Generator Unit Chapter 2

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RIG/PLANT

ADDITIONAL CODE

SDRL CODE

TOTAL PGS

REMARKS

MAIN TAG NUMBER

DISCIPLINE

CLIENT PO NUMBER

CLIENT DOCUMENT NUMBER

Client Document Number

REFERENCE

REFERENCE DESCRIPTION

This document contains proprietary and confidential information
which belongs to National Oilwell; it is loaned for limited purposes
only and remains the property of National Oilwell. Reproduction, in
whole or in part; or use of this design or distribution of this
information to others is not permitted without the express written
consent of National Oilwell. This document is to be returned to
National Oilwell upon request and in any event upon completion of
the use for which it was loaned.
National Oilwell

National-Oilwell L.P.
1530 W. Sam Houston Pkwy. N
Houston, Texas 77043
USA
Phone +1 713 935 8000
Fax +1 713 935 8382

DOCUMENT NUMBER

20605-47
REV

L

Technical Manual
Generator Unit

Document number 20605-47
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REVISION HISTORY

L 09.05.2005 Updated to New Template BKF
Rev Date (dd.mm.yyyy) Reason for issue Prepared Checked Approved

CHANGE DESCRIPTION

Revision Change Description
A Initial Release
B Formatting and content revisions. Added Revision History page and drawing number in footer.
C Correct figure numbers on pages 32 and 33.
D Update figures.
E Add photo numbers and correct mistakes in text.
F Correct font sizes on pages 2-9 through 2-16 and 2-43.
G Add writeup on Hi-Line Operation
H Replace scanned images of Figure 2-14 with images done in Autocad. Convert to Word 97
format.
J Minor formatting changes.
K Add Table of Contents codes. Correct Level 5 and Level 6 styles and errors. Correct Figure 2-
11.
L Updated to new template.

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TABLE OF CONTENTS

1 OPERATION..................................................................................................................... 4
1.1 Description.............................................................................................................. 4
1.2 Specifications.......................................................................................................... 6
2 MAINTENANCE................................................................................................................ 9
2.1 Testing.................................................................................................................... 9
2.2 Servicing................................................................................................................. 9
2.3 Theory of Operation.............................................................................................. 24
2.4 Troubleshooting.................................................................................................... 49
3 HI-LINE OPERATION..................................................................................................... 55
4 REMOVAL & REPAIR.................................................................................................... 58
4.1 Model 1000........................................................................................................... 58
4.2 Model 1400........................................................................................................... 59
4.3 Model 1861........................................................................................................... 60

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1 OPERATION
1.1 Description

The Generator Unit controls the engine/ generator set to develop a constant AC supply.
The output of several generators are fed to a common AC bus (refer to Figure 2-1).

Each Generator Unit's AC Control Module has an electronic engine governor, a voltage
regulator and a circuit breaker (refer to Figure 2-2). The circuit breaker is interlocked with a
Protection circuit which automatically trips the breaker for malfunctions such as
overcurrent, overvoltage, under/overfrequency and reverse power. In addition, a
Synchronization Panel is provided with each system to match individual generator equency
and voltage to the bus frequency and voltage.

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Figure 2-1. Generator Unit Functional Diagram

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Figure 2-2. AC Control Module Controls
and Indicators

1.2 Specifications
1.2.1 Electrical

Table 2-1 lists the electrical specifications of the AC Control Module.
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1.2.2 Mechanical

They are mounted in a sheet steel cubicle. Dimensions vary from model to model. A
typical Generator Cubicle is 90" H. x 36" D. x 24" W. and weighs 2,000 pounds.

Table 2-1. Electrical Specifications

Many of the electronic circuits associated with generator control are housed in the AC
Control Module. The AC Control Module is constructed from 14-gauge steel, and has its
own heatsink.

ELECTRICAL POWER

AC Supply Three phase, 60 Hz., 600 VAC.

GENERATOR CIRCUIT BREAKER

Overcurrent The circuit breaker is preset to trip under
the following conditions: Amperes
required to trip depends on generator
KVA rating.

Overvoltage 1.16 times normal bus voltage, 100 mS
delay.

Overfrequency 67 - 68 Hz.

Underfrequency 50 Hz.

Reverse Power Usually -7% to -10% of rated KW.

ENGINE GOVERNOR

Regulation 0.5 Hz, steady state.

Response Time One Second.

Load Unbalance 5% rated load.

GENERATOR VOLTAGE REGULATOR

Regulation 3% maximum.

Response Time One Second.

Load Unbalance 10%, no load to full load of rated KVARs.

Exciter Power 100/200 VDC, 12 Amps maximum. KVAs
are distributed among generators by
reactive droop compensation.
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1.2.3 AC Control Module Specifications

Size 12" High x 12" Deep x 4" Wide
Weight 25 pounds

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2 MAINTENANCE

This section contains testing and servicing information to assure proper operation of the
Generator Unit. TROUBLESHOOTING (later in this chapter) has an explanation of the
various Generator Unit circuits. REMOVAL AND REPAIR (also later in this chapter)
identifies the various generator assemblies.
2.1 Testing

Perform the functional tests given in Tables 2-2 through 2-6 after repairing/replacing any
assembly. Perform the Reverse Power Trip and Engine Mechanical Overspeed tests listed
in Table 2-4 once a month.
SERIOUS DAMAGE TO THE ENGINE CAN RESULT IF REVERSE POWER
AND ENGINE OVERSPEED FUNCTIONS DO NOT FUNCTION
PROPERLY.
These are the tables and their titles:
2-2 Engine/Generator Unit Functional Test
2-3 AC Module Functional Test
2-4 Protection Circuit Functional Test
2-5 Calibration Procedure for Woodward EG-3P and EG-10P Actuators
2-6 Calibration Procedure for Woodward EG-B 10P Actuators Used on EMD Engines

The TEST switch allows a quick check of the systems vital signals. The TEST switch and
the TEST METER are color-coded. For example, if the TEST switch is set to the yellow
BREAKER TRIP VOLTAGE position, normal condition is indicated by the TEST METER
needle deflecting to the yellow.
2.2 Servicing

Servicing consists of oil change and calibration procedure of the throttle actuator terminal
shaft.
2.2.1 Oil Change

The Woodward EG-3P and EG-10P Actuators receive oil from the engine oil supply, so
regular engine oil change intervals are sufficient.
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The Woodward EG-B 10P Actuator has it's own oil supply. Change it every six months
under favorable operating conditions. The oil sump holds one U.S. Quart. Refer to the
following and the manufacturer's literature.
The main difference between these models: the EG-B has a Ball Speed
governor and self-contained oil supply.
Changing the Oil In the EG-B 10P
1. To drain the oil, unscrew the Drain Cock located in the lower left-hand corner of the
front panel.
To flush the actuator, add one quart of diesel fuel or kerosene through the Oil Cup located
on the top. Run the engine speed up and down by switching the Engine Control switch
between IDLE and RUN. After a few minutes, shut the engine off and drain the fluid.
Repeat flushing until the Drain Cock fluid is clean.
2. Drain all the fluid and screw in the Drain Cock. Fill the actuator with one quart of the
recommended lubricating oil. Woodward recommends Mobil 1.

IF THE OIL IN THE EG-B 10P ACTUATOR IS NOT CHANGED
REGULARLY, IT WILL BECOME CLOGGED WITH GUM AND FAIL.
2.2.2 Terminal Shaft Calibration

Calibrate all engine actuators if KW load sharing at full load exceeds 10% (see Table 2-5).
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Table 2-2. Engine/Generator Unit Functional Test
ACTION RESULTS
PRELIMINARY
A. Open all the Generator unit fuses, with
the engine shut down.

A. There are no measurable results from
this step.
THROTTLE CHECK
A. Disconnect Throttle(+) (TB11-1) and
Throttle(-) (TB11-2)(this is TB4 or TB9
in older systems).
Refer to your system prints to
determine the terminal strip
connections for the Throttle and
Exciter.
B. Measure the resistance between the
leads to the Throttle to check for open
or short circuit conditions.
C. Measure the resistance between each
throttle actuator lead and ground.

D. Reconnect the throttle leads.

this step.

B. The resistance should be 30 to 36 .

C. The reading should be an open circuit
reading () unless the cable is
grounded.
D. There are no measurable results from
this step.
EXCITER CHECK
A. Disconnect the Exciter(+) wire from
TB11-7 and the Exciter(-) wire from
TB11-8 (this is TB4 or TB9 in older
systems).
Refer to your system prints to
determine the terminal strip
connections for the Throttle and
Exciter.
B. Measure the resistance between the
leads to the Generator Exciter to check
for open or short circuit conditions.
C. Check the resistance from each exciter
lead to ground.
D. Reconnect the Exciter leads.

this step.

B. The resistance should be 3 to 20 (this
depends on generator model).
C. The resistance should be after
TB11-8 in the generator switchgear is
disconnected.
D. There are no measurable results from
this step.

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Table 2-2. Engine/Generator Unit Functional Test (Continued)
ACTION RESULTS
CONTROL CIRCUIT TEST

A. Set the ENGINE CONTROL SWITCH to IDLE.
B. Start the engine and run it at 2/3 speed.

C. Using the oscilloscope, check the phase
rotation at the generator stabs.

Figure 2-3. Phase A

Figure 2-5. Phase C

A. There are no measurable results from this step.

B. If the system incorporates HOC (Hands Off
Cranking), the HOC batteries supply power to the
AC Control Module (it is not necessary to
manually control the engine actuator).

C. The A phase voltage peak (see Figure 2-3)
occurs 120 before the B (see Figure 2-4). The B
phase voltage peak occurs 120 before the C
(see Figure 2-5). Figure 2-6 shows phase
rotation.

Figure 2-4. Phase B

Figure 2-6. Phase Rotation
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ACTION RESULTS
CONTROL CIRCUIT TEST (CONCLUDED)

D. Close fuses F30, F31, F32, F35, F36, and
F37 on the input of the AC Regulator
Transformer.

On most models, these fuses will be
F30 F31, F32, F33, F34, and F35.
E. Check the phase rotation at the AC Control
Module pins 512 through 517.

D. There are no measurable results from this
step.

E. There are six phase voltages. V
AB
(pin 512)
should have a waveform which is inverse of
V
BA
(pin 513). The inverse relationship also
exists between V
BC
(pin 514) and V
CB
(pin
515), and V
CA
(pin 516) and V
AC
(pin 517).
VOLTAGE REGULATOR TEST

A. A.Disconnect wires Gate A+ (Pin 504)
and Gate A- (Pin 505).

B. Close the Exciter fuses.

Exciter fuse numbers depend on
model of system (check your
generator control schematic in your
drawing package). The Exciter fuses
for the 1400 system are F39 & F40.

C. Observe the generator VOLTMETER.

D. Monitor the signals at Pins 512 through
517.

E. If the results indicated in Steps C and D
occur, reconnect the Gate A+ and Gate A-
wires.

F. Set the VOLTS ADJUST control to give a
50% indication on the generator
VOLTMETER.

A. There are no measurable results from this
step.
B. There are no measurable results from this
step.
C. The voltage should rise to 200 VAC, and fall
cyclically as K1 (the build-up relay) picks up
and drops out.
D. These signals should also rise and drop.
E. There are no measurable results from this
step.
F. The VOLTMETER will indicate 300 to 450
VAC.

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ACTION RESULTS
ENGINE GOVERNOR TEST

A. Determine the model of your Throttle Actuator. If
it is a Woodward Model EG-B 10P, perform
Steps B through D. If it is a Woodward Model
EG-3P or EG-10P, skip to Step E.
B. Set the SPEED DROOP control to 0 (Zero).

C. Set the LOAD LIMIT control to MAXIMUM
FUEL.

D. Set the SPEED control to MAXIMUM.

E. Set the SPEED ADJUST control to somewhat
less than 50% on it's scale indication.

F. Turn the ENGINE CONTROL switch to IDLE
and start the engine.

G. Allow the engine to warm-up for 15 minutes.

H. Turn the ENGINE CONTROL switch to RUN.

I. Fine tune the VOLTAGE ADJUST and SPEED
ADJUST knobs to achieve 600 VAC at 60 Hz.

J. Turn the ENGINE CONTROL switch to IDLE.

K. Turn the ENGINE CONTROL switch the engine
back to RUN.

Steps B through F set the various
controls of the Throttle Actuator.
Woodward Models EG-3P and EG-10P do
not have these controls and, therefore,
do not require these steps to be
performed.

B. There are no measurable results from this step.

C. There are no measurable results from this step.

D. There are no measurable results from this step.

E. There are no measurable results from this step.

F. There are no measurable results from this step.

G. There are no measurable results from this step.

H. The generator voltage and frequency should
increase as the ENGINE CONTROL switch is
moved from IDLE to RUN.

I. The Generator VOLTMETER will indicate 600
VAC. The FREQUENCY meter will indicate 60
Hz.

J. The generator voltage and frequency should
decrease to Idle values.

K, The generator frequency should stabilize at 60
Hz within two overshoots.

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ACTION RESULTS

SYNCHRONIZATION CIRCUIT TEST

A. Connect one engine/generator to the Main AC
Bus.
This test only needs to be performed if
components in the synchronizing circuit
have been changed or if a problem is
encountered in synchronization.
B. Proceed to a second/subsequent generator, and
following the steps indicated in the previous
sections of the test, adjust its controls to develop
600 VAC at 58 Hz.

C. Connect an AC Voltmeter, switched to read 600
VAC, between the oncoming generator's stab A
phase and the Main AC Bus stab A phase.

D. Adjust the generators frequency to 60 Hz, so
that it slowly goes in and out of synchronization
with the Main AC Bus. Observe the Voltmeter,
the SYNCHROSCOPE, and SYNC LIGHTS.

E. Close the oncoming generators circuit breaker
when sync occurs.

Synchronization between the Main AC
Bus and the oncoming generator has
occurred when the needle of the
SYNCHROSCOPE points vertically, the
SYNC LIGHTS are off, and a Simpson
Model 250 (or equivalent) Volt Ohm Meter
(VOM) connected to the top and bottom
of the Main AC Circuit Breaker indicates
minimum voltage.

GENERATOR CIRCUIT BREAKERS
WILL NOT CLOSE UNTIL
SYNCHRONIZED WITH THE MAIN AC
BUS. DO NOT CLOSE ANOTHER
GENERATORS CIRCUIT BREAKER
UNTIL THE SYNCHROSCOPE AND
SYNC LIGHTS HAVE BEEN CHECKED
FOR PROPER OPERATION.

B. The pointer of the SYNCHROSCOPE will turn
counterclockwise. The SYNC LIGHTS will be
dimly illuminated.


D. The pointer of the SYNCHROSCOPE will turn
clockwise or counterclockwise. The SYNC
LIGHTS will alternately dim and brighten.

E. The generators circuit breaker will not close if
proper synchronization has not been achieved.
The KVAR meters of all generators on line
should each read the same value.
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ACTION RESULTS
LOAD DISTRIBUTION TEST

Five separate tests comprise the Load
Distribution Test:
KVAR Sharing Test.
KW Sharing Test.
Master/Slave Sharing Test.
Engine/Generator Idle-Run Test.
Load Testing Engine/Generator Test.

KVAR Sharing Test
A. Balance the KVARs by using the VOLTS
ADJUST knob of the Generator Control
Cubicle that has the lowest reading KVAR.

KW Sharing Test
A. Connect all engine/generator sets to the
Main AC Bus.
B. Make assignments to provide 60% KW
Load.

Master/Slave Sharing Test
A. Connect all the system generators to the
Main AC Bus. The KW and KVAR reading
of each connected engine/generator set
should be about the same.
B. Disconnect Generator 1 from the Main AC
Bus.
C. Disconnect Generator 2 from the Main AC
Bus.
D. Reconnect all generators to the Main AC
Bus.

A. Watch the KW and KVAR readings while
the system load is changing. The generator
readings should be about the same.

step.
B. The KW METERS of all engine/generators
should read the same and track together as
the KW Load varies.

A. Observe that only the master generator
SPEED ADJUST dial has an effect on the
speed of all the engines on the lines. Verify
that the lowest numbered online generator
controls all other online generators.
B. Verify that with Generator 1 off the Main AC
bus, Generator 2 controls all other
connected generators
C. Verify that with Generators 1 and 2 off the
Main AC bus, Generator 3 controls all other
connected generators.
D. There are no measurable results from this
step.

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Table 2-2. Engine/Generator Unit Functional Test (Concluded)
ACTION RESULTS
LOAD DISTRIBUTION TEST (Concluded)

Engine/Generator Idle-Run Test

A. Start an engine/generator set and run it
at IDLE. Follow the recommended warm
up time specified by the
engine/generator set manufacturer.
B. Put the ENGINE CONTROL switch to
RUN and adjust the SPEED ADJUST
potentiometer to 60 Hz.
C. Put the ENGINE CONTROL switch to
IDLE.

D. Put the ENGINE CONTROL switch to
RUN.
Load Testing Engine/Generator Test

A. After performing the Engine/Generator
Idle-Run test, connect the
engine/generator to the Main AC Bus.
B. Connect a load (such as a tank of salt
water) to the Main AC Bus.

step.
B. The generator voltage and frequency
should increase as the engine goes from
IDLE to RUN speed.
C. The generator voltage and frequency
should decrease to the idle value.
D. The generator frequency should stabilize
at 60 Hz. within two overshoots.
step.
B. Observe the Engine/Generator's KW
METER and compare the reading to the
Engine/Generator's rated KW capacity.
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Table 2-3. AC Control Module Functional Test
ACTION RESULTS
PRELIMINARY
A. Inspect the AC Control Module wiring
harness for incorrect and/or loose
connections.
B. Turn on the Generator unit.
A. Fix any incorrect or loose connections.
B. The Generator RUN light and the AC
Control Module front panel POWER ON
light will illuminate.
POWER SUPPLY CHECK
A. Measure the voltage at the following
points:
Terminal Pin 502
Terminal Pin 503
Terminal Pin 507
Terminal Pin 508
Terminal Pin 546
Auxiliary Board Pin 24
A. The voltage should be:

+16 VDC
-16 VDC
-160 VDC
+160 VDC
+11 VDC
-11 VDC

FREQUENCY DEMODULATOR TEST
The Frequency Demodulator Circuit is used
to develop a speed feedback signal. This
signal is necessary for diesel engine speed
regulation. The six AC phases from the AC
Regulator Transformer are processed by the
Demodulator Circuit into the Frequency
Demodulator Output Waveform. The
Frequency Demodulator Output Waveform
is converted by the AC Control Module
circuit into the Frequency Feedback Signal
which can be measured at TP19 of the AC
Control Module. The Frequency Feedback
Signal will be -2.5 VDC at the system's
proper operating frequency.
The appearance of the Frequency
Demodulator Output Waveform will
NOT appear the same if different
oscilloscope adjustments are used.
Therefore, use the suggested
settings for viewing the waveform.
Field calibration of this circuit is
difficult and not recommended.
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Table 2-3. AC Control Module Functional Test (Continued)
ACTION RESULTS
FREQUENCY DEMODULATOR TEST
(CONCLUDED)

A. Check TP5 for the Frequency Demodulator
Output Waveform in the Unit Under Test.

If desired, you can compare the waveform
of the Unit Under Test with the waveform
of a known fully functional unit.
A. The waveform should be like the one shown in
Figure 2-7.

20601-22 Rev. A
Figure 2-7. Frequency Demodulator Output
Waveform
CURRENT DEMODULATOR TEST
A. Check the following parameters at the given
location:
PARAMETER LOCATION
I
REAL
I
REACTIVE
A. Since there is no current flow, the measured
voltages will be:

Zero (0) Volts.
Zero (0) Volts.
A. At run speed, rotate the VOLTS ADJUST control
knob to its center position.

B. Monitor Test Point 12.
C. Monitor the VOLTAGE REFERENCE signal at
AC Control Module Pin 551.


B. The voltage should be -92 VDC @ 600 VAC.

C. The voltage should be +4 to 6 VDC.

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Table 2-3. AC Control Module Functional Test (Concluded)
ACTION RESULTS
(CONCLUDED)
D. Monitor the EXCITER FIELD SUPPLY
FIRING PULSE at AC Control Module Pin
504 (GATE A+).
D. The EXCITER FIELD SUPPLY FIRING
PULSE waveform should look like the one
in Figure 2-8.

20601-23 Rev. A
Figure 2-8. Exciter Field Supply Firing
Pulse Waveform
FREQUENCY REGULATOR TEST
A. Rotate the SPEED ADJUST control knob
to its center position.
B. Monitor the SPEED REFERENCE signal
at AC Control Module Pin 547.
C. Monitor the engine/generator's speed.

step.
B. The voltage should be +4.0 to +6.0 VDC.
C. It must fall within the normal operating
speed range of the engine/generator.

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Table 2-4. Protection Circuit Functional Test
ACTION RESULTS
NO PULSE TRIP
A. Connect an engine/generator set to the
Main AC Bus.
B. Disconnect TACH SIGNAL lead at AC
Control Module Pin 526.
C. Test all remaining engine/generator sets
by repeating Steps A and B.
This test applies only to systems
equipped with a Tachometer Pulse
Pickup circuit.
A. The Generator ON LINE light will
illuminate.
B. The Generator Circuit Breaker will trip off
line, the engine will die, and the
Generator ON LINE light will extinguish.
C. Results will be as shown in Steps A and
B.
REVERSE POWER TRIP
A. Connect a generator to the Main AC Bus.
B. Connect a jumper between AC Control
Module Pins 533 and 545 (this is the
Throttle Output).
Connecting this jumper between
pins 533 and 545 will cause a
reverse power condition.
C. Once the Generator Circuit Breaker trips
off line, remove the jumper between Pins
533 and 545.
this step.
B. The Generator Circuit Breaker
corresponding to the generator will trip off
line in eight to 10 Seconds.

C. The engine will return to RUN speed and
the Generator Circuit Breaker will be in
the OFF position.

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Table 2-5. Calibration Procedure for Woodward EG-3P and EG-10P Actuators
ACTION RESULTS
SETUP

A. Connect an Ammeter in series with one of the
throttle leads which are connected to the
Actuator receptacle.
B. Set the Ammeter scale to 100 mA. B. There are no measurable results from this step.
C. Open the Generator Circuit Breaker. C. There are no measurable results from this step.
D. Start the engine, and bring it up to RUN. D. There are no measurable results from this step.
TERMINAL SHAFT ADJUSTMENT
A. Disconnect the coupling from the actuator shaft
(refer to Figure 2-9). Adjust the actuator so that it
draws 30 to 60 mA. Monitor the Ammeter of all
actuators, in RUN, Off-line, with engine warmed
up.

For each 2.5 mA of change desired, rotate
the coupling on the threaded rod
connected to the actuator shaft to 1 turn.

Actuators and linkages must also be set to
conform with the engine manufacturer's
specifications. A compromise between the
engine manufacturer's specifications and
the 30 to 60 mA figure may be necessary.

CATERPILLAR Series 3500 engines do not
conform to the 2.5 mA change per to 1
turn of the coupling of the threaded rod.
A. On actuators produced beginning in 1980
Ammeter readings on all units should be within 10
mA of each other. On older units, the Ammeter
readings may have to be the same for good load
sharing. If you have questions, call the Ross Hill
Field Service Office.

Figure 2-9. Actuator Linkage
REASSEMBLY
A. Stop the engine.

B. Disconnect the Ammeter and reconnect the
throttle lead.


LOCK
NUT
THREADED
ROD
ACTUATOR
ACTUATOR SHAFT
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Table 2-6. Calibration Procedure for Woodward EG-B 10P Actuators Used on EMD
Engines
ACTION RESULTS
ACTUATOR CURRENT CHECK

A. Remove the top cover plate by unscrewing the
four corner screws.

B. Connect an Ammeter, set to read 100 mA, in
series with one of the throttle leads which are
connected to the terminal strip located in the Engine
Control Cabinet, which is adjacent to the engine.

C. Open the Generator Circuit Breaker. Start the
engine, and bring it up to RUN. Monitor the
actuator current.

D. Compare the actuator currents of all units.
This calibration procedure is to ensure
that all of the actuators will work together.
In most cases, if the actuator currents of
all the actuators are within 10mA between
the highest and lowest reading, they will
perform properly.

A. A 1/8" Allen Head adjustable Spring Seat will be
visible in the middle of the actuator about 1"
(2.54 cM) below the top. The seat is held tight by
a 5/16" lock nut.

C. Record the actuator current, then repeat Steps
A, B, and C for all the actuators.

D. Determine which (if any) of the actuators require
adjustment. If any do require adjustment,
perform the following Terminal Shaft Adjustment
procedure on the identified unit(s).
TERMINAL SHAFT ADJUSTMENT

A. Loosen the Spring Seat lock nut. Rotate the
Spring Seat 1/4 turn or less in either direction.

B. Adjust the Spring Seat until the Ammeter reads
the same as other recorder actuator currents.

C. Tighten the Spring Seat lock nut.

PRESSING DOWN ON THE LOCK
NUT CAN CAUSE THE ENGINE TO
OVER SPEED.

A. Note that the actuator current changes.

B. All actuators should draw 30 to 60 mA when the
engines are at RUN RPM, Off-line, and at normal
operating temperature.
REASSEMBLY
A. Stop the engine.
B. Disconnect the ammeter from the actuator circuit
and reconnect the throttle lead.
C. Reattach the top cover plate with the four screws.



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2.3 Theory of Operation

The Generator Unit controls the engine/generator set to deliver a constant AC supply to the
Main AC Bus (refer to Figures 2-10 and Figure 2-11). Note that the AC Control Module
contains the electronic Engine Governor, Voltage Regulator, Protection and Master/Slave
circuits.
2.3.1 Hands-Off Circuit (Hoc)

The HOC consists of a battery charging circuit connected to two 12 Volt batteries. Phases
A and B of the Main AC Bus are tapped, fused, and then rectified in a diode bridge to
obtain the battery charging current. The batteries supply power for the Engine Starting
circuit and the Pulse Pickup circuit in the AC Control Module (refer to Figures 2-11 and 2-
12).
2.3.2 Generator Circuit Breaker

The Generator Circuit Breaker isolates the Main AC Bus from the generator. It has a
magnetic trip unit which trips the circuit breaker if current exceeds a preset value. The
circuit breaker has a UV (Under Voltage) coil which is interlocked with a AC Control Module
Protection circuit. This circuit trips the circuit breaker for various abnormal conditions such
as reverse power, under/overfrequency and overvoltage.
2.3.3 Synchronization Panel

When the Main AC Bus is energized and another generator supply is to be connected to
the Main AC Bus, it is essential to match their voltage and frequencies before closing the
Generator Circuit Breaker. This is accomplished by comparing the two frequencies by
means of the Synchronization Box (shown in Figure 2-11).

When the front panel SYNC switch is in the OFF position, the Sync panel VOLT meter
indicates the Main AC Bus voltage. The needle of the SYNCHROSCOPE and the SYNC
LIGHTS compare the frequencies of the Main AC Bus and the on-coming generator. The
needle of the SYNCHROSCOPE rotates and the SYNC LIGHTS illuminate brightly when
the two frequencies are out of phase. When the frequencies and phases are identical,
there is no potential across the scope and the lights. As a result, the SYNCHROSCOPE
needle remains stationary in the vertical position and both SYNC LIGHTS extinguish.

2.3.4 Engine Governor

The electronic Engine Governor controls the engine speed and horsepower, and thereby
regulate the generator frequency (refer to Figures 2-13 and 2-14). Located in the AC
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Control Module, the Engine Governor is a feedback control circuit. See the Unique
Devices section of this manual for a general description of the feedback control circuit.

The governor output is connected to a Throttle Control Actuator (this controls the engine
fuel line valve). The Throttle Control Actuator opens the valve in direct proportion to the
current applied by the governor through its coil. The coil signal can be monitored at the AC
Control Module across Pin 533 (Throttle+) and Pin 545 (Throttle-).

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Figure 2-10. Generator Unit Block Diagram
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Figure 2-11. Generator Unit Circuit

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Figure 2-11. Generator Unit Circuit (Continued)

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Figure 2-11. Generator Unit Circuit (Continued)

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Figure 2-11. Generator Unit Circuit (Concluded)

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Figure 2-12. Hands-Off Circuit (HOC)

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Figure 2-13. Engine Governor Block Diagram

RAMP CKT.
M/S
SWITCH
THROTTLE
ENGINE
PULSE
PICKUP
SPEED REFERENCE
ENGINE CONTROL
SWITCH
MS LOGIC
MASTER/SLAVE
LOGIC
SLAVE
SLAVE
MASTER
SLAVE
Z8 Z9 Q4
GEN.
GEN. BUS
DEMODULATOR
REAL FEEDBACK
SPEED FEEDBACK
THROTTLE LIMIT
AC MODULE
MASTER SLAVE
TO OTHER
GEN. UNITS
CURRENT CONTROL LOOP
SPEED CONTROL LOOP
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Figure 2-14. AC Module Circuit

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Figure 2-14. AC Module Circuit (Continued)

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Figure 2-14. AC Module Circuit (Concluded)

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The engine governor employs two feedback control loops. The Outer Speed Control Loop
matches the actual generator frequency to the applied speed command. The Inner Current
Control Loop matches the horsepower (KW) output of all engines on line.
Speed Control Loop
Op Amp Z8 issues a speed command which is proportional to the difference between the
Speed Command and the Composite Speed Feedback. Speed Command is the Speed
Reference signal as modified by the Engine Control switch ramp circuit and the
Master/Slave Logic signal. Composite Speed Feedback is the sum of the Speed Feedback
and Throttle Limit signals.
Speed Reference
This signal is set by the operator on the front panel SPEED ADJUST knob. The SPEED
ADJUST knob is linked to a potentiometer which outputs a Zero to +11 VDC signal (pin
551). This corresponds to 56 to 64 Hz generator frequency.
Engine Control Switch
When the ENGINE CONTROL switch is moved from IDLE to RUN, the ramp circuit
generates an ascending ramp. This steadily increases the gain of Op Amp Z8. The ramp
circuit generates a descending ramp when the switch is moved from RUN to IDLE.
Changeovers in engine speed are thus accomplished smoothly over a 10 Second time
span.
Master/Slave Logic
A signal from the Master/Slave Logic circuit disables the Speed Reference signal when the
Generator Unit is in the Slave mode.
Speed Feedback
This signal is a low-level DC analog of the engine speed. At TP 19 in the AC Control
Module, the Speed Feedback signal is -2.5 VDC at 60 Hz and +5.0 VDC at 35 to 40 Hz
(the IDLE frequency). The Speed Feedback signal is derived either through a Tachometer
Pulse Pickup circuit or a Voltage Demodulator circuit.

Pulse Pickup Circuit
A magnetic pickup device is mounted near the flywheel of the engine. The magnetic
Pickup device emits a pulse each time a flywheel tooth passes by. These pulses are
applied to the Pulse Pickup circuit in the AC Control Module as Tach+ (pin 526) and Tach-
(pin 527). The pulse signal is processed to derive the Speed Feedback signal. The
magnetic pickup device generates it's own voltage and must produce 2 VRMS. The Pulse
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Pickup also activates the HOC circuit (refer to Figure 2-12). This allows the HOC batteries
to power the AC Control Module during the time that the generator voltage is building up.

Frequency Demodulator Circuit
Generator phase voltages out of AC Regulator transformer T10 are processed through a
Demodulator circuit in the AC Control Module. The Demodulator output is inverted via Op
Amp Z5 to obtain a negative Speed Feedback signal.

Speed Feedback Switch
The AC Control module is equipped with a circuit that permits the tachometer circuit to
provide a speed feedback signal until the generator voltage is >200 VAC. When this
occurs, the Speed Feedback Switch operates to connect the Frequency Demodulator
Circuit output to the Frequency Regulator as the speed feedback signal.

Speed Control Loop
Op Amp Z9 issues a Throttle Current Command which is proportional to the error in signal
levels between the Speed Command from Op Amp Z8 and the IREAL (KW) feedback. The
output of Op Amp Z9 output is amplified through transistor Q4 and then applied to the
Throttle Actuator Coil via Throttle+ (Pin 533) and Throttle- (Pin 545).

Master/Slave Logic
The Master/Slave circuit decides which current command Z9 should receive. If the
generator is a Master, the Generator Cubicle M/S switch selects the Z8 output. If, however,
the generator is a Slave, the Generator Cubicle M/S switch selects the Master/Slave signal
(pin 543). This signal is the Master generator Z8 output.
The Master/Slave Logic circuit detects whether the generator is the Master or Slave. The
Master/Slave Logic circuit receives the M/S Logic signal from the Generator Circuit Breaker
(pin 544) and Slave signals which are the M/S Logic signals of the other generators (pins
537 through 542). Table 2-7 is the Master/Slave Truth Table.
Figure 2-15 shows the Master/Slave circuit. The Master/Slave Logic switches from 10
VDC (this voltage is approximate since it is partially dropped through a resistor) to -16 VDC
when the circuit breaker is closed to connect the generator to the Main AC Bus. The
Master/Slave Logic of each generator is connected to the Slave inputs of the following
higher-numbered generators. As a result, the Master generator is always the one with the
lowest number. Generator 1 is never a Slave unit since it doesn't receive any Slave inputs.
If Generator 1 is off, the lowest-numbered generator connected to the Main AC Bus
becomes the master.
Note that Master/Slave lines of all generators are tied together.
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Table 2-7. Master/Slave Truth Table
M/S Logic Slave Result
10 VDC 10 VDC The generator is
disconnected from
the Main AC Bus.
-16 VDC 10 VDC The generator is
the Master.
-16 VDC -16 VDC The generator is
the Slave.

I
REAL
Feedback
I
REAL
is a low-level DC analog of the real current produced by the generator (IREAL x E =
KW). Generator phase voltages out of transformer T10 and line currents out of CT1, CT2,
and CT3 are processed in the AC Control Module through a current demodulator to
develop ITOTAL, I REAL and IREACTIVE signals (refer to Figure 2-10).

2.3.5 Voltage Regulator

This controls the generator's exciter current through the exciter power supply to regulate
the generator voltage (refer to Figures 2-11, 2-13, 2-16, and 2-17).

The Voltage Regulator output can be monitored across Generator EX+ (TB11-7) and
Generator EX- (TB11-8). It should be +10 VDC during IDLE and +70 VDC during RUN for
a nominal 100 VDC exciter.
The Voltage Regulator employs two Feedback Control Loops (Inner and Outer). The Outer
provides overall regulation by matching the generator voltage to the Voltage Reference.
The Inner regulates the Exciter Field Supply. Op Amp Z1 issues the Exciter Current
Command. It is proportional to the error difference between the Voltage Reference and
Voltage Feedback signals.
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Figure 2-15. Master/Slave Wiring Diagram
Exciter Current Command. It is proportional to the error difference between the Voltage
Reference and Voltage Feedback signals.

Voltage Reference

This is set by the operator on the front panel VOLTS ADJUST knob. The knob is linked to a
potentiometer which outputs a Zero to +11 VDC signal (Pin 551). This +11 VDC
corresponds to maximum voltage.

Voltage Feedback

Voltage Feedback is a low-level DC analog of the generator voltage. The generator AC
line voltages are applied to the primary of Control Transformer (600:115 VAC) T10. T10
has a Delta/Star configuration. The six AC phase voltages from the secondary are rectified
and reduced in value to give the feedback signal. I
REACTIVE
is a low-level DC analog of the
generator reactive current (I
REACTIVE
x E = KVARs).
MS LOGIC
MASTER SLAVE
SLAVE
SLAVE
SLAVE
PIN NO. PIN NO. PIN NO.
AC MODULE
GEN. 1
AC MODULE
GEN. 2
AC MODULE
GEN. 3
CB AUX. CB AUX. CB AUX.
-16 VDC -16 VDC -16 VDC
544 544 544
543 543 543
542 542 542
541 541 541
540 540 540
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Figure 2-16. Voltage Regulator Block Diagram

Figure 2-17. Exciter Field Supply Circuit

SCR
FIRING
CIRCUIT
Z1 Z2
AC
MTR
EXCITER
GEN.
BUS
GENERATOR
EXCITER
FIELD
SUPPLY
VOLT.
REFER.
UNDER FREQUENCY
CUTBACK
AC MODULE
VOLTAGE FEEDBACK
EXCITER CURRENT FEEDBACK
EXCITER CURRENT CONTROL LOOP
VOLTAGE CONTROL LOOP
REACTIVE
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The voltage feedback and current feedback signals are processed in the AC Control
Module to derive the I
REACTIVE
signal.
The I
REACTIVE
signal is negligible during startup when the circuit breaker is open since
minimal current flows out of the generator. Voltage Reference is the only effective signal.
The VOLTS ADJUST knob can be adjusted to set the generator voltage to the operating
level. When several generators are connected to the Main AC Bus, the terminal voltage is
held fixed by other generators. The VOLTS ADJUST knob can now be adjusted to bias
the I
REACTIVE
signal so as to distribute the reactive current (KVARs) equally among all
generators.
The Underfrequency Cutback Signal is developed from the frequency feedback. It applies
a negative bias to the summing junction of voltage regulator Op Amp Z1 to cutback the
generator voltage when frequency drops below 50 Hz. At IDLE, when the frequency is 35
to 45 Hz, the voltage is between 300 VAC to 450 VAC.
2.3.6 Exciter Current Control Loop

Op Amp Z2 controls the SCR firing circuit firing angle so that the exciter field current
matches the Op Amp Z1 current command.
The generator output (refer to Figure 2-17) is stepped down and rectified to produce the
exciter current. Two rectifier circuits are used: a diode bridge made up of DB1 and DB2
during startup. Thereafter, a half- controlled bridge made up of two diodes (DB2) and two
SCRs (SCR1, SCR2). During startup, generator residual voltage is rectified through the
diode bridge and applied to the Exciter. The Metal Oxide Varistor (MOV) clamps bridge
voltage to +250 VDC. Through positive feedback, the Exciter voltage, and in turn, the
generator voltage quickly builds up. When the voltage is sufficient to energize the AC
Control Module, build-up relay K1 energizes to switch the transformer output to the half-
controlled bridge. The Exciter current feedback to the Op Amp Z2 summing junction (I
EX
+
and I
EX
-) is +0.33 VDC per 1.0 Amp of Exciter current (or as adjusted by the connection of
current-sensing resistors).
2.3.7 Protection Circuit

This circuit (refer to Figures 2-13 and 2-18) compares the generator supply parameters
against their respective preset limits.
It consists of a Protection switch controlled by the reverse power, under/overfrequency and
the overvoltage detector.
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The Protection switch, made up of transistor Q3 and relay K2, deenergizes the Under
Voltage (UV) coil to trip the Generator Circuit Breaker. In some systems, the Generator
Circuit Breaker has a Shunt Trip coil and a UV coil. In these systems, the Shunt Trip coil is
wired to a switch on the Generator Cubicle. Closing this switch will energize the Shunt Trip
coil, thus causing the Generator circuit breaker to trip.

Figure 2-18. Protection Circuit Block Diagram

2.3.8 Reverse Power Detector

When an engine is running normally, it supplies power to the Main AC Bus. This power is
measured in terms of KWs. The front panel KW METER will display a normal positive
value (> zero). However, when fuel to the engine is cut off due to overtemperature, oil
pressure or because of a clogged fuel filter, the corresponding KW meter will display a
negative reading (below zero). This is because power flows from the bus into the
generator of the faulty engine. The generator functions as a synchronous motor which
keeps the faulty engine running.
GEN. BUS
AC MODULE
AC BUS
AC
CIRCUIT
BREAKER
CB
TRIP
NO PULSE
I
REAL
FREQUENCY
FEEDBACK
VOLTAGE
FEEDBACK
REVERSE
POWER LIGHT
UNDER FREQ.
CUTBACK
REVERSE
POWER
DETECTOR
Z6, Q1, K1
UNDER/OVER
FREQUENCY
DETECTOR
Z7, Z14
OVER VOLTAGE
DETECTOR
Q6
PROTECTION
SWITCH
Q3, K2
UV
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This is termed the reverse power phenomenon. Normally-running engines will force a
faulty-running engine to run at the same speed because of the magnetic coupling linking
the generators by way of the Main AC Bus.
Comparator Z7 in the Protection circuit monitors the I
REAL
(Kilowatts) feedback signal to
trigger the Protection switch when the signal exceeds the preset limit. The time delay
before tripping of the circuit breaker is a function of the level of the reverse KW. For
example, if reverse power is 7%, the Circuit Breaker will trip in eight to 12 Seconds.
2.3.9 Underfrequency Detector

Comparator Z6 triggers the Protection switch if the frequency feedback signal indicates that
the frequency is below 50 Hz. Z6 also applies the Underfrequency Cutback signal to the
Voltage Regulator circuit to reduce generator voltage.
2.3.10 Overfrequency Detector

Comparator Z14 triggers the Protection switch if frequency feedback signal says that the
frequency is 67 to 68 Hz.
2.3.11 Overvoltage Detector

The Voltage Feedback signal is applied to a voltage divider circuit made of resistors R90
and R96. The output of the voltage divider will trigger Q6 if the line voltage >1.16 x normal
bus voltage.
2.3.12 No Pulse Detector

The No Pulse signal will switch from +16 VDC to -16 VDC when the Pulse Pickup circuit
does not receive pulses from the Magnetic Pickup device (this is located near the engine
flywheel).
The Protection switch operates 100 mS after loss of magnetic pulses from the engine. This
will prevent nuisance tripping of the circuit breaker.
2.3.13 Power Limit Circuit

The Power Limit Circuit prevents the load from exceeding the capacity of engines on line.
The circuit monitors I
REAL
(KWs) and I
TOTAL
(KVAs) of all the generators to keep the SCR
bridges on line from demanding more of either KWs or KVAs that would exceed preset
limits. This action distributes the available power equally among the SCR bridges. The
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power limit is normally set at 95% of the engine's horsepower rating and 100% of the
generator's KVA rating.
Note that I
REAL
and I
TOTAL
signals are generated in the AC Control Module and auctioneered
together so that only the signal from the most highly loaded engine/ generator goes to the
power limit circuit (see Figures 2-11, 2-14, 2-19 and 2-20).
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Figure 2-19. Power Limit PC Card Schematic Diagram

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Figure 2-20. Power Limit PC Card Layout

The I
REAL
and I
TOTAL
signals are low-level DC analog signals representing the real and total
currents developed by the generator. Generator line currents are stepped down through
current transformers CT1, CT2 and CT3. The resulting low level AC signals are rectified
and processed in a current demodulator in the AC Control Module with the generator phase
voltages and rectified to derive I
REAL
and I
TOTAL
. The I
REAL
and I
TOTAL
signals of all
generators connected to the Main AC Bus are auctioneered to select the signals with the
highest positive values. The Power Limit signal (Op Amp Z1-6) goes positive as the load
increases. It is +0.25 to +0.5 VDC measured at Pin 12 of the Power Limit Board at power
limit. When the load exceeds the power limit, the Power Limit signal positively biases the
negative Firing Reference signals to all SCR bridges on line. Op Amp Z2 ramps input
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signal to Z1 from 75% of Power Limit to allow the prime mover to handle a large change
demand for power. Transistor Q1 turns on at power limit to turn on the Driller's Console
POWER LIMIT light. In some systems, Op Amp Z4 output is used to drive the Driller's
Console POWER LIMIT meter.
2.3.14 AC Ground Fault Detection Circuit

This circuit (refer to Figure 2-11) consists of three lights. One side of each light connects to
a phase of the Main AC Bus. The light's other side is grounded. If an AC phase becomes
grounded, the light corresponding to that phase is extinguished. The other two lights
become more brightly illuminated. A small C.T. drives a meter to indicate the percent of
the AC ground. This manual's SCR Unit section describes the DC Ground Fault Detection
circuit.
2.4 Troubleshooting

Table 2-8 gives troubleshooting information for engine malfunctions. Table 2-9 gives
troubleshooting information for Generator malfunctions. Table 2-10 gives troubleshooting
information for the AC Control Module.
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Table 2-8. Engine Malfunctions
SYMPTOM/PROBABLE CAUSE ACTION
ENGINE WILL NOT RUN
A. Engine overspeed lever not reset. A. Reset the lever.
B. No power to the actuator. Throttle drops shut if
the fuel rack is not held open by hand. The
possible causes are:
B. The actions for the possible causes are:
1. Leads to the throttle actuator are either open,
short-circuited, or grounded.
1. Measure resistance between Generator TB11-1
and Generator TB11-2 (Throttle + and -) with
both leads lifted. It should read 30.
2. The AC Control Module in the Generator
Cubicle is not providing control current to the
throttle.
2. Measure current going to the Throttle Actuator
at throttle + or Throttle -. It should be 30 to 60
mA when engine is at run speed. If there is no
or low current, replace the AC Control Module.
3. No signal from the engine pulse pickup (if
used).
3. Set the Voltmeter on its lowest AC Volts range.
The pulse pickup must deliver at least 2 VAC at
engine crank speeds.
ENGINE RUNNING PROBLEMS
A. Engine speed oscillates up and down at a steady
rate. Observe the engine throttle arm.
A. Speed may oscillate for a short time during cold
starts (this is normal). If it continues to oscillate, the
AC Control Module may be malfunctioning. If so,
call Ross Hill.
B. Engine speed varies erratically without any
steady oscillation. The possible causes are:
B. The actions for the possible causes are:
1. Intermittent connection on the throttle circuit. 1. Check for/repair any intermittent connections.
2. Defective AC Control Module. 2. Replace with spare AC Control Module.
C. Engine speed cannot be raised to 50 Hz. C. The AC control voltages from transformers not
reaching the AC Control Module. Troubleshoot and
repair. With the EG-B-10P throttle actuator, be
sure SPEED knob setting is set to MAXIMUM.
D. Engine speed cannot be adjusted. D. Faulty SPEED ADJUST rheostat. Troubleshoot and
repair.

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Table 2-8. Engine Malfunctions (Concluded)
E. Engine speed and KW sharing problems. E. AC Control Module is defective. Check the
actuator current.
F. Generator Circuit Breaker does not automatically
trip for reverse power, under/overfrequency, or no
pulse faults. There are two possible causes:
F. The actions for the possible causes are:
1. Defective AC Control Module. 1. Replace with spare.
2. Circuit Breaker UV is faulty. 2. Troubleshoot and repair/replace as required.

Table 2-9. Generator Malfunctions
AC VOLTS ABSENT OR <150 VAC.
A. Engine speed is too low. A. If the Main AC Bus voltage will not increase, raise
the speed to RUN setting when starting.
Measure the voltage across Exciter Field+ (GEN
TB11-7) and Exciter Field- (GEN TB11-8). It
must be at least 1 VAC during starting. Check
the Generator Residual Voltage. At full speed, it
should be 15 to 20 VAC.
If both of the above conditions do not exist, the
Generator Residual Voltage is insufficient. In this
case, supply an external current to the Generator
Exciter Field (this procedure is called flashing
the Exciter Field ).
B. Exciter fuses are blown, or the Exciter Field
Supply Circuit is defective.
B. Troubleshoot the Exciter Field Supply Circuit.
C. Shorted diode in the generator rotating rectifier. C. Troubleshoot and repair the generator.
D. Generator Residual Voltage insufficient. D. Flash the Exciter Field.
AC VOLTAGE REACHES 150 TO 200 VAC BUT
DOES NOT INCREASE TO 600 VAC

A. Defective Exciter Printed Circuit Card. A. Replace the Exciter Printed Circuit Card.
B. Defective AC Control Module. B. Replace with spare AC Control Module.

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Table 2-10. AC Module Troubleshooting
POWER SUPPLY TRANSFORMER
A. The Generator Voltage is high. A. Check the voltages on Pins 512 through 517 are missing
(they should each be 115 VAC measured in reference to
ground). Absence of any will cause this condition.
Check the Safety Fuses and Fuses F33, F34, and F35.
Replace if required. If the problem repeats, replace the AC
Control Module.
DC POWER SUPPLY
A. The KVAR and KW meter needles
oscillate against their Zero Stop pin.
A. Measure the voltage at the following AC Control Module
Pins:
Pin Voltage
501 Zero Volts (This point is ground)
502 +16( 0.15) VDC
503 -16( 0.15) VDC
546 +11( 0.15) VDC
These voltages should be present whenever the Generator
voltage >250 VAC. This condition can be caused by Pin 501
not being tied to ground and TB4-10. Troubleshoot and
repair/replace as required.
B. Generator Voltage reaches 600 VAC
but DC Power Supply is not working
correctly.
B. Measure the voltage at the following AC Control Module Pins
when the Generator Voltage is 600 VAC:
Pin Voltage
502 +16( 0.15) VDC
503 -16( 0.15) VDC
507 -160( 20) VDC
508 +160( 20) VDC
If voltages are incorrect or missing, troubleshoot and
GENERATOR VOLTAGE REFERENCE
A. Unable to adjust generator voltage. A. A low reading at Pin 551 of the AC Control Module will
cause this problem. Ensure that the VOLTS ADJUST is set
at half rotation. Measure the voltage at Pin 551; it should
read +6 VDC when the Generator Output is 600 VAC. The
range adjustment for the Generator Voltage Reference is
Zero to +11 VDC.
If the voltage at Pin 551 is missing, troubleshoot and
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Table 2-10. AC Module Troubleshooting (Concluded)
ENGINE SPEED REFERENCE
A. Engine speed is low and/or AC Circuit
Breaker trips due to underfrequency.
A. Absence of a signal at Pin 547 of the AC Control Module will
cause this problem. Set the SPEED REFERENCE to 60 Hz
and then measure the voltage at Pin 547. It should be +6
VDC. The range adjustment for the Engine Speed Reference
is Zero to +11 VDC.
If the voltage at Pin 547 is missing, troubleshoot and
CIRCUIT BREAKER TRIP
A. Circuit Breaker has tripped. A. Measure the voltage between Pins 528 and 529 (the UV
Trip). The voltage should be Zero Volts. If the voltage is +24
VDC, The Trip Relay in the AC Control Module has not
picked up and the Circuit Breaker has tripped.
THROTTLE OUTPUT
A. Engine will only run when throttle is
held by hand.
A. Measure the current from either Pin 533 or 545 when the
engine is at RUN speed with NO LOAD, the reading should
be 30 to 60 mA. If the engine is at RUN speed with FULL
LOAD, the reading should be 180 to 200 mA.
Check for an open circuit between the throttle leads and
repair/replace as required. If the actuator resistance is 30 to
36 try replacing the AC Control Module.
EXCITER SCR GATE PULSES
A. The Generator Voltage oscillates
between 10 VAC and 300 VAC as the
Field Supply Build-Up Relay opens and
closes.
A. Using an Oscilloscope, check for the presence of firing
pulses at AC Control Module Pins 504 and 505.
If the firing pulses are missing, replace the AC Control
Module.
EXCITER CURRENT FEEDBACK
A. Generator voltages out of regulation. A. Use an Oscilloscope to monitor the voltage between Pin 556
of the AC Control Module and ground. Compare this
waveform with the waveform of a known good generator.
AC CURRENT FEEDBACK
A. There is a load imbalance between the
generators connected to the Main AC
Bus.
A. Measure the voltage between the following AC Control
Module Pins with an Oscilloscope: 519 to 520, 521 to 522,
and 523 to 524. The voltage measured should be Zero Volts
at NO LOAD, and +2.5 VDC at FULL LOAD. If the voltage
between any of these AC Control Module Pins is missing,
troubleshoot and repair/replace as required.
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Table 2-10. AC Module Troubleshooting (Concluded)

MASTER/SLAVE
A. A large KW load imbalance between
the engines. This is probably caused
by improper actuator current
adjustment.
There are several other, though
less common, reasons for a
large KW load imbalance: a
defective KW Meter, a defective
AC Control Module, a bad
Actuator, or an engine
problem.
A. Start an engine/generator and allow it to operate until it is at
normal running temperature. Adjust the generator frequency
to 60 Hz. Disconnect the generator circuit breaker and then
measure the actuator current at either Pin 533 or 545 of the
AC Control by connecting a multimeter (set on the 100 mA
scale) in series with the wire going to the pin. Actuator current
must be 30 to 60 mA. If it is not within that range, adjust until it
is. Perform this with all of the engine/generators. Ensure that
all of them have an actuator current that falls within a 10 mA
range between the smallest and largest. All actuator's
currents must fall with the 30 to 60mA range given above.

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3 HI-LINE OPERATION

Hi-Line operation allows you to replace or supplement the electrical power obtained from
your engine/generators with electrical power obtained from a commercial power company.
If this source of power is available at your site, the cost savings of utilizing Hi-Line
operation can be considerable.
The Hi-Line operation is primarily performed by a step-down transformer and two circuit
breakers (refer to Figure 2-21). There are other circuit components that allow control or
monitoring of Hi-Line operation. These other components are shown in Figure 2-22.

Figure 2-21. Typical Basic Hi-Line
The values for the step-down transformer and circuit breakers shown in Figure 2-21 are
given for illustration purposes. The values selected for your particular system may differ.
In Figure 2-21, either or both of the circuit breakers will supply voltage from the step-down
transformer to the system's AC Bus. If only one circuit breaker is closed, the power
delivered to the system's AC Bus will be limited to the rating of the connected circuit
breaker (typically 50% of the step-down transformer's rating). Figure 2-22 shows the
lineup of a typical SCR system containing a Hi-Line Incomer Cubicle.
The two circuit breakers in Figure 2-21 labeled MCB1 and MCB2 are the same
as the Items 31(Hi-Line Incomer Circuit Breaker) in Figure 2-22.
In the following item descriptions, all references are to items shown in Figure
2-22.
BUS
600 VAC
13,800 V (or Higher)
3000 KVA
MCB1
1600AF
MCB2
1600AF/AT
LOCATED IN
HI-LINE CUBICLE
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Three items are Hi-Line controls:
Two HI-LINE INCOMER CIRCUIT BREAKERs (Items 31).
REVERSE POWER TRIP RESET Lighted Push Button (LPB) switch (Item 40).
The REVERSE POWER TRIP LPB is disabled if the Engine/Generator cannot
be paralleled with the HiLine Transformer.
The remainder of the items on the Hi-Line Incomer Cubicle are indicator lights or meters.
The AC AMMETER (Item 32) displays the total current being supplied by the Hi-Line's
step-down transformer. The KILOWATT METER (Item 33) displays the total real power
being supplied by the Hi-Line Incomer Cubicle. The KVAR METER (Item 34) displays the
total reactive power being supplied by the Hi-Line Incomer Cubicle. The AC
VOLTMETER displays the AC voltage being supplied by the Hi-Line Incomer Cubicle to
the Main AC Bus.
The UTILITY OK (Item 35) lamp illuminates if there is no problem with the incoming
commercial power. The REVERSE PHASE ROTATION lamp (Item 36) illuminates if the
incoming commercial power has been connected out of phase with the Main AC Bus. The
PHASE LOSS lamp (Item 37) illuminates if there is a phase loss of the incoming
commercial power. The MCB1 CLOSED lamp (Item 41) illuminates if Main Circuit Breaker
1 is closed. The MCB2 CLOSED lamp (Item 42) illuminates if Main Circuit Breaker 2 is
closed.
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Figure 2-22. Typical SCR System Containing a Hi-Line Incomer Cubicle

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4 REMOVAL & REPAIR
4.1 Model 1000

In the Model 1000, the Generator Unit assemblies (refer to Figure 2-23) are mounted inside
the Generator Cubicle on the door and side panels.

Figure 2-23. Model 1000 SCR/Generator Cubicle

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4.2 Model 1400


Figure 2-24. Model 1400 Generator Cubicle

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4.3 Model 1861

Figure 2-25. Model 1861 Generator Cubicle

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