster to terminals 1 and 2.

SX440, SX421 and MX341

Remove link 1-2 at the auxiliary terminals and connect adjuster to terminals 1 and 2.

6.2 PARALLEL OPERATION


SERVICE

Understanding of the following notes on parallel operation is useful before attempting the fitting or setting of the droop kit accessory. When operating in parallel with other generators or the mains, it is essential that the phase sequence of the incoming generator matches that of the busbar and also that all of the following conditions are met before the circuit breaker of the incoming generator is closed on to the busbar (or operational generator) 1)

Frequency must match within close limits.

2)

Voltages must match within close limits.

3)

Phase angle of voltages must match within close limits.

A variety of techniques, varying from simple synchronising lamps to fully automatic synchronisers, can be used to ensure these conditions are met. Important !

Failure to meet conditions 1, 2 and 3 when closing the circuit breaker, will generate excessive mechanical and electrical stresses, resulting in equipment damage.

Once connceted in parallel a minimum instrumentation level per generator of voltmeter, ammeter, wattmeter (measuring total power per generator) and frequency meter is required in order to adjust the engine and generator controls to share kW in relation to engine ratings and KVAr in relation to generator ratings.

164

It is important to recognise that 1)

True kW are derived from the engine, and speed governor characteristics determine the kW sharing between sets

and 2)

KVAr are derived from the generator, and excitation control characteristics determine the kVAr sharing. Reference should be made to the generating set manufacturer’s instructions for setting the governor controls.

6.2.1 DROOP The most commonly used method of kVAr sharing is to create a generator voltage characteristic which falls with decreasing power factor (increasing kVAr). This is achieved with a current transformer (C.T.) which provides a signal dependent on current phase angle (i.e power factor) to the AVR. The current transformer has a burden resistor on the AVR board and a percentage of the burden resistor voltage is summed into the AVR circuit. Increasing droop is obtained by turning the DROOP control potentiometer clockwise. The diagrams below indicate the effect of droop in a simple two generator system :-

Load at pf cos Æ


SERVICE

Gen No. 1

Gen No. 2

165

Generally 5% droop at full load current at zero p.f. is sufficient to ensure kVAr sharing. If the droop accessoory has been supplied with the generator it will have been tested to ensure correct polarity and set to a nominal level of droop. The final level of droop will be set during generating set commissioning. The following setting procedure will be found to be helpful.

6.2.1.1 SETTING PROCEDURE Depending upon available load the following setting should be used-all are based on rated current level. 0.8 P.F. LOAD (at full load current) Zero P.F. LOAD (at full load current)

SET DROOP TO 3% SET DROOP TO 5%

Setting the droop with low power factor load is the most accurate. Run each generator as a single unit at rated frequency or rated frequency + 4% depending upon type of governor and nominal voltage. Apply available load to rated current of the generator. Adjust ’DROOP’ control potentiometer to give droop in line with above table. Clockwise rotation increases amount of droop. Refer to Fig 9a, 9b, 9c or 9d for potentiometer locations. Note 1) Reverse polarity of the C.T. will raise the generator voltage with load. The polarities S1-S2 shown on the wiring diagrams are correct for clockwise rotation of the generator looking at the drive end. Reversed rotation requires S1-S2 to be reversed. Note 2) The most important aspect is to set all generators equal. The precise level of droop is less critical. Note 3) A generator operated as a single unit with a droop circuit set at rated load 0.8 power factor is unable to maintain the usual +/0.5% regulation. A shorting switch can be connected across S1S2 to restore regulation for single running.


SERVICE

Important !

LOSS OF FUEL to an engine can cause its generator to motor with consequent damage to the generator windings. Reverse power relays should be fitted to trip main circuit breaker. LOSS OF EXCITATION to the generator can result in large current oscillations with consequent damage to generator windings. Excitation loss detection equipment should be fitted to trip main circuit breaker.

6.2.2 ASTATIC CONTROL The ’droop’ current transformer can be used in a connection arrangement which enables the normal regulation of the generator to be maintained when operating in parallel. This feature is only supplied from the factory as a fitted droop kit, however, if requested at the time of order, the diagrams given with machine will give the necessary site connections. The end user is required to provide a shorting switch for the droop current transformer secondary.

166

Should the generator be required to be converted from standard droop to ’astatic’ control, diagrams are available on request. The setting procedures is exactly the same as for DROOP. (Subsection 6.2.1.1) Important !

When using this connection arrangement a shorting switch is required across each C.T. burden (terminals S1 and S2.) The switch must be closed a) when a generating set is not running and b) when a generating set is selected for single, running.

6.3 MANUAL VOLTAGE REGULATOR (MVR)-MX341 and MX321 AVR This accessory is provided as an ’emergency’ excitation system, in the event of an a AVR failure. Powered from the PMG output the unit is manually set, but automatically controls the excitiation current, independent of generator voltage or frequency. The unit is provided with ’MANUAL’, ’OFF’, ’AUTO’ switching facility.

’MANUAL’ - position connects the exciter field to theMVR output. Generator output is then controlled by the operator adjusting the excitation current.

’OFF’ - disconnects the exciter field from both MVR and the normal AVR.

’AUTO’ - connects the exciter field to the normal AVR and the generator output is controlled at the pre-set voltage under AVR control. Switching ’mode of operation’ should be carried out with the generator set stationary to avoid voltage surges on the connected load, although neither the MVR nor AVR will be damaged should the switching be carried out with the set running.


SERVICE

6.4 OVERVOLTAGE DE-EXCITATION BREAKER SX421 and MX321 AVR This accessory provides positive interruption of the excitation power in the event of overvoltage due to loss of sensing or internal AVR faults including the output power device. With the MX321 AVR this accessory is supplied loose for fitting in the control panel. In the case of the SX421 the circuit breaker is always supplied and will normally be fitted in the generators. Important !

When the circuit breaker is supplied loose, the AVR is fitted with a link on terminals K1-K2 to enable operations of the AVR. When connecting the circuit breaker this link must be removed.

167

6.4.1 RESETTING THE BREAKER In the event of the operation of the circuit breaker, indicated by loss of generator output voltage, manual resetting is required when in the ’’tripped’’ state the circuit breaker switch level shows ’’OFF’’. To reset move the switch lever to the position showing ’’ON’’ When fitted in the generator, access to the breaker is gained by removal of the AVR access cover.

Danger !

Terminals which are LIVE with the generating set running are exposed when the AVR access cover is removed. Resetting of the circuit breaker MUST be carried out with generating set stationary, and engine starting circuits disabled.

The circuit breaker is mounted on the AVR mounting bracket either to the left or to the right of the AVR depending upon AVR position. After resetting the circuit breaker replace the AVR access cover before restarting the generating set. Should resetting of the circuit breaker not restore the generator to normal operation, refer to subsection 7.5. K1-K2 Linked for normal operation

K2 K1 P2 P3 P4 XX X 3

2 2 1

TRIM DROOP

SX440

1 2 3 4 5 6 7 8

SENSING SELECTION

VOLTS

A1 A2 S1 S2

FREQUENCY SELECTION

INDICATOR LED

STABILITY SELECTION

UFRO 50 C 60


50 Hz 60 Hz


SERVICE

FIG. 9a

FIG. 9b

168


K2 K1 P2 P3 P4 XX X 3

2 2 1

TRIM DROOP

VOLTS

DIP

EXC TRIP

1 2 3 4 5 6 7 8

SENSING SELECTION

MX341

A1 A2 S1 S2

FREQUENCY SELECTION

INDICATOR LED

STABILITYSELECTION

UFRO 3

2 1

CB A



FIG. 9c

MX 321

FIG. 9d


SERVICE

6.5 CURRENT LIMIT - MX321AVR These accessories work in conjunction with AVR circuits to provide an adjustment to the level of current delivered into a fault. One current transformer (CT) per phase is fitted to provide current limiting on any line to line or line to neutral fault. Note : The W phase CT can also privide ’’ DROOP" Refer to 6.2.1.1 for setting droop independent of current limit. Adjustment means is provided with the "I/LIMIT" control potentiometer on the AVR. Refer to Fig. 9d for location. If current limit transformers are supplied with the generator the limit will be set in accordance with the level specified at the time of order, and no further adjustment will be necessary. However, should the level need to be adjusted, refer to the setting procedure given in 6.5.1.

6.5.1 SETTING PROCEDURE Run the generating set on no-load and check that engine governor is set to control nominal speed.

169

Stop the generating set. Remove the link between terminals K1-K2 at the auxiliary terminal block and connect a 5A switch across the terminals K1-K2. Turn the "I/LIMIT" control potentiometer fully anticolckwise. Short circuit the stator winding with a bolted 3 phase short at the main terminals. An AC current clip-on ammeter is required to measure the winding lead current. With the switch across K1-K2 open start the generating set. Close the switch across K1-K2 and turn the "I/LIMIT" control potentiometer clockwise until required current level is observed on the clip-on ammeter. As soon as correct setting is achieved open the K1-K2 switch. Should the current collapse during the setting procedure, the internal protective circuits of the AVR will have operated. In this event shut down the set and open the K1-K2 switch. Restart the set and run for 10 minutes with K1-K2 switch open, to cool the generator windings, before attempting to resume the setting procedure. Important !

Failure to carry out the correct COOLING procedure, may cause overheating and consequent damage to the generator windings.

6.6 POWER FACTOR CONTROLLER (PFC3) This accessory is primarily designed for those generator applications where operation in parallel with the mains supply is required. Protection against loss of mains voltage or genrerator excitation is not included in the unit and the system designer must incorporate suitable protection. The electronic control unit requires both droop and kVAr current transformers. When supplied with the generator, wiring diagrams and the additional instruction leaflet provided gives details of setting procedures for the power factor controller (PFC3).


SERVICE

The uniit monitors the power factor of the generator current and adjusts excitation to maintain the power factor constant. This mode can also be used to control the power factor of the mains if the point of current monitoring is moved to the mains cables. Refer to the factory for appropriate details. It is also possible to operate the unit to control kVAr of the generator if required. Refer to the factory for appropriate details.

170

SECTION 7 SERVICE AND MAINTENANCE

Warning !

Service and fault finding procedures present hazards which can result in severe personal injury or death. Only personnel qualified to perform electrical and mechanical service should carry out these procedures. Ensure engine starting circuits are disabled before commencing service or maintenance procedures. Isolate any anticondensation heater supply.

As a part of routine maintenance procedures, periodic attention to winding condition (particularly when the generators have been idle for a long period) and bearings is recommended. (Refer to subsections 7.1 and 7.2 respectively).

7.1 WINDING CONDITION The condition of the windings can be assessed by measurement of insulation resistance to earth. Care should be taken when dealing with windings which are suspected of being excessively damp & dirty. The initial measurement of insulation resistance should be established using a low voltage (500V) megger type instrument and if manually powered the handle should initially be turned slowly. Full megger tests or any other form of high voltage tests should not be applied untill the windings have been dried out and if necessary cleaned. Caution !


SERVICE

Important !

The AVR should be disconnected and the resistance temperature detector (R.T.D.) leads grounded during this test. The windings have been H.V. tested during manufacture and further H.V. testing may degrade the insulation with consequent reduction in operating life. Should it be necessary to demonstrate H.V. testing, for customer acceptance, the tests must be carried out at reduced voltage levels i.e. (Test Voltage = 0.8 (2 X Rated Voltage + 1000).

A 500V megger or similar instrument should be used. Disconnect any earthing conductor connected between neutral and earth and megger an output lead terminal U, V or W to earth. The insulation resistance reading should be in excess of 1.0MWto earth. Should the insulation resistance be less than 1.0MW the winding must be dried out as detailed below. The above insulation resistance value is quoted for windings at an ambient temperature of approximately 200C. It should be noted that as winding temperature increases, values of insulation resistance may significantly reduce. Therefore, the reference values for insulation resistance can only be established with windings at a temperature of approximately 200C. Should the values be less than quoted, drying out the generator windings is essential. 171

Drying out may be carried out by directing warm air from a fan heater or similar apparatus into the generator air inlets and/or outlets. During drying, air must be able to flow freely through the generator in order to carry off the moisture. Alternatively, the alternator main stator windings may be short circuited with a bolted 3 phase short at the main terminals and the generating set run with the AVR disconnected at terminals X and XX. A d.c. supply is connected to the leads X and XX (X must be connected to the positive of the d.c. supply and XX to the negative of the d.c. supply). The d.c. supply must be variable from 0 - 24 volts and capable of supplying 1.0amp. An a.c. current clip-on ammeter or similar instrument is required to measure the main stator winding current. Set the DC supply voltage to zero. Start the generating set and slowly increase the DC voltage to pass current through the main stator winding. The current level should not exceed the rated current of the generator. Important !

The short circuit must not be applied with the AVR connected in circuit. Current in excess of the rated generator current will cause damage to the windings.

During drying the resistance should be measured at regular intervals, typically every 15 minutes and a graph plotted of insulation resistance against time. The shape of the resulting curve will be similar to Fig. 1 below.


SERVICE

Fig. 1 illustrates a typical curve for a generator which has absorbed a considerable amount of moisture. The curve indicates a temperature increase in resistance, a fall, and then a gradual rise to a steady figure. If windings are not very damp the dotted portion of the curve may not appear.

Fig.1 Drying should be continued after point "A" has been reached for at least ane hour. Once the winding insulation resistance has been raised to the highest achievable level the I.R. (Insulation Resistance) should be measured using a 500V megger or similar type instrument. It is recommended that the main stator insulation resistance is checked as follows : 1.

Seperate the three neutral leads

2.

Ground V and W phase and megger U phase to ground Ground U and W phase and megger V phase to ground Ground U and V phase and megger W phase to ground

172

The generator must not be put into service if the following minimum values cannot be achieved. INSULATION RESISTANCE

1.0 Meg Ohm

If the minimum value of I.R. cannot be achieved rewinding or refurbishment of the main stator winding will be necessary.

7.2 BEARINGS All bearings are sealed for life as supplied by the bearing manufacturer. Periodic checks for overheating or noise during the life of the bearing are recommended. If excessive vibration develops after a period of time this may be due to bearing wear - the bearing should then be examined for damage or loss of grease and replaced if necessary. Refer to subsection 7.5.4.2. In any event the bearing should be replaced after 40000 hours in service. Important !

Bearing life is subject to working conditions and environment.

Important !

Long stationary periods in an environment where there is vibration can cause false brinneling which puts flats on the ball and grooves on the races. Very humid atmospheres or wet conditions can emulsify the grease causing corrosion.

Important !

High axial vibration from the engine or misalignment of the set will stress the bearing.

7.3 AIR FILTERS The frequency of filter maintenance will depend upon the severity of the site conditions. Regular inspection of the elements will be required to establish when cleaning is necessary.

7.3.1 CLEANING PROCEDURE


SERVICE

Removal of filter elements enables access to LIVE parts. Only remove elements with the generator out of service. Danger ! Remove the filter elements from the filter frames. Immerse or flush the element with a suitable detergent until the element is clean. Dry elements thoroughly before refitting.

7.4 FAULT FINDING Important !

Before commencing any fault finding procedure examine all wiring for broken or loose conections.

Four types of excitation control system, involving four types of AVR, can be fitted to the range of generators covered by this manual. The systems can be identified by a combination of AVR type, where applicable, and the last digit of the generator frame size designation. Refer to the generator nameplate then proceed

173

to the appropriate subsection as indicated below:DIGIT

EXCITATION CONTROL

SUBSECTION

4

SX460 AVR

7.4.1

4

SX440 AVR

7.4.2

4

SX421 AVR

7.4.3

5

Transformer control

7.4.4

3

MX341 AVR

7.4.5

3

MX321 AVR

7.4.6

7.4.1 SX460 AVR - FAULT FINDING No voltage build-up when starting set

1. Check speed 2. Check residual voltage refer to subsection 7.4.7. 3. Follow seperate excitation test procedure to check generator and AVR.

Unstable voltage either on no-load or with load

1. Check speed stability 2. Check stability setting. Refer to subsection 4.6

High voltage either on no-load or with load

1. Check speed. 2. Check that generator load is not capacitive (leading power factor).

Low voltage no-load

1. Check speed 2. Check link 1-2 or external hand trimmer leads for continuity.

Low voltage on-load

1. Check speed 2. Check UFRO setting. Refer to subsection 4.7.1.1. 3. Follow seperate excitation procedure to check generator and AVR. Refer to subsection 7.5.

7.4.2 SX440 AVR - FAULT FINDING


SERVICE

No voltage build-up when starting set

1. Check link K1-K2 on auxiliary terminals 2 Check speed 3. Check residual voltage refer to subsection 7.4.7. 4. Follow seperate excitation test procedure to check generator and AVR. Refer to subsection 7.5.


1. Check speed stability 2. Check stability setting. Refer to subsection 4.6


1. Check speed 2. Check that generator load is not capacitive (leading power factor)

Low voltage no-load

1. Check speed 2. Check link 1-2 or external hand trimmer leads for continuity.

Low voltage on-load

1. Check speed 2. Check UFRO setting. Refer to subsection 4.7.1.1. 3. Follow seperate excitation procedure to check generator and AVR. Refer to subsection 7.5.

174

7.4.3 SX421 AVR - FAULT FINDING No voltage build-up when starting set

1. Check circuit breaker ’ON’. Refer to subsection 6.4.1. 2. Check speed. 3. Check residual voltage. Refer to Subsection 7.4.7. 4. Follow seperate excitation test procedure to check generator and AVR. Refer to subsection 7.5.


1. Check speed stability. 2. Check stability setting. Refer to subsection 4.6.


1. Check speed. 2. Check link 1-2 or external hand trimmer leads for continuity. Check continuity of leads 7-8 and P3-P2 for continuity. 3. Check that generator load is not capacitive (leading power factor).

Low voltage no-load

1. Check speed. 2. Check link 1-2 or external hand trimmer leads for continuity.

Low voltage on-load

1. Check speed. 2. Check UFRO setting. Refer to subsection 4.7.1.1. 3. Follow seperate excitation procedure to check generator and AVR. Refer to subsection 7.5.

Excessive voltage/speed dip on load switching

1. Check governor response. 2. Refer to generating set manual. Check ’DIP’ setting. Refer to subsection 4.7.1.4.

7.4.4 TRANSFORMER CONTROL - FAULT FINDING


SERVICE

No voltage build-up when starting set

1. Check transformer rectifiers 2. Check transformer secondary winding for open circuit.

Low voltage

1. Check speed. 2. Check transformer air gap setting. Refer to subsection 7.4.2.

High voltage

1. Check speed. 2. Check transformer air gap setting. Refer to subsection 7.4.2. 3. Check transformer secondary winding for short circuited turns.

Excessive voltage drop on - load

1. Check speed drop on-load. 2. Check transformer rectifiers. Check transformer air gap setting. Refer to subsection 4.7.2.

175

7.4.5 MX341 AVR - FAULT FINDING No voltage build-up when Starting set

1. Check link K1-K2 on auxiliary terminals. 2. Follow Seperate Excitation Test Procedure to check machine and AVR. Refer subsection 7.5.

Loss of voltage when set running

1. First stop and re-start set. If no voltage or voltage collapses after short time, follow Seperate Excitation Test Procedure. Refer to subsection 7.5.

Generator voltage 1. Check sensing leads to AVR. high followed 2. Refer to Seperate Excitation Test by collapse Procedure. Refer to subsectio 7.5. Voltage unstable, either on no-load or with load

1. Check speed stability. 2. Check ’’STAB’’ setting. Refer to Load Testing section for procedure. Refer to subsection 4.6.

Low voltage on-load

1. Check speed. 2. If correct check ’’UFRO’’ setting. Refer to subsection 4.7.1.1.

Excessive 1. Check governor response. Refer to voltages/speed dip generating set manual. Check ’’DIP’’ on load switching setting. Refer to subsection 4.7.1.4.

Sluggish recovery on load switching

1. Check governor response. Refer to generating set manual.

7.4.6 MX321 AVR - FAULT FINDING


SERVICE

No voltage build-up when Starting set

1. Check link K1-K2 on auxiliary terminals. Follow Seperate Excitation Test Procedure to check machine and AVR. Refer subsection 7.5.

Voltage very slow to build up

1. Check setting of ramp potentiometer. Refer to 4.7.1.5

Loss of voltage when set running

1. First stop and re-start set. If no vol-tage or voltage collapses after short time, follow Seperate Excitation Test Procedure. Refer to subsection 7.5.

Generator voltage 1. Check sensing leads to AVR. high followed by 2. Refer to Seperate Excitation Test collapse Procedure. Refer to subsection 7.5. Voltage unstable, either on no-load or with load

1. Check speed stability. 2. Check ’’STAB’’ setting. Refer to Load Testing section for procedure. Refer to subsection 4.6.

Low voltage on-load

1. Check speed. 2. If correct check ’’UFRO’’ setting. Refer to subsection 4.7.1.1.

Excessive 1. Check governor response. Refer to voltages/speed dip generating set manual. Check ’’DIP’’ on load switching setting. Refer to subsection 4.7.1.4. Sluggish recovery on load switching

1. Check governor response.Refer to generating set manual. Check ’’DWELL’’ setting. Refer to Load Testing section 4.7.1.4.

176

7.4.7 RESIDUAL VOLTAGE CHECK This procedure is applicable to generators with either SX460 or SX440 or SX421 AVR. With the generator set stationary remove AVR access cover and leads X and XX from the AVR. Start the set and measure voltage across AVR terminals 7-8 on SX460 AVR or P2-P3 on SX440 or SX421 AVR. Stop the set,and replace leads X and XX on the AVR terminals. If the measured voltage was above 5V the generator should operate normally. If the measured voltage was under 5V follow the procedure below. Using a 12 volt d.c. battery as a supply clip leads from battery negative to AVR terminal XX, and from battery positive through a diode to AVR terminal X. See Fig. 10. Important !

A diode must be used as shown below to ensure the AVR is not damaged.

Fig. 10


SERVICE

Important !

If the generating set battery is used for field flashing, the generator main stator neutral must be disconnected from earth.

Restart the set and note output voltage from main stator, which should be approximately nominal voltage, or voltage at AVR terminals 7 and 8 on SX460, P2-P3 on SX440 or SX421 which should be between 170 and 250 volts. Stop the set and unclip battery supply from terminals X and XX. Restart the set. The generator should now operate normally. If no voltage build-up is obtained it can be assumed a fault exists in either the generator or the AVR circuits. Follow the SEPARATE EXCITATION TEST PROCEDURE to check generator windings, rotating diodes and AVR. Refer to subsection 7.5.

7.5 SEPARATE EXCITATION TEST PROCEDURE The generator windings, diode assembly and AVR can be checked using the appropriate following section.

7.5.1 GENERATOR WINDINGS, ROTATING DIODES and PERMANENT MAGNET GENERATOR (PMG) 7.5.2 EXCITATION CONTROL TEST.

177

7.5.1 GENERATOR WINDINGS, ROTATING DIODES and PERMANENT MAGNET GENERATOR (PMG) Important !

The resistances quoted apply to a standard winding. For generators having windings or voltages other than those specified refer to factory for details. Ensure all disconnected leads are isolated and free from earth.

Important !

Incorrect speed setting will give proportional error in voltage output.

CHECKING PMG Start the set and run at rated speed. Measure the voltages at the AVR terminals P2, P3 and P4. These should be balanced and within the following ranges :50Hz generators 60Hz generators -

170-180 volts 200-216 volts

Should the voltages be unbalanced stop the set, remove the PMG sheet metal cover from the non drive endbracket and disconnect the multipin plug in the PMG output leads. Check leads P2, P3, P4 for continuity. Check the PMG stator resistances between output leads. These should be balanced and within +/- 10% of 2.3 ohms. If resistances are unbalanced and/or incorrect the PMG stator must be replaced. If the voltages are balanced but low and the PMG stator winding resistance are correct - the PMG rotor must be replaced.

CHECKING GENERATOR WINDINGS AND ROTATING DIODES This procedure is carried out with leads X and XX disconnected at the AVR or transformer control rectifier bridge and using a 12 volt d.c. supply to leads X and XX. Start the set and run at rated speed.


SERVICE

Measure the voltage at the main output terminals U, V and W. If the voltages are balanced and within +/- 10% of the generator nominal voltage, refer to 7.5.1.1. Check voltages at AVR terminals 6, 7 and 8. These should be balanced and between 170-250 volts. If voltages at main terminals are balanced but voltages at 6, 7 and 8 are unbalanced, check continuity of leads 6, 7 and 8. Where an isolating transformer is fitted (MX321 AVR) check transformer windings. If faulty the transformer unit must be replaced. If voltages are unbalanced, refer to 7.5.1.2.

7.5.1.1 BALANCED MAIN TERMINAL VOLTAGES If all voltages are balanced within 1% at the main terminals, it can be assumed that all exciter windings, main windings and main rotating diodes are in good order, and the fault is in the AVR or transformer control. Refer to subsection 7.5.2 for test procedure. If voltages are balanced but low, there is a fault in the main excitation windings or rotating diode assembly. Proceed as follows to identify:-

178

Rectifier Diodes The diodes on the main rectifier assembly can be checked with a multimeter. The flexible leads connected to each diode should be disconnected at the terminal end, and the forward and reverse resistance checked. A healthy diode will indicate a very high resistance (infinity) in the reverse direction, and a low resistance in the forward direction. A faulty diode will give a full deflection reading in both directions with the test meter on the 10,000 ohms scale, or an infinity reading in both directions. On an electronic digital meter a healthy diode will give a low reading in one direction, and a high reading in the other.

Replacement of Faulty Diodes The rectifier assembly is split into two plates, the positive and negative, and the main rotor is connected across these plates. Each plate carries 3 diodes, the negative plate carrying negative biased diodes and the positive plate carrying positive baised diodes. Care must be taken to ensure that the correct polarity diodes are fitted to each respective plate. When fitting the diodes to the plates they must be tight enough to ensure a good mechanical and electrical contact, but should not be overtightened. The recommended torque tightening is 4.06 4.74Nm (36-42lb in).

Surge Suppressor The surge suppressor is metal-oxide varistor connected across the two rectifier plates to prevent high transient reverse voltages in the field winding from damaging the diodes. This device is not polarised and will show a virtually infinite reading in both directions with an ordinary resistance meter. If defective this will be visible by inspection, since it will normally fail to short circuit and show signs of disintegration. Replace if faulty.

Main Excitation Windings


SERVICE

If after establishing and correcting any fault on the rectifier assembly the output is still low when seperately excited, then the main rotor, exciter stator and exciter rotor winding resistances should be checked (see Resistance Charts), as the fault must be in one of these windings. The exciter stator resistance is measured across leads X and XX. The exciter rotor is connected to six studs which also carry the diode lead terminals. The main rotor winding is connected across the two rectifier plates. The respective leads must be disconnected before taking the readings. Resistance values should be within +/- 10% of the values given in the tables below :Frame Size

Main Rotor

Type 1

UC22C UC22T UC22D UC22E UC22V UC22F UC22W UC22G UC27C UC27D UC27E UC27F UC27G UC27H UC27J

0.59 0.60 0.64 0.69 0.76 0.83 0.90 0.93 1.14 1.25 1.4 1.6 1.76 1.92 2.2

21 21 21 20 20 20 20 20 20 20 20 20 20 20 20

ExciterStator Type 2* Type 3** 28 28 28 30 30 30 30 30 -

138 138 138 155 155 155 155 155 -

Exciter Rotor 0.142 0.142 0.142 0.156 0.156 0.156 0.156 0.156 0.156 0.156 0.182 0.182 0.182 0.182 0.182

* Used with 1 phase transformer controlled 3 phase or 1 phase generators. ** Used with 3 phase transformer controlled 3 phase generators.

179

7.5.1.2 UNBALANCED MAIN TERMINAL VOLTAGES If voltages are unbalanced, this indicates a fault on the main stator winding or main cables to the circuit breaker. NOTE : Faults on the stator winding or cables may also cause noticeable load increase on the engine when excitation is applied. Disconnect the main cables and separate the winding leads U1-U2, U5-U6, V1-V2, V5-V6, W1-W2, W5-W6 to isolate each winding section. (U1-L1, U2-L4 on single phase generators). Measure each section resistance - values should be balanced and within +/- 10% of the value given below :

AVR CONTROLLED GENERATORS FRAME

SECTION RESISTANCES

SIZE

Winding 311 Winding 17 Winding 05 Winding 06

UC22C UC22T UC22D UC22E UC22V UC22F UC22W UC22G UC27C UC27D UC27E UC27F UC27G UC27H UC27J

0.09 0.08 0.065 0.05 0.04 0.033 0.03 0.028 0.03 0.023 0.016 0.012 0.011 0.08 0.07

0.14 0.1 0.075 0.051 0.043 0.044 0.032 0.025 0.019 0.013 0.014 0.012

0.045 0.033 0.028 0.018 0.014 -

0.03 0.025 0.02 0.012 0.01 -

TRANSFORMER CONTROLLED GENERATORS SECTION RESISTANCES, 3 PHASE WINDINGS FRAME SIZE UC22C UC22D UC22E UC22F UC22G

380V 50Hz 0.059 0.054 0.041 0.031 0.022

400V 50Hz 0.078 0.056 0.05 0.031 0.026

415V 50Hz 0.082 0.057 0.053 0.033 0.028

416V 60Hz 0.055 0.049 0.038 0.025 0.021

460V 60Hz 0.059 0.054 0.041 0.031 0.022


SERVICE

Measure insulation resistance between sections and each section to earth. Unbalanced or incorrect winding resistances and/or low insulation resistances to earth indicate rewinding of the stator will be necessary. Refer to removal and replacement of component assemblies subsection 7.5.3.

7.5.2 EXCITATION CONTROL TEST 7.5.2.1 AVR FUNCTION TEST All types of AVR’S can be tested with this procedure. 1.

Remove exciter field leads X & XX (F1 & F2) from the AVR terminals X & XX (F1 & F2).

2.

Connect a 60W 240 V household lamp to AVR terminals X and XX (F1 & F2).

3.

Set the AVR VOLTS control potentiometer fully clockwise.

4.

Connect a 12V, 1.0A DC supply to the exciter field leads X & XX (F1 & F2) with X (F1) to the positive.

180

5.

Start the set and run at rated speed.

6.

Check that the generator output voltage is within +/- 10% of the rated voltage.

Voltages at AVR terminals 7-8 on SX460 AVR or P2-P3 on SX440 or SX421 AVR should be between 170 and 250 volts. If the generator output voltage is correct but the voltage on 7-8 (or P2-P3) is low, check auxiliary leads and connections to main terminals. Voltages at P2, P3, P4 terminals on MX341 and MX321 should be as given in 7.5.1. The lamp connected across X-XX should glow. In the case of SX460, SX440 and SX421 AVRs the lamp should glow continuously. In the case of the MX341 and MX321 AVRs the lamp should glow for approximately 8 secs. and then turn off. Failure to turn off indicates faulty protection circuit and the AVR should be replaced. Turning the "VOLTS" control potentiometer fully anti-clockwise should turn off the lamp with all AVR types. Should the lamp fail to light the AVR is faulty and should be replaced. Important !

After this test turn VOLTS control potentiometer fully anti-clockwise.

7.5.2.2 TRANSFORMER CONTROL The transformer rectifier unit can only be checked by continuity, resistance checks and insulation resistance measurement.

Two phase transformer Separate primary leads T1-T2-T3-T4 and secondary leads 10-11. Examine windings for damage. Measure resistances across T1-T3 and T2-T4. These will be a low value but should be checked. Check that there is resistance in the order of 8 ohms between leads 10 and 11. Check insulation resistance of each winding section to earth and to other winding sections. Low insulation resistance, unbalanced primary resistance, open or short circuited winding sections, indicates the transformer unit should be replaced.

Three phase transformer


SERVICE

Separate primary leads T1-T2-T3 and secondary leads 6-7-8 and 10-11-12. Examine windings for damage. Measure resistances across T1T2, T2-T3, T3-T1. These will be low value but should be balanced. Check that resistances are balanced across 6-10, 7-11 and 812 and in the order of 18 ohms. Check insulation resistance of each winding section to earth and to other winding sections. Low insulation resistance, unbalanced primary or secondary winding resistances, open or short circuited winding sections indicates the transformer unit should be replaced.

Rectifier units - Three phase and single phase With the leads 10-11-12-X and XX removed from the rectifier unit ( lead 12 is not fitted on single phase transformer rectifier units), check forward and reverse resistances between terminals 10-X, 11-X, 12-X, 10-XX, 11-XX and 12-XX with a multimeter. A low forward resistance and high reverse resistance should be read between each pair of terminals. If this is not the case the unit is faulty and should be replaced.

181

7.5.3 REMOVAL AND REPLACEMENT OF COMPONENT ASSEMBLIES METRIC THREADS ARE USED THROUGHOUT Caution !

When lifting single bearing generators, care is needed to ensure the generator frame is kept in the horizontal plane. The rotor is free to move in the frame and can slide out if not correctly lifted. Incorrect lifting can cause serious personal injury.

7.5.3.1 REMOVAL OF PERMANENT MAGNET GENERATOR (PMG) 1.

Remove four screws holding the sheet metal cyllindrical cover at the non-drive end and remove the cover.

2.

Disconnect the in line connector from the PMG stator (3 wires go to this connector). It may be necessary to cut off the nylon cable tie first.

3.

Remove the 4 threaded pillers and clamps holding the PMG stator on to the end bracket.

4.

Tap the stator out of the 4 spigots and withdraw. The highly magnetic rotor will attract the stator. Take care to avoid contact which may damage the windings.

5.

Remove the bolt in the centre from the rotor shaft and pull off the rotor. It may be necessary to gently tap the rotor away.Take care to tap gently and evenly - the rotor has ceramic magnets which are easily broken by shock.

Important !

The rotor assembly must not be dismantled.

Replacement is a reversal of the above procedure.

7.5.3.3 REMOVAL OF BEARINGS Important !

Position the main rotor so that a full pole face of the main rotor core is at the bottom of the stator bore.

NOTE : Removal of the bearings may be effected either after the rotor assembly has been removed OR more simply by removal of endbracket(s). Refer to 7.5.4.3 and 7.5.4.4. The bearings are pre-packed with grease and sealed for life.


SERVICE

The bearing(s) are a press fit and can be removed from the shaft with 3 leg or 2 leg manual or hydraulic bearing pullers.

Single bearing only : Before trying to pull off the bearing remove the small circlip retaining it. When fitting new bearings use a bearing heater to expand the bearing before fitting to the shaft. Tap the bearings into place ensuring that it contacts the shoulder on the shaft. Refit the retaining circlip on single bearing generators.

7.5.3.3 REMOVAL OF END BRACKET AND EXCITER STATOR 1.

Remove exciter leads X+, XX- at the AVR.

2.

Slacken 4 bolts (2 each side) situated on horizontal centre line holding the terminal box.

3.

Remove 2 bolts holding lifting lug, at the non drive end, and remove lug.

182

4.

Remove sheet metal cyllindrical cover (4 screws) over PMG (if fitted). or Remove shalow sheet metal cover ( 4 screws) at the non-drive end.

5.

Ease up the terminal box and support clear of the nondrive endbracket.

6.

Remove 6 bolts holding the non-drive endbracket to the stator bar assembly. The endbracket is now ready for removal.

7.

Replace the lifting lug onto the endbracket and sling the endbracket on a hoist to facilitate lifting.

8.

Tap the endbracket around its perimeter to release from the generator. The endbracket and exciter stator will come away as a single assembly.

9.

Remove the 4 screws holding the exciter stator to the endbracket and gently tap the exciter stator to release it. Replacement is a reversal of the above procedure.

7.5.3.4 REMOVAL OF THE ROTOR ASSEMBLY Remove the permanent magnet generator. Refer to 7.5.3.1 or Remove the four screws holding the sheet metal cover at the non drive end and remove cover. Caution !

With the PMG rotor removed single bearing generator rotors are free to move in the frame. Ensure frame is kept in the horizontal plane when lifting.


SERVICE

TWO BEARING GENERATORS 1.

Remove 2 screws holding the sheet metal cover around the adaptor at the drive end and remove the cover.

2.

Remove the bolts holding the adaptor to the endbracket at the drive end.

3.

Tap off the adaptor. It may be preferred to sling the adaptor first depending on its size and weight.

4.

Remove the screens and louvers (if fitted) at each side on the drive end.

Now ensure that the rotor is positioned with a full pole face at the bottom centre line. This is to avoid damage to the bearing exciter, or rotor winding, by limiting the possible rotor downward movement to the air gap length. 5.

Remove 6 bolts holding drive endbracket onto adaptor ring DE. The boltheads face towards the non-drive end. The top bolt passes through the centre of the lifting lug.

6.

Tap the drive endbracket away from the adaptor ring DE and withdraw the endbracket.

7.

Ensure the rotor is supported at the drive end on a sling.

8.

Tap the rotor from the non drive end to push the bearing clear of the endbracket and its position within an ’O’ ring.

9.

Continue to push the rotor out of the stator bore, gradually working the sling along the rotor as it is withdrawn, to ensure that it is fully supported all the time.

183

SINGLE BEARING GENERATORS 1.

Remove the screws, screens louvres (if fitted) at each side on drive end adaptor.

2.

UCI224, UCI274, UCM224, UCM274, UCD274 Only Remove 6 bolts holding the adaptor at the drive end. It may be preferred to sling the adaptor on a hoist. The bolt heads face towards the non-drive end. The top bolt passes through the centre of the lifting lug.

2a.

UCD224 Only Remove 6 bolts holding the adaptor at the drive end. It may be preferred to sling the adaptor on a hoist. UCI224, UCI274, UCM224, UCM274, UCD274 Only

3.

Tap the adaptor away from stator bar adaptor ring. 3a.

UCD224 Only Tap the adaptor away from stator bar assembly.

ALL SINGLE BEARING GENERATORS 4.

Ensure the rotor is supported at drive end on a sling.

5.

Tap the rotor from the non-drive end to push the bearing clear of the endbracket and its position within an ’O’ ring.

6.

Continue to push the rotor out of the stator bore, gradually working the sling along the rotor as it is withdrawn, to ensure that it is fully supported at all times.

Replacement of rotor assemblies is a reversal of the procedures above. Before commencing re-assembly, components should be checked for damage and bearing(s) examined for loss of grease. Fitting of new bearing(s) is recommended during major overhaul. Before replacements of a single bearing rotor assembly, check that the drive discs are not damaged, cracked or showing other signs of fatigue. Also check that the holes in the discs for drive fixing screws are not elongated.


SERVICE

Damaged or worn components must be replaced. Caution !

When major components have been replaced, ensure that all covers and guards are securely fitted, before the generator is put into service.

7.6 RETURNING TO SERVICE After rectification of any faults found, remove all test connections and reconnect all control system leads. Restart the set and adjust VOLTS control potentiometer on AVR controlled generators by slowly turning clockwise until rated voltage is obtained. Refit all terminal box covers / access covers and reconnect heater supply. Caution !

Failure to refit all guards, access covers and terminal box covers can result in personal injury of death.

184

SECTION 8 SPARES AND AFTER SALES SERVICE 8.1

RECOMMENDED SPARES

Service parts are conveniently packaged for easy identification. Genuine parts may be recognised by the Nupart name. We recommend the following for Service and Maintenance. In critical applications a set of these service spares should be held with the generator.

AVR Controlled Generators 1. Diode Set (6 diodes with surge suppressor) RSK

2001

2. AVR SX440

E000 24030

AVR SX460 AVR SX421

E000 24602 E000 24210

AVR MX321

E000 23212

AVR MX341

E000 23410

3. Non drive end Bearing 4. Drive end Bearing

UC22

051

01032

UC27

051

01049

UC22

051

01044

UC27

051

01050

Transformer Controlled Generators (UC22 Only) 1. Diode Set (6 diodes with surge suppressor) RSK 2. Diode Assembly

2001

E000 22006

3. Non drive end Bearing

UC22

051

01032

4. Drive end Bearing

UC22

051

01044

When ordering parts the machine Serial Number or machine identity number and type should be quoted, together with the part description. For location of these numbers see paragraph 1.3. Orders and enquiries for parts should be addressed to :


SERVICE

CG NEWAGE ELECTRICAL LTD. C-33, MIDC INDUSTRIAL AREA, AHMEDNAGAR - 414 111 Telephone : + 91 241 777930, 777495, 777496. FAX : + 91 241 777494. Telex : 0143-203 CGLA IN. E-mail - [email protected]

8.2 AFTER SALES SERVICE IN INDIA : A full technical advice and on-site service facility is available at our Ahmednagar works and Crompton Greaves Service Centres/ Branches all over India. WORLDWIDE : A full technical advice and on-site service facility is available through the subsidiary companies of Newage International Ltd., Stamford, UK.

End of Document.

185

Kirloskar Oil Engines Limited

Enriching Lives

Warranty Registration Form Date : Genset Model

Engine Serial Number

Details of Alternator

Make Sr No. Type Ratings

Date of Installation

Invoice No. and Date

Customer contact person

Signature and Stamp of Genset seller

Phone numbers

Signature and Stamp of Genset Owner


SERVICE

Kindly filled up all the information, get it endorsed by the KOEL representative and send it to us at the address given below , You may choose to scan and send the form to us by email. Product Support Export Kirloskar Oil Engines Ltd Khadki Pune -411 003 India [email protected] Please read our warranty policy in the manual carefully . Your Genset is under warranty for 12 months from the date of Installation or for 3000 hours of operation or 18 month from the date of manufacturing whichever is earlier, subjected to clauses of the warranty policy. Please follow all the operating instruction and the maintanance schedule in the manual strictly Please read the operation and maintenance manual carefully before you operate the Genset. In case of any doubts please consult your nearest KOEL distributor /Dealer or write to us at [email protected]

186

Kirloskar Oil Engines Ltd. Area offices and Contact Addresses

Head Office - Pune Product Support - Export Kirloskar oil engines ltd Tel 91 {20}25810341 Direct- +91 20 66084588 Fax +91 (20) 25813208,25810209 WWW.Kirloskar.com

Africa Region Nigeria Office Kirloskar Oil engines ltd C/0 Bhojsons Ltd 29c Kofo Abayomi Street Victoria Island POBox 867 Marina Lagos Nigeria Cell 01-7764620 234-1-2615994,2629256 fax: 234-1-2621549


SERVICE

Kenya Office: Kirloskar Kenya Ltd. Po Box 60061 off Dunga Road Industrial Area Nairobi Kenya Tel + 254 (2) 542 999/536 632 fax +254 (2)533 390 South Africa office Kirsons Trading (S.A.) (PTY) Ltd. Office suite 501/502 128, 10th street Parkmore Sandton – 2196 Johannesburg, South Africa Tel+ 27(0) 11 6664775 /501 (Extn 2146) fax +27 (0) 11 666 4745/788 Cell : +27 (0) 824697759/+ 27 28531054

Middle East Region UAE office Kirloskar Middle east FZE Pobox 4718, Ajman Free Zone Ajman U.A.E Tel +971{6}745 7667 fax : +971 {6}744 8636

Asia Region Kirloskar oil engines ltd Tel 91 {20}25810341 Direct- +91 20 66084588 Fax +91 (20) 25813208,25810209

www.koel.co.in www.kirloskar.com

4H.082.61.0.00.pdf

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