Tm 9-6115-484-14 Mep-pu-810a/b Part 1
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USAF TO 35C2-3-518-1 USA TM 9-6115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
COMMERCIAL TECHNICAL MANUAL GENERATOR – 840 KW MEP-PU-810A/B Radian Part Numbers: 1R0253-3/1R0254-3
OPERATION AND MAINTENANCE CHAPTERS 1 THROUGH 22
© 2007 DRS RADIAN ALL RIGHTS RESERVED 5845 RICHMOND HWY. SUITE 725 ALEXANDRIA, VIRGINIA 22303-1865 FEBRUARY 23, 2007 (REVISION 5) * DISTRIBUTION STATEMENT: Approved for public release; distribution is unlimited. Questions pertaining to technical content shall be referred to 542 SEVSG/GBZFM, Robins AFB, GA 31098. Other requests for this document shall be referred to 542 MSUG/GBMUDE, Robins AFB, GA 31098. *This manual supersedes USAF TO 35C2-3-518-1/ USA TM 9-6115-484-14, June 9, 2006, including all changes.
I
USAF TO 35C2-3-518-1 USA TM 9-6115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
RIGHTS IN DATA, EXPORT CONTROL, HANDLING AND DESTRUCTION Operation and Maintenance Manual 01646.1R0253/1R0254 MODEL 1R0253, MEP-PU-810A, CLASS L CONNECTORS NSN: 6115-01-486-4033 AND MODEL 1R0254, MEP-PU-810B, CLASS L CONNECTORS NSN: 6115-01-486-4032 This Operation and Maintenance Manual has been prepared in accordance with the requirements of Contract F08626-97-C-0236, Deployable Power Generation and Distribution System (DPGDS). The following data rights are specified in accordance with Defense Federal Acquisition Regulation Supplement (DFARS), paragraph 227-7102. DRS Radian copyrights this manual in accordance with DFARS paragraphs 227-7103, 7105, and 7106. Due to this copyright as well as the use of proprietary data and procedures, DRS Radian proposes Government Purpose License Rights (GPLR) only. WARNING--This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751 et seq) or the Export Administration Act of 1979, as amended (Title 50, U.S.C., App. 2401 et seq). Violations of these export laws are subject to severe criminal penalties. HANDLING AND DESTRUCTION NOTICE—Comply with distribution statement and destroy by any method that will prevent disclosure of the contents or reconstruction of the document.
II
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WARNING READ THIS SECTION, PRIOR TO PERFORMING ANY MAINTENANCE. WARNING IMPORTANT SAFETY WARNINGS APPROPRIATE FOR ALL MAINTENANCE ACTIVITIES. WARNING THE EQUIPMENT COVERED IN THIS MANUAL MUST BE INSTALLED, OPERATED, AND MAINTAINED BY QUALIFIED PERSONS WHO ARE KNOWLEDGEABLE IN THE INSTALLATION, OPERATION, AND MAINTENANCE OF MEDIUM VOLTAGE ELECTRICAL POWER GENERATION EQUIPMENT ALONG WITH ASSOCIATED HAZARDS. A QUALIFIED PERSON IS ONE WHO IS TRAINED AND COMPETENT IN: •
THE SKILLS AND TECHNIQUES NECESSARY TO DISTINGUISH ENERGIZED PARTS FROM NON-ENERGIZED PARTS OF ELECTRICAL EQUIPMENT.
•
THE SKILLS AND TECHNIQUES NECESSARY TO DETERMINE THE PROPER APPROACH DISTANCES CORRESPONDING TO THE VOLTAGES TO WHICH THE QUALIFIED PERSON WILL BE EXPOSED.
•
THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES, PERSONAL PROTECTIVE EQUIPMENT, INSULATING AND SHIELDING MATERIALS, AND INSULATED TOOLS FOR WORKING ON OR NEAR ENERGIZED PARTS OF ELECTRICAL EQUIPMENT AND ROTATING MACHINERY.
•
THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES, PERSONAL PROTECTIVE EQUIPMENT, INSULATING AND SHIELDING MATERIALS, AND INSULATED TOOLS FOR WORKING ON OR NEAR EXPOSED HOT SURFACES OF ENGINE AND EXHAUST SYSTEM COMPONENTS.
THESE INSTRUCTIONS ARE INTENDED ONLY FOR SUCH QUALIFIED PERSONS. THEY ARE NOT A SUBSTITUTE FOR ADEQUATE TRAINING AND EXPERIENCE IN SAFETY PROCEDURES FOR THIS TYPE OF EQUIPMENT.
III
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WARNING HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND ENFORCED. NOISE LEVELS IN EXCESS OF 85 DB EXIST WITHIN AN 88-FOOT RADIUS OF AN OPERATING DPGDS. PERSONNEL MUST WEAR SINGLE HEARING PROTECTION WITHIN 88 FEET OF AN OPERATING DPGDS. WARNING HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND ENFORCED. DURING MAINTENANCE ACTIVITIES WITH THE SIDEDOORS OPEN, NOISE LEVELS IN EXCESS OF 113 DB EXIST WITHIN A 12-FOOT RADIUS OF AN OPERATING DPGDS. PERSONNEL MUST WEAR DOUBLE HEARING PROTECTION WITHIN 12 FEET OF AN OPERATING DPGDS. EXPOSURE MUST BE LIMITED TO UNDER 2.5 HOURS. WARNING BATTERY ELECTROLYTE CONTAINS SULFURIC ACID, WHICH CAN CAUSE SEVERE CHEMICAL BURNS. AVOID ALL CONTACT. SKIN AND EYE PROTECTION IS REQUIRED. IN CASE OF CONTACT, IMMEDIATELY FLUSH WITH LARGE AMOUNTS OF CLEAN WATER AND OBTAIN MEDICAL AID. WARNING WHEN DISCONNECTING BATTERY CABLES, ALWAYS DISCONNECT NEGATIVE TERMINAL FIRST. WHEN RECONNECTING, CONNECT NEGATIVE TERMINAL LAST. FAILURE TO COMPLY MAY CAUSE SPARKING AND CONSEQUENT BATTERY EXPLOSION. WARNING HIGH VOLTAGE MAY CAUSE SEVERE INJURY OR DEATH UPON CONTACT DURING CHECKOUT OR MAINTENANCE OF THIS EQUIPMENT. USE CAUTION AND AVOID CONTACT WITH ENERGIZED COMPONENTS. USE HOT STICK WHEN LOAD CABLES ARE HANDLED.
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WARNING DO NOT PERFORM THE FOLLOWING TASK WHEN THE GENERATOR SET IS OPERATING. DO NOT TOUCH EXPOSED ELECTRICAL CONNECTION WHEN A SOURCE OF POWER SUCH AS UTILITY POWER OR ANOTHER GENERATOR SET IS CONNECTED TO THE LOAD TERMINALS. DEATH OR INJURY MAY RESULT FROM FAILURE TO OBSERVE THIS WARNING. WARNING REMOVE ALL RINGS, NECKLACES, JEWELERY AND LOOSE CLOTHING. FAILURE TO DO SO COULD CAUSE SEVERE INJURY OR DEATH.
WARNING SIDE PANELS ARE HEAVY. USE EXTREME CAUTION WHEN UNBOLTING AND REMOVING. WARNING TOP PANELS ARE HEAVY. USE EXTREME CAUTION WHEN UNBOLTING AND REMOVING. WARNING MUFFLER ASSEMBLIES ARE UNBOLTING AND REMOVING.
HEAVY.
USE
EXTREME
CAUTION
WHEN
WARNING INSURE THAT HEATER STRIP COVERS ARE ON WHEN GENERATOR IS RUNNING. LOW VOLTAGE IS PRESENT AT THE HEATER STRIP TERMINALS. WARNING THE INSULATION TESTER PRODUCES HIGH VOLTAGE. TO AVOID PERSONAL INJURY DURING THE TEST, DO NOT TOUCH THE WINDING BEING TESTED OR THE TEST LEADS.
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WARNING DO NOT COME IN CONTACT WITH LOAD TERMINAL DURING TEST. DEATH BY ELECTROCUTION MAY RESULT. WARNING FOLLOW MANUFACTURER'S TEST PROCEDURES INCLUDED WITH THE TEST EQUIPMENT. WARNING ALWAYS CONSIDER AN ARRESTER TO BE ENERGIZED UNTIL THE LINE AND GROUND LEADS HAVE BEEN DISCONNECTED FROM THE CIRCUIT. NEVER INSTALL A DAMAGED ARRESTER. A DAMAGED ARRESTER MAY MISSOPERATE VIOLENTLY, CAUSING SEVERE PERSONAL INJURY. WARNING USE OF A LIFTING DEVICE IS RECOMMENDED FOR REMOVING THE STATION POWER TRANSFORMER. TRANSFORMER IS EXTREMELY HEAVY AND WEIGHS OVER 100 LBS. WARNING PRIOR TO TROUBLESHOOTING THE POWER UNIT (PU), ENSURE THE TIE AND FEEDER CABLES ARE ALL INSTALLED ON PARKING STANDS, TO PREVENT THE POSSIBILITY OF UTILITY POWER BEING FED BACK INTO GENERATOR SET. ENSURE EQUIPMENT IS PROPERLY TAGGED AND NOT ENERGIZED. RESIDUAL VOLTAGE IS PRESENT AT THE GENERATOR LEADS WITH THE REGULATOR TURNED OFF, REACHING SEVERAL HUNDRED VOLTS ON THE GENERATOR SET. PROPER INSULATION AND ISOLATION OF METERING EQUIPMENT MUST BE OBSERVED WHEN TESTING GENERATOR. USE PROPER TEST EQUIPMENT TO CHECK FOR VOLTAGE BEFORE PROCEEDING. FAILURE TO COMPLY MAY RESULT IN DEATH BY ELECTROCUTION. WARNING BEFORE WORKING ON THE BATTERY CHARGER, INSURE THAT AC POWER IS OFF AND DISCONNECTED. ALSO, DISCONNECT THE NEGATIVE BATTERY LEAD.
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WARNING ETHER IS HIGHLY FLAMMABLE AND TOXIC TO SKIN, EYES, AND RESPIRATORY TRACT. USE ONLY IN AN ADEQUATELY VENTILATED AREA. SKIN, EYE. AND RESPIRATORY PROTECTION IS REQUIRED. FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY OR ILLNESS. WARNING DIESEL FUEL IS FLAMMABLE AND MODERATELY TOXIC TO EYES, SKIN, AND RESPIRATORY TRACT. SKIN AND EYE PROTECTION REQUIRED. AVOID REPEATED OR PROLONGED CONTACT. USE IN WELL-VENTILATED AREA. FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY OR ILLNESS. WARNING WHEN POWER GENERATION EQUIPMENT MUST BE IN OPERATION TO MAKE TESTS AND/OR ADJUSTMENTS, HIGH VOLTAGE AND CURRENT ARE PRESENT. MAKE SURE THE TESTING EQUIPMENT IS DESIGNED FOR AND CORRECTLY OPERATED FOR THE HIGH VOLTAGE AND CURRENT TESTS. IMPROPER TEST EQUIPMENT MAY FAIL AND PRESENT A HIGH VOLTAGE SHOCK HAZARD TO ITS USER. WARNING ONLY ONE POWER UNIT (PU) MAY BE SELECTED TO ANY ONE UNIT SELECTOR SWITCH (USS) POSITION DURING MULTIPLE (PU) OPERATIONS. OPERATING WITH MORE THAN ONE UNIT AT THE SAME ADDRESS (A, B, C OR D) MAY CAUSE UNSAFE AND ERRATIC OPERATIONAL CONDITIONS. WARNING EXPLOSION HAZARD – WHEN IN HAZARDOUS LOCATIONS, DISCONNECT POWER BEFORE REPLACING OR WIRING MODULES. WARNING ALWAYS WEAR EYE PROTECTION WHEN YOU PERFORM ANY SERVICE WORK ON A COOLING SYSTEM.
VII
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WARNING RELEASE THE PRESSURE IN THE COOLING SYSTEM BEFORE PERFORMING ANY SERVICE WORK. IF THE PRESSURE IN THE COOLING SYSTEM IS NOT RELEASED OR THE TEMPERATURE OF THE SYSTEM IS NOT PERMITTED TO COOL, STEAM OR HOT WATER MAY BE RELEASED WHEN YOU REMOVE THE FILLER CAP. THIS MAY CAUSE PERSONAL INJURY.
WARNING DO NOT ALLOW UNDILUTED CORROSION INHIBITORS OR DILUTED/UNDILUTED RADIATOR CLEANERS TO COME IN CONTACT WITH THE SKIN OR EYES. WARNING DO NOT USE CHROMATE CORROSION INHIBITORS IN A COOLING SYSTEM. WARNING ALWAYS FOLLOW THE MANUFACTURER’S INSTRUCTIONS WHEN HANDLING CORROSION INHIBITORS, RADIATOR CLEANERS OR ANTIFREEZE. BE ESPECIALLY SURE TO FOLLOW THE MANUFACTURER’S RECOMMENDATIONS CONCERNING TOXICITY. WARNING ETHYLENE GLYCOL MAY CATCH FIRE WHEN IT IS HOT OR EXPOSED TO AN OPEN FLAME. DO NOT WELD, CUT OR USE AN OPEN FLAME NEAR LEAKING COOLANT THAT CONTAINS ANTIFREEZE. WARNING DO NOT USE ALCOHOL IN PLACE OF ANTIFREEZE. ALCOHOL HAS A LOWER BOILING TEMPERATURE AND FLASH POINT.
VIII
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WARNING DO NOT ATTEMPT TO TIGHTEN ANY HOSE CLAMPS WHILE THE COOLING SYSTEM IS HOT OR UNDER PRESSURE. IF THERE IS A FAILURE OF THE HOSE CLAMP WHEN IT IS TIGHTENED, A SUDDEN LOSS OF HOT COOLANT OR STEAM COULD RESULT. WARNING DO NOT REMOVE FILLER CAP AFTER OPERATION UNTIL SYSTEM HAS COOLED DOWN. FAILURE TO ALLOW ENGINE COOLANT TO COOL DOWN COULD RESULT IN SECOND AND THIRD DEGREE BURNS. CAP MAY BE HALF-TURNED TO RELIEVE PRESSURE AND THEN REMOVED TO INSPECT COOLANT LEVEL. WARNING PERSONAL INJURY CAN RESULT FROM HOT COOLANT, STEAM AND ALKALI. WARNING AT OPERATING TEMPERATURE, ENGINE COOLANT IS HOT AND UNDER PRESSURE. THE RADIATOR AND ALL LINES TO THE ENGINE CONTAIN HOT COOLANT OR STEAM. ANY CONTACT CAN CAUSE SEVERE BURNS. WARNING REMOVE FILLER CAP SLOWLY TO RELIEVE PRESSURE ONLY WHEN THE ENGINE IS STOPPED AND THE FILLER CAP IS COOL ENOUGH. USE A RAG OR GLOVES TO REMOVE FILLER CAP. WARNING COOLING SYSTEM CONDITIONER CONTAINS ALKALI. SKIN AND EYES.
AVOID CONTACT WITH
WARNING IF EXPOSED TO CONTAMINMENTS SUCH AS FUELS, COOLANTS, HYDRAULIC FLUIDS AND OTHER TOXINS, WASH YOUR HANDS AND CHANGE CLOTHING. INJURY CAN OCCUR IF THE TOXINS ARE ALLOWED TO STAY IN CONTACT WITH THE SKIN.
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WARNING HOT OIL AND HOT COMPONENTS CAN CAUSE PERSONAL INJURY. DO NOT ALLOW HOT OIL OR HOT COMPONENTS TO CONTACT THE SKIN. DO NOT DRAIN THE OIL WHEN THE ENGINE IS COLD. AS THE OIL COOLS, SUSPENDED WASTE PARTICLES SETTLE ON THE BOTTOM OF THE OIL PAN. THE WASTE PARTICLES ARE NOT REMOVED WHEN DRAINING COLD OIL. DRAIN THE CRANKCASE WITH THE ENGINE STOPPED. DRAIN THE CRANKCASE WITH THE OIL WARM. THIS DRAINING METHOD ALLOWS THE WASTE PARTICLES THAT ARE SUSPENDED IN THE OIL TO BE DRAINED PROPERLY. WARNING DO NOT ALLOW GASKET MATERIAL TO FALL INSIDE ROCKER LEVER HOUSING. FAILURE TO COMPLY MAY RESULT IN DAMAGE TO ENGINE. WARNING DO NOT RESET A FAULT BEFORE DETERMINING AND CORRECTING THE CAUSE OF THE FAULT. FAILURE TO CORRECT A FAULT BEFORE RESETTING CAN RESULT IN DEATH, PERSONAL INJURY, OR EQUIPMENT DAMAGE. WARNING HYDRAULIC FLUID IS HOT AND UNDER HIGH PRESSURE. DO NOT PLACE ANY PART OF YOUR BODY OVER ANY LEAK. SEVERE INJURY CAN OCCUR IF THIS HAPPENS. WARNING THE HYDRAULIC PRESSURE HELD IN THE SYSTEM MAY CAUSE THE LEVER TO SNAP QUICKLY. KEEP HANDS AND FINGERS CLEAR, AS YOU RESET THE BREAKAWAY MECHANISM. WHEN TOWING, AVOID SHARP TURNS THAT CAN CAUSE THE ACTUATOR TO BIND AGAINST THE TOW VEHICLE. THIS CAN DAMAGE THE ACTUATOR AND TRAILER, CAUSING BRAKE FAILURE. WARNING DO NOT MIX PETROLEUM BASED OIL WITH BRAKE FLUID. THIS WILL CAUSE SEAL SWELLING AND NON-FUNCTIONING BRAKES.
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WARNING ASBESTOS DUST HAZARD SINCE SOME BRAKE SHOE FRICTION MATERIALS CONTAIN ASBESTOS. CERTAIN PRECAUTIONS MUST BE TAKEN WHEN SERVICING BRAKES: AVOID CREATING OR BREATHING DUST. AVOID MACHINING, FILING, OR GRINDING THE BRAKE LININGS. DO NOT USE COMPRESSED AIR OR DRY BRUSHING FOR CLEANING. DUST CAN BE REMOVED WITH A DAMP BRUSH. WARNING SALTWATER, GRANULAR FERTILIZERS AND OTHER CORROSIVE MATERIALS ARE DESTRUCTIVE TO METAL. TO PROLONG THE LIFE OF A BRAKING SYSTEM USED UNDER CORROSIVE CONDITIONS, WE RECOMMEND THAT THE ACTUATOR BE FLUSHED AFTER USE WITH A HIGH PRESSURE WATER HOSE. BE SURE TO RE-GREASE BEARINGS AND OIL ALL MOVING PARTS AFTER THE UNIT HAS DRIED. AT THE END OF THE SEASON, WHEN UNIT IS TO BE STORED, REMOVE THE BRAKE DRUMS AND CLEAN INSIDE THE BRAKES. PACK WHEEL BEARINGS BEFORE DRUM IS INSTALLED. FAILURE TO PROPERLY AND ADEQUATELY GREASE AND MAINTAIN THE ACTUATOR COULD WEAKEN IT AND/OR CAUSE IT TO FAIL AND RESULT IN SERIOUS INJURY AND/OR PROPERTY DAMAGE. WARNING PROPER MATCHING OF THE TIRE/WHEEL COMBINATION IS ESSENTIAL TO PROPER FUNCTION OF YOUR TRAILER RUNNING GEAR. SOME TIRES MAY CALL FOR A MAXIMUM INFLATION PRESSURE ABOVE THE RIM OR WHEEL CAPACITY. DO NOT EXCEED MAXIMUM INFLATION PRESSURES FOR RIMS OR WHEELS. CATASTROPHIC FAILURE MAY RESULT. WARNING DO NOT GET GREASE OR OIL ON BRAKE LININGS. FUNCTION PROPERLY.
XI
BRAKES WILL NOT
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WARNING DO NOT MIX LITHIUM, CALCIUM, SODIUM OR BARIUM COMPLEX GREASES DUE TO POSSIBLE COMPATIBILITY PROBLEMS. WHEN CHANGING FROM ONE TYPE OF GREASE TO ANOTHER, IT IS NECESSARY TO INSURE ALL THE OLD GREASE HAS BEEN REMOVED. WARNING DO NOT DISASSEMBLE THE SPRING BRAKE. IT CONTAINS A COMPRESSED SPRING THAT MAY CAUSE INJURY IF REMOVED. THE SPRING BRAKE MUST BE CAGED BEFORE SERVICING AND SHOULD ONLY BE PERFORMED BY QUALIFIED PERSONNEL. WARNING FAILURE TO CORRECTLY LUBRICATE BEARINGS AND MAINTAIN PROPER LUBRICATION COULD CAUSE BEARING AND AXLE SPINDLE DAMAGE, WHICH COULD RESULT IN THE WHEEL LOCKING UP OR COMING OFF DURING VEHICLE OPERATION. WARNING DOUBLE HEARING PROTECTION IS MANDATORY WITHIN 50 FEET OF THIS EQUIPMENT WHILE POWER UNITS ARE RUNNING. CAUTION SIGNIFICANT DIFFERENCES BETWEEN THE MEP-PU-810A AND MEP-PU-810B REQUIRE SPECIFIC INSTRUCTIONS FOR EACH VERSION. CAUTION DO NOT ALLOW THE STARTER MOTOR TO OPERATE MORE THAN 30 SECONDS. ALLOW IT TO COOL AT LEAST 2 MINUTES BEFORE RE-ENERGIZING THE MOTOR. OVERHEATING WILL DAMAGE THE MOTOR.
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CAUTION ALWAYS HANDLE SURGE ARRESTERS PACKED OR UNPACKED VERY CAREFULLY. DO NOT DROP, JAR, OR HANDLE AN ARRESTER ROUGHLY. DROPPING, JARRING, AND/OR ROUGH HANDLING MAY DAMAGE THE ARRESTER INTERNALLY OR EXTERNALLY. THIS COULD MAKE THE ARRESTER INCAPABLE OF PROTECTING THE CIRCUIT AND COULD SHORTEN THE SERVICE LIFE OF THE ARRESTER SIGNIFICANTLY. CAUTION CARE MUST BE TAKEN TO ENSURE THAT FLUIDS ARE CONTAINED DURING PERFORMANCE OF INSPECTION, MAINTENANCE, TESTING, ADJUSTING AND REPAIR OF THE PU. BE PREPARED TO COLLECT THE FLUID WITH SUITABLE CONTAINERS BEFORE OPENING ANY COMPARTMENT OR DISASSEMBLING ANY COMPONENT CONTAINING FLUIDS. DISPOSE OF FLUIDS ACCORDING TO LOCAL REGULATIONS AND MANDATES. CAUTION THE WATER TEMPERATURE REGULATORS (2 EA) ARE IMPORTANT PARTS OF THE COOLING SYSTEM. THE WATER TEMPERATURE REGULATORS DIVIDE THE COOLANT FLOW BETWEEN THE RADIATOR AND THE BYPASS ELBOW. THIS WILL MAINTAIN THE CORRECT ENGINE TEMPERATURE. IF THE WATER TEMPERATURE REGULATORS ARE NOT INSTALLED IN THE SYSTEM, THERE IS NO MECHANICAL TEMPERATURE CONTROL. MOST OF THE COOLANT WILL GO THROUGH THE BYPASS. THIS WILL CAUSE THE ENGINE TO OVERHEAT IN HOT WEATHER. IF A HIGHER VOLUME OF COOLANT GOES THROUGH THE RADIATOR, THE ENGINE WILL NOT REACH NORMAL OPERATING TEMPERATURES. THIS OCCURS DURING COLD WEATHER. CAUTION DO NOT USE A COMMERCIAL COOLANT/ANTIFREEZE THAT ONLY MEETS THE ASTM D3306 OR D4656 SPECIFICATION. THIS TYPE OF COOLANT/ANTIFREEZE IS MADE FOR LIGHT DUTY AUTOMOTIVE APPLICATIONS. CAUTION IF NON EXTENDED LIFE COOLANT (ELC) COOLANTS HAVE BEEN USED, IMPROPER OR INCOMPLETE RINSING OF THE COOLING SYSTEM CAN RESULT IN DAMAGE TO COPPER AND OTHER METAL COMPONENTS. TO AVOID DAMAGE TO THE COOLING SYSTEM, MAKE SURE TO COMPLETELY FLUSH THE COOLING SYSTEM WITH CLEAN WATER. CONTINUE TO FLUSH THE SYSTEM UNTIL ALL SIGNS OF THE CLEANING AGENT ARE GONE.
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CAUTION TURBOCHARGER BEARING FAILURES CAN CAUSE LARGE QUANTITIES OF OIL TO ENTER THE AIR INLET AND EXHAUST SYSTEMS AND AIR TO AIR AFTER COOLER. LOSS OF ENGINE LUBRICANT CAN RESULT IN SERIOUS ENGINE DAMAGE. TURBOCHARGER COMPONENTS REQUIRE PRECISION CLEARANCES. THE TURBOCHARGER CARTRIDGE MUST BE BALANCED DUE TO HIGH RPM. SEVERE SERVICE APPLICATIONS CAN ACCELERATE COMPONENT WEAR. SEVERE SERVICE APPLICATIONS REQUIRE MORE FREQUENT INSPECTIONS OF THE CARTRIDGE. CAUTION IF A TURBOCHARGER FAILURE OCCURS, REMOVE THE AIR TO AIR AFTER COOLER CORE. FLUSH THE AIR TO AIR AFTER COOLER CORE INTERNALLY WITH A SAFE, BIODEGRADABLE AND LOCALLY APPROVED SOLVENT THAT IS SAFE FOR THE SURFACES TO BE CLEANED AND THAT REMOVES OIL AND OTHER FORIEGN SUBSTANCES. SHAKE THE AFTER COOLER CORE ASSEMBLY IN ORDER TO REMOVE ANY TRAPPED DEBRIS. WASH THE AFTER COOLER CORE ASSEMBLY WITH HOT SOAPY WATER. THOROUGHLY RINSE THIS ASSEMBLY WITH CLEAN WATER, AND THEN BLOW DRY THE ASSEMBLY IN THE REVERSE DIRECTION OF NORMAL AIR FLOW. TO MAKE SURE THAT THE WHOLE SYSTEM IS CLEAN, CAREFULLY INSPECT THE SYSTEM. CAUTION BE EXTREMELY CAREFUL - WEIGHT HAZARD - THE TURBOCHARGER WEIGHS 75 LBS. CAUTION WHEEL NUT OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS SEPARATION OF WHEELS FROM YOUR AXLE.
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TABLE OF CONTENTS CHAPTER
TITLE
PAGE
1
MEP-PU-810 A/B POWER UNIT INTRODUCTION
1-1
2
MEP-PU-810A/B POWER UNIT DESCRIPTION
2-1
3
DETAILED EQUIPMENT DESCRIPTION
3-1
4
RECEIPT AND MOVEMENT
4-1
5
OPERATING INSTRUCTIONS
5-1
6
SCHEDULED MAINTENANCE
6-1
7
UNSCHEDULED MAINTENANCE/TROUBLESHOOTING
7-1
8
HOUSING ASSEMBLY REPAIR
8-1
9
DIRECT CURRENT (DC) SYSTEM REPAIR
9-1
10
ALTERNATING CURRENT (AC) SYSTEM REPAIR
10-1
11
FUEL SYSTEM REPAIR
11-1
12
CONTROLS AND INSTRUMENTS REPAIR
12-1
13
COOLING SYSTEM REPAIR
13-1
14
LUBRICATION SYSTEM REPAIR
14-1
15
ENGINE ASSEMBLY REPAIR
15-1
16
AIR INTAKE AND EXHAUST SYSTEM REPAIR
16-1
17
OPERATOR'S REMOTE TERMINAL (ORT) REPAIR
17-1
18
RUNNING GEAR/TRAILER REPAIR
18-1
19
HYDRAULIC SYSTEM REPAIR
19-1
20
PU STORAGE PROCEDURES
20-1
21
ENGINE/ALTERNATOR REMOVAL AND INSTALLATION PROCEDURES
21-1
22
PDC REMOVAL AND INSTALLATION PROCEDURES
22-1
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TABLE OF ANNEXES ANNEX
TITLE
PAGE
ANNEX A
REFERENCES FOR PU MANUAL
A-1
ANNEX B
DPGDS GSC + PROGRAMMABLE SET POINTS
B-1
ANNEX C
ENGINE/GENERATOR ALARM AND SHUTDOWN POINTS
C-1
ANNEX D
BASLER OVERCURRENT RELAY SETPOINTS, ALARM AND SHUTDOWN POINTS
D-1
ANNEX E
AUTOMATIC VOLTAGE REGULATOR (AVR) SETPOINTS
E-1
ANNEX F
3456 EPG ADEM SETPOINTS
F-1
ANNEX G
CONSUMABLE OPERATING AND MAINTENANCE SUPPLIES
G-1
ANNEX H
SPECIAL TOOLS AND EQUIPMENT
H-1
ANNEX I
POWER UNIT LOGIC FLOWCHART
I-1
ANNEX J
FOLDOUTS
J-1
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CHANGE RECORD REVISION
TITLE
REVISION 0
ORIGINAL DOCUMENT
DATE 02/12/2003
REVISION 1
08/05/2003
CHANGE 1
09/16/2003
REVISION 2
02/02/2004
REVISION 3
11/01/2004
REVISION 3 INCLUDES OP SUP T.O. 35C2-3-518-C1
09/26/2005
REVISION 4
ENTIRE MANUAL
06/09/2006
REVISION 5
ENTIRE MANUAL
02/23/2007
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THIS PAGE INTENTIONALLY BLANK
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CHAPTER 1 MEP-PU-810 A/B POWER UNIT INTRODUCTION TABLE OF CONTENTS SECTION
TITLE
PAGE
1.0
MEP-PU-810A / B POWER UNIT DESCRIPTION
3
1.1
SCOPE
3
1.2
REPORTING MANUAL/EQUIPMENT IMPROVEMENT RECOMMENDATIONS (EIR)
3
1.3
ACRONYMS/ABBREVIATIONS
3
1.4
CONFIGURATION MANAGEMENT
9
1.5
HOW TO USE THIS MANUAL
9
1-1
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LIST OF TABLES TABLE
TITLE
PAGE
TABLE 1.3-1
ACRONYMS/ABBREVIATIONS
4
TABLE 1.5-1
MEP-PU-810A/B MANUAL TOPICS BY CHAPTER
10
1-2
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CHAPTER 1 INTRODUCTION 1.0
MEP-PU-810A / B POWER UNIT DESCRIPTION
1.1
SCOPE
This manual is a Commercial Technical Manual (CTM) for the operation and maintenance of the MEPPU-810A/B Power Unit (PU) for the Deployable Power Generation and Distribution System (DPGDS). The MEP-PU-810A/B is a wheel-mounted, diesel engine driven, prime power (Type II), utility (Class 2A), mode I unit that produces 840 kilowatts, 4160 volts line-to-line at 60 Hz and 700 kilowatts, 3800 volts line-to-line at 50 Hz with an 0.8 power factor, lagging. The MEP-PU-810 is configured in two versions, the MEP-PU-810A, which is a towed trailer configuration that is capable of being air transported by a C130 aircraft, and the MEP-PU-810B, which is a 5th wheel configuration approved by the Department of Transportation (DOT) for over the road use at 55 MPH. The MEP-PU-810B will need a Waiver because of the rear axle weight. 1.2
REPORTING MANUAL/EQUIPMENT IMPROVEMENT RECOMMENDATIONS (EIR)
If you find any mistakes in the manual, know a way to improve the procedures, or have suggestions that will improve the equipment, please let us know. Write a letter and mail it to Power Generation Program Manager, Radian Inc., 5845 Richmond Highway, Alexandria, VA 22303. 1.3
ACRONYMS/ABBREVIATIONS
The following table is a list of acronyms of components, terms and organizations associated with the MEP-PU-810A/B:
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS
ACRONYMS/ABBREVIATION ABC ABS AC AFJMAN API ASTM ATAAC ATB AVR AVRS AWG BCS BCSF1 BCSF2 BCSG1 BCSG2 BCST BSS BSPB BVFM ºC CB CBCP CB1 CB2 CCM CM CT dB
DESCRIPTION Auxiliary Battery Connector Plug Anti-lock Brake System Alternating Current Air Force Joint Manual American Petroleum Institute American Society for Testing & Materials Air to Air After Cooler AC Transformer Box Automatic Voltage Regulator Automatic Voltage Regulator Switch American Wire Gauge Breaker Control Switch Breaker Control Switch, Feeder 1 Breaker Control Switch, Feeder 2 Breaker Control Switch, Gen 1 Breaker Control Switch, Gen 2 Breaker Control Switch, Tie Battle Short Switch Buzzer Silence Pushbutton Bus Voltage/Frequency Meter Degrees Centigrade Circuit Breaker DC Control Power Circuit Breaker Batter Charger, AC input Circuit Breaker Batter Charger, DC output Circuit Breaker Customer Communication Module Centimeter Current Transformer Decibels
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION
DESCRIPTION
DC DCT DEAC DIM DLRO DOM DOT DPGDS DVR Ea ECM ECS ECU ELC EMCP II+ ESA ESPB ESG ET EUI F ºF FAR FFS FMVSS F1CL F2CL F1OL F2OL FO FPSS FSPR FSS Ft-Lbs G GAL GCP GFCI GDR1 GDR2 GMS
Direct Current Battery Bank DC Tie Switch Diesel Engine Antifreeze Coolant Digital Input Module Digital Low Resistance Ohmmeter Digital Output Module Department of Transportation Deployable Power Generation and Distribution System Digital Voltage Regulator Each Engine Control Module Engine Control Switch Electronic Control Unit Extended Life Coolant Electronic Modular Control Panel II+ for EUI Engines Emergency Stop Actuator Emergency Stop Push Button External Switch Gear Caterpillar Electronic Technician Electronic Unit Injector Fuse Degrees Fahrenheit Frequency Adjust Rheostat Fuel Float Switch Federal Motor Vehicle Safety Standard Feeder 1 Breaker Close Light (Red) Feeder 2 Breaker Close Light (Red) Feeder 1 Breaker Open Light (Green) Feeder Breaker Open Light (Green) Fold Out Fuel Pump Source Switch Fuel Solenoid Permissive Relay Frequency Selector Switch Foot Pounds Green Light Gallon Generator Control Panel Ground Fault Circuit Interrupter Generator 1 Droop Relay Generator 2 Droop Relay Generator Mode Switch
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION
DESCRIPTION
GPM GSC + G1 / Gen 1 G1CL G1OL G2 / Gen 2 G2BR G2CL G2OL HAFDP HAFDPA HAFDPL HFTL HFTLL HMI HOFDP HOFDPL Hp/HP HPFFDPL HPFFDP HSFFDP HSFFDPL HTLL HTLLL HYPOT Hz ID ISO I/O In-Lbs KCM/KcMil kPa kPaD KVA/Kva Kvar Kw L Lbs LCD LCP
Gallon per minute Generator Set Controller Generator 1 Generator 1 Breaker Closed Light (Red) Generator 1 Breaker Open Light (Green) Generator 2 Generator 2 Bus Relay Generator 2 Breaker Closed Light (Red) Generator 2 Breaker Open Light (Green) High Air Filter Differential Pressure Switch High Air Filter Differential Pressure Alarm High Air Filter Differential Pressure Light High Fuel Tank Level Alarm High Fuel Tank Level Light Human Machine Interface High Oil Filter Differential Pressure Switch High Oil Filter Differential Pressure Light Horse-Power High Primary Fuel Filter Differential Pressure Light High Primary Fuel Filter Differential Pressure Switch High Secondary Fuel Filter Differential Pressure Switch High Secondary Fuel Filter Differential Pressure Light Hydraulic Tank Low Level Shutdown Hydraulic Tank Low Level Shutdown Light High Voltage Potential Hertz Identification International Standards Organization In/Out Inch Pounds One Thousand Circular Mils/MCM Kilo Pascal Kilo Pascal Differential Kilovolt Amperes Kilovolt Amperes Reactive Kilowatts Liter Pounds Liquid Crystal Display Local Control Panel
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION
DESCRIPTION
LED LFTL LFTLL LSM L3 MCP Mg mm MOV MPH MPMG MPU MSES Ms NAC, CL NEC Nm NFPA OCR OLG1/G2 OSHA ORT PCM PDC Pf PFFHWL PFFHWLL PLC PLS PM PMPE PMCS PRL PS PSC PSI PSID PT PU P15 RCRA
Light Emitting Diode Low Fuel Tank Level Switch Low Fuel Tank Level Light Load Sharing Module External Fuel Transfer Pump Solenoid Valve Master Control Panel Milligram Millimeter Metal Oxide Varistor Miles per Hour Multi-Purpose Lithium Complex Grease with Molybdenum Magnetic Pick-Up Master Start Enable Switch Millisecond Normal After Closed, Closed in Closed Position (BSS Switch) National Electric Code Newton Meter National Fire Protection Association Overcurrent Relay G1/G2 Generator Overload Indicator Lights Occupational Safety & Health Administration Operator Remote Terminal Protocol Communication Module Primary Distribution Center Power factor Primary Fuel Filter High Water Level Switch Primary Fuel Filter High Water Level Light Programmable Logic Controller (see RTU) Panel Light Switch Permanent Magnet Permanent Magnet, Pilot Excited Preventive Maintenance Checks and Services Phase Rotation Test Lights Pinion Solenoid Primary Switching Center Pounds-force Per Square Inch Pounds-force Per Square Inch Differential Potential Transformer Power Unit Power Converter Recovery Conservation and Recovery Act
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION RFA RPM RTU S1 S2 S3 S4 S5 S6 SA1/2/3 SAE SBL SBR SCA SC/25M SIL SMMS SMS SPMA SPR SR SSL SSS SW T TBR TCL TCLP TM TOL TTR USI USS VAC VAR VCI VDC XD 50L/60L 50/51G1
DESCRIPTION Rotating Field Assembly Revolutions per Minute Remote Terminal Unit External Fuel Transfer System Toggle Switch Fuel Pump Source Switch Minimum Fuel Level (Start Pump Switch) Maximum Fuel Level (Stop Pump Switch) High Fuel Tank Level Alarm (HFTL) Switch Low Fuel Tank Level Alarm (LFTL) Switch Surge Arrestors Society of Automotive Engineers System in Battleshort Light System Bus Relay Supplemental Coolant Additive Synchroscope / Synchcheck Relay Buzzer Silence Pushbutton Start Motor Magnetic Switch System Mode Switch Speed and Phase Matching Synchronizer Spare Slave Relay System Status Light System Synchronizing Switch Switch Trip Position (BCS Switch) Tie Bus Relay Tie Breaker Closed Light (Red) Toxicity Characteristic Leaching Procedures Technical Manual Tie Breaker Open Light (Green) Transformer Turns Ratio Unit Selector Indicators Unit Selector Switch Volts Alternating Current Voltage Adjust Rheostat Volatile Corrosion Inhibitors Volts Direct Current Transducer 50Hz or 60Hz Mode Lights Generator 1 Overcurrent Relay
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION 50/51G2 50/51F1 50/51F2 50/51T 50N/51N 50P 51P 1.4
DESCRIPTION Generator 2 Overcurrent Relay Feeder 1 Overcurrent Relay Feeder 2 Overcurrent Relay Tie Overcurrent Relay Ground Fault Protection Phase Short Circuit Phase Time Overcurrent
CONFIGURATION MANAGEMENT
Radian Inc. provides configuration management for both the MEP-PU-810A/B and its technical documentation. Accordingly, change pages and change record advisories regarding changes to the equipment and technical documentation will be developed and maintained. Serial number effectivity will be stated for all changes and revisions. 1.4.1
WARRANTY TERMS AND CONDITIONS
The DPGDS Warranty remains in effect when maintenance is performed using approved parts in accordance with DPGDS Technical Orders/Technical Manuals. Maintenance includes scheduled inspections/tests, preventive maintenance, and corrective maintenance. The MEP-PU-810A/B Power Unit and its spares are covered by a Radian warranty. The warranty covers all defects in workmanship and materials for a period of 30 months after Government acceptance. The warranty on replaced parts runs with the warranty of the end item. Refer to the equipment nameplate to find the acceptance month and year for individual DPGDS equipment items. Refer to DPGDS System Manual, CTM 01646.00015.001, Table 8.3.5-2 for DPGDS Warranty Claim procedures. 1.5
HOW TO USE THIS MANUAL
This manual has been written to support MEP-PU-810A/B operations and maintenance. THIS MANUAL MUST BE READ THOROUGHLY BEFORE OPERATING OR MAINTAINING THE MEP-PU-810A/B POWER UNIT. Table 1.5-1 provides a summary of the content of each Chapter.
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TABLE 1.5-1 CHAPTER
MEP-PU-810A/B MANUAL TOPICS BY CHAPTER TITLE
1
MEP-PU-810 A/B Power Unit Introduction
2
MEP-PU-810 A/B Power Unit Description
3
Detailed Equipment Description
4
Receipt and Movement
5
Operating Instructions
6
Scheduled Maintenance
7 8 9 10
Unscheduled Maintenance / Troubleshooting Housing Assembly Repair Direct Current (DC) System Repair Alternating Current (AC) System Repair
SCOPE OF DISCUSSION Scope, Reporting Improvements (EIR), Acronyms/Abbreviations, Configuration Management and How to Use This Manual. General (Overview of the Power Unit design), Difference between versions, Characteristics, Environmental Capabilities and Safety Requirements. Detailed discussion of the functionality and equipment of the following MEP-PU-810 major systems: • Power Distribution Center (PDC) • Power Unit Housing • Direct Current (DC) Control System • Alternating Current (AC) Control System • Fuel System • Cooling System • Lubrication System • Engine/Alternator System • Air Intake and Exhaust System • Operator's Remote Terminal (ORT) • Trailer Running Gear Systems • Hydraulic System Detailed procedures for Inspection On Receipt and Movement Detailed discussion of procedures for Manual operations, Automatic Operations, Safe Isolation, and Special Procedures for Operating Scenarios to include, Droop, Utility Parallel. Detailed procedures for initial plant set up, to include grounding, communications, the Operator's Remote Terminal (ORT), cabling, Neutral Ground Resistor, setup adjustments for 60/50 Hz operations. A detailed listing of the Preventive Maintenance, Checks and Services required for the MEP-PU-810A/B. Basic system level troubleshooting procedures based on possible malfunctions. Detailed repair procedures for the Housing System. Detailed repair procedures for the DC Control System. Detailed repair procedures for the AC Control System.
11
Fuel System Repair
Detailed repair procedures for the Fuel System.
12
Controls and Instruments Repair
Detailed repair procedures for the Controls and Instruments within the Power Unit (PU).
13
Cooling System Repair
Detailed repair procedures for the Cooling System
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TABLE 1.5-1 CHAPTER
MEP-PU-810A/B MANUAL TOPICS BY CHAPTER (CONTINUED) TITLE
SCOPE OF DISCUSSION
14
Lubrication System Repair
Detailed repair procedures for the Lubrication System
15
Engine Assembly Repair
Detailed repair procedures for the Engine/Alternator System
16
Air Intake and Exhaust System Repair
Detailed repair procedures for the Air Intake and Exhaust System
17
Operator's Remote Terminal (ORT) Repair
Detailed repair procedures for the Operator's Remote Terminal (ORT)
18
Running Gear/Trailer Repair
Detailed repair procedures for the Running Gear/Trailer System
19
Hydraulic System Repair
Detailed repair procedures for the Hydraulic System
20
PU Storage Procedures
Detailed Storage Procedures
21
Engine/Alternator Removal and Installation Procedures
Detailed procedures for the removal and replacement of the Engine/Generator
22
PDC Removal and Installation Procedures
Detailed procedures for the removal and replacement of the Primary Distribution Center (PDC).
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CHAPTER 2 MEP-PU-810 A/B POWER UNIT DESCRIPTION TABLE OF CONTENTS SECTION
TITLE
PAGE
2.1
GENERAL
4
2.2
DIFFERENCES BETWEEN VERSIONS
8
2.3
CHARACTERISTICS
9
2.4
ENVIRONMENTAL CAPABILITIES
10
2.5
SAFETY REQUIREMENTS
10
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LIST OF FIGURES FIGURE
TITLE
PAGE
FIGURE 2.1-1
MEP-PU-810A REAR AND CURBSIDE VIEW
4
FIGURE 2.1-2
MEP-PU-810A FRONT AND STREETSIDE VIEW
5
FIGURE 2.1-3
MEP-PU-810A INTERIOR VIEW
5
FIGURE 2.1-4
MEP-PU-810B REAR AND CURBSIDE VIEW
6
FIGURE 2.1-5
MEP-PU-810B FRONT AND STREETSIDE VIEW
6
FIGURE 2.1-6
MEP-PU-810B INTERIOR VIEW
7
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LIST OF TABLES TABLE
TITLE
PAGE
TABLE 2.2-1
DIFFERENCES BETWEEN VERSIONS
8
TABLE 2.4-1
DPGDS ENVIRONMENTAL CAPABILITIES
10
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CHAPTER 2 MEP-PU-810 A/B POWER UNIT DESCRIPTION 2.1
GENERAL
The MEP-PU-810 is a wheel-mounted, diesel engine driven, prime power (Type II), utility (Class 2A), mode I unit that produces 840 kilowatts at 60 Hz and 700 kilowatts at 50 Hz with a 0.8 power factor, lagging, and provides the following output voltages: For 60 Hz operation:
2400/4160 volts, 3 phase, 3 wire, Wye connected generator (2400 volts line-to–neutral; 4160 volts Line-to-line.
For 50 Hz operation:
2200/3800 volts, 3 phase, 3 wire, Wye connected generator (2200 volts line-to-neutral; 3800 volts line-to-line).
The MEP-PU-810 is configured in two versions, the MEP-PU-810A, which is a towed trailer configuration that is capable of being air transported by a C-130 aircraft, and the MEP-PU-810B, which is a 5th wheel configuration for over the road use at 55 MPH.
FIGURE 2.1-1
MEP-PU-810A REAR AND CURBSIDE VIEW
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FIGURE 2.1-2
MEP-PU-810A FRONT AND STREETSIDE VIEW
FIGURE 2.1-3
MEP-PU-810A INTERIOR VIEW
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FIGURE 2.1-4
FIGURE 2.1-5
MEP-PU-810B REAR AND CURBSIDE VIEW
MEP-PU-810B FRONT AND STREETSIDE VIEW
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FIGURE 2.1-6
MEP-PU-810B INTERIOR VIEW
The two engines are Caterpillar 3456 EPG Engines. They are Liquid-cooled, 6 cylinder, four-cycle, turbocharged, and after-cooled and have a 15.8 Liter (964 cubic inch) displacement. Both Generators are Caterpillar model SR4B. The generator is a brushless, rotating armature exciter, single-bearing, air-cooled, open drip-proof unit. The generator is directly connected to the engine. The generator is a permanent magnet pilot excited (PMPE) generator that receives power for the voltage regulator from the pilot exciter, rather than the main armature as in self-excited generators. The pilot exciter consists of permanent magnet (PM) rotor and PM armature (stator). The pilot exciter operates independently. The generator is Wye connected. For 60 Hz operation the output is 4160 volts line to line, 2400 volts line to neutral, 3 phase, 4 wire, Wye connected generator. For 50 Hz operation the output is 3800 volts, 3800 volts line to line, 2200 volts line to neutral, 3 phase, 4 wire, Wye connected generator. The housing is a weather-tight enclosure that provides access for maintenance, overhaul, or replacement of major components. For proper airflow through the PU housing, all doors must be closed while the unit is running. •
Lifting and Tie-downs - The van has standard ISO corner fittings on the top 4 corners for lifting by a standard 20 foot ISO lifting frame using ISO Extenders, see Figure 2.1-1 and Figure 2.1-4. One ISO Extender is needed for each ISO Fitting on the PU. Although the van has ISO features it is NOT stackable. - The van has tie-down features rated to meet the system.
•
Engine Fluid Drains - Each PU is provided with a serviceable means of draining engine fluids such as oil, coolant and fuel through the bottom exterior of the van.
•
Fan Shroud - Each fan is provided with a metal shroud to protect personnel from accidental contact with the fan.
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Floor Vents - A section of the floor under the generators in the engine-generator compartment is ventilated to allow air to be drawn through the compartment for ventilation air and engine combustion air. A shield is provided below the floor vents to minimize debris such as rocks or dirt from being thrown into the generator compartment during towing.
•
Grounding Lug – Two Ground lugs are provided on the PU for connecting the external ground connections. The ground lugs are a 4/0 split-bolt copper lug and are designed for repeated use. The ground lugs are located under the Local Control Panel (LCP). Refer to figures 5.1.3.1-1 and 5.1.3.1-3 for the “A” and “B” models grounding lug locations.
2.2
DIFFERENCES BETWEEN VERSIONS
The "A" and "B" versions differ due to the two styles of trailers and associated hardware. See Table 2.2-1. TABLE 2.2-1
DIFFERENCES BETWEEN VERSIONS
TRAILER TOWING HITCH
The "A" version PU uses a trailer lunette with a 3 inch inside diameter. It hooks to the tow pintle of the towing vehicle. The "B" version PU uses a fifth wheel, which slides on and hooks to the fifth wheel plate of the towing vehicle.
RUNNING BRAKES
The “A” version uses a surge brake system that is an integral part of the towing hitch. When braking, trailer inertia pushes a rod against the master cylinder and applies the trailer brakes using a conventional hydraulic system. The “B” version uses a standard air DOT anti-lock brake system (ABS) for fifth wheel trailers. It includes a full function service and spring brake valve, ABS control module, service and supply hoses, glad hands, and a 2,800 cu. in. air tank.
BRAKES
The parking brake on the “A” version is a mechanical manual crank devise that clamps over the inside rear tires. The “B” version uses an air control spring brake system. When the trailer is being towed, powerful springs in the brake chamber are held back by air pressure. When the parking brakes are applied or the PU is disconnected, air pressure is released from the chamber and the springs apply mechanical brakes to each wheel hub.
VAN LIGHTS
The "B" version PU trailer has lights for clearance, reflectors, turn signals, and tail/stoplights in accordance with Department Of Transportation (DOT) and Federal Motor Vehicle Safety Standard (FMVSS), 121, 571.124 standards for commercial operations. For towing with a commercial truck, the commercial lights are powered by the vehicle 12-volt electrical system and are provided with a 7-way intervehicular cable. In addition, a set of blackout lights including clearance, reflectors, turn signal, and tail/stop-lights powered by the vehicle 24-volt electrical system. A 12-way intervehicular cable is provided for towing with military vehicles. When in the blackout mode of operation, the commercial lights are non-operational
STEPS
The "B" version trailer is provided with a commercial ladder to allow access into the PU trailer at any of the PU side doors. Ladder storage is above the PDC within the interior PU when the ladder is not in use or during transportation of the PU.
TIRES
The “A” version is provided with a LT235/85R16 with a load range of E.
TIRES
The “B” version is provided with a 11R22.5 with a load range of G.
STORAGE
The “B” version has a general cargo storage box 24IN. x 24IN. x 54IN.
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2.3
CHARACTERISTICS
a. Operating Temperature Range:
-25 deg F – 125 deg F.
b. Internal Day Tank:
120 Gallons
c.
Cooling System Per Engine/Generator:
27 Gallons
d. Lubricating System Per Engine/Generator:
13 Gallons
e. Hydraulic System Per Engine/Generator:
21 Gallons
• f.
18 Gallons
Tank:
Dimensions: (1) MEP-PU-810A: • Overall Length: • Overall Width: • Overall Height: • Net Weight (Dry): • Front Axle Weight: • Rear Axle Weight: • Cubage Weight: (2) • • • • • • • • •
301 inches 96 inches 102 inches 25,740 lbs 12,920 lbs 12,820 lbs 1706 cubic feet
MEP-PU-810B: Overall Length: Overall Width: Overall Height: Net Weight (Dry) Rear Axle Weight: Landing Gear weight: Fifth Wheel Weight: th Rear Axle Weight (with 5 Wheel) Cubage:
2-9
277 inches 98 inches 122 inches 29,100 lbs 14,620 lbs 14,480 lbs 7,840 lbs 21,260 lbs 1917 cubic feet
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ENVIRONMENTAL CAPABILITIES
The MEP-PU-810 A/B meets the environmental requirements of Table 2.4-1. TABLE 2.4-1 ALTITUDE
TEMPERATURE WIND SALT SPRAY, OCEAN WINDS
DPGDS ENVIRONMENTAL CAPABILITIES The PU operates and produces power at altitudes up to and including 10,000 feet above sea level. The PU produces rated power at altitudes up to and including 4,000 feet above sea level. At altitudes above 4,000 feet, the rated power may be de rated (if necessary) by a maximum of 3.5 percent per 1,000 feet above 4,000 feet up to the maximum service altitude of 10,000 feet above sea level. The PU operates in extreme climatic conditions: at full capability in the ambient temperature range between –25 °F and +125 °F. The PU withstands sustained winds of 80 mph sustained with gusts of 100 mph without damage and remains operational. The PU withstands the effects of salt spray caused by ocean winds with no degradation of performance for the design service life. The PU withstands the effects of all naturally occurring levels of humidity at the altitude and temperature conditions with no degradation of performance for the design service life.
HUMIDITY PRECIPITATION
The PU withstands the effects of heavy rain, heavy snowfall, and dense fog with no degradation of performance for the design service life.
ULTRAVIOLET RADIATION
The PU withstands the ultraviolet effects of sunshine with no degradation of performance for the unit’s designed service life.
DUST & SAND
The PU starts and sustains operations in dust/sand particle concentrations up to 1400 mg per cubic meter with particle sizes ranging from 74 micrometers to 1000 micrometers in diameter.
AUDIO NOISE/SOUND
With the engine compartment doors closed, audio noise sound pressure levels emanating from the PU operating at any load from no load to and including rated load do not exceed 85 dBA at 7.0 meters.
2.5
SAFETY REQUIREMENTS
Compliance with appropriate military and industrial electric system safety standards to include NEC, OSHA, NFPA, TM 5-684, and AFJMAN 32-1082 has been established. The PU is safe to operate, store, and maintain and does not present hazards to support personnel as long as outlined procedures are followed. MIL-STD-882C was used for system safety design guidance to ensure all tasks associated with the transportation, installation, use, and reconstitution can be performed safely. Hazardous components/parts exposed to personnel are electrically insulated or enclosed. PU components are not exposed to open flames or hot surfaces that may be an ignition source for flammable or combustible materials, petroleum, oils, and lubricants. Camouflage and concealment netting can be used as long as they are lifted and supported from the mufflers a safe distance. PU components are fire retardant or fire resistant. Materials used in the PU do not produce lifethreatening levels of toxic fumes when burning or melting.
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CHAPTER 3 DETAILED EQUIPMENT DESCRIPTION TABLE OF CONTENTS SECTION
TITLE
PAGE
3.1
MEP-PU-810 POWER UNIT (PU) CONFIGURATION
14
3.2
PRIMARY DISTRIBUTION CENTER (PDC)
14
3.2.1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
14
3.2.2
RATINGS
15
3.2.3
PRIMARY DISTRIBUTION CENTER (PDC) EQUIPMENT
16
3.2.3.1
GENERATOR CONTROL PANEL (GCP)
17
3.2.3.1.1
OVERVIEW OF CONTROLS AND INDICATORS
17
3.2.3.1.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
21
3.2.3.1.2.1
GSC+ GENERATOR SET CONTROL
21
3.2.3.1.2.1.1
FUNCTIONS
21
3.2.3.1.2.1.2
DISPLAYS
21
3.2.3.1.2.1.3
INDICATOR LIGHTS
23
3.2.3.1.2.2
GENERATOR BREAKER CONTROL SWITCH (BCSG1/G2)
24
3.2.3.1.2.4
GENERATOR OVER CURRENT RELAY (50/51G1/G2)
26
3.2.3.1.2.4.1
SETPOINTS
26
3.2.3.1.2.4.2
LOCKOUT FUNCTIONS
26
3.2.3.1.2.5
FEEDER OVER CURRENT RELAY (50/51F1/F2)
27
3.2.3.1.2.5.1
SETPOINTS
27
3.2.3.1.2.5.2
LOCKOUT FUNCTIONS
27
3.2.3.1.2.6
EMERGENCY STOP PUSH BUTTON (ESPB)
28
3.2.3.1.2.7
ENGINE CONTROL SWITCH (ECS)
29
3.2.3.1.2.8
PANEL LIGHT SWITCH (PLS)
30
3.2.3.1.2.9
FREQUENCY ADJUST RHEOSTAT (FAR)
30
3.2.3.1.2.10
VOLTAGE ADJUST RHEOSTAT (VAR)
30
3.2.3.1.2.11
CIRCUIT BREAKER CLOSED (RED) LED
30
3.2.3.1.2.12
CIRCUIT BREAKER OPEN (GREEN) LED
30
3.2.3.2
MASTER CONTROL PANEL (MCP)
31
3.2.3.2.1
OVERVIEW OF CONTROLS AND INDICATORS
31
3.2.3.2.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
35
3-1
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SYNCHROSCOPE/SYNCHCHECK RELAY (SC/25M)
35
3.2.3.2.2.2
PHASE ROTATION TEST LIGHTS (PRL)
36
3.2.3.2.2.3
TIE OVERCURRENT RELAY (50/51T)
37
3.2.3.2.2.3.1
SETPOINTS
37
3.2.3.2.2.3.2
LOCKOUT FUNCTIONS
38
3.2.3.2.2.4
CIRCUIT BREAKER CLOSED (RED) LED (TCL)
38
3.2.3.2.2.5
CIRCUIT BREAKER OPEN (GREEN) LED (TOL)
38
3.2.3.2.2.6
BUS VOLTAGE/FREQUENCY METER (BVFM)
39
3.2.3.2.2.7
50/ 60 HERTZ INDICATOR LIGHTS (50L/60L)
40
3.2.3.2.2.8
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
41
3.2.3.2.2.9
GENERATOR MODE SWITCH (GMS)
42
3.2.3.2.2.10
AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
43
3.2.3.2.2.11
TIE BREAKER CONTROL SWITCH (BCST)
44
3.2.3.2.2.12
MASTER START ENABLE SWITCH (MSES)
45
3.2.3.2.2.13
SYSTEM STATUS LIGHT (SSL)
46
3.2.3.2.2.14
BUZZER SILENCE PUSHBUTTON (BSPB)
47
3.2.3.2.2.15
BATTLE SHORT SWITCH (BSS)
48
3.2.3.2.2.16
SYSTEM SYNCHRONIZING SWITCH (SSS)
49
3.2.3.2.2.17
PANEL LIGHT SWITCH (PLS)
50
3.2.3.2.2.18
SYSTEM MODE SWITCH (SMS)
51
3.2.3.2.2.19
UNIT SELECTOR SWITCH (USS)
52
3.2.3.2.2.20
UNIT SELECTOR INDICATORS (USI)
53
3.2.3.2.2.21
FREQUENCY SELECTOR SWITCH (FSS)
54
3.2.3.2.2.22
ALARM/FAULT BUZZER
55
3.2.3.2.23
GENERATOR OVERLOAD INDICATORS (OLG1/G2)
57
3.2.3.3
CONTROL DEVICES
58
3.2.3.3.1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
58
3.2.3.3.2
LOAD SHARE MODULE (LSM)
59
3.2.3.3.3
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
60
3.2.3.3.4
ETHERNET HUB
61
3.2.3.3.5
PROTOCOL COMMUNICATION MODULE (PCM) & CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM)
62
3.2.3.3.6
POWER CONVERTER (P15)
63
3.2.3.3.7
TRANSDUCER
64
3.2.3.3.7.1
TRANSDUCER (XD)
64
3-2
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.2.3.3.8
AUTOMATIC VOLTAGE REGULATOR (AVR)
65
3.2.3.3.9
AC TRANSFORMER BOX (ATB)
66
3.2.3.3.10
INSTRUMENT TRANSFORMERS
67
3.2.3.3.11
CIRCUIT BREAKERS – GENERATOR, FEEDER AND TIE
69
3.3
POWER UNIT (PU) HOUSING
70
3.3.1
ACCESS DOORS AND ACCESS COVERS
70
3.3.2
PLENUM ASSEMBLY SCREENS
72
3.3.2.1
TOP PLENUM SCREENS
72
3.3.2.2
BOTTOM PLENUM SCREENS
73
3.3.3
PANELS
74
3.3.3.1
SIDE PANELS
74
3.3.3.2
TOP PANEL
75
3.3.4
BOTTOM PLATE ASSEMBLY
76
3.3.5
BATTERY BOX ASSEMBLY
77
3.3.6
FUEL TANK AND HYDRAULIC TANKS
78
3.3.7
MUFFLER ASSEMBLY
79
3.4
DIRECT CURRENT (DC) ELECTRICAL SYSTEM
80
3.4.1
BATTERY BANK
80
3.4.2
BATTERY CABLES
81
3.4.3
BATTERY CHARGER
82
3.4.4
DC TIE SWITCH
83
3.4.6
STARTER MOTOR
84
3.4.7
STARTER SOLENOID
84
3.4.8
FUEL TRANSFER PUMP
85
3.4.9
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
86
3.4.10
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
87
3.4.11
BATTERY SLAVE RECEPTACLE
87
3.5
ALTERNATING CURRENT (AC) ELECTRICAL SYSTEM
88
3.5.1
STATION POWER TRANSFORMER
88
3.5.2
208/120VAC RECEPTACLES
89
3.5.3
WIRING HARNESSES
89
3.5.4
POWER PANEL BOARD
90
3.5.5
SR4B ALTERNATOR
91
3.5.7
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
92
3.5.8
MEDIUM VOLTAGE OUTPUT TERMINAL, FEEDER OUTPUT
92
3-3
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.5.9
SURGE ARRESTORS (SA1, SA2 SA3)
93
3.5.10
SHORE POWER
94
3.5.11
CIRCUIT BREAKERS
95
3.6
FUEL SYSTEM
96
3.6.1
FUEL SYSTEM DESCRIPTION
96
3.6.2
FUEL SYSTEM COMPONENTS
98
3.6.2.1
EXTERNAL FUEL TRANSFER PUMP
99
3.6.2.1.1
EXTERNAL FUEL TRANSFER PUMP CONTROLS
100
3.6.2.2
120 GALLON FUEL TANK
101
3.6.2.3
FUEL INJECTION SYSTEM
102
3.6.2.4
ELECTRONIC CONTROL MODULE (ECM)
102
3.6.2.4.1
ELECTRONIC UNIT INJECTOR (EUI)
103
3.6.2.5
PRIMARY FUEL FILTER
104
3.6.2.6
SECONDARY FUEL FILTER
106
3.6.2.7
FUEL PRIMER PUMP
107
3.7
COOLING SYSTEM
108
3.7.1
COOLING SYSTEM OPERATION
108
3.7.2
COOLING SYSTEM COMPONENTS
109
3.7.2.1
RADIATOR
109
3.7.2.2
COOLANT TANKS
111
3.7.2.3
COOLANT TEMPERATURE REGULATOR CIRCUIT
112
3.7.2.4
COOLING SYSTEM AIR BLEED VALVE
113
3.7.3
COOLANT CHARACTERISTICS
114
3.7.4
COOLING FLUID SPECIFICATIONS
114
3.7.4.1
WATER
114
3.7.4.2
ADDITIVES
115
3.7.4.3
ETHYLENE GLYCOL
116
3.7.4.4
CATERPILLAR COOLANTS
116
3.8
HYDRAULIC SYSTEM OPERATION
118
3.9
LUBRICATION SYSTEM
119
3.9.1
LUBRICATION SYSTEM OPERATION
119
3.9.1.1
OIL FLOW THROUGH A WARM ENGINE
119
3.9.1.2
OIL FLOW THROUGH A COLD ENGINE
120
3.9.1.3
OIL FLOW THROUGH AN ENGINE BLOCK
121
3.9.2
LUBRICATION SYSTEM COMPONENTS
122
3-4
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.9.2.1
OIL PAN
122
3.9.2.2
OIL PUMP
123
3.9.2.3
OIL COOLER
124
3.9.2.4
OIL FILTER
124
3.9.2.5
TURBOCHARGER OIL LINES
125
3.9.2.6
OIL PASSAGES FOR THE CYLINDER HEAD AND BLOCK
126
3.9.2.7
FUME DISPOSAL COLLECTOR
127
3.9.3
LUBRICANT SPECIFICATIONS
128
3.9.3.1
API AUTHORIZED OILS
128
3.9.3.2
ENGINE OIL: CATERPILLAR DIESEL ENGINE OIL
128
3.9.3.3
ENGINE OILS: COMMERCIAL OILS
128
3.9.3.4
LUBRICANT VISCOSITY RECOMMENDATIONS
130
3.10
ENGINE/ALTERNATOR SYSTEM
131
3.10.1
CATERPILLAR 3456 EPG ENGINE
131
3.10.2
STARTING THE ENGINE
135
3.10.3
COLD MODE OPERATION
135
3.10.4
MEP-PU-810 SPECIFIED PARAMETERS
135
3.10.5
ALTERNATOR
136
3.10.5.1
SR4B ALTERNATOR
136
3.10.5.2
GENERATOR THEORY OF OPERATIONS
136
3.10.5.3
PERMANENT MAGNET PILOT EXCITER (PMPE)
137
3.10.5.4
GENERATOR COMPONENTS
139
3.11
AIR INTAKE AND EXHAUST SYSTEM
142
3.11.1
AIR INTAKE AND EXHAUST SYSTEM OPERATION
142
3.11.1.1
COMBUSTION AIR FLOW
142
3.11.1.2
EXHAUST GAS FLOW
143
3.11.1.3
POWER UNIT INTERNAL COOLING AIR FLOW
144
3.11.2
SYSTEM COMPONENTS
145
3.11.2.1
AIR-TO-AIR AFTER COOLER (ATAAC)
145
3.11.2.2
AIR FILTER
146
3.11.2.3
TURBOCHARGER
147
3.11.2.4
AIR INLET AND EXHAUST MANIFOLDS
148
3.11.2.5
MUFFLER ASSEMBLY
150
3.11.2.6
AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)
151
3.12
OPERATOR'S REMOTE TERMINAL (ORT)
152
3-5
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.12.1
ORT HARDWARE/SOFTWARE
152
3.12.2
ORT SCREENS
153
3.12.2.1
OVERVIEW SCREEN
153
3.12.2.2
INDIVIDUAL PU SCREENS
153
3.12.3
POWER PLANT CONTROL AND MONITORING
155
3.12.3.1
POWER PLANT CONTROL & MONITORING PROGRAM
155
3.12.3.2
OVERVIEW POP-UP SCREEN
156
3.12.3.3
PU CONTROL & MONITORING POP-UP SCREEN
158
3.12.3.4
HARDWARE ALARM POP-UP SCREEN
161
3.12.3.5
ALARM POP-UP SCREEN
162
3.12.3.6
ALARM SUMMARY POP-UP SCREEN
164
3.12.3.7
BASE-LOAD POP-UP SCREEN
166
3.12.3.8
EQUIPMENT IDENTIFICATION POP-UP SCREEN
168
3.12.3.9
LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN
170
3.12.3.10
EIGHT-HOUR ARCHIVE POP-UP SCREEN
171
3.12.3.11
SHUTDOWN ARCHIVE POP-UP SCREEN
172
3.12.3.12
DPGDS ONE-LINE POP-UP SCREEN
173
3.12.3.13
PDC AND ORT LOAD LIMITING SOFTWARE
174
3.12.3.13.1
PDC AND ORT LOAD LIMITING SOFTWARE DESCRIPTION
174
3.12.3.13.2
POWER MONITOR
174
3.12.3.13.3
60 HZ OPERATION
174
3.12.3.13.4
50 HZ OPERATION
175
3.12.3.13.5
WARNINGS
175
3.12.3.13.6
BATTLE SHORT
176
3.12.3.13.7
ORT OVERLOAD POP-UP SCREENS
176
3.13
TRAILER RUNNING GEAR SYSTEMS
180
3.13.1
TIRES
180
3.13.1.1
MEP-PU-810A TIRES
180
3.13.1.2
MEP-PU-810B TIRES
180
3.13.2
WHEELS
180
3.13.2.1
MEP-PU-810A WHEELS
180
3.13.2.1.1
MEP-PU-810A WHEEL TORQUE REQUIREMENTS
181
3.13.2.2.1
MEP-PU-810B WHEELS
182
3.13.2.2.2
MEP-PU-810B WHEEL TORQUE REQUIREMENTS
182
3.13.3
BRAKE SYSTEMS
183
3-6
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.13.3.1
MEP-PU-810A BRAKE SYSTEM
183
3.13.3.1.1
SURGE BRAKING SYSTEM
183
3.13.3.1.2
BRAKE FLUID
184
3.13.3.1.3
HYDRAULIC BRAKE OPERATION
185
3.13.3.1.4
HYDRAULIC BRAKE COMPONENTS
186
3.13.3.1.5
SELF-ADJUSTING MECHANISM FOR HYDRAULIC BRAKES
186
3.13.3.1.6
PARKING BRAKE
186
3.13.3.2
MEP-PU-810B BRAKE SYSTEM
187
3.13.3.2.1
AIR CHAMBERS
187
3.13.3.2.2
SPRING BRAKES
187
3.13.3.2.3
SLACK ADJUSTERS
188
3.13.3.2.4
ANTI-LOCK BRAKE SYSTEM (ABS)
188
3.13.3.2.5
HUB ODOMETER
189
3.13.4
LIGHTING SYSTEMS
190
3.13.4.1
MEP-PU-810A LIGHTING SYSTEM
190
3.13.4.2
MEP-PU-810B LIGHTING SYSTEM
190
3-7
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
LIST OF FIGURES FIGURE
TITLE
PAGE
FIGURE 3.2.3-1
PDC LOCAL CONTROL PANEL (LCP)
16
FIGURE 3.2.3.1-1
GENERATOR CONTROL PANEL (GCP)
17
FIGURE 3.2.3.1.2.2-1
GENERATOR BREAKER CONTROL SWITCH (BCSG1)
24
FIGURE 3.2.3.1.2.3-1
FEEDER BREAKER CONTROL SWITCH (BCSF1)
25
FIGURE 3.2.3.1.2.4-1
GENERATOR OVER CURRENT RELAY (50/51G1)
26
FIGURE 3.2.3.1.2.5-1
FEEDER OVER CURRENT RELAY (50/51F1)
27
FIGURE 3.2.2.1.2.6-1
EMERGENCY STOP PUSHBUTTON (ESPB)
28
FIGURE 3.2.3.1.2.7-1
ENGINE CONTROL SWITCH (ECS)
29
FIGURE 3.2.3.2.1-1
MASTER CONTROL PANEL (MCP)
31
FIGURE 3.2.3.2.2.1-1
SYNCHRONIZING SCOPE METER (SC/25M)
35
FIGURE 3.2.3.2.2.2-1
PHASE ROTATION LIGHTS (PRL)
36
FIGURE 3.2.3.2.2.3-1
LOAD TIE OVERCURRENT RELAY (50/51T)
37
FIGURE 3.2.3.2.2.6-1
BUS VOLTAGE/FREQUENCY METER (BVFM)
39
FIGURE 3.2.3.2.2.7-1
SYSTEM FREQUENCY STATUS LIGHTS (SFSL)
40
FIGURE 3.2.3.2.2.8-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
41
FIGURE 3.2.3.2.2.9-1
GENERATOR MODE SWITCH (GMS)
42
FIGURE 3.2.3.2.2.10-1 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
43
FIGURE 3.2.3.2.2.11-1 TIE BREAKER CONTROL SWITCH (BCST)
44
FIGURE 3.2.3.2.2.12-1 MASTER START ENABLE SWITCH (MSES)
45
FIGURE 3.2.3.2.2.13-1 SYSTEM STATUS LIGHT (SSL)
46
FIGURE 3.2.3.2.2.14-1 BUZZER SILENCE PUSHBUTTON (BSPB)
47
FIGURE 3.2.3.2.2.15-1 BATTLESHORT SWITCH (BSS)
48
FIGURE 3.2.3.2.2.16-1 SYSTEM SYNCHRONIZING SWITCH (SSS)
49
FIGURE 3.2.3.2.2.17-1 PANEL LIGHT SWITCH (PLS)
50
FIGURE 3.2.3.2.2.18-1 SYSTEM MODE SWITCH (SMS)
51
FIGURE 3.2.3.2.2.19-1 UNIT SELECTOR SWITCH (USS) & UNIT SELECTOR INDICATORS (USI)
52
FIGURE 3.2.3.2.2.21-1 FREQUENCY SELECTOR SWITCH (FSS)
54
FIGURE 3.2.3.2.2.22-1 ALARM/FAULT BUZZER
55
FIGURE 3.2.3.2.23-1
GENERATOR OVERLOAD INDICATORS (OLG1/G2)
57
FIGURE 3.2.3.3.1-1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
58
3-8
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.2.3.3.2-1
LOAD SHARE MODULE (LSM)
59
FIGURE 3.2.3.3.3-1
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
60
FIGURE 3.2.3.3.4-1
ETHERNET HUB
61
FIGURE 3.2.3.3.5-1
CUSTOMER COMMUNICATION MODULE (CCM)
62
FIGURE 3.2.3.3.6-1
POWER CONVERTER (P15)
63
FIGURE 3.2.3.3.7.1-1
TRANSDUCER (XD)
64
FIGURE 3.2.3.3.8-1
AUTOMATIC VOLTAGE REGULATOR (AVR)
65
FIGURE 3.2.3.3.9-1
AC TRANSFORMER BOX (ATB)
66
FIGURE 3.2.3.3.10-1
POTENTIAL TRANSFORMERS
67
FIGURE 3.2.3.3.10-2
CURRENT TRANSFORMER
68
FIGURE 3.2.3.3.11-1
GENERATOR, FEEDER AND TIE CIRCUIT BREAKERS
69
FIGURE 3.3.1-1
MEP-PU-810A/ B ACCESS DOORS AND COVERS
71
FIGURE 3.3.2.1-1
MEP-PU-810A/B TOP PLENUM SCREENS
72
FIGURE 3.3.2.2-1
BOTTOM PLENUM SCREENS
73
FIGURE 3.3.3-1
SIDE PANEL
74
FIGURE 3.3.3.2-1
TOP PANEL
75
FIGURE 3.3.4-1
BOTTOM PLATE ASSEMBLY
76
FIGURE 3.3.5-1
BATTERY BOX ASSEMBLY
77
FIGURE 3.3.6-1
FUEL TANK AND HYDRAULIC RESERVOIRS
78
FIGURE 3.3.7-1
MUFFLER ASSEMBLY
79
FIGURE 3.4.1-1
POWER UNIT BATTERY ASSEMBLY
81
FIGURE 3.4.3-1
BATTERY CHARGER
82
FIGURE 3.4.4-1
DC TIE SWITCH
83
FIGURE 3.4.6-1
STARTER MOTOR AND STARTER SOLENOID
84
FIGURE 3.4.8-1
FUEL TRANSFER PUMP
85
FIGURE 3.4.9-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
86
FIGURE 3.4.10-1
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
87
FIGURE 3.5.1-1
STATION POWER TRANSFORMER
88
FIGURE 3.5.2-1
208/120VAC EXTERIOR RECEPTACLES
89
FIGURE 3.5.4-1
POWER PANEL BOARD
90
FIGURE 3.5.5-1
SR4B ALTERNATOR
91
FIGURE 3.5.7-1
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
92
FIGURE 3.5.8-1
MEDIUM VOLTAGE FEEDER OUTPUT TERMINAL
92
FIGURE 3.5.9-1
SURGE ARRESTORS (SA1, SA2 SA3)
93
FIGURE 3.5.10-1
SHORE CONNECTION FOR BATTERY CHARGERS
94
3-9
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.5.11-1
CIRCUIT BREAKERS
95
FIGURE 3.6.2.1-1
EXTERNAL FUEL TRANSFER PUMP
99
FIGURE 3.6.2.1.1-1
EXTERNAL FUEL PUMP CONTROL SWITCHES
100
FIGURE 3.6.2.2-1
120 GALLON FUEL TANK
101
FIGURE 3.6.2.3-1
FUEL INJECTION MECHANISM
102
FIGURE 3.6.2.4.1-1
ELECTRONIC UNIT INJECTOR (EUI) COMPONENTS
103
FIGURE 3.6.2.5-1
PRIMARY FUEL FILTER
105
FIGURE 3.6.2.5-2
PRIMARY FUEL FILTER DRAIN VALVE
105
FIGURE 3.6.2.6-1
SECONDARY FUEL FILTER
106
FIGURE 3.6.2.7-1
FUEL PRIMER PUMP
107
FIGURE 3.7.1-1
COOLANT SYSTEM OPERATION
108
FIGURE 3.7.2.1-1
DPGDS RADIATOR "A" FRAME HOUSING ASSEMBLY
109
FIGURE 3.7.2.1-2
RADIATOR DRAIN
110
FIGURE 3.7.2.1-3
RADIATOR HOSE DRAIN
110
FIGURE 3.7.2.2-1
COOLANT TANK CUT-AWAY VIEW
111
FIGURE 3.7.2.3-1
COOLANT TEMPERATURE REGULATOR CIRCUIT
112
FIGURE 3.7.2.4-1
COOLING SYSTEM AIR BLEED VALVE
113
FIGURE 3.8-1
HYDRAULIC SYSTEM OPERATION
118
FIGURE 3.9.1.1-1
3456 EPG WARM ENGINE OIL FLOW
119
FIGURE 3.9.1.2-1
3456 EPG COLD ENGINE OIL FLOW
120
FIGURE 3.9.1.3-1
3456 EPG ENGINE OIL FLOW SCHEMATIC
121
FIGURE 3.9.2.1-1
3456 EPG ENGINE OIL PAN CUTAWAY
123
FIGURE 3.9.2.2-1
3456 EPG ENGINE OIL PUMP
123
FIGURE 3.9.2.3-1
3456 EPG ENGINE OIL COOLER
124
FIGURE 3.9.2.4-1
3456 EPG OIL FILTER
125
FIGURE 3.9.2.5-1
3456 EPG TURBOCHARGER OIL LINES
125
FIGURE 3.9.2.6-1
3456 EPG CYLINDER HEAD
126
FIGURE 3.9.2.7-1
FUME DISPOSAL COLLECTOR
127
FIGURE 3.10.1-1
CATERPILLAR 3456 EPG ENGINE, RIGHT SIDE VIEW
131
FIGURE 3.10.1-2
CATERPILLAR 3456 EPG ENGINE, LEFT SIDE VIEW
132
FIGURE 3.10.1-3
CATERPILLAR 3456 EPG ENGINE, TOP VIEW
133
FIGURE 3.10.1-4
CATERPILLAR 3456 EPG ENGINE, REAR VIEW
133
FIGURE 3.10.1-5
CATERPILLAR 3456 EPG ENGINE, FRONT VIEW
134
FIGURE 3.10.5.1-1
DPGDS SR4B ALTERNATOR
136
FIGURE 3.10.5.3-1
PMPE GENERATOR WIRING DIAGRAM
138
3-10
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.10.5.4-1
RFA HEAT SINK
140
FIGURE 3.10.5.4-2
SIX DIODE RECTIFIER BLOCK WITH VARISTOR CR7
140
FIGURE 3.10.5.4-3
VARISTOR CR8
141
FIGURE 3.11.1.1-1
COMBUSTION AIR FLOW
142
FIGURE 3.11.1.2-1
SYSTEM EXHAUST FLOW
143
FIGURE 3.11.1.3-1
EXTERNAL AIR FLOW
144
FIGURE 3.11.2.1-1
AIR-TO-AIR AFTER COOLER (ATAAC)
145
FIGURE 3.11.2.2-1
AIR FILTER ASSEMBLY
146
FIGURE 3.11.2.3-1
TURBOCHARGER
147
FIGURE 3.11.2.4-1
AIR INLET MANIFOLD
148
FIGURE 3.11.2.4-2
EXHAUST MANIFOLD
149
FIGURE 3.11.2.5-1
MUFFLER ASSEMBLY
150
FIGURE 3.11.2.6-1
AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)
151
FIGURE 3.11.2.6-2
AIR FILTER DIFFERENTIAL GAUGE
151
FIGURE 3.12-1
OPERATOR’S REMOTE TERMINAL
152
FIGURE 3.12.2-1
OPERATOR’S REMOTE TERMINAL
153
FIGURE 3.12.2.2-1
OPERATOR’S REMOTE TERMINAL
154
FIGURE 3.12.3.2-1
OVERVIEW POP-UP SCREEN
157
FIGURE 3.12.3.3-1
PU CONTROL & MONITORING POP-UP SCREEN
160
FIGURE 3.12.3.4-1
CRITICAL ALARM POP-UP SCREEN
161
FIGURE 3.12.3.5-1
ALARM POP-UP SCREEN
163
FIGURE 3.12.3.6-1
ALARM SUMMARY POP-UP SCREEN
165
FIGURE 3.12.3.7-1
BASE-LOAD POP-UP SCREEN
167
FIGURE 3.12.3.8-1
EQUIPMENT IDENTIFICATION POP-UP SCREEN
169
FIGURE 3.12.3.9-1
LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN
170
FIGURE 3.12.3.10-1
EIGHT HOUR ARCHIVE POP-UP SCREEN
171
FIGURE 3.12.3.11-1
SHUTDOWN ARCHIVE POP-UP SCREEN
172
FIGURE 3.12.3.12-1
DPGDS ONE-LINE
173
FIGURE 3.12.3.13.5-1 PU GENERATOR OVERLOAD INDICATOR LIGHTS
175
FIGURE 3.12.3.13.7-1 PLANT OVERLOAD OVERVIEW SCREEN
177
FIGURE 3.12.3.13.7-2 PU CONTROL & MONITORING SCREEN
178
FIGURE 3.12.3.13.7-3 ORT SERVICE PACK-3 SCREEN
179
FIGURE 3.13.2.1.1-1
MEP-PU-810A TORQUE PATTERN
181
FIGURE 3.13.2.2.2-1
MEP-PU-810B TORQUE PATTERN
182
FIGURE 3.13.3.1-1
HYDRAULIC BRAKE ACTUATOR
183
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BREAK-AWAY LEVER AND CHAIN POSITIONS
184
FIGURE 3.13.3.1.3-1
HYDRAULIC BRAKE FUNCTION DIAGRAM
185
FIGURE 3.13.3.1.4-1
HYDRAULIC BRAKE COMPONENTS
186
FIGURE 3.13.3.2.1-1
S-CAM BRAKE ASSEMBLY
187
FIGURE 3.13.3.2.2-1
BRAKE SYSTEM COMPONENTS
188
FIGURE 3.13.3.2.4-1
ABS WIRING LAYOUT
189
FIGURE 3.13.3.2.5-1
B MODEL HUB ODOMETER
189
FIGURE 3.13.4.2-1
MEP-PU-810B LIGHTING
190
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LIST OF TABLES TABLE
TITLE
PAGE
TABLE 3.2.1-1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
15
TABLE 3.2.2-1
SINGLE GENERATOR OUTPUT
15
TABLE 3.2.2-2
TWO GENERATOR OUTPUT
15
TABLE 3.2.3.1.2.1.3-1 GSC+ SHUTDOWN INDICATOR LIGHTS
23
TABLE 3.2.3.1.2.1.3-2 GSC+ WARNING INDICATOR LIGHTS
23
TABLE 3.2.3.1.2.2-1
CIRCUIT BREAKER INDICATORS
24
TABLE 3.2.3.1.2.3-1
CIRCUIT BREAKER INDICATORS
25
TABLE 3.2.3.2.2.11-1
CIRCUIT BREAKER INDICATORS
44
TABLE 3.2.3.2.2.22-1
BUZZER ACTIVATION BY ALARM
56
TABLE 3.2.3.2.2.22-2
BUZZER ACTIVATION BY FAULT
56
TABLE 3.7.3-1
PROTECTION TEMPERATURES FOR ANTIFREEZE CONCENTRATIONS
114
TABLE 3.7.4.1-1
ACCEPTABLE CHARACTERISTICS OF WATER
115
TABLE 3.7.4.4-1
COOLANT SERVICE LIFE
117
TABLE 3.9.3.4-1
ENGINE OIL VISCOSITY
130
TABLE 3.12.3.2-1
OVERVIEW POP-UP SCREEN ICONS
156
TABLE 3.12.3.3-1
PU CONTROL & MONITORING POP-UP SCREEN ICONS
158
TABLE 3.12.3.3-1
PU CONTROL & MONITORING POP-UP SCREEN ICONS (CONTINUED)
159
TABLE 3.12.3.5-1
ALARM POP-UP SCREEN ICONS
162
TABLE 3.12.3.6-1
ALARM SUMMARY POP-UP SCREEN ICONS
164
TABLE 3.12.3.7-1
BASE-LOAD POP-UP SCREEN ICONS
166
TABLE 3.12.3.8-1
EQUIPMENT IDENTIFICATION POP-UP SCREEN ICONS
168
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CHAPTER 3 DETAILED EQUIPMENT DESCRIPTION 3.1
MEP-PU-810 POWER UNIT (PU) CONFIGURATION
This Chapter describes the following major systems of the MEP-PU-810A/B Power Unit: •
Primary Distribution Center (PDC), (Section 3.2)
•
Power Unit Housing, (Section 3.3)
•
Direct Current (DC) Electrical System, (Section 3.4)
•
Alternating Current (AC) Electrical System, (Section 3.5)
•
Fuel System, (Section 3.6)
•
Cooling System, (Section 3.7)
•
Hydraulic System, (Section 3.8)
•
Lubrication System, (Section 3.9)
•
Engine/Alternator System, (Section 3.10)
•
Air Intake and Exhaust System, (Section 3.11)
•
Operator’s Remote Terminal (ORT), (Section 3.12)
•
Trailer Running Gear System, (Section 3.13)
3.2
PRIMARY DISTRIBUTION CENTER (PDC)
The PDC is an integral component of the Power Unit (PU) assembly. Two Feeder Outputs and one Tie Output are from the PDC. The output of the PDC is the same as the two Generators. The PDC contains the following equipment: •
Local Control Panel (LCP), which contains Generator Control Panels (GCP 1 and GCP 2)
•
Master Control Panel (MCP) (center panel on the Local Control Panel)
•
Internal power distribution bus and power distribution circuit breakers (Vacuum Contactors)
•
Potential transformers / current transformers required for providing low voltage sensing information for the PU control system
•
Controls for automated control and monitoring of the onboard generators
•
Distribution load-break connectors
•
Other connectors required so that allow multiple Power Units work together as a system
3.2.1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
Table 3.2.1-1 lists PDC dimensions, weights and electrical outputs for both 60 and 50 Hertz operations.
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TABLE 3.2.1-1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT PARAMETER
VALUE 90 Inches
LENGTH WIDTH
36.05 Inches
HEIGHT
60 Inches
WEIGHT
2,027 Pounds 110.6 Cubic Feet
SHIPPING VOLUME
Fork Lift Not to Exceed (4,000 lbs), Due to the Size of the Tine.
HANDLING
4160 volts, 3 - phase, 60 hertz, 160 Amps 3800 volts, 3 – phase, 50 hertz, 146 Amps
DISTRIBUTION OUTPUT
3.2.2
RATINGS
The PDC rating and Capacities are individually determined according to the operating frequency. The PDC output is the same as the generator. Table 3.2.2-1 presents Power, Voltage and Amperage ratings for a single Generator Output. Table 3.2.2-2 presents Power, Voltage and Amperage ratings for a two Generator Output. TABLE 3.2.2-1
SINGLE GENERATOR OUTPUT
FREQUENCY
OUTPUT POWER (KVA)
OUTPUT POWER (KW)
OUTPUT VOLTAGE
AMPERAGE
60 Hz
525 KVA
420 KW
4160 VAC
80 amps
50 Hz
438 KVA
350 KW
3800 VAC
73 amps
TABLE 3.2.2-2
TWO GENERATOR OUTPUT
FREQUENCY
OUTPUT POWER (KVA)
OUTPUT POWER (KW)
OUTPUT VOLTAGE
AMPERAGE
60 Hz
1050 KVA
840 KW
4160 VAC
160 amps
50 Hz
875 KVA
700 KW
3800 VAC
146 amps
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3.2.3
PRIMARY DISTRIBUTION CENTER (PDC) EQUIPMENT
The Local Control Panel Assembly, as illustrated in Figure 3.2.3-1, provides local control for the Power Unit (PU). Located at the rear of the PU, the Local Control Panel (LCP) contains the Master Control Panel (MCP), and the Generator Control Panel (GCP) for Generator 1 and Generator 2. All Automatic and Manual operations are controlled from these panels. The Local Control Panel (LCP) allows the operator the flexibility of controlling operations from the GCPs including the ability to start, stop, add and remove load, parallel in and add or remove units from the bus, as well as monitor all control functions. A capability for remote operations is provided through the addition of a Operator Remote Terminal (ORT).
FIGURE 3.2.3-1
PDC LOCAL CONTROL PANEL (LCP)
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GENERATOR CONTROL PANEL (GCP)
3.2.3.1.1
OVERVIEW OF CONTROLS AND INDICATORS
The left panel of the Local Control Panel contains the local controls for Generator 1 and the right section contains all the local controls for Generator 2. The controls are accessed through watertight, lift-up covers that lock in various positions.
1.
2. 3. 4. 5. 6. 7. 8. 9.
10. 11.
System In Battle Short Mode Light (SBL) Primary Fuel Filter High Differential Pressure Alarm Light (HPFFDPL) Secondary Fuel Filter High Differential Pressure Alarm Light (HSFFDPL) Primary Fuel Filter High Water Level Alarm Light (PFFHWLL) Oil Filter High Differential Pressure Alarm Light (HOFDPL) Air Filter High Differential Pressure Alarm Light (HAFDPL) Fuel Tank High Level Alarm Light (HFTLL) Fuel Tank Low Level Alarm Light (LFTLL) Hydraulic Tank Low Level Shutdown Light (HTLLL) Generator Set Control (GSC+) Generator Breaker Control Switch (BCSG1/G2)
FIGURE 3.2.3.1-1
12.
Feeder Breaker Control Switch (BCSF)
13.
Generator Over Current Relay (50/51G)
14.
Feeder Over Current Relay (50/51F)
15.
Emergency Stop Push Button (ESPB)
16.
Engine Control Switch (ECS)
17.
Panel Light Switch (PLS)
18. 19.
Frequency Adjust Rheostat (FAR) Voltage Adjust Rheostat (VAR)
20.
Red Breaker Closed LED
21.
Green Breaker Closed LED
GENERATOR CONTROL PANEL (GCP)
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From the Generator Control Panel (GCP), the operator can manually start, stop, control, and operate the associated generator and feeder breakers. Additionally the operator can observe engine and generator parameters at the Generator Set Control GSC+ module. There are current protective relays installed in the GCP for generator and feeder breaker protection. All controls and indicators described in this section refer to the Generator 1 GCP and use the applicable component marking (“A” suffix) references. The following controls and indicators of the G1 GCP as illustrated in Figure 3.2.3.1-1 are: a. System in Battleshort Mode Light (SBL) This amber LED indicates that the PU is in Battleshort mode. This status is visible at both generator control panels, as it is common for both generators. b. Primary Fuel Filter High Differential Alarm Light (HPFFDPL) This amber LED indicates that the associated engine primary fuel filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. c.
Secondary Fuel Filter High Differential Alarm Light (HSFFDPL)
This amber LED indicates that the associated engine secondary fuel filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. d. Primary Fuel Filter High Water Level Alarm Light (PFFHWLL) This amber LED indicates that the associated engine fuel filter has reached the high level of water accumulated in the bowl setpoint and needs to be inspected and the bowl drained. e. Oil Filter High Differential Alarm Light (HOFDPL) This amber LED indicates that the associated engine oil filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. f.
Air Filter High Differential Alarm Light (HAFDPL)
This amber LED indicates that the associated engine air filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. g. Fuel Tank High Level Alarm Light (HFTLL) This amber LED indicates that the PU common fuel tank has a high fuel level. The fuel transfer pump needs to be checked to ensure that it is not running to prevent overflowing the tank. h. Fuel Tank Low Level Alarm Light (LFTLL) This amber LED indicates that the common fuel tank level is low. Verify the fuel transfer pump is running and make-up fuel is being transferred to the PU. Both generator sets can be operated at full load in this condition for a maximum period of 10 minutes. The control system will automatically shut down operating generator sets and prevent restarting until the fuel level reaches the minimum allowable level.
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i.
Hydraulic Tank Low Level Shutdown Light (HTLLL)
This red LED indicates that the hydraulic fluid level is low. immediately. j.
The affected engine will shutdown
Generator Set Control (GSC +)
The GSC + provides control for the engine/generator and local monitoring for its associated generator set. All metering parameters are available from the GSC +. The GSC + monitors and controls many of the engine functions. Some of the more basic checks that the operator will be required to perform on a routine operating basis have been provided for convenience. k.
Generator Breaker Control Switch (BCSG1/G2)
These switches have momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. These switches are used for local generator breaker control, setting up the breaker for automatic operation, and disabling breaker operation. l.
Feeder Breaker Control Switch (BCSF1/F2)
These switches have momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. These switches are used for local feeder breaker control, setting up the breakers for automatic operation, and disabling breaker operation. m. Generator Over Current Relay (50/51G1/G2) There is a protective relay installed for each Generator Circuit Breaker (Gen 1 & Gen 2). Each microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection. n. Feeder Over Current Relay (50/51F1/F2) There is a protective relay installed for each Feeder Circuit Breaker (F1 & F2). Each microprocessorbased relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection.
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o. Emergency Stop Push Button (ESPB) This switch is the Emergency Stop Pushbutton. It shuts down the associated engine and prevents restarting of the associated engine. p. Engine Control Switch (ECS) These rotary snap switches have four maintained positions. The switch may be rotated 360° in either direction. The switch is used for local operation of the generator, setting up the generator for automatic operation, and disabling generator operation. q. Panel Light Switch (PLS) This switch is used to turn on the panel lights on the panel, used for nighttime operations. r.
Frequency Adjust Rheostat (FAR)
This device is a 10-turn potentiometer that is used to adjust the frequency during initial set up. s.
Voltage Adjust Rheostat (VAR)
This device is a 5-turn potentiometer that is used to adjust the voltage during initial set up. t.
Circuit Breaker CLOSED (RED) LED: •
Generator 1 (G1CL)
•
Generator 2 (G1CL)
•
Feeder 1 (F1CL)
•
Feeder 2 (F2CL)
This red LED indicates that its associated breaker is closed. u. Circuit Breaker OPEN (GREEN) LED •
Generator 1 (G1OL)
•
Generator 2 (G2OL)
•
Feeder 1 (F1OL)
•
Feeder 2 (F2OL)
This green LED indicates that its associated breaker is open.
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3.2.3.1.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
3.2.3.1.2.1
GSC+ GENERATOR SET CONTROL
The GSC+ provides control for the engine/generator and local monitoring for its associated generator set. All metering parameters are available from the GSC+. The GSC+ monitors and controls many of the engine functions. Some of the more basic checks that the operator will be required to perform on a routine operating basis have been provided for convenience. The GSC+ is covered in detail in the Caterpillar service manual. For further operational instructions on using the GSC+ see the Caterpillar (See RENR-1200 or later) manual (See Figure 3.2.3.1-1, Item 10). 3.2.3.1.2.1.1
FUNCTIONS
The GSC+ is designed to operate with a 24VDC battery system. The GSC+ monitors and controls many of the generator set functions. The functions and features of the GSC+ are: a. Provides generator AC output information including power metering. b. Controls starting and stopping of the engine based on the input from the Engine Control Switch (ECS), and/or the internal Programmable Logic Computer (RTU). c.
Shows engine condition and generator output information on two displays. These displays also show fault codes and GSC+ programming information.
d. Monitors the system for faults. If a fault occurs, the GSC+ performs a controlled fault shutdown or provides a fault alarm annunciation. The GSC+ uses indicators and displays to describe the fault to the operator. e. Contains programming features for the DPGDS system. 3.2.3.1.2.1.2
DISPLAYS
Upper Display: The primary function of the upper display is to show AC voltage, current and frequency information of the generator output. There are several options available. These options can be viewed one at a time by pressing the AC meter key on the keypad: •
Voltage (average), frequency, and current (total)
•
Voltage (line to line), frequency, or current on any phase
•
Current (line) for all three phases at once
•
Various fault codes for system faults. Caterpillar service manual.
For detailed information on fault codes refer to the
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Lower Display: The lower display shows values for power metering, engine parameters and the relay status. The left side of the lower display functions as a generator set power meter. The following functions scroll automatically: •
Total real power (kW)
•
Total reactive power (kVAR)
•
Percent of rated power
•
Power factor
•
Total energy output (kVA)
Briefly pressing the Power Meter keypad will cause the display to start scrolling. Pressing a second time will display the parameter continuously, indicated by the parameter label flashing. The right side of the lower display shows the value of certain engine parameters. The parameters shown are: •
System battery voltage (VDC)
•
Engine run time (Hours)
•
Engine speed (RPM)
•
Engine oil pressure (PSI)
•
Engine coolant temperature (°F)
The value of each of these parameters is shown for two seconds and then the display scrolls to the next parameter. A small pointer identifies the engine condition being displayed. When the Engine Meter key is depressed, the information screen stops scrolling and continuously displays the selected parameter.
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3.2.3.1.2.1.3
INDICATOR LIGHTS
The GSC+ indicators provide the information presented in Table 3.2.3.1.2.1.3-1 and Table 3.2.3.1.2.1.3-2. TABLE 3.2.3.1.2.1.3-1 GSC+ SHUTDOWN INDICATOR LIGHTS SHUTDOWN INDICATOR
COLOR
FUNCTION
LOW OIL PRESSURE
RED
Indicates that a low oil pressure shutdown fault has occurred.
EMERGENCY STOP
RED
Indicates the emergency stop has been initiated.
HIGH WATER TEMPERTURE
RED
Indicates that a high water temperature shutdown fault has occurred.
ENGINE OVERSPEED
RED
Indicates that an engine overspeed shutdown fault has occurred.
OVERCRANK
RED
Indicates that an engine overcrank shutdown fault has occurred.
TABLE 3.2.3.1.2.1.3-2 GSC+ WARNING INDICATOR LIGHTS WARNING INDICATOR
COLOR
FUNCTION
LOW COOLANT LEVEL
AMBER
Indicates the coolant level is low in the radiator overflow tank.
BATTLESHORT
AMBER
Indicates the Battleshort switch is in the Battleshort position
IN 50Hz MODE
AMBER
Indicates the GSC is operating in 50Hz mode.
RED
Indicates that a shut down fault has occurred
AMBER
Indicates a non-shutdown fault has occurred.
FAULT SHUTDOWN FAULT ALARM
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3.2.3.1.2.2
GENERATOR BREAKER CONTROL SWITCH (BCSG1/G2)
Figure 3.2.3.1.2.2-1 illustrates the Generator Breaker Control Switch (BCSG1). This switch has two momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for automatic operation, and disabling the breakers operation.
FIGURE 3.2.3.1.2.2-1
GENERATOR BREAKER CONTROL SWITCH (BCSG1)
TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the associated breaker and reveals a green target. Once released, the handle returns to the center position. CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the associated breaker and reveals a red target. Once released, the handle returns to the center position. The red target must be visible for automatic operation. PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the maintained position. The associated breaker trips, the green target appears, and the breaker cannot be reclosed until the handle is pushed back in. TABLE 3.2.3.1.2.2-1
CIRCUIT BREAKER INDICATORS This red LED indicates that its associated breaker is closed. BREAKER CLOSED LED (G1/G2CL) BREAKER OPEN LED (G1/G2OL)
This green LED indicates that its associated breaker is open.
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FIGURE 3.2.3.1.2.3-1
FEEDER BREAKER CONTROL SWITCH (BCSF1)
TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the associated breaker and reveals a green target. Once released, the handle returns to the center position. CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the associated breaker and reveals a red target. Once released, the handle returns to the center position. The red target must be visible for automatic operation. PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the maintained position. The associated breaker trips, the green target appears, and the breaker cannot be reclosed until the handle is pushed back in. TABLE 3.2.3.1.2.3-1
CIRCUIT BREAKER INDICATORS This red LED indicates that its associated breaker is closed. BREAKER CLOSED LED (F1/F2CL) BREAKER OPEN LED (F1/F2OL)
This green LED indicates that its associated breaker is open.
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3.2.3.1.2.4
GENERATOR OVER CURRENT RELAY (50/51G1/G2)
Figure 3.2.3.1.2.4-1 illustrates the Generator Over Current Relay. The microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the breaker. This relay monitors the common sensing return of their phase sensing current transformers. This provides the breaker with ground fault protection. GENERATOR OVER CURRENT RELAY
FIGURE 3.2.3.1.2.4-1 3.2.3.1.2.4.1
GENERATOR OVER CURRENT RELAY (50/51G1)
SETPOINTS
Set points are defined in Annex D and Chapter 5 of this manual. 3.2.3.1.2.4.2
LOCKOUT FUNCTIONS
When the Generator overcurrent relay senses either an overcurrent or short circuit fault, it trips open its associated breaker and places the associated engine in “Cooldown”. However in a multiple PU power plant, the overcurrent relay sends a signal to the PLC indicating a fault condition. The PLC turns off the Economizing Mode and prevents any offline generator from starting and locks out all respective breakers preventing them from re-closing either automatically or manually. The trip LED is on as long as the trip signal is sealed-in. As long as the trip is active, the generator will not start automatically and the control system will recognize the affected generator as being unavailable.
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3.2.3.1.2.5
FEEDER OVER CURRENT RELAY (50/51F1/F2)
Figure 3.2.3.1.2.5-1 illustrates the Feeder Over Current Relay. There is a protective relay installed for each Feeder Circuit Breaker (F 1 & F 2). Each microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection.
FEEDER OVER CURRENT RELAY
FIGURE 3.2.3.1.2.5-1 3.2.3.1.2.5.1
FEEDER OVER CURRENT RELAY (50/51F1)
SETPOINTS
Set points are presented in Annex D and Chapter 5 of this manual. 3.2.3.1.2.5.2
LOCKOUT FUNCTIONS
When the feeder overcurrent relay senses either an overcurrent or short circuit fault, it trips open its associated breaker. The overcurrent relay sends a signal to the PLC indicating a fault condition. This signal in turn locks out the respective breaker preventing it from closing. The trip LED is on as long as the trip signal is sealed-in. The lockout feature is used on all the distribution breakers. The lockout only affects the associated breaker.
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3.2.3.1.2.6
EMERGENCY STOP PUSH BUTTON (ESPB)
Figure 3.2.2.1.2.6-1 illustrates the Emergency Stop Push Button (ESPB). This switch shuts down the associated engine and prevents the restarting of its associated engine.
FIGURE 3.2.2.1.2.6-1
EMERGENCY STOP PUSHBUTTON (ESPB)
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3.2.3.1.2.7
ENGINE CONTROL SWITCH (ECS)
Figure 3.2.3.1.2.7-1 illustrates the Engine Control Switch (ECS). The ECS is a rotary snap switch that has four maintained positions. The switch may be rotated 360° in either direction. The switch is used for local operation of the generator, setting up the generator for automatic operation, and disabling generator operation. See Figure 3.2.3.1-1 for additional reference.
FIGURE 3.2.3.1.2.7-1
ENGINE CONTROL SWITCH (ECS)
OFF/RESET: Rotate handle until the switch arrow is pointing straight up. This position immediately turns off an operating generator set and prevents it from operating. If an alarm/fault LED on the GSC + module is on, placing the ESC in this position will clear the alarm/fault. NOTE:
Resetting the alarm/fault will not clear the cause; only reset the LED until the condition returns.
AUTO: Rotate handle until the switch arrow is pointing to the right. This position enables the generator to operate on controls received from the automatic control system. MANUAL: Rotate handle until the switch arrow is pointing straight down. This position will immediately start and run the associated generator up to the set voltage and frequency. STOP/COOLDOWN: Rotate handle until the switch arrow is pointing to the left. This position will immediately open the associated generator’s output breaker and place the generator in cool down (5 minutes). After the cool down period the engine shuts down.
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3.2.3.1.2.8
PANEL LIGHT SWITCH (PLS)
This switch is used to turn on the panel lights on the panel, used for nighttime operations. See Figure 3.2.3.1-1 for reference. 3.2.3.1.2.9
FREQUENCY ADJUST RHEOSTAT (FAR)
This device is a 10-turn potentiometer that is used to adjust the frequency during initial set up. See Figure 3.2.3.1-1 for reference. 3.2.3.1.2.10
VOLTAGE ADJUST RHEOSTAT (VAR)
This device is a 5-turn potentiometer that is used to adjust the voltage during initial set up. See Figure 3.2.3.1-1 for reference. 3.2.3.1.2.11
CIRCUIT BREAKER CLOSED (RED) LED
•
Generator 1 (G1CL)
•
Generator 2 (G2CL)
•
Feeder 1 (F1CL)
•
Feeder 2 (F2CL)
This red LED indicates that its associated breaker is closed. See Figure 3.2.3.1.2.2-1 for reference. 3.2.3.1.2.12
CIRCUIT BREAKER OPEN (GREEN) LED
•
Generator 1 (G1OL)
•
Generator 2 (G2OL)
•
Feeder 1 (F1OL)
•
Feeder 2 (F2OL)
This green LED indicates that its associated breaker is open. See Figure 3.2.3.1.2.2-1 for reference.
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3.2.3.2
MASTER CONTROL PANEL (MCP)
3.2.3.2.1
OVERVIEW OF CONTROLS AND INDICATORS
Figure 3.2.3.2.1-1 illustrates the Master Control Panel. The Master Control Panel contains all the controls common to both generators and for configuring the PU for either single or multiple PU operation. The MCP also provides the PU with the capability of manually synchronizing the onboard generators to a internal common bus. The operator controls the Tie Breaker from this section. This breaker also has an associated over current protective relay.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Synchroscope / Synchcheck Relay (SC/25M) Phase Rotation Test Light (PRL) Tie Over current Relay (50/51T) Tie Breaker Open (Green) LED (TOL) Tie Breaker Closed (Red) LED (TCL) Bus Voltage/Frequency Meter (BVFM) 50/60 Hertz Status Lights (50L/60L) DC Control Power Breaker (CBCP) Generator Mode Switch (GMS) Automatic Voltage Regulator Switch (AVRS)
FIGURE 3.2.3.2.1-1
11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
Breaker Control Switch, Tie (BCST) Master Start Enable Switch (MSES) System Status Light (SSL) Buzzer Silence Push Button (BSPB) Generator Overload Indicator Lights (OLG1/G2) Battle Short Switch (BSS) System Synchronizing Switch (SSS) Panel Lights Switch (PLS) System Mode Switch (SMS) Unit Selector Switch (USS) Unit Selector Indicators (USI)
MASTER CONTROL PANEL (MCP)
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The controls and indicators of the MCP as illustrated in Figure 3.2.3.2.1-1 are: a. Synchroscope/ Synchcheck Relay (SC/25M) This meter provides a digital representation of a synchroscope during manual synchronizing operations. There are 24 red LEDs arranged in a ring simulating the traditional 360° movement of an analog synchroscope. Only one LED is lit at a time indicating the phase difference between the incoming and running signals. The display will “rotate” clockwise or counter clockwise and fast or slow depending on the frequency difference between incoming and running signals. Once the incoming and running signals are synchronized, the ring LEDs will go out and the green triangular LEDs will be lit. The green triangular LEDs at 3 o’clock and at 9 o’clock indicate the status of the voltage. Red is out of allowed synchronizing range and green is in range. b. Phase Rotation Test Lights (PRL) Phase Rotation Lights are used for checking the load cables for proper phase rotation prior to placing a PU on a common power distribution bus. c.
TIE Overcurrent Relay (50/51T)
This microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). This relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection. d. Tie Breaker OPEN (GREEN) Indicator Light (TOL) This green indicator light indicates that its associated breaker is open. e. Tie Breaker CLOSED (RED) Indicator Light (TCL) This red indicator light indicates that its associated breaker is closed. f.
Bus Voltage/Frequency Meter (BVFM)
This meter provides a digital display of the system bus voltage during manual synchronizing operations. The upper display shows bus voltage while the lower display shows bus frequency. This meter uses 3 phase sensing and it may differ from the GSC + reading.
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g. 50/ 60 Hertz Indicator Lights (50L/60L) The 50/60HZ lights reflect the Frequency Selector Switch (FSS) position while there is no Unit Selection Indicators (USI) on. This is independent of the setup required to configure the GSC + and Digital Voltage Regulator (AVR). Once the Unit Selector Indicators (USI) light is on, the FSS has no effect on the 50/60Hz lights. The 50/ 60 Hertz Indicator Lights (50L/60L) is set whenever the Master Start Enable Switch (MSES) is cycled to set the USI lights. h. DC Control Power Breaker (CBCP) The DC Control Power Breaker is a push-pull breaker. The breaker supplies 24VDC control power to the PDC. To open the breaker, pull out on the round knob. To close the breaker, push in on the round knob. i.
Generator Mode Switch (GMS)
This switch is a two-position, maintained, switch. This switch is used to determine the generator load sharing method of operation. j.
Automatic Voltage Regulator Switch (AVRS)
This switch is a two-position, maintained, switch. This switch is used to determine which method of voltage control the automatic voltage regulator is in. k.
TIE Breaker Switch (BCST)
This switch is for the control of the Tie Breaker. This switch has two momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for automatic operation, and disabling breaker operation. l.
Master Start Enable Switch (MSES)
This switch is a spring-loaded, momentary, toggle switch. This multi function switch performs various functions, depending on the system configuration. Toggling the switch in either direction accomplishes the same function. m. System Status Light (SSL) This green LED is illuminated when its associated generator is ready for automatic operation and the System Mode Switch is in the Auto position. This device is actually four individual LED indicators, integrated into a single cluster housing. The individually colored LED’s are arranged Red, Green, Amber, and Green starting with the upper LED. n. Buzzer Silence Pushbutton (BSPB) This pushbutton silences the PU buzzer after a fault occurs. The pushbutton must be pressed for each individual alarm. Pressing and holding-in will not silence multiple alarms/faults. Silencing the PU buzzer also silences the Operator Remote Terminal (ORT) buzzer, but does not acknowledge the ORT critical alarms.
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o. Battle Short Switch (BSS) This switch is a two-position, maintained, toggle switch. This switch has a flip cover that will return the BSS to NORMAL when it is closed. p. System Synchronizing Switch (SSS) This switch is a four-position, maintained, switch. will manually synchronize to the system bus.
This switch is used to determine which generator
q. Panel Light Switch (PLS) This switch is used to turn on the panel lights on the panel, used for night time operations. r.
System Mode Switch (SMS)
This switch is a three-position, maintained, switch. This switch is used to determine the PU mode of operation. s.
Unit Selector Switch (USS)
This switch is a four-position, maintained, switch. This switch is used in conjunction with the Master Start Enable Switch (MSES) to select the identifier for multiple Power Units (PU)s and automatic operation. t.
Unit Selector Indicators (USI)
These four white indicators reflect each PU designation for power plant operation. The indicators are all off whenever the unit’s network ID has not been set. Depending on the position of the Unit Selector Switch (USS) when the Master System Enable Switch (MSES) is cycled, the associated LED will energize. These indicators provide positive indication that the control system has set the current setup parameters and the unit is starting operation. NOTE:
u.
In the MANUAL mode the indicators only reflect that the unit’s ID has been set; in AUTO mode, the control system will also proceed with a normal startup. Whenever the System Mode Switch (SMS) has been in the OFF position for 3 or more seconds the unit ID is cleared and the indicator is de-energized until the SMS is placed in MANUAL or AUTO and the MSES is cycled. G1 and G2 Overload Indicators (OLG1/G2)
These two red indicators reflect the status of Generator 1 and/or Generator 2 Overload condition. This is an alarm condition and the affected generator breaker will open immediately, after 2 minutes, or after 8 minutes depending on the severity of generator overload. The affected generator breaker will lockout and the generator will go into cool down mode until the condition is cleared.
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3.2.3.2.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
3.2.3.2.2.1
SYNCHROSCOPE/SYNCHCHECK RELAY (SC/25M)
Figure 3.2.3.2.2.1-1 illustrates the Synchroscope/ Synchcheck relay. This meter is located on Master Control Panel.
FIGURE 3.2.3.2.2.1-1
SYNCHRONIZING SCOPE METER (SC/25M)
This meter provides a digital representation of a synchroscope during manual synchronizing operations. There are 24 red LEDs arranged in a ring simulating the traditional 360° movement of an analog synchroscope. Only one LED is lit at a time indicating the phase difference between the incoming and running signals. The display will “rotate” clockwise or counter clockwise and fast or slow depending on the frequency difference between incoming and running signals. Once the incoming and running signals are synchronized, the ring LEDs will go out and the green triangular LEDs will be lit. The green triangular LEDs at 3 o’clock and at 9 o’clock indicate the status of the voltage. Red is out of allowed synchronizing range and green is in range.
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3.2.3.2.2.2
PHASE ROTATION TEST LIGHTS (PRL)
Figure 3.2.3.2.2.2-1 illustrates the Phase Rotation Test Lights. These two lights are used to assist in manually synchronizing.
FIGURE 3.2.3.2.2.2-1
PHASE ROTATION LIGHTS (PRL)
The phase rotation lights indicate the phase sequence of the system bus or improperly connected load cables. There are two independent indicators. One indicates an A-B-C sequence and the other indicates a C-B-A sequence. Under normal operating conditions the A-B-C sequence is proper. These indicators are used to verify all sources are operating on the same phase sequence, which is required for parallel operation. The indicators work along with an internally mounted phase sequence relay (device-47). The system bus must be energized from only one source at a time for the check to work properly.
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3.2.3.2.2.3
TIE OVERCURRENT RELAY (50/51T)
Figure 3.2.3.2.2.3-1 illustrates the Tie Overcurrent Relay. This microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N).
TIE OVERCURRENT RELAY
FIGURE 3.2.3.2.2.3-1
LOAD TIE OVERCURRENT RELAY (50/51T)
This relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection. 3.2.3.2.2.3.1
SETPOINTS
Set points for the Load Tie Overcurrent Relay are contained in Annex D and Chapter 5 of this manual.
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3.2.3.2.2.3.2
LOCKOUT FUNCTIONS
When the tie overcurrent relay senses either an overcurrent or short circuit fault, it trips open its associated breaker. The overcurrent relay sends a signal to the PLC indicating a fault condition. This signal in turn locks out the respective breaker preventing it from closing. The trip LED is on as long as the trip signal is sealed-in. The lockout feature is used on all the distribution breakers. The lockout only affects the associated breaker. 3.2.3.2.2.4
CIRCUIT BREAKER CLOSED (RED) LED (TCL)
This red LED indicates that the Tie Breaker is closed. 3.2.3.2.2.5
CIRCUIT BREAKER OPEN (GREEN) LED (TOL)
This green LED indicates that the Tie Breaker is open.
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3.2.3.2.2.6
BUS VOLTAGE/FREQUENCY METER (BVFM)
Figure 3.2.3.2.2.6-1 illustrates Bus Voltage/Frequency Meter (BVFM). This meter provides a digital display of the system bus voltage during manual synchronizing operations.
FIGURE 3.2.3.2.2.6-1
BUS VOLTAGE/FREQUENCY METER (BVFM)
The upper display shows bus voltage while the lower display shows bus frequency. This meter uses 3 phase sensing and it may differ from the GSC + reading.
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3.2.3.2.2.7
50/ 60 HERTZ INDICATOR LIGHTS (50L/60L)
Figure 3.2.3.2.2.7-1 illustrates the 50/60 Hertz Indicator Lights. The 50/60HZ lights reflect the Frequency Selector Switch (FSS) position while there is no Unit Selection Indicators (USI) on.
FIGURE 3.2.3.2.2.7-1
SYSTEM FREQUENCY STATUS LIGHTS (SFSL)
The 50/60HZ lights are independent of the setup required to configure the GSC + and Digital Voltage Regulator (AVR). Once the Unit Selector Indicators (USI) light is on, the FSS has no effect on the 50/60Hz lights. The 50/ 60 Hertz Indicator Lights (50L/60L) is set whenever the Master Start Enable Switch (MSES) is cycled to set the USI lights.
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3.2.3.2.2.8
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
Figure 3.2.3.2.2.8-1 illustrates the DC Control Power Circuit Breaker. This breaker controls the 24VDC control power for the PU.
FIGURE 3.2.3.2.2.8-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
The control power breaker is a 20-amp push-pull breaker. To open the breaker pull out on the breaker until the white ring is visible and the breaker sets in that position. To close the breaker push in on the breaker until it sets.
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3.2.3.2.2.9
GENERATOR MODE SWITCH (GMS)
Figure 3.2.3.2.2.9-1 illustrates the Generator Mode Switch (GMS). It is a two-position, maintained, switch. This switch is used to determine the generator load sharing method of operation.
FIGURE 3.2.3.2.2.9-1
GENERATOR MODE SWITCH (GMS)
UTILITY PARALLEL: Rotate the switch handle counter clockwise. This selects the method of loading for the PU generators to be controlled by the RTU. The RTU generates a voltage signal to set the loading levels for the generators on the PU. The generators may be loaded from 25% - 100%. This method is used only when operating in parallel with a utility or infinite bus. This places the PU into isochronous speed mode. PRIME POWER: Rotate the switch handle clockwise. This selects the method of load sharing to be equally distributed among the PU generators based on the system bus load. This is the normal operating position, and is used when the PU(s) are used as the main source of electrical power. This places the PU into isochronous load-share mode.
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3.2.3.2.2.10
AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
Figure 3.2.3.2.2.10-1 illustrates the Automatic Voltage Regulator Switch (AVRS). It is a two-position, maintained, switch. This switch is used to determine which method of voltage control the automatic voltage regulator is in.
FIGURE 3.2.3.2.2.10-1 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS) UTILITY PARALLEL: Rotate the AVRS to the “UTILITY PARALLEL” position. This places the AVR in power factor mode of operation. The VRS will maintain system power factor by adjusting its generator’s voltage. This position should only be used when operating on an infinite bus. PRIME POWER: Rotate the AVRS to the “PRIME POWER position. This position places the AVR in standard voltage droop operation. The AVR will maintain bus voltage based on 3% voltage droop. This is the normal operating position and is used whenever the PU is providing prime power.
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3.2.3.2.2.11
TIE BREAKER CONTROL SWITCH (BCST)
Figure 3.2.3.2.2.11-1 illustrates the Tie Breaker Control Switch (BCST). This switch has two momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for automatic operation, and disabling breaker operation.
TIE BREAKER CONTROL SWITCH
FIGURE 3.2.3.2.2.11-1 TIE BREAKER CONTROL SWITCH (BCST) TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the associated breaker and reveals a green target. Once released, the handle returns to the center position. CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the associated breaker and reveals a red target. When released, the handle returns to the center position. The red target must be visible for automatic operation. PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the maintained position. The associated breaker trips, the green target appears, and the breaker cannot be reclosed until the handle is pushed back in. TABLE 3.2.3.2.2.11-1
CIRCUIT BREAKER INDICATORS
BREAKER CLOSED LED (TCL)
This red LED indicates that its associated breaker is closed.
BREAKER OPEN LED (TOL)
This green LED indicates that its associated breaker is open.
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3.2.3.2.2.12
MASTER START ENABLE SWITCH (MSES)
Figure 3.2.3.2.2.12-1 illustrates the Master Start Enable Switch (MSES). This switch is a spring-loaded three-position, momentary toggle switch. This multi-function switch performs various functions, depending on the system configuration. Toggling the switch in either direction accomplishes the same function.
FIGURE 3.2.3.2.2.12-1 MASTER START ENABLE SWITCH (MSES) The switch functions are: a. With SMS in AUTO, initially it will set the PU ID and command the RTU to start and parallel both generators. b. With SMS in AUTO, the switch provides a local auto start for the PU generators. Cycling the switch will command the RTU to start an offline generator and parallel it to the system bus. c.
With SMS in MANUAL, it sets the PU ID allowing the ORT to monitor the system status.
d. With the SMS in OFF, the above functions will not occur. NOTE:
The switch resets generator silenced alarms or faults once the actuating alarm or fault clears.
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3.2.3.2.2.13
SYSTEM STATUS LIGHT (SSL)
Figure 3.2.3.2.2.13-1 illustrates the System Status Light (SSL). This indicator is comprised of four individual lights integrated into a single housing. The individually colored LED’s are arranged red, green, amber, and green starting with the upper LED.
FIGURE 3.2.3.2.2.13-1 SYSTEM STATUS LIGHT (SSL) The switch functions are: Located at the upper position on the housing. This LED indicates the presence of a Red: fault/shutdown condition. The LED flashing indicates a new un-silenced fault. Once the Alarm/Fault Buzzer has been silenced, the LED remains on solid. After the fault condition clears the LED extinguishes. Used in conjunction with the green LED’s, the operator can determine which associated generator has the active fault. Located at the left and right positions on the housing. These LED’s indicate the status of Green: their respective generators (left for Gen. 1, right for Gen. 2). A solid-on LED indicates that that the associated generator is ready for operation and has no active alarms or faults. A flashing LED indicates that that generator has an active alarm or fault. Used in conjunction with the amber and red LED’s, the operator can determine whether the associated generator has an active alarm and/or fault. Located at the lower position on the housing. This LED indicates the presence of an alarm Amber: condition. The LED flashing indicates a new un-silenced alarm. Once the Alarm/Fault Buzzer has been silenced, the LED remains on solid. After the alarm condition clears the LED extinguishes. Used in conjunction with the green LED’s, the operator can determine which associated generator has the active alarm.
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3.2.3.2.2.14
BUZZER SILENCE PUSHBUTTON (BSPB)
Figure 3.2.3.2.2.14-1 illustrates the Buzzer Silence Pushbutton (BSPB). silence the audible buzzer whenever an alarm or fault signal is activated.
This pushbutton is used to
FIGURE 3.2.3.2.2.14-1 BUZZER SILENCE PUSHBUTTON (BSPB) The pushbutton will only acknowledge one alarm or fault at a time. Multiple alarms and faults require the operator to press the pushbutton to silence each active alarm or fault. The operator cannot press the button beyond the number of active alarms and faults. The buzzer works in conjunction with the System Status Light (SSL). Whenever the amber or red light is flashing the buzzer is activated. Once the alarm is silenced the buzzer de-energizes and the amber or red light stays on solid until the condition clears. The pushbutton also silences the ORT buzzer if there are no other active alarms or faults on the ORT network.
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3.2.3.2.2.15
BATTLE SHORT SWITCH (BSS)
Figure 3.2.3.2.2.15-1 illustrates the Battle Short Switch (BSS). This switch is a two-position, maintained, toggle switch. This switch has a flip cover that returns the BSS to NORMAL when it is closed.
FIGURE 3.2.3.2.2.15-1 BATTLESHORT SWITCH (BSS) The switch settings are: ON:
Lifting the flip cover and toggling the switch up places the PU in Battle Short mode. This disables all shutdowns except: a. Over speed b. Generator Basler Over Current Protection Relays c.
NORMAL:
Emergency Stop
Closing the flip lid or toggling the switch down. This enables all shutdowns.
NOTE: The BSS will also disable the generator overload alarms and shutdown. The ORT buzzer and PU horn cannot be silenced once the two-minute overload alarm has initiated due to overload condition above 502 kW.
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3.2.3.2.2.16
SYSTEM SYNCHRONIZING SWITCH (SSS)
Figure 3.2.3.2.16-1 illustrates the System Synchronizing Switch (SSS). This switch is a four-position, maintained, switch. This switch is used to determine which generator will manually synchronize to the system bus.
FIGURE 3.2.3.2.2.16-1 SYSTEM SYNCHRONIZING SWITCH (SSS) The switch settings are: GEN. 1: Rotate the switch handle counterclockwise until the switch arrow is pointing at the GEN.1 position. This selects generator 1 as the incoming source and the system bus as the running source. The generator voltage and frequency are monitored from the left GSC+ module, Generator 1. System bus voltage and frequency are visible on the Bus Voltage/Frequency meter (BVFM). Synchronizing is done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling). OFF: Rotate the switch handle clockwise, from GEN.1, or counterclockwise, from GEN.2, until the switch arrow is pointing straight up. This position prevents the generator breakers from being closed manually even if synchronized with the bus. Both the Synchroscope/Synchcheck Relay (52/25M) and Bus Voltage/Frequency meter (BVFM) meters are off. GEN. 2: Rotate the switch handle clockwise until the switch arrow is pointing at the Bus Voltage/Frequency meter (BVFM) position. This selects generator 2 as the incoming source and the system bus as the running source. The generator voltage and frequency are monitored from the right GSC+ module, Generator #2. System bus voltage and frequency are visible on the Bus Voltage/Frequency meter (BVFM). Synchronizing is done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling). TIE: Rotate handle clockwise until the switch arrow is pointing at the TIE position. This selects the system bus (Online Generator(s)) as the running source and the Tie bus (Tie Output) as the incoming source. Tie Bus voltage is displayed on the BVFM. Synchronizing is done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling).
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3.2.3.2.2.17
PANEL LIGHT SWITCH (PLS)
Figure 3.2.3.2.2.17-1 illustrates the Panel Light Switch (PLS). This switch is used to turn on the panel lights on the panel, used for nighttime operations.
FIGURE 3.2.3.2.2.17-1 PANEL LIGHT SWITCH (PLS)
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3.2.3.2.2.18
SYSTEM MODE SWITCH (SMS)
Figure 3.2.3.2.18-1 illustrates the System Mode Switch (SMS). This switch is a three-position, maintained, switch. This switch is used to determine the PU mode of operation.
FIGURE 3.2.3.2.2.18-1 SYSTEM MODE SWITCH (SMS) The switch settings are: MAN: Rotate the switch handle counterclockwise until the switch arrow is pointing at the MAN position. This selects the PU for manual operation when the MSES is cycled. NOTE:
In this position, all generator and breaker control commands must be done from the PU control panels. The ORT can only monitor the power plant.
OFF: Rotate the switch handle clockwise from MAN, or counterclockwise from AUTO, until the switch arrow is pointing straight up. This position prevents the generators from closing their breakers to the system bus in either AUTO or MAN. It also will remove either PU generator from the bus and place it in cooldown if it was in AUTO. Finally, this removes the associated PU from the controlling network and releases that PUs (ID) for re-addressing. AUTO: Rotate the switch handle clockwise until the switch arrow is pointing at the AUTO text. This selects the PU for automatic operation when the MSES is cycled. NOTE:
In this position, operational control of the generators is through the onboard RTU via the ORT.
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3.2.3.2.2.19
UNIT SELECTOR SWITCH (USS)
Figure 3.2.3.2.2.19-1 illustrates the Unit Selector Switch (USS) and the Unit Selection Indicator (USI). This switch is a four-position, maintained, switch. This switch is used in conjunction with the MSES to select the identifier for multiple PUs and automatic operation.
FIGURE 3.2.3.2.2.19-1 UNIT SELECTOR SWITCH (USS) & UNIT SELECTOR INDICATORS (USI)
WARNING ONLY ONE PU MAY BE SELECTED TO ANY ONE USS POSITION DURING MULTIPLE PU OPERATIONS. OPERATING WITH MORE THAN ONE UNIT AT THE SAME ID MAY CAUSE UNSAFE AND ERRATIC OPERATIONAL CONDITIONS.
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“A”: This position selects the PU to be identified as PU ‘A’. This designates this PU as the master unit. It coordinates the operation of the other online Units. In single unit operation this is the position required for the PU to operate properly in automatic. “B”: This position selects the PU to be identified as PU ‘B’. This designates this PU a slave unit. It operates independently except during the generator economizing and dead bus closure when it requires commands or permissive from the ‘A’ PU. This PU should be the second PU from the left in the physical lineup. “C”: This position selects the PU to be identified as PU ‘C’. This designates this PU a slave unit. It operates independently except during the generator economizing and dead bus closure when it requires commands or permissive from the ‘A’ PU. This PU should be the third PU from the left in the physical lineup. “D”: This position selects the PU to be identified as PU ‘D’. This designates this PU a slave unit. It operates independently except during the generator economizing and dead bus closure when it requires commands or permissive from the ‘A’ PU. This PU should be the fourth and last PU from the left in the physical lineup. NOTE:
There can only be one PU with the designation “A”, “B”, “C” or “D”.
3.2.3.2.2.20
UNIT SELECTOR INDICATORS (USI)
These four white indicators illustrated in the Figure 3.2.3.2.2.19-1, reflect the unit selection of the PU during operation. The indicators are off whenever the unit’s network ID has not been set. Depending on the position of the Unit Selector Switch (USS) when the Master System Enable Switch (MSES) is cycled, the associated LED will energize. These indicators provide positive indication that the control system has energized the current setup parameters and the unit is starting operation. NOTE:
In MANUAL mode the indicators only reflect that the unit’s ID has been set; in AUTO mode, the control system will also proceed with a normal startup. Whenever the System Mode Switch (SMS) has been in the OFF position for 3 or more seconds the unit ID is cleared and the indicator is de-energized until the SMS is placed in MANUAL or AUTO and the MSES is cycled.
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3.2.3.2.2.21
FREQUENCY SELECTOR SWITCH (FSS)
Figure 3.2.3.2.2.21-1 illustrates the Frequency Selector Switch (FSS). This switch is located inside the Master Control Panel cabinet. It is a two-position, lever lock toggle switch. The lever lock feature provides the switch with a positive position lock. This switch is only functional while the USI status indicators are off. For the RTU to recognize a change, place the SMS in OFF until the PU status indicators flash, then select MAN or AUTO and cycle the MSES.
FIGURE 3.2.3.2.2.21-1 FREQUENCY SELECTOR SWITCH (FSS) The settings are: 60HZ: Pull out on the handle and toggle the switch down. This sends a signal to the RTU that it uses to load the operating parameters for 60-Hertz operations. 50HZ: Pull out on the handle and toggle the switch up. This sends a signal to the RTU that it uses to load the operating parameters for 50-Hertz operations. NOTE:
When changing from 50 Hz to 60 Hz refer to Section 5.9.2.
NOTE:
When changing from 60 Hz to 50 Hz refer to Section 5.9.3.
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3.2.3.2.2.22
ALARM/FAULT BUZZER
Figure 3.2.3.2.2.22-1 illustrates the Alarm/Fault Buzzer. The buzzer is located at the top center of the Master Control Panel door. The buzzer actuates whenever the control system sees a new alarm or fault activated. The buzzer will remain on as long as there is an un-silenced alarm or fault. Pressing the Silence pushbutton for each active alarm or fault silences the buzzer. The buzzer may also be silenced from a networked ORT.
FIGURE 3.2.3.2.2.22-1 ALARM/FAULT BUZZER Table 3.2.3.2.2.22-1and Table 3.2.3.2.2.22-2 presents the alarms and faults that activate the buzzer.
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BUZZER ACTIVATION BY ALARM ALARMS ACTIVATING BUZZER HIGH COOLANT TEMPERATURE LOW COOLANT TEMPERATURE LOW OIL PRESSURE ECM CONTROL LOW BATTERY VOLTAGE UNDER FREQUENCY OVER FREQUENCY UNDER VOLTAGE OVER VOLTAGE REVERSE POWER FREQUENCY SENSING LOW FUEL LEVEL LOAD SHARING ALARM GENERATOR OVERLOAD
TABLE 3.2.3.2.2.22-2
BUZZER ACTIVATION BY FAULT FAULTS ACTIVATING BUZZER HIGH COOLANT TEMPERATURE EMERGENCY STOP LOW OIL PRESSURE OVERCRANK OVERSPEED UNDER FREQUENCY OVER FREQUENCY UNDER VOLTAGE OVER VOLTAGE REVERSE POWER FREQUENCY SENSING LOW FUEL LEVEL NEUTRAL GROUND RESISTOR (NGR) PHASE TIME OVERCURRENT
PHASE INSTANTANEOUS OVERCURRENT (SHORT CIRCUIT) GROUND TIME OVERCURRENT GROUND INSTANTANEOUS OVERCURRENT (GROUND FAULT) ORT IMMEDIATE STOP GENERATOR OVERLOAD
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GENERATOR OVERLOAD INDICATORS (OLG1/G2)
Figure 3.2.3.2.23-1 illustrates the Generator 1 and Generator 2 Overload indicators. The red indicator lights are located near the center of the Master Control Panel door. Indicator shows Generator 1 and/or Generator 2 overload condition. The alarm buzzer will also be activated. The indicators will remain illuminated as long as there is an overload condition. There are three levels of alarms and timers. See Section 3.12.3.13. PDC AND ORT LOAD LIMIT SOFTWARE for a detailed description of alarms and PLC function.
FIGURE 3.2.3.2.23-1
GENERATOR OVERLOAD INDICATORS (OLG1/G2)
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3.2.3.3
CONTROL DEVICES
The following control devices are located within the interior panels of the Primary Distribution Center (PDC), and control the generators, automatic operations, load sharing and internal communications: •
Speed and Phase Matching Automatic (SPMA)
•
Load Share Module (LSM)
•
Programmable Logic Circuit & Input/Output (RTU & I/O)
•
Ethernet Hub
•
Protocol Communication Module (PCM)
•
Customer Communication Module (CCM)
These devices are described in the following sections.
3.2.3.3.1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
Figure 3.2.3.3.1-1 illustrates the Speed and Phase Matching Automatic (SPMA). This solid-state device provides the automatic speed-matching synchronizing of its associated generator. There are two units provided, one for each generator. They are located on the Master Control Panel (MCP) rear interior door.
FIGURE 3.2.3.3.1-1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
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3.2.3.3.2
LOAD SHARE MODULE (LSM)
Figure 3.2.3.3.2-1 illustrates the Load Share Module (LSM). This solid-state device provides the automatic load-sharing feature between multiple generators in the system lineup. There are two units provided, one for each generator. They are located on the Master Control Panel (MCP) rear interior door.
FIGURE 3.2.3.3.2-1
LOAD SHARE MODULE (LSM)
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3.2.3.3.3
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
Figure 3.2.3.3.3-1 illustrates the Programmable Logic Circuit & Input/Output (RTU & I/O). This microprocessor based controller and its associated input/output modules are located on the MCP interior swing out door. The RTU provides the control logic for automatic operation. Additionally, it retrieves all operating parameters from both GSC+ modules on the PU and provides networked controlling between multiple Power Units. During Manual operations the RTU only provides monitoring capability. During automatic operations, the RTU provides all control algorithms for the various control routines within the PU system. It also allows the ORT to function with the PU(s).
REMOTE TERMINAL UNIT (RTU)
DIM 2
DIM 1
DIM 3
DOM 1
FIGURE 3.2.3.3.3-1
DOM 2
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
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ETHERNET HUB
Figure 3.2.3.3.4-1 illustrates the Ethernet Hub. This micro-hub provides the networking capability used by the Power Units and the ORT. The hub is a 5-port unit with the 5th port being used for up linking to another PU. This device is located on the MCP interior swing out door.
FIGURE 3.2.3.3.4-1
ETHERNET HUB
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3.2.3.3.5 PROTOCOL COMMUNICATION MODULE (PCM) & CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM) Figure 3.2.3.3.5-1 illustrates the Protocol Communication Module (PCM). This micro-controller constantly polls the Caterpillar Customer Communication Module (CCM) for the parameters required by the control system. These parameters are then converted from their Caterpillar M5X protocol to Modbus addresses and stored on board for access by the RTU. This device is located on the MCP interior swing out door. It is installed below the CCM.
CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM)
PROTOCOL COMMUNICATION MODULE (PCM)
FIGURE 3.2.3.3.5-1
CUSTOMER COMMUNICATION MODULE (CCM)
Figure 3.2.3.3.5-1 illustrates the Customer Communication Module (CCM). This Caterpillar device polls the GSC(s) for the parameters requested by the CCM. It translates the M5X requests to Data link requests and retranslates the responses to M5X for the PCM to process. This component is located on the MCP interior swing out door.
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3.2.3.3.6
POWER CONVERTER (P15)
Figure 3.2.3.3.6-1 illustrates the Power Converter (P15). P15 converts 24VDC to 15VDC for use by the PCM. It is located on the MCP interior swing out door.
POWER CONVERTER (P15)
FIGURE 3.2.3.3.6-1
POWER CONVERTER (P15)
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3.2.3.3.7
TRANSDUCER
3.2.3.3.7.1
TRANSDUCER (XD)
Figure 3.2.3.3.7.1-1 illustrates the Transducer (XD). This device converts the 4-20mA output from the RTU to a 0-3VDC signal for use by the LSM during base load operations. It is located on the MCP interior swing out door. TRANSDUCER (XD)
FIGURE 3.2.3.3.7.1-1
TRANSDUCER (XD)
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3.2.3.3.8
AUTOMATIC VOLTAGE REGULATOR (AVR)
Figure 3.2.3.3.8-1 illustrates the Automatic Voltage Regulator (AVR). This device regulates the generator voltage during all operations. It will maintain a 3% droop of the voltage from 0% to 100% load. During operations on an infinite bus (Utility Parallel) the regulator maintains system power factor. The generator operating voltage is adjustable using the potentiometer (VAR) on the Generator 1 (GCP) or Generator 2 (GCP). The regulator is located on the interior of the generator section doors, one regulator per generator.
FIGURE 3.2.3.3.8-1
AUTOMATIC VOLTAGE REGULATOR (AVR)
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3.2.3.3.9
AC TRANSFORMER BOX (ATB)
Figure 3.2.3.3.9-1 illustrates the AC Transformer Box (ATB). This device converts potential transformer and current transformer signals to levels useable by the GSC + module. The ATB also provides fused protection for the potential transformer signals. This device is located on the interior GCP door.
FIGURE 3.2.3.3.9-1
AC TRANSFORMER BOX (ATB)
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3.2.3.3.10
INSTRUMENT TRANSFORMERS
There are two types of Instrument Transformers, the Potential Transformer (PT), and Current Transformer (CT). Figure 3.2.3.3.10-1 illustrates Potential Transformers. The Potential Transformers are used to step the 4160/3800VAC down to 120/110VAC respectively for use by the PU control system. The transformers are located behind the interior cover plates on the PDC. For the location of the various PT see FO-17, FO-20 and FO-29.
FIGURE 3.2.3.3.10-1
POTENTIAL TRANSFORMERS
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Figure 3.2.3.3.10-2 illustrates the Current Transformers. The Current Transformers are used to step the various current level primaries down to 5-amp secondary for use by the control system. The transformers are located behind the cover plates on the PDC. For the location of the various CT see FO-17, FO-20 and FO-29.
G1 BREAKER (CT)
G2 FEEDER (CT) LOAD TIE (CT)
FIGURE 3.2.3.3.10-2
CURRENT TRANSFORMER
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3.2.3.3.11
CIRCUIT BREAKERS – GENERATOR, FEEDER AND TIE
Figure 3.2.3.3.11-1 illustrates the Generator, Feeder and Tie Circuit Breakers. The breakers used in the PDC are actually medium voltage vacuum contactors. To ensure consistency of the discussion throughout the manual they are referred to as Breakers. These components use 120VAC as control voltage for opening and closing. All breakers require a constant 120VAC signal to stay closed except for the Tie Breaker. The Tie Breaker has a mechanical latching device to keep it closed even when the PU is off. The Tie Breaker also requires 120VAC to open, which is available from either side of the Tie Breaker. The breakers are located behind the cover plates inside the PDC.
Generator Breaker
Feeder Breaker
Tie Breaker
FIGURE 3.2.3.3.11-1
GENERATOR, FEEDER AND TIE CIRCUIT BREAKERS
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3.3
POWER UNIT (PU) HOUSING
The major components of the Power Unit (PU) housing are: •
Access Doors and Access Covers
•
Plenum Assembly Screens
•
Panels
•
Bottom Plate Assembly
•
Battery Box Assembly
•
Fuel Tank and Hydraulic Tanks
•
Muffler Assembly
3.3.1
ACCESS DOORS AND ACCESS COVERS
Figure 3.3.1-1 illustrates the Access Doors and Access Covers. The Access Doors and Access Covers, and mounting hardware are the same for both the street-side and curbside of the MEP-PU-810A and MEP-PU-810B.
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FIGURE 3.3.1-1
MEP-PU-810A/ B ACCESS DOORS AND COVERS
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3.3.2
PLENUM ASSEMBLY SCREENS
3.3.2.1
TOP PLENUM SCREENS
Figure 3.3.2.1-1 illustrates the Top Plenum Screens. The Top Plenum Screens are the same for both the MEP-PU-810A and MEP-PU-810B. The Top Plenum Screens are easily removable for maintenance.
FIGURE 3.3.2.1-1
MEP-PU-810A/B TOP PLENUM SCREENS
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3.3.2.2
BOTTOM PLENUM SCREENS
Figure 3.3.2.2-1 illustrates the Bottom Plenum Screens. The Bottom Plenum Screens are the same for both the MEP-PU-810A and MEP-PU-810B. The Bottom Plenum Screens are easily removable for maintenance.
FIGURE 3.3.2.2-1
BOTTOM PLENUM SCREENS
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3.3.3
PANELS
3.3.3.1
SIDE PANELS
Figure 3.3.3.1-1 illustrates the Side Panels. The Side Panels are the same for both the MEP-PU-810A and MEP-PU-810B. The Side Panels are easily removable for maintenance.
FIGURE 3.3.3-1
SIDE PANEL
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3.3.3.2
TOP PANEL
Figure 3.3.3.2-1 illustrates the Top Panel. The Top Panel is the same for both the MEP-PU-810A and MEP-PU-810B. The Top Panel is easily removable for maintenance.
FIGURE 3.3.3.2-1
TOP PANEL
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3.3.4
BOTTOM PLATE ASSEMBLY
Figure 3.3.4-1 illustrates the Bottom Plate Assembly. The Bottom Plate Assembly is the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.4-1
BOTTOM PLATE ASSEMBLY
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3.3.5
BATTERY BOX ASSEMBLY
Figure 3.3.5-1 illustrates the Battery Box Assembly. The Battery Box Assembly is the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.5-1
BATTERY BOX ASSEMBLY
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3.3.6
FUEL TANK AND HYDRAULIC TANKS
Figure 3.3.6-1 illustrates the Fuel Tank and Hydraulic Tanks. The Fuel Tank and Hydraulic Tanks are the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.6-1
FUEL TANK AND HYDRAULIC RESERVOIRS
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3.3.7
MUFFLER ASSEMBLY
Figure 3.3.7-1 illustrates the Muffler Assembly. The Muffler Assembly is the same for both the MEP-PU810A and MEP-PU-810B.
FIGURE 3.3.7-1
MUFFLER ASSEMBLY
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3.4
DIRECT CURRENT (DC) ELECTRICAL SYSTEM
The DC electrical system consists of the relays, solenoids, motors, indicators, batteries and other components that combine to start, stop, control, and monitor the MEP-PU-810 Power Unit. The major components of the Direct Current (DC) System are: •
Battery Bank
•
Battery Cables
•
Battery Charger (BC)
•
DC Wiring Harnesses
•
Battery Bank DC Tie Switch (DCT)
•
Starter Motor
•
Starter Solenoid
•
External Fuel Transfer Pump
•
DC Control Power Circuit Breaker (CBCP)
•
DC Panel Light Bulbs and Fault Indicator Lights
•
Battery Slave Receptacle
3.4.1
BATTERY BANK
Figure 3.4.1-1 illustrates the two 24VDC Battery Banks. Each Battery is Maintenance Free. The two 24VDC Battery Banks may be disconnected and removed during storage. The two 24VDC Battery Banks are located on the front of the PU directly above the fuel tank, as shown in Figures 2.1-3 and Figure 2.1-6 from the MEP-PU-810A and MEP-PU-810B versions respectively. A Tie Switch is provided in the event of low charge battery starts. See Figure 3.4.4 -1.
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FIGURE 3.4.1-1
POWER UNIT BATTERY ASSEMBLY
The batteries are series connected so that 24 volts is supplied for starting and other battery functions. Battery charging is accomplished using one battery charger per generator battery bank. The battery chargers receive their power from the Station Power Transformer or shore power connection. 24VDC control power is provided from Generator 1 or Generator 2 battery bank. The DC electrical control system is designed to seek the best DC source between the two battery banks to prevent interruption of control power when starting the engines. A 24VDC circuit breaker is provided for the control power to allow shutdown of 24VDC control power system during maintenance operations. 3.4.2
BATTERY CABLES
Figure 3.4.1-1 illustrates the battery bank and battery cables. The battery cables connect the battery to the starter motor.
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3.4.3
BATTERY CHARGER
Figure 3.4.3-1 illustrates the MBC6X-24V-20A-LA model battery charger. The Battery Charger is a constant voltage, automatic mode switch, two-rate (float-equalize), current limited, and regulated (line compensated) battery charger. This model is specifically designed for charging batteries used for high intermittent loads such as engine starting. The charger provides automatic fast recharge with minimum long-term water consumption.
AC INPUT CIRCUIT BREAKER
FIGURE 3.4.3-1
DC OUTPUT CIRCUIT BREAKER
BATTERY CHARGER
In normal operation, when power is first applied, the charger will normally supply its full rated current in the equalize mode, as indicated by the charger ammeter. The current will remain at the current limit value until the battery approaches full charge. It will then taper down toward 50% of rated current and then drop to zero indicating the battery is charged and the charger has switched to float mode. The charger will then begin to supply whatever current is required by battery leakage and external loads. When a drain is put on the battery or A.C. power is interrupted, the charger will switch to “Equalize” and produce high charge current until the battery is again charged. When connected to a fully discharged battery the charger will supply its rated current for the time required to charge the battery. This time in hours will be the capacity of the battery in ampere-hours divided by the current rating of the charger. A very discharged battery can cause charger shutdown (if its terminal voltage is less than + 5.0 volts) for up to several hours before high charge currents begin to occur.
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There are no field adjustments to make on this charger. The only adjustable device is the float voltage adjustment on the regulator PC board, which is factory set using precision equipment. For maintenance instructions refer to Chapter 9, Section 9.4.3. 3.4.4
DC TIE SWITCH
Figure 3.4.4-1 illustrates the battery bank DC Tie Switch. The DC Tie Switch closes to parallel the two battery banks together when additional cranking power is needed for starting either generator set.
FIGURE 3.4.4-1
DC TIE SWITCH
The DC Tie Switch is located above and centered between the two hydraulic fluid reservoirs, next to the NATO Slave Receptacle. The DC Tie Switch is a two-position switch that is normally in the “OFF” position, thereby setting the batteries into independent configurations. When the NATO Slave Receptacle is used for starting or charging, the switch must be turned to the “ON” position to start the curbside generator or charge its batteries.
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STARTER MOTOR
Figure 3.4.6-1 illustrates the starter motor. The Starter Motor is used on the engine and rotates the engine until combustion occurs and the engine turns on its own. STARTER SOLENOID STARTER MOTOR
FIGURE 3.4.6-1 3.4.7
STARTER MOTOR AND STARTER SOLENOID
STARTER SOLENOID
Figure 3.4.6-1 illustrates the Starter Solenoid. flywheel.
The Starter Solenoid engages the starter motor to the
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3.4.8
FUEL TRANSFER PUMP
Figure 3.4.8-1 illustrates the Fuel Transfer Pump. The Fuel Transfer Pump is 24VDC, 1/3 hp, 2.25 GPM and works in conjunction with the Fuel Level Float Switches and Fuel Transfer Solenoid Valve. There are two versions of the transfer pump assembly. Both are interchangeable.
FIGURE 3.4.8-1
FUEL TRANSFER PUMP
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3.4.9
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
Figure 3.4.9-1 illustrates the DC Control Power Circuit Breaker. The DC Control Power Circuit Breaker is used to energize or de-energize the PU 24VDC control power.
FIGURE 3.4.9-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
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3.4.10
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
Figure 3.4.10-1 illustrates the DC panel light bulbs and fault indicator lights.
PANEL LIGHTS
FAULT INDICATOR LIGHTS
FIGURE 3.4.10-1 3.4.11
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
BATTERY SLAVE RECEPTACLE
A NATO slave receptacle conforming to MS52131 is provided and connected to the starting batteries to allow connection of an external battery pack. The receptacle is located on the front external wall of the PU. The receptacle is provided with a protective cap secured by lanyard to the PU. See Figure 3.4.4-1 for reference.
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3.5
ALTERNATING CURRENT (AC) ELECTRICAL SYSTEM
The major components of the AC electrical system are: •
Station Power Transformer
•
208/120VAC Receptacles
•
Wiring Harnesses
•
Power Panel Board
•
Alternator
•
Medium Voltage Output Terminal, Parallel Output
•
Medium Voltage Output Terminal, Feeder Output
•
Surge Arrestors
•
Shore Power
•
Circuit Breakers
3.5.1
STATION POWER TRANSFORMER
Figure 3.5.1-1 illustrates the station power transformer, which is rated at 15kVA, and is provided for each PU. It provides power within the Power Unit to the interior lighting, battery chargers, and convenience receptacles. The transformer is 4160/2400VAC primary and 208/120VAC secondary connected to a distribution panel board. The secondary output is 208/120VAC 4 wire. The transformer is fuse protected on the primary side of the transformer.
STATION POWER TRANSFORMER
FIGURE 3.5.1-1
STATION POWER TRANSFORMER
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3.5.2
208/120VAC RECEPTACLES WARNING
DO NOT USE 208/120 RECEPTACLES FOR BACKFEEDING POWER. DAMAGE TO PERSONNEL AND EQUIPMENT COULD RESULT. Figure 3.5.2-1 illustrates the 208/120VAC receptacles. One 208VAC, 3 phase, 60 amp, 5 wire, receptacle and four (4) 115VAC, 20 amp receptacles have been included on the PU. The Station Power Transformer powers these receptacles. The receptacles are protected from damage during transit. The 60 Amp 3 phase receptacle is a Class L Connector. It is supplied with a protective cap with a chain tethering the cap to the receptacle. The exterior 115VAC receptacles are weatherproof and are ground fault protected. The receptacles are located on the street-side of the Power Unit.
FIGURE 3.5.2-1 3.5.3
208/120VAC EXTERIOR RECEPTACLES
WIRING HARNESSES
The wiring harnesses connect AC electrical power generation and control system components to their associated components.
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3.5.4
POWER PANEL BOARD
Figure 3.5.4-1 illustrates the Power Panel Board. The Power Panel Board provides circuit overcurrent protection (Circuit Breakers), for the internal PU, AC electrical system components, i.e., battery chargers, lights and convenience receptacles.
FIGURE 3.5.4-1
POWER PANEL BOARD
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3.5.5
SR4B ALTERNATOR
Figure 3.5.5-1 illustrates the SR4B Alternator. The SR4B is a three-phase, alternating current and brushless type generator. It is a four-pole design. The stationary main armature bolts to the engine flywheel housing. A flexible plate type coupling connects the rotor shaft to the engine flywheel. The rotating main field is keyed directly to the rotor shaft. The alternator is self-ventilated with air entry through screened openings at the rear of the alternator and air discharge through screened openings at the drive-coupling end. The fan attaches to the rotor shaft. A bearing supports the exciter end of the rotor shaft.
FIGURE 3.5.5-1
SR4B ALTERNATOR
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3.5.7
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
Figure 3.5.7-1 illustrates the Tie Output Terminal Box, which is located on the curb-side of the Primary Distribution Center (PDC. The Tie Output Terminals are Phase A, Phase B, Phase C and Neutral, and are used to connect the Power Unit to the load.
FIGURE 3.5.7-1 3.5.8
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
MEDIUM VOLTAGE OUTPUT TERMINAL, FEEDER OUTPUT
Figure 3.5.8-1 illustrates the Feeder Output Terminal Box, which is located on the street-side of the Primary Distribution Center (PDC. The Feeder Output Terminals are two sets of Phase A, Phase B, Phase C outputs, and are used to connect the Power Unit to the load.
FIGURE 3.5.8-1
MEDIUM VOLTAGE FEEDER OUTPUT TERMINAL
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3.5.9
SURGE ARRESTORS (SA1, SA2 SA3)
Figure 3.5.9-1 illustrates the high voltage Surge Arrestors, which are located within the Primary Distribution Center (PDC) cabinet.
FIGURE 3.5.9-1
SURGE ARRESTORS (SA1, SA2 SA3)
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3.5.10
SHORE POWER
Figure 3.5.10-1 illustrates a Shore Power Connection (Plug). Two Battery Charger Shore Power Plugs are provided for powering the battery charger(s) from an external 120/110VAC power source. BATTERY CHARGER SHORE POWER PLUG
FIGURE 3.5.10-1
SHORE CONNECTION FOR BATTERY CHARGERS
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3.5.11
CIRCUIT BREAKERS
Figure 3.5.11-1 illustrates the Generator Circuit Breaker (upper breaker), and Feeder Circuit Breaker (lower breaker) within the PDC.
FIGURE 3.5.11-1
CIRCUIT BREAKERS
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3.6
FUEL SYSTEM
The DPGDS Fuel System discussion addresses the following topics: •
Fuel System Description
•
Fuel System Components
3.6.1
FUEL SYSTEM DESCRIPTION
FIGURE 3.6.1-1
FUEL SYSTEM CIRCUIT
a. The fuel supply circuit is a conventional design for unit-injected engines. Refer to Figure 3.6.1-1 for reference. The External Fuel Transfer Pump, of the circuit is a 24VDC, gear type pump with fixed clearance. The Engine Fuel Transfer Pump pulls fuel from the PU 120 Gallon Fuel Tank, and delivers it to the EUI Fuel Injectors. The Engine Fuel Transfer Pump incorporates a check valve in order to permit a fuel flow around the gears for hand priming. The Engine Fuel Transfer Pump also incorporates a Relief Valve in order to protect the system from extreme pressure. The excess fuel flow that is provided by the fuel transfer pump cools the fuel from the unit injectors. The excess fuel flow purges the air from the unit injectors. NOTE:
The inlet fuel temperature to the fuel transfer pump must not exceed 175°F (79°C) when the engine has reached normal operating temperature. Fuel temperatures above 175°F (79°C) will reduce the life of the electronics in the ECM and the fuel transfer pump check valves. The fuel efficiency and the engine power output are reduced when the fuel temperature increases from 86°F (30°C) to 158° (70°C) F. The GSC+ will give an AL4 Alarm after 30 seconds.
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b. The fuel in the fuel transfer pump flows through the cored passages in the Fuel Block and through a 2-micron fuel filter. The Fuel Priming Pump is positioned on the fuel filter base in order to fill the system after the fuel supply and the return manifolds are drained. The fuel supply and the return passages in the cylinder head are drained in order to reinstall the unit injectors. The filtered fuel enters the housing for the Electronic Control Module (ECM). This fuel cools the module as the fuel passes through the ECM. The fuel enters the fuel manifold at the rear of the cylinder head. The fuel flows continuously from the fuel supply through the Cylinder Head Fuel Gallery through the EUI Fuel Injectors. This fuel then returns to the fuel tank through the Fuel Cooler by the return line on the fuel manifold. c.
Fuel is displaced by the EUI Fuel Injector Plunger when the fuel is not being injected into the cylinder. A Fuel Pressure Regulator is located in the Fuel Block. The Fuel Pressure Regulator maintains a sufficient amount of backpressure in the system in order to fill the EUI Fuel Injectors. The Engine Fuel Transfer Pump is located in the front of the engine at the lower left corner. The Engine Fuel Transfer Pump is mounted to either the front timing gear cover or a plate. The Engine Fuel Transfer Pump is driven by the gear train.
d. The injection pump, the fuel lines, and the nozzles that are used in the traditional Caterpillar diesel engines have been replaced with an electronically controlled, mechanically actuated EUI Fuel Injectors in each cylinder. A solenoid on each injector controls the amount of fuel that is delivered by the injector and Electronic Control Module (ECM), sends a signal to each injector solenoid in order to provide complete control of the engine. 3.6.1.1
FUEL INJECTION
a. The Electronic Control Module (ECM) controls the amount of fuel that is injected by varying the signals to the injectors. The injectors will inject fuel only if the injector solenoid is energized. The Electronic Control Module (ECM) sends a 90-volt signal to the solenoid in order to energize the solenoid. By controlling the timing and the duration of the 90-volt signal, the Electronic Control Module (ECM) can control injection timing and the amount of fuel that is injected. b. The Electronic Control Module (ECM) sets certain limits on the amount of fuel that can be injected “FRC Fuel Pos” is a limit which controls the amount of air and of fuel for the purpose of emission control. This limit is based on the boost pressure When the Electronic Control Module (ECM) senses a higher boost pressure, the Electronic Control Module (ECM) increases the ‘FRC Fuel Pos” limit “Rated Fuel Pos” is a limit that is based on the horsepower rating of the engine. This is similar to the rack stops and to the torque spring on a mechanically governed engine “Rated Fuel Pos” provides horsepower and torque curves for a specific engine family and for a specific engine rating. All of these limits are programmed into the personality module by the factory. These limits are not programmable in the field.
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c.
Injection timing depends on three factors: (1) (2) (3)
The Engine rpm The Engine Load Other operational conditions including: •
Fuel Temperature
•
Ambient Temperature
•
Altitude
•
Boost Pressure (Turbocharger)
d. The Electronic Control Module (ECM) can determine the top center position of cylinder number 1 from the signal that is provided by the engine speed-timing sensor. The Electronic Control Module (ECM) decides when the injection should occur relative to the top center position. The Electronic Control Module (ECM) then provides the signal to the injector at the desired time. 3.6.2
FUEL SYSTEM COMPONENTS
The major components of the fuel system are: •
External Fuel Transfer Pump
•
External Fuel Transfer Pump Controls
•
120 Gallon Fuel Tank
•
Fuel Injection System
•
Electronic Control Module (ECM)
•
Electronic Unit Injector (EUI)
•
Primary Fuel Filter
•
Fuel Shut-Off Valve
•
Primary Filter Drain Valve
•
Secondary Fuel Filter
•
Fuel Priming Pump
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3.6.2.1
EXTERNAL FUEL TRANSFER PUMP
Figure 3.6.2.1-1 illustrates the external fuel transfer pump. The Fuel Transfer Pump is 24VDC, 1/3 hp, 2.25 GPM and works in conjunction with the Fuel Level Float Switches and Fuel Transfer Solenoid Valve. There are two version of the transfer pump assembly, both are interchangeable.
FIGURE 3.6.2.1-1
EXTERNAL FUEL TRANSFER PUMP
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3.6.2.1.1
EXTERNAL FUEL TRANSFER PUMP CONTROLS
Figure 3.6.2.1.1-1 illustrates the two external fuel transfer pump control switches. The switch on the left, labeled T-O-A (Test-Off-Auto), allows the operator to test the external fuel pump to insure that it is functioning properly, turn the pump off when required, or set it to Auto and allow the float switches to control the flow of fuel to the tank. The switch on the right, labeled G1-G2, allows the fuel pump to operate from either battery bank. When Generator 1 or Generator 2 is shutdown for maintenance, and the battery bank for that generator is disconnected, the fuel pump can operate from the other battery bank. Refer to FO-43A and FO-43B and FO-44A through FO-44C for additional information.
FIGURE 3.6.2.1.1-1
EXTERNAL FUEL PUMP CONTROL SWITCHES
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3.6.2.2
120 GALLON FUEL TANK
Figure 3.6.2.2-1 illustrates the 120 Gallon Fuel Tank or "Day Tank". It is located on the front of the Power Unit. A full tank of fuel allows approximately two hours of running time at full output.
120 GALLON FUEL TANK
FIGURE 3.6.2.2-1
120 GALLON FUEL TANK
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3.6.2.3
FUEL INJECTION SYSTEM
Figure 3.6.2.3-1 illustrates the fuel injection system and identifies its major components.
(1) Unit Injector, (2) Adjusting Nut, (3) Rocker Arm Assembly, (4) Camshaft
FIGURE 3.6.2.3-1
FUEL INJECTION MECHANISM
The unit injector (1) allows fuel to be injected into the combustion chamber at the precise time. Two idler gears and a cluster gear that is driven off the crankshaft gear drive the camshaft gear. The timing marks on the crankshaft gear, on the cluster gear, and on the housing of the timing cover are aligned in order to provide the correct relationship between the piston and the valve movement. The camshaft has three lobes for each cylinder. Two lobes operate the inlet valves and the exhaust valves, and one lobe operates the unit injector mechanism. Force is transmitted from the unit injector lobe on the camshaft (4) to the top of the unit injector (1) through the rocker arm assembly (3). The adjusting nut (2) allows the injector lash to be set. 3.6.2.4
ELECTRONIC CONTROL MODULE (ECM)
The Electronic Control Module (ECM) controls the amount of fuel that is injected by varying the electrical signals to the injectors. The injectors will inject fuel only if the injector solenoid is energized. The Electronic Control Module (ECM) sends a 90-volt signal to the solenoid in order to energize the solenoid. By controlling the timing and the duration of the 90-volt signal, the Electronic Control Module (ECM) can control injection timing and the amount of fuel that is injected. Injection timing depends on three factors the engine rpm, the engine load, and other operational conditions. The Electronic Control Module (ECM) can determine the top center position of cylinder number 1 from the signal that is provided by the engine speed-timing sensor. The Electronic Control Module (ECM) decides when the injection should occur relative to the top center position. The Electronic Control Module (ECM) then provides the signal to the injector at the desired time.
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3.6.2.4.1
ELECTRONIC UNIT INJECTOR (EUI)
Figure 3.6.2.4.1-1 illustrates the Electronic Unit Injector components.
(1) Spring, (2) Solenoid Connection to ECM, (3) Solenoid Valve Assembly, (4) Plunger, (5) Barrel, (6) Seal, (7) Seal, (8) Spring, (9) Spacer, (10) Body, (11) Check Valve, (12) Seal
FIGURE 3.6.2.4.1-1
ELECTRONIC UNIT INJECTOR (EUI) COMPONENTS
The fuel exits the fuel supply manifold. The fuel flows through the drilled passages in the cylinder head. This fuel enters the unit injector at the fill port. Refer to Figure 3.6.2.4.1-1, Unit Injector Components. As the unit injector mechanism produces force to the top of the unit injector, spring (1) and plunger (4) is moved downward. This causes fuel to be displaced through the valve in the solenoid valve assembly (3), and into the return manifold to the tank. The fuel passage into barrel (5) is closed by the outside diameter of the plunger (4). The passages to the injector tip within the body (10) and along the check valve (11) are filled with fuel as the plunger moves down. After the fuel passage in the plunger barrel is closed, fuel can be injected at any time. These requirements are programmed into the electronic control module.
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When the solenoid valve assembly (3) is energized from a signal across the solenoid connection (2), the solenoid valve closes and the pressure in the injector tip is increased. Injection starts at 5000 ± 275 PSI (34474 ± 1896 kPa) as the force of spring (8) is overcome. This causes the check valve to rise from the seat. The pressure continues to increase as the plunger cycles through the full stroke. After the correct amount of fuel has been discharged into the cylinder, the electronic control module signals across the solenoid connection. This signal indicates that the solenoid valve assembly is de-energized and that the solenoid valve is opened. The high-pressure fuel is dumped through the spill port, to the fuel return manifold and then to the tank. The length of time for the injection will meter the fuel that is consumed during the fuel injection into the cylinder. Injection length is controlled by the governor logic that is programmed into the electronic control module of the fuel system electronic control circuit. After the maximum lift point is achieved, the force to the top of the unit injector is removed as spring (1) expands. The plunger returns to the original position. This uncovers the fuel supply passage to the plunger barrel in order to refill the injector pump body. The low-pressure fuel circulates through the injector body. The fuel then exits through the spill port. This occurs until solenoid valve assembly (3) is again energized. 3.6.2.5
PRIMARY FUEL FILTER
Figure 3.6.2.5-1 illustrates the Primary Fuel Filter. The 3456 EPG Engine is equipped with a Primary Fuel Filter. The Primary Fuel Filter consists of a Element and a Bowl. The element includes the larger upper beveled seal. The bowl includes the smaller lower seal. Figure 3.6.2.5-1 illustrates the Fuel Shutoff Valve. The Fuel Shutoff Valve stops the flow of fuel from the 120 Gallon fuel tank illustrated in Figure 3.6.2.2-1, to its associated engine. Figure 3.6.2.5-2 illustrates the Primary Fuel Filter Drain Valve. Water the primary fuel filter separates from the fuel accumulates in this bowl. The drain valve allows any water that accumulates in the bowl to be drained. If the water is not drained when the bowl becomes full, an increased resistance to fuel flow will result.
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PRIMARY FUEL FILTER
FUEL SHUT-OFF VALVE
FIGURE 3.6.2.5-1
PRIMARY FUEL FILTER
PRIMARY FUEL FILTER DRAIN VALVE
FIGURE 3.6.2.5-2
PRIMARY FUEL FILTER DRAIN VALVE
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3.6.2.6
SECONDARY FUEL FILTER
Figure 3.6.2.6-1 illustrates the Secondary Fuel Filter. The Secondary Fuel Filter filters the fuel after the engine mounted fuel pump, and before the Electronic Unit Injectors (EUI).
SECONDARY FUEL FILTER
FIGURE 3.6.2.6-1
SECONDARY FUEL FILTER
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3.6.2.7
FUEL PRIMER PUMP
Figure 3.6.2.7-1 illustrates the Fuel Primer Pump. The Fuel Primer Pump is used to bleed air from the fuel system.
FUEL PRIMER PUMP
FIGURE 3.6.2.7-1
FUEL PRIMER PUMP
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3.7
COOLING SYSTEM
The discussion of the Cooling System includes the following topics: •
Cooling System Operation
•
Cooling System Components
•
Coolant Specifications
3.7.1
COOLING SYSTEM OPERATION
Figure 3.7.1-1 illustrates the Cooling System theory of operation. The cooling system for each generator set consists of two cooling circuits. One coolant circuit cools the engine block. The other circuit cools the pressurized and filtered engine intake air by using an Air to Air Cooler (ATAAC). The filtered engine intake air is carried to and from the engine compartment in 4.00-inch diameter pipes that pass through the top of the interior trailer wall to the ATAAC. The engine block is cooled with a water and anti-freeze mixture running through the Radiator. The coolant is carried in a combination of 2.50 and 3.00-inch pipes that pass through the center of the interior trailer wall.
FIGURE 3.7.1-1
COOLANT SYSTEM OPERATION
In operation, the water pump sends most of the coolant from the radiator, through the oil cooler, to the cylinder block, through a bonnet and an elbow. The coolant goes around the cylinder liners, through the water directors and into the cylinder head. The water directors send the flow of coolant around the valves and the passages for the exhaust gases in the cylinder head. The coolant then flows to the front of the cylinder head. At this point, water temperature regulators; control the direction of the coolant flow. The water temperature regulators are closed when the engine is cold. The coolant flows through the regulator housing and elbow back to water pump. If the coolant is at normal operating temperature, the water temperature regulators open and the coolant flows to the radiator, through the outlet hose. The coolant becomes cooler as the coolant moves through the radiator. When the coolant gets to the bottom of the radiator, the coolant goes through the inlet hose and drawn into the water pump to start the cycle again. 3-108
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The vent line will purge any air out of the top of a bottom filled system. Coolant that expands past the radiator is retained in the Coolant Tank. The Coolant Tank is welded to the top, front of the PU, see Figure 2.1-2 and Figure 2.1-5. Coolant contracts as the temperature drops and is drawn back into the radiator. 3.7.2
COOLING SYSTEM COMPONENTS
The major components of the Cooling System are: •
Radiator
•
Radiator Drain
•
Radiator Hose Drain
•
Coolant Tanks
•
Coolant Temperature Regulator Circuit
•
Coolant System Air Bleed Valve
3.7.2.1
RADIATOR
Figure 3.7.2.1-1 illustrates the MEP-PU-810 A/B radiator compartment, which contains two Radiator/ATAAC assemblies in an "A" frame configuration. Each radiator is connected respectively to each 3456 EPG Engine. Additionally, Figure 3.7.2.1-2 and Figure 3.7.2.1-3 provided details of radiator hoses, pipes and valves and plugs.
FIGURE 3.7.2.1-1
DPGDS RADIATOR "A" FRAME HOUSING ASSEMBLY
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FIGURE 3.7.2.1-2
FIGURE 3.7.2.1-3
RADIATOR DRAIN
RADIATOR HOSE DRAIN
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3.7.2.2
COOLANT TANKS
Figure 3.7.2.2-1 illustrates a Coolant Tank Cut-Away View. There are two Coolant Tanks welded to the Power Unit. Both Coolant Tanks are located at the top of the front of the Power Unit, and are separately connected to the respective radiator.
FIGURE 3.7.2.2-1
COOLANT TANK CUT-AWAY VIEW
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3.7.2.3
COOLANT TEMPERATURE REGULATOR CIRCUIT
Figure 3.7.2.3-1 illustrates the Coolant Temperature Regulator Circuit. The Coolant Temperature Regulator Circuit has the following components: Water Pump, Thermostat Housing and Oil Cooler. The Water Pump pulls coolant from the Radiator (Cools the Coolant) and sends it through the Oil Cooler Housing (Cools the Engine Oil), through the engine block (Cools the Engine Block) to the Thermostat Housing (Controls Engine Temperature by opening and closing). At rated speed the Water Pump, pumps 132 GPM.
THERMOSTAT HOUSING
WATER PUMP HOUSING
OIL COOLER HOUSING
FIGURE 3.7.2.3-1
COOLANT TEMPERATURE REGULATOR CIRCUIT
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3.7.2.4
COOLING SYSTEM AIR BLEED VALVE
Figure 3.7.2.4-1 illustrates the Cooling System Air Bleed Valve. The Cooling System Air Bleed Valve is used for bleeding the trapped air within the engine while refilling the coolant system.
FIGURE 3.7.2.4-1
COOLING SYSTEM AIR BLEED VALVE
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3.7.3
COOLANT CHARACTERISTICS
Coolant generally consists of water combined with corrosion inhibitors or water combined with antifreeze and corrosion inhibitors. The correct selection of coolant has a direct effect on the efficiency and/or service life of both the cooling system and the engine. Coolant must be able to transfer heat from hot engine components to a radiator or heat exchanger where the heat is dissipated. To do this job correctly, coolant must be protected against freezing. The best protection against coolant freezing is the correct mixture ratio of the coolant. Use the correct mixture ratio of ethylene glycol and water or the correct mixture ratio of methoxy propanol and water as a coolant. The most common antifreezes that are available use ethylene glycol to provide freeze protection. The coolant must prevent the formation of rust and pits in the engine and other components. Since all water can cause corrosion, water alone is not a good coolant. Both distilled water and softened water are unacceptably corrosive when corrosion inhibitors are not added. (Refer to Table 3.7.3-1). TABLE 3.7.3-1
PROTECTION TEMPERATURES FOR ANTIFREEZE CONCENTRATIONS PROTECTION
CONCENTRATION
5°F (-15°C)
30% antifreeze, 70% water
-12°F (-24°C)
40% antifreeze, 60% water
-34°F (-37°C)
50% antifreeze, 50% water
-62°F (-52°C)
60% antifreeze, 40% water
3.7.4
COOLING FLUID SPECIFICATIONS
The DPGDS PU engine cooling systems are designed for the use of Caterpillar, Inc. Extended Life Coolant (ELC) in a premixed, full fill mixture. Use of a coolant other than ELC will require different maintenance requirements, and is not prescribed. The cooling system is factory filled with ELC. ELC contains the proper amount of specified water at a 50%/50% mixture. Coolant is normally composed of three elements: •
Water
•
Additives
•
Ethylene Glycol
3.7.4.1
WATER
ELC premixed, full fill coolant has the correct specification water already included in the ELC container. This eliminates the following water problems listed below: •
Hard water
•
Water that is softened with salt
•
Salt water
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In emergency situations if distilled water or de-ionized water is not available, use water with the characteristics that are listed in Table 3.7.4.1-1. TABLE 3.7.4.1-1
ACCEPTABLE CHARACTERISTICS OF WATER
CHARACTERISTIC
MAXIMUM LIMIT
ASTM TEST
Chloride (CI)
40 mg/L (2.4 grains/US gal)
“D512b”,“D512d”, “D4327”
Sulfate (SO)
100 mg/L (5.9 grains/US gal)
“D516b”, “D516d”
Total Hardness
170 mg/L (10 grains/US gal)
“D1126b”
Total Solids
340 mg/L (20 grain/US gal)
“D1888a”
PH
5.5 to 9.0
“D1293”
For a water analysis, consult one of the following sources: •
Local Caterpillar dealer
•
Local water utility company
•
Local agricultural agent
•
Independent laboratory
3.7.4.2
ADDITIVES
ELC does not require any additives accept for the ELC Coolant System Extender Package added during the service interval listed in Chapter 13. Use of non-compatible additives with the ELC coolant can lead to loss of the long life effect of the ELC Coolant or even serious cooling system damage. ELC helps to protect the metal surfaces of the cooling system. A lack of ELC Coolant, lack of maintenance or contamination of the ELC Coolant with standard coolant additives can enable the following conditions to occur: •
Corrosion
•
Formation of mineral deposits
•
Rust
•
Scale
•
Corrosion and erosion from cavitation of the cylinder liner
•
Foaming of the coolant
Portions of the ELC Coolant chemical contents are depleted during engine operation. These protective properties must be replaced periodically. Adding the ELC Extender Package to Extended Life Coolant (ELC) at the proper service interval can do this. ELC Extender must be added at the proper volume for the PU coolant volume capacity.
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3.7.4.3
ETHYLENE GLYCOL
ELC does contain Ethylene Glycol. Ethylene Glycol in the coolant helps to provide protection against the following conditions: •
Boiling
•
Freezing
•
Cavitation of the water pump and the cylinder liner
Caterpillar recommends premixed, Extended Life Coolant for optimum performance. ELC contains the proper amount of specified water at a 50%/50% mixture. 3.7.4.4
CATERPILLAR COOLANTS WARNING
DO NOT MIX ELC WITH ANY OTHER TYPE OF COOLANT. COOLING PROPERTIES COULD BE ADVERSELY AFFECTED. DAMAGE TO EQUIPMENT COULD RESULT. The following two coolants can be used in the 3456 EPG Caterpillar engines: •
Preferred:
Caterpillar Extended Life Coolant (ELC) or a commercial extended life coolant that meets the Caterpillar EC-1 specification (See Table 3.7.4.4-1).
•
Acceptable:
A Caterpillar Diesel Engine Antifreeze Coolant (DEAC) or, a commercial heavyduty coolant/antifreeze that meets ASTM D4985” or “ASTM D5345” specifications (See Table 3.7.4.4-1).
NOTE:
Caterpillar developed the EC-1 specification. The EC-1 specification is an industry standard. The EC-1 specification defines all of the performance requirements that are needed for an engine coolant to be sold as an extended life coolant for Caterpillar engines. ELC meets the industry performance requirements of “ASTM D4985” and “ASTM D5345” for heavy-duty low silicate coolant/antifreezes. ELC also meets the industry performance requirements of “ASTM D3306” and “ASTM D4656” for automotive applications.
The ELC anti-corrosion package is totally different from conventional coolants. ELC has been formulated with the correct amounts of additives in order to provide superior corrosion protection for all metals in engine cooling systems. ELC extends the service life of the coolant to 6000 service hours or six years. ELC does not require a frequent addition of a Supplemental Coolant Additive (SCA). An ELC Extender Package is the only additional maintenance that is needed at 3000 service hours or three years. Premixed ELC is available with distilled water in a 50/50 concentration. The Premixed ELC provides freeze protection to –34°F (-37°C). The Premixed ELC is used for the initial fill of the PU cooling system.
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NOTE:
It is mandatory that ELC be used as the topping off coolant.
ELC Concentrate is also available. ELC Concentrate will lower the freezing point to -62°F (– 52°C) for arctic conditions. Use ELC Concentrate to adjust the freezing point of the coolant, if necessary. NOTE:
When ELC is not to be used due to an emergency, Caterpillar recommends a 50/50 water/glycol mixture for optimum coolant/antifreeze performance. Caterpillar DEAC does not require a treatment with an SCA at the initial fill. A commercial heavy-duty coolant/antifreeze that meets “ASTM D4985’ or “ASTM D5345” specifications will require a treatment with an SCA at the initial fill.
TABLE 3.7.4.4-1
COOLANT SERVICE LIFE COOLANT TYPE
SERVICE LIFE
Caterpillar ELC
6000 Service Hours or Six Years
Caterpillar DEAC
3000 Service Hours or Three Years
Commercial Heavy-Duty Coolant/ Antifreeze that meets “ASTM D5345”
3000 Service Hours or Two Years
Commercial Heavy-Duty Coolant/ Antifreeze that meets “ASTM D4985”
3000 Service Hours or One Year
Caterpillar SCA and Water
3000 Service Hours or Two Years
Commercial SCA and Water
3000 Service Hours or One Year
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3.8
HYDRAULIC SYSTEM OPERATION
Figure 3.8-1 illustrates the Hydraulic System Operation. The hydraulic system used in Power Unit provides the required power to cool the Power Unit. An engine mounted hydraulic gear pump takes lowpressure hydraulic fluid from the reservoir, through one 100-mesh strainer (141 Micron) with a 3 PSI bypass mounted inside the tank, and provides high-pressure fluid to the hydraulic fan motors that drive the system. The high-pressure fluid from the hydraulic pumps is then forced through a Pressure Relief/Control Block, which contains a 3,200 + 100-PSI pressure relief valve. From the control block the high-pressure fluid is transferred through the hydraulic motors, which drive the cooling fans. After the fluid passes through the hydraulic motors, the low-pressure fluid is then carried through a hydraulic fluid heat exchanger. The cycle is completed when the fluid returns to the reservoir, through the tank top 3micron absolute filter. The case drain on the After Cooler Motor allows hydraulic fluid, from the seal cavity in the motor, to drain back to the reservoir at atmospheric pressure.
FIGURE 3.8-1
HYDRAULIC SYSTEM OPERATION
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3.9
LUBRICATION SYSTEM
The lubrication system discussion addresses the following topics: •
Oil Flow Through a Warm Engine
•
Oil Flow Through a Cold Engine
•
Oil Flow Through a Engine Block
•
Lubrication System Components
•
Lubricant Specifications
3.9.1
LUBRICATION SYSTEM OPERATION
3.9.1.1
OIL FLOW THROUGH A WARM ENGINE
Figure 3.9.1.1-1 illustrates oil flow through a warm DPGDS 3456 EPG engine. When the engine is warm, oil comes from the oil pan through the suction bell to the oil pump. The oil pump then sends warm oil to the oil cooler. The oil is next sent to the oil filter. Oil from the oil filter is then provided to the oil manifold in the cylinder block and to the oil supply line for the turbocharger. Oil from the turbocharger goes back through the oil return line to the oil pan.
FIGURE 3.9.1.1-1
3456 EPG WARM ENGINE OIL FLOW
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3.9.1.2
OIL FLOW THROUGH A COLD ENGINE
Figure 3.9.1.2-1 illustrates oil flow through a cold DPGDS 3456 EPG engine. When the oil is cold, an oil pressure difference across the bypass valves causes bypass valves to open. These bypass valves then provide immediate lubrication to all of the engine components when cold oil with high viscosity causes a restriction to the oil flow through the oil cooler and the oil filter. The oil pump then sends the cold oil through the bypass valve for the oil cooler and through the bypass valve for the oil filter. The oil then goes to the oil manifold in the cylinder block and to the supply line for the turbocharger. Oil from the turbocharger goes back through the oil return line to the oil pan.
FIGURE 3.9.1.2-1
3456 EPG COLD ENGINE OIL FLOW
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3.9.1.3
OIL FLOW THROUGH AN ENGINE BLOCK
Figure 3.9.1.3-1 illustrates oil flow paths within the DPGDS 3456 EPG Engine. The oil from the oil manifold is sent under pressure through drilled passages to the crankshaft main bearings. The oil flows through drilled holes in the crankshaft. This oil lubricates the connecting rod bearings. A small amount of oil is sent through the piston cooling jets. The piston cooling jets cool the pistons. Oil flows through passages in the timing gear housing and the accessory drive gear.
FIGURE 3.9.1.3-1
3456 EPG ENGINE OIL FLOW SCHEMATIC
The adjustable idler gear, the fixed idler stub shaft and the cluster idler gear all get oil from passages in the cylinder block. The oil flows through a passage in the idler gear shaft. The idler gear shaft is installed on the front of the cylinder block. There is a pressure control valve in the oil pump. This valve controls the pressure of the oil that flows from the oil pump. The oil pump supplies a greater quantity of oil than necessary into the system. The extra quantity of oil will cause the pressure to rise and the valve will open. This allows the oil that is not needed to go back to the inlet oil passage of the oil pump.
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COMMERCIAL TECHNICAL MANUAL GENERATOR – 840 KW MEP-PU-810A/B Radian Part Numbers: 1R0253-3/1R0254-3
OPERATION AND MAINTENANCE CHAPTERS 1 THROUGH 22
© 2007 DRS RADIAN ALL RIGHTS RESERVED 5845 RICHMOND HWY. SUITE 725 ALEXANDRIA, VIRGINIA 22303-1865 FEBRUARY 23, 2007 (REVISION 5) * DISTRIBUTION STATEMENT: Approved for public release; distribution is unlimited. Questions pertaining to technical content shall be referred to 542 SEVSG/GBZFM, Robins AFB, GA 31098. Other requests for this document shall be referred to 542 MSUG/GBMUDE, Robins AFB, GA 31098. *This manual supersedes USAF TO 35C2-3-518-1/ USA TM 9-6115-484-14, June 9, 2006, including all changes.
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RIGHTS IN DATA, EXPORT CONTROL, HANDLING AND DESTRUCTION Operation and Maintenance Manual 01646.1R0253/1R0254 MODEL 1R0253, MEP-PU-810A, CLASS L CONNECTORS NSN: 6115-01-486-4033 AND MODEL 1R0254, MEP-PU-810B, CLASS L CONNECTORS NSN: 6115-01-486-4032 This Operation and Maintenance Manual has been prepared in accordance with the requirements of Contract F08626-97-C-0236, Deployable Power Generation and Distribution System (DPGDS). The following data rights are specified in accordance with Defense Federal Acquisition Regulation Supplement (DFARS), paragraph 227-7102. DRS Radian copyrights this manual in accordance with DFARS paragraphs 227-7103, 7105, and 7106. Due to this copyright as well as the use of proprietary data and procedures, DRS Radian proposes Government Purpose License Rights (GPLR) only. WARNING--This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751 et seq) or the Export Administration Act of 1979, as amended (Title 50, U.S.C., App. 2401 et seq). Violations of these export laws are subject to severe criminal penalties. HANDLING AND DESTRUCTION NOTICE—Comply with distribution statement and destroy by any method that will prevent disclosure of the contents or reconstruction of the document.
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WARNING READ THIS SECTION, PRIOR TO PERFORMING ANY MAINTENANCE. WARNING IMPORTANT SAFETY WARNINGS APPROPRIATE FOR ALL MAINTENANCE ACTIVITIES. WARNING THE EQUIPMENT COVERED IN THIS MANUAL MUST BE INSTALLED, OPERATED, AND MAINTAINED BY QUALIFIED PERSONS WHO ARE KNOWLEDGEABLE IN THE INSTALLATION, OPERATION, AND MAINTENANCE OF MEDIUM VOLTAGE ELECTRICAL POWER GENERATION EQUIPMENT ALONG WITH ASSOCIATED HAZARDS. A QUALIFIED PERSON IS ONE WHO IS TRAINED AND COMPETENT IN: •
THE SKILLS AND TECHNIQUES NECESSARY TO DISTINGUISH ENERGIZED PARTS FROM NON-ENERGIZED PARTS OF ELECTRICAL EQUIPMENT.
•
THE SKILLS AND TECHNIQUES NECESSARY TO DETERMINE THE PROPER APPROACH DISTANCES CORRESPONDING TO THE VOLTAGES TO WHICH THE QUALIFIED PERSON WILL BE EXPOSED.
•
THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES, PERSONAL PROTECTIVE EQUIPMENT, INSULATING AND SHIELDING MATERIALS, AND INSULATED TOOLS FOR WORKING ON OR NEAR ENERGIZED PARTS OF ELECTRICAL EQUIPMENT AND ROTATING MACHINERY.
•
THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES, PERSONAL PROTECTIVE EQUIPMENT, INSULATING AND SHIELDING MATERIALS, AND INSULATED TOOLS FOR WORKING ON OR NEAR EXPOSED HOT SURFACES OF ENGINE AND EXHAUST SYSTEM COMPONENTS.
THESE INSTRUCTIONS ARE INTENDED ONLY FOR SUCH QUALIFIED PERSONS. THEY ARE NOT A SUBSTITUTE FOR ADEQUATE TRAINING AND EXPERIENCE IN SAFETY PROCEDURES FOR THIS TYPE OF EQUIPMENT.
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WARNING HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND ENFORCED. NOISE LEVELS IN EXCESS OF 85 DB EXIST WITHIN AN 88-FOOT RADIUS OF AN OPERATING DPGDS. PERSONNEL MUST WEAR SINGLE HEARING PROTECTION WITHIN 88 FEET OF AN OPERATING DPGDS. WARNING HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND ENFORCED. DURING MAINTENANCE ACTIVITIES WITH THE SIDEDOORS OPEN, NOISE LEVELS IN EXCESS OF 113 DB EXIST WITHIN A 12-FOOT RADIUS OF AN OPERATING DPGDS. PERSONNEL MUST WEAR DOUBLE HEARING PROTECTION WITHIN 12 FEET OF AN OPERATING DPGDS. EXPOSURE MUST BE LIMITED TO UNDER 2.5 HOURS. WARNING BATTERY ELECTROLYTE CONTAINS SULFURIC ACID, WHICH CAN CAUSE SEVERE CHEMICAL BURNS. AVOID ALL CONTACT. SKIN AND EYE PROTECTION IS REQUIRED. IN CASE OF CONTACT, IMMEDIATELY FLUSH WITH LARGE AMOUNTS OF CLEAN WATER AND OBTAIN MEDICAL AID. WARNING WHEN DISCONNECTING BATTERY CABLES, ALWAYS DISCONNECT NEGATIVE TERMINAL FIRST. WHEN RECONNECTING, CONNECT NEGATIVE TERMINAL LAST. FAILURE TO COMPLY MAY CAUSE SPARKING AND CONSEQUENT BATTERY EXPLOSION. WARNING HIGH VOLTAGE MAY CAUSE SEVERE INJURY OR DEATH UPON CONTACT DURING CHECKOUT OR MAINTENANCE OF THIS EQUIPMENT. USE CAUTION AND AVOID CONTACT WITH ENERGIZED COMPONENTS. USE HOT STICK WHEN LOAD CABLES ARE HANDLED.
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WARNING DO NOT PERFORM THE FOLLOWING TASK WHEN THE GENERATOR SET IS OPERATING. DO NOT TOUCH EXPOSED ELECTRICAL CONNECTION WHEN A SOURCE OF POWER SUCH AS UTILITY POWER OR ANOTHER GENERATOR SET IS CONNECTED TO THE LOAD TERMINALS. DEATH OR INJURY MAY RESULT FROM FAILURE TO OBSERVE THIS WARNING. WARNING REMOVE ALL RINGS, NECKLACES, JEWELERY AND LOOSE CLOTHING. FAILURE TO DO SO COULD CAUSE SEVERE INJURY OR DEATH.
WARNING SIDE PANELS ARE HEAVY. USE EXTREME CAUTION WHEN UNBOLTING AND REMOVING. WARNING TOP PANELS ARE HEAVY. USE EXTREME CAUTION WHEN UNBOLTING AND REMOVING. WARNING MUFFLER ASSEMBLIES ARE UNBOLTING AND REMOVING.
HEAVY.
USE
EXTREME
CAUTION
WHEN
WARNING INSURE THAT HEATER STRIP COVERS ARE ON WHEN GENERATOR IS RUNNING. LOW VOLTAGE IS PRESENT AT THE HEATER STRIP TERMINALS. WARNING THE INSULATION TESTER PRODUCES HIGH VOLTAGE. TO AVOID PERSONAL INJURY DURING THE TEST, DO NOT TOUCH THE WINDING BEING TESTED OR THE TEST LEADS.
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WARNING DO NOT COME IN CONTACT WITH LOAD TERMINAL DURING TEST. DEATH BY ELECTROCUTION MAY RESULT. WARNING FOLLOW MANUFACTURER'S TEST PROCEDURES INCLUDED WITH THE TEST EQUIPMENT. WARNING ALWAYS CONSIDER AN ARRESTER TO BE ENERGIZED UNTIL THE LINE AND GROUND LEADS HAVE BEEN DISCONNECTED FROM THE CIRCUIT. NEVER INSTALL A DAMAGED ARRESTER. A DAMAGED ARRESTER MAY MISSOPERATE VIOLENTLY, CAUSING SEVERE PERSONAL INJURY. WARNING USE OF A LIFTING DEVICE IS RECOMMENDED FOR REMOVING THE STATION POWER TRANSFORMER. TRANSFORMER IS EXTREMELY HEAVY AND WEIGHS OVER 100 LBS. WARNING PRIOR TO TROUBLESHOOTING THE POWER UNIT (PU), ENSURE THE TIE AND FEEDER CABLES ARE ALL INSTALLED ON PARKING STANDS, TO PREVENT THE POSSIBILITY OF UTILITY POWER BEING FED BACK INTO GENERATOR SET. ENSURE EQUIPMENT IS PROPERLY TAGGED AND NOT ENERGIZED. RESIDUAL VOLTAGE IS PRESENT AT THE GENERATOR LEADS WITH THE REGULATOR TURNED OFF, REACHING SEVERAL HUNDRED VOLTS ON THE GENERATOR SET. PROPER INSULATION AND ISOLATION OF METERING EQUIPMENT MUST BE OBSERVED WHEN TESTING GENERATOR. USE PROPER TEST EQUIPMENT TO CHECK FOR VOLTAGE BEFORE PROCEEDING. FAILURE TO COMPLY MAY RESULT IN DEATH BY ELECTROCUTION. WARNING BEFORE WORKING ON THE BATTERY CHARGER, INSURE THAT AC POWER IS OFF AND DISCONNECTED. ALSO, DISCONNECT THE NEGATIVE BATTERY LEAD.
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WARNING ETHER IS HIGHLY FLAMMABLE AND TOXIC TO SKIN, EYES, AND RESPIRATORY TRACT. USE ONLY IN AN ADEQUATELY VENTILATED AREA. SKIN, EYE. AND RESPIRATORY PROTECTION IS REQUIRED. FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY OR ILLNESS. WARNING DIESEL FUEL IS FLAMMABLE AND MODERATELY TOXIC TO EYES, SKIN, AND RESPIRATORY TRACT. SKIN AND EYE PROTECTION REQUIRED. AVOID REPEATED OR PROLONGED CONTACT. USE IN WELL-VENTILATED AREA. FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY OR ILLNESS. WARNING WHEN POWER GENERATION EQUIPMENT MUST BE IN OPERATION TO MAKE TESTS AND/OR ADJUSTMENTS, HIGH VOLTAGE AND CURRENT ARE PRESENT. MAKE SURE THE TESTING EQUIPMENT IS DESIGNED FOR AND CORRECTLY OPERATED FOR THE HIGH VOLTAGE AND CURRENT TESTS. IMPROPER TEST EQUIPMENT MAY FAIL AND PRESENT A HIGH VOLTAGE SHOCK HAZARD TO ITS USER. WARNING ONLY ONE POWER UNIT (PU) MAY BE SELECTED TO ANY ONE UNIT SELECTOR SWITCH (USS) POSITION DURING MULTIPLE (PU) OPERATIONS. OPERATING WITH MORE THAN ONE UNIT AT THE SAME ADDRESS (A, B, C OR D) MAY CAUSE UNSAFE AND ERRATIC OPERATIONAL CONDITIONS. WARNING EXPLOSION HAZARD – WHEN IN HAZARDOUS LOCATIONS, DISCONNECT POWER BEFORE REPLACING OR WIRING MODULES. WARNING ALWAYS WEAR EYE PROTECTION WHEN YOU PERFORM ANY SERVICE WORK ON A COOLING SYSTEM.
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WARNING RELEASE THE PRESSURE IN THE COOLING SYSTEM BEFORE PERFORMING ANY SERVICE WORK. IF THE PRESSURE IN THE COOLING SYSTEM IS NOT RELEASED OR THE TEMPERATURE OF THE SYSTEM IS NOT PERMITTED TO COOL, STEAM OR HOT WATER MAY BE RELEASED WHEN YOU REMOVE THE FILLER CAP. THIS MAY CAUSE PERSONAL INJURY.
WARNING DO NOT ALLOW UNDILUTED CORROSION INHIBITORS OR DILUTED/UNDILUTED RADIATOR CLEANERS TO COME IN CONTACT WITH THE SKIN OR EYES. WARNING DO NOT USE CHROMATE CORROSION INHIBITORS IN A COOLING SYSTEM. WARNING ALWAYS FOLLOW THE MANUFACTURER’S INSTRUCTIONS WHEN HANDLING CORROSION INHIBITORS, RADIATOR CLEANERS OR ANTIFREEZE. BE ESPECIALLY SURE TO FOLLOW THE MANUFACTURER’S RECOMMENDATIONS CONCERNING TOXICITY. WARNING ETHYLENE GLYCOL MAY CATCH FIRE WHEN IT IS HOT OR EXPOSED TO AN OPEN FLAME. DO NOT WELD, CUT OR USE AN OPEN FLAME NEAR LEAKING COOLANT THAT CONTAINS ANTIFREEZE. WARNING DO NOT USE ALCOHOL IN PLACE OF ANTIFREEZE. ALCOHOL HAS A LOWER BOILING TEMPERATURE AND FLASH POINT.
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WARNING DO NOT ATTEMPT TO TIGHTEN ANY HOSE CLAMPS WHILE THE COOLING SYSTEM IS HOT OR UNDER PRESSURE. IF THERE IS A FAILURE OF THE HOSE CLAMP WHEN IT IS TIGHTENED, A SUDDEN LOSS OF HOT COOLANT OR STEAM COULD RESULT. WARNING DO NOT REMOVE FILLER CAP AFTER OPERATION UNTIL SYSTEM HAS COOLED DOWN. FAILURE TO ALLOW ENGINE COOLANT TO COOL DOWN COULD RESULT IN SECOND AND THIRD DEGREE BURNS. CAP MAY BE HALF-TURNED TO RELIEVE PRESSURE AND THEN REMOVED TO INSPECT COOLANT LEVEL. WARNING PERSONAL INJURY CAN RESULT FROM HOT COOLANT, STEAM AND ALKALI. WARNING AT OPERATING TEMPERATURE, ENGINE COOLANT IS HOT AND UNDER PRESSURE. THE RADIATOR AND ALL LINES TO THE ENGINE CONTAIN HOT COOLANT OR STEAM. ANY CONTACT CAN CAUSE SEVERE BURNS. WARNING REMOVE FILLER CAP SLOWLY TO RELIEVE PRESSURE ONLY WHEN THE ENGINE IS STOPPED AND THE FILLER CAP IS COOL ENOUGH. USE A RAG OR GLOVES TO REMOVE FILLER CAP. WARNING COOLING SYSTEM CONDITIONER CONTAINS ALKALI. SKIN AND EYES.
AVOID CONTACT WITH
WARNING IF EXPOSED TO CONTAMINMENTS SUCH AS FUELS, COOLANTS, HYDRAULIC FLUIDS AND OTHER TOXINS, WASH YOUR HANDS AND CHANGE CLOTHING. INJURY CAN OCCUR IF THE TOXINS ARE ALLOWED TO STAY IN CONTACT WITH THE SKIN.
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WARNING HOT OIL AND HOT COMPONENTS CAN CAUSE PERSONAL INJURY. DO NOT ALLOW HOT OIL OR HOT COMPONENTS TO CONTACT THE SKIN. DO NOT DRAIN THE OIL WHEN THE ENGINE IS COLD. AS THE OIL COOLS, SUSPENDED WASTE PARTICLES SETTLE ON THE BOTTOM OF THE OIL PAN. THE WASTE PARTICLES ARE NOT REMOVED WHEN DRAINING COLD OIL. DRAIN THE CRANKCASE WITH THE ENGINE STOPPED. DRAIN THE CRANKCASE WITH THE OIL WARM. THIS DRAINING METHOD ALLOWS THE WASTE PARTICLES THAT ARE SUSPENDED IN THE OIL TO BE DRAINED PROPERLY. WARNING DO NOT ALLOW GASKET MATERIAL TO FALL INSIDE ROCKER LEVER HOUSING. FAILURE TO COMPLY MAY RESULT IN DAMAGE TO ENGINE. WARNING DO NOT RESET A FAULT BEFORE DETERMINING AND CORRECTING THE CAUSE OF THE FAULT. FAILURE TO CORRECT A FAULT BEFORE RESETTING CAN RESULT IN DEATH, PERSONAL INJURY, OR EQUIPMENT DAMAGE. WARNING HYDRAULIC FLUID IS HOT AND UNDER HIGH PRESSURE. DO NOT PLACE ANY PART OF YOUR BODY OVER ANY LEAK. SEVERE INJURY CAN OCCUR IF THIS HAPPENS. WARNING THE HYDRAULIC PRESSURE HELD IN THE SYSTEM MAY CAUSE THE LEVER TO SNAP QUICKLY. KEEP HANDS AND FINGERS CLEAR, AS YOU RESET THE BREAKAWAY MECHANISM. WHEN TOWING, AVOID SHARP TURNS THAT CAN CAUSE THE ACTUATOR TO BIND AGAINST THE TOW VEHICLE. THIS CAN DAMAGE THE ACTUATOR AND TRAILER, CAUSING BRAKE FAILURE. WARNING DO NOT MIX PETROLEUM BASED OIL WITH BRAKE FLUID. THIS WILL CAUSE SEAL SWELLING AND NON-FUNCTIONING BRAKES.
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WARNING ASBESTOS DUST HAZARD SINCE SOME BRAKE SHOE FRICTION MATERIALS CONTAIN ASBESTOS. CERTAIN PRECAUTIONS MUST BE TAKEN WHEN SERVICING BRAKES: AVOID CREATING OR BREATHING DUST. AVOID MACHINING, FILING, OR GRINDING THE BRAKE LININGS. DO NOT USE COMPRESSED AIR OR DRY BRUSHING FOR CLEANING. DUST CAN BE REMOVED WITH A DAMP BRUSH. WARNING SALTWATER, GRANULAR FERTILIZERS AND OTHER CORROSIVE MATERIALS ARE DESTRUCTIVE TO METAL. TO PROLONG THE LIFE OF A BRAKING SYSTEM USED UNDER CORROSIVE CONDITIONS, WE RECOMMEND THAT THE ACTUATOR BE FLUSHED AFTER USE WITH A HIGH PRESSURE WATER HOSE. BE SURE TO RE-GREASE BEARINGS AND OIL ALL MOVING PARTS AFTER THE UNIT HAS DRIED. AT THE END OF THE SEASON, WHEN UNIT IS TO BE STORED, REMOVE THE BRAKE DRUMS AND CLEAN INSIDE THE BRAKES. PACK WHEEL BEARINGS BEFORE DRUM IS INSTALLED. FAILURE TO PROPERLY AND ADEQUATELY GREASE AND MAINTAIN THE ACTUATOR COULD WEAKEN IT AND/OR CAUSE IT TO FAIL AND RESULT IN SERIOUS INJURY AND/OR PROPERTY DAMAGE. WARNING PROPER MATCHING OF THE TIRE/WHEEL COMBINATION IS ESSENTIAL TO PROPER FUNCTION OF YOUR TRAILER RUNNING GEAR. SOME TIRES MAY CALL FOR A MAXIMUM INFLATION PRESSURE ABOVE THE RIM OR WHEEL CAPACITY. DO NOT EXCEED MAXIMUM INFLATION PRESSURES FOR RIMS OR WHEELS. CATASTROPHIC FAILURE MAY RESULT. WARNING DO NOT GET GREASE OR OIL ON BRAKE LININGS. FUNCTION PROPERLY.
XI
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WARNING DO NOT MIX LITHIUM, CALCIUM, SODIUM OR BARIUM COMPLEX GREASES DUE TO POSSIBLE COMPATIBILITY PROBLEMS. WHEN CHANGING FROM ONE TYPE OF GREASE TO ANOTHER, IT IS NECESSARY TO INSURE ALL THE OLD GREASE HAS BEEN REMOVED. WARNING DO NOT DISASSEMBLE THE SPRING BRAKE. IT CONTAINS A COMPRESSED SPRING THAT MAY CAUSE INJURY IF REMOVED. THE SPRING BRAKE MUST BE CAGED BEFORE SERVICING AND SHOULD ONLY BE PERFORMED BY QUALIFIED PERSONNEL. WARNING FAILURE TO CORRECTLY LUBRICATE BEARINGS AND MAINTAIN PROPER LUBRICATION COULD CAUSE BEARING AND AXLE SPINDLE DAMAGE, WHICH COULD RESULT IN THE WHEEL LOCKING UP OR COMING OFF DURING VEHICLE OPERATION. WARNING DOUBLE HEARING PROTECTION IS MANDATORY WITHIN 50 FEET OF THIS EQUIPMENT WHILE POWER UNITS ARE RUNNING. CAUTION SIGNIFICANT DIFFERENCES BETWEEN THE MEP-PU-810A AND MEP-PU-810B REQUIRE SPECIFIC INSTRUCTIONS FOR EACH VERSION. CAUTION DO NOT ALLOW THE STARTER MOTOR TO OPERATE MORE THAN 30 SECONDS. ALLOW IT TO COOL AT LEAST 2 MINUTES BEFORE RE-ENERGIZING THE MOTOR. OVERHEATING WILL DAMAGE THE MOTOR.
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CAUTION ALWAYS HANDLE SURGE ARRESTERS PACKED OR UNPACKED VERY CAREFULLY. DO NOT DROP, JAR, OR HANDLE AN ARRESTER ROUGHLY. DROPPING, JARRING, AND/OR ROUGH HANDLING MAY DAMAGE THE ARRESTER INTERNALLY OR EXTERNALLY. THIS COULD MAKE THE ARRESTER INCAPABLE OF PROTECTING THE CIRCUIT AND COULD SHORTEN THE SERVICE LIFE OF THE ARRESTER SIGNIFICANTLY. CAUTION CARE MUST BE TAKEN TO ENSURE THAT FLUIDS ARE CONTAINED DURING PERFORMANCE OF INSPECTION, MAINTENANCE, TESTING, ADJUSTING AND REPAIR OF THE PU. BE PREPARED TO COLLECT THE FLUID WITH SUITABLE CONTAINERS BEFORE OPENING ANY COMPARTMENT OR DISASSEMBLING ANY COMPONENT CONTAINING FLUIDS. DISPOSE OF FLUIDS ACCORDING TO LOCAL REGULATIONS AND MANDATES. CAUTION THE WATER TEMPERATURE REGULATORS (2 EA) ARE IMPORTANT PARTS OF THE COOLING SYSTEM. THE WATER TEMPERATURE REGULATORS DIVIDE THE COOLANT FLOW BETWEEN THE RADIATOR AND THE BYPASS ELBOW. THIS WILL MAINTAIN THE CORRECT ENGINE TEMPERATURE. IF THE WATER TEMPERATURE REGULATORS ARE NOT INSTALLED IN THE SYSTEM, THERE IS NO MECHANICAL TEMPERATURE CONTROL. MOST OF THE COOLANT WILL GO THROUGH THE BYPASS. THIS WILL CAUSE THE ENGINE TO OVERHEAT IN HOT WEATHER. IF A HIGHER VOLUME OF COOLANT GOES THROUGH THE RADIATOR, THE ENGINE WILL NOT REACH NORMAL OPERATING TEMPERATURES. THIS OCCURS DURING COLD WEATHER. CAUTION DO NOT USE A COMMERCIAL COOLANT/ANTIFREEZE THAT ONLY MEETS THE ASTM D3306 OR D4656 SPECIFICATION. THIS TYPE OF COOLANT/ANTIFREEZE IS MADE FOR LIGHT DUTY AUTOMOTIVE APPLICATIONS. CAUTION IF NON EXTENDED LIFE COOLANT (ELC) COOLANTS HAVE BEEN USED, IMPROPER OR INCOMPLETE RINSING OF THE COOLING SYSTEM CAN RESULT IN DAMAGE TO COPPER AND OTHER METAL COMPONENTS. TO AVOID DAMAGE TO THE COOLING SYSTEM, MAKE SURE TO COMPLETELY FLUSH THE COOLING SYSTEM WITH CLEAN WATER. CONTINUE TO FLUSH THE SYSTEM UNTIL ALL SIGNS OF THE CLEANING AGENT ARE GONE.
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CAUTION TURBOCHARGER BEARING FAILURES CAN CAUSE LARGE QUANTITIES OF OIL TO ENTER THE AIR INLET AND EXHAUST SYSTEMS AND AIR TO AIR AFTER COOLER. LOSS OF ENGINE LUBRICANT CAN RESULT IN SERIOUS ENGINE DAMAGE. TURBOCHARGER COMPONENTS REQUIRE PRECISION CLEARANCES. THE TURBOCHARGER CARTRIDGE MUST BE BALANCED DUE TO HIGH RPM. SEVERE SERVICE APPLICATIONS CAN ACCELERATE COMPONENT WEAR. SEVERE SERVICE APPLICATIONS REQUIRE MORE FREQUENT INSPECTIONS OF THE CARTRIDGE. CAUTION IF A TURBOCHARGER FAILURE OCCURS, REMOVE THE AIR TO AIR AFTER COOLER CORE. FLUSH THE AIR TO AIR AFTER COOLER CORE INTERNALLY WITH A SAFE, BIODEGRADABLE AND LOCALLY APPROVED SOLVENT THAT IS SAFE FOR THE SURFACES TO BE CLEANED AND THAT REMOVES OIL AND OTHER FORIEGN SUBSTANCES. SHAKE THE AFTER COOLER CORE ASSEMBLY IN ORDER TO REMOVE ANY TRAPPED DEBRIS. WASH THE AFTER COOLER CORE ASSEMBLY WITH HOT SOAPY WATER. THOROUGHLY RINSE THIS ASSEMBLY WITH CLEAN WATER, AND THEN BLOW DRY THE ASSEMBLY IN THE REVERSE DIRECTION OF NORMAL AIR FLOW. TO MAKE SURE THAT THE WHOLE SYSTEM IS CLEAN, CAREFULLY INSPECT THE SYSTEM. CAUTION BE EXTREMELY CAREFUL - WEIGHT HAZARD - THE TURBOCHARGER WEIGHS 75 LBS. CAUTION WHEEL NUT OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS SEPARATION OF WHEELS FROM YOUR AXLE.
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TABLE OF CONTENTS CHAPTER
TITLE
PAGE
1
MEP-PU-810 A/B POWER UNIT INTRODUCTION
1-1
2
MEP-PU-810A/B POWER UNIT DESCRIPTION
2-1
3
DETAILED EQUIPMENT DESCRIPTION
3-1
4
RECEIPT AND MOVEMENT
4-1
5
OPERATING INSTRUCTIONS
5-1
6
SCHEDULED MAINTENANCE
6-1
7
UNSCHEDULED MAINTENANCE/TROUBLESHOOTING
7-1
8
HOUSING ASSEMBLY REPAIR
8-1
9
DIRECT CURRENT (DC) SYSTEM REPAIR
9-1
10
ALTERNATING CURRENT (AC) SYSTEM REPAIR
10-1
11
FUEL SYSTEM REPAIR
11-1
12
CONTROLS AND INSTRUMENTS REPAIR
12-1
13
COOLING SYSTEM REPAIR
13-1
14
LUBRICATION SYSTEM REPAIR
14-1
15
ENGINE ASSEMBLY REPAIR
15-1
16
AIR INTAKE AND EXHAUST SYSTEM REPAIR
16-1
17
OPERATOR'S REMOTE TERMINAL (ORT) REPAIR
17-1
18
RUNNING GEAR/TRAILER REPAIR
18-1
19
HYDRAULIC SYSTEM REPAIR
19-1
20
PU STORAGE PROCEDURES
20-1
21
ENGINE/ALTERNATOR REMOVAL AND INSTALLATION PROCEDURES
21-1
22
PDC REMOVAL AND INSTALLATION PROCEDURES
22-1
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TABLE OF ANNEXES ANNEX
TITLE
PAGE
ANNEX A
REFERENCES FOR PU MANUAL
A-1
ANNEX B
DPGDS GSC + PROGRAMMABLE SET POINTS
B-1
ANNEX C
ENGINE/GENERATOR ALARM AND SHUTDOWN POINTS
C-1
ANNEX D
BASLER OVERCURRENT RELAY SETPOINTS, ALARM AND SHUTDOWN POINTS
D-1
ANNEX E
AUTOMATIC VOLTAGE REGULATOR (AVR) SETPOINTS
E-1
ANNEX F
3456 EPG ADEM SETPOINTS
F-1
ANNEX G
CONSUMABLE OPERATING AND MAINTENANCE SUPPLIES
G-1
ANNEX H
SPECIAL TOOLS AND EQUIPMENT
H-1
ANNEX I
POWER UNIT LOGIC FLOWCHART
I-1
ANNEX J
FOLDOUTS
J-1
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CHANGE RECORD REVISION
TITLE
REVISION 0
ORIGINAL DOCUMENT
DATE 02/12/2003
REVISION 1
08/05/2003
CHANGE 1
09/16/2003
REVISION 2
02/02/2004
REVISION 3
11/01/2004
REVISION 3 INCLUDES OP SUP T.O. 35C2-3-518-C1
09/26/2005
REVISION 4
ENTIRE MANUAL
06/09/2006
REVISION 5
ENTIRE MANUAL
02/23/2007
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CHAPTER 1 MEP-PU-810 A/B POWER UNIT INTRODUCTION TABLE OF CONTENTS SECTION
TITLE
PAGE
1.0
MEP-PU-810A / B POWER UNIT DESCRIPTION
3
1.1
SCOPE
3
1.2
REPORTING MANUAL/EQUIPMENT IMPROVEMENT RECOMMENDATIONS (EIR)
3
1.3
ACRONYMS/ABBREVIATIONS
3
1.4
CONFIGURATION MANAGEMENT
9
1.5
HOW TO USE THIS MANUAL
9
1-1
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LIST OF TABLES TABLE
TITLE
PAGE
TABLE 1.3-1
ACRONYMS/ABBREVIATIONS
4
TABLE 1.5-1
MEP-PU-810A/B MANUAL TOPICS BY CHAPTER
10
1-2
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CHAPTER 1 INTRODUCTION 1.0
MEP-PU-810A / B POWER UNIT DESCRIPTION
1.1
SCOPE
This manual is a Commercial Technical Manual (CTM) for the operation and maintenance of the MEPPU-810A/B Power Unit (PU) for the Deployable Power Generation and Distribution System (DPGDS). The MEP-PU-810A/B is a wheel-mounted, diesel engine driven, prime power (Type II), utility (Class 2A), mode I unit that produces 840 kilowatts, 4160 volts line-to-line at 60 Hz and 700 kilowatts, 3800 volts line-to-line at 50 Hz with an 0.8 power factor, lagging. The MEP-PU-810 is configured in two versions, the MEP-PU-810A, which is a towed trailer configuration that is capable of being air transported by a C130 aircraft, and the MEP-PU-810B, which is a 5th wheel configuration approved by the Department of Transportation (DOT) for over the road use at 55 MPH. The MEP-PU-810B will need a Waiver because of the rear axle weight. 1.2
REPORTING MANUAL/EQUIPMENT IMPROVEMENT RECOMMENDATIONS (EIR)
If you find any mistakes in the manual, know a way to improve the procedures, or have suggestions that will improve the equipment, please let us know. Write a letter and mail it to Power Generation Program Manager, Radian Inc., 5845 Richmond Highway, Alexandria, VA 22303. 1.3
ACRONYMS/ABBREVIATIONS
The following table is a list of acronyms of components, terms and organizations associated with the MEP-PU-810A/B:
1-3
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS
ACRONYMS/ABBREVIATION ABC ABS AC AFJMAN API ASTM ATAAC ATB AVR AVRS AWG BCS BCSF1 BCSF2 BCSG1 BCSG2 BCST BSS BSPB BVFM ºC CB CBCP CB1 CB2 CCM CM CT dB
DESCRIPTION Auxiliary Battery Connector Plug Anti-lock Brake System Alternating Current Air Force Joint Manual American Petroleum Institute American Society for Testing & Materials Air to Air After Cooler AC Transformer Box Automatic Voltage Regulator Automatic Voltage Regulator Switch American Wire Gauge Breaker Control Switch Breaker Control Switch, Feeder 1 Breaker Control Switch, Feeder 2 Breaker Control Switch, Gen 1 Breaker Control Switch, Gen 2 Breaker Control Switch, Tie Battle Short Switch Buzzer Silence Pushbutton Bus Voltage/Frequency Meter Degrees Centigrade Circuit Breaker DC Control Power Circuit Breaker Batter Charger, AC input Circuit Breaker Batter Charger, DC output Circuit Breaker Customer Communication Module Centimeter Current Transformer Decibels
1-4
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION
DESCRIPTION
DC DCT DEAC DIM DLRO DOM DOT DPGDS DVR Ea ECM ECS ECU ELC EMCP II+ ESA ESPB ESG ET EUI F ºF FAR FFS FMVSS F1CL F2CL F1OL F2OL FO FPSS FSPR FSS Ft-Lbs G GAL GCP GFCI GDR1 GDR2 GMS
Direct Current Battery Bank DC Tie Switch Diesel Engine Antifreeze Coolant Digital Input Module Digital Low Resistance Ohmmeter Digital Output Module Department of Transportation Deployable Power Generation and Distribution System Digital Voltage Regulator Each Engine Control Module Engine Control Switch Electronic Control Unit Extended Life Coolant Electronic Modular Control Panel II+ for EUI Engines Emergency Stop Actuator Emergency Stop Push Button External Switch Gear Caterpillar Electronic Technician Electronic Unit Injector Fuse Degrees Fahrenheit Frequency Adjust Rheostat Fuel Float Switch Federal Motor Vehicle Safety Standard Feeder 1 Breaker Close Light (Red) Feeder 2 Breaker Close Light (Red) Feeder 1 Breaker Open Light (Green) Feeder Breaker Open Light (Green) Fold Out Fuel Pump Source Switch Fuel Solenoid Permissive Relay Frequency Selector Switch Foot Pounds Green Light Gallon Generator Control Panel Ground Fault Circuit Interrupter Generator 1 Droop Relay Generator 2 Droop Relay Generator Mode Switch
1-5
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION
DESCRIPTION
GPM GSC + G1 / Gen 1 G1CL G1OL G2 / Gen 2 G2BR G2CL G2OL HAFDP HAFDPA HAFDPL HFTL HFTLL HMI HOFDP HOFDPL Hp/HP HPFFDPL HPFFDP HSFFDP HSFFDPL HTLL HTLLL HYPOT Hz ID ISO I/O In-Lbs KCM/KcMil kPa kPaD KVA/Kva Kvar Kw L Lbs LCD LCP
Gallon per minute Generator Set Controller Generator 1 Generator 1 Breaker Closed Light (Red) Generator 1 Breaker Open Light (Green) Generator 2 Generator 2 Bus Relay Generator 2 Breaker Closed Light (Red) Generator 2 Breaker Open Light (Green) High Air Filter Differential Pressure Switch High Air Filter Differential Pressure Alarm High Air Filter Differential Pressure Light High Fuel Tank Level Alarm High Fuel Tank Level Light Human Machine Interface High Oil Filter Differential Pressure Switch High Oil Filter Differential Pressure Light Horse-Power High Primary Fuel Filter Differential Pressure Light High Primary Fuel Filter Differential Pressure Switch High Secondary Fuel Filter Differential Pressure Switch High Secondary Fuel Filter Differential Pressure Light Hydraulic Tank Low Level Shutdown Hydraulic Tank Low Level Shutdown Light High Voltage Potential Hertz Identification International Standards Organization In/Out Inch Pounds One Thousand Circular Mils/MCM Kilo Pascal Kilo Pascal Differential Kilovolt Amperes Kilovolt Amperes Reactive Kilowatts Liter Pounds Liquid Crystal Display Local Control Panel
1-6
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION
DESCRIPTION
LED LFTL LFTLL LSM L3 MCP Mg mm MOV MPH MPMG MPU MSES Ms NAC, CL NEC Nm NFPA OCR OLG1/G2 OSHA ORT PCM PDC Pf PFFHWL PFFHWLL PLC PLS PM PMPE PMCS PRL PS PSC PSI PSID PT PU P15 RCRA
Light Emitting Diode Low Fuel Tank Level Switch Low Fuel Tank Level Light Load Sharing Module External Fuel Transfer Pump Solenoid Valve Master Control Panel Milligram Millimeter Metal Oxide Varistor Miles per Hour Multi-Purpose Lithium Complex Grease with Molybdenum Magnetic Pick-Up Master Start Enable Switch Millisecond Normal After Closed, Closed in Closed Position (BSS Switch) National Electric Code Newton Meter National Fire Protection Association Overcurrent Relay G1/G2 Generator Overload Indicator Lights Occupational Safety & Health Administration Operator Remote Terminal Protocol Communication Module Primary Distribution Center Power factor Primary Fuel Filter High Water Level Switch Primary Fuel Filter High Water Level Light Programmable Logic Controller (see RTU) Panel Light Switch Permanent Magnet Permanent Magnet, Pilot Excited Preventive Maintenance Checks and Services Phase Rotation Test Lights Pinion Solenoid Primary Switching Center Pounds-force Per Square Inch Pounds-force Per Square Inch Differential Potential Transformer Power Unit Power Converter Recovery Conservation and Recovery Act
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION RFA RPM RTU S1 S2 S3 S4 S5 S6 SA1/2/3 SAE SBL SBR SCA SC/25M SIL SMMS SMS SPMA SPR SR SSL SSS SW T TBR TCL TCLP TM TOL TTR USI USS VAC VAR VCI VDC XD 50L/60L 50/51G1
DESCRIPTION Rotating Field Assembly Revolutions per Minute Remote Terminal Unit External Fuel Transfer System Toggle Switch Fuel Pump Source Switch Minimum Fuel Level (Start Pump Switch) Maximum Fuel Level (Stop Pump Switch) High Fuel Tank Level Alarm (HFTL) Switch Low Fuel Tank Level Alarm (LFTL) Switch Surge Arrestors Society of Automotive Engineers System in Battleshort Light System Bus Relay Supplemental Coolant Additive Synchroscope / Synchcheck Relay Buzzer Silence Pushbutton Start Motor Magnetic Switch System Mode Switch Speed and Phase Matching Synchronizer Spare Slave Relay System Status Light System Synchronizing Switch Switch Trip Position (BCS Switch) Tie Bus Relay Tie Breaker Closed Light (Red) Toxicity Characteristic Leaching Procedures Technical Manual Tie Breaker Open Light (Green) Transformer Turns Ratio Unit Selector Indicators Unit Selector Switch Volts Alternating Current Voltage Adjust Rheostat Volatile Corrosion Inhibitors Volts Direct Current Transducer 50Hz or 60Hz Mode Lights Generator 1 Overcurrent Relay
1-8
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TABLE 1.3-1
ACRONYMS/ABBREVIATIONS (CONTINUED)
ACRONYMS/ABBREVIATION 50/51G2 50/51F1 50/51F2 50/51T 50N/51N 50P 51P 1.4
DESCRIPTION Generator 2 Overcurrent Relay Feeder 1 Overcurrent Relay Feeder 2 Overcurrent Relay Tie Overcurrent Relay Ground Fault Protection Phase Short Circuit Phase Time Overcurrent
CONFIGURATION MANAGEMENT
Radian Inc. provides configuration management for both the MEP-PU-810A/B and its technical documentation. Accordingly, change pages and change record advisories regarding changes to the equipment and technical documentation will be developed and maintained. Serial number effectivity will be stated for all changes and revisions. 1.4.1
WARRANTY TERMS AND CONDITIONS
The DPGDS Warranty remains in effect when maintenance is performed using approved parts in accordance with DPGDS Technical Orders/Technical Manuals. Maintenance includes scheduled inspections/tests, preventive maintenance, and corrective maintenance. The MEP-PU-810A/B Power Unit and its spares are covered by a Radian warranty. The warranty covers all defects in workmanship and materials for a period of 30 months after Government acceptance. The warranty on replaced parts runs with the warranty of the end item. Refer to the equipment nameplate to find the acceptance month and year for individual DPGDS equipment items. Refer to DPGDS System Manual, CTM 01646.00015.001, Table 8.3.5-2 for DPGDS Warranty Claim procedures. 1.5
HOW TO USE THIS MANUAL
This manual has been written to support MEP-PU-810A/B operations and maintenance. THIS MANUAL MUST BE READ THOROUGHLY BEFORE OPERATING OR MAINTAINING THE MEP-PU-810A/B POWER UNIT. Table 1.5-1 provides a summary of the content of each Chapter.
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TABLE 1.5-1 CHAPTER
MEP-PU-810A/B MANUAL TOPICS BY CHAPTER TITLE
1
MEP-PU-810 A/B Power Unit Introduction
2
MEP-PU-810 A/B Power Unit Description
3
Detailed Equipment Description
4
Receipt and Movement
5
Operating Instructions
6
Scheduled Maintenance
7 8 9 10
Unscheduled Maintenance / Troubleshooting Housing Assembly Repair Direct Current (DC) System Repair Alternating Current (AC) System Repair
SCOPE OF DISCUSSION Scope, Reporting Improvements (EIR), Acronyms/Abbreviations, Configuration Management and How to Use This Manual. General (Overview of the Power Unit design), Difference between versions, Characteristics, Environmental Capabilities and Safety Requirements. Detailed discussion of the functionality and equipment of the following MEP-PU-810 major systems: • Power Distribution Center (PDC) • Power Unit Housing • Direct Current (DC) Control System • Alternating Current (AC) Control System • Fuel System • Cooling System • Lubrication System • Engine/Alternator System • Air Intake and Exhaust System • Operator's Remote Terminal (ORT) • Trailer Running Gear Systems • Hydraulic System Detailed procedures for Inspection On Receipt and Movement Detailed discussion of procedures for Manual operations, Automatic Operations, Safe Isolation, and Special Procedures for Operating Scenarios to include, Droop, Utility Parallel. Detailed procedures for initial plant set up, to include grounding, communications, the Operator's Remote Terminal (ORT), cabling, Neutral Ground Resistor, setup adjustments for 60/50 Hz operations. A detailed listing of the Preventive Maintenance, Checks and Services required for the MEP-PU-810A/B. Basic system level troubleshooting procedures based on possible malfunctions. Detailed repair procedures for the Housing System. Detailed repair procedures for the DC Control System. Detailed repair procedures for the AC Control System.
11
Fuel System Repair
Detailed repair procedures for the Fuel System.
12
Controls and Instruments Repair
Detailed repair procedures for the Controls and Instruments within the Power Unit (PU).
13
Cooling System Repair
Detailed repair procedures for the Cooling System
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TABLE 1.5-1 CHAPTER
MEP-PU-810A/B MANUAL TOPICS BY CHAPTER (CONTINUED) TITLE
SCOPE OF DISCUSSION
14
Lubrication System Repair
Detailed repair procedures for the Lubrication System
15
Engine Assembly Repair
Detailed repair procedures for the Engine/Alternator System
16
Air Intake and Exhaust System Repair
Detailed repair procedures for the Air Intake and Exhaust System
17
Operator's Remote Terminal (ORT) Repair
Detailed repair procedures for the Operator's Remote Terminal (ORT)
18
Running Gear/Trailer Repair
Detailed repair procedures for the Running Gear/Trailer System
19
Hydraulic System Repair
Detailed repair procedures for the Hydraulic System
20
PU Storage Procedures
Detailed Storage Procedures
21
Engine/Alternator Removal and Installation Procedures
Detailed procedures for the removal and replacement of the Engine/Generator
22
PDC Removal and Installation Procedures
Detailed procedures for the removal and replacement of the Primary Distribution Center (PDC).
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1-12
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CHAPTER 2 MEP-PU-810 A/B POWER UNIT DESCRIPTION TABLE OF CONTENTS SECTION
TITLE
PAGE
2.1
GENERAL
4
2.2
DIFFERENCES BETWEEN VERSIONS
8
2.3
CHARACTERISTICS
9
2.4
ENVIRONMENTAL CAPABILITIES
10
2.5
SAFETY REQUIREMENTS
10
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LIST OF FIGURES FIGURE
TITLE
PAGE
FIGURE 2.1-1
MEP-PU-810A REAR AND CURBSIDE VIEW
4
FIGURE 2.1-2
MEP-PU-810A FRONT AND STREETSIDE VIEW
5
FIGURE 2.1-3
MEP-PU-810A INTERIOR VIEW
5
FIGURE 2.1-4
MEP-PU-810B REAR AND CURBSIDE VIEW
6
FIGURE 2.1-5
MEP-PU-810B FRONT AND STREETSIDE VIEW
6
FIGURE 2.1-6
MEP-PU-810B INTERIOR VIEW
7
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LIST OF TABLES TABLE
TITLE
PAGE
TABLE 2.2-1
DIFFERENCES BETWEEN VERSIONS
8
TABLE 2.4-1
DPGDS ENVIRONMENTAL CAPABILITIES
10
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CHAPTER 2 MEP-PU-810 A/B POWER UNIT DESCRIPTION 2.1
GENERAL
The MEP-PU-810 is a wheel-mounted, diesel engine driven, prime power (Type II), utility (Class 2A), mode I unit that produces 840 kilowatts at 60 Hz and 700 kilowatts at 50 Hz with a 0.8 power factor, lagging, and provides the following output voltages: For 60 Hz operation:
2400/4160 volts, 3 phase, 3 wire, Wye connected generator (2400 volts line-to–neutral; 4160 volts Line-to-line.
For 50 Hz operation:
2200/3800 volts, 3 phase, 3 wire, Wye connected generator (2200 volts line-to-neutral; 3800 volts line-to-line).
The MEP-PU-810 is configured in two versions, the MEP-PU-810A, which is a towed trailer configuration that is capable of being air transported by a C-130 aircraft, and the MEP-PU-810B, which is a 5th wheel configuration for over the road use at 55 MPH.
FIGURE 2.1-1
MEP-PU-810A REAR AND CURBSIDE VIEW
2-4
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FIGURE 2.1-2
MEP-PU-810A FRONT AND STREETSIDE VIEW
FIGURE 2.1-3
MEP-PU-810A INTERIOR VIEW
2-5
USAF TO 35C2-3-518-1 USA TM 9-6115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
FIGURE 2.1-4
FIGURE 2.1-5
MEP-PU-810B REAR AND CURBSIDE VIEW
MEP-PU-810B FRONT AND STREETSIDE VIEW
2-6
USAF TO 35C2-3-518-1 USA TM 9-6115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
FIGURE 2.1-6
MEP-PU-810B INTERIOR VIEW
The two engines are Caterpillar 3456 EPG Engines. They are Liquid-cooled, 6 cylinder, four-cycle, turbocharged, and after-cooled and have a 15.8 Liter (964 cubic inch) displacement. Both Generators are Caterpillar model SR4B. The generator is a brushless, rotating armature exciter, single-bearing, air-cooled, open drip-proof unit. The generator is directly connected to the engine. The generator is a permanent magnet pilot excited (PMPE) generator that receives power for the voltage regulator from the pilot exciter, rather than the main armature as in self-excited generators. The pilot exciter consists of permanent magnet (PM) rotor and PM armature (stator). The pilot exciter operates independently. The generator is Wye connected. For 60 Hz operation the output is 4160 volts line to line, 2400 volts line to neutral, 3 phase, 4 wire, Wye connected generator. For 50 Hz operation the output is 3800 volts, 3800 volts line to line, 2200 volts line to neutral, 3 phase, 4 wire, Wye connected generator. The housing is a weather-tight enclosure that provides access for maintenance, overhaul, or replacement of major components. For proper airflow through the PU housing, all doors must be closed while the unit is running. •
Lifting and Tie-downs - The van has standard ISO corner fittings on the top 4 corners for lifting by a standard 20 foot ISO lifting frame using ISO Extenders, see Figure 2.1-1 and Figure 2.1-4. One ISO Extender is needed for each ISO Fitting on the PU. Although the van has ISO features it is NOT stackable. - The van has tie-down features rated to meet the system.
•
Engine Fluid Drains - Each PU is provided with a serviceable means of draining engine fluids such as oil, coolant and fuel through the bottom exterior of the van.
•
Fan Shroud - Each fan is provided with a metal shroud to protect personnel from accidental contact with the fan.
2-7
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Floor Vents - A section of the floor under the generators in the engine-generator compartment is ventilated to allow air to be drawn through the compartment for ventilation air and engine combustion air. A shield is provided below the floor vents to minimize debris such as rocks or dirt from being thrown into the generator compartment during towing.
•
Grounding Lug – Two Ground lugs are provided on the PU for connecting the external ground connections. The ground lugs are a 4/0 split-bolt copper lug and are designed for repeated use. The ground lugs are located under the Local Control Panel (LCP). Refer to figures 5.1.3.1-1 and 5.1.3.1-3 for the “A” and “B” models grounding lug locations.
2.2
DIFFERENCES BETWEEN VERSIONS
The "A" and "B" versions differ due to the two styles of trailers and associated hardware. See Table 2.2-1. TABLE 2.2-1
DIFFERENCES BETWEEN VERSIONS
TRAILER TOWING HITCH
The "A" version PU uses a trailer lunette with a 3 inch inside diameter. It hooks to the tow pintle of the towing vehicle. The "B" version PU uses a fifth wheel, which slides on and hooks to the fifth wheel plate of the towing vehicle.
RUNNING BRAKES
The “A” version uses a surge brake system that is an integral part of the towing hitch. When braking, trailer inertia pushes a rod against the master cylinder and applies the trailer brakes using a conventional hydraulic system. The “B” version uses a standard air DOT anti-lock brake system (ABS) for fifth wheel trailers. It includes a full function service and spring brake valve, ABS control module, service and supply hoses, glad hands, and a 2,800 cu. in. air tank.
BRAKES
The parking brake on the “A” version is a mechanical manual crank devise that clamps over the inside rear tires. The “B” version uses an air control spring brake system. When the trailer is being towed, powerful springs in the brake chamber are held back by air pressure. When the parking brakes are applied or the PU is disconnected, air pressure is released from the chamber and the springs apply mechanical brakes to each wheel hub.
VAN LIGHTS
The "B" version PU trailer has lights for clearance, reflectors, turn signals, and tail/stoplights in accordance with Department Of Transportation (DOT) and Federal Motor Vehicle Safety Standard (FMVSS), 121, 571.124 standards for commercial operations. For towing with a commercial truck, the commercial lights are powered by the vehicle 12-volt electrical system and are provided with a 7-way intervehicular cable. In addition, a set of blackout lights including clearance, reflectors, turn signal, and tail/stop-lights powered by the vehicle 24-volt electrical system. A 12-way intervehicular cable is provided for towing with military vehicles. When in the blackout mode of operation, the commercial lights are non-operational
STEPS
The "B" version trailer is provided with a commercial ladder to allow access into the PU trailer at any of the PU side doors. Ladder storage is above the PDC within the interior PU when the ladder is not in use or during transportation of the PU.
TIRES
The “A” version is provided with a LT235/85R16 with a load range of E.
TIRES
The “B” version is provided with a 11R22.5 with a load range of G.
STORAGE
The “B” version has a general cargo storage box 24IN. x 24IN. x 54IN.
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2.3
CHARACTERISTICS
a. Operating Temperature Range:
-25 deg F – 125 deg F.
b. Internal Day Tank:
120 Gallons
c.
Cooling System Per Engine/Generator:
27 Gallons
d. Lubricating System Per Engine/Generator:
13 Gallons
e. Hydraulic System Per Engine/Generator:
21 Gallons
• f.
18 Gallons
Tank:
Dimensions: (1) MEP-PU-810A: • Overall Length: • Overall Width: • Overall Height: • Net Weight (Dry): • Front Axle Weight: • Rear Axle Weight: • Cubage Weight: (2) • • • • • • • • •
301 inches 96 inches 102 inches 25,740 lbs 12,920 lbs 12,820 lbs 1706 cubic feet
MEP-PU-810B: Overall Length: Overall Width: Overall Height: Net Weight (Dry) Rear Axle Weight: Landing Gear weight: Fifth Wheel Weight: th Rear Axle Weight (with 5 Wheel) Cubage:
2-9
277 inches 98 inches 122 inches 29,100 lbs 14,620 lbs 14,480 lbs 7,840 lbs 21,260 lbs 1917 cubic feet
USAF TO 35C2-3-518-1 USA TM 9-6115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 2.4
ENVIRONMENTAL CAPABILITIES
The MEP-PU-810 A/B meets the environmental requirements of Table 2.4-1. TABLE 2.4-1 ALTITUDE
TEMPERATURE WIND SALT SPRAY, OCEAN WINDS
DPGDS ENVIRONMENTAL CAPABILITIES The PU operates and produces power at altitudes up to and including 10,000 feet above sea level. The PU produces rated power at altitudes up to and including 4,000 feet above sea level. At altitudes above 4,000 feet, the rated power may be de rated (if necessary) by a maximum of 3.5 percent per 1,000 feet above 4,000 feet up to the maximum service altitude of 10,000 feet above sea level. The PU operates in extreme climatic conditions: at full capability in the ambient temperature range between –25 °F and +125 °F. The PU withstands sustained winds of 80 mph sustained with gusts of 100 mph without damage and remains operational. The PU withstands the effects of salt spray caused by ocean winds with no degradation of performance for the design service life. The PU withstands the effects of all naturally occurring levels of humidity at the altitude and temperature conditions with no degradation of performance for the design service life.
HUMIDITY PRECIPITATION
The PU withstands the effects of heavy rain, heavy snowfall, and dense fog with no degradation of performance for the design service life.
ULTRAVIOLET RADIATION
The PU withstands the ultraviolet effects of sunshine with no degradation of performance for the unit’s designed service life.
DUST & SAND
The PU starts and sustains operations in dust/sand particle concentrations up to 1400 mg per cubic meter with particle sizes ranging from 74 micrometers to 1000 micrometers in diameter.
AUDIO NOISE/SOUND
With the engine compartment doors closed, audio noise sound pressure levels emanating from the PU operating at any load from no load to and including rated load do not exceed 85 dBA at 7.0 meters.
2.5
SAFETY REQUIREMENTS
Compliance with appropriate military and industrial electric system safety standards to include NEC, OSHA, NFPA, TM 5-684, and AFJMAN 32-1082 has been established. The PU is safe to operate, store, and maintain and does not present hazards to support personnel as long as outlined procedures are followed. MIL-STD-882C was used for system safety design guidance to ensure all tasks associated with the transportation, installation, use, and reconstitution can be performed safely. Hazardous components/parts exposed to personnel are electrically insulated or enclosed. PU components are not exposed to open flames or hot surfaces that may be an ignition source for flammable or combustible materials, petroleum, oils, and lubricants. Camouflage and concealment netting can be used as long as they are lifted and supported from the mufflers a safe distance. PU components are fire retardant or fire resistant. Materials used in the PU do not produce lifethreatening levels of toxic fumes when burning or melting.
2-10
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
CHAPTER 3 DETAILED EQUIPMENT DESCRIPTION TABLE OF CONTENTS SECTION
TITLE
PAGE
3.1
MEP-PU-810 POWER UNIT (PU) CONFIGURATION
14
3.2
PRIMARY DISTRIBUTION CENTER (PDC)
14
3.2.1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
14
3.2.2
RATINGS
15
3.2.3
PRIMARY DISTRIBUTION CENTER (PDC) EQUIPMENT
16
3.2.3.1
GENERATOR CONTROL PANEL (GCP)
17
3.2.3.1.1
OVERVIEW OF CONTROLS AND INDICATORS
17
3.2.3.1.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
21
3.2.3.1.2.1
GSC+ GENERATOR SET CONTROL
21
3.2.3.1.2.1.1
FUNCTIONS
21
3.2.3.1.2.1.2
DISPLAYS
21
3.2.3.1.2.1.3
INDICATOR LIGHTS
23
3.2.3.1.2.2
GENERATOR BREAKER CONTROL SWITCH (BCSG1/G2)
24
3.2.3.1.2.4
GENERATOR OVER CURRENT RELAY (50/51G1/G2)
26
3.2.3.1.2.4.1
SETPOINTS
26
3.2.3.1.2.4.2
LOCKOUT FUNCTIONS
26
3.2.3.1.2.5
FEEDER OVER CURRENT RELAY (50/51F1/F2)
27
3.2.3.1.2.5.1
SETPOINTS
27
3.2.3.1.2.5.2
LOCKOUT FUNCTIONS
27
3.2.3.1.2.6
EMERGENCY STOP PUSH BUTTON (ESPB)
28
3.2.3.1.2.7
ENGINE CONTROL SWITCH (ECS)
29
3.2.3.1.2.8
PANEL LIGHT SWITCH (PLS)
30
3.2.3.1.2.9
FREQUENCY ADJUST RHEOSTAT (FAR)
30
3.2.3.1.2.10
VOLTAGE ADJUST RHEOSTAT (VAR)
30
3.2.3.1.2.11
CIRCUIT BREAKER CLOSED (RED) LED
30
3.2.3.1.2.12
CIRCUIT BREAKER OPEN (GREEN) LED
30
3.2.3.2
MASTER CONTROL PANEL (MCP)
31
3.2.3.2.1
OVERVIEW OF CONTROLS AND INDICATORS
31
3.2.3.2.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
35
3-1
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SYNCHROSCOPE/SYNCHCHECK RELAY (SC/25M)
35
3.2.3.2.2.2
PHASE ROTATION TEST LIGHTS (PRL)
36
3.2.3.2.2.3
TIE OVERCURRENT RELAY (50/51T)
37
3.2.3.2.2.3.1
SETPOINTS
37
3.2.3.2.2.3.2
LOCKOUT FUNCTIONS
38
3.2.3.2.2.4
CIRCUIT BREAKER CLOSED (RED) LED (TCL)
38
3.2.3.2.2.5
CIRCUIT BREAKER OPEN (GREEN) LED (TOL)
38
3.2.3.2.2.6
BUS VOLTAGE/FREQUENCY METER (BVFM)
39
3.2.3.2.2.7
50/ 60 HERTZ INDICATOR LIGHTS (50L/60L)
40
3.2.3.2.2.8
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
41
3.2.3.2.2.9
GENERATOR MODE SWITCH (GMS)
42
3.2.3.2.2.10
AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
43
3.2.3.2.2.11
TIE BREAKER CONTROL SWITCH (BCST)
44
3.2.3.2.2.12
MASTER START ENABLE SWITCH (MSES)
45
3.2.3.2.2.13
SYSTEM STATUS LIGHT (SSL)
46
3.2.3.2.2.14
BUZZER SILENCE PUSHBUTTON (BSPB)
47
3.2.3.2.2.15
BATTLE SHORT SWITCH (BSS)
48
3.2.3.2.2.16
SYSTEM SYNCHRONIZING SWITCH (SSS)
49
3.2.3.2.2.17
PANEL LIGHT SWITCH (PLS)
50
3.2.3.2.2.18
SYSTEM MODE SWITCH (SMS)
51
3.2.3.2.2.19
UNIT SELECTOR SWITCH (USS)
52
3.2.3.2.2.20
UNIT SELECTOR INDICATORS (USI)
53
3.2.3.2.2.21
FREQUENCY SELECTOR SWITCH (FSS)
54
3.2.3.2.2.22
ALARM/FAULT BUZZER
55
3.2.3.2.23
GENERATOR OVERLOAD INDICATORS (OLG1/G2)
57
3.2.3.3
CONTROL DEVICES
58
3.2.3.3.1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
58
3.2.3.3.2
LOAD SHARE MODULE (LSM)
59
3.2.3.3.3
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
60
3.2.3.3.4
ETHERNET HUB
61
3.2.3.3.5
PROTOCOL COMMUNICATION MODULE (PCM) & CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM)
62
3.2.3.3.6
POWER CONVERTER (P15)
63
3.2.3.3.7
TRANSDUCER
64
3.2.3.3.7.1
TRANSDUCER (XD)
64
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AUTOMATIC VOLTAGE REGULATOR (AVR)
65
3.2.3.3.9
AC TRANSFORMER BOX (ATB)
66
3.2.3.3.10
INSTRUMENT TRANSFORMERS
67
3.2.3.3.11
CIRCUIT BREAKERS – GENERATOR, FEEDER AND TIE
69
3.3
POWER UNIT (PU) HOUSING
70
3.3.1
ACCESS DOORS AND ACCESS COVERS
70
3.3.2
PLENUM ASSEMBLY SCREENS
72
3.3.2.1
TOP PLENUM SCREENS
72
3.3.2.2
BOTTOM PLENUM SCREENS
73
3.3.3
PANELS
74
3.3.3.1
SIDE PANELS
74
3.3.3.2
TOP PANEL
75
3.3.4
BOTTOM PLATE ASSEMBLY
76
3.3.5
BATTERY BOX ASSEMBLY
77
3.3.6
FUEL TANK AND HYDRAULIC TANKS
78
3.3.7
MUFFLER ASSEMBLY
79
3.4
DIRECT CURRENT (DC) ELECTRICAL SYSTEM
80
3.4.1
BATTERY BANK
80
3.4.2
BATTERY CABLES
81
3.4.3
BATTERY CHARGER
82
3.4.4
DC TIE SWITCH
83
3.4.6
STARTER MOTOR
84
3.4.7
STARTER SOLENOID
84
3.4.8
FUEL TRANSFER PUMP
85
3.4.9
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
86
3.4.10
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
87
3.4.11
BATTERY SLAVE RECEPTACLE
87
3.5
ALTERNATING CURRENT (AC) ELECTRICAL SYSTEM
88
3.5.1
STATION POWER TRANSFORMER
88
3.5.2
208/120VAC RECEPTACLES
89
3.5.3
WIRING HARNESSES
89
3.5.4
POWER PANEL BOARD
90
3.5.5
SR4B ALTERNATOR
91
3.5.7
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
92
3.5.8
MEDIUM VOLTAGE OUTPUT TERMINAL, FEEDER OUTPUT
92
3-3
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SURGE ARRESTORS (SA1, SA2 SA3)
93
3.5.10
SHORE POWER
94
3.5.11
CIRCUIT BREAKERS
95
3.6
FUEL SYSTEM
96
3.6.1
FUEL SYSTEM DESCRIPTION
96
3.6.2
FUEL SYSTEM COMPONENTS
98
3.6.2.1
EXTERNAL FUEL TRANSFER PUMP
99
3.6.2.1.1
EXTERNAL FUEL TRANSFER PUMP CONTROLS
100
3.6.2.2
120 GALLON FUEL TANK
101
3.6.2.3
FUEL INJECTION SYSTEM
102
3.6.2.4
ELECTRONIC CONTROL MODULE (ECM)
102
3.6.2.4.1
ELECTRONIC UNIT INJECTOR (EUI)
103
3.6.2.5
PRIMARY FUEL FILTER
104
3.6.2.6
SECONDARY FUEL FILTER
106
3.6.2.7
FUEL PRIMER PUMP
107
3.7
COOLING SYSTEM
108
3.7.1
COOLING SYSTEM OPERATION
108
3.7.2
COOLING SYSTEM COMPONENTS
109
3.7.2.1
RADIATOR
109
3.7.2.2
COOLANT TANKS
111
3.7.2.3
COOLANT TEMPERATURE REGULATOR CIRCUIT
112
3.7.2.4
COOLING SYSTEM AIR BLEED VALVE
113
3.7.3
COOLANT CHARACTERISTICS
114
3.7.4
COOLING FLUID SPECIFICATIONS
114
3.7.4.1
WATER
114
3.7.4.2
ADDITIVES
115
3.7.4.3
ETHYLENE GLYCOL
116
3.7.4.4
CATERPILLAR COOLANTS
116
3.8
HYDRAULIC SYSTEM OPERATION
118
3.9
LUBRICATION SYSTEM
119
3.9.1
LUBRICATION SYSTEM OPERATION
119
3.9.1.1
OIL FLOW THROUGH A WARM ENGINE
119
3.9.1.2
OIL FLOW THROUGH A COLD ENGINE
120
3.9.1.3
OIL FLOW THROUGH AN ENGINE BLOCK
121
3.9.2
LUBRICATION SYSTEM COMPONENTS
122
3-4
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.9.2.1
OIL PAN
122
3.9.2.2
OIL PUMP
123
3.9.2.3
OIL COOLER
124
3.9.2.4
OIL FILTER
124
3.9.2.5
TURBOCHARGER OIL LINES
125
3.9.2.6
OIL PASSAGES FOR THE CYLINDER HEAD AND BLOCK
126
3.9.2.7
FUME DISPOSAL COLLECTOR
127
3.9.3
LUBRICANT SPECIFICATIONS
128
3.9.3.1
API AUTHORIZED OILS
128
3.9.3.2
ENGINE OIL: CATERPILLAR DIESEL ENGINE OIL
128
3.9.3.3
ENGINE OILS: COMMERCIAL OILS
128
3.9.3.4
LUBRICANT VISCOSITY RECOMMENDATIONS
130
3.10
ENGINE/ALTERNATOR SYSTEM
131
3.10.1
CATERPILLAR 3456 EPG ENGINE
131
3.10.2
STARTING THE ENGINE
135
3.10.3
COLD MODE OPERATION
135
3.10.4
MEP-PU-810 SPECIFIED PARAMETERS
135
3.10.5
ALTERNATOR
136
3.10.5.1
SR4B ALTERNATOR
136
3.10.5.2
GENERATOR THEORY OF OPERATIONS
136
3.10.5.3
PERMANENT MAGNET PILOT EXCITER (PMPE)
137
3.10.5.4
GENERATOR COMPONENTS
139
3.11
AIR INTAKE AND EXHAUST SYSTEM
142
3.11.1
AIR INTAKE AND EXHAUST SYSTEM OPERATION
142
3.11.1.1
COMBUSTION AIR FLOW
142
3.11.1.2
EXHAUST GAS FLOW
143
3.11.1.3
POWER UNIT INTERNAL COOLING AIR FLOW
144
3.11.2
SYSTEM COMPONENTS
145
3.11.2.1
AIR-TO-AIR AFTER COOLER (ATAAC)
145
3.11.2.2
AIR FILTER
146
3.11.2.3
TURBOCHARGER
147
3.11.2.4
AIR INLET AND EXHAUST MANIFOLDS
148
3.11.2.5
MUFFLER ASSEMBLY
150
3.11.2.6
AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)
151
3.12
OPERATOR'S REMOTE TERMINAL (ORT)
152
3-5
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ORT HARDWARE/SOFTWARE
152
3.12.2
ORT SCREENS
153
3.12.2.1
OVERVIEW SCREEN
153
3.12.2.2
INDIVIDUAL PU SCREENS
153
3.12.3
POWER PLANT CONTROL AND MONITORING
155
3.12.3.1
POWER PLANT CONTROL & MONITORING PROGRAM
155
3.12.3.2
OVERVIEW POP-UP SCREEN
156
3.12.3.3
PU CONTROL & MONITORING POP-UP SCREEN
158
3.12.3.4
HARDWARE ALARM POP-UP SCREEN
161
3.12.3.5
ALARM POP-UP SCREEN
162
3.12.3.6
ALARM SUMMARY POP-UP SCREEN
164
3.12.3.7
BASE-LOAD POP-UP SCREEN
166
3.12.3.8
EQUIPMENT IDENTIFICATION POP-UP SCREEN
168
3.12.3.9
LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN
170
3.12.3.10
EIGHT-HOUR ARCHIVE POP-UP SCREEN
171
3.12.3.11
SHUTDOWN ARCHIVE POP-UP SCREEN
172
3.12.3.12
DPGDS ONE-LINE POP-UP SCREEN
173
3.12.3.13
PDC AND ORT LOAD LIMITING SOFTWARE
174
3.12.3.13.1
PDC AND ORT LOAD LIMITING SOFTWARE DESCRIPTION
174
3.12.3.13.2
POWER MONITOR
174
3.12.3.13.3
60 HZ OPERATION
174
3.12.3.13.4
50 HZ OPERATION
175
3.12.3.13.5
WARNINGS
175
3.12.3.13.6
BATTLE SHORT
176
3.12.3.13.7
ORT OVERLOAD POP-UP SCREENS
176
3.13
TRAILER RUNNING GEAR SYSTEMS
180
3.13.1
TIRES
180
3.13.1.1
MEP-PU-810A TIRES
180
3.13.1.2
MEP-PU-810B TIRES
180
3.13.2
WHEELS
180
3.13.2.1
MEP-PU-810A WHEELS
180
3.13.2.1.1
MEP-PU-810A WHEEL TORQUE REQUIREMENTS
181
3.13.2.2.1
MEP-PU-810B WHEELS
182
3.13.2.2.2
MEP-PU-810B WHEEL TORQUE REQUIREMENTS
182
3.13.3
BRAKE SYSTEMS
183
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MEP-PU-810A BRAKE SYSTEM
183
3.13.3.1.1
SURGE BRAKING SYSTEM
183
3.13.3.1.2
BRAKE FLUID
184
3.13.3.1.3
HYDRAULIC BRAKE OPERATION
185
3.13.3.1.4
HYDRAULIC BRAKE COMPONENTS
186
3.13.3.1.5
SELF-ADJUSTING MECHANISM FOR HYDRAULIC BRAKES
186
3.13.3.1.6
PARKING BRAKE
186
3.13.3.2
MEP-PU-810B BRAKE SYSTEM
187
3.13.3.2.1
AIR CHAMBERS
187
3.13.3.2.2
SPRING BRAKES
187
3.13.3.2.3
SLACK ADJUSTERS
188
3.13.3.2.4
ANTI-LOCK BRAKE SYSTEM (ABS)
188
3.13.3.2.5
HUB ODOMETER
189
3.13.4
LIGHTING SYSTEMS
190
3.13.4.1
MEP-PU-810A LIGHTING SYSTEM
190
3.13.4.2
MEP-PU-810B LIGHTING SYSTEM
190
3-7
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
LIST OF FIGURES FIGURE
TITLE
PAGE
FIGURE 3.2.3-1
PDC LOCAL CONTROL PANEL (LCP)
16
FIGURE 3.2.3.1-1
GENERATOR CONTROL PANEL (GCP)
17
FIGURE 3.2.3.1.2.2-1
GENERATOR BREAKER CONTROL SWITCH (BCSG1)
24
FIGURE 3.2.3.1.2.3-1
FEEDER BREAKER CONTROL SWITCH (BCSF1)
25
FIGURE 3.2.3.1.2.4-1
GENERATOR OVER CURRENT RELAY (50/51G1)
26
FIGURE 3.2.3.1.2.5-1
FEEDER OVER CURRENT RELAY (50/51F1)
27
FIGURE 3.2.2.1.2.6-1
EMERGENCY STOP PUSHBUTTON (ESPB)
28
FIGURE 3.2.3.1.2.7-1
ENGINE CONTROL SWITCH (ECS)
29
FIGURE 3.2.3.2.1-1
MASTER CONTROL PANEL (MCP)
31
FIGURE 3.2.3.2.2.1-1
SYNCHRONIZING SCOPE METER (SC/25M)
35
FIGURE 3.2.3.2.2.2-1
PHASE ROTATION LIGHTS (PRL)
36
FIGURE 3.2.3.2.2.3-1
LOAD TIE OVERCURRENT RELAY (50/51T)
37
FIGURE 3.2.3.2.2.6-1
BUS VOLTAGE/FREQUENCY METER (BVFM)
39
FIGURE 3.2.3.2.2.7-1
SYSTEM FREQUENCY STATUS LIGHTS (SFSL)
40
FIGURE 3.2.3.2.2.8-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
41
FIGURE 3.2.3.2.2.9-1
GENERATOR MODE SWITCH (GMS)
42
FIGURE 3.2.3.2.2.10-1 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
43
FIGURE 3.2.3.2.2.11-1 TIE BREAKER CONTROL SWITCH (BCST)
44
FIGURE 3.2.3.2.2.12-1 MASTER START ENABLE SWITCH (MSES)
45
FIGURE 3.2.3.2.2.13-1 SYSTEM STATUS LIGHT (SSL)
46
FIGURE 3.2.3.2.2.14-1 BUZZER SILENCE PUSHBUTTON (BSPB)
47
FIGURE 3.2.3.2.2.15-1 BATTLESHORT SWITCH (BSS)
48
FIGURE 3.2.3.2.2.16-1 SYSTEM SYNCHRONIZING SWITCH (SSS)
49
FIGURE 3.2.3.2.2.17-1 PANEL LIGHT SWITCH (PLS)
50
FIGURE 3.2.3.2.2.18-1 SYSTEM MODE SWITCH (SMS)
51
FIGURE 3.2.3.2.2.19-1 UNIT SELECTOR SWITCH (USS) & UNIT SELECTOR INDICATORS (USI)
52
FIGURE 3.2.3.2.2.21-1 FREQUENCY SELECTOR SWITCH (FSS)
54
FIGURE 3.2.3.2.2.22-1 ALARM/FAULT BUZZER
55
FIGURE 3.2.3.2.23-1
GENERATOR OVERLOAD INDICATORS (OLG1/G2)
57
FIGURE 3.2.3.3.1-1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
58
3-8
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.2.3.3.2-1
LOAD SHARE MODULE (LSM)
59
FIGURE 3.2.3.3.3-1
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
60
FIGURE 3.2.3.3.4-1
ETHERNET HUB
61
FIGURE 3.2.3.3.5-1
CUSTOMER COMMUNICATION MODULE (CCM)
62
FIGURE 3.2.3.3.6-1
POWER CONVERTER (P15)
63
FIGURE 3.2.3.3.7.1-1
TRANSDUCER (XD)
64
FIGURE 3.2.3.3.8-1
AUTOMATIC VOLTAGE REGULATOR (AVR)
65
FIGURE 3.2.3.3.9-1
AC TRANSFORMER BOX (ATB)
66
FIGURE 3.2.3.3.10-1
POTENTIAL TRANSFORMERS
67
FIGURE 3.2.3.3.10-2
CURRENT TRANSFORMER
68
FIGURE 3.2.3.3.11-1
GENERATOR, FEEDER AND TIE CIRCUIT BREAKERS
69
FIGURE 3.3.1-1
MEP-PU-810A/ B ACCESS DOORS AND COVERS
71
FIGURE 3.3.2.1-1
MEP-PU-810A/B TOP PLENUM SCREENS
72
FIGURE 3.3.2.2-1
BOTTOM PLENUM SCREENS
73
FIGURE 3.3.3-1
SIDE PANEL
74
FIGURE 3.3.3.2-1
TOP PANEL
75
FIGURE 3.3.4-1
BOTTOM PLATE ASSEMBLY
76
FIGURE 3.3.5-1
BATTERY BOX ASSEMBLY
77
FIGURE 3.3.6-1
FUEL TANK AND HYDRAULIC RESERVOIRS
78
FIGURE 3.3.7-1
MUFFLER ASSEMBLY
79
FIGURE 3.4.1-1
POWER UNIT BATTERY ASSEMBLY
81
FIGURE 3.4.3-1
BATTERY CHARGER
82
FIGURE 3.4.4-1
DC TIE SWITCH
83
FIGURE 3.4.6-1
STARTER MOTOR AND STARTER SOLENOID
84
FIGURE 3.4.8-1
FUEL TRANSFER PUMP
85
FIGURE 3.4.9-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
86
FIGURE 3.4.10-1
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
87
FIGURE 3.5.1-1
STATION POWER TRANSFORMER
88
FIGURE 3.5.2-1
208/120VAC EXTERIOR RECEPTACLES
89
FIGURE 3.5.4-1
POWER PANEL BOARD
90
FIGURE 3.5.5-1
SR4B ALTERNATOR
91
FIGURE 3.5.7-1
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
92
FIGURE 3.5.8-1
MEDIUM VOLTAGE FEEDER OUTPUT TERMINAL
92
FIGURE 3.5.9-1
SURGE ARRESTORS (SA1, SA2 SA3)
93
FIGURE 3.5.10-1
SHORE CONNECTION FOR BATTERY CHARGERS
94
3-9
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.5.11-1
CIRCUIT BREAKERS
95
FIGURE 3.6.2.1-1
EXTERNAL FUEL TRANSFER PUMP
99
FIGURE 3.6.2.1.1-1
EXTERNAL FUEL PUMP CONTROL SWITCHES
100
FIGURE 3.6.2.2-1
120 GALLON FUEL TANK
101
FIGURE 3.6.2.3-1
FUEL INJECTION MECHANISM
102
FIGURE 3.6.2.4.1-1
ELECTRONIC UNIT INJECTOR (EUI) COMPONENTS
103
FIGURE 3.6.2.5-1
PRIMARY FUEL FILTER
105
FIGURE 3.6.2.5-2
PRIMARY FUEL FILTER DRAIN VALVE
105
FIGURE 3.6.2.6-1
SECONDARY FUEL FILTER
106
FIGURE 3.6.2.7-1
FUEL PRIMER PUMP
107
FIGURE 3.7.1-1
COOLANT SYSTEM OPERATION
108
FIGURE 3.7.2.1-1
DPGDS RADIATOR "A" FRAME HOUSING ASSEMBLY
109
FIGURE 3.7.2.1-2
RADIATOR DRAIN
110
FIGURE 3.7.2.1-3
RADIATOR HOSE DRAIN
110
FIGURE 3.7.2.2-1
COOLANT TANK CUT-AWAY VIEW
111
FIGURE 3.7.2.3-1
COOLANT TEMPERATURE REGULATOR CIRCUIT
112
FIGURE 3.7.2.4-1
COOLING SYSTEM AIR BLEED VALVE
113
FIGURE 3.8-1
HYDRAULIC SYSTEM OPERATION
118
FIGURE 3.9.1.1-1
3456 EPG WARM ENGINE OIL FLOW
119
FIGURE 3.9.1.2-1
3456 EPG COLD ENGINE OIL FLOW
120
FIGURE 3.9.1.3-1
3456 EPG ENGINE OIL FLOW SCHEMATIC
121
FIGURE 3.9.2.1-1
3456 EPG ENGINE OIL PAN CUTAWAY
123
FIGURE 3.9.2.2-1
3456 EPG ENGINE OIL PUMP
123
FIGURE 3.9.2.3-1
3456 EPG ENGINE OIL COOLER
124
FIGURE 3.9.2.4-1
3456 EPG OIL FILTER
125
FIGURE 3.9.2.5-1
3456 EPG TURBOCHARGER OIL LINES
125
FIGURE 3.9.2.6-1
3456 EPG CYLINDER HEAD
126
FIGURE 3.9.2.7-1
FUME DISPOSAL COLLECTOR
127
FIGURE 3.10.1-1
CATERPILLAR 3456 EPG ENGINE, RIGHT SIDE VIEW
131
FIGURE 3.10.1-2
CATERPILLAR 3456 EPG ENGINE, LEFT SIDE VIEW
132
FIGURE 3.10.1-3
CATERPILLAR 3456 EPG ENGINE, TOP VIEW
133
FIGURE 3.10.1-4
CATERPILLAR 3456 EPG ENGINE, REAR VIEW
133
FIGURE 3.10.1-5
CATERPILLAR 3456 EPG ENGINE, FRONT VIEW
134
FIGURE 3.10.5.1-1
DPGDS SR4B ALTERNATOR
136
FIGURE 3.10.5.3-1
PMPE GENERATOR WIRING DIAGRAM
138
3-10
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.10.5.4-1
RFA HEAT SINK
140
FIGURE 3.10.5.4-2
SIX DIODE RECTIFIER BLOCK WITH VARISTOR CR7
140
FIGURE 3.10.5.4-3
VARISTOR CR8
141
FIGURE 3.11.1.1-1
COMBUSTION AIR FLOW
142
FIGURE 3.11.1.2-1
SYSTEM EXHAUST FLOW
143
FIGURE 3.11.1.3-1
EXTERNAL AIR FLOW
144
FIGURE 3.11.2.1-1
AIR-TO-AIR AFTER COOLER (ATAAC)
145
FIGURE 3.11.2.2-1
AIR FILTER ASSEMBLY
146
FIGURE 3.11.2.3-1
TURBOCHARGER
147
FIGURE 3.11.2.4-1
AIR INLET MANIFOLD
148
FIGURE 3.11.2.4-2
EXHAUST MANIFOLD
149
FIGURE 3.11.2.5-1
MUFFLER ASSEMBLY
150
FIGURE 3.11.2.6-1
AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)
151
FIGURE 3.11.2.6-2
AIR FILTER DIFFERENTIAL GAUGE
151
FIGURE 3.12-1
OPERATOR’S REMOTE TERMINAL
152
FIGURE 3.12.2-1
OPERATOR’S REMOTE TERMINAL
153
FIGURE 3.12.2.2-1
OPERATOR’S REMOTE TERMINAL
154
FIGURE 3.12.3.2-1
OVERVIEW POP-UP SCREEN
157
FIGURE 3.12.3.3-1
PU CONTROL & MONITORING POP-UP SCREEN
160
FIGURE 3.12.3.4-1
CRITICAL ALARM POP-UP SCREEN
161
FIGURE 3.12.3.5-1
ALARM POP-UP SCREEN
163
FIGURE 3.12.3.6-1
ALARM SUMMARY POP-UP SCREEN
165
FIGURE 3.12.3.7-1
BASE-LOAD POP-UP SCREEN
167
FIGURE 3.12.3.8-1
EQUIPMENT IDENTIFICATION POP-UP SCREEN
169
FIGURE 3.12.3.9-1
LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN
170
FIGURE 3.12.3.10-1
EIGHT HOUR ARCHIVE POP-UP SCREEN
171
FIGURE 3.12.3.11-1
SHUTDOWN ARCHIVE POP-UP SCREEN
172
FIGURE 3.12.3.12-1
DPGDS ONE-LINE
173
FIGURE 3.12.3.13.5-1 PU GENERATOR OVERLOAD INDICATOR LIGHTS
175
FIGURE 3.12.3.13.7-1 PLANT OVERLOAD OVERVIEW SCREEN
177
FIGURE 3.12.3.13.7-2 PU CONTROL & MONITORING SCREEN
178
FIGURE 3.12.3.13.7-3 ORT SERVICE PACK-3 SCREEN
179
FIGURE 3.13.2.1.1-1
MEP-PU-810A TORQUE PATTERN
181
FIGURE 3.13.2.2.2-1
MEP-PU-810B TORQUE PATTERN
182
FIGURE 3.13.3.1-1
HYDRAULIC BRAKE ACTUATOR
183
3-11
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 FIGURE 3.13.3.1-2
BREAK-AWAY LEVER AND CHAIN POSITIONS
184
FIGURE 3.13.3.1.3-1
HYDRAULIC BRAKE FUNCTION DIAGRAM
185
FIGURE 3.13.3.1.4-1
HYDRAULIC BRAKE COMPONENTS
186
FIGURE 3.13.3.2.1-1
S-CAM BRAKE ASSEMBLY
187
FIGURE 3.13.3.2.2-1
BRAKE SYSTEM COMPONENTS
188
FIGURE 3.13.3.2.4-1
ABS WIRING LAYOUT
189
FIGURE 3.13.3.2.5-1
B MODEL HUB ODOMETER
189
FIGURE 3.13.4.2-1
MEP-PU-810B LIGHTING
190
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LIST OF TABLES TABLE
TITLE
PAGE
TABLE 3.2.1-1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
15
TABLE 3.2.2-1
SINGLE GENERATOR OUTPUT
15
TABLE 3.2.2-2
TWO GENERATOR OUTPUT
15
TABLE 3.2.3.1.2.1.3-1 GSC+ SHUTDOWN INDICATOR LIGHTS
23
TABLE 3.2.3.1.2.1.3-2 GSC+ WARNING INDICATOR LIGHTS
23
TABLE 3.2.3.1.2.2-1
CIRCUIT BREAKER INDICATORS
24
TABLE 3.2.3.1.2.3-1
CIRCUIT BREAKER INDICATORS
25
TABLE 3.2.3.2.2.11-1
CIRCUIT BREAKER INDICATORS
44
TABLE 3.2.3.2.2.22-1
BUZZER ACTIVATION BY ALARM
56
TABLE 3.2.3.2.2.22-2
BUZZER ACTIVATION BY FAULT
56
TABLE 3.7.3-1
PROTECTION TEMPERATURES FOR ANTIFREEZE CONCENTRATIONS
114
TABLE 3.7.4.1-1
ACCEPTABLE CHARACTERISTICS OF WATER
115
TABLE 3.7.4.4-1
COOLANT SERVICE LIFE
117
TABLE 3.9.3.4-1
ENGINE OIL VISCOSITY
130
TABLE 3.12.3.2-1
OVERVIEW POP-UP SCREEN ICONS
156
TABLE 3.12.3.3-1
PU CONTROL & MONITORING POP-UP SCREEN ICONS
158
TABLE 3.12.3.3-1
PU CONTROL & MONITORING POP-UP SCREEN ICONS (CONTINUED)
159
TABLE 3.12.3.5-1
ALARM POP-UP SCREEN ICONS
162
TABLE 3.12.3.6-1
ALARM SUMMARY POP-UP SCREEN ICONS
164
TABLE 3.12.3.7-1
BASE-LOAD POP-UP SCREEN ICONS
166
TABLE 3.12.3.8-1
EQUIPMENT IDENTIFICATION POP-UP SCREEN ICONS
168
3-13
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
CHAPTER 3 DETAILED EQUIPMENT DESCRIPTION 3.1
MEP-PU-810 POWER UNIT (PU) CONFIGURATION
This Chapter describes the following major systems of the MEP-PU-810A/B Power Unit: •
Primary Distribution Center (PDC), (Section 3.2)
•
Power Unit Housing, (Section 3.3)
•
Direct Current (DC) Electrical System, (Section 3.4)
•
Alternating Current (AC) Electrical System, (Section 3.5)
•
Fuel System, (Section 3.6)
•
Cooling System, (Section 3.7)
•
Hydraulic System, (Section 3.8)
•
Lubrication System, (Section 3.9)
•
Engine/Alternator System, (Section 3.10)
•
Air Intake and Exhaust System, (Section 3.11)
•
Operator’s Remote Terminal (ORT), (Section 3.12)
•
Trailer Running Gear System, (Section 3.13)
3.2
PRIMARY DISTRIBUTION CENTER (PDC)
The PDC is an integral component of the Power Unit (PU) assembly. Two Feeder Outputs and one Tie Output are from the PDC. The output of the PDC is the same as the two Generators. The PDC contains the following equipment: •
Local Control Panel (LCP), which contains Generator Control Panels (GCP 1 and GCP 2)
•
Master Control Panel (MCP) (center panel on the Local Control Panel)
•
Internal power distribution bus and power distribution circuit breakers (Vacuum Contactors)
•
Potential transformers / current transformers required for providing low voltage sensing information for the PU control system
•
Controls for automated control and monitoring of the onboard generators
•
Distribution load-break connectors
•
Other connectors required so that allow multiple Power Units work together as a system
3.2.1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
Table 3.2.1-1 lists PDC dimensions, weights and electrical outputs for both 60 and 50 Hertz operations.
3-14
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
TABLE 3.2.1-1
PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT PARAMETER
VALUE 90 Inches
LENGTH WIDTH
36.05 Inches
HEIGHT
60 Inches
WEIGHT
2,027 Pounds 110.6 Cubic Feet
SHIPPING VOLUME
Fork Lift Not to Exceed (4,000 lbs), Due to the Size of the Tine.
HANDLING
4160 volts, 3 - phase, 60 hertz, 160 Amps 3800 volts, 3 – phase, 50 hertz, 146 Amps
DISTRIBUTION OUTPUT
3.2.2
RATINGS
The PDC rating and Capacities are individually determined according to the operating frequency. The PDC output is the same as the generator. Table 3.2.2-1 presents Power, Voltage and Amperage ratings for a single Generator Output. Table 3.2.2-2 presents Power, Voltage and Amperage ratings for a two Generator Output. TABLE 3.2.2-1
SINGLE GENERATOR OUTPUT
FREQUENCY
OUTPUT POWER (KVA)
OUTPUT POWER (KW)
OUTPUT VOLTAGE
AMPERAGE
60 Hz
525 KVA
420 KW
4160 VAC
80 amps
50 Hz
438 KVA
350 KW
3800 VAC
73 amps
TABLE 3.2.2-2
TWO GENERATOR OUTPUT
FREQUENCY
OUTPUT POWER (KVA)
OUTPUT POWER (KW)
OUTPUT VOLTAGE
AMPERAGE
60 Hz
1050 KVA
840 KW
4160 VAC
160 amps
50 Hz
875 KVA
700 KW
3800 VAC
146 amps
3-15
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
3.2.3
PRIMARY DISTRIBUTION CENTER (PDC) EQUIPMENT
The Local Control Panel Assembly, as illustrated in Figure 3.2.3-1, provides local control for the Power Unit (PU). Located at the rear of the PU, the Local Control Panel (LCP) contains the Master Control Panel (MCP), and the Generator Control Panel (GCP) for Generator 1 and Generator 2. All Automatic and Manual operations are controlled from these panels. The Local Control Panel (LCP) allows the operator the flexibility of controlling operations from the GCPs including the ability to start, stop, add and remove load, parallel in and add or remove units from the bus, as well as monitor all control functions. A capability for remote operations is provided through the addition of a Operator Remote Terminal (ORT).
FIGURE 3.2.3-1
PDC LOCAL CONTROL PANEL (LCP)
3-16
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254 3.2.3.1
GENERATOR CONTROL PANEL (GCP)
3.2.3.1.1
OVERVIEW OF CONTROLS AND INDICATORS
The left panel of the Local Control Panel contains the local controls for Generator 1 and the right section contains all the local controls for Generator 2. The controls are accessed through watertight, lift-up covers that lock in various positions.
1.
2. 3. 4. 5. 6. 7. 8. 9.
10. 11.
System In Battle Short Mode Light (SBL) Primary Fuel Filter High Differential Pressure Alarm Light (HPFFDPL) Secondary Fuel Filter High Differential Pressure Alarm Light (HSFFDPL) Primary Fuel Filter High Water Level Alarm Light (PFFHWLL) Oil Filter High Differential Pressure Alarm Light (HOFDPL) Air Filter High Differential Pressure Alarm Light (HAFDPL) Fuel Tank High Level Alarm Light (HFTLL) Fuel Tank Low Level Alarm Light (LFTLL) Hydraulic Tank Low Level Shutdown Light (HTLLL) Generator Set Control (GSC+) Generator Breaker Control Switch (BCSG1/G2)
FIGURE 3.2.3.1-1
12.
Feeder Breaker Control Switch (BCSF)
13.
Generator Over Current Relay (50/51G)
14.
Feeder Over Current Relay (50/51F)
15.
Emergency Stop Push Button (ESPB)
16.
Engine Control Switch (ECS)
17.
Panel Light Switch (PLS)
18. 19.
Frequency Adjust Rheostat (FAR) Voltage Adjust Rheostat (VAR)
20.
Red Breaker Closed LED
21.
Green Breaker Closed LED
GENERATOR CONTROL PANEL (GCP)
3-17
USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
From the Generator Control Panel (GCP), the operator can manually start, stop, control, and operate the associated generator and feeder breakers. Additionally the operator can observe engine and generator parameters at the Generator Set Control GSC+ module. There are current protective relays installed in the GCP for generator and feeder breaker protection. All controls and indicators described in this section refer to the Generator 1 GCP and use the applicable component marking (“A” suffix) references. The following controls and indicators of the G1 GCP as illustrated in Figure 3.2.3.1-1 are: a. System in Battleshort Mode Light (SBL) This amber LED indicates that the PU is in Battleshort mode. This status is visible at both generator control panels, as it is common for both generators. b. Primary Fuel Filter High Differential Alarm Light (HPFFDPL) This amber LED indicates that the associated engine primary fuel filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. c.
Secondary Fuel Filter High Differential Alarm Light (HSFFDPL)
This amber LED indicates that the associated engine secondary fuel filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. d. Primary Fuel Filter High Water Level Alarm Light (PFFHWLL) This amber LED indicates that the associated engine fuel filter has reached the high level of water accumulated in the bowl setpoint and needs to be inspected and the bowl drained. e. Oil Filter High Differential Alarm Light (HOFDPL) This amber LED indicates that the associated engine oil filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. f.
Air Filter High Differential Alarm Light (HAFDPL)
This amber LED indicates that the associated engine air filter has reached the high differential pressure setpoint and needs to be inspected and the filter replaced. g. Fuel Tank High Level Alarm Light (HFTLL) This amber LED indicates that the PU common fuel tank has a high fuel level. The fuel transfer pump needs to be checked to ensure that it is not running to prevent overflowing the tank. h. Fuel Tank Low Level Alarm Light (LFTLL) This amber LED indicates that the common fuel tank level is low. Verify the fuel transfer pump is running and make-up fuel is being transferred to the PU. Both generator sets can be operated at full load in this condition for a maximum period of 10 minutes. The control system will automatically shut down operating generator sets and prevent restarting until the fuel level reaches the minimum allowable level.
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USAF TO 35C2-3-518-1 USA TM 9-5115-484-14 DRS RADIAN CTM 01646.1R0253/1R0254
i.
Hydraulic Tank Low Level Shutdown Light (HTLLL)
This red LED indicates that the hydraulic fluid level is low. immediately. j.
The affected engine will shutdown
Generator Set Control (GSC +)
The GSC + provides control for the engine/generator and local monitoring for its associated generator set. All metering parameters are available from the GSC +. The GSC + monitors and controls many of the engine functions. Some of the more basic checks that the operator will be required to perform on a routine operating basis have been provided for convenience. k.
Generator Breaker Control Switch (BCSG1/G2)
These switches have momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. These switches are used for local generator breaker control, setting up the breaker for automatic operation, and disabling breaker operation. l.
Feeder Breaker Control Switch (BCSF1/F2)
These switches have momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. These switches are used for local feeder breaker control, setting up the breakers for automatic operation, and disabling breaker operation. m. Generator Over Current Relay (50/51G1/G2) There is a protective relay installed for each Generator Circuit Breaker (Gen 1 & Gen 2). Each microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection. n. Feeder Over Current Relay (50/51F1/F2) There is a protective relay installed for each Feeder Circuit Breaker (F1 & F2). Each microprocessorbased relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection.
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o. Emergency Stop Push Button (ESPB) This switch is the Emergency Stop Pushbutton. It shuts down the associated engine and prevents restarting of the associated engine. p. Engine Control Switch (ECS) These rotary snap switches have four maintained positions. The switch may be rotated 360° in either direction. The switch is used for local operation of the generator, setting up the generator for automatic operation, and disabling generator operation. q. Panel Light Switch (PLS) This switch is used to turn on the panel lights on the panel, used for nighttime operations. r.
Frequency Adjust Rheostat (FAR)
This device is a 10-turn potentiometer that is used to adjust the frequency during initial set up. s.
Voltage Adjust Rheostat (VAR)
This device is a 5-turn potentiometer that is used to adjust the voltage during initial set up. t.
Circuit Breaker CLOSED (RED) LED: •
Generator 1 (G1CL)
•
Generator 2 (G1CL)
•
Feeder 1 (F1CL)
•
Feeder 2 (F2CL)
This red LED indicates that its associated breaker is closed. u. Circuit Breaker OPEN (GREEN) LED •
Generator 1 (G1OL)
•
Generator 2 (G2OL)
•
Feeder 1 (F1OL)
•
Feeder 2 (F2OL)
This green LED indicates that its associated breaker is open.
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3.2.3.1.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
3.2.3.1.2.1
GSC+ GENERATOR SET CONTROL
The GSC+ provides control for the engine/generator and local monitoring for its associated generator set. All metering parameters are available from the GSC+. The GSC+ monitors and controls many of the engine functions. Some of the more basic checks that the operator will be required to perform on a routine operating basis have been provided for convenience. The GSC+ is covered in detail in the Caterpillar service manual. For further operational instructions on using the GSC+ see the Caterpillar (See RENR-1200 or later) manual (See Figure 3.2.3.1-1, Item 10). 3.2.3.1.2.1.1
FUNCTIONS
The GSC+ is designed to operate with a 24VDC battery system. The GSC+ monitors and controls many of the generator set functions. The functions and features of the GSC+ are: a. Provides generator AC output information including power metering. b. Controls starting and stopping of the engine based on the input from the Engine Control Switch (ECS), and/or the internal Programmable Logic Computer (RTU). c.
Shows engine condition and generator output information on two displays. These displays also show fault codes and GSC+ programming information.
d. Monitors the system for faults. If a fault occurs, the GSC+ performs a controlled fault shutdown or provides a fault alarm annunciation. The GSC+ uses indicators and displays to describe the fault to the operator. e. Contains programming features for the DPGDS system. 3.2.3.1.2.1.2
DISPLAYS
Upper Display: The primary function of the upper display is to show AC voltage, current and frequency information of the generator output. There are several options available. These options can be viewed one at a time by pressing the AC meter key on the keypad: •
Voltage (average), frequency, and current (total)
•
Voltage (line to line), frequency, or current on any phase
•
Current (line) for all three phases at once
•
Various fault codes for system faults. Caterpillar service manual.
For detailed information on fault codes refer to the
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Lower Display: The lower display shows values for power metering, engine parameters and the relay status. The left side of the lower display functions as a generator set power meter. The following functions scroll automatically: •
Total real power (kW)
•
Total reactive power (kVAR)
•
Percent of rated power
•
Power factor
•
Total energy output (kVA)
Briefly pressing the Power Meter keypad will cause the display to start scrolling. Pressing a second time will display the parameter continuously, indicated by the parameter label flashing. The right side of the lower display shows the value of certain engine parameters. The parameters shown are: •
System battery voltage (VDC)
•
Engine run time (Hours)
•
Engine speed (RPM)
•
Engine oil pressure (PSI)
•
Engine coolant temperature (°F)
The value of each of these parameters is shown for two seconds and then the display scrolls to the next parameter. A small pointer identifies the engine condition being displayed. When the Engine Meter key is depressed, the information screen stops scrolling and continuously displays the selected parameter.
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3.2.3.1.2.1.3
INDICATOR LIGHTS
The GSC+ indicators provide the information presented in Table 3.2.3.1.2.1.3-1 and Table 3.2.3.1.2.1.3-2. TABLE 3.2.3.1.2.1.3-1 GSC+ SHUTDOWN INDICATOR LIGHTS SHUTDOWN INDICATOR
COLOR
FUNCTION
LOW OIL PRESSURE
RED
Indicates that a low oil pressure shutdown fault has occurred.
EMERGENCY STOP
RED
Indicates the emergency stop has been initiated.
HIGH WATER TEMPERTURE
RED
Indicates that a high water temperature shutdown fault has occurred.
ENGINE OVERSPEED
RED
Indicates that an engine overspeed shutdown fault has occurred.
OVERCRANK
RED
Indicates that an engine overcrank shutdown fault has occurred.
TABLE 3.2.3.1.2.1.3-2 GSC+ WARNING INDICATOR LIGHTS WARNING INDICATOR
COLOR
FUNCTION
LOW COOLANT LEVEL
AMBER
Indicates the coolant level is low in the radiator overflow tank.
BATTLESHORT
AMBER
Indicates the Battleshort switch is in the Battleshort position
IN 50Hz MODE
AMBER
Indicates the GSC is operating in 50Hz mode.
RED
Indicates that a shut down fault has occurred
AMBER
Indicates a non-shutdown fault has occurred.
FAULT SHUTDOWN FAULT ALARM
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3.2.3.1.2.2
GENERATOR BREAKER CONTROL SWITCH (BCSG1/G2)
Figure 3.2.3.1.2.2-1 illustrates the Generator Breaker Control Switch (BCSG1). This switch has two momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for automatic operation, and disabling the breakers operation.
FIGURE 3.2.3.1.2.2-1
GENERATOR BREAKER CONTROL SWITCH (BCSG1)
TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the associated breaker and reveals a green target. Once released, the handle returns to the center position. CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the associated breaker and reveals a red target. Once released, the handle returns to the center position. The red target must be visible for automatic operation. PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the maintained position. The associated breaker trips, the green target appears, and the breaker cannot be reclosed until the handle is pushed back in. TABLE 3.2.3.1.2.2-1
CIRCUIT BREAKER INDICATORS This red LED indicates that its associated breaker is closed. BREAKER CLOSED LED (G1/G2CL) BREAKER OPEN LED (G1/G2OL)
This green LED indicates that its associated breaker is open.
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FIGURE 3.2.3.1.2.3-1
FEEDER BREAKER CONTROL SWITCH (BCSF1)
TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the associated breaker and reveals a green target. Once released, the handle returns to the center position. CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the associated breaker and reveals a red target. Once released, the handle returns to the center position. The red target must be visible for automatic operation. PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the maintained position. The associated breaker trips, the green target appears, and the breaker cannot be reclosed until the handle is pushed back in. TABLE 3.2.3.1.2.3-1
CIRCUIT BREAKER INDICATORS This red LED indicates that its associated breaker is closed. BREAKER CLOSED LED (F1/F2CL) BREAKER OPEN LED (F1/F2OL)
This green LED indicates that its associated breaker is open.
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3.2.3.1.2.4
GENERATOR OVER CURRENT RELAY (50/51G1/G2)
Figure 3.2.3.1.2.4-1 illustrates the Generator Over Current Relay. The microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the breaker. This relay monitors the common sensing return of their phase sensing current transformers. This provides the breaker with ground fault protection. GENERATOR OVER CURRENT RELAY
FIGURE 3.2.3.1.2.4-1 3.2.3.1.2.4.1
GENERATOR OVER CURRENT RELAY (50/51G1)
SETPOINTS
Set points are defined in Annex D and Chapter 5 of this manual. 3.2.3.1.2.4.2
LOCKOUT FUNCTIONS
When the Generator overcurrent relay senses either an overcurrent or short circuit fault, it trips open its associated breaker and places the associated engine in “Cooldown”. However in a multiple PU power plant, the overcurrent relay sends a signal to the PLC indicating a fault condition. The PLC turns off the Economizing Mode and prevents any offline generator from starting and locks out all respective breakers preventing them from re-closing either automatically or manually. The trip LED is on as long as the trip signal is sealed-in. As long as the trip is active, the generator will not start automatically and the control system will recognize the affected generator as being unavailable.
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3.2.3.1.2.5
FEEDER OVER CURRENT RELAY (50/51F1/F2)
Figure 3.2.3.1.2.5-1 illustrates the Feeder Over Current Relay. There is a protective relay installed for each Feeder Circuit Breaker (F 1 & F 2). Each microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection.
FEEDER OVER CURRENT RELAY
FIGURE 3.2.3.1.2.5-1 3.2.3.1.2.5.1
FEEDER OVER CURRENT RELAY (50/51F1)
SETPOINTS
Set points are presented in Annex D and Chapter 5 of this manual. 3.2.3.1.2.5.2
LOCKOUT FUNCTIONS
When the feeder overcurrent relay senses either an overcurrent or short circuit fault, it trips open its associated breaker. The overcurrent relay sends a signal to the PLC indicating a fault condition. This signal in turn locks out the respective breaker preventing it from closing. The trip LED is on as long as the trip signal is sealed-in. The lockout feature is used on all the distribution breakers. The lockout only affects the associated breaker.
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3.2.3.1.2.6
EMERGENCY STOP PUSH BUTTON (ESPB)
Figure 3.2.2.1.2.6-1 illustrates the Emergency Stop Push Button (ESPB). This switch shuts down the associated engine and prevents the restarting of its associated engine.
FIGURE 3.2.2.1.2.6-1
EMERGENCY STOP PUSHBUTTON (ESPB)
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3.2.3.1.2.7
ENGINE CONTROL SWITCH (ECS)
Figure 3.2.3.1.2.7-1 illustrates the Engine Control Switch (ECS). The ECS is a rotary snap switch that has four maintained positions. The switch may be rotated 360° in either direction. The switch is used for local operation of the generator, setting up the generator for automatic operation, and disabling generator operation. See Figure 3.2.3.1-1 for additional reference.
FIGURE 3.2.3.1.2.7-1
ENGINE CONTROL SWITCH (ECS)
OFF/RESET: Rotate handle until the switch arrow is pointing straight up. This position immediately turns off an operating generator set and prevents it from operating. If an alarm/fault LED on the GSC + module is on, placing the ESC in this position will clear the alarm/fault. NOTE:
Resetting the alarm/fault will not clear the cause; only reset the LED until the condition returns.
AUTO: Rotate handle until the switch arrow is pointing to the right. This position enables the generator to operate on controls received from the automatic control system. MANUAL: Rotate handle until the switch arrow is pointing straight down. This position will immediately start and run the associated generator up to the set voltage and frequency. STOP/COOLDOWN: Rotate handle until the switch arrow is pointing to the left. This position will immediately open the associated generator’s output breaker and place the generator in cool down (5 minutes). After the cool down period the engine shuts down.
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3.2.3.1.2.8
PANEL LIGHT SWITCH (PLS)
This switch is used to turn on the panel lights on the panel, used for nighttime operations. See Figure 3.2.3.1-1 for reference. 3.2.3.1.2.9
FREQUENCY ADJUST RHEOSTAT (FAR)
This device is a 10-turn potentiometer that is used to adjust the frequency during initial set up. See Figure 3.2.3.1-1 for reference. 3.2.3.1.2.10
VOLTAGE ADJUST RHEOSTAT (VAR)
This device is a 5-turn potentiometer that is used to adjust the voltage during initial set up. See Figure 3.2.3.1-1 for reference. 3.2.3.1.2.11
CIRCUIT BREAKER CLOSED (RED) LED
•
Generator 1 (G1CL)
•
Generator 2 (G2CL)
•
Feeder 1 (F1CL)
•
Feeder 2 (F2CL)
This red LED indicates that its associated breaker is closed. See Figure 3.2.3.1.2.2-1 for reference. 3.2.3.1.2.12
CIRCUIT BREAKER OPEN (GREEN) LED
•
Generator 1 (G1OL)
•
Generator 2 (G2OL)
•
Feeder 1 (F1OL)
•
Feeder 2 (F2OL)
This green LED indicates that its associated breaker is open. See Figure 3.2.3.1.2.2-1 for reference.
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3.2.3.2
MASTER CONTROL PANEL (MCP)
3.2.3.2.1
OVERVIEW OF CONTROLS AND INDICATORS
Figure 3.2.3.2.1-1 illustrates the Master Control Panel. The Master Control Panel contains all the controls common to both generators and for configuring the PU for either single or multiple PU operation. The MCP also provides the PU with the capability of manually synchronizing the onboard generators to a internal common bus. The operator controls the Tie Breaker from this section. This breaker also has an associated over current protective relay.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Synchroscope / Synchcheck Relay (SC/25M) Phase Rotation Test Light (PRL) Tie Over current Relay (50/51T) Tie Breaker Open (Green) LED (TOL) Tie Breaker Closed (Red) LED (TCL) Bus Voltage/Frequency Meter (BVFM) 50/60 Hertz Status Lights (50L/60L) DC Control Power Breaker (CBCP) Generator Mode Switch (GMS) Automatic Voltage Regulator Switch (AVRS)
FIGURE 3.2.3.2.1-1
11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
Breaker Control Switch, Tie (BCST) Master Start Enable Switch (MSES) System Status Light (SSL) Buzzer Silence Push Button (BSPB) Generator Overload Indicator Lights (OLG1/G2) Battle Short Switch (BSS) System Synchronizing Switch (SSS) Panel Lights Switch (PLS) System Mode Switch (SMS) Unit Selector Switch (USS) Unit Selector Indicators (USI)
MASTER CONTROL PANEL (MCP)
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The controls and indicators of the MCP as illustrated in Figure 3.2.3.2.1-1 are: a. Synchroscope/ Synchcheck Relay (SC/25M) This meter provides a digital representation of a synchroscope during manual synchronizing operations. There are 24 red LEDs arranged in a ring simulating the traditional 360° movement of an analog synchroscope. Only one LED is lit at a time indicating the phase difference between the incoming and running signals. The display will “rotate” clockwise or counter clockwise and fast or slow depending on the frequency difference between incoming and running signals. Once the incoming and running signals are synchronized, the ring LEDs will go out and the green triangular LEDs will be lit. The green triangular LEDs at 3 o’clock and at 9 o’clock indicate the status of the voltage. Red is out of allowed synchronizing range and green is in range. b. Phase Rotation Test Lights (PRL) Phase Rotation Lights are used for checking the load cables for proper phase rotation prior to placing a PU on a common power distribution bus. c.
TIE Overcurrent Relay (50/51T)
This microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). This relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection. d. Tie Breaker OPEN (GREEN) Indicator Light (TOL) This green indicator light indicates that its associated breaker is open. e. Tie Breaker CLOSED (RED) Indicator Light (TCL) This red indicator light indicates that its associated breaker is closed. f.
Bus Voltage/Frequency Meter (BVFM)
This meter provides a digital display of the system bus voltage during manual synchronizing operations. The upper display shows bus voltage while the lower display shows bus frequency. This meter uses 3 phase sensing and it may differ from the GSC + reading.
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g. 50/ 60 Hertz Indicator Lights (50L/60L) The 50/60HZ lights reflect the Frequency Selector Switch (FSS) position while there is no Unit Selection Indicators (USI) on. This is independent of the setup required to configure the GSC + and Digital Voltage Regulator (AVR). Once the Unit Selector Indicators (USI) light is on, the FSS has no effect on the 50/60Hz lights. The 50/ 60 Hertz Indicator Lights (50L/60L) is set whenever the Master Start Enable Switch (MSES) is cycled to set the USI lights. h. DC Control Power Breaker (CBCP) The DC Control Power Breaker is a push-pull breaker. The breaker supplies 24VDC control power to the PDC. To open the breaker, pull out on the round knob. To close the breaker, push in on the round knob. i.
Generator Mode Switch (GMS)
This switch is a two-position, maintained, switch. This switch is used to determine the generator load sharing method of operation. j.
Automatic Voltage Regulator Switch (AVRS)
This switch is a two-position, maintained, switch. This switch is used to determine which method of voltage control the automatic voltage regulator is in. k.
TIE Breaker Switch (BCST)
This switch is for the control of the Tie Breaker. This switch has two momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for automatic operation, and disabling breaker operation. l.
Master Start Enable Switch (MSES)
This switch is a spring-loaded, momentary, toggle switch. This multi function switch performs various functions, depending on the system configuration. Toggling the switch in either direction accomplishes the same function. m. System Status Light (SSL) This green LED is illuminated when its associated generator is ready for automatic operation and the System Mode Switch is in the Auto position. This device is actually four individual LED indicators, integrated into a single cluster housing. The individually colored LED’s are arranged Red, Green, Amber, and Green starting with the upper LED. n. Buzzer Silence Pushbutton (BSPB) This pushbutton silences the PU buzzer after a fault occurs. The pushbutton must be pressed for each individual alarm. Pressing and holding-in will not silence multiple alarms/faults. Silencing the PU buzzer also silences the Operator Remote Terminal (ORT) buzzer, but does not acknowledge the ORT critical alarms.
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o. Battle Short Switch (BSS) This switch is a two-position, maintained, toggle switch. This switch has a flip cover that will return the BSS to NORMAL when it is closed. p. System Synchronizing Switch (SSS) This switch is a four-position, maintained, switch. will manually synchronize to the system bus.
This switch is used to determine which generator
q. Panel Light Switch (PLS) This switch is used to turn on the panel lights on the panel, used for night time operations. r.
System Mode Switch (SMS)
This switch is a three-position, maintained, switch. This switch is used to determine the PU mode of operation. s.
Unit Selector Switch (USS)
This switch is a four-position, maintained, switch. This switch is used in conjunction with the Master Start Enable Switch (MSES) to select the identifier for multiple Power Units (PU)s and automatic operation. t.
Unit Selector Indicators (USI)
These four white indicators reflect each PU designation for power plant operation. The indicators are all off whenever the unit’s network ID has not been set. Depending on the position of the Unit Selector Switch (USS) when the Master System Enable Switch (MSES) is cycled, the associated LED will energize. These indicators provide positive indication that the control system has set the current setup parameters and the unit is starting operation. NOTE:
u.
In the MANUAL mode the indicators only reflect that the unit’s ID has been set; in AUTO mode, the control system will also proceed with a normal startup. Whenever the System Mode Switch (SMS) has been in the OFF position for 3 or more seconds the unit ID is cleared and the indicator is de-energized until the SMS is placed in MANUAL or AUTO and the MSES is cycled. G1 and G2 Overload Indicators (OLG1/G2)
These two red indicators reflect the status of Generator 1 and/or Generator 2 Overload condition. This is an alarm condition and the affected generator breaker will open immediately, after 2 minutes, or after 8 minutes depending on the severity of generator overload. The affected generator breaker will lockout and the generator will go into cool down mode until the condition is cleared.
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3.2.3.2.2
DETAILED DISCUSSION OF CONTROLS AND INDICATORS
3.2.3.2.2.1
SYNCHROSCOPE/SYNCHCHECK RELAY (SC/25M)
Figure 3.2.3.2.2.1-1 illustrates the Synchroscope/ Synchcheck relay. This meter is located on Master Control Panel.
FIGURE 3.2.3.2.2.1-1
SYNCHRONIZING SCOPE METER (SC/25M)
This meter provides a digital representation of a synchroscope during manual synchronizing operations. There are 24 red LEDs arranged in a ring simulating the traditional 360° movement of an analog synchroscope. Only one LED is lit at a time indicating the phase difference between the incoming and running signals. The display will “rotate” clockwise or counter clockwise and fast or slow depending on the frequency difference between incoming and running signals. Once the incoming and running signals are synchronized, the ring LEDs will go out and the green triangular LEDs will be lit. The green triangular LEDs at 3 o’clock and at 9 o’clock indicate the status of the voltage. Red is out of allowed synchronizing range and green is in range.
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3.2.3.2.2.2
PHASE ROTATION TEST LIGHTS (PRL)
Figure 3.2.3.2.2.2-1 illustrates the Phase Rotation Test Lights. These two lights are used to assist in manually synchronizing.
FIGURE 3.2.3.2.2.2-1
PHASE ROTATION LIGHTS (PRL)
The phase rotation lights indicate the phase sequence of the system bus or improperly connected load cables. There are two independent indicators. One indicates an A-B-C sequence and the other indicates a C-B-A sequence. Under normal operating conditions the A-B-C sequence is proper. These indicators are used to verify all sources are operating on the same phase sequence, which is required for parallel operation. The indicators work along with an internally mounted phase sequence relay (device-47). The system bus must be energized from only one source at a time for the check to work properly.
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3.2.3.2.2.3
TIE OVERCURRENT RELAY (50/51T)
Figure 3.2.3.2.2.3-1 illustrates the Tie Overcurrent Relay. This microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N).
TIE OVERCURRENT RELAY
FIGURE 3.2.3.2.2.3-1
LOAD TIE OVERCURRENT RELAY (50/51T)
This relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a display of the current flow through each phase of the associated breaker. This overcurrent relay monitors the common sensing return of their phase sensing current transformers. This provides each breaker with ground fault protection. 3.2.3.2.2.3.1
SETPOINTS
Set points for the Load Tie Overcurrent Relay are contained in Annex D and Chapter 5 of this manual.
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3.2.3.2.2.3.2
LOCKOUT FUNCTIONS
When the tie overcurrent relay senses either an overcurrent or short circuit fault, it trips open its associated breaker. The overcurrent relay sends a signal to the PLC indicating a fault condition. This signal in turn locks out the respective breaker preventing it from closing. The trip LED is on as long as the trip signal is sealed-in. The lockout feature is used on all the distribution breakers. The lockout only affects the associated breaker. 3.2.3.2.2.4
CIRCUIT BREAKER CLOSED (RED) LED (TCL)
This red LED indicates that the Tie Breaker is closed. 3.2.3.2.2.5
CIRCUIT BREAKER OPEN (GREEN) LED (TOL)
This green LED indicates that the Tie Breaker is open.
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3.2.3.2.2.6
BUS VOLTAGE/FREQUENCY METER (BVFM)
Figure 3.2.3.2.2.6-1 illustrates Bus Voltage/Frequency Meter (BVFM). This meter provides a digital display of the system bus voltage during manual synchronizing operations.
FIGURE 3.2.3.2.2.6-1
BUS VOLTAGE/FREQUENCY METER (BVFM)
The upper display shows bus voltage while the lower display shows bus frequency. This meter uses 3 phase sensing and it may differ from the GSC + reading.
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3.2.3.2.2.7
50/ 60 HERTZ INDICATOR LIGHTS (50L/60L)
Figure 3.2.3.2.2.7-1 illustrates the 50/60 Hertz Indicator Lights. The 50/60HZ lights reflect the Frequency Selector Switch (FSS) position while there is no Unit Selection Indicators (USI) on.
FIGURE 3.2.3.2.2.7-1
SYSTEM FREQUENCY STATUS LIGHTS (SFSL)
The 50/60HZ lights are independent of the setup required to configure the GSC + and Digital Voltage Regulator (AVR). Once the Unit Selector Indicators (USI) light is on, the FSS has no effect on the 50/60Hz lights. The 50/ 60 Hertz Indicator Lights (50L/60L) is set whenever the Master Start Enable Switch (MSES) is cycled to set the USI lights.
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3.2.3.2.2.8
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
Figure 3.2.3.2.2.8-1 illustrates the DC Control Power Circuit Breaker. This breaker controls the 24VDC control power for the PU.
FIGURE 3.2.3.2.2.8-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
The control power breaker is a 20-amp push-pull breaker. To open the breaker pull out on the breaker until the white ring is visible and the breaker sets in that position. To close the breaker push in on the breaker until it sets.
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3.2.3.2.2.9
GENERATOR MODE SWITCH (GMS)
Figure 3.2.3.2.2.9-1 illustrates the Generator Mode Switch (GMS). It is a two-position, maintained, switch. This switch is used to determine the generator load sharing method of operation.
FIGURE 3.2.3.2.2.9-1
GENERATOR MODE SWITCH (GMS)
UTILITY PARALLEL: Rotate the switch handle counter clockwise. This selects the method of loading for the PU generators to be controlled by the RTU. The RTU generates a voltage signal to set the loading levels for the generators on the PU. The generators may be loaded from 25% - 100%. This method is used only when operating in parallel with a utility or infinite bus. This places the PU into isochronous speed mode. PRIME POWER: Rotate the switch handle clockwise. This selects the method of load sharing to be equally distributed among the PU generators based on the system bus load. This is the normal operating position, and is used when the PU(s) are used as the main source of electrical power. This places the PU into isochronous load-share mode.
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3.2.3.2.2.10
AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
Figure 3.2.3.2.2.10-1 illustrates the Automatic Voltage Regulator Switch (AVRS). It is a two-position, maintained, switch. This switch is used to determine which method of voltage control the automatic voltage regulator is in.
FIGURE 3.2.3.2.2.10-1 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS) UTILITY PARALLEL: Rotate the AVRS to the “UTILITY PARALLEL” position. This places the AVR in power factor mode of operation. The VRS will maintain system power factor by adjusting its generator’s voltage. This position should only be used when operating on an infinite bus. PRIME POWER: Rotate the AVRS to the “PRIME POWER position. This position places the AVR in standard voltage droop operation. The AVR will maintain bus voltage based on 3% voltage droop. This is the normal operating position and is used whenever the PU is providing prime power.
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3.2.3.2.2.11
TIE BREAKER CONTROL SWITCH (BCST)
Figure 3.2.3.2.2.11-1 illustrates the Tie Breaker Control Switch (BCST). This switch has two momentary positions and one maintained position. There is also a target to indicate the last mechanical operation performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for automatic operation, and disabling breaker operation.
TIE BREAKER CONTROL SWITCH
FIGURE 3.2.3.2.2.11-1 TIE BREAKER CONTROL SWITCH (BCST) TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the associated breaker and reveals a green target. Once released, the handle returns to the center position. CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the associated breaker and reveals a red target. When released, the handle returns to the center position. The red target must be visible for automatic operation. PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the maintained position. The associated breaker trips, the green target appears, and the breaker cannot be reclosed until the handle is pushed back in. TABLE 3.2.3.2.2.11-1
CIRCUIT BREAKER INDICATORS
BREAKER CLOSED LED (TCL)
This red LED indicates that its associated breaker is closed.
BREAKER OPEN LED (TOL)
This green LED indicates that its associated breaker is open.
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3.2.3.2.2.12
MASTER START ENABLE SWITCH (MSES)
Figure 3.2.3.2.2.12-1 illustrates the Master Start Enable Switch (MSES). This switch is a spring-loaded three-position, momentary toggle switch. This multi-function switch performs various functions, depending on the system configuration. Toggling the switch in either direction accomplishes the same function.
FIGURE 3.2.3.2.2.12-1 MASTER START ENABLE SWITCH (MSES) The switch functions are: a. With SMS in AUTO, initially it will set the PU ID and command the RTU to start and parallel both generators. b. With SMS in AUTO, the switch provides a local auto start for the PU generators. Cycling the switch will command the RTU to start an offline generator and parallel it to the system bus. c.
With SMS in MANUAL, it sets the PU ID allowing the ORT to monitor the system status.
d. With the SMS in OFF, the above functions will not occur. NOTE:
The switch resets generator silenced alarms or faults once the actuating alarm or fault clears.
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3.2.3.2.2.13
SYSTEM STATUS LIGHT (SSL)
Figure 3.2.3.2.2.13-1 illustrates the System Status Light (SSL). This indicator is comprised of four individual lights integrated into a single housing. The individually colored LED’s are arranged red, green, amber, and green starting with the upper LED.
FIGURE 3.2.3.2.2.13-1 SYSTEM STATUS LIGHT (SSL) The switch functions are: Located at the upper position on the housing. This LED indicates the presence of a Red: fault/shutdown condition. The LED flashing indicates a new un-silenced fault. Once the Alarm/Fault Buzzer has been silenced, the LED remains on solid. After the fault condition clears the LED extinguishes. Used in conjunction with the green LED’s, the operator can determine which associated generator has the active fault. Located at the left and right positions on the housing. These LED’s indicate the status of Green: their respective generators (left for Gen. 1, right for Gen. 2). A solid-on LED indicates that that the associated generator is ready for operation and has no active alarms or faults. A flashing LED indicates that that generator has an active alarm or fault. Used in conjunction with the amber and red LED’s, the operator can determine whether the associated generator has an active alarm and/or fault. Located at the lower position on the housing. This LED indicates the presence of an alarm Amber: condition. The LED flashing indicates a new un-silenced alarm. Once the Alarm/Fault Buzzer has been silenced, the LED remains on solid. After the alarm condition clears the LED extinguishes. Used in conjunction with the green LED’s, the operator can determine which associated generator has the active alarm.
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3.2.3.2.2.14
BUZZER SILENCE PUSHBUTTON (BSPB)
Figure 3.2.3.2.2.14-1 illustrates the Buzzer Silence Pushbutton (BSPB). silence the audible buzzer whenever an alarm or fault signal is activated.
This pushbutton is used to
FIGURE 3.2.3.2.2.14-1 BUZZER SILENCE PUSHBUTTON (BSPB) The pushbutton will only acknowledge one alarm or fault at a time. Multiple alarms and faults require the operator to press the pushbutton to silence each active alarm or fault. The operator cannot press the button beyond the number of active alarms and faults. The buzzer works in conjunction with the System Status Light (SSL). Whenever the amber or red light is flashing the buzzer is activated. Once the alarm is silenced the buzzer de-energizes and the amber or red light stays on solid until the condition clears. The pushbutton also silences the ORT buzzer if there are no other active alarms or faults on the ORT network.
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3.2.3.2.2.15
BATTLE SHORT SWITCH (BSS)
Figure 3.2.3.2.2.15-1 illustrates the Battle Short Switch (BSS). This switch is a two-position, maintained, toggle switch. This switch has a flip cover that returns the BSS to NORMAL when it is closed.
FIGURE 3.2.3.2.2.15-1 BATTLESHORT SWITCH (BSS) The switch settings are: ON:
Lifting the flip cover and toggling the switch up places the PU in Battle Short mode. This disables all shutdowns except: a. Over speed b. Generator Basler Over Current Protection Relays c.
NORMAL:
Emergency Stop
Closing the flip lid or toggling the switch down. This enables all shutdowns.
NOTE: The BSS will also disable the generator overload alarms and shutdown. The ORT buzzer and PU horn cannot be silenced once the two-minute overload alarm has initiated due to overload condition above 502 kW.
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3.2.3.2.2.16
SYSTEM SYNCHRONIZING SWITCH (SSS)
Figure 3.2.3.2.16-1 illustrates the System Synchronizing Switch (SSS). This switch is a four-position, maintained, switch. This switch is used to determine which generator will manually synchronize to the system bus.
FIGURE 3.2.3.2.2.16-1 SYSTEM SYNCHRONIZING SWITCH (SSS) The switch settings are: GEN. 1: Rotate the switch handle counterclockwise until the switch arrow is pointing at the GEN.1 position. This selects generator 1 as the incoming source and the system bus as the running source. The generator voltage and frequency are monitored from the left GSC+ module, Generator 1. System bus voltage and frequency are visible on the Bus Voltage/Frequency meter (BVFM). Synchronizing is done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling). OFF: Rotate the switch handle clockwise, from GEN.1, or counterclockwise, from GEN.2, until the switch arrow is pointing straight up. This position prevents the generator breakers from being closed manually even if synchronized with the bus. Both the Synchroscope/Synchcheck Relay (52/25M) and Bus Voltage/Frequency meter (BVFM) meters are off. GEN. 2: Rotate the switch handle clockwise until the switch arrow is pointing at the Bus Voltage/Frequency meter (BVFM) position. This selects generator 2 as the incoming source and the system bus as the running source. The generator voltage and frequency are monitored from the right GSC+ module, Generator #2. System bus voltage and frequency are visible on the Bus Voltage/Frequency meter (BVFM). Synchronizing is done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling). TIE: Rotate handle clockwise until the switch arrow is pointing at the TIE position. This selects the system bus (Online Generator(s)) as the running source and the Tie bus (Tie Output) as the incoming source. Tie Bus voltage is displayed on the BVFM. Synchronizing is done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling).
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3.2.3.2.2.17
PANEL LIGHT SWITCH (PLS)
Figure 3.2.3.2.2.17-1 illustrates the Panel Light Switch (PLS). This switch is used to turn on the panel lights on the panel, used for nighttime operations.
FIGURE 3.2.3.2.2.17-1 PANEL LIGHT SWITCH (PLS)
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3.2.3.2.2.18
SYSTEM MODE SWITCH (SMS)
Figure 3.2.3.2.18-1 illustrates the System Mode Switch (SMS). This switch is a three-position, maintained, switch. This switch is used to determine the PU mode of operation.
FIGURE 3.2.3.2.2.18-1 SYSTEM MODE SWITCH (SMS) The switch settings are: MAN: Rotate the switch handle counterclockwise until the switch arrow is pointing at the MAN position. This selects the PU for manual operation when the MSES is cycled. NOTE:
In this position, all generator and breaker control commands must be done from the PU control panels. The ORT can only monitor the power plant.
OFF: Rotate the switch handle clockwise from MAN, or counterclockwise from AUTO, until the switch arrow is pointing straight up. This position prevents the generators from closing their breakers to the system bus in either AUTO or MAN. It also will remove either PU generator from the bus and place it in cooldown if it was in AUTO. Finally, this removes the associated PU from the controlling network and releases that PUs (ID) for re-addressing. AUTO: Rotate the switch handle clockwise until the switch arrow is pointing at the AUTO text. This selects the PU for automatic operation when the MSES is cycled. NOTE:
In this position, operational control of the generators is through the onboard RTU via the ORT.
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3.2.3.2.2.19
UNIT SELECTOR SWITCH (USS)
Figure 3.2.3.2.2.19-1 illustrates the Unit Selector Switch (USS) and the Unit Selection Indicator (USI). This switch is a four-position, maintained, switch. This switch is used in conjunction with the MSES to select the identifier for multiple PUs and automatic operation.
FIGURE 3.2.3.2.2.19-1 UNIT SELECTOR SWITCH (USS) & UNIT SELECTOR INDICATORS (USI)
WARNING ONLY ONE PU MAY BE SELECTED TO ANY ONE USS POSITION DURING MULTIPLE PU OPERATIONS. OPERATING WITH MORE THAN ONE UNIT AT THE SAME ID MAY CAUSE UNSAFE AND ERRATIC OPERATIONAL CONDITIONS.
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“A”: This position selects the PU to be identified as PU ‘A’. This designates this PU as the master unit. It coordinates the operation of the other online Units. In single unit operation this is the position required for the PU to operate properly in automatic. “B”: This position selects the PU to be identified as PU ‘B’. This designates this PU a slave unit. It operates independently except during the generator economizing and dead bus closure when it requires commands or permissive from the ‘A’ PU. This PU should be the second PU from the left in the physical lineup. “C”: This position selects the PU to be identified as PU ‘C’. This designates this PU a slave unit. It operates independently except during the generator economizing and dead bus closure when it requires commands or permissive from the ‘A’ PU. This PU should be the third PU from the left in the physical lineup. “D”: This position selects the PU to be identified as PU ‘D’. This designates this PU a slave unit. It operates independently except during the generator economizing and dead bus closure when it requires commands or permissive from the ‘A’ PU. This PU should be the fourth and last PU from the left in the physical lineup. NOTE:
There can only be one PU with the designation “A”, “B”, “C” or “D”.
3.2.3.2.2.20
UNIT SELECTOR INDICATORS (USI)
These four white indicators illustrated in the Figure 3.2.3.2.2.19-1, reflect the unit selection of the PU during operation. The indicators are off whenever the unit’s network ID has not been set. Depending on the position of the Unit Selector Switch (USS) when the Master System Enable Switch (MSES) is cycled, the associated LED will energize. These indicators provide positive indication that the control system has energized the current setup parameters and the unit is starting operation. NOTE:
In MANUAL mode the indicators only reflect that the unit’s ID has been set; in AUTO mode, the control system will also proceed with a normal startup. Whenever the System Mode Switch (SMS) has been in the OFF position for 3 or more seconds the unit ID is cleared and the indicator is de-energized until the SMS is placed in MANUAL or AUTO and the MSES is cycled.
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3.2.3.2.2.21
FREQUENCY SELECTOR SWITCH (FSS)
Figure 3.2.3.2.2.21-1 illustrates the Frequency Selector Switch (FSS). This switch is located inside the Master Control Panel cabinet. It is a two-position, lever lock toggle switch. The lever lock feature provides the switch with a positive position lock. This switch is only functional while the USI status indicators are off. For the RTU to recognize a change, place the SMS in OFF until the PU status indicators flash, then select MAN or AUTO and cycle the MSES.
FIGURE 3.2.3.2.2.21-1 FREQUENCY SELECTOR SWITCH (FSS) The settings are: 60HZ: Pull out on the handle and toggle the switch down. This sends a signal to the RTU that it uses to load the operating parameters for 60-Hertz operations. 50HZ: Pull out on the handle and toggle the switch up. This sends a signal to the RTU that it uses to load the operating parameters for 50-Hertz operations. NOTE:
When changing from 50 Hz to 60 Hz refer to Section 5.9.2.
NOTE:
When changing from 60 Hz to 50 Hz refer to Section 5.9.3.
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3.2.3.2.2.22
ALARM/FAULT BUZZER
Figure 3.2.3.2.2.22-1 illustrates the Alarm/Fault Buzzer. The buzzer is located at the top center of the Master Control Panel door. The buzzer actuates whenever the control system sees a new alarm or fault activated. The buzzer will remain on as long as there is an un-silenced alarm or fault. Pressing the Silence pushbutton for each active alarm or fault silences the buzzer. The buzzer may also be silenced from a networked ORT.
FIGURE 3.2.3.2.2.22-1 ALARM/FAULT BUZZER Table 3.2.3.2.2.22-1and Table 3.2.3.2.2.22-2 presents the alarms and faults that activate the buzzer.
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BUZZER ACTIVATION BY ALARM ALARMS ACTIVATING BUZZER HIGH COOLANT TEMPERATURE LOW COOLANT TEMPERATURE LOW OIL PRESSURE ECM CONTROL LOW BATTERY VOLTAGE UNDER FREQUENCY OVER FREQUENCY UNDER VOLTAGE OVER VOLTAGE REVERSE POWER FREQUENCY SENSING LOW FUEL LEVEL LOAD SHARING ALARM GENERATOR OVERLOAD
TABLE 3.2.3.2.2.22-2
BUZZER ACTIVATION BY FAULT FAULTS ACTIVATING BUZZER HIGH COOLANT TEMPERATURE EMERGENCY STOP LOW OIL PRESSURE OVERCRANK OVERSPEED UNDER FREQUENCY OVER FREQUENCY UNDER VOLTAGE OVER VOLTAGE REVERSE POWER FREQUENCY SENSING LOW FUEL LEVEL NEUTRAL GROUND RESISTOR (NGR) PHASE TIME OVERCURRENT
PHASE INSTANTANEOUS OVERCURRENT (SHORT CIRCUIT) GROUND TIME OVERCURRENT GROUND INSTANTANEOUS OVERCURRENT (GROUND FAULT) ORT IMMEDIATE STOP GENERATOR OVERLOAD
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GENERATOR OVERLOAD INDICATORS (OLG1/G2)
Figure 3.2.3.2.23-1 illustrates the Generator 1 and Generator 2 Overload indicators. The red indicator lights are located near the center of the Master Control Panel door. Indicator shows Generator 1 and/or Generator 2 overload condition. The alarm buzzer will also be activated. The indicators will remain illuminated as long as there is an overload condition. There are three levels of alarms and timers. See Section 3.12.3.13. PDC AND ORT LOAD LIMIT SOFTWARE for a detailed description of alarms and PLC function.
FIGURE 3.2.3.2.23-1
GENERATOR OVERLOAD INDICATORS (OLG1/G2)
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3.2.3.3
CONTROL DEVICES
The following control devices are located within the interior panels of the Primary Distribution Center (PDC), and control the generators, automatic operations, load sharing and internal communications: •
Speed and Phase Matching Automatic (SPMA)
•
Load Share Module (LSM)
•
Programmable Logic Circuit & Input/Output (RTU & I/O)
•
Ethernet Hub
•
Protocol Communication Module (PCM)
•
Customer Communication Module (CCM)
These devices are described in the following sections.
3.2.3.3.1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
Figure 3.2.3.3.1-1 illustrates the Speed and Phase Matching Automatic (SPMA). This solid-state device provides the automatic speed-matching synchronizing of its associated generator. There are two units provided, one for each generator. They are located on the Master Control Panel (MCP) rear interior door.
FIGURE 3.2.3.3.1-1
SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
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3.2.3.3.2
LOAD SHARE MODULE (LSM)
Figure 3.2.3.3.2-1 illustrates the Load Share Module (LSM). This solid-state device provides the automatic load-sharing feature between multiple generators in the system lineup. There are two units provided, one for each generator. They are located on the Master Control Panel (MCP) rear interior door.
FIGURE 3.2.3.3.2-1
LOAD SHARE MODULE (LSM)
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3.2.3.3.3
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
Figure 3.2.3.3.3-1 illustrates the Programmable Logic Circuit & Input/Output (RTU & I/O). This microprocessor based controller and its associated input/output modules are located on the MCP interior swing out door. The RTU provides the control logic for automatic operation. Additionally, it retrieves all operating parameters from both GSC+ modules on the PU and provides networked controlling between multiple Power Units. During Manual operations the RTU only provides monitoring capability. During automatic operations, the RTU provides all control algorithms for the various control routines within the PU system. It also allows the ORT to function with the PU(s).
REMOTE TERMINAL UNIT (RTU)
DIM 2
DIM 1
DIM 3
DOM 1
FIGURE 3.2.3.3.3-1
DOM 2
PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
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ETHERNET HUB
Figure 3.2.3.3.4-1 illustrates the Ethernet Hub. This micro-hub provides the networking capability used by the Power Units and the ORT. The hub is a 5-port unit with the 5th port being used for up linking to another PU. This device is located on the MCP interior swing out door.
FIGURE 3.2.3.3.4-1
ETHERNET HUB
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3.2.3.3.5 PROTOCOL COMMUNICATION MODULE (PCM) & CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM) Figure 3.2.3.3.5-1 illustrates the Protocol Communication Module (PCM). This micro-controller constantly polls the Caterpillar Customer Communication Module (CCM) for the parameters required by the control system. These parameters are then converted from their Caterpillar M5X protocol to Modbus addresses and stored on board for access by the RTU. This device is located on the MCP interior swing out door. It is installed below the CCM.
CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM)
PROTOCOL COMMUNICATION MODULE (PCM)
FIGURE 3.2.3.3.5-1
CUSTOMER COMMUNICATION MODULE (CCM)
Figure 3.2.3.3.5-1 illustrates the Customer Communication Module (CCM). This Caterpillar device polls the GSC(s) for the parameters requested by the CCM. It translates the M5X requests to Data link requests and retranslates the responses to M5X for the PCM to process. This component is located on the MCP interior swing out door.
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3.2.3.3.6
POWER CONVERTER (P15)
Figure 3.2.3.3.6-1 illustrates the Power Converter (P15). P15 converts 24VDC to 15VDC for use by the PCM. It is located on the MCP interior swing out door.
POWER CONVERTER (P15)
FIGURE 3.2.3.3.6-1
POWER CONVERTER (P15)
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3.2.3.3.7
TRANSDUCER
3.2.3.3.7.1
TRANSDUCER (XD)
Figure 3.2.3.3.7.1-1 illustrates the Transducer (XD). This device converts the 4-20mA output from the RTU to a 0-3VDC signal for use by the LSM during base load operations. It is located on the MCP interior swing out door. TRANSDUCER (XD)
FIGURE 3.2.3.3.7.1-1
TRANSDUCER (XD)
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3.2.3.3.8
AUTOMATIC VOLTAGE REGULATOR (AVR)
Figure 3.2.3.3.8-1 illustrates the Automatic Voltage Regulator (AVR). This device regulates the generator voltage during all operations. It will maintain a 3% droop of the voltage from 0% to 100% load. During operations on an infinite bus (Utility Parallel) the regulator maintains system power factor. The generator operating voltage is adjustable using the potentiometer (VAR) on the Generator 1 (GCP) or Generator 2 (GCP). The regulator is located on the interior of the generator section doors, one regulator per generator.
FIGURE 3.2.3.3.8-1
AUTOMATIC VOLTAGE REGULATOR (AVR)
3-65
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3.2.3.3.9
AC TRANSFORMER BOX (ATB)
Figure 3.2.3.3.9-1 illustrates the AC Transformer Box (ATB). This device converts potential transformer and current transformer signals to levels useable by the GSC + module. The ATB also provides fused protection for the potential transformer signals. This device is located on the interior GCP door.
FIGURE 3.2.3.3.9-1
AC TRANSFORMER BOX (ATB)
3-66
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3.2.3.3.10
INSTRUMENT TRANSFORMERS
There are two types of Instrument Transformers, the Potential Transformer (PT), and Current Transformer (CT). Figure 3.2.3.3.10-1 illustrates Potential Transformers. The Potential Transformers are used to step the 4160/3800VAC down to 120/110VAC respectively for use by the PU control system. The transformers are located behind the interior cover plates on the PDC. For the location of the various PT see FO-17, FO-20 and FO-29.
FIGURE 3.2.3.3.10-1
POTENTIAL TRANSFORMERS
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Figure 3.2.3.3.10-2 illustrates the Current Transformers. The Current Transformers are used to step the various current level primaries down to 5-amp secondary for use by the control system. The transformers are located behind the cover plates on the PDC. For the location of the various CT see FO-17, FO-20 and FO-29.
G1 BREAKER (CT)
G2 FEEDER (CT) LOAD TIE (CT)
FIGURE 3.2.3.3.10-2
CURRENT TRANSFORMER
3-68
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3.2.3.3.11
CIRCUIT BREAKERS – GENERATOR, FEEDER AND TIE
Figure 3.2.3.3.11-1 illustrates the Generator, Feeder and Tie Circuit Breakers. The breakers used in the PDC are actually medium voltage vacuum contactors. To ensure consistency of the discussion throughout the manual they are referred to as Breakers. These components use 120VAC as control voltage for opening and closing. All breakers require a constant 120VAC signal to stay closed except for the Tie Breaker. The Tie Breaker has a mechanical latching device to keep it closed even when the PU is off. The Tie Breaker also requires 120VAC to open, which is available from either side of the Tie Breaker. The breakers are located behind the cover plates inside the PDC.
Generator Breaker
Feeder Breaker
Tie Breaker
FIGURE 3.2.3.3.11-1
GENERATOR, FEEDER AND TIE CIRCUIT BREAKERS
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3.3
POWER UNIT (PU) HOUSING
The major components of the Power Unit (PU) housing are: •
Access Doors and Access Covers
•
Plenum Assembly Screens
•
Panels
•
Bottom Plate Assembly
•
Battery Box Assembly
•
Fuel Tank and Hydraulic Tanks
•
Muffler Assembly
3.3.1
ACCESS DOORS AND ACCESS COVERS
Figure 3.3.1-1 illustrates the Access Doors and Access Covers. The Access Doors and Access Covers, and mounting hardware are the same for both the street-side and curbside of the MEP-PU-810A and MEP-PU-810B.
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FIGURE 3.3.1-1
MEP-PU-810A/ B ACCESS DOORS AND COVERS
3-71
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3.3.2
PLENUM ASSEMBLY SCREENS
3.3.2.1
TOP PLENUM SCREENS
Figure 3.3.2.1-1 illustrates the Top Plenum Screens. The Top Plenum Screens are the same for both the MEP-PU-810A and MEP-PU-810B. The Top Plenum Screens are easily removable for maintenance.
FIGURE 3.3.2.1-1
MEP-PU-810A/B TOP PLENUM SCREENS
3-72
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3.3.2.2
BOTTOM PLENUM SCREENS
Figure 3.3.2.2-1 illustrates the Bottom Plenum Screens. The Bottom Plenum Screens are the same for both the MEP-PU-810A and MEP-PU-810B. The Bottom Plenum Screens are easily removable for maintenance.
FIGURE 3.3.2.2-1
BOTTOM PLENUM SCREENS
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3.3.3
PANELS
3.3.3.1
SIDE PANELS
Figure 3.3.3.1-1 illustrates the Side Panels. The Side Panels are the same for both the MEP-PU-810A and MEP-PU-810B. The Side Panels are easily removable for maintenance.
FIGURE 3.3.3-1
SIDE PANEL
3-74
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3.3.3.2
TOP PANEL
Figure 3.3.3.2-1 illustrates the Top Panel. The Top Panel is the same for both the MEP-PU-810A and MEP-PU-810B. The Top Panel is easily removable for maintenance.
FIGURE 3.3.3.2-1
TOP PANEL
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3.3.4
BOTTOM PLATE ASSEMBLY
Figure 3.3.4-1 illustrates the Bottom Plate Assembly. The Bottom Plate Assembly is the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.4-1
BOTTOM PLATE ASSEMBLY
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3.3.5
BATTERY BOX ASSEMBLY
Figure 3.3.5-1 illustrates the Battery Box Assembly. The Battery Box Assembly is the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.5-1
BATTERY BOX ASSEMBLY
3-77
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3.3.6
FUEL TANK AND HYDRAULIC TANKS
Figure 3.3.6-1 illustrates the Fuel Tank and Hydraulic Tanks. The Fuel Tank and Hydraulic Tanks are the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.6-1
FUEL TANK AND HYDRAULIC RESERVOIRS
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3.3.7
MUFFLER ASSEMBLY
Figure 3.3.7-1 illustrates the Muffler Assembly. The Muffler Assembly is the same for both the MEP-PU810A and MEP-PU-810B.
FIGURE 3.3.7-1
MUFFLER ASSEMBLY
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3.4
DIRECT CURRENT (DC) ELECTRICAL SYSTEM
The DC electrical system consists of the relays, solenoids, motors, indicators, batteries and other components that combine to start, stop, control, and monitor the MEP-PU-810 Power Unit. The major components of the Direct Current (DC) System are: •
Battery Bank
•
Battery Cables
•
Battery Charger (BC)
•
DC Wiring Harnesses
•
Battery Bank DC Tie Switch (DCT)
•
Starter Motor
•
Starter Solenoid
•
External Fuel Transfer Pump
•
DC Control Power Circuit Breaker (CBCP)
•
DC Panel Light Bulbs and Fault Indicator Lights
•
Battery Slave Receptacle
3.4.1
BATTERY BANK
Figure 3.4.1-1 illustrates the two 24VDC Battery Banks. Each Battery is Maintenance Free. The two 24VDC Battery Banks may be disconnected and removed during storage. The two 24VDC Battery Banks are located on the front of the PU directly above the fuel tank, as shown in Figures 2.1-3 and Figure 2.1-6 from the MEP-PU-810A and MEP-PU-810B versions respectively. A Tie Switch is provided in the event of low charge battery starts. See Figure 3.4.4 -1.
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FIGURE 3.4.1-1
POWER UNIT BATTERY ASSEMBLY
The batteries are series connected so that 24 volts is supplied for starting and other battery functions. Battery charging is accomplished using one battery charger per generator battery bank. The battery chargers receive their power from the Station Power Transformer or shore power connection. 24VDC control power is provided from Generator 1 or Generator 2 battery bank. The DC electrical control system is designed to seek the best DC source between the two battery banks to prevent interruption of control power when starting the engines. A 24VDC circuit breaker is provided for the control power to allow shutdown of 24VDC control power system during maintenance operations. 3.4.2
BATTERY CABLES
Figure 3.4.1-1 illustrates the battery bank and battery cables. The battery cables connect the battery to the starter motor.
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3.4.3
BATTERY CHARGER
Figure 3.4.3-1 illustrates the MBC6X-24V-20A-LA model battery charger. The Battery Charger is a constant voltage, automatic mode switch, two-rate (float-equalize), current limited, and regulated (line compensated) battery charger. This model is specifically designed for charging batteries used for high intermittent loads such as engine starting. The charger provides automatic fast recharge with minimum long-term water consumption.
AC INPUT CIRCUIT BREAKER
FIGURE 3.4.3-1
DC OUTPUT CIRCUIT BREAKER
BATTERY CHARGER
In normal operation, when power is first applied, the charger will normally supply its full rated current in the equalize mode, as indicated by the charger ammeter. The current will remain at the current limit value until the battery approaches full charge. It will then taper down toward 50% of rated current and then drop to zero indicating the battery is charged and the charger has switched to float mode. The charger will then begin to supply whatever current is required by battery leakage and external loads. When a drain is put on the battery or A.C. power is interrupted, the charger will switch to “Equalize” and produce high charge current until the battery is again charged. When connected to a fully discharged battery the charger will supply its rated current for the time required to charge the battery. This time in hours will be the capacity of the battery in ampere-hours divided by the current rating of the charger. A very discharged battery can cause charger shutdown (if its terminal voltage is less than + 5.0 volts) for up to several hours before high charge currents begin to occur.
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There are no field adjustments to make on this charger. The only adjustable device is the float voltage adjustment on the regulator PC board, which is factory set using precision equipment. For maintenance instructions refer to Chapter 9, Section 9.4.3. 3.4.4
DC TIE SWITCH
Figure 3.4.4-1 illustrates the battery bank DC Tie Switch. The DC Tie Switch closes to parallel the two battery banks together when additional cranking power is needed for starting either generator set.
FIGURE 3.4.4-1
DC TIE SWITCH
The DC Tie Switch is located above and centered between the two hydraulic fluid reservoirs, next to the NATO Slave Receptacle. The DC Tie Switch is a two-position switch that is normally in the “OFF” position, thereby setting the batteries into independent configurations. When the NATO Slave Receptacle is used for starting or charging, the switch must be turned to the “ON” position to start the curbside generator or charge its batteries.
3-83
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STARTER MOTOR
Figure 3.4.6-1 illustrates the starter motor. The Starter Motor is used on the engine and rotates the engine until combustion occurs and the engine turns on its own. STARTER SOLENOID STARTER MOTOR
FIGURE 3.4.6-1 3.4.7
STARTER MOTOR AND STARTER SOLENOID
STARTER SOLENOID
Figure 3.4.6-1 illustrates the Starter Solenoid. flywheel.
The Starter Solenoid engages the starter motor to the
3-84
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3.4.8
FUEL TRANSFER PUMP
Figure 3.4.8-1 illustrates the Fuel Transfer Pump. The Fuel Transfer Pump is 24VDC, 1/3 hp, 2.25 GPM and works in conjunction with the Fuel Level Float Switches and Fuel Transfer Solenoid Valve. There are two versions of the transfer pump assembly. Both are interchangeable.
FIGURE 3.4.8-1
FUEL TRANSFER PUMP
3-85
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3.4.9
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
Figure 3.4.9-1 illustrates the DC Control Power Circuit Breaker. The DC Control Power Circuit Breaker is used to energize or de-energize the PU 24VDC control power.
FIGURE 3.4.9-1
DC CONTROL POWER CIRCUIT BREAKER (CBCP)
3-86
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3.4.10
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
Figure 3.4.10-1 illustrates the DC panel light bulbs and fault indicator lights.
PANEL LIGHTS
FAULT INDICATOR LIGHTS
FIGURE 3.4.10-1 3.4.11
DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
BATTERY SLAVE RECEPTACLE
A NATO slave receptacle conforming to MS52131 is provided and connected to the starting batteries to allow connection of an external battery pack. The receptacle is located on the front external wall of the PU. The receptacle is provided with a protective cap secured by lanyard to the PU. See Figure 3.4.4-1 for reference.
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3.5
ALTERNATING CURRENT (AC) ELECTRICAL SYSTEM
The major components of the AC electrical system are: •
Station Power Transformer
•
208/120VAC Receptacles
•
Wiring Harnesses
•
Power Panel Board
•
Alternator
•
Medium Voltage Output Terminal, Parallel Output
•
Medium Voltage Output Terminal, Feeder Output
•
Surge Arrestors
•
Shore Power
•
Circuit Breakers
3.5.1
STATION POWER TRANSFORMER
Figure 3.5.1-1 illustrates the station power transformer, which is rated at 15kVA, and is provided for each PU. It provides power within the Power Unit to the interior lighting, battery chargers, and convenience receptacles. The transformer is 4160/2400VAC primary and 208/120VAC secondary connected to a distribution panel board. The secondary output is 208/120VAC 4 wire. The transformer is fuse protected on the primary side of the transformer.
STATION POWER TRANSFORMER
FIGURE 3.5.1-1
STATION POWER TRANSFORMER
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3.5.2
208/120VAC RECEPTACLES WARNING
DO NOT USE 208/120 RECEPTACLES FOR BACKFEEDING POWER. DAMAGE TO PERSONNEL AND EQUIPMENT COULD RESULT. Figure 3.5.2-1 illustrates the 208/120VAC receptacles. One 208VAC, 3 phase, 60 amp, 5 wire, receptacle and four (4) 115VAC, 20 amp receptacles have been included on the PU. The Station Power Transformer powers these receptacles. The receptacles are protected from damage during transit. The 60 Amp 3 phase receptacle is a Class L Connector. It is supplied with a protective cap with a chain tethering the cap to the receptacle. The exterior 115VAC receptacles are weatherproof and are ground fault protected. The receptacles are located on the street-side of the Power Unit.
FIGURE 3.5.2-1 3.5.3
208/120VAC EXTERIOR RECEPTACLES
WIRING HARNESSES
The wiring harnesses connect AC electrical power generation and control system components to their associated components.
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3.5.4
POWER PANEL BOARD
Figure 3.5.4-1 illustrates the Power Panel Board. The Power Panel Board provides circuit overcurrent protection (Circuit Breakers), for the internal PU, AC electrical system components, i.e., battery chargers, lights and convenience receptacles.
FIGURE 3.5.4-1
POWER PANEL BOARD
3-90
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3.5.5
SR4B ALTERNATOR
Figure 3.5.5-1 illustrates the SR4B Alternator. The SR4B is a three-phase, alternating current and brushless type generator. It is a four-pole design. The stationary main armature bolts to the engine flywheel housing. A flexible plate type coupling connects the rotor shaft to the engine flywheel. The rotating main field is keyed directly to the rotor shaft. The alternator is self-ventilated with air entry through screened openings at the rear of the alternator and air discharge through screened openings at the drive-coupling end. The fan attaches to the rotor shaft. A bearing supports the exciter end of the rotor shaft.
FIGURE 3.5.5-1
SR4B ALTERNATOR
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3.5.7
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
Figure 3.5.7-1 illustrates the Tie Output Terminal Box, which is located on the curb-side of the Primary Distribution Center (PDC. The Tie Output Terminals are Phase A, Phase B, Phase C and Neutral, and are used to connect the Power Unit to the load.
FIGURE 3.5.7-1 3.5.8
MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
MEDIUM VOLTAGE OUTPUT TERMINAL, FEEDER OUTPUT
Figure 3.5.8-1 illustrates the Feeder Output Terminal Box, which is located on the street-side of the Primary Distribution Center (PDC. The Feeder Output Terminals are two sets of Phase A, Phase B, Phase C outputs, and are used to connect the Power Unit to the load.
FIGURE 3.5.8-1
MEDIUM VOLTAGE FEEDER OUTPUT TERMINAL
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3.5.9
SURGE ARRESTORS (SA1, SA2 SA3)
Figure 3.5.9-1 illustrates the high voltage Surge Arrestors, which are located within the Primary Distribution Center (PDC) cabinet.
FIGURE 3.5.9-1
SURGE ARRESTORS (SA1, SA2 SA3)
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3.5.10
SHORE POWER
Figure 3.5.10-1 illustrates a Shore Power Connection (Plug). Two Battery Charger Shore Power Plugs are provided for powering the battery charger(s) from an external 120/110VAC power source. BATTERY CHARGER SHORE POWER PLUG
FIGURE 3.5.10-1
SHORE CONNECTION FOR BATTERY CHARGERS
3-94
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3.5.11
CIRCUIT BREAKERS
Figure 3.5.11-1 illustrates the Generator Circuit Breaker (upper breaker), and Feeder Circuit Breaker (lower breaker) within the PDC.
FIGURE 3.5.11-1
CIRCUIT BREAKERS
3-95
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3.6
FUEL SYSTEM
The DPGDS Fuel System discussion addresses the following topics: •
Fuel System Description
•
Fuel System Components
3.6.1
FUEL SYSTEM DESCRIPTION
FIGURE 3.6.1-1
FUEL SYSTEM CIRCUIT
a. The fuel supply circuit is a conventional design for unit-injected engines. Refer to Figure 3.6.1-1 for reference. The External Fuel Transfer Pump, of the circuit is a 24VDC, gear type pump with fixed clearance. The Engine Fuel Transfer Pump pulls fuel from the PU 120 Gallon Fuel Tank, and delivers it to the EUI Fuel Injectors. The Engine Fuel Transfer Pump incorporates a check valve in order to permit a fuel flow around the gears for hand priming. The Engine Fuel Transfer Pump also incorporates a Relief Valve in order to protect the system from extreme pressure. The excess fuel flow that is provided by the fuel transfer pump cools the fuel from the unit injectors. The excess fuel flow purges the air from the unit injectors. NOTE:
The inlet fuel temperature to the fuel transfer pump must not exceed 175°F (79°C) when the engine has reached normal operating temperature. Fuel temperatures above 175°F (79°C) will reduce the life of the electronics in the ECM and the fuel transfer pump check valves. The fuel efficiency and the engine power output are reduced when the fuel temperature increases from 86°F (30°C) to 158° (70°C) F. The GSC+ will give an AL4 Alarm after 30 seconds.
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b. The fuel in the fuel transfer pump flows through the cored passages in the Fuel Block and through a 2-micron fuel filter. The Fuel Priming Pump is positioned on the fuel filter base in order to fill the system after the fuel supply and the return manifolds are drained. The fuel supply and the return passages in the cylinder head are drained in order to reinstall the unit injectors. The filtered fuel enters the housing for the Electronic Control Module (ECM). This fuel cools the module as the fuel passes through the ECM. The fuel enters the fuel manifold at the rear of the cylinder head. The fuel flows continuously from the fuel supply through the Cylinder Head Fuel Gallery through the EUI Fuel Injectors. This fuel then returns to the fuel tank through the Fuel Cooler by the return line on the fuel manifold. c.
Fuel is displaced by the EUI Fuel Injector Plunger when the fuel is not being injected into the cylinder. A Fuel Pressure Regulator is located in the Fuel Block. The Fuel Pressure Regulator maintains a sufficient amount of backpressure in the system in order to fill the EUI Fuel Injectors. The Engine Fuel Transfer Pump is located in the front of the engine at the lower left corner. The Engine Fuel Transfer Pump is mounted to either the front timing gear cover or a plate. The Engine Fuel Transfer Pump is driven by the gear train.
d. The injection pump, the fuel lines, and the nozzles that are used in the traditional Caterpillar diesel engines have been replaced with an electronically controlled, mechanically actuated EUI Fuel Injectors in each cylinder. A solenoid on each injector controls the amount of fuel that is delivered by the injector and Electronic Control Module (ECM), sends a signal to each injector solenoid in order to provide complete control of the engine. 3.6.1.1
FUEL INJECTION
a. The Electronic Control Module (ECM) controls the amount of fuel that is injected by varying the signals to the injectors. The injectors will inject fuel only if the injector solenoid is energized. The Electronic Control Module (ECM) sends a 90-volt signal to the solenoid in order to energize the solenoid. By controlling the timing and the duration of the 90-volt signal, the Electronic Control Module (ECM) can control injection timing and the amount of fuel that is injected. b. The Electronic Control Module (ECM) sets certain limits on the amount of fuel that can be injected “FRC Fuel Pos” is a limit which controls the amount of air and of fuel for the purpose of emission control. This limit is based on the boost pressure When the Electronic Control Module (ECM) senses a higher boost pressure, the Electronic Control Module (ECM) increases the ‘FRC Fuel Pos” limit “Rated Fuel Pos” is a limit that is based on the horsepower rating of the engine. This is similar to the rack stops and to the torque spring on a mechanically governed engine “Rated Fuel Pos” provides horsepower and torque curves for a specific engine family and for a specific engine rating. All of these limits are programmed into the personality module by the factory. These limits are not programmable in the field.
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c.
Injection timing depends on three factors: (1) (2) (3)
The Engine rpm The Engine Load Other operational conditions including: •
Fuel Temperature
•
Ambient Temperature
•
Altitude
•
Boost Pressure (Turbocharger)
d. The Electronic Control Module (ECM) can determine the top center position of cylinder number 1 from the signal that is provided by the engine speed-timing sensor. The Electronic Control Module (ECM) decides when the injection should occur relative to the top center position. The Electronic Control Module (ECM) then provides the signal to the injector at the desired time. 3.6.2
FUEL SYSTEM COMPONENTS
The major components of the fuel system are: •
External Fuel Transfer Pump
•
External Fuel Transfer Pump Controls
•
120 Gallon Fuel Tank
•
Fuel Injection System
•
Electronic Control Module (ECM)
•
Electronic Unit Injector (EUI)
•
Primary Fuel Filter
•
Fuel Shut-Off Valve
•
Primary Filter Drain Valve
•
Secondary Fuel Filter
•
Fuel Priming Pump
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3.6.2.1
EXTERNAL FUEL TRANSFER PUMP
Figure 3.6.2.1-1 illustrates the external fuel transfer pump. The Fuel Transfer Pump is 24VDC, 1/3 hp, 2.25 GPM and works in conjunction with the Fuel Level Float Switches and Fuel Transfer Solenoid Valve. There are two version of the transfer pump assembly, both are interchangeable.
FIGURE 3.6.2.1-1
EXTERNAL FUEL TRANSFER PUMP
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3.6.2.1.1
EXTERNAL FUEL TRANSFER PUMP CONTROLS
Figure 3.6.2.1.1-1 illustrates the two external fuel transfer pump control switches. The switch on the left, labeled T-O-A (Test-Off-Auto), allows the operator to test the external fuel pump to insure that it is functioning properly, turn the pump off when required, or set it to Auto and allow the float switches to control the flow of fuel to the tank. The switch on the right, labeled G1-G2, allows the fuel pump to operate from either battery bank. When Generator 1 or Generator 2 is shutdown for maintenance, and the battery bank for that generator is disconnected, the fuel pump can operate from the other battery bank. Refer to FO-43A and FO-43B and FO-44A through FO-44C for additional information.
FIGURE 3.6.2.1.1-1
EXTERNAL FUEL PUMP CONTROL SWITCHES
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3.6.2.2
120 GALLON FUEL TANK
Figure 3.6.2.2-1 illustrates the 120 Gallon Fuel Tank or "Day Tank". It is located on the front of the Power Unit. A full tank of fuel allows approximately two hours of running time at full output.
120 GALLON FUEL TANK
FIGURE 3.6.2.2-1
120 GALLON FUEL TANK
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3.6.2.3
FUEL INJECTION SYSTEM
Figure 3.6.2.3-1 illustrates the fuel injection system and identifies its major components.
(1) Unit Injector, (2) Adjusting Nut, (3) Rocker Arm Assembly, (4) Camshaft
FIGURE 3.6.2.3-1
FUEL INJECTION MECHANISM
The unit injector (1) allows fuel to be injected into the combustion chamber at the precise time. Two idler gears and a cluster gear that is driven off the crankshaft gear drive the camshaft gear. The timing marks on the crankshaft gear, on the cluster gear, and on the housing of the timing cover are aligned in order to provide the correct relationship between the piston and the valve movement. The camshaft has three lobes for each cylinder. Two lobes operate the inlet valves and the exhaust valves, and one lobe operates the unit injector mechanism. Force is transmitted from the unit injector lobe on the camshaft (4) to the top of the unit injector (1) through the rocker arm assembly (3). The adjusting nut (2) allows the injector lash to be set. 3.6.2.4
ELECTRONIC CONTROL MODULE (ECM)
The Electronic Control Module (ECM) controls the amount of fuel that is injected by varying the electrical signals to the injectors. The injectors will inject fuel only if the injector solenoid is energized. The Electronic Control Module (ECM) sends a 90-volt signal to the solenoid in order to energize the solenoid. By controlling the timing and the duration of the 90-volt signal, the Electronic Control Module (ECM) can control injection timing and the amount of fuel that is injected. Injection timing depends on three factors the engine rpm, the engine load, and other operational conditions. The Electronic Control Module (ECM) can determine the top center position of cylinder number 1 from the signal that is provided by the engine speed-timing sensor. The Electronic Control Module (ECM) decides when the injection should occur relative to the top center position. The Electronic Control Module (ECM) then provides the signal to the injector at the desired time.
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3.6.2.4.1
ELECTRONIC UNIT INJECTOR (EUI)
Figure 3.6.2.4.1-1 illustrates the Electronic Unit Injector components.
(1) Spring, (2) Solenoid Connection to ECM, (3) Solenoid Valve Assembly, (4) Plunger, (5) Barrel, (6) Seal, (7) Seal, (8) Spring, (9) Spacer, (10) Body, (11) Check Valve, (12) Seal
FIGURE 3.6.2.4.1-1
ELECTRONIC UNIT INJECTOR (EUI) COMPONENTS
The fuel exits the fuel supply manifold. The fuel flows through the drilled passages in the cylinder head. This fuel enters the unit injector at the fill port. Refer to Figure 3.6.2.4.1-1, Unit Injector Components. As the unit injector mechanism produces force to the top of the unit injector, spring (1) and plunger (4) is moved downward. This causes fuel to be displaced through the valve in the solenoid valve assembly (3), and into the return manifold to the tank. The fuel passage into barrel (5) is closed by the outside diameter of the plunger (4). The passages to the injector tip within the body (10) and along the check valve (11) are filled with fuel as the plunger moves down. After the fuel passage in the plunger barrel is closed, fuel can be injected at any time. These requirements are programmed into the electronic control module.
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When the solenoid valve assembly (3) is energized from a signal across the solenoid connection (2), the solenoid valve closes and the pressure in the injector tip is increased. Injection starts at 5000 ± 275 PSI (34474 ± 1896 kPa) as the force of spring (8) is overcome. This causes the check valve to rise from the seat. The pressure continues to increase as the plunger cycles through the full stroke. After the correct amount of fuel has been discharged into the cylinder, the electronic control module signals across the solenoid connection. This signal indicates that the solenoid valve assembly is de-energized and that the solenoid valve is opened. The high-pressure fuel is dumped through the spill port, to the fuel return manifold and then to the tank. The length of time for the injection will meter the fuel that is consumed during the fuel injection into the cylinder. Injection length is controlled by the governor logic that is programmed into the electronic control module of the fuel system electronic control circuit. After the maximum lift point is achieved, the force to the top of the unit injector is removed as spring (1) expands. The plunger returns to the original position. This uncovers the fuel supply passage to the plunger barrel in order to refill the injector pump body. The low-pressure fuel circulates through the injector body. The fuel then exits through the spill port. This occurs until solenoid valve assembly (3) is again energized. 3.6.2.5
PRIMARY FUEL FILTER
Figure 3.6.2.5-1 illustrates the Primary Fuel Filter. The 3456 EPG Engine is equipped with a Primary Fuel Filter. The Primary Fuel Filter consists of a Element and a Bowl. The element includes the larger upper beveled seal. The bowl includes the smaller lower seal. Figure 3.6.2.5-1 illustrates the Fuel Shutoff Valve. The Fuel Shutoff Valve stops the flow of fuel from the 120 Gallon fuel tank illustrated in Figure 3.6.2.2-1, to its associated engine. Figure 3.6.2.5-2 illustrates the Primary Fuel Filter Drain Valve. Water the primary fuel filter separates from the fuel accumulates in this bowl. The drain valve allows any water that accumulates in the bowl to be drained. If the water is not drained when the bowl becomes full, an increased resistance to fuel flow will result.
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PRIMARY FUEL FILTER
FUEL SHUT-OFF VALVE
FIGURE 3.6.2.5-1
PRIMARY FUEL FILTER
PRIMARY FUEL FILTER DRAIN VALVE
FIGURE 3.6.2.5-2
PRIMARY FUEL FILTER DRAIN VALVE
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3.6.2.6
SECONDARY FUEL FILTER
Figure 3.6.2.6-1 illustrates the Secondary Fuel Filter. The Secondary Fuel Filter filters the fuel after the engine mounted fuel pump, and before the Electronic Unit Injectors (EUI).
SECONDARY FUEL FILTER
FIGURE 3.6.2.6-1
SECONDARY FUEL FILTER
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3.6.2.7
FUEL PRIMER PUMP
Figure 3.6.2.7-1 illustrates the Fuel Primer Pump. The Fuel Primer Pump is used to bleed air from the fuel system.
FUEL PRIMER PUMP
FIGURE 3.6.2.7-1
FUEL PRIMER PUMP
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3.7
COOLING SYSTEM
The discussion of the Cooling System includes the following topics: •
Cooling System Operation
•
Cooling System Components
•
Coolant Specifications
3.7.1
COOLING SYSTEM OPERATION
Figure 3.7.1-1 illustrates the Cooling System theory of operation. The cooling system for each generator set consists of two cooling circuits. One coolant circuit cools the engine block. The other circuit cools the pressurized and filtered engine intake air by using an Air to Air Cooler (ATAAC). The filtered engine intake air is carried to and from the engine compartment in 4.00-inch diameter pipes that pass through the top of the interior trailer wall to the ATAAC. The engine block is cooled with a water and anti-freeze mixture running through the Radiator. The coolant is carried in a combination of 2.50 and 3.00-inch pipes that pass through the center of the interior trailer wall.
FIGURE 3.7.1-1
COOLANT SYSTEM OPERATION
In operation, the water pump sends most of the coolant from the radiator, through the oil cooler, to the cylinder block, through a bonnet and an elbow. The coolant goes around the cylinder liners, through the water directors and into the cylinder head. The water directors send the flow of coolant around the valves and the passages for the exhaust gases in the cylinder head. The coolant then flows to the front of the cylinder head. At this point, water temperature regulators; control the direction of the coolant flow. The water temperature regulators are closed when the engine is cold. The coolant flows through the regulator housing and elbow back to water pump. If the coolant is at normal operating temperature, the water temperature regulators open and the coolant flows to the radiator, through the outlet hose. The coolant becomes cooler as the coolant moves through the radiator. When the coolant gets to the bottom of the radiator, the coolant goes through the inlet hose and drawn into the water pump to start the cycle again. 3-108
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The vent line will purge any air out of the top of a bottom filled system. Coolant that expands past the radiator is retained in the Coolant Tank. The Coolant Tank is welded to the top, front of the PU, see Figure 2.1-2 and Figure 2.1-5. Coolant contracts as the temperature drops and is drawn back into the radiator. 3.7.2
COOLING SYSTEM COMPONENTS
The major components of the Cooling System are: •
Radiator
•
Radiator Drain
•
Radiator Hose Drain
•
Coolant Tanks
•
Coolant Temperature Regulator Circuit
•
Coolant System Air Bleed Valve
3.7.2.1
RADIATOR
Figure 3.7.2.1-1 illustrates the MEP-PU-810 A/B radiator compartment, which contains two Radiator/ATAAC assemblies in an "A" frame configuration. Each radiator is connected respectively to each 3456 EPG Engine. Additionally, Figure 3.7.2.1-2 and Figure 3.7.2.1-3 provided details of radiator hoses, pipes and valves and plugs.
FIGURE 3.7.2.1-1
DPGDS RADIATOR "A" FRAME HOUSING ASSEMBLY
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FIGURE 3.7.2.1-2
FIGURE 3.7.2.1-3
RADIATOR DRAIN
RADIATOR HOSE DRAIN
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3.7.2.2
COOLANT TANKS
Figure 3.7.2.2-1 illustrates a Coolant Tank Cut-Away View. There are two Coolant Tanks welded to the Power Unit. Both Coolant Tanks are located at the top of the front of the Power Unit, and are separately connected to the respective radiator.
FIGURE 3.7.2.2-1
COOLANT TANK CUT-AWAY VIEW
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3.7.2.3
COOLANT TEMPERATURE REGULATOR CIRCUIT
Figure 3.7.2.3-1 illustrates the Coolant Temperature Regulator Circuit. The Coolant Temperature Regulator Circuit has the following components: Water Pump, Thermostat Housing and Oil Cooler. The Water Pump pulls coolant from the Radiator (Cools the Coolant) and sends it through the Oil Cooler Housing (Cools the Engine Oil), through the engine block (Cools the Engine Block) to the Thermostat Housing (Controls Engine Temperature by opening and closing). At rated speed the Water Pump, pumps 132 GPM.
THERMOSTAT HOUSING
WATER PUMP HOUSING
OIL COOLER HOUSING
FIGURE 3.7.2.3-1
COOLANT TEMPERATURE REGULATOR CIRCUIT
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3.7.2.4
COOLING SYSTEM AIR BLEED VALVE
Figure 3.7.2.4-1 illustrates the Cooling System Air Bleed Valve. The Cooling System Air Bleed Valve is used for bleeding the trapped air within the engine while refilling the coolant system.
FIGURE 3.7.2.4-1
COOLING SYSTEM AIR BLEED VALVE
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3.7.3
COOLANT CHARACTERISTICS
Coolant generally consists of water combined with corrosion inhibitors or water combined with antifreeze and corrosion inhibitors. The correct selection of coolant has a direct effect on the efficiency and/or service life of both the cooling system and the engine. Coolant must be able to transfer heat from hot engine components to a radiator or heat exchanger where the heat is dissipated. To do this job correctly, coolant must be protected against freezing. The best protection against coolant freezing is the correct mixture ratio of the coolant. Use the correct mixture ratio of ethylene glycol and water or the correct mixture ratio of methoxy propanol and water as a coolant. The most common antifreezes that are available use ethylene glycol to provide freeze protection. The coolant must prevent the formation of rust and pits in the engine and other components. Since all water can cause corrosion, water alone is not a good coolant. Both distilled water and softened water are unacceptably corrosive when corrosion inhibitors are not added. (Refer to Table 3.7.3-1). TABLE 3.7.3-1
PROTECTION TEMPERATURES FOR ANTIFREEZE CONCENTRATIONS PROTECTION
CONCENTRATION
5°F (-15°C)
30% antifreeze, 70% water
-12°F (-24°C)
40% antifreeze, 60% water
-34°F (-37°C)
50% antifreeze, 50% water
-62°F (-52°C)
60% antifreeze, 40% water
3.7.4
COOLING FLUID SPECIFICATIONS
The DPGDS PU engine cooling systems are designed for the use of Caterpillar, Inc. Extended Life Coolant (ELC) in a premixed, full fill mixture. Use of a coolant other than ELC will require different maintenance requirements, and is not prescribed. The cooling system is factory filled with ELC. ELC contains the proper amount of specified water at a 50%/50% mixture. Coolant is normally composed of three elements: •
Water
•
Additives
•
Ethylene Glycol
3.7.4.1
WATER
ELC premixed, full fill coolant has the correct specification water already included in the ELC container. This eliminates the following water problems listed below: •
Hard water
•
Water that is softened with salt
•
Salt water
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In emergency situations if distilled water or de-ionized water is not available, use water with the characteristics that are listed in Table 3.7.4.1-1. TABLE 3.7.4.1-1
ACCEPTABLE CHARACTERISTICS OF WATER
CHARACTERISTIC
MAXIMUM LIMIT
ASTM TEST
Chloride (CI)
40 mg/L (2.4 grains/US gal)
“D512b”,“D512d”, “D4327”
Sulfate (SO)
100 mg/L (5.9 grains/US gal)
“D516b”, “D516d”
Total Hardness
170 mg/L (10 grains/US gal)
“D1126b”
Total Solids
340 mg/L (20 grain/US gal)
“D1888a”
PH
5.5 to 9.0
“D1293”
For a water analysis, consult one of the following sources: •
Local Caterpillar dealer
•
Local water utility company
•
Local agricultural agent
•
Independent laboratory
3.7.4.2
ADDITIVES
ELC does not require any additives accept for the ELC Coolant System Extender Package added during the service interval listed in Chapter 13. Use of non-compatible additives with the ELC coolant can lead to loss of the long life effect of the ELC Coolant or even serious cooling system damage. ELC helps to protect the metal surfaces of the cooling system. A lack of ELC Coolant, lack of maintenance or contamination of the ELC Coolant with standard coolant additives can enable the following conditions to occur: •
Corrosion
•
Formation of mineral deposits
•
Rust
•
Scale
•
Corrosion and erosion from cavitation of the cylinder liner
•
Foaming of the coolant
Portions of the ELC Coolant chemical contents are depleted during engine operation. These protective properties must be replaced periodically. Adding the ELC Extender Package to Extended Life Coolant (ELC) at the proper service interval can do this. ELC Extender must be added at the proper volume for the PU coolant volume capacity.
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3.7.4.3
ETHYLENE GLYCOL
ELC does contain Ethylene Glycol. Ethylene Glycol in the coolant helps to provide protection against the following conditions: •
Boiling
•
Freezing
•
Cavitation of the water pump and the cylinder liner
Caterpillar recommends premixed, Extended Life Coolant for optimum performance. ELC contains the proper amount of specified water at a 50%/50% mixture. 3.7.4.4
CATERPILLAR COOLANTS WARNING
DO NOT MIX ELC WITH ANY OTHER TYPE OF COOLANT. COOLING PROPERTIES COULD BE ADVERSELY AFFECTED. DAMAGE TO EQUIPMENT COULD RESULT. The following two coolants can be used in the 3456 EPG Caterpillar engines: •
Preferred:
Caterpillar Extended Life Coolant (ELC) or a commercial extended life coolant that meets the Caterpillar EC-1 specification (See Table 3.7.4.4-1).
•
Acceptable:
A Caterpillar Diesel Engine Antifreeze Coolant (DEAC) or, a commercial heavyduty coolant/antifreeze that meets ASTM D4985” or “ASTM D5345” specifications (See Table 3.7.4.4-1).
NOTE:
Caterpillar developed the EC-1 specification. The EC-1 specification is an industry standard. The EC-1 specification defines all of the performance requirements that are needed for an engine coolant to be sold as an extended life coolant for Caterpillar engines. ELC meets the industry performance requirements of “ASTM D4985” and “ASTM D5345” for heavy-duty low silicate coolant/antifreezes. ELC also meets the industry performance requirements of “ASTM D3306” and “ASTM D4656” for automotive applications.
The ELC anti-corrosion package is totally different from conventional coolants. ELC has been formulated with the correct amounts of additives in order to provide superior corrosion protection for all metals in engine cooling systems. ELC extends the service life of the coolant to 6000 service hours or six years. ELC does not require a frequent addition of a Supplemental Coolant Additive (SCA). An ELC Extender Package is the only additional maintenance that is needed at 3000 service hours or three years. Premixed ELC is available with distilled water in a 50/50 concentration. The Premixed ELC provides freeze protection to –34°F (-37°C). The Premixed ELC is used for the initial fill of the PU cooling system.
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NOTE:
It is mandatory that ELC be used as the topping off coolant.
ELC Concentrate is also available. ELC Concentrate will lower the freezing point to -62°F (– 52°C) for arctic conditions. Use ELC Concentrate to adjust the freezing point of the coolant, if necessary. NOTE:
When ELC is not to be used due to an emergency, Caterpillar recommends a 50/50 water/glycol mixture for optimum coolant/antifreeze performance. Caterpillar DEAC does not require a treatment with an SCA at the initial fill. A commercial heavy-duty coolant/antifreeze that meets “ASTM D4985’ or “ASTM D5345” specifications will require a treatment with an SCA at the initial fill.
TABLE 3.7.4.4-1
COOLANT SERVICE LIFE COOLANT TYPE
SERVICE LIFE
Caterpillar ELC
6000 Service Hours or Six Years
Caterpillar DEAC
3000 Service Hours or Three Years
Commercial Heavy-Duty Coolant/ Antifreeze that meets “ASTM D5345”
3000 Service Hours or Two Years
Commercial Heavy-Duty Coolant/ Antifreeze that meets “ASTM D4985”
3000 Service Hours or One Year
Caterpillar SCA and Water
3000 Service Hours or Two Years
Commercial SCA and Water
3000 Service Hours or One Year
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3.8
HYDRAULIC SYSTEM OPERATION
Figure 3.8-1 illustrates the Hydraulic System Operation. The hydraulic system used in Power Unit provides the required power to cool the Power Unit. An engine mounted hydraulic gear pump takes lowpressure hydraulic fluid from the reservoir, through one 100-mesh strainer (141 Micron) with a 3 PSI bypass mounted inside the tank, and provides high-pressure fluid to the hydraulic fan motors that drive the system. The high-pressure fluid from the hydraulic pumps is then forced through a Pressure Relief/Control Block, which contains a 3,200 + 100-PSI pressure relief valve. From the control block the high-pressure fluid is transferred through the hydraulic motors, which drive the cooling fans. After the fluid passes through the hydraulic motors, the low-pressure fluid is then carried through a hydraulic fluid heat exchanger. The cycle is completed when the fluid returns to the reservoir, through the tank top 3micron absolute filter. The case drain on the After Cooler Motor allows hydraulic fluid, from the seal cavity in the motor, to drain back to the reservoir at atmospheric pressure.
FIGURE 3.8-1
HYDRAULIC SYSTEM OPERATION
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3.9
LUBRICATION SYSTEM
The lubrication system discussion addresses the following topics: •
Oil Flow Through a Warm Engine
•
Oil Flow Through a Cold Engine
•
Oil Flow Through a Engine Block
•
Lubrication System Components
•
Lubricant Specifications
3.9.1
LUBRICATION SYSTEM OPERATION
3.9.1.1
OIL FLOW THROUGH A WARM ENGINE
Figure 3.9.1.1-1 illustrates oil flow through a warm DPGDS 3456 EPG engine. When the engine is warm, oil comes from the oil pan through the suction bell to the oil pump. The oil pump then sends warm oil to the oil cooler. The oil is next sent to the oil filter. Oil from the oil filter is then provided to the oil manifold in the cylinder block and to the oil supply line for the turbocharger. Oil from the turbocharger goes back through the oil return line to the oil pan.
FIGURE 3.9.1.1-1
3456 EPG WARM ENGINE OIL FLOW
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3.9.1.2
OIL FLOW THROUGH A COLD ENGINE
Figure 3.9.1.2-1 illustrates oil flow through a cold DPGDS 3456 EPG engine. When the oil is cold, an oil pressure difference across the bypass valves causes bypass valves to open. These bypass valves then provide immediate lubrication to all of the engine components when cold oil with high viscosity causes a restriction to the oil flow through the oil cooler and the oil filter. The oil pump then sends the cold oil through the bypass valve for the oil cooler and through the bypass valve for the oil filter. The oil then goes to the oil manifold in the cylinder block and to the supply line for the turbocharger. Oil from the turbocharger goes back through the oil return line to the oil pan.
FIGURE 3.9.1.2-1
3456 EPG COLD ENGINE OIL FLOW
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3.9.1.3
OIL FLOW THROUGH AN ENGINE BLOCK
Figure 3.9.1.3-1 illustrates oil flow paths within the DPGDS 3456 EPG Engine. The oil from the oil manifold is sent under pressure through drilled passages to the crankshaft main bearings. The oil flows through drilled holes in the crankshaft. This oil lubricates the connecting rod bearings. A small amount of oil is sent through the piston cooling jets. The piston cooling jets cool the pistons. Oil flows through passages in the timing gear housing and the accessory drive gear.
FIGURE 3.9.1.3-1
3456 EPG ENGINE OIL FLOW SCHEMATIC
The adjustable idler gear, the fixed idler stub shaft and the cluster idler gear all get oil from passages in the cylinder block. The oil flows through a passage in the idler gear shaft. The idler gear shaft is installed on the front of the cylinder block. There is a pressure control valve in the oil pump. This valve controls the pressure of the oil that flows from the oil pump. The oil pump supplies a greater quantity of oil than necessary into the system. The extra quantity of oil will cause the pressure to rise and the valve will open. This allows the oil that is not needed to go back to the inlet oil passage of the oil pump.
3-121
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