Detector

Caution: This document contains mixed page sizes (8.
5 x 11 or 11 x
17), which may affect printing. Please adjust your printer settings
according to the size of each page you wishRedistribution
to print. or publication of this document
by any means, is strictly prohibited.
Service Manual
Detector Control
Generator Sets
Models
DFAA, DFAB, DFAC, DFBC, DFBD, DFBE, DFBF,
DFCB, DFCC, DFCE, DFEB, DFEC, DFED, DFFA,
DFFB, DFGA, DFGB, DFGC, DFJA, DFJB, DFJC,
DFJD, DFLA, DFLB, DFLC, DFLD, DFMB, DQAA,
DQAB, DQBA, DQBB
Printed in U.S.A. 960-0504 5-2001
Redistribution or publication of this document

Table of Contents
SECTION TITLE PAGE
IMPORTANT SAFETY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii, iv
1 INTRODUCTION
About this Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
How To Obtain Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Control and Generator Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2 AC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Standard Control Panel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Optional Control Panel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Principle Of Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Automatic Voltage Regulator (AVR) Adjustments . . . . . . . . . . . . . . . . . . . . . 2-2
Optional Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
3 ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Standard Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Optional Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Control Box Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Engine Control Monitor (A11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Engine Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Auxiliary Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Sequence Of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
4 TROUBLESHOOTING
The Engine Does Not Crank In Run Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
The Engine Does Not Crank In Remote Mode . . . . . . . . . . . . . . . . . . . . . . . 4-3
The Engine Cranks But Does Not Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
The Engine Runs Until Fault Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
The Engine Lacks Power Or Stable Speed . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Engine Condition Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
There Is No Output Voltage (Engine Speed Is Stable) . . . . . . . . . . . . . . . . 4-9
Output Voltage Is Too High Or Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Output Voltage Is Unstable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
The Field Circuit Breaker Keeps Tripping . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
The Phase Currents Are Unbalanced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
-
California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known
to the State of California to cause cancer, birth defects, and
other reproductive harm.
i Redistribution or publication of this document

SECTION TITLE PAGE
5 SERVICING THE GENERATOR
Testing the Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Insulation Resistance (Megger) & Polarization Index (PI) Testing . . . . . . . 5-2
Drying the Windings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Exciter Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Exciter Rectifier Bridge (Rotating Rectifier Assembly) . . . . . . . . . . . . . . . . 5-6
Exciter Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Main Rotor (Generator Field) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Main Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Testing the PMG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Generator Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Generator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
6 GOVERNOR
Electronic Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
7 OPTIONS
Testing Optional AC Load Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Day Tank Fuel Transfer Pump and Control . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
8 WIRING DIAGRAMS
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
ii Redistribution or publication of this document

IMPORTANT SAFETY INSTRUCTIONS
SAVE THESE INSTRUCTIONS – This manual contains EXHAUST GASES ARE DEADLY
important instructions that should be followed during
installation and maintenance of the generator and batter- • Provide an adequate exhaust system to properly
ies. expel discharged gases away from enclosed or
sheltered areas and areas where individuals are
Before operating the generator set (genset), read the likely to congregate. Visually and audibly inspect
Operator’s Manual and become familiar with it and the the exhaust daily for leaks per the maintenance
equipment. Safe and efficient operation can be schedule. Make sure that exhaust manifolds are se-
achieved only if the equipment is properly operated cured and not warped. Do not use exhaust gases to
and maintained. Many accidents are caused by failure heat a compartment.
to follow fundamental rules and precautions.
• Be sure the unit is well ventilated.
The following symbols, found throughout this manual,
alert you to potentially dangerous conditions to the oper-
• Engine exhaust and some of its constituents are
known to the state of California to cause cancer,
ator, service personnel, or the equipment.
birth defects, and other reproductive harm.
This symbol warns of immediate
MOVING PARTS CAN CAUSE SEVERE
hazards which will result in severe personal in-
jury or death. PERSONAL INJURY OR DEATH
• Keep your hands, clothing, and jewelry away from
WARNING This symbol refers to a hazard or un- moving parts.
safe practice which can result in severe person-
al injury or death. • Before starting work on the generator set, discon-
nect battery charger from its AC source, then dis-
CAUTION This symbol refers to a hazard or un- connect starting batteries, negative (–) cable first.
safe practice which can result in personal injury This will prevent accidental starting.
or product or property damage. • Make sure that fasteners on the generator set are
secure. Tighten supports and clamps, keep guards
FUEL AND FUMES ARE FLAMMABLE in position over fans, drive belts, etc.
Fire, explosion, and personal injury or death can result • Do not wear loose clothing or jewelry in the vicinity of
from improper practices. moving parts, or while working on electrical equip-
ment. Loose clothing and jewelry can become
• DO NOT fill fuel tanks while engine is running, un- caught in moving parts.
less tanks are outside the engine compartment.
Fuel contact with hot engine or exhaust is a potential • If adjustment must be made while the unit is run-
fire hazard. ning, use extreme caution around hot manifolds,
moving parts, etc.
• DO NOT permit any flame, cigarette, pilot light,
spark, arcing equipment, or other ignition source DO NOT OPERATE IN FLAMMABLE AND
near the generator set or fuel tank.
EXPLOSIVE ENVIRONMENTS
• Fuel lines must be adequately secured and free of
leaks. Fuel connection at the engine should be Flammable vapor can cause an engine to overspeed and
made with an approved flexible line. Do not use zinc become difficult to stop, resulting in possible fire, explo-
coated or copper fuel lines with diesel fuel. sion, severe personal injury and death. Do not operate a
genset where a flammable vapor environment can be
• Be sure all fuel supplies have a positive shutoff created by fuel spill, leak, etc., unless the genset is
valve. equipped with an automatic safety device to block the air
• Be sure battery area has been well-ventilated prior intake and stop the engine. The owners and operators of
to servicing near it. Lead-acid batteries emit a highly the genset are solely responsible for operating the gen-
explosive hydrogen gas that can be ignited by arc- set safely. Contact your authorized Cummins Power
ing, sparking, smoking, etc. Generation distributor for more information.
LS-14M
iii Redistribution or publication of this document
ELECTRICAL SHOCK CAN CAUSE GENERAL SAFETY PRECAUTIONS
SEVERE PERSONAL INJURY OR DEATH • Coolants under pressure have a higher boiling point
than water. DO NOT open a radiator or heat ex-
• Remove electric power before removing protective changer pressure cap while the engine is running.
shields or touching electrical equipment. Use rub- Allow the generator set to cool and bleed the system
ber insulative mats placed on dry wood platforms pressure first.
over floors that are metal or concrete when around
electrical equipment. Do not wear damp clothing • Used engine oils have been identified by some state
(particularly wet shoes) or allow skin surface to be or federal agencies as causing cancer or reproduc-
damp when handling electrical equipment. Do not tive toxicity. When checking or changing engine oil,
wear jewelry. Jewelry can short out electrical con- take care not to ingest, breathe the fumes, or con-
tacts and cause shock or burning. tact used oil.
• Use extreme caution when working on electrical • Keep multi-class ABC fire extinguishers handy.
Class A fires involve ordinary combustible materials
components. High voltages can cause injury or
such as wood and cloth; Class B fires, combustible
death. DO NOT tamper with interlocks.
and flammable liquid fuels and gaseous fuels; Class
• Follow all applicable state and local electrical C fires, live electrical equipment. (ref. NFPA No. 10).
codes. Have all electrical installations performed by • Make sure that rags are not left on or near the en-
a qualified licensed electrician. Tag and lock open gine.
switches to avoid accidental closure.
• Make sure generator set is mounted in a manner to
• DO NOT CONNECT GENERATOR SET DIRECT- prevent combustible materials from accumulating
LY TO ANY BUILDING ELECTRICAL SYSTEM. under the unit.
Hazardous voltages can flow from the generator set • Remove all unnecessary grease and oil from the
into the utility line. This creates a potential for elec- unit. Accumulated grease and oil can cause over-
trocution or property damage. Connect only heating and engine damage which present a poten-
through an approved isolation switch or an ap- tial fire hazard.
proved paralleling device.
• Keep the generator set and the surrounding area
clean and free from obstructions. Remove any de-
MEDIUM VOLTAGE GENERATOR SETS
bris from the set and keep the floor clean and dry.
(601V to 15kV) • Do not work on this equipment when mentally or
physically fatigued, or after consuming any alcohol
• Medium voltage acts differently than low voltage. or drug that makes the operation of equipment un-
Special equipment and training is required to work safe.
on or around medium voltage equipment. Operation • Substances in exhaust gases have been identified
and maintenance must be done only by persons by some state or federal agencies as causing can-
trained and qualified to work on such devices. Im- cer or reproductive toxicity. Take care not to breath
proper use or procedures will result in severe per- or ingest or come into contact with exhaust gases.
sonal injury or death.
• Do not store any flammable liquids, such as fuel,
• Do not work on energized equipment. Unauthorized cleaners, oil, etc., near the generator set. A fire or
personnel must not be permitted near energized explosion could result.
equipment. Due to the nature of medium voltage
electrical equipment, induced voltage remains even
• Wear hearing protection when going near an oper-
after the equipment is disconnected from the power ating generator set.
source. Plan the time for maintenance with autho- • To prevent serious burns, avoid contact with hot
rized personnel so that the equipment can be de-en- metal parts such as radiator, turbo charger and ex-
ergized and safely grounded. haust system.
KEEP THIS MANUAL NEAR THE GENSET FOR EASY REFERENCE
iv Redistribution or publication of this document

1. Introduction
ABOUT THIS MANUAL TEST EQUIPMENT
This manual covers models produced under the Most of the test procedures in this manual can be
Cummins/Onan and Cummins Power Genera- performed with an AC-DC multimeter such as a
tion brand names. Fluke model 87. Additional instruments required to
This manual provides troubleshooting and repair in- service the genset are:
formation regarding the Detector control and gen- • Battery Hydrometer
erators used on the generator sets listed on the • Tachometer or Frequency Meter
front cover.
• Jumper Leads
Engine service instructions are in the applicable en-
• Wheatstone Bridge or Digital Ohmmeter
gine service manual. Operation and maintenance
instructions are in the applicable Operator’s Manu- • Variac
al. • Load Test Panel
This manual does not have instructions for servic- • Megger or Insulation Resistance Meter
ing printed circuit board assemblies. After determin-
ing that a printed circuit board assembly is faulty, re- HOW TO OBTAIN SERVICE
place it. Do not repair it. Attempts to repair a printed
circuit board can lead to costly damage to the equip- Always give the complete Model, Specification and
ment. Serial number of the generator set as shown on the
This manual contains basic (generic) wiring dia- nameplate when seeking additional service infor-
grams and schematics that are included to help in mation or replacement parts. The nameplate is lo-
troubleshooting. Service personnel must use the cated on the side of the generator output box.
actual wiring diagram and schematic shipped with WARNING Incorrect service or replacement of
each unit. The wiring diagrams and schematics that parts can result in severe personal injury or
are maintained with the unit should be updated death, and/or equipment damage. Service per-
when modifications are made to the unit. sonnel must be trained and experienced to per-
Read the Safety Precautions and carefully form electrical and mechanical service. Read
observe all instructions and precautions in this and follow Safety Precautions, on pages iii and
manual. iv.
Copyright 2001 Cummins Power Generation. All rights reserved.

Cummins and Onan are registered trademarks of Cummins Inc.
Detector is a trademark of Cummins Inc.
1-1
CONTROL AND GENERATOR OVERVIEW of the generator output box. The control panel is
mounted to the genset with vibration isolators. The
General control assembly is separated into a DC panel for
Read through this manual to identify the control op- monitoring the engine and an AC panel for monitor-
tions, and generator type. The control and genera- ing the generator. See Figures 2-1 and 3-1.
tor are described in more detail in the control and
Generator
generator sections.
Periodically review this manual and the Operator’s The generator sets covered in this manual use a
Manual to become familiar with the generator set Permanent Magnet Generator (PMG).
operation and troubleshooting procedures. The generators are controlled by an Automatic Volt-
age Regulator (AVR). The AVR is mounted on the
Control Panel inside, back wall of the control panel. See Figure
The control panel is located inside the front portion 2-3.
VOLTAGE REGULATOR
(LOCATED INSIDE
CONTROL PANEL)
CONTROL PANEL
PMG VOLTAGE
REGULATOR
OTHER GENERATOR CONTROL
COMPONENTS (OVER/UNDER
VOLTAGE AND FREQUENCY MODULES,
ETC.) ARE LOCATED INSIDE CONDUIT
BOX
AC METERING CURRENT
TRANSFORMERS (LOCATED INSIDE
CONDUIT BOX)
PMG
COVER PLATE (FOR HOUSING
ACCESS TO ROTATING
RECTIFIER ASSEMBLY)
FIGURE 1-1. TYPICAL PMG GENERATOR AND CONTROLS
1-2
2. AC Control
GENERAL Phase Selector Switch (S21) The selector switch

is used to select the phase for voltage and amper-
The control box is mounted above the generator. age readings.
The AC section of the control panel is used to moni-
tor the generator (if equipped with meter options).
Scale Indicator Lamps (DS21 and DS22) The
Figure 2-1 shows the components on the AC control
scale indicator lamps indicate whether to read the
panel. Section 8 shows the wiring connections.
upper or lower scales of the voltmeter and ammeter.
STANDARD CONTROL PANEL
COMPONENTS Frequency Meter (M23) The frequency meter indi-
cates output frequency in Hertz (Hz) and engine
Field Circuit Breaker (CB21) The field circuit speed in RPM.
breaker protects the generator from over-excita-
tion.
Wattmeter (M24) The wattmeter indicates output
OPTIONAL CONTROL PANEL power in kilowatts (kW).
COMPONENTS
Powerfactor Meter (M25) The power factor meter
AC Voltmeter (M21) The voltmeter indicates output indicates load power factor as a percentage of unity
voltage for the phase selected. power factor.
AC Ammeter (M22) The ammeter indicates output
amperage for the phase selected. Input to the am- Output Voltage Trimmer (R21) The output voltage
meter is from current transformers CT21, CT22 and trimmer can be used to adjust output voltage plus or
CT23. minus five percent of nominal voltage.
OUTPUT SCALE
VOLTAGE INDICATOR
TRIMMER LAMPS
AC
VOLTMETER
FIELD
CIRCUIT
BREAKER
AC
AMMETER
PHASE
SELECTOR
SWITCH
FREQUENCY
METER
POWER
FACTOR
WATTMETER METER
FIGURE 2-1. AC CONTROL PANEL
2-1 Redistribution or publication of this document

AVR ELECTRICAL POWER OUTPUT
MAIN STATOR
PMG EXCITER ROTATING

ROTOR ROTOR MECHANICAL
MAIN ROTOR
AND AND POWER
STATOR STATOR INPUT
FIGURE 2-2. DIAGRAM OF PMG EXCITED GENERATOR OPERATION
PRINCIPLE OF GENERATOR OPERATION VOLTAGE REGULATOR ADJUSTMENTS

Refer to Figure 2-2 during the generator operation
description. Generator output voltage is adjusted by the optional
voltage trimmer rheostat (R21) located on the
1. The Permanent Magnet Generator (PMG) pro- control front panel and by the voltage regulator
vides power for excitation of the exciter field. located inside the control panel (see Figure 2-3).
Output from the PMG is supplied via the auto-
matic voltage regulator (AVR) to the exciter.
The PMG consists of a stator and a permanent Two, similar PMG voltage regulators have been used
magnet rotor mounted on the end of the main in permanent magnet exciter generator sets. One is a
rotor shaft. four position mount, and the newer of the two has six
mounting holes (only four are used). Adjustment
2. The AVR senses a signal from the main stator, procedures are the same for both, even though the
compares it with a reference value, and re- potentiometers are located differently. Refer to Fig-
sponds by supplying a controlled excitation ure 2-3 to identify which AVR the genset uses.
current to the exciter stator.
3. The exciter field (stator) induces current in the
exciter rotor windings. A full wave rectifier The generator voltage may be adjusted within ±5
bridge (rotating rectifiers), mounted on the ex- percent of the rated nameplate voltage via the
citer rotor, converts exciter output (3-phase optional control-panel mounted voltage trimmer
AC) to DC. DC output from the rotating rectifi- rheostat (R21). If the adjustment cannot be made
ers is supplied to the main rotor. with R21, or if R21 is not installed, adjust the voltage
regulator as described under Voltage and Voltage
4. Generator field strength is proportional to the
Stability Adjustments in this section.
field current supplied by the exciter. Generator
output current is proportional to field strength,
which is varied to match the load. Output volt- These measurements and adjustments are done
age and frequency are held constant by the while the set is running and require access to unin-
voltage regulator and engine governor, respec- sulated high voltage parts in the control and power
tively. output boxes.

VOLTAGE REGULATOR
(VR21)
VOLTAGE REGULATOR (VR21) – PRIOR TO JANUARY 1990
K1 K2 P2 P3 P4 XX X 6 7 8 1 2
ÇÇ
ÇÇ
ÇÇ
VOLTS I/LIMIT
ÇÇ
UNDER FREQUENCY
DIP
LARGE
CAPACITOR
STABILITY 2
RMS
STABILITY 1
EXC
OVER/V TRIP DROOP V/TRIM
U V W
E0 E1 B0 B1 S1 S2 S1 S2 S1 S2 A1 A2
VOLTAGE REGULATOR (VR21) – BEGINNING JANUARY 1990
K1 K2 P2 P3 P4 XX X 6 7 8 1 2
VOLTS
FREQUENCY NO LINK 6P - 50
SELECTION 6P - 60
4P - 50
4P - 60 I/LIMIT
UNDER FREQUENCY 321
DIP RMS
DWELL STABILITY
OPTIMUM
RESPONSE
SELECTION A TO C – UNDER 90 KW
B TO C – 90 – 550 KW
EXC A TO B – OVER 550 KW
OVER/V TRIP U V W DROOP V/TRIM
E0 E1 B0 B1 CBA S1 S2 S1 S2
S1 S2 A1 A2
FIGURE 2-3. VOLTAGE REGULATOR ADJUSTMENT POTS AND SELECTION JUMPERS

HIGH VOLTAGE. Touching uninsu- 1. Make a note of the no-load frequency.
lated high voltage parts inside the control and 2. Determine the roll-off frequency by turning the
power output boxes can result in severe per- governor speed pot (to lower frequency) until
sonal injury or death. Measurements and ad- the LED lights. If roll-off frequency is okay, go to
justments must be done with care to avoid step 5. If roll-off frequency is incorrect, go to
touching high voltage parts. step 3.
3. Adjust the governor speed pot to the proper
For your protection, stand on a dry wooden
roll-off frequency.
platform or rubber insulating mat, make sure
your clothing and shoes are dry, remove jewelry 4. Turn the UFRO pot until LED goes off, then
and wear elbow length insulating gloves. slowly turn it back until the LED just goes on.
5. Adjust the governor speed pot back to the initial
Jumper Reconnections frequency setting.
Note that Dip and Dwell adjustments, below, are re-
Jumpers provide for reconnections to adapt the lated.
voltage regulator to the application. See Figure 2-3.
Reconnect the response jumper, if necessary, so Dip Adjustments
that terminal B connects to terminal C if generator
output is greater than 90 kW but less than 550 kW The DIP pot adjusts the voltage vs. frequency slope
and A to B if output is greater than 550kW. Recon- of the generator for frequencies below the threshold
nect the frequency jumper, if necessary, to corre- preset by the UFRO pot. Turning the DIP pot clock-
spond to the application frequency. (Replacement wise increases the slope (for greater voltage roll off
AVR’s are preset for 50 Hz operation.) as frequency drops), making it easier for the engine
to pick up a large load, but also increasing the volt-
Voltage and Voltage Stability Adjustments age dip. The generator voltage vs. frequency slope
is the same above and below the threshold frequen-
Use the control panel mounted voltage trimmer, if cy when the pot is turned fully counterclockwise.
provided, for small voltage adjustments. Measure
generator output voltage while the set is running Dwell Adjustments
without load at the nominal frequency. If the trimmer
The DWELL pot times voltage recovery when fre-
does not provide enough adjustment, lock it at its
quency dips below the preset threshold. Clockwise
midpoint. Then turn the VOLTS pot fully counter-
adjustment increases dwell time. Full counterclock-
clockwise and the STABILITY pot to its midpoint. If
wise adjustment eliminates dwell, in which case,
the red LED (light emitting diode) on the board
voltage recovery follows engine speed recovery.
lights, refer to Jumper Reconnections and to UFRO
Adjustments. Then turn the VOLTS pot clockwise Droop Adjustments
until rated voltage is obtained. If voltage becomes
unstable when a large load is connected, turn the The DROOP pot is for adjusting the input signal
STABILITY pot clockwise until voltage is stable. from the droop compensating CT in paralleling ap-
Check and readjust the VOLTS pot, if necessary, plications. DROOP is preset at the factory for five
each time the STABILITY pot is readjusted. percent droop at full load and zero power factor.
UFRO Adjustments V/Trim Adjustments

The V/Trim pot is for adjusting the input signal from
The voltage regulator has an under-frequency
a VAR/PF controller in utility paralleling applica-
protection circuit having a threshold frequency that
tions. Full clockwise adjustment is normal, resulting
can be preset (typically at 59 Hz for 60 Hz applica-
in maximum sensitivity. The auxiliary controller has
tions and 49 Hz for 50 Hz applications). The red
no effect when the pot is turned fully counterclock-
LED on the board lights when frequency dips below
wise.
the threshold. The threshold frequency is preset by
turning the UFRO (under frequency roll off) pot EXC, OVER V, I/LIMIT, STAB/1and RMS
clockwise to raise it and counterclockwise to lower
it. Use an insulated handle screw driver to prevent These pots are factory preset and do not require ad-
electrical shock. Set UFRO as follows: justment.

EXCITER ROTATING MAIN
ROTOR RECTIFIERS ROTOR
PMG
ROTOR
EXCITER
N STATOR MAIN
S STATOR
OUTPUT
8 VOLTAGE
7 SENSING
PMG 6 LEADS
STATOR (NOTE 2)
ISOLATION TRANSFORMER
(NOTE 3)
INPUT OUTPUT
8 7 6 – 8 7 6 –
K1 K2 P2 P3 P4 S2 S1 A2 A1 XXXX X 8 7 6 3 2 1
TB21
32
AUXILIARY TERMINAL BOARD
6 25
24
WHEN PARALLELING WITH
7 23 2 MX321 A2 A GENERATOR SET OR
8 22
1 VOLTAGE A1
UTILITY, TERMINALS S1
8 REGULATOR AND S2 ARE FOR
WS2 CONNECTING A DROOP
21 7 (VR21) COMPENSATING CT
6 WS1
X VS2
VOLTAGE VS1
TRIMMER R21 XX
(NOTE 4) US2
P4 US1 WHEN PARALLELING WITH
P3 A UTILITY, TERMINALS A1
P2 AND A2 ARE FOR
FIELD CIRCUIT E1 CONNECTING A
BREAKER K1
K2 E0 VAR / POWER FACTOR
CB21 CONTROLLER
— NOTES —
1. Connect like numbered terminals on auxiliary not connected to the isolation transformer but
terminal board and voltage regulator. is jumpered to voltage regulator terminal 8.
2. See the appropriate reconnection diagram for 4. There must be a jumper between voltage regu-
connecting sensing leads AUX -6, -7 and -8. lator terminals 1 and 2 when voltage trimmer
3. When the generator is connected for single- R21 is not used.
phase output, voltage regulator terminal 6 is
FIGURE 2-4. TYPICAL VOLTAGE REGULATING CIRCUITS FOR PMG-EXCITED GENERATORS

OPTIONAL CIRCUIT BREAKER vide for individual conductor settings to suit custom-
er needs.
Optional circuit breakers are available that can be
mounted in the generator AC output box. The shunt trip mechanism (if equipped) consists of
a solenoid tripping device mounted in the breaker
Description with external lead connections for remote signaling.
Optional breakers are of the thermal and magnetic A momentary signal to the solenoid coil will cause
trip type. Depending on customer requirements, the the breaker to trip.
breaker may also include shunt trip and remote
alarm connections. Review the following descrip- This feature is available in AC or DC voltages, and
tions and requirements (refer to Figure 2-5). is normally installed at the factory to meet customer
needs. The shunt trip mechanism is most often con-
Generator set output is connected to the load nected to a common alarm.
through the circuit breaker.
Auxiliary contacts (if equipped) are used for local or
When an overload or short circuit occurs on any one remote annunciation of the breaker status. They
conductor, a common trip bar will disconnect all usually have one normally-open and one normally-
three conductors. closed contact (1 form C contacts) to comply with
the annunciator requirement.
The thermal trip action of the breaker is accom-
plished by bimetal strips. A sustained overcurrent The trip actuator (if applicable) is for periodic exer-
condition will cause a thermal reaction of the bimet- cise of the breaker to clean and maintain its proper
al and trip the breaker. Response of the bimetal is operation. Rotating this actuator mechanically sim-
proportional to current; high current–fast response, ulates over-current tripping through actuation of
low current–slow response. This action provides a linkages not operated by the On/Off handle. See
time delay for normal inrush current and temporary Section 7, Options, for further information.
overload conditions such as motor starting.
Operation of the circuit breaker is determined by
The magnetic trip action of the breaker is caused by site-established procedures. In emergency stand-
an electromagnet, which partially surrounds the in- by installations, the breaker is often placed to the
ternal bimetal strips. If a short circuit occurs, the On position, and is intended for safety trip actuation
high current through the electromagnet will attract in the event of a fault condition. If the breaker trips
the bimetal armature and trip the breaker. Some open, investigate the cause and perform remedial
breaker models provide front adjustment of the steps per the troubleshooting procedures. To close
magnetic trip action. These adjustments are nor- the breaker, the handle must be placed to the Reset
mally set at the factory at the high position, but proposition and then to On.
GENERATOR
OUTPUT BOX
ON
TRIP
OFF
RESET
L0
TO LOAD SIDE VIEW - HANDLE POSITIONS
SHUNT TRIP
+COMMON ALARM
GROUND
CURRENT AUXILIARY
TRANSFORMER A
COMMON
B
FIGURE 2-5. TYPICAL GENERATOR-MOUNTED CIRCUIT BREAKER

3. Engine Control
GENERAL contact) to reset the engine control to restore opera-

tion following a fault shutdown. The Run/Stop/Re-
The control box is mounted on top of the generator, mote switch must be in the Stop position for reset to
facing the rear. Figure 3-1 shows the components occur. On later production controls this switch has a
on the engine control panel. light that illuminates following a fault or emergency
shutdown. This light remains lit until the engine con-
STANDARD CONTROL PANEL trol has been reset.
COMPONENTS
The Lamp Test position (momentary contact) lights
Run/Stop/Remote Switch (S12) The switch is all the fault indicator lamps. Replace lamps that do
pushed to the Run position to start and run the gen- not light.
erator set and the Stop position to stop the set. The
The Panel Lamp position lights the panel illumina-
Remote position allows a remote controller to auto-
tion lamp.
matically run the set. The switch must be in the Stop
position when the reset switch (described next) is Oil Pressure Gauge (M11) The oil pressure gauge
used to restore generator set operation following a indicates engine oil pressure.
fault shutdown.
Coolant Temperature Gauge (M12) The coolant
Reset/Lamp Test/Panel Lamp Switch (S11) The temperature gauge indicates engine coolant tem-
switch is pushed to the Reset position (momentary perature.
OIL PRESSURE RUN/STOP/REMOTE PANEL RESET/LAMP TEST/

GAUGE SWITCH LIGHT PANEL LIGHT SWITCH
COOLANT INDICATOR
TEMPERATURE LAMPS
GAUGE
ENGINE
EXHAUST SPEED
PYROMETER ADJUSTING
RHEOSTAT
DC
VOLTMETER
HOUR
METER
OIL TEMPERATURE TACHOMETER EMERGENCY STOP

GAUGE BUTTON
FIGURE 3-1. ENGINE CONTROL PANEL

DC Voltmeter (M13) The DC voltmeter indicates
voltage across the battery terminals during opera-
tion.
Hour Meter (M14) The hour meter indicates the ac-
cumulated number of hours the set has run. It can-
not be reset.
Panel Lamp (DS11) The panel lamp illuminates the
control panel.
Detector-7 Fault and Status Indicator Lamps
(A12)
• Run (Green) This lamp indicates that the gen-
erator set is running and that the starter has
been disconnected.
• Pre Low Oil Pressure (Yellow) This lamp indi-
cates that engine oil pressure is abnormally low
(less than 20 psi).
• Low Oil Pressure (Red) This lamp indicates
that the engine shut down because of exces-
sively low engine oil pressure (less than
14 psi).
• Pre High Engine Temperature (Yellow) This
lamp indicates that engine coolant tempera-
ture is abnormally high (greater than 220° F).
• High Engine Temperature (Red) This lamp
indicates that the engine shut down because of
excessively high engine coolant temperature
(greater than 230° F).
• Overspeed (Red) This lamp indicates that the
engine shut down because of overspeed.
• Overcrank (Red) This lamp indicates that the
engine shut down because it did not start dur-
ing the timed cranking period (approximately
75 seconds, including two rest periods).
OPTIONAL CONTROL PANEL 539-0741c2
COMPONENTS
Oil Temperature Gauge (M15) The oil temperature
gauge indicates engine oil temperature. FIGURE 3-2. DETECTOR-12 INDICATOR LAMPS
Tachometer (M16) The tachometer indicates en-

gine speed in RPM.
Speed Adjusting Rheostat (R11) The speed ad-
justing rheostat is used to adjust engine speed from
the control panel (an option with the optional electric
governor).
Engine Exhaust Pyrometer (M26) The pyrometer
indicates engine exhaust gas temperature. On dual
exhaust systems, a switch is used to select the sen-
sor to be monitored.

Emergency Stop Button (S14) The emergency
stop button is a red, push-in switch used to stop the
engine. The button lights up when it is pushed in.
The button has to be pulled out and the engine con-
trol reset to restore operation.
Low Coolant Level Cutout Switch (S7) When

coolant level in the radiator top tank falls below the
switch sensor, the switch closes the circuit to LOW
ground. This switch may be connected in parallel RADIATOR COOLANT
with the high engine temperature cutout switch to TANK TOP LEVEL
SWITCH (S7)
shut down the engine and light the High Engine
Temperature lamp or in parallel with the pre-high SWITCH TERMINALS
engine temperature switch to light the Pre High En-
gine Temperature light only.
SWITCH ENGINE
S2 OR S6 GROUND
Detector-12 Fault and Status Indicator Lamps
(A12) The Detector-12 control panel has the five fol-
lowing indicator lamps in addition to the standard
SWITCHED
seven. B+ (T26)
OR
• Fault 1 (Red) This lamp indicates that the en- SWITCH
gine shut down because of a system fault. The SWITCHED S2 OR S6
B+ (T26)
customer has to make connections to use this
lamp. The lamp is a part of a 10 second time
delay shutdown circuit. The customer can NOT
make reconnections for non-timed shutdown. USED – ENGINE
See Engine Control Monitor (ECM). GROUND
SCHEMATICS
• Fault 2 (Red) This lamp indicates that the en-
gine shut down because of a system fault. The
lamp. The lamp is part of a non-time delay shut- WARNING
down circuit. The customer can make recon- ONLY
nections for 10 second time delay shutdown.
See Engine Control Monitor (ECM).
• Low Engine Temperature (Yellow) This lamp
indicates that engine temperature is less than
70° F, and the possibility that the engine might
not start.
• Low Fuel (Yellow) This lamp indicates that the
fuel level in the supply tank has dropped to less
than the reserve necessary to run the set at full SHUTDOWN
load for the prescribed number of hours. The
lamp.
• Switch-off (Flashing Red) This lamp indi-
cates that the Run/Stop/Remote switch is in
the Stop position, which prevents remote, au-
tomatic operation. FIGURE 3-3. LOW COOLANT LEVEL SWITCH

ENGINE
CONTROL
MONITOR A11
TIME DELAY
START/STOP
AUTOMATIC MODULE A15
VOLTAGE
REGULATOR
VR21
OVERSPEED
MODULE
TERMINAL BOARD
TB21
RUN RELAYS K11 A13 A14

(MOUNTED ON A BRACKET ARM RELAY MODULES
IN FRONT OF A11) ES1561s-1
FIGURE 3-4. LOCATION OF COMPONENTS INSIDE CONTROL BOX

(SEE FIGURE 3-9 FOR CONTROL BOX WITH AUXILIARY RELAY BOARD)
CONTROL BOX INTERIOR LED’s DS1 through DS9

Figure 3-4 shows the arrangement of components
inside the control box, including the engine control The ECM LED’s are provided as an aid in trouble-
monitor and some of the auxiliary components un- shooting the control circuitry. The LED’s indicate the
der following headings. following conditions:
ENGINE CONTROL MONITOR (A11)

LED STATUS WHEN ILLUMINATED
The heart of the engine control system is the engine DS1 B+ is connected to ECM and fuse F4 is good.
control monitor (ECM) (Figure 3-5). It is a printed
circuit board assembly mounted on the back wall of DS2 RUN relay is energized.
the control box. It starts and stops the engine in re- DS3 Start Command signal enabled.
sponse to the control panel switches, engine sen- DS4 Crank signal enabled.
sors and remote control signals.
DS5 DC Starter Disconnect signal enabled.
Note that there are two versions of the ECM board DS6 AC Starter Disconnect signal enabled.
and that they both perform the same functions.
DS7 LOP/HET signal active (time delay circuit has
They only differ in that one version contains addi- timed-out).
tional components, which are, LED’s (DS1 – DS9),
terminal board (TB3) and function selection jumper DS8 Reverse battery voltage.
W10. Figure 3-5 illustrates the ECM version which DS9 Remote Shutdown signal active (grnd at
contains the additional components. TB2-16)

Terminals and Connectors W2 Jumper Position (jumper W9 must be in the B
position):
See Section 8 for the appropriate connection and
schematic drawings for the DC control system. Also A Non-timed warning under FLT 1 condi-
refer to Section 8 for typical customer connections tions.
at terminal boards TB1 and TB2 on the ECM and B Non-timed shutdown and under FLT 1
page 9-11 if the set is also equipped with the auxilia- conditions.
ry relay board.
C Timed warning under FLT 1 conditions.
Terminal board TB3 provides an alternative direct
connection to the ECM for the RUN/STOP/RE- D Timed shutdown under FLT 1 conditions.
MOTE switch for troubleshooting or if desired, cus- W6 Jumper Position:
tomer connection.
TB3-1 = REMOTE A Warning under Pre-High Engine Tem-
TB3-2 = RUN perature conditions.
TB3-3 = STOP B Shutdown under Pre-High Engine Tem-
Fuses perature conditions.
The ECM has five replaceable fuses to protect it W7 Jumper Position:

from overloads and ground faults. They are: A Warning under Pre-Low Oil Pressure
F1 Starter solenoid circuit, 20 amps. conditions.
F2 Fuel solenoid (switched B+) circuits, 20 amps. B Shutdown under Pre-Low Oil Pressure
F3 Continuous B+ out to remote circuits, 15 amps. conditions.
F4 ECM circuits, 5 amps. W8 Jumper Position:
F5 Engine gauge circuits, 5 amps. A Warning while running or during standby
Function Selection Jumpers under FLT 2 conditions.
ECM board has seven selection jumpers that can B Allows selection of functions with W1
be repositioned to provide the following timed or jumper.
non-timed warnings or timed or non-timed shut- W9 Jumper Position:
downs with warnings, and control of the SWITCH
OFF indicator: A Warning while running or during standby
under FLT 1 conditions.
W1 Jumper Position (jumper W8 must be in the B
position): B Allows selection of functions with W2
A Non-timed warning under FLT 2 condi- jumper.
tions. W10 Jumper Position (SWITCH OFF Indicator):
B Non-timed shutdown under FLT 2 condi- A Flashing
tions.
C Timed warning under FLT 2 conditions. B Constant ON
D Timed shutdown under FLT 2 conditions. C OFF

8 7 6 5 4 3 2 1 6 5 4 3 2 1
FIGURE 3-5. ENGINE CONTROL MONITOR FUSES AND FUNCTION SELECTION JUMPERS

ENGINE SENSORS 3-6). The module senses PMG output frequency to
determine generator speed (frequency). Do not ad-
See Section 8 for the locations of the gauge send- just the cranking pot.
ers and the coolant temperature and oil pressure
sensing switches that the ECM monitors. The Check and adjust the overspeed module as follows.
switches function by closing the fault or warning cir- Use an insulated handle screw driver to prevent
cuit to the engine chassis ground (battery nega- electrical shock.
tive [–]). 1. Make a note of the no-load frequency.
2. Adjust the governor speed pot to the over-
AUXILIARY CONTROL COMPONENTS
speed cutout setting (1800 to 1900 RPM for 50
The set might be equipped with one or more of the Hz sets and 2100 to 2200 RPM for 60 Hz sets).
following components. 3. If an overspeed fault is indicated, go to step 4. If
a fault is not indicated, adjust the overspeed
Overspeed (Frequency Detection Module) pot until an overspeed fault occurs.
PMG-excited generators are equipped with an elec- 4. Adjust the governor speed pot back to the initial
tronic overspeed module in the control box (Figure frequency setting.
CRANKING
OVERSPEED
POTENTIOMETER
POTENTIOMETER
AUXILIARY
10 (P2) TERMINAL
9 (P3) BLOCK
B-
B+ (A11 - TB1-10)
SIGNAL OUT (A11-TB1-5)
NOT USED
B+ OR B- (A11 - TB1-1)
NOT USED
ES1859s
FIGURE 3-6. ELECTRONIC OVERSPEED MODULE

Run Relays (K11) A11
The set can be equipped with one to three 3-pole, K11
double-throw relays to control auxiliary equipment TB1 10
such as fans, pumps, and motorized air dampers. B A
The relays are mounted on a standoff bracket in
TB1 5
front of the ECM.
The contacts are rated: 1
• 10 amps at 28 VDC or 120 VAC, 80% PF K11 7
• 6 amps at 240 VAC, 80% PF 4
• 3 amps at 480 VAC, 80% PF
2
The set might instead be equipped with an auxiliary CUSTOMER
K11 8
relay board. If so, see Auxiliary Relay Board (ARB). CONNECTIONS
5
3
K11 9
FIGURE 3-7. RUN RELAYS
Alarm Relay Modules (A13 and A14)

A14
The set can be equipped with relay modules to in- TB1 TB2
terface with a remote annunciator that is powered FAULT#1 A11-TB2-4
independently of the control circuit of the set. Sets
A11-TB2-2
with Detector-7 need module A13 and sets with De- FAULT#2
tector-12, modules A13 and A14. LET A11-TB2-13
These are all normally open contacts and they are LOW FUEL A11-TB2-15
rated:
SWITCH A11-TB2-12
• 15 amps at 250 VAC OFF
A13-TB2-8
• 15 amps at 30 VDC
The set might instead be equipped with an auxiliary A13
relay board. If so, see Auxiliary Relay Board (A28). TB1 TB2
A11-TB1-3
RUN
PRE -LOP A11-TB2-11
PRE-HET A11-TB2-10
LOP A11-TB2-9
HET A11-TB2-8
A11-TB2-7
OS
A11-TB2-6
OC
A11-TB1-7
A14-TB2-6
(12 LIGHT)
FIGURE 3-8. ALARM RELAY MODULES

Auxiliary Relay Board (A28) for relay K2, and W3 for relay K3. They can be lo-
cated in any of 3 positions (A, B, C) independently of
The following describes the design/functional crite- each other.
ria for the auxiliary relay board (ARB) with a Detec-
tor-7 or -12 genset control. The board is mounted di- Jumper Position A (Run): The relay operates
rectly on top of the ECM using standoffs and has ac- as a Run relay, energizing when SW B+ is ap-
cess holes for the fuses located on the ECM. There plied from the ECM.
are two versions of the ARB; with and without the Jumper Position B (Common Alarm): The
set of 12 Fault relays (Figure 3-9). Section 8 con- relay operates as a Common Alarm relay. The
tains a detailed connection diagram for the ARB. relay energizes any time there is an engine
shutdown. This signal is provided from the
The set might instead be equipped with separate ECM.
run and alarm relay modules. If so, see Run Relay
(K11) and Alarm Relay Modules (A13 and A14). Jumper Position C (Isolated): The relay op-
erates as an Isolated relay. The relay coil is en-
ergized by a customer applied B+ signal
Terminal Blocks
through the terminal block; TB3-1 for relay K1,
TB4-1 for relay K2, and TB5-1 for relay K3.
TB1 – ARB TB1 and ECM TB1 are identically num-
bered and provide the same remote control connec- Jumpers W11, W12, and W13 perform the same
tion points. Note that additional terminals are pro- functions for their respective relays; W11 for relay
vided for terminals 5, 7, and 10 of ARB TB1. K1, W12 for relay K2, and W13 for relay K3. They
can be located in two different positions (A, B) inde-
TB2 through TB5 – Connection points for relays pendently of one another.
K1 through K3. TB2 provides the N/O and N/C con-
nections (three form ‘C’ contacts for each relay). Jumper Position A: The relay operates iso-
TB3 through TB5 provide the common connection lated from the board. The customer provides
points (TB3 for K1, TB4 for K2 and TB5 for K3). the circuit completion through terminal block;
TB3 for relay K1, TB4-5 for relay K2, and TB5-5
TB6 and TB7 – Connection points for fault relays for relay K3. The customer can operate the
K4 through K15. Three terminals are provided for relay with switched ground logic or use this
each relay, which are labeled COM, N/C, N/O. relay in the middle of more complex logic cir-
cuits if needed.
Plug-In Relays (K1, K2, K3)
Jumper Position B: The relays operate with
the coils connected to ground through the
The ARB can be equipped with one to three 3-pole,
board connections. The coil will require a B+
double-throw relays. These relays (K1, K2, K3) are
signal to energize with the jumper in this posi-
field changeable plug-in relays for easy field addi-
tion.
tion and replacement.
The relay contact ratings are: Fault Relays (K4 through K15)
• 10 amps at 28 VDC or 120 VAC, 80% PF These optional relay modules are used to operate a
• 6 amps at 240 VAC, 80% PF remote alarm annunciator that has an independent
power source. This allows the use of either AC or
• 3 amps at 480 VAC, 80% PF DC for alarm drives. The relays are energized
through the latching relays on the ECM and pro-
Each relay can be operated as a RUN, COMMON
vided N/O and N/C contacts for each external alarm
ALARM, or ISOLATED COIL with the changing of a
connection.
jumper.
The 12 relays with form ‘C’ contacts are rated:

Jumper Positions for Plug-In Relays
• 10 Amp, 120 VAC
Jumpers W1, W2 and W3 perform the same func-
tions for their respective relays, W1 for relay K1, W2 • 10 Amp. 30 VDC

RUN RELAY
JUMPERS MODULE(S) JUMPERS
K1 K2 K3
J1, J2 WIRE TB6, TB7 AND

HARNESS PLUG RELAYS K4
CONNECTIONS THROUGH K15
FROM ECM ARE OPTIONAL
300-4111c
FIGURE 3-9. AUXILIARY RELAY BOARD (ARB)

Over/Under Voltage Module (A17)
The set can be equipped with an adjustable volt-
age-sensitive relay usually connected into the Fault
1 circuit (Detector-12 controls only). The module *
will shut down the set when the output voltage is *
over or under nominal voltage by the preselected
percentage (typically 10 percent over and under).
This module has an adjustable time delay relay
(K17), used on early production gensets to allow an
over/under voltage condition during startup (later
production gensets use the engine control monitor
delay). An adjustment of 25 percent is equivalent to
about 2.5 seconds delay.
Recalibrate the module as follows before installing
it on 139/240 VAC or 277/480 VAC sets.
WARNING Contact with high voltage can cause

severe personal injury or death. Do not touch
any exposed wiring or components with any **
body part, clothing, tool or jewelry. Stand on an
insulating mat or dry wood platform when per-
forming these steps. * CONNECTED TO TB11-45 WHEN GENERA-
1. Remove the two screws that secure the top to TOR IS PARALLELED.
the case of the module and withdraw the top ** CONNECTED TO GENERATOR LEAD LO
WHEN THE GENERATOR IS CONNECTED
assembly. FOR SINGLE PHASE.
2. Adjust the SET pot for the UNDER setpoint on
the face of the top assembly to 75 percent.
3. Apply single-phase, 60 Hertz, 104.25 VAC FIGURE 3-10. OVER/UNDER VOLTAGE
across terminals L and N. MODULE
4. Adjust pot R25 on the PC board until the relay
trips (de-energizes).
5. Adjust the SET pot for the OVER setpoint on
the face of the top assembly to 125 percent.
6. Apply single-phase, 60 Hertz, 173.75 VAC
across terminals L and N.
7. Adjust pot R26 on the PC board until the relay
trips (energizes).
8. Repeat the above steps until no adjustments
are necessary.
9. Reassemble the module.
10. On the module nameplate mark out the factory
calibration value for monitored voltage (120 V)
and write in 139 V.
Over/Under Frequency Module (A19)
3003141
The set can be equipped with an adjustable fre-
quency-sensitive relay to shut down the set when
the output frequency (Hz) is over or under nominal FIGURE 3-11. OVER/UNDER FREQUENCY
frequency by the preselected amount (Figure 3-11). MODULE

It is usually connected into the Fault 2 circuit (De- Time Delay Start/Stop Module (A15)
tector-12 controls only) if the over / under voltage
module is also provided. Set points are typically 5 The set can be equipped with a module to delay
Hertz over and under nominal frequency (50 or 60 starting and stopping when the start and stop sig-
Hertz) and reset points 3 Hertz over and under. nals are received from the remote controller. It is ad-
justable to delay starts from 1 to 15 seconds to pre-
vent nuisance starts in installations where momen-
tary power interruptions are frequent. It is adjust-
able to delay stops 1 to 30 minutes to allow the gen-
set time to cool down after the load is removed.
TIME DELAY START POTENTIOMETER TIME DELAY STOP POTENTIOMETER
TB1
A11-TB1-2 A11-TB1-6
(PRIMARY START DISCONNECT) (REMOTE START)
A11-TB1-3 A11-TB1-7
(SECONDARY START DISCONNECT) (B+)
REMOTE
CONTROL
A11-TB1-5 A11-TB1-7
(Gnd.) (B+)
ES1855s
FIGURE 3-12. TIME DELAY START/STOP MODULE

Ground Fault Relay (Optional) Fault Alarm” indication. The auto reset link is set at
the factory so the fault condition is cleared at the
The optional Ground Fault Relay is typically located genset control by pushing the Run/Stop (Reset)
behind the lower control housing grille. The ground /Remote switch to Reset.
fault relay continuously monitors the neutral to
ground connection and activates a fault alarm when Terminals 9 (+) and 10 (–) can used for percent full
the connection is broken. During genset operation, scale metering output (0–1 mA full scale).
the relay continuously monitors the line to neutral The relay has a time delay setting of 0 to one sec-
and activates a fault alarm when a ground fault is ond.
sensed.
The relay has one set of form C contacts rated:
The relay alarm contacts are typically connected to
the genset control (terminal 14 to control ground • 1100VA at 250V
and terminal 15 to A11 TB2-1) to provide a “Ground • 250 VAC, 5A continuous, 3A breaking
GENERATOR
L1
L2
L3
AUTO
RESET N
LINK
(–)
POWER
24VDC
SUPPLY
(+)
RESET BUTTON
ON
(NOT USED,
INDICATOR
FACTORY SET TO
AUTO RESET)
TEST
BUTTON
TIME DELAY CONTROL

FAULT INDICATORS
(1 SECOND)
>I
(OVER CURRENT)
CURRENT CONTROL
(9=1200)
N–G
(OPEN CIRCUIT)
BONDING JUMPER
(NOT USED ON 3
PHASE/4 WIRE WITH
LINK 3 POLE TRANSFER
(NOT USED ON 3 SWITCH)
PHASE/4 WIRE WITH 3 GENERATOR
POLE TRANSFER ALARM FRAME GROUND
SWITCH) CONTACTS
FIGURE 3-13. GROUND FAULT ALARM RELAY (OPTIONAL)

RTD Relay (Optional) cate the state of the output relay (green for normal,
red for tripped). Additional red LED’s are used to in-
The optional RTD relay is rail mounted inside the dicate which inputs exceed the setpoint.
accessory box. This relay is used to monitor six sep-
The relay terminals 11, 12 and 14 are for customer
arate temperature zones in the generator windings
connection. These terminals can be attached to ei-
using resistive temperature detectors (RTDs). The
ther of the two Customer Fault inputs on TB1 to pro-
relay determines the sensed temperature and acts
vide a warning/shutdown condition or to other cus-
to isolate, alarm, or initiate corrective action.
tomer warning devices.
The RTD relay compares the six inputs to the prede- The contacts are rated:
termined setpoint (temperature setpoint is factory
adjusted). If one or more of the inputs exceed the • 240 VAC, 5 amps non-inductive
setpoint, the output relay is energized. LED’s indi- • 24 VDC, 25 amps resistive
TEMPERATURE RELAY CONNECTIONS
TO RTD TERMINAL
BLOCK
(+) (–)
TO RTD TERMINAL
OUTPUT RELAY CONTROL BLOCK
(CUSTOMER USE) 24 VDC GROUND
A11TB1-10
(SWITCHED B+)
FIGURE 3-14. RTD RELAY (OPTIONAL)

Thermistor Relay (Optional) cuit. The relay will energize (trip) when the thermis-
tor chain resistance reaches 3000 ±500 ohms.
The optional thermistor relays are rail mounted in- The relay terminals 1, 2 and 3 are for customer con-
side the accessory box. Each relay monitors three nection and are normally connected to a breaker
thermistors (one per phase) that are connected in shunt trip or a load shed circuit.
series inside the generator. One series or chain of The contacts are rated:
thermistors are rated at 140° C and the other at 160°
C. The 140° C relay is commonly used in a pre- • 3 amps at 250 VAC
alarm circuit and the 160° C relay in a shut-down cir- • 1 amp at 480 VAC
THERMISTORS WHITE/RED
A∅ B∅ C∅
BLUE
A40-TB1-4 FAULT CHANNELS

(GROUND) (CUSTOMER
CONNECTIONS)
A40-TB1-2
(SWITCHED B+)
RELAY CONTACTS
FIGURE 3-15. THERMISTOR RELAY (OPTIONAL)

SEQUENCE OF OPERATION 10. Relays K2 and K3 are deenergized (by latching
fault relay K6) causing shutdown to occur if the
The sequence of operation is as follows. Refer to engine does not start within 75 seconds. The
the schematic on Page 8-3 or 8-9, as appropriate. Overcrank indicator lamp lights and common
1. The ECM is powered by cranking battery volt- alarm terminal TB1-4 is powered.
age (24 VDC). Terminal TB1-9 is connected to
The ECM has a cycle crank feature whereby the
battery positive (+) and connector P1-6 to bat-
engine is cranked for three 15 second periods
tery negative (-). alternated with two 15 second rest periods.
2. The starting cycle begins when relay K7 is
powered, either manually by pushing the panel 11. Relay K2 is deenergized (by latching fault relay
Run switch, or automatically by a remote con- K6) causing shutdown to occur during opera-
troller connected at terminal TB1-6. (The panel tion when a low oil pressure, high engine tem-
switch must be in the Remote position for re- perature or engine overspeed condition is
mote, automatic operation.) sensed or the optional emergency stop button
is pressed. The appropriate fault indicator lamp
3. Relay K7 powers relays K2 and K3.
lights and common alarm terminal TB1-4 is
4. Relay K2 powers the engine gauges and termi- powered. (There is no fault lamp for emergency
nal TB1-10, to which the fuel solenoid, ignition stop.)
module and electronic governor are con-
nected. An oil pressure time delay (12 seconds) pre-
vents the ECM from sensing low oil pressure
5. Relay K3 powers terminal TB1-8 to which start-
and high engine coolant temperature until 12
er relay K4 is connected. Engine cranking be- seconds after either start disconnect signal is
gins. applied to the ECM.
6. The engine starts and runs up to governed
speed in a matter of seconds. 12. To restore operation after a shutdown fault has
been serviced, reset latching relay K6 by push-
7. The starter is disconnected when engine
ing the panel Stop switch and then the Reset
speed gets to about 600 RPM. This is done by
switch. The set should run or be ready to run
relay K10 or K14, whichever acts first to open
when the panel switch is pushed to Run or to
the circuit powering relay K3.
Remote.
8. Relay K10 is powered by the generator output
voltage (120 VAC) through plug-in connectors If the emergency stop switch has been used, the
P1-1 and P1-2. The remote Run indicator lamp control will have to be reset to restore operation.
should light (connected through terminal First pull the emergency stop switch button and
then push the panel Stop and Reset switches.
TB1-3).
9. Relay K14 is powered by the engine-driven 13. The set is stopped manually by pressing the
battery charging alternator (24 VDC) through panel Stop switch or automatically by a remote
plug-in connector P1-3. The panel Run indica- controller. (The panel switch must be in the Re-
tor lamp should light. Relays K10 and K14 are mote position for remote, automatic opera-
redundant. tion.)

4. Troubleshooting
These troubleshooting charts are designed to help done during the last service call. Look the generator
you diagnose generator set problems. To save time set over for any obvious problems. The problem
troubleshooting, read the entire manual ahead of could be as simple as an empty fuel tank, closed
time to understand the generator set. Go over the fuel shutoff valve, loose wire, blown fuse or tripped
options and modifications and review what was circuit breaker.
THE ENGINE DOES NOT CRANK IN RUN MODE
WARNING Hazards present in troubleshooting can cause equipment damage, severe personal
injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-
ity, and machinery hazards should perform service procedures. Read Safety Precautions page
and observe all instructions and precautions in this manual.
Possible Cause Corrective Action
1. The Emergency Stop switch Pull the Emergency Switch button. To reset the engine con-
has been used. (The switch but- trol, push the Run-Stop-Remote switch to Stop and the Re-
ton is lit.) set switch to Reset. Then push the Run-Stop-Remote
switch to Run.
2. A Fault Shutdown is being indi- Service the set as necessary. To reset the engine control,
cated by one of the red lights on push the Run-Stop-Remote switch to Stop and the Reset
the control panel. switch to Reset. Then push the Run-Stop-Remote switch to
Run.
3. A LO Shutdown is being indi- Determine the cause and service as necessary (See Section
cated on the day tank pump con- 7). To reset the engine control, push the Run-Stop-Remote
trol panel. switch to Stop and the Reset switch to Reset. Then push the
Run-Stop-Remote switch to Run or Remote. Note that the
engine control will shut down unless the day tank control has
been reset first.
4. Cranking voltage is too low to a. Clean and tighten or replace the positive (+) and negative (–)
crank the engine. battery cable connectors and cables at the battery and the
set.
b. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80° F (27° C).
c. If the set is in standby service, install a battery charger.
d. Replace the engine-driven battery charging alternator if nor-
mal battery charging voltage (24 to 28 VDC)is not obtained.
5. Fuse F1 (see Figure 3-4) on en- The wire between A11-TB1-8 and starter terminal S may be
gine monitor board A11 has loose and shorting to ground. Repair as necessary and re-
blown (no voltage [B+] at place the fuse with one of the same type and amp rating (20
A11-TB1-8). A). If fuse continues to blow repair the solenoid or starter as
necessary.

THE ENGINE DOES NOT CRANK IN RUN MODE
6. The wire between ECM terminal Check for battery voltage (24 VDC) between ECM terminal
TB1-9 and starter terminal BAT TB1-9 (B+) and the grounding stud (–) on the floor of the con-
is loose damaged or missing. trol cabinet. Check, clean and tighten the connectors at both
ends and replace the wire if it is damaged.
7. The grounding strap between the Check for continuity (zero ohms) between the grounding
control box and the battery nega- stud on the bottom of the control box and the battery negative
tive (–) terminal is loose, dam- (–) terminal. If there is no continuity or or the grounding strap
aged or missing. is loose or damaged, repair as necessary.
8. The Run-Stop-Remote switch Disconnect pin connector J4 from engine monitor board A11
(S12) or wiring is faulty. and check for electrical continuity (zero ohms) between
switch terminals 2 and 3 when the switch is in the Run posi-
tion and between terminals 1 and 2 when it is in the Remote
position. Replace the switch if either set of contacts is faulty.
9. Engine monitor board A11 is Push the Run-Stop-Remote switch to Run and check for
faulty. (Check fuses F1 and F4 battery voltage (24 VDC) at terminal A11-TB1-8. Replace
and for B+ at A11-TB1-9 again.) engine monitor board A11 if there is no voltage at A11-TB1-8
but 24 VDC at A11-TB1-9.
10. The wire between ECM terminal Push the Run-Stop-Remote switch to Run and check for
TB1-8 and starter solenoid termi- battery voltage (24 VDC) at starter solenoid terminal SW. If
nal SW is loose, damaged or there is no voltage repair the wiring as necessary.
missing.
11. The starter motor or solenoid is Push the Run-Stop-Remote switch to Run and check for
malfunctioning. battery voltage (B+) at starter solenoid terminal SW. Replace
the starter motor if there is voltage but the motor does not
function.
12. The Time Delay Start/Stop Check for constant B+ at A15 terminal TB1-4. Check for run
Module (A15) is malfunctioning. signal at A15 TB1-5. Voltage at A15 TB1-6 should be at B+
at the end of the start delay period. Check wiring and connec-
tions from A15 TB1-6 to A11 TB1-6.
13. The starter motor or solenoid is Push the Run-Stop-Remote switch to Run and check for
malfunctioning. battery voltage (B+) at starter solenoid terminal SW. Replace
the starter motor if there is voltage but the motor does not
function.

THE ENGINE DOES NOT CRANK IN REMOTE MODE
1. The Run-Stop-Remote switch is Push the Run-Stop-Remote switch to Remote.

at Stop. (The Switch-Off light
will be flashing, if provided.)
2. The Emergency Stop switch Pull the Emergency Switch button. To reset the engine con-
has been used. (The switch but- trol, push the Run-Stop-Remote switch to Stop and the Re-
ton is lit.) set switch to Reset. Then push the Run-Stop-Remote
switch to Remote.
3. A Fault Shutdown is being indi- Service the set as necessary. To reset the engine control,
cated by one of the red lights on push the Run-Stop-Remote switch to Stop and the Reset
the control panel. switch to Reset. Then push the Run-Stop-Remote switch to
Remote.
4. There is no remote circuit signal a. Replace the fuse with one of the same type and amp rat-
(24 VDC at auxiliary relay board ing (15 A).
A28-TB1-6) because fuse F3 on b. If fuse F3 blows again, find and repair the fault in the remote
engine monitor board A11 has control circuit, such as a loose wire that may be shorting to
blown. ground or a shorted relay coil or other component. See Sec-
tion 8 for remote connections.
5. There is no remote circuit signal Apply 24 VDC to A28-TB1-6. If the engine cranks, find and
(24 VDC at auxiliary relay board repair the fault in the remote control circuit. See Section 8 for
A28-TB1-6) because the remote remote connections.
circuit is not functioning properly.
6. Auxiliary relay board A28 is not Check for misconnections (see Section 8) or loose connec-
functioning properly. tions and replace auxiliary relay board A28 if there is 24 VDC
at terminal A28-TB1-6 but not at A28-J2-6.
7. Same as Steps 3 through 11 in See steps 3 through 11 in the preceding RUN mode.
the RUN mode.

THE ENGINE CRANKS BUT DOES NOT START
1. The engine is not getting fuel. Open any closed shutoff valve. Fill the main fuel supply tank.
2. Fuse F2 on the engine monitor Replace fuse with one of the same type and amp rating.
board A11 has blown. If fuse F2 blows again, the wire between A11 TB1-10 and en-
gine block terminal T26, or the wire between T26 and fuel so-
lenoid K1 may be loose or shorting to ground.
3. Fuel solenoid K1 does not ener- a. Fuel solenoid not energized by ECM A11. Check for B+ at
gize. TB1-10 when cranking. If no voltage present and fuse F2 is
good replace ECM.
b Connect B+ to fuel solenoid (K1) terminal BAT. Replace the
fuel solenoid if does not “click” when energized. If fuel sole-
noid is working, check for blocked fuel line or fuel filter.
4. Low engine temperature is caus- a. Plug in, repair or install engine coolant and engine oil heat-
ing too low a cranking speed for ers.
starting. b. Replace the engine oil if it is not of the recommended viscos-
ity for the ambient temperature.
5. Cranking voltage is too low to a. While cranking the engine, measure voltage directly across
reach required cranking speed. the battery terminals and then immediately across the starter
motor terminal and the grounding bolt on the block. Cable,
terminal or relay contact resistance is too high if the differ-
ence is more than 2 volts. Service as necessary.
b. Recharge or replace the battery. Specific gravity for a fully
charged battery is approximately 1.260 at 80° F (27° C).
c. Replace the engine-driven battery charging alternator if nor-
mal battery charging voltage is not between 24 and 28 volts.
6. The air cleaner is blocked. Service as necessary.
7. Ignition system, fuel system or Service according to the engine service manual.
other engine malfunction.

THE ENGINE RUNS UNTIL FAULT SHUTDOWN
1. The OVERSPEED lamp comes a. Reset engine monitor board A11 by pushing the Run-Stop-
on when the engine shuts down. Remote switch to Stop and the Reset switch to Reset and
restart the set, monitoring engine speed and adjust the Elec-
tronic Overspeed Module (Section 3).
b. Check the governor for binding, repair and adjust the gover-
nor as necessary (see Section 6).
2. The LO OIL PRES lamp comes a. Check the engine oil level, repair any oil leaks and fill to the
on when the engine shuts down. proper level. Then reset engine monitor board A11 by push-
ing the Run-Stop-Remote switch to Stop and the Reset
switch to Reset.
b. If the set still shuts down due to low oil pressure, restart the
set and observe oil pressure while cranking the engine. Ser-
vice the lubricating oil system according to the engine ser-
vice manual if oil pressure is less than 10 psi. Replace the
low oil pressure cutout switch if oil pressure is greater than
10 psi. See Section 8 to locate the switch.
3. The HI ENG TEMP lamp comes a. Check the engine coolant level, repair any coolant leaks and
on when the engine shuts down. refill as necessary. Then reset engine monitor board A11 by
pushing the Run-Stop-Remote switch to Stop and the Re-
set switch to Reset.
b. If the set still shuts down due to high engine temperature,
start the engine and observe coolant temperature as the sys-
tem heats up. If shutdown occurs before the coolant reaches
200° F (93° C), replace the high engine temperature cutout
switch. If coolant temperature exceeds 200° F (93° C), clean
and service the entire cooling system as required to restore
full cooling capacity. See Section 8 to locate the switch.
4. The FAULT 1 or FAULT 2 lamp Service as required. (The customer has supplied the system
comes on when the engine shuts fault indication switches. Either fault can be chosen to dis-
down. play the warning only. See Section 3.)
If the shutdown was due to low frequency, the set probably
ran out of fuel or the governor is out of adjustment.
If the shutdown was due to over/under voltage, the voltage
regulator may be out of adjustment.

THE ENGINE LACKS POWER OR IS UNSTABLE
1. Fuel delivery to the genset is in- a. Check for clogged fuel lines and filters.
adequate. b. Check for air in the fuel lines and repair all air leaks.
c. Measure the vertical distance between the fuel lift pump on
the engine and bottom of the dip tube in the supply tank. The
lift must not exceed 6 feet (1.8 meters).
2. The fuel is contaminated. Connect the set to a supply of good quality fuel and run the
set under various loads. Replace the contents of the fuel sup-
ply tank if there is a noticeable improvement in performance.
3. The engine air filter element is Replace the air filter element.
dirty.
4. The governor settings or linkage a. Make governor settings and adjustments according to Sec-
adjustment is incorrect. tion 6, Governor.
b. Check the magnetic speed pick-up unit (MPU) clearance
with flywheel. Replace the MPU if output voltage at cranking
speed is less than 2.5 VDC measured at terminals 10(–) and
11 (+) on the governor controller.
5. The engine fuel system (lift Service the fuel system according to the engine service
pump, injection pump, injectors, manual.
timing) is faulty.
6. The engine is worn. Service the engine according to the engine service manual.

AN AMBER WARNING LAMP IS ON
1. The PRE LO OIL PRES lamp Shut down the set if possible or disconnect non-critical
comes on while the engine is run- loads.(Oil pressure will be less than 20 psi but greater than
ning. 14 psi.) Service the engine lubricating system according to
the engine service manual.
2. The PRE HI ENG TEMP lamp Shut down the set if possible or disconnect non-critical loads.
comes on while the engine is run- (Engine temperature will be greater than 220° F but less than
ning. 230° F.) Service the engine cooling system to restore full
cooling capacity.
3. The LOW ENGINE TEMPERA- a. Plug in, repair or install engine coolant and engine oil heat-
TURE lamp comes on while the ers.
set is in standby. b. If the engine coolant gauge indicates more than 70° F (21°
C), replace the gauge board. See Figure 3-4.
4. The LO FUEL lamp comes on. Fill the main fuel supply tank with the appropriate grade of
fuel. (The customer has supplied the fuel level switch to
make use of this warning.)
5. The FAULT 1 or FAULT 2 lamp Service as required. (The customer has supplied the system
(may be a specifically labeled fault indicating switches. By means of selection jumpers, ei-
amber lamp) comes on. ther fault may be chosen to shut down the engine. See Sec-
tion 3, Engine Control.)

THE GREEN RUN LAMP STAYS OFF BUT THE SET RUNS NORMALLY
1. The set mounted RUN lamp does a. Press the panel Lamp Test switch and replace the run lamp
not light, although the starter has bulb if it does not light.
disconnected normally and the b. If the lamp is good and the set has an older ECM board (one
engine is running. The remote with cartridge-type fuses), this indicates that the DC discon-
RUN lamp does light (AC start nect circuit (K14 relay on ECM) is not working. Check the DC
disconnect is okay). voltmeter and if there is not at least 24 VDC, Check for loose
or missing wiring between the battery charging alternator ter-
minal TB1-2 and pin connector P1-3 on the ECM. See the
connection diagram in Section 8. If the connections are good
replace the battery charging alternator.
c. If the RUN lamp, wiring connections and battery charging al-
ternator are all good and the RUN lamp does not light, re-
place the engine monitor board A11.
2. Both the remote and set mounted a. Press the panel Lamp Test switch and replace the run lamp
RUN lamps do not light, although bulb if it does not light. Test the remote RUN lamp by suitable
the starter has disconnected nor- means and replace it if it does not light.
mally and the engine is running. b. If both lamps are good, this indicates that the AC disconnect
circuit is not working. Check the AC voltmeter to determine
whether or not there is generator output voltage and service
as necessary. See There Is No Output Voltage in Trouble-
shooting.
c. If there is generator output voltage, check for 120 VAC
across pin connectors P1-1 and P1-2 on engine monitor
board A11. If there is no voltage, check for loose or missing
leads between the connectors and TB21-21 and TB21-32 in-
side the control box and service as necessary.
d. Replace engine monitor board A11 if there is 120 VAC
across pin connectors P1-1 and P1-2 but neither RUN lamp
lights during normal operation.

NO OUTPUT VOLTAGE
1. The line circuit breaker is OFF. Find out why the circuit breaker was turned OFF, make sure
it is safe to reconnect power, and then throw the circuit break-
er ON.
2. The line circuit breaker has Shut down the set and service as necessary to clear the short
TRIPPED. circuit or ground fault that caused tripping, and then RESET
the circuit breaker and start the set.
3. The line circuit breaker is faulty. Shut down the set, make sure the power output lines from the
set have been disconnected from all other sources of power,
attempt to RESET the circuit breaker and throw it ON and
check for electrical continuity across each line contact. Re-
place the circuit breaker if there is measurable resistance
across any contact.
4. Field circuit breaker CB21 has RESET the circuit breaker. If it keeps tripping, troubleshoot
TRIPPED. according to the chart, Field Circuit Breaker Keeps Tripping.
5. Field circuit breaker CB21 is Shut down the set, attempt to RESET the circuit breaker and
faulty. disconnect either lead. Replace the circuit breaker if there is
measurable resistance across the terminals.

NO OUTPUT VOLTAGE (CONT.)
Determine if the problem is in the voltage regulating or generator circuits as follows:

a. Throw the line circuit breaker OFF and shut down the set.
CAUTION This test involves unregulated excitation of the generator. To prevent damage to
the generator due to overcurrent, make sure that all loads have been disconnected and that all
faults have been cleared from the power output terminals of the generator.
b. Open the control panel and disconnect the field leads X (F1) and XX (F2) from the voltage regulator.
See Figure 2-4. Perform the exciter stator winding resistance test (Section 5). The exciter stator resist-
ance must test okay before proceeding.
c. Prepare to measure output voltage across the generator terminals while the set is running.
d. Bring two jumpers from a 12 volt battery for connection to the X (F1) and XX (F2) leads inside the
control box. Connect the jumper from the positive (+) post of the battery to the F1 (X) lead. Be prepared
to connect the jumper from the negative (–) post of the battery to the XX (F2) lead. If one of the 12 volt
cranking batteries is used, bring the jumpers from the battery connection on the grounded side of the
system to avoid inadvertently imposing 24 volts on the system.
e. Check polarity again. Polarity must be correct or this test will be inconclusive because the induced and
residual magnetic polarities in the exciter stator will be opposed.
HIGH VOLTAGE. Touching uninsulated high voltage parts inside the control box
can result in severe personal injury or death. Measurements and adjustments must be done
with care to avoid touching high voltage parts. For your protection, stand on a dry wooden plat-
form or rubber insulating mat, make sure your clothing and shoes are dry, remove jewelry from
your hands and wear elbow length insulating gloves.
f. Start the set and connect the jumper wire from the battery negative (–) terminal to the XX (F2) lead.
g. The generator is probably okay if rated output voltage or higher is obtained and the voltages for all
phases are balanced when the exciter is powered by the 12 volt battery. Refer to the Voltage Regulator
fault chart (step 6) for troubleshooting. (Normal excitation voltage ranges approximately from10 VDC
at no-load to 40 VDC at full-load.)
h. Use the Generator fault chart If the output voltages are not balanced, or are less than ninety percent
of rated output voltage; the problem is probably in the generator. If the voltages are unbalanced, first
troubleshoot the main stator—Step 11, If the voltages are uniformly low, first troubleshoot the exciter
and field circuits—Steps 7, 8, 9 and 10.

NO OUTPUT VOLTAGE (CONT.)
6. Voltage Regulator VR21 is faulty. a. Follow the PMG test described in Section 5 to determine if
it is okay.
b. Check all connections against the applicable reconnection
diagram (Section 8) and rewire as necessary. Replace the
voltage regulator if the PMG checks okay, the wiring is cor-
rect and there is no output voltage.
CAUTION Replacing the voltage regulator before ser-
vicing other faults can lead to damage to the new volt-
age regulator.
7. The exciter field winding is open. Shut down the set and check exciter field winding resistance
according to Section 5. Replace the exciter field assembly if
winding resistance does not meet specifications.
8. The rotating rectifier assembly Shut down the set and check each diode according to Sec-
(diodes CR1 through CR6) is tion 5. Service as necessary.
faulty.
9. The exciter rotor windings are Shut down the set and check exciter winding resistances ac-
open. cording to Section 5. Replace the generator rotor assembly
if exciter rotor winding resistances do not meet specifica-
tions.
10. The main rotor winding is open. Shut down the set and check main rotor winding resistance
according to Section 5. Replace the generator rotor assem-
bly if main rotor winding resistance does not meet specifica-
tions.
11. The stator windings are open. Shut down the set and check stator winding resistances ac-
cording to Section 5. Replace the generator stator assembly
if stator winding resistances do not meet specifications.

OUTPUT VOLTAGE IS TOO HIGH OR TOO LOW
1. Engine speed is unstable. Troubleshoot according to the chart, The Engine Lacks Pow-
er or is Unstable.
2. The voltage has been adjusted Adjust output voltage according to Section 2, AC Control.
improperly.
3. Improper connections have been Shut down the set and reconnect according to the appropri-
made at the generator output ter- ate reconnection diagram. See Section 8.
minals.
(diodes CR1 through CR6) is tion 5, Servicing the Generator. Service as necessary.
faulty.
5. Voltage Regulator VR21 is faulty. Replace the voltage regulator.

age regulator.

OUTPUT VOLTAGE IS UNSTABLE
1. The voltage has been adjusted Adjust output voltage according to Section 2, AC Control.
improperly.
2. The voltage adjusting rheostat Unlock the voltage adjusting screw on the front of the control
on the control panel is faulty (if panel and disconnect either lead from the rheostat. Measure
provided). resistance between terminals 1 and 2 while turning the ad-
justing screw fully one way and then the other. Replace the
rheostat if it is open at any point, or if resistance does not vary
smoothly from zero to approximately 2,500 ohms.

age regulator.

THE FIELD CIRCUIT BREAKER KEEPS TRIPPING
(diodes CR1 through CR6) is tion 5, Servicing the Generator. Service as necessary.
faulty.
2. The exciter field winding is Shut down the set and check exciter field winding resistance
shorted. according to Section 5, Servicing the Generator. Replace the
exciter field assembly if winding resistance does not meet
specifications.
3. The exciter rotor windings are Shut down the set and check exciter winding resistances ac-
shorted. cording to Section 5, Servicing the Generator. Replace the
generator rotor assembly if exciter rotor winding resistances
do not meet specifications.
4. The main rotor winding is Shut down the set and check main rotor winding resistance
shorted. according to Section 5, Servicing the Generator. Replace the
generator rotor assembly if main rotor winding resistance
does not meet specifications.
5. The stator windings are shorted. Shut down the set and check stator winding resistances ac-
cording to Section 5, Servicing the Generator. Replace the
generator stator assembly if stator winding resistances do
not meet specifications.

age regulator.

THE PHASE CURRENTS ARE UNBALANCED
1. The connected loads are distrib- Shut down the set and redistribute the loads as evenly as
uted unevenly among the possible.
phases.
2. Improper connections have been Shut down the set and reconnect according to the appropri-
made at the generator output ter- ate reconnection diagram. See Section 8.
minals.
3. The stator windings are faulty Shut down the set and check stator winding resistances ac-
(open or shorted). cording to Section 5, Servicing the Generator. Replace the
generator stator assembly if stator winding resistances do
not meet specifications.
4. A load has a ground fault or short Service the faulty equipment as necessary.
circuit.

THIS PAGE LEFT INTENTIONALLY BLANK

5. Servicing the Generator
TESTING THE GENERATOR Ventilate battery area before working on or near
battery—Wear goggles—Stop genset and dis-
These tests can be performed without removing the connect charger before disconnecting battery
generator. Before starting tests, disconnect the bat- cables—Disconnect negative (–) cable first and
tery charger from its AC source. Then disconnect reconnect last.
the negative (–) cable from the battery to prevent
accidental starting to make sure the engine will not
start while performing these tests. CAUTION Disconnect battery charger from AC
source before disconnecting battery cables.
WARNING Ignition of explosive battery gases Otherwise, disconnecting cables can result in
can cause severe personal injury or death. Arc- voltage spikes damaging to DC control circuits
ing at battery terminals, light switch or other of the set.
equipment, flame, pilot lights and sparks can ig-
nite battery gas. Do not smoke, or switch
trouble light ON or OFF near battery. Discharge WARNING Accidental starting of the generator
static electricity from body before touching bat- set can cause severe personal injury or death.
teries by first touching a grounded metal sur- Prevent accidental starting by disconnecting
face. the negative (–) cable from the battery terminal.
RECONNECTION END BRACKET

TERMINALS EXCITER
STATOR
PMG
STATOR
STATOR END
BEARING
BLOWER
PMG
ROTOR
EXCITER
COUPLING ROTOR
ROTATING
RECTIFIER
ASSEMBLY
DRIVE ROTOR
DISCS
FRAME
PRESSURE
PLATE
AIR DISCHARGE
END BRACKET/ENGINE ROTOR COVERS
ADAPTOR SHAFT
FIGURE 5-1. GENERATOR G1185

INSULATION RESISTANCE (MEGGER) & 3. Put on high voltage gloves with leather protec-
POLARIZATION INDEX (PI) TESTING tors.
4. Using two pre-tested voltage detection devices
Megger and PI testing must be performed on all (of the proper rating), verify de-energized con-
medium voltage (601 through 15,000 volts) genera- dition in the work area. (Retest voltage detec-
tor sets before initial start-up. PI testing for low volt- tion devices immediately after verification of
age (less than 600 volts) generator sets is recom- de-energized condition.)
mended by Cummins Power Generation.
5, Remove the metal cover from the generator
These tests are used to verify that the windings are output box to gain access to generator load ter-
dry before the generator set is operated and they minals.
develop a base line for future test comparison. 6. Securely install the Grounding Cluster ground
clamp to a verified “grounded” conductor.
Before these tests can be performed on medium
voltage generator sets, you must first perform the WARNING Hazardous voltage. Can cause
generator grounding procedure. severe personal injury or death. After DC
voltage from the test equipment has been
Generator Set Grounding Procedure applied to the windings and ground, there
will be a definite static charge on the wind-
Prior to performing service or inspection proce- ings. Reconnect Grounding Cluster to re-
dures that may expose personnel to conductors move static charge from the winding after
normally energized with voltages greater than 600 each generator test.
volts, the following generator set grounding proce-
dure must be followed. 7. With the Grounding Cluster in place, you are
protected from static and/or induced charges
WARNING Do not perform these procedures that may have been present in the generator
unless fully trained in medium voltage ground- stator.
ing procedures and have necessary safety Leave grounds connected for at least one min-
equipment. Severe injury or death due to high ute to insure static charge dissipation. Remove
voltage electrical shock may result. ground cluster and perform PI and/or any other
1. Open, lock-out and tag-out all sources of power tests required on the stator winding. Reconnect
to the immediate work area. grounds if additional generator service is nec-
essary.
2. Disable the starting system of the generator
set: 8. When work on the generator set is complete,
remove the Grounding Cluster in the reverse
a. Disconnect the battery charger from its AC order of installation.
source.
9. After getting clearance from all personnel in-
b. Remove the negative battery cable(s) volved in the lock-out/tag-out procedure, re-
from the battery. move all lock-out devices in reverse order of
c. Install a lockout device on the battery installation.
cable(s) end(s). (For engines equipped
with an air-powered starting system, close
air valve and install valve locking device.)

Megger and PI Test at ten minutes. The PI is the ratio of a ten minute
reading in megohms divided by a one minute read-
WARNING Medium-voltage, 601 to 15,000 ing in megohms. A ratio of two or greater is consid-
volts, present special hazards of severe person- ered good for new and in-service sets (Table 5-1).
al injury or death. Even after genset shutdown,
an electrical shock hazard may still exist, 1. Perform the Generator Set Grounding Proce-
caused by induced voltage within the generator dure.
or cables. Service personnel must be well- 2. Open the control panel and disconnect the X
trained/qualified to work with distribution volt- (F1) and XX (F2) leads from the voltage regula-
ages. (See Generator Set Grounding Proce- tor. Remove all control wiring from the genera-
dures, page 5-2.) tor output terminals.
3. If the RTD (resistive thermal device) option is
WARNING The windings of medium-voltage
installed, ground all six RTD temperature
(601 through 15,000 volts) generator sets must
leads. Each RTD has three leads, one red and
be dry before the generator is operated. Failure
two white leads. Total of 18 leads must be
to make sure windings are dry before start-up
grounded.
may result in catastrophic equipment failure,
severe personal injury or death. 4. Perform the Winding Resistance Test proce-
dure for the desired windings as noted in this
Megger Test: The megger test consists of applying section.
voltage for up to one minute (Figures 5-2, 5-4, 5-5 5. Perform the Insulation Resistance Test and PI
and 5-6). The highest resistance values shown in Test procedures for the desired windings as
Table 5-1 should be obtained for a new generator noted in this section.
with dry windings. For a set that has been in service,
the resistance reading should not be less than the If low readings are obtained, the cause should be in-
lower value shown. vestigated and corrected before the generator set is
returned to service.
PI Test: The PI test consists of applying a voltage
between the winding and ground for ten mInutes If moisture is determined to be the cause of low test
and recording resistance values at one minute and readings, a winding drying process will be required.
TABLE 5-1. GENERATOR INSULATION RESISTANCE AND POLARIZATION INDEX
MINIMUM RESISTANCE (MEGOHMS)

GENERATOR VOLTAGE MEGGER VDC MAIN STATOR MAIN ROTOR EXCITOR STATOR/ POLARIZATION
SETTING ROTOR INDEX (PI)
600 VAC or less 500 5.0 – 1.0 5.0 – 1.0 5.0 – 1.0 2 or greater
601 thru 5000 VAC 2500 400 – 50

2 or greater
1000 0.5 0.5
5001 thru 15000 VAC 5000 1000 – 200

2 or greater
1000 0.5 0.5

DRYING THE WINDINGS Positive lead – X (F1)
If low readings are obtained and moisture is deter- Negative lead – XX (F2)
mined to be the problem, the windings should be CAUTION Voltage must begin at zero
dried out and the test repeated. Use the generator volts and be gradually increased or equip-
heaters or blow warm air through the generator with ment damage will result. The current will in-
a fan. A more effective way is to use a bolted crease rapidly and it must be monitored to
3-phase short across the generator terminals. This prevent exceeding the generator rating.
procedure must be done as described or equipment
damage can result. To do this: 4. Attach a clamp-on ammeter to the generator
leads to measure generator current, adjust the
1. Bolt the generator three phase output termi- 12 VDC source for zero voltage, start the set
nals together. See the reconnection diagrams and very slowly increase the excitation voltage.
in Section 8. Obtain the highest current possible without ex-
2. Open the control panel and disconnect the X ceeding generator rating.
(F1) and XX (F2) leads from the voltage regula- 5. Run the genset for approximately one hour,
tor. then repeat the insulation resistance tests. If
3. Connect the positive and negative leads of a further drying time is indicated, continue the
variable 12 VDC source as follows: drying process.

EXCITER STATOR Testing Winding Insulation Resistance: Discon-
nect exciter stator leads X (F1) and XX (F2) from
Testing Winding Resistance: Measure winding their connectors in the AC generator wiring harness
resistance with a Wheatstone bridge or digital ohm- and isolate them from ground.
meter. Replace the stator if winding resistance is
not as specified by Table 5-2.
Connect the megger between one of the leads and
Before performing the following insulation resist- ground and conduct the test. Refer to Table 5-1 for
ance test, refer to the Insulation Resistance and Po- megger voltage selection and required resistance
larization Index Test procedure at the beginning of values.
this section.
MEASURE WINDING IN- MEASURE WINDING RESISTANCE

SULATION RESISTANCE BE- BETWEEN THE TWO STATOR
TWEEN EITHER LEAD AND LEADS, X (F1) AND XX (F2)
THE STATOR LAMINATIONS
FIGURE 5-2. TESTING THE EXCITER STATOR

EXCITER RECTIFIER BRIDGE (ROTATING Replacing Diodes: Make sure the replacement
RECTIFIER ASSEMBLY) diode is of the correct polarity. Disconnect the pigtail
from the terminal post and unscrew the old diode.
The exciter rectifier bridge is mounted on the exciter Apply heat-sink compound under the head of the
rotor, inboard, facing the main rotor. It consists of a diode. Make sure the compound does not get on the
positive plate and a negative plate, split diametrical- threads. Torque the diodes to 36 to 42 in-lbs (4 to 4.8
ly. Each carries three diodes, three terminal posts N•m) and the pigtail terminals to 24 in-lbs (2.7 N•m)
for connecting exciter rotor leads to the diode pig- when reassembling.
tails and a terminal for the main rotor (generator
field) lead. A surge suppresser is connected across
Surge Suppresser Testing and Replacement:
the two plates to prevent transient voltages that
Remove the suppresser. Replace the suppresser if
could damage the diodes.
it appears to have overheated or if ohmmeter read-
ings indicate less than infinite resistance (end of
Testing Diodes: Disconnect the diode pigtails from
scale) in both directions. Torque the terminals to 24
the terminal posts. Using an ohmmeter, measure
in-lbs (2.7 N•m) when reassembling.
electrical resistance between each diode pigtail and
the plate on which the diode is mounted. Reverse
the meter test probes and repeat the tests. The CAUTION Layers of dust can cause diodes to
electrical resistance across each diode should be overheat and fail. Brush dust off regularly.
high in one direction and low in the other. If the re-
sistance is high or low in both directions, replace the
diode.
DIODE (ONE OF SIX)

DISCONNECT THE DIODE PIG- TERMINAL
TAIL FROM THE TERMINAL (ONE OF SIX)
AND MEASURE ELECTRICAL
RESISTANCE BETWEEN THE
PIGTAIL AND THE METAL DIODE PLATES
PLATE UNDER THE DIODE (TWO)
SURGE SUPPRESSER
REMOVE TO TEST
FIGURE 5-3. TESTING THE ROTATING RECTIFIER ASSEMBLY

EXCITER ROTOR Before performing the following insulation resist-
ance test, refer to the Insulation Resistance and Po-
Testing Winding Resistance: Disconnect the six larization Index Test procedure at the beginning of
this section.
rotor winding leads from the terminal posts on the
rectifier assembly. With a Wheatstone bridge, mea-
sure electrical resistance across each pair of rotor Testing Winding Insulation Resistance: Discon-
windings: U (CR1 or CR4) and V (CR2 or CR5), V nect all six exciter rotor leads from diode terminals
(CR2 or CR5) and W (CR3 or CR6), W (CR3 or CR1 through CR6 and isolate them from ground.
CR6) and U (CR1 or CR4). See the winding sche-
matic. Replace the whole rotor shaft assembly if the Connect the megger between one of the leads and
resistance of any winding is not as specified in Table ground and conduct the test. Refer to Table 5-1 for
5-2. megger voltage selection and required resistance
values.
MEASURE WINDING INSULATION

RESISTANCE BETWEEN ANY LEAD
OR THE TERMINAL TO WHICH IT IS
CONNECTED AND THE ROTOR
LAMINATIONS
MAIN ROTOR
LEADS
WINDING SCHEMATIC
DISCONNECT THE SIX ROTOR WINDING

LEADS FROM THEIR TERMINALS AND
MEASURE ELECTRICAL RESISTANCE
ACROSS EACH PAIR OF WINDINGS: U-V,
V-W, W-U
FIGURE 5-4. TESTING THE EXCITER ROTOR

MAIN ROTOR (GENERATOR FIELD) larization Index Test procedure at the beginning of
this section.
Testing Winding Resistance: Disconnect the two Insulation Resistance and PI Test: Disconnect
leads of the main rotor from the terminals on the ro- the main rotor and voltage suppressor leads from
tating rectifier assembly. See Figure 5-5. Measure terminals F1+ and F2– on the rotating rectifier as-
electrical resistance between the two leads with a semblies and isolate them from ground. Tag and
Wheatstone bridge or digital ohmmeter. Replace mark each lead with its terminal number (F1+ or
the rotor if the resistance is not as specified in Table F2–).
5-2. Connect the rotor leads and torque the termi-
nals to 23 in-lbs (3.3 N•m) when reassembling. Connect the megger between one of the rotor leads
and ground and conduct the test. Refer to Table 5-1
Before performing the following insulation resist- for megger voltage selection, required resistance
ance test, refer to the Insulation Resistance and Po- values and PI values.
MEASURE WINDING INSULATION RE-

SISTANCE BETWEEN EITHER ROTOR LEAD
AND THE ROTOR LAMINATIONS
DISCONNECT THE MAIN ROTOR LEADS

FROM THE ROTATING RECTIFIER ASSEMBLY
AND MEASURE THE WINDING RESISTANCE
BETWEEN THEM
FIGURE 5-5. TESTING THE MAIN ROTOR

MAIN STATOR Insulation Resistance and PI Test: Remove and
separate all leads of the generator from the genera-
Testing Main Stator Winding Resistance: Dis- tor load terminal block. Number of neutral leads
connect all stator leads from the terminals to which (three or six) will vary between low and medium
they are connected. Using a Wheatstone bridge voltage generators.
having at least 0.001 ohm precision, measure elec-
trical resistance across each pair of stator leads:
U1-U2, V1-V2, W1-W2, U5-U6, V5-V6 and W5-W6. Connect the megger between one phase of the sta-
Replace the stator if the resistance of any winding is tor and ground while grounding the other two
not as specified in Table 5-2. phases and conduct the test. Refer to Table 5-1 for
megger voltage selection, required resistance val-
Before performing the following insulation resist- ues and PI values.
ance test, refer to the Insulation Resistance and Po-
larization Index Test procedure at the beginning of
this section. Repeat this step in turn for the other two phases.
WHEATSTONE
BRIDGE
FIGURE 5-6. TESTING THE GENERATOR STATOR

TABLE 5-2. WINDING RESISTANCE VALUES*
MAIN STATOR
FRAME EXCITER EXCITER MAIN
WINDING WINDING WINDING WINDING
SIZE STATOR ROTOR ROTOR
11 12 17 07
4C 18 0.136 0.91 0.0085 N/A 0.0115 N/A
4D 18 0.136 1.04 0.007 N/A 0.01 N/A
4E 18 0.136 1.17 0.0055 N/A 0.0075 N/A
4F 18 0.136 1.35 0.005 N/A 0.0052 N/A
5C 17 0.174 1.55 0.0068 N/A 0.0105 N/A
5D 17 0.174 1.77 0.0057 N/A 0.0079 N/A
5E 17 0.174 1.96 0.0043 N/A 0.0068 N/A
5F 17 0.174 2.16 0.0037 N/A 0.0049 N/A
6G 17** 0.158 1.44 0.0037 0.0148 N/A 0.011
6H 17** 0.158 1.54 0.0027 0.0108 N/A 0.0072
6J 17** 0.158 1.73 0.0024 0.0096 N/A 0.006
6K 17** 0.158 1.95 0.0019 0.0076 N/A 0.0052
7E 17** 0.096 1.25 N/A 0.0076 N/A 0.0104
7F 17** 0.096 1.4 N/A 0.0056 N/A 0.008
7G 17** 0.096 1.64 N/A 0.0044 N/A 0.006
7H 17** 0.096 1.75 N/A 0.0036 N/A 0.0044
* Resistance figures are approximates, at 68° F (20° C) + 10%.

** Units built prior to November, 1989, were 28 ohms.

TESTING THE PMG age should be approximately the same for
each set of leads. If the voltages are low or un-
HIGH VOLTAGE. Touching even, check all the leads and connections be-
uninsulated high voltage parts inside the tween the voltage regulator output stage mod-
control and power output boxes will result ule and the PMG and repair as necessary be-
in severe personal injury or death. Mea- fore disassembling the PMG.
surements and adjustments must be done
4. Stop the set and measure electrical resistance
with care to avoid touching high voltage
across lead pairs P2 & P3, P2 & P4, and P3 &
parts.
P4 with a Wheatstone bridge or digital ohmme-
For your protection, stand on a dry wooden ter. Refer to Table 5-3 for resistance values and
platform or rubber insulating mat, make Generator Reassembly in this section for frame
sure your clothing and shoes are dry, re- size.
move jewelry and wear elbow length insu-
TABLE 5-3. PMG STATOR RESISTANCE
lating gloves.
1. Start the engine at the set and let the speed sta- FRAME SIZE PMG STATOR RESISTANCE
bilize.
HC4 4.6
3. Measure voltage across auxiliary terminal
board leads P2, P3, and P4. Voltage should be HC5/HC6/HC7 2.6
approximately 165 VAC for 50 Hz (1500 RPM)
and 200 VAC for 60 Hz (1800 RPM). This volt-

GENERATOR DISASSEMBLY lights and sparks can ignite battery gas. Do
The following procedures provide information for not smoke, or switch trouble light ON or
removal and reassembly of the generator PMG, OFF near battery. Discharge static electric-
control housing, and stator/rotor assemblies. Be ity from body before touching batteries by
sure to read through this section first, before per- first touching a grounded metal surface.
forming procedures listed, to determine the steps
most appropriate for the service attention required. Ventilate battery area before working on or
near battery—Wear goggles—Stop genset
Medium-voltage, 601 to 15,000 volts, and disconnect charger before disconnect-
present special hazards of severe personal inju- ing battery cables—Disconnect negative
ry or death. Even after genset shutdown, an (–) cable first and reconnect last.
electrical shock hazard may still exist, caused
by induced voltage within the generator. Ser- CAUTION Disconnect battery charger
vice personnel must be well-trained/qualified to from AC source before disconnecting bat-
work with distribution voltages. (See Generator tery cables. Otherwise, disconnecting
Set Grounding Procedures, page 5-2.) cables can result in voltage spikes damag-
ing to DC control circuits of the set.
Permanent Magnet Generator Removal
1. Disconnect the negative (–) battery cable to WARNING Accidental starting of the gen-
prevent accidental starting of the generator set erator set can cause severe personal injury
while servicing. or death. Prevent accidental starting by dis-
connecting the negative (–) cable from the
WARNING Ignition of explosive battery
battery terminal.
gases can cause severe personal injury or
death. Arcing at battery terminals, light 2. Remove the control housing grille and access
switch or other equipment, flame, pilot covers (see Figure 5-7).
CONTROL CONTROL HOUSING

HOUSING ACCESS
COVERS
PMG ASSEMBLY
GENERATOR
AIR DISCHARGE
COVER
CONTROL HOUSING
GENERATOR AIR GRILLE
INLET COVER
FIGURE 5-7. GENERATOR AND CONTROL HOUSING ASSEMBLY

3. Remove the three M5X12mm capscrews and core; care must be taken to avoid any contact
lockwashers from the PMG cover, and remove which may damage the windings.
cover. 7. Remove the hex head through-bolt from the ro-
4. Disconnect the PMG wiring harness connector. tor shaft and firmly pull the complete rotor as-
sembly from its location. Keep the rotor clean
5. Remove the four bolts and clamps retaining the by avoiding contact with metal dust or particles.
exciter stator housing to the endbracket. Store the rotor in a clean plastic bag until it is
6. Tap the stator housing out of its spigot, and reassembled.
carefully remove from generator endbracket. CAUTION The rotor assembly must not be
dismantled, or the magnetic properties will
The highly magnetic rotor will attract the stator be destroyed.

Main Stator and Rotor Removal
PLACE SLING STRAPS
1. Remove the PMG, refer to Permanent Magnet THROUGH HOUSING
Exciter Removal, earlier this section.
2. Remove the air inlet and discharge panels and
access covers from control housing and gener-
ator (see Figure 5-7).
3. Crank or bar the engine/generator to position
the rotor such that a full pole face is at the bot-
tom of the main stator core. Proper positioning
can be viewed through the generator access
openings. Refer to engine service manual for
proper cranking or barring procedure.
4. Disconnect all load wires from the reconnec-
tion terminal block assembly (see Figure 5-8).
If equipped with the circuit breaker option, dis-
connect load wires from circuit breaker. Check
that all leads are labeled to ease reassembly.
5. Disconnect all wire leads from the auxiliary ter-
minal block, inside conduit box (see Figure RECONNECTION
GENERATOR
TERMINALS
5-8), that would interfere with control housing LIFTING EYES
removal. (Example: exciter stator leads X and
XX.) Before disconnecting, check wire mark-
ings for legibility to ease reassembly. FIGURE 5-8. REMOVING CONTROL
HOUSING
6. Refer to the proper wiring diagram/schematic
in Wiring Diagrams section and on-site specif-
ics for remote control/monitoring. Open control
box doors, and check wire markings for legibili-
ty to ease reassembly. Disconnect all engine,
generator, and on-site control wire leads from
inside control box and conduit box such as:
DC Wiring
• A11/TB1-1 to TB1-10 and
TB2 as required.
• Unplug A11/J1 and J2.
AC Wiring
• VR21-X and -XX
• TB21-22 to -30
Arrange leads so they can be easily withdrawn

from the control box.

7. Use a hoist or similar lifting device to support
the control housing assembly (see Figure 5-8). GENERATOR
LIFTING
POSITIONS
WARNING To prevent personal injury, use
adequate lifting devices to support heavy
components. Keep hands and feet clear
while lifting.
8. Loosen the fasteners that secure the control

housing side and bottom panels to generator.
Make sure that hoisting device is controlling
weight of control housing assembly.
9. Remove control housing fasteners, and re-
move the control housing assembly from the
generator. Replace panel fasteners to their re-
spectable positions for safe keeping, and tight- MOUNTING FEET BLOCKING UNDER
en finger-tight. BRACKETS ENGINE FLYWHEEL
HOUSING
10. Remove control housing mounting brackets
from both sides of generator, and assemble lift-
ing eyes to generator.
11. Remove as necessary, air intake components FIGURE 5-9. GENERATOR LIFTING
to engine that may interfere with disassembly POSITIONS
and reassembly of generator.
To remove the stator and rotor at the same time,

refer to Generator Assembly Removal, later in
this section. To remove the stator and rotor indi-
vidually, continue with step 12.
12. Remove the four bolts retaining the bearing

cartridge housing in the endbracket (outer four
bolts).
13. Remove the eight bolts holding the endbracket
to the generator housing.
14. Insert two bolts (M10) in the two holes provided
for “jacking” purposes, on the endbracket cen-
ter line. Screw bolts in until endbracket spigot is
clear of locating recess.
15. Carefully tap the whole assembly off the bear-
ing cartridge housing, ensuring the endbracket
is supported to prevent the exciter stator from
damaging the windings on the exciter rotor.

while lifting.

16. The exciter stator is now accessible for inspec- 19. Using an adequate lifting device, lift the gener-
tion and removal from endbracket/engine ator (at lifting eyes provided, and main stator
adaptor. housing) until the mounting feet brackets are
17. The end bearing can now be removed if re- clear of the frame member (see Figures 5-9
quired. Refer to Bearing Removal. and 5-10).
18. Remove the fasteners from the two generator
mounting feet brackets.
STATOR ROTOR
ASSEMBLY ASSEMBLY
LIFT LIFT
USE FORKLIFT OR
OTHER ADEQUATE
LIFTING DEVICE TO
SLIGHTLY LIFT ROTOR
SHAFT UNTIL ROTOR
CAN BE SUPPORTED
BY HOIST/SLING.
STATOR
ROTOR
ASSEMBLY
ASSEMBLY
FIGURE 5-10. REMOVING STATOR ASSEMBLY

20. If generator set does not have chassis mounts 24. Being careful not to drag the windings on the
at generator end (N855 and K19), block the rotor, move the stator assembly sufficiently
rear of the engine in place by supporting the fly- away from engine to sling and support the rotor
wheel housing. A length of steel channel and assembly. Do not allow rotor assembly to hang
wooden blocking is required to support the rear on engine flywheel.
of the engine. Place the channel and blocking
under the flywheel housing. Lower the genera- CAUTION Drive disc damage can be
tor until most of the set weight is supported by caused by allowing the rotor assembly to
the blocking (see Figure 5-10). hang on flywheel. Use adequate hoist and
sling to support the rotor assembly.
21. Disconnect the grounding strap from the fly-
wheel housing. 25. Reposition or add hoist and sling support for
22. Using a forklift, position a lifting bar of the forklift the main rotor, and remove the forklift. See Fig-
(inside and inline with the generator) under the ure 5-11, Rotor Lift detail.
rotor shaft. Lift the rotor shaft slightly so that ro-
tor is not resting on inside of stator assembly. WARNING To prevent personal injury, use
See Figure 5-11. adequate lifting devices to support heavy
23. Verify that the stator is adequately supported
and then carefully remove the capscrews from
while lifting.
the stator attachment ring. 26. Remove the stator assembly, being careful not
WARNING To prevent personal injury, use to drag the windings on the rotor. Place stator
adequate lifting devices to support heavy assembly away from the chassis in the horizon-
components. Keep hands and feet clear tal position.
while lifting. 27. Using the hoist and sling to support the rotor,
CAUTION
carefully remove the capscrews and flat wash-
Improper stator assembly rig-
ers that secure the drive discs to the engine fly-
ging and handling can result in damage to
wheel.
stator and rotor assemblies. Lifting eyes
may not be at center-of-gravity position of WARNING To prevent personal injury, use
stator assembly. Therefore, lifting and mov- adequate lifting devices to support heavy
ing the stator assembly alone, by hoisting components. Keep hands and feet clear
at lifting eyes only, presents the hazard of while lifting.
load imbalance; allowing one end to drop
and other end to rise. Make sure the stator 28. Remove the rotor assembly and place it on
is adequately hooked/strapped to maintain wood blocks in the horizontal position. To avoid
level control of stator assembly while lifting possible distortion, do not allow the drive discs
and moving. and fan to rest on anything.

EXCITER
STATOR
RECONNECTION
TERMINALS END BRACKET
PMG
STATOR
STATOR
END
BLOWER BEARING
PMG
ROTOR
COUPLING
EXCITER
ROTOR
ROTATING
RECTIFIER
ASSEMBLY
ROTOR
DRIVE
DISCS FRAME
PRESSURE
PLATE
G1185
END BRACKET/ENGINE
ADAPTOR
AIR DISCHARGE
PRESSURE ROTOR COVERS
PLATE SHAFT
STATOR LIFT
(EXAMPLE)
ROTOR LIFT
FIGURE 5-11. TYPICAL GENERATOR ASSEMBLY

Generator Assembly Removal
1. Remove the fasteners from the two generator GENERATOR LIFTING

POSITIONS
2. Using an adequate lifting device, lift the gener-
ator (at lifting eyes provided, and main stator
housing) until the mounting feet brackets are
clear of the frame member (see Figures 5-11
and 5-12).
3. If generator set does not have chassis mounts
at generator end (N855 and K19), block the
rear of the engine in place by supporting the fly-
wheel housing. A length of steel channel and
wooden blocking is required to support the rear
of the engine. Place the channel and blocking
under the flywheel housing. Lower the genera-
tor until most of the set weight is supported by BLOCKING UNDER
the blocking (see Figure 5-12). MOUNTING FEET ENGINE FLYWHEEL
BRACKETS HOUSING
4. Disconnect the grounding strap from the fly-
wheel housing.
5. Carefully remove the capscrews and flat wash-
ers that secure the drive discs to the engine fly- FIGURE 5-12. GENERATOR LIFTING POSITIONS
wheel.
6. Verify that the generator assembly is ade-
quately supported. Carefully remove the caps-
crews securing the engine adaptor endbracket
to the engine flywheel housing.

while lifting.
CAUTION Improper generator assembly

rigging and handling can result in damage
to stator and rotor assemblies. Lifting eyes
may not be at center-of-gravity position of
stator assembly. Therefore, lifting and mov-
ing the generator by hoisting at lifting eyes
only, presents the hazard of load imbal-
ance; allowing one end to drop and other
end to rise. Make sure the generator is ade-
quately hooked/strapped to maintain level
control of assembly while lifting and mov-
ing.
7. Remove the generator assembly away from

engine. Place generator assembly on floor with
a piece of wood beneath the stator housing (to-
ward PMG end) to allow for endbracket remov-
al, if desired.

Bearing Removal When replacing bearing onto rotor shaft, be sure to
apply pressing force to the inner face of the bearing
The end bearing is enclosed in a pre-packed car- only.
tridge housing and must only be dismantled as nec-
essary for relubrication, replacement, or when a Bearing Lubrication: When re-lubricating or re-
major overhaul is carried out on the generator set. placing the bearing, review the following.
Removal of the bearing can only be accomplished • Recommended Lubricant: Lithium based
after removal of the endbracket, as follows: grease, Mobilux No. 2 or Shell Alvania R3.
• Temperature Range: -22°F to +248°F (-30°C to
1. Remove the four screws holding bearing cap.
+120°C).
2. Remove cap.
• Quantity: 2.74 oz. (81 ml). About a third of the
3. Remove circlip. grease should be inserted in the bearing, the
4. Remove bearing cartridge housing complete bearing cap cavity, and the bearing cartridge
with bearing. cavity.

GENERATOR ASSEMBLY
X
To assemble the stator and rotor at the same time,
continue with step 1. To assemble the stator and ro-
tor individually, skip to step 16.
1. Using an adequate lifting device, locate the

generator assembly into position near the en-
gine flywheel housing. Align the holes of the ro-
tor drive discs with the holes of the engine fly-
wheel. Install the capscrews and flat washers
that secure the drive discs to the engine fly-
wheel; hand tighten.
while lifting. X DIMENSION FRAME SIZE
(mm)
CAUTION Improper generator assembly
7.1 (180) HC4
rigging and handling can result in damage 8.5 (216) HC5
to stator and rotor assemblies. Lifting eyes 9.8 (249) HC6 & HC7
may not be at center-of-gravity position of
stator assembly. Therefore, lifting and mov- FIGURE 5-13. GENERATOR FRAME SIZE
ing the generator by hoisting at lifting eyes
only, presents the hazard of load imbal- TABLE 5-4. GENERATOR MOUNTING TORQUE
ance; allowing one end to drop and other
end to rise. Make sure the generator is ade- FRAME DRIVE DISCS. FLYWHEEL HSG.
quately hooked/strapped to maintain level SIZE TO FLYWHEEL END BRACKET TO
control of assembly while lifting and mov- ENGINE ADAPTER
ing.
HC4 85 ftlbs. 3538 ftlbs.
2. Align the holes of the engine adaptor endbrack- (115 N•m) (4752 N•m)
et with the holes in the flywheel housing and
install the capscrews and lock washers. Refer HC5 150170 ftlbs. 7585 ftlbs.
to Figure 5-13 and Table 5-4 for torque specifi- (203230 N•m) (101-115 N•m)
cations.
HC6 190200 ftlbs. 95105 ftlbs.
3. Secure the rotor assembly drive discs to the fly- (257271 N•m) (129142 N•m)
wheel. Refer to Figure 5-13 and Table 5-4 for
torque specifications. HC7 190200 ftlbs. 95105 ftlbs.
4. Lift the generator slightly and remove any (257271 N•m) (129142 N•m)
blocking from under the flywheel housing. Low-
er the generator (see Figure 5-12).

5. Connect the grounding strap to the flywheel Install the cap screws and flat washers and
housing using a capscrew and EIT locking tighten to 352 ft-lbs. (476 N•m) on discs with
washer; and tighten securely. eight cap screws or 607 ft-lbs. (822 N•m) on
6. Install the mounting feet bracket fasteners; and discs with 12 capscrews. Typically frame size
tighten securely. HC4 and HC5 use eight cap screws and frame
size HC6 and HC7 use 12 cap screws.
If endbracket has been removed, continue with
18. Using a hoist and sling to support the rotor,
step 7, otherwise skip to step 15.
align the holes in the drive disc with the corre-
7. Lift slightly on end of rotor shaft and install sponding holes in the flywheel.
wooden shims to hold rotor on center with sta-
tor.
8. Press bearing onto rotor shaft, applying force components. Keep hands and feet clear
to the inner face of the bearing. Install two while lifting.
threaded studs into end bearing cartridge to aid
subsequent procedures. Position the end 19. Secure the rotor assembly drive disc to the fly-
bearing cartridge assembly close to proper wheel using appropriate capscrews and flat
position for hole alignment with end bracket. washers. Refer to Figure 5-13 and Table 5-4 for
torque specifications. Do not allow rotor as-
9. Assemble exciter stator, if removed, to inside of
sembly to hang on engine flywheel. (Refer to
endbracket. Tighten fasteners to 4.5 ft-lbs. (6
Figure 5-11.)
N•m) torque.
10. Install endbracket to the stator frame using the CAUTION Drive disc damage can be
proper capscrews and lock washers, but do not caused by allowing the rotor assembly to
tighten securely as yet. hang on flywheel. Use adequate hoist and
11. Insert and start the threads of the bearing car- sling to support the rotor assembly.
tridge fasteners, and remove threaded align- 20. Reassemble engine adaptor endbracket to
ment studs, through the endbracket into the stator frame if removed. Using an adequate lift-
cartridge housing. ing device, carefully move the stator into posi-
12. Lift slightly on endbracket and remove wooden tion over the rotor assembly, being careful not
shims holding rotor on center with stator. to drag the windings on the rotor.
13. Securely tighten the endbracket fasteners. WARNING To prevent personal injury, use
14. Tighten the bearing cartridge fasteners to 4.5 adequate lifting devices to support heavy
ft-lbs. (6 N•m) torque. components. Keep hands and feet clear
15. Install the PMG assembly, if removed. Refer to while lifting.
Permanent Magnet Installation, later this sec-
CAUTION Improper stator assembly rig-
tion.
ging and handling can result in damage to
Perform the ‘Aligning Generator with Engine’ stator and rotor assemblies. Lifting eyes
procedures, later in this section, then return to may not be at center-of-gravity position of
the following steps. stator assembly. Therefore, lifting and mov-
ing the stator assembly alone, by hoisting
To assemble the control housing, skip to step at lifting eyes only, presents the hazard of
34. load imbalance; allowing one end to drop
and other end to rise. Make sure the stator
To assemble the stator and rotor individually be- is adequately hooked/strapped to maintain
gin here. level control of stator assembly while lifting
16. If removed, replace exciter rotor and rotating and moving.
rectifier assembly to main rotor shaft. Recon- 21. Using a forklift, position a lifting bar of the forklift
nect main rotor wire leads to positive and nega- (inside and inline with the generator) under the
tive terminals of rectifier assembly. rotor shaft. Lift the rotor shaft slightly so that ro-
17. If removed, install the drive disc spacer, drive tor is not resting on inside of stator assembly.
disc and pressure plate on the rotor shaft. See Figure 5-11.

22. Remove the hoist/sling support of the rotor as- 35. Use an adequate lifting device to lift the control
sembly. Align the holes of the engine adaptor housing in position for mounting to the stator
endbracket with the holes in the flywheel hous- frame. Replace the capscrews and lock wash-
ing and install the capscrews and lock washers and tighten to 20 ft-lbs. (27 N•m) torque.
ers. Refer to Figure 5-13 and Table 5-4 for
torque specifications. WARNING To prevent personal injury, use
23. Using an adequate lifting device, slightly raise
the generator so that the wooden blocking and
while lifting.
steel channel can be removed from under the
flywheel housing; then lower the generator so 36. Reassemble any engine air intake compo-
the full weight is resting on the generator nents removed during generator disassembly.
37. Connect all control wires and generator leads
Perform the ‘Aligning Generator with Engine’ using the proper generator set AC and DC wir-
procedures, later in this section, then return to ing diagram/schematic.
step 24.
38. Refer to Permanent Magnet Generator Instal-
24. Reassemble the covers over the generator air lation.
discharge openings and fasten securely.
39. If equipped with the circuit breaker option, re-
25. Connect the grounding strap to the flywheel
connect load wires to circuit breaker. Recon-
housing using a capscrew and EIT locking
nect all lead wires to the terminal block assem-
washer; and tighten securely.
bly using proper reconnection diagram in Sec-
26. Install the mounting feet bracket fasteners; and tion 8.
tighten securely.
40. Verify that all connections are proper and se-
27. Press bearing onto rotor shaft, applying force cure and then install the air inlet panel and ac-
to the inner face of the bearing. Install two cess covers to control housing (see Figure
threaded studs into end bearing cartridge to aid 5-7).
subsequent procedures. Position the end
bearing cartridge assembly close to proper 41. Connect the negative (–) battery cable and test
position for hole alignment with endbracket. the generator set for operation.
28. Assemble exciter stator, if removed, to inside of Permanent Magnet Generator Installation
endbracket. Tighten fasteners to 4.5 ft-lbs. (6
N•m) torque. 1. Install the complete rotor assembly to the end
29. Install endbracket to the stator frame using the of the main rotor shaft using the hex head
proper capscrews and lock washers, but do not through-bolt. Keep the rotor clean by avoiding
tighten securely as yet. contact with metal dust or particles.
30. Insert and start the threads of the bearing car- 2. Carefully locate the stator housing to position
tridge fasteners, and remove threaded align- on the generator endbracket. Fasten in place
ment studs, through the endbracket into the using the 4 bolts and clamps, and tighten se-
cartridge housing. curely.
31. Lift slightly on endbracket and remove wooden
shims holding rotor on center with stator. The highly magnetic rotor will attract the stator
laminations; care must be taken to avoid any
32. Securely tighten the endbracket fasteners. contact which may damage the windings.
33. Tighten the bearing cartridge fasteners to 4.5
ft-lbs. (6 N•m) torque. 3. Connect the PMG wiring harness connector.
34. Remove generator lifting eyes. Reassemble 4. Install the PMG assembly cover using the three
control housing mounting brackets to sides of M5x12mm capscrews and lock-washers, and
generator and fasten securely. tighten securely.

Aligning Generator with Engine able, it is more important to keep disc deflection to
the minimum possible. This procedure assumes
Proper alignment of the generator and engine as- that the pilot bore of the drive discs are in the exact
semblies is necessary to avoid premature wear and center and the flywheel counterbore (pilot) has no
improper operation of the genset. Review the fol- practical runout. Under these conditions, perfect
lowing alignment conditions and procedures for Angular alignment will be attained when no deflec-
aligning the generator assembly to engine flywheel tion of the disks is measured.
housing.
Excessive Axial misalignment will cause more gen-
Angular Misalignment: Is the result of the genera- erator vibration than Angular misalignment.
tor bearing center axis not aligning with axis of the
engine crankshaft. This condition creates an angle Axial misalignment should be checked only when an
objectionable vibration is present.
between the generator shaft axis and the crank-
shaft axis. The cause of this type of misalignment is Either type of misalignment may be present in a
usually shimming error. generator set assembly, with angular misalignment
Axial Misalignment: Is the result of the generator being the most common problem. Angular align-
shaft axis not aligning with engine crankshaft axis. ment may also be effected by set installation condi-
The tolerances in the bolted flywheel and drive disc tions and/or mishandling during shipping of the gen-
connection may add up to displace the generator set.
axially relative to the crankshaft axis. Angular Alignment Procedure (V28 and larger
engine gensets only):
Misalignment Symptoms: If the assembly is al-
lowed to run under these conditions, the discs must WARNING Accidental starting of the generator
flex in alternate directions twice for each engine rev- set during this procedure presents the hazard
olution. It is important to minimize the amount of of severe personal injury or death. Make sure to
disc flexing since, if it is excessive, the drive disc will disconnect the negative (–) battery cable(s) be-
crack. Although perfect bearing alignment is desir- fore beginning.
SEE DETAIL A
CLAMP DIAL
INDICATOR
DRIVE
DISCS
GENERATOR AND
MOUNTING BOLT
ENGINE AXIAL
TO DISC
CRANKSHAFT ALIGNMENT, SEE
MEASUREMENT
CENTERLINE FIGURE 516
DETAIL A
SHIMS
FIGURE 5-14. ANGULAR ALIGNMENT MEASUREMENT

Fasten a dial indicator to either the generator shaft mounting feet. To approximate the amount of shims
or the cooling fan with the sensing point resting on to remove or add:
the capscrew head or the flat surface of the drive 1. Measure the distance between the center of
disc at the bolt circle diameter, see Figure 5-14. Bar the generator shaft to the point the indicator is
the engine over in a clockwise rotation as viewed measuring at. (For example; a SAE 18 Disc
from engine flywheel. Do not allow it to roll back on coupling distance is 10.7 inches).
compression at the end of the travel of each read- 2. Measure the distance from the generator side
ing. It is unnecessary to zero the indicator since the of the drive discs to the center of the generator
total indicator reading (T.I.R.) of the deflection mea- mounting bolt, refer to Figure 5-14. (For exam-
surement to the bolt heads is what is required. T.I.R. ple; a HC6 Frame’s distance is 28.4 inches.)
will be the sum of the maximum positive and nega- 3. Compare the distance measured in steps 1 and
tive dial indicator readings as the engine completes 2. (28.4 inches vs 10.7 inches or a 2.65 to 1 ra-
one revolution. tio.) Multiply this ratio times one half the T.I.R.
(In our example, .025 inches divided by 2 is
Sample Generator Runout Readings: When tak- .0125 inches. This, times 2.65 equals .033
ing the deflection readings described, make a dia- inches. Therefore, remove .033 inches of
gram similar to the example shown in Figure 5-15, shims from under both mounting feet.)
where a total indicator reading of .025 inches. (The In general, the T.I.R. should not be more than .001
highest positive value of +.010 and the largest neg- inches for each inch of radius (center of shaft to indi-
ative value of -.015 inches.) The indicator is closer cator axis). If we use our example of 10.7 inches,
to the top and further away at the bottom. This ex- then the maximum T.I.R. would be .011 inches. This
ample indicates that the generator bearing is high. would only require a correction of .014 inches from
Since the side readings are equal, the generator is the T.I.R. of .025 inches. (A reading of +.002 at the
centered side to side. To lower the generator, re- top and -.009 at the bottom would fall within the sat-
move equal shims from under both generator isfactory range.)
+.010
+.010
MEASURED AT
BOLT CIRCLE
DIAMETER
.002
.004
10.7 IN.
.010
.010
.015
.015
FIGURE 5-15. ANGULAR ALIGNMENT MEASUREMENT READINGS (Example)

Axial Alignment Procedure (all gensets): to the varying surface quality of the generator
shaft’s drive disc mountain hub.
Axial misalignment should be checked only when an
objectionable vibration is present. The goal of the Axial realignment is to reduce the
vibration level of the genset while it is operating. A
If excessive vibration remains after the angular small improvement in the T.I.R. runout may have
alignment, check for concentric alignment of the dramatic effects in the mechanically measured or
generator shaft/engine crankshaft axes. physically observed vibration levels.
Fasten dial indicator holding device to skid base, To correct for an out of tolerance T.I.R. indication,
engine block, or generator shell with a magnetic remove the capscrews connecting drive discs and
base or clamp and position so the sensor point of in- flywheel. Mark the drive discs and flywheel with re-
dicator rests on the generator shaft hub, see Figure spect to each other. Rotate either the engine or gen-
5-16. Bar the engine over in a clockwise rotation as erator so that drive discs holes are repositioned
viewed from engine flywheel, through a couple of 180 degrees from their original location. Put the
rotations. Record indicator readings in eight equally drive discs capscrews back in and retorque. Re-
spaced points around the shaft diameter. This will check shaft alignment as before. If shaft T.I.R. run-
provide a T.I.R. for Axial shaft misalignment. out remains unchanged then the discs should be ro-
The maximum allowable T.I.R. runout is subjective, tated to either 30, 60, or 90 degrees from original
the optimal T.I.R. for runout would be .000 inches, location to correct the out of tolerance condition. If
however that may not be attainable. The recom- the T.I.R. does not improve after repositioning, a
mendation of this procedure will be to reduce the closer inspection of the flywheel pilot and drive disc
measured T.I.R. runout by one half. Specific out-of- runouts is required. This will help determine the
tolerance runout levels are difficult to establish due cause of the Axial misalignment.
ANGULAR ALIGNMENT,
SEE FIGURE 514
GENERATOR
SHAFT HUB
DIAL
INDICATOR
GENERATOR
CLAMP
AND ENGINE
CRANKSHAFT SEE DETAIL A FAN HOUSING
CENTERLINE
DETAIL A
FIGURE 5-16. AXIAL ALIGNMENT MEASUREMENT

6. Governor
ELECTRONIC GOVERNOR
Generator frequency is in direct ratio to engine
speed, which is controlled by the governor. The
governor control has four potentiometers for
making adjustments. See Figure 6-1. Use a
frequency meter or tachometer to monitor the unit
during adjustment procedure.
GROUND
Gain: The Gain control is a one-turn potentiometer.
It is used to adjust the sensitivity of the governor. A
clockwise rotation of the potentiometer will shorten
the response time to load changes.
Droop: The Droop control is a one-turn
potentiometer. It is adjustable for 0 % (isochronous)
1 2 3 4 5 6 7 8 9 10 11
to more than 5% speed droop. Fully
IDLE SPEED
counterclockwise rotation is 0% speed droop.
RUN SPEED
Idle Speed: The Idle Speed control is a 20-turn
potentiometer for adjusting the idle speed. A GAIN
clockwise rotation will increase the idle speed. DROOP
Run Speed: The Run Speed control is a 20-turn
potentiometer for setting the desired no-load
governed speed. A clockwise rotation will increase
the run speed.
Refer to the following adjustment procedures.
Adjustments
Preliminary Adjustments: FIGURE 6-1. ELECTRONIC GOVERNOR CONTROL
1. Frequency Adjust (engine speed) potentiome-
ter on control panel (if equipped).
A. Loosen the locking nut.
B. With a screwdriver, turn the potentiometer
fully counterclockwise, then fully clock-
wise, then to mid position.
C. Hold mid position setting with screwdriver,
and tighten locking nut.
2. Idle Speed potentiometer.
A. Turn the screw counterclockwise until the
clutch slips (noticeable click).
B. Turn the screw clockwise 10 turns.
C. This will set the idle speed potentiometer
to its mid position.

3. Run Speed potentiometer. With the generator set warmed up to proper op-
A. Turn the screw counterclockwise until the erating temperature, adjust the Run Speed po-
clutch slips (noticeable click). tentiometer until the engine is operating at the
desired frequency or r/min.
B. Turn the screw clockwise 10 turns.
C. This will set the run speed potentiometer 3. With no load connected to the generator set,
to its mid position. turn the GAIN adjustment clockwise slowly un-
4. Gain potentiometer. til the engine speed oscillates. Reduce the
GAIN adjustment slowly counterclockwise until
A. Set the Gain adjustment at the third divi- the engine speed is stable. Upset the governor
sion from zero. by using a jumper wire to momentarily short be-
5. Droop potentiometer. tween terminals 7 and 10 on the governor con-
A. For isochronous operation, the droop po- trol. If the engine speed oscillates up to 3 dimin-
tentiometer must be turned fully counter- ishing oscillations and stops, the setting is cor-
clockwise and will not require any further rect.
adjustment.
4. Apply and remove loads to check generator set
B. Turn the screw to approximately the 40 response. If generator set operation is satisfac-
percent setting to obtain 3 percent droop. tory, the governor is now calibrated. If genera-
C. Turn the screw to approximately the 80 tor set response is not satisfactory, review Step
percent setting for 5 percent droop. 3. If electric governor cannot be properly cali-
Calibration Checks: brated, contact your service representative for
assistance.
1. Start the generator set.
2. For proper full-load generator set operation the Fine Speed Adjustment: After the GAIN
engine no-load speed must first be adjusted to adjustment is made, the full load governed Run
the desired allowable speed droop. (For exam- Speed may require a minor adjustment to equal the
ple: isochronous operation set to 60.0 Hz/1800 desired speed (i.e., 60 Hz, 1800 r/min or 50 Hz,
r/min (50.0 Hz/1500 r/min), for 3% speed droop 1500 r/min). Use the SPEED ADJUST
set to 61.8 Hz/1854 r/min (51.5 Hz/1545 r/min), potentiometer (when supplied) on the engine
for 5% speed droop set to 63.0 Hz/1890 r/min instrument panel for fine speed adjustments of less
(52.5 Hz/1575 r/min.) than +100 r/min.

Electric Fuel Control (EFC) Governor
System Description
The EFC governor system contains a magnetic MAGNETIC

FUEL PUMP
pickup, electronic control, and the fuel pump ACTUATOR
PICKUP
actuator. See Figure 6-2. SENSOR
The magnetic pickup senses engine speed at the

flywheel gear and sends an alternating current (AC)
electrical signal to the governor control.
The governor control compares the electrical signal

from the magnetic pickup with a preset reference
point. If there is a difference in the two signals, the
control will change the current to the actuator
(located on the engine side of the fuel pump).
The change in current in the actuator coil will make GOVERNOR

the actuator shaft rotate. The fuel flow, and engine CONTROL ENGINE
speed or power will change when the actuator shaft FLYWHEEL
RING GEAR
rotates.
Performance Checks
FIGURE 6-2. EFC GOVERNOR SYSTEM
If the generator set operation is rough or surges,
review the following:
ACTUATOR
1. Start the generator set and check voltage read- STUDS FUEL
ings at governor control terminals for; magnetic SHUTOFF
pickup (1.5 VAC minimum at cranking, to 30 VALVE
VAC maximum at genset operating speed),
battery B+ (24 VDC), fuel pump actuator
(19-20 VDC).
2. Stop generator set, disconnect the leads to the
actuator (see Figure 6-3), and connect battery
voltage directly to the actuator studs. An audi-
ble click in the actuator should be heard when
battery voltage is applied and removed. This
check only shows that the actuator is operating
(rotating to open and closed position), but not if
its binding, further disassembly of fuel pump
may be required to inspect/repair O-rings,
pump, etc.
FUEL
3. If further tests and repair is required, contact FLOW
your Cummins Power Generation distributor
for further information, or request a copy of
Electric Fuel Control Governor brochure (bulle-
tin no. 3379231-03). FIGURE 6-3. FUEL PUMP ASSEMBLY


7. Options
TESTING OPTIONAL AC LOAD

CIRCUIT BREAKER
General SHUNT TRIP
+COMMON ALARM
The AC circuit breaker does not require any special GROUND
maintenance other than periodic exercise and a AUXILIARY
check of conductor mounting. Circuit breaker A
options vary by customer requirements. Review the COMMON
Optional Circuit Breaker Description in Section 2. A B
typical breaker diagram is shown in Figure 7-1 for
reference. When performing tests and adjustments,
avoid accidental start-up by placing the
Run/Stop/Remote switch in Stop position and
disconnecting the battery negative (–) cable. ON
TRIP
WARNING Accidental starting of the generator OFF
set during service procedures can result in se- RESET
vere personal injury or death. Place the Run/
Stop/Remote switch in Stop position, and
disconnect the battery negative (–) cable. SIDE VIEW - HANDLE POSITIONS
Exercising Breaker: Actuate the breaker handle to

the On and Off positions several times. If the ES15845
breaker is equipped with a Trip Test button, the
breaker should be tripped, reset and actuated to On
FIGURE 7-1. OPTIONAL CIRCUIT BREAKER
several times. This will remove any dust from the
DIAGRAM
mechanism and latch surfaces.
Checking Insulation Resistance: Disconnect the
load and line conductors from the breaker, and
place the breaker in the On position. Use an
insulation resistance meter that will apply at least
500 volts to the test leads. Measure the insulation
resistance between each pole, and to ground. Also
test between the line and load terminals with the
breaker in the Off position. A resistance reading
less than 100,000 ohms indicates a ground.
Investigate for possible contamination on the
breaker case surfaces, clean if necessary and
retest.
Checking Contact Resistance: Extensive
operation of the breaker under load may eventually
cause contacts to deteriorate. Test by a Resistance
Check, or by a Voltage Drop Check across the
breaker poles. Except when generator set
operation is required for testing, avoid accidental
start-up by placing the Run/Stop/Remote switch in
Stop position and disconnecting the battery
negative (-) cable.

WARNING Accidental starting of the generator WARNING Accidental starting of the gen-
set during service procedures can result in se- erator set during service procedures can
vere personal injury or death. Place the Run/ result in severe personal injury or death.
Stop/Remote switch in Stop position, and Place the Run/Stop/Remote switch in Stop
disconnect the battery negative (–) cable. position, and disconnect the battery nega-
tive (-) cable.
Resistance Check:
1. Disconnect the line and load wires from the cir- Checking Shunt-Trip Operation: The shunt-trip
cuit breaker. feature is available in varying AC or DC voltages.
The circuit breaker model is selected and installed
2. Move the breaker handle to the On position and at the factory to meet customer requirements.
check the resistance across each pole (line to Check the shunt-trip function as follows:
load).
3. Resistance should be very low (near zero) and 1. Refer to the original equipment order, installa-
relatively equal across all poles. tion wiring diagrams, and unit wire routing to
identify and confirm proper AC or DC signal
Voltage Drop Check: This test is done with the source connections.
conductors connected, generator set operating,
2. Apply the appropriate signal voltage (12 VDC;
and load applied. As a precaution against electrical
240, 480-VAC.) The shunt-trip solenoid should
shock, place an insulating mat or a dry wood
energize and trip the breaker.
platform on the floor to stand on when taking
measurements. 3. If the breaker did not trip open, remove the sig-
nal source. Perform continuity check of inter-
WARNING Contact with high voltage can cause connect wiring and shunt-trip solenoid lead
severe personal injury or death. Do not touch wires. Replace interconnect wiring if defective.
any exposed wiring or components with any
Checking Auxiliary Contacts: If equipped, the
body part, clothing, tool or jewelry. Stand on an
breaker will have three leads for wiring to an internal
insulating mat or dry wood platform when tak-
single-pole, double-throw switch. The switch allows
ing measurements.
connection of a remote annunciator (see
1. Operate the generator set with the breaker in installation wiring diagrams). Perform continuity
the On position and load applied. checks of the switch with the breaker in On and Off
2. Take voltage readings at the line connections, positions to confirm operation.
then the load connections.
Adjusting Magnetic Trip Operation: If equipped
3. There should only be slight variation in the volt- with front-adjustable magnetic trip controls, the
age dropped across each pole of the breaker. short circuit protection feature for each pole of the
Unequal or excessive millivolt drops across the breaker can be adjusted equally or individually as
complete breaker, or one pole, indicates con- required. Surge current above the trip settings will
taminated contacts or loose connections. actuate the trip mechanism. These adjusters are
4. Stop the generator set by placing the Run/ set equally to the high position at the factory.
Stop/Remote switch in Stop position and dis- Consult on-site requirements and adjust to proper
connecting the battery negative (-) cable. position.

DAY TANK FUEL TRANSFER PUMP WARNING Diesel fuel is highly combustible.
AND CONTROL Improper installation of this kit can lead to spill-
age of large quantities of fuel resulting in loss of
life and property damage if the fuel is acciden-
General
tally ignited. Installation and service must be
performed by qualified personnel in accor-
A fuel transfer pump and control are available when dance with all applicable codes.
a sub-base tank is provided. The automatic control
operates the fuel pump to maintain a reservoir of Do not smoke near fuel and keep flames, sparks
fuel in the day tank (Figure 7-2). and other sources of ignition well away.
CONTROL FLEXIBLE FUEL FLEXIBLE FUEL

RETURN LINE SUPPLY LINE
FUEL PUMP FLOAT SWITCH DAY FUEL FUEL FILL

AND MOTOR ASSEMBLY TANK GAUGE CAP
539–1189
FIGURE 7-2. TYPICAL DAY TANK INSTALLATION

Operation fuel into the tank if the control fails to operate
the pump automatically.
14. Push the control switch to the ON position for
automatic operation. The green SYSTEM The green PUMP ON light does not come on
READY light will come on and the pump will fill when the switch is in the EMERGENCY RUN
the tank if AC power is available for pumping position.
and DC power is available for the internal logic
circuits. The level of fuel in the tank will be auto- 17. The red lights indicate fault conditions and the
matically kept between a set of pump-on and need for service. The control panel includes the
pump-off float switches. following lights:
When filling an empty tank, the red LO SHUT-
A. HI FUEL: The fuel in the tank has reached
DOWN and LO FUEL lights will come on when
the control switch is pushed to the ON position.
an abnormally high level, indicating pos-
This is normal. Push the panel RESET switch to sible failure of the pump-off float switch.
turn off the red lights after the tank has been The high-fuel float switch takes over as the
filled. automatic pump-off switch. The HI FUEL
light stays on. The light can be RESET with
If the SYSTEM READY light does not come on, the panel switch when the fuel level drops
check for correct AC and DC power connec- to normal, but will come back on again dur-
tions. See Wiring Connections and Fuel Pump ing the next pumping cycle if the fault re-
Motor Connections in this section.
mains.
15. The green PUMP ON light indicates when the
pump is running. It will come on and go off as WARNING Continued operation with a
fuel is pumped to maintain the proper level in HI FUEL fault present can lead to spill-
the tank. age of large quantities of fuel if the
high-fuel float switch fails. Spilled fuel
16. Push the control switch to the EMERGENCY can cause loss of life and property
RUN position (momentary contact) to pump damage if it is accidentally ignited.
SYSTEM READY (GREEN)

HI FUEL (RED)
LO FUEL (RED)
LO SHUTDOWN (RED)
BASIN (RED)
BLANK (RED)
PUMP ON (GREEN)
FIGURE 7-3. FUEL PUMP CONTROL PANEL

B. LO FUEL: The fuel in the tank has To restore engine operation following this
dropped to an abnormally low level, indi- fault, both the pump control and the Detec-
cating possible failure of the pump-on float tor control have to be RESET.
switch. The lo-fuel float switch takes over
as the automatic pump-on switch. The LO D. BASIN: Fuel has overflowed into the rup-
FUEL light stays on. The light can be RE- ture basin (if provided), indicating possible
SET with the panel switch when the fuel failure of both the pump-off and hi-fuel lev-
level rises to normal, but will come back on el float switches, or a leak in the day tank.
again during the next pumping cycle if the RESET the control after the fuel in the ba-
fault remains. sin has been safely disposed of and the
cause of the overflow corrected.
C. LO SHUTDOWN: The fuel has dropped to
a level near the bottom of the tank, indicat- E. BLANK: For customer use.
ing an empty main fuel tank, pump failure
or possible failure of both the pump-on and
low-fuel level float switches. Further op- The control fault circuits will trip and latch,
requiring RESET, even if AC power is lost.
eration will allow air to enter the engine fuel
unit, causing shutdown. Connections
should have been made to Terminals 18. Press the TEST switch to test the indicator
TB1-14 and TB1-15 to shut down the en- lights and pump operating circuits. Replace
gine automatically (to ground one of two any light that does not come on. The pump will
customer fault inputs (A11 TB2-1 or A11 stop automatically after it has filled the tank to
TB2-3). If the light comes on, check the the normal pump-off fuel level.
fuel level in the main fuel tank and fill it if
necessary. As the day tank is refilling, RE- 19. Press the reset button of the AC or DC circuit
SET the light with the panel switch. breaker if either has tripped.

Wiring Connections C. If the control is equipped with a transform-
er, remove the jumpers between terminals
See Day Tank Pump Control Wiring, Section 8, H1 and H3, and H2 and H4 and connect
when making connections at the control box termi- the two jumpers between H2 and H3.
nal board. The following should be noted.
2. Attach a tag to the control box indicating the
1. The control can be powered by 120 VAC or 240 supply voltage.
VAC. The control is set up at the factory for con-
nection to 240 VAC. 3. If a two lead wiring harness is provided, the
control does not include a power transformer.
To convert the day tank controller from 240
To provide 24 VDC for the control circuit, con-
VAC to 120 VAC, perform the following steps.
nect terminal TB1-19 to the positive (+) termi-
A. Remove the two jumpers between terminal of the 24 V starter motor solenoid and
nals TB1-6 and TB1-7 in the control box terminal TB1-20 to the negative (-) terminal.
and connect one between terminals
TB1-5 and TB1-6 and the other between 4. To immediately shut down the engine when the
terminals TB1-7 and TB1-8. LO SHUTDOWN light comes on, connect ter-
minal TB1-14 to a good grounding point on the
B. Move selector switch S103 on the control engine block and terminal TB1-15 to A11
PCB to the up position for 120V. TB2-1 or A11 TB2-3 (Customer Fault inputs).
C. If the control is equipped with a transform- 5. Terminals TB1-10 through TB1-17 and TB2-23
er, remove the two jumpers between ter- through TB2-27 are available for connections
minals H2 and H3 and connect one to remote annunciators or to either of the two
between H1 and H3 and the other be- customer fault inputs of the Detector control.
tween H2 and H4.
6. Terminal TB2-22 is available for connection of
To convert the day tank controller from 120
a grounding signal to activate the blank red
VAC to 240 VAC, perform the following steps.
light.
A. Remove the jumpers between terminals
TB1-5 and TB1-6, and TB1-7 and TB1-8 7. Terminals TB1-8 and TB1-5 are available for
in the control box and connect the two connection of a 120 or 240 VAC electric fuel
jumpers between terminals TB1-6 and shutoff valve rated not more than 0.5 amps.
TB1-7. The voltage rating of the valve must corre-
B. Move selector switch S103 on the control spond with the voltage utilized for the pump.
PCB to the down position for 240 VAC. See Item 2 above.

FIGURE 7-4. FUEL PUMP CONTROL TERMINAL BOARD

Fuel Transfer Pump Motor Connections terminal on the lead connected at motor termi-
nal P103-3.
Connect a replacement fuel transfer pump motor as
follows. 4. Cut the white lead from its ring connector at
motor terminal P103-4. Strip 1/2 inch (12 mm)
1. Remove the end bell cover for access to the
of insulation from the end of the white motor
motor wiring terminals.
lead for splicing to the wire harness lead
2. Disconnect the brown lead from motor terminal marked P103-WHITE.
P103-3 and connect it to terminal P103-6. (Ter-
minal P103-6 is an insulated receptacle for se- 5. Connect each lead of the five-lead wiring har-
curing the end of the lead so that it cannot move ness to the motor terminal or lead marked on it.
and touch the motor frame or a live terminal
and cause a short circuit.) 6. Connect the red motor lead to the piggy-back
terminal at motor terminal P103-3.
3. Disconnect the red lead from motor terminal
P103-2. It will be connected to the piggy-back 7. Secure the end bell cover.
FIGURE 7-5. FUEL TRANSFER PUMP MOTOR CONNECTIONS

Testing The Float Switch Assembly
The float switch assembly consists of 5 switches.
Each switch has a pair of color coded leads con-
nected to a common jack.
To test the float switches, remove the fuel pump

control cover, disconnect the wiring jack and un- SWITCH 5
screw the assembly from the top of the day tank.
Test as follows: SWITCH 4
J5
1. With an ohmmeter, test for electrical continuity SWITCH 3
(switch closed) between each pair of colored
leads, while holding the assembly vertical. Re- SWITCH 2
place the assembly if any switch is open (all the
readings should be zero).
2. Lift each float, in turn, to 1/8 inch (3 mm) below

the C-clip stop above it (use a feeler gauge)
and test for electrical continuity. Replace the
assembly if any switch does not open (all the
readings should be infinity).
3. Use pipe thread sealant when replacing the as-

sembly. SWITCH 1
J5
SWITCH 1 – SHUTDOWN
SWITCH 2 – LOW FUEL
SWITCH 3 – PUMP ON
SWITCH 4 – PUMP OFF
SWITCH 5 – HI FUEL
FIGURE 7-6. FLOAT SWITCH ASSEMBLY


8. Wiring Diagrams Control/Generator
This section contains the following Wiring Diagrams/Schematics and Engine Sensor Locations:
TITLE PAGE
DC Wiring Diagram/Schematic (7-Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
DC Schematic – Ladder Diagram (7-Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Detector-7 ECM – PCB Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
DC Wiring Diagram/Schematic (12-Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
DC Schematic – Ladder Diagram (12-Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Detector-12 ECM – PCB Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Detector-12 ECM – Functional Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
AC Reconnect Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
AC Wiring Diagram/Schematic (W/O Meters) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
AC Wiring Diagram/Schematic (With Meters) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
PMG Voltage Regulator Installation Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
PMG Voltage Regulator Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Customer Connections at the Engine Monitor Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Customer Connections at the Auxiliary Relay Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Accessory Interconnect Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
Time Delay Start/Stop Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Day Tank Pump Control Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Engine Sensor Locations (L10 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28
Engine Sensor Locations (NT855 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
Engine Sensor Locations (KT19 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Engine Sensor Locations (VT28 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31
L10 & M11 Engine Harness Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
NT855 & N14 Engine Harness Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35
Repair of printed circuit board components other than fuses requires well-
trained, qualified personnel with the proper equipment; repair of the printed circuit boards
is not recommended except by the factory. Application of meters or hot soldering irons to
printed circuit boards by other than qualified personnel can cause unnecessary and expen-
sive damage.

No. 6126487 sh 1 of 2
Rev. S Sys: CADAM
Modified 4/17/97
FIGURE 8-1. DC EIRING DIAGRAM (7-LIGHT)

No. 6126487 sh 2 of 2
Rev. S Sys: CADAM
Modified 4/17/97
FIGURE 8-2. DC WIRING SCHEMATIC (7-LIGHT)

No. INT-0219 sh 1 of 2
Sys: UK Assy. Dwg
Reformat 12/28/94
FIGURE 8-3. DC SCHEMATIC – LADDER DIAGRAM (7-LIGHT)

Sys: UK Assy. Dwg
Reformat 12/28/94
FIGURE 8-4. DC SCHEMATIC – LADDER DIAGRAM (7-LIGHT)

No. 300-2810 sh 1 of 2
Rev. G Sys: CADD
Modified 12/16/94
FIGURE 8-5. DETECTOR-7 ECM – PCB ASSEMBLY

No. 300-2810 sh 2 of 2
Rev. G Sys: CADD
Modified 12/16/94
FIGURE 8-6. DETECTOR-7 ECM – PCB ASSEMBLY

No. 6126488 sh 1 of 2
Rev. S Sys: CADAM
Modified 4/17/97
FIGURE 8-7. DC WIRING DIAGRAM (12-LIGHT)

No. 6126488 sh 1 of 2
Rev. S Sys: CADAM
Modified 4/17/97
FIGURE 8-9. DC WIRING DIAGRAM (12-LIGHT)

Sys: UK Assy. Dwg
Reformat 12/28/94
FIGURE 8-9. DC LADDER DIAGRAM (12-LIGHT)

Sys: UK Assy. Dwg
Reformat 12/28/94
FIGURE 8-10. DC SCHEMATIC – LADDER DIAGRAM (12–LIGHT)

No. 300-2812 sh 1 of 2
Rev. F Sys: CADD
Modified 12/16/94
FIGURE 8-11. DETECTOR 12 ECM – PCB SCHEMATIC

No. 300-2812 sh 2 of 2
Rev. F Sys: CADD
Modified 12/16/94
FIGURE 8-12. DETECTOR 12 ECM – PCB ASSEMBLY

Sys: UK Assy. Dwg
Reformat 12/28/94
FIGURE 8-13. DETECTOR 12 ECM – FUNCTIONAL DIAGRAM

THIS DRAWING IS FOR REFERRENCE
ONLY. REFER TO THE RECONNECTION
DIAGRAM SUPPLIED WITH THE GENSET.
THIS DRAWING APPLIES TO:

MODEL THROUGH
SPEC LETTER
DFAA D
DFAB D
DFAC D
DFBF K
DFCB K
DFCC K
DFEB J
DFEC C
DFFB K
DFGA D
DFGB D
DFJA K
DFJB K
DFJC K
DFJD C
DFLB K
DFLC K
DFLD K
DFMB K
ALL MODELS WITH PREFIX:

NT, NTA, KTA, KTT, AND VTA
2. The dot on the side of the current transformer

(CT) must face the generator. A dot is also used to
mark terminal 1. CT terminal 1 connects to the
metering circuit. Terminal 2/3 connects to ground.
No. 625-2165 sh 1 of 2
Rev. J Sys:CADAM
Modified 12/21/94
FIGURE 8-14. RECONNECTION DIAGRAM

THIS DRAWING IS FOR REFERRENCE
ONLY. REFER TO THE RECONNECTION
DIAGRAM SUPPLIED WITH THE GENSET.

MODEL THROUGH
SPEC LETTER
DFAA D
DFAB D
DFAC D
DFBF K
DFCB K
DFCC K
DFEB J
DFEC C
DFFB K
DFGA D
DFGB D
DFJA K
DFJB K
DFJC K
DFJD C
DFLB K
DFLC K
*
DFLD K
* DFMB K
*
ALL MODELS WITH PREFIX:
* H3 for 600 volts, NT, NTA, KTA, KTT, AND VTA
H2 for other voltages
No. 625-2165 sh 2 of 2
Rev. J Sys: CADAM
Modified 12/23/94

THIS IS A REPRESENTATIVE (GENERIC)
SCHEMATIC/WIRING DIAGRAM. FOR
TROUBLESHOOTING, REFER TO THE
WIRING DIAGRAM PACKAGE THAT WAS
INCLUDED WITH YOUR GENSET.

MODEL BEGIN
SPEC LETTER
DFAA E
DFAB E
DFAC E
DFBF L
DFCB L
DFCC L
DFCE A
DFEB K
DFEC D
DFED A
DFFB L
DFGA E
DFGB E
DFJA L
DFJB L
DFJC L
DFJD D
DFLB L
DFLC L
DFLD L
DFMB L
DQAA A
DQAB A
DQBA A
DQBB A
No. 625-3062 sh 1 of 2
Rev. E Sys: Revisio
Modified 4/16/97


MODEL BEGIN
SPEC LETTER
DFAA E
DFAB E
DFAC E
DFBF L
DFCB L
DFCC L
DFCE A
DFEB K
DFEC D
DFED A
DFFB L
DFGA E
DFGB E
DFJA L
DFJB L
DFJC L
DFJD D
DFLB L
DFLC L
DFLD L
DFMB L
DQAA A
DQAB A
DQBA A
DQBB A
No. 625-3062 sh 2 of 2
Rev. E Sys: Revisio
Modified 4/16/97

No. 612-6489 sh 1 of 1
Rev. G Sys:CADAM
Modified 12/21/94
FIGURE 8-18. AC WIRING DIAGRAM/SCHEMATIC (WITHOUT METERS)

No. 612-6490 sh 1 of 1
Rev. R Sys: CADAM
Modified 12/22/94
FIGURE 8-19. AC WIRING DIAGRAM/SCHEMATIC (WITH METERS)

No. 300-3606 sh 1 of1
Rev. K Sys: CADAM
Modified 12/23/94
FIGURE 8-20. PMG VOLTAGE REGULATOR INSTALLATION WIRING DIAGRAM

No. 305-0823 sh 1 of 1
Rev. D Sys: CADAM
Modified 12/23/94
FIGURE 8-21. PMG VOLTAGE REGULATOR TECHNICAL DATA

TB1-10 (SWITCHED B+ OUTPUT) OUTPUT TO RELAY K12, FUSED AT 20 AMPS, ENERGIZED WHEN THE
START SIGNAL IS APPLIED AND DE-ENERGIZED AT SHUTDOWN (NORMAL AND FAULT)
– + K12
TB1-9 (B+ INPUT) BATTERY POSITIVE (+) CONNECTION
TB1-8 (START SOLENOID) OUTPUT TO RELAY K11, FUSED AT 20 AMPS K11

A15
TB1-7 (B+ OUTPUT) OUTPUT TO TIME DELAY START/STOP MODULE A15,
FUSED AT 15 AMPS, AVAILABLE WHEN THE STARTING BATTERIES ARE CONNECTED
TB1-6 (REMOTE START) CONNECTED TO TIME DELAY START/STOP MODULE A15. CONNECT REMOTE
START CONTACT OF THE AUTOMATIC TRANSFER SWITCH TO TERMINAL TB1-5 OF MODULE A15.
TB1-5 (GROUND)
TB1-4 (COMMON ALARM B+ OUTPUT) 4 AMP RATED DEVICE MAXIMUM
TB1-3 (RUN) CONNECTED TO TIME DELAY START/STOP MODULE A15
TB1-2 (DC DISCONNECT) CONNECTED TO TIME DELAY START/STOP MODULE A15

WIRING DIAGRAM PACKAGE THAT
WAS INCLUDED WITH YOUR GENSET.
TB2-1 (FAULT 2) GROUND INPUT FROM SENDER
TB2-2 (FAULT 2) GROUND OUTPUT TO LIGHT/RELAY*
TB2-3 (FAULT 1) GROUND INPUT FROM SENDER
TB2-4 (FAULT 1) GROUND OUTPUT TO LIGHT/RELAY*
TB2-5 (REMOTE RESET) MOMENTARY CONTACT TO GROUND
TB2-6 (OVERCRANK FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-7 (OVERSPEED FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-8 (HIGH ENGINE TEMPERATURE FAULT) GROUND OUTPUT TO LIGHT/RELAY*

TB2-9 (LOW OIL PRESSURE FAULT) GROUND OUTPUT TO LIGHT/RELAY*
TB2-10 (PRE-HIGH ENGINE TEMPERATURE WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-11 (PRE-LOW OIL PRESSURE WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-12 (SWITCH OFF WARNING) GROUND OUTPUT TO LIGHT/RELAY* CUSTOMER SUPPLIED WIRING
TB2-13 (LOW ENGINE TEMPERATURE WARNING) GROUND OUTPUT TO LIGHT/RELAY* FACTORY WIRING
TB2-14 (LOW FUEL WARNING) GROUND INPUT FROM SENDER * 0.5 AMP RATED DEVICE MAXIMUM
TB2-15 (LOW FUEL WARNING) GROUND OUTPUT TO LIGHT/RELAY*
TB2-16 (EMERGENCY SHUT DOWN) MOMENTARY CONTACT TO GROUND
FIGURE 8-22. CUSTOMER CONNECTIONS AT THE ENGINE MONITOR BOARD

THE TERMINALS IN THE SHADED BOXES ARE FOR CUSTOMER CONNECTIONS SCHEMATIC/WIRING DIAGRAM. FOR
No. 300-4111
Rev. b
Modified
FIGURE 8-23. CUSTOMER CONNECTIONS AT THE AUXILIARY RELAY BOARD

No. 630-1345 sh 3
Rev. E
Modified
FIGURE 8-24. ACCESSORY INTERCONNECT DIAGRAM

No. 300-2899 sh 1 of 2
Rev. F Sys: HP
Modified 12/28/94
FIGURE 8-25. TIME DELAYED START/STOP MODULE

NOTES:
1. Item 23, transformer, is not included
for kits where battery connections will
be made at TB1-19 and TB1-20.
2. Tag the control box to indicate supply
voltage.
See Note
1
See Note 2
No. 625-2141 sh 1 of 1
Rev. H Sys: CADAM
Modified
FIGURE 8-26. DAY TANK PUMP CONTROL WIRING

Ref. Drawings
Genset: 500-2781
Engine Acc: 100-3075
FIGURE 8-27. L10 SERIES ENGINE SENSOR LOCATIONS

Ref. Drawings
Genset: 500-2594
FIGURE 8-28. NT855 SERIES ENGINE SENSOR LOCATIONS

Ref. Drawings
Genset: 500-2619 &
500-2649
FIGURE 8-29. KT19 SERIES ENGINE SENSOR LOCATIONS

Ref. Drawings
Genset: 500-2746
FIGURE 8-30. VT28 SERIES ENGINE SENSOR LOCATIONS

Ref. Drawings
Genset: 500-2714

Ref. Drawings
Genset: 500-2717 or
500-2720
or 100-2926

MODEL BEGIN
SPEC LETTER
DFAA F
DFAB F
DFAC F
DQAA A
DQAB A
No. 3383342
Rev. C Sys: Revisio
Modified 4/17/97
L10 & M11 ENGINE HARNESS DIAGRAM

MODEL BEGIN
SPEC LETTER
DFBF M
DFCB M
DFCC M
DFCE A
DQBA A
DQBB A
No. 3383343
Rev. C Sys: Revisio
Modified 4/17/97
NT855 & N14 ENGINE HARNESS DIAGRAM

Cummins Power Generation
1400 73rd Avenue N.E.
Minneapolis, MN 55432
1-800-888-6626
763-574-5000 International Use
Fax: 763-528-7229
Cummins is a registered trademark of Cummins Inc.


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Printed in U.S.A. 960-0504 5-2001

Redistribution or publication of this document

i Redistribution or publication of this document

ii Redistribution or publication of this document

KEEP THIS MANUAL NEAR THE GENSET FOR EASY REFERENCE

iv Redistribution or publication of this document

Copyright 2001 Cummins Power Generation. All rights reserved.

FIGURE 1-1. TYPICAL PMG GENERATOR AND CONTROLS

GENERAL Phase Selector Switch (S21) The selector switch

FIGURE 2-1. AC CONTROL PANEL

2-1 Redistribution or publication of this document

PMG EXCITER ROTATING

FIGURE 2-2. DIAGRAM OF PMG EXCITED GENERATOR OPERATION

PRINCIPLE OF GENERATOR OPERATION VOLTAGE REGULATOR ADJUSTMENTS

2-2 Redistribution or publication of this document

VOLTAGE REGULATOR (VR21) – PRIOR TO JANUARY 1990

VOLTAGE REGULATOR (VR21) – BEGINNING JANUARY 1990

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

2-3 Redistribution or publication of this document

UFRO Adjustments V/Trim Adjustments

2-4 Redistribution or publication of this document

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

2-5 Redistribution or publication of this document

FIGURE 2-5. TYPICAL GENERATOR-MOUNTED CIRCUIT BREAKER

2-6 Redistribution or publication of this document

GENERAL contact) to reset the engine control to restore opera-

OIL PRESSURE RUN/STOP/REMOTE PANEL RESET/LAMP TEST/

OIL TEMPERATURE TACHOMETER EMERGENCY STOP

FIGURE 3-1. ENGINE CONTROL PANEL

3-1 Redistribution or publication of this document

OPTIONAL CONTROL PANEL 539-0741c2

Tachometer (M16) The tachometer indicates en-

3-2 Redistribution or publication of this document

Low Coolant Level Cutout Switch (S7) When

3-3 Redistribution or publication of this document

RUN RELAYS K11 A13 A14

FIGURE 3-4. LOCATION OF COMPONENTS INSIDE CONTROL BOX

CONTROL BOX INTERIOR LED’s DS1 through DS9

ENGINE CONTROL MONITOR (A11)

3-4 Redistribution or publication of this document

The ECM has five replaceable fuses to protect it W7 Jumper Position:

3-5 Redistribution or publication of this document

3-6 Redistribution or publication of this document

FIGURE 3-6. ELECTRONIC OVERSPEED MODULE

3-7 Redistribution or publication of this document

FIGURE 3-7. RUN RELAYS

Alarm Relay Modules (A13 and A14)

FIGURE 3-8. ALARM RELAY MODULES

3-8 Redistribution or publication of this document

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

3-9 Redistribution or publication of this document

J1, J2 WIRE TB6, TB7 AND

FIGURE 3-9. AUXILIARY RELAY BOARD (ARB)

3-10 Redistribution or publication of this document

WARNING Contact with high voltage can cause

3-11 Redistribution or publication of this document

TIME DELAY START POTENTIOMETER TIME DELAY STOP POTENTIOMETER

FIGURE 3-12. TIME DELAY START/STOP MODULE

FIGURE 5-1. GENERATOR G1185