7.5kW_Specs.pdf

Table of Contents

Chapter 1 STT Auxiliary Power Unit (APU)

Chapter 2 10KW Tactical Quiet Generator (TQG)

Appendix A APU Troubleshooting Table

Appendix B Wiring Harness

Appendix C Wiring Schematic

Appendix D TQG Schematic

TAB

Insert Tab # 1 Here

STT Auxiliary Power Unit (APU)

Auxiliary Power Unit (APU)

Specifications:

• Onan (75HDKAT)

• Power Output

– 7500 Watts

• Voltage

– Two Each 120 VAC 60 Hz, Pure sine wave, Single Phase, 31 A circuits.

• Engine

– 44 ci, 3 cyl., 4 stroke diesel engine

• Fuel

– Diesel #2

– JP8

• Oil Capacity (w/filter)

– 3 Quarts

• Cooling System Capacity

– 4.2 Quarts

• Battery

– 12 VDC, 800 CCA to 0 ºF.

STT APU Overview

• The Auxiliary Power Unit (APU) is a RV Commercial generator.

•The APU is an Onan 7.5KW generator and is a Commercial Off The Shelf (COTS) generator.

• The APU is for auxiliary purposes and not to be used as prime power.

• The output of this generator is 120VAC at 31 amps.

PM WIN-T contracted to have this generator placed on the STT trailer. It is an RV commercial generator adapted for military use.

The APU is a Commercial-Off-The-Shelf (COTS) generator. Using this generator has several advantages and disadvantages. One advantage is removing the red tape in the acquisition process. One disadvantage is parts are not readily available in the military supply system.

This generator is an Auxiliary Power Unit (APU). It is to be used just as the description; when shore power is unavailable, then the APU can be used for a period. Shore power is the recommended input of power.

The output voltages and amperages of this generator are 120/240VAC and 50 amps per phase. The output voltages will be discussed later on in this training.

Location Of The APU/Generator

Electrical Distribution/ Circuit Breakers

Road Side

Reflector Assembly

Fire Extinguisher

ECU (Interior Side)

Generator

GPS Antenna

Fluxgate Compass (On Rear Side)

Pintle Tow

The APU is located on the roadside of the STT trailer. It is permanently mounted to the trailer.

Component Identification (1)

1. Start/Stop Switch: This switch pre-heats, starts, and stops the APU. It also contains the fault light that indicates operator as well as maintenance faults. Fault codes will be discussed later in this lesson plan.

2. Oil indicator: This is where a dipstick checks the engine oil. There is an oil management system with this APU but the operator must still check the engine oil daily. More on the oil management system will be discussed later in this lesson.

3. Engine Coolant Reservoir Filler Cap: This is the coolant reservoir where anti-freeze is stored and recovered. This is where you add the coolant for the engine cooling system.

4. Main Circuit Breaker: After the APU is started and running, closing this

Circuit Breaker (CB) will provide power to the STT component load.

5. Time Totalizer meter (HOBBS): Indicates total time on the engine and generator.

michael.delaney2 Highlight

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6. Service Interval Panel: This panel indicates the intervals for servicing air filter, oil filter, and fuel filter. It also houses the DC fuse.

7. Operator Fault Codes Placard: This placard indicates the fault codes that flash on item #1 when an engine fault has occurred.

Component Identification (2)

8. Air Cleaner and Filter: The air cleaner filters out air impurities and protects the engine from dirt and other impurities that could harm the engine. Under normal conditions, item #6 instructs when the air cleaner/filter needs to be serviced.

10 11

Component Identification (3)

9. Water Temperature Gauge: Indicates the coolant temperature of the engine. Normal operating temperature is 160-220 degrees (F) (71C).

10. Oil Pressure Indicator: This gauge will indicate the oil pressure of the engine. Normal operating pressure is 50 PSI.

11. Battery Charging Meter: This gauge shows the battery charging voltage.

The normal operating voltage is between 12-14 Volts DC.

12. Light and Gauge Switch: When turned on, the gauges will indicate their respective values and each gauge will be lit.

Highlight

Auxiliary Fuel Connection

13. Auxiliary Fuel Tank Level Gauge: This gauge will indicate the fuel level in the auxiliary fuel tank located on board the STT trailer.

14. Fuel Gauge Switch: To view the fuel level in the auxiliary fuel tank, this switch must be turned on. It will also illuminate the gauge when turned on.

15. Auxiliary Fuel Pump: When using the Auxiliary fuel system, the auxiliary fuel pump must be turned on. This pump will transfer fuel to the on-board fuel tank of the APU when the fuel level falls below ¼ of a tank.

It will stop when the on board fuel tank reaches ¾ full.

APU Maintenance Chart

Performed Every Day:

Check Oil Level

• Remove Yellow oil fill cap.

• Remove dipstick and wipe off oil.

• Reinsert dipstick.

• Remove dipstick and observe oil level.

Oil level should be between ADD QT and FULL.

• Add or drain oil as required.

• Reinsert the dipstick and screw the oil fill cap back on securely.

Only use the 15W40 Oil in the generator engine to prevent damage to the engine. NSN located on page 593.

APU Maintenance (1)

Highlight

APU Maintenance (2)

APU Maintenance (3)

APU Maintenance (4)

APU Maintenance (5)

APU Maintenance (6)

Auxiliary Power Unit (APU) Understanding Troubleshooting Fault Codes

Flash codes

Flash codes are indicated on the start/stop switch.

To aid troubleshooting, the APU controller causes the status indicator light to blink the numeric code assigned to the fault that causes shut down. At fault shutdown, the status indicator light will repeatedly blink sets of 1, 2, or 3 blinks.

• One blink indicates shutdown due to high engine coolant temperature

• Two blinks indicate shutdown due to a loss of engine oil pressure

• Three blinks is code for shutdown due to some other abnormal condition

For a 1-blink or 3-blink fault code, one touch to STOP brings up a second level fault code. This code consists of 1, 2, 3, or 4 blinks, a brief pause, and then 1 to 9 blinks. The first set of blinks represents the tens digit and the second set of blinks the unit (ones) digit of the fault code.

For example, fault code No. 23 would be blink-blink-pause-blink-blink-blink-

NOTE: Consciously avoid mistaking Fault Codes 11, 22, and 33 for Fault Codes 1, 2, and 3. The pauses between repetitions of the fault code are longer than the pauses between the tens and unit (ones) digits of the code. For example, Fault

Code 33 would be blink-blink-blink-pause-blink-blink-blink -longer pause-blink-blink-blink-pause-blink-blink-blink-

Maintenance –Troubleshooting (1) Fault Code Number

1. High Temperature: Engine coolant or inverter heat sink temp exceeded design limit.

2. Low Oil Pressure: Low oil pressure cutoff switch did not open.

3. Service Check Fault: Second level fault has occurred.

11. Over Current Fault: AC output short

12. Inverter Over Voltage Fault: Controller not able to regulate to rated voltage.

13. Inverter Under Voltage Fault: Controller not able to regulate to rated voltage.

14. Inverter Over Frequency Fault: Controller not able to regulate to rated frequency.

15. Inverter Under Frequency Fault: Controller not able to regulate to rated frequency.

19. Governor Actuator Over Load Fault:

Controller sensed open or short circuit.

Corrective Action

1. Check second level fault by touching STOP (code 33 or 34 will appear)

2. Check engine oil level and add or drain as required.

3. Touch STOP and check second level fault code.

11. Turn off generator circuit breaker. If generator does not shut down, check for short in system.

12. Check battery voltage. If low, charge or replace battery.

13. Check battery voltage. If low, charge or replace battery.

14. Reduce load.

15. Reduce load and/or check load elements for proper operation.

19. Call authorized service technician.

22. Governor Actuator Over Load Fault: Duration of operation at or near full-duty cycle beyond design limit.

23. Low Oil Pressure Cutoff Switch Fault: Controller sensed switch still open during start – not a running fault).

24. Coolant Temp Sender Fault: Controller did not sense temp change during first five (5) minutes of operation.

25. Engine Above Speed Target Fault: Governor unable to regulate to target speed.

26. Engine Below Speed Target Fault: Governor unable to regulate to target speed.

27. PMA Sense Lost Fault: Controller unable to sense PMA frequency.

28. DC Sense Lost Fault: Controller unable to sense DC bus voltage.

29. High Battery Voltage Fault: Voltage across battery system greater than 17.5 volts.

Corrective Action

22. Reduce load.

23. Contact generator technician.

24. Contact generator technician.

25. Contact generator technician.

26. Reduce load or prime engine fuel system by holding Control Switch in STOP position for one (1) minute minimum.

27. Contact generator technician.

28. Open circuit breaker. If fault clears, reduce load.

29. Ensure that batteries are connected in parallel or select a lower booster charge rate.

Maintenance –Troubleshooting (2)

31. Over Speed Fault: Engine speed greater than 3600 rpm.

32. Low Cranking Speed Fault: Cranking speed less than 180 rpm for more than two (2) seconds.

33. High Engine Coolant Temp Fault: Engine coolant temp exceeded design limit.

34. High Inverter Temp Fault: Inverter heat sink temp exceed design limit.

35. Control Card Failure Fault: Microprocessor EEPROM failure during self test.

36. Engine Stopped Fault: Engine stopped without controller command.

Corrective Action

31. Contact generator technician.

32. A. Replace fuse F2 if blown.

B. Clean and tighten battery connections.

C. Recharge or replace battery.

D. Replace oil with oil of proper viscosity.

33. A. Check coolant level/add as required.

B. Ensure air inlet and outlet are clear.

C. Reduce load.

D. Clean and flush cooling system.

34. A. Ensure air inlet and outlet are clear.

B. Reduce load.

35. Call authorized service technician.

36. A. Check fuel level.

B. Prime fuel system by holding control switch in STOP position one (1) minute minimum.

C. Check air filter for blockage.

D. Check for mechanical damage.

Maintenance –Troubleshooting (3)

37. Invalid Generator Configuration Fault: Configuration is preprogrammed at factory.

38. Over Current Fault: Too many loads on circuit.

42. Processor Fault: Microprocessor ROM error during self-test.

43. Processor Fault: Microprocessor RAM error during self-test.

46. Inverter Power Supply Fault: Low battery voltage or power supply device failure.

Corrective Action

37. Call authorized service technician.

38. Reduce load.

42. Call authorized service technician.

43. Call authorized service technician.

46. A. Clean and tighten battery connections.

B. Recharge or replace battery.

Maintenance –Troubleshooting (4)

Restoring Fault Code Blinking

• The fault code stops blinking after five minutes. To restore the last known fault, touch the STOP of the start/stop switch three times.

•NOTE: The last fault will blink even though the condition that caused the fault/shutdown may have been corrected.

Bypassing Faults

Bypassing faults:

CAUTION!! Bypassing faults can lead to serious engine damage. The only time faults should be bypassed is when the technicians knows for certain that the correct values are present and a faulty component is causing the fault and even then, the APU should be monitored often to ensure that engine damage will not occur.

When a fault condition persists, the APU’s controller/inverter will drive towards shutdown when an attempt is made to restart the APU. There are four faults, however, which the APU controller/inverter will bypass on a second attempt to restart the APU.

These are:

• No. 17 fuel pump fault

• No. 18 glow plug fault

NOTE: As long as the ambient temperature is greater than 77 degrees F (25 degrees C) a No. 18- glow plug fault, will not affect starting or operation. As the ambient temperature drops, however, the APU might not start.

• No. 23 oil pressure switch fault

• No. 24 temperature sender fault

CAUTION! Bypassing a No. 23 or No. 24 fault, could lead to serious engine damage if the oil pressure fails or the engine overheats.

7.5KW APU

Technician Training

7.5KW APU Technician Training

This training is designed to give the technician the knowledge to troubleshoot and repair the 7.5KW APU. The following slides will give a brief overview of each area of the APU. More information is located in the TM and the commercial service manual.

Component ID

Cooling System (1)

FIG 11-2

Cooling System (2)

Controller-Inverter

FIG 10-1

FIG 10-1 shows two views of the controller-inverter housing. Also shown are all of the leads, connectors and terminals on the housing and the heat sink for the electronic components inside.

There are no field replacement parts inside the controller-inverter housing.

Controller-Inverter Functions (1)

CONTINUED ON NEXT SLIDE

Controller-Inverter Functions (2)

Controller-Inverter Functions (3)

PERMANENT MAGNET ALTERNATOR (PMA) GENERATOR

Governor Actuator

Troubleshooting Tables

The Troubleshooting tables are located in Appendix A of this lesson. The troubleshooting tables are used in conjunction with the fault codes that are produced by the flashing LED light on the start/stop switch.

The troubleshooting tables are a good reference to use but do not locate each and every possible fault. Refer to slide 14-18 to interpret the codes on the start/stop switch.

Schematic Troubleshooting

Used in conjunction with the fault codes, the student can use the schematic drawings. Refer to appendix C for copies of the schematic drawings. The student will follow along with the instructor to trace out named circuits.

The Army theorizes that voltage flows from negative to positive known as “electron flow or conventional flow”. The commercial industry and other agencies theorizes that voltage flows from positive to negative known as “hole flow.”

Either way the circuit is drawn, the potentials at a component will not change (IE:

either draw against the diode which is conventional flow or with the diode, hole flow.)

The following slides will give the student what area the circuit will be isolated. It will explain each major component involved in the circuit then explain the routing of the voltages.

Schematic Color Code: 3 COLORS

• RED-DC +

• GREEN-DC –

• BLUE-AC

• DASHED LINES- PULSATING DC

PREHEAT MODE

Rapid flashing of LED indicates preheat mode

Schematic Troubleshooting

The preheat mode is used to warm the air when the ambient temperature is approximately 70 degrees or less. Once the engine has been preheated by a timed interval by the controller-inverter, then the start sequence begins. There are several other parallel functions happening in the preheat mode.

For the preheat process to occur, battery, BT1, B+ current has to enter the A1 control board at A1-J1-8 after passing the F1 fuse. B- enters the control board at A1-J1-7. Pressing the S1 start/stop switch to the start position sends a ground signal to the control board energizing the preheat circuit. Battery current will flow through the F3 fuse and enter the control board at A1-J7 and exits at A1-J8 where it flows to the HR1, 2, and 3 glow plugs. Battery current flows from the A1-J1-2 to prime the E2 fuel pump. During pre-heat, the APU status LED will flash rapidly.

VALUES: HR1, 2, and 3 GLOW PLUGS = 15 AMPS EACH E2 FUEL PUMP = 3 ½ to 5 PSI

Preheat sequence of events:

1. S1 pressed to the preheat position.

2. A1 control board energized.

3. HR1, 2, and 3 glow plugs preheat.

4. E2 fuel pump primes.

5. GenSet status LED flashes

START MODEDuring the Start/Run mode, the LED remains lit unless a fault occurs.

After the preheat mode (if below 70 degrees Fahrenheit) the start mode will automatically begin. The start mode has several parallel circuits involved and as before, they happen in sequence.

When the S1 start/stop switch is pressed to the start position, and the preheat timer satisfied, battery current from the F2 fuse will enter the control board at A1- J5. It will exit the control board at A1-J1-2 and energize the E2 fuel pump. The E1 rotary actuator, that positions the fuel injection pump, will be energized next from A1-J1-1. Battery current will at last exit the board at A1-J6 and energize the B1 starter motor.

START SEQUENCE:

1. S1 pressed to the start position.

2. A1 control board energized.

3. Fuel Pump E2 energized.

4. Rotary Actuator E1 energized.

5. Starter motor B1 energized.

6. GenSet status light (LED) remains on.

RUN MODE

For the APU to go into the run mode, the G1 generator must be producing enough control/inverter input voltage to tell the control that the engine has reached approximately 800 rpms. With this signal, the control removes the output to the starter solenoid at A1-J6 de-energizing the B1 starter motor.

The output to the E1 rotary actuator, E2 fuel pump and the APU status LED will remain energized.

There is a short time delay before the controller gets the signals from the E3 water temperature sender and the S2 oil pressure switch that the engine is OK to continue to run.

The battery charger gets its operating voltage from the generator output. It goes through a step-down transformer and a voltage regulator/rectifier before it is sent to charge the battery.

VALUES:

BATTERY CHARGER 14-15VDC, 0-10 AMPS

Run Sequence of Operation:

1. G1 generator output.

2. Starter solenoid output de-energized.

3. Starter motor de-energized.

4. E1 & E2 remain energized.

5. E3 & S2 enabled.

6. Battery charger begins charging the battery and taking over the DC electrical load.

Insert Tab # 2 Here

Tactical Quiet Generator

10 KW TQG

10 KW TQG

(Tactical Quiet Generator)

• 120 VAC Single Phase

• 120/240 VAC Single Phase

• 120/208 VAC 3 Phase 5 Wire

50-60 Hertz

• 2 Or 4 Cyl Liquid Cooled Diesel

Engine Driven

• TM 9-6115-641/642-10 Operator

• TM 9-6115-641/642-24 Unit/DS/GS

• TM 9-6115-641/642-24P Parts

• TM 9-2815-252/253-24 Engine

• TM 9-2815-253/253-24P Parts

The MEP 803A, 10KW TQG (Tactical Quiet Generator) is a single/three phase diesel engine driven generator. It has a four cylinder, liquid cooled, diesel engine capable of approximately 20 HP.

The voltage out put of this generator can achieve several load variations.

120VAC single phase, 120/240VAC single phase, and 120/208VAC single and three phase.

This generator can run at 50-60HZ. It is primarily used for shelters, general housekeeping, and maintenance sections. The JNN uses this generator in conjunction with the STT trailer as shore power.

10 KW TQG Training (1)

GENERATOR SET COMPONENTS

1. OIL FILTER

2. DIPSTICK

3. FUEL FILTER/WATER SEP

4. AC GENERATOR

5. DEAD CRANK SWITCH

6. ENGINE

7. BATTERY (one of two)

8. WATER PUMP

9. RADIATOR

10. FUEL TANK (under GEN SET)

1 2

1. OIL FILTER:

2. DIPSTICK: Use the dipstick to check the oil level in the engine. Do not check while engine is running.

3. FUEL FILTER/WATER SEPARATOR: This should be checked periodically. Drain any water from the separator during PMCS.

4. AC GENERATOR: The AC generator is actually an alternator. The generator is directly coupled to the engine. The generator produces the AC voltage.

5. DEAD CRANK SWITCH: Is used mainly by the generator technicians for troubleshooting purposes. Make sure the switch is in the “normal” position or the generator will not start.

6. ENGINE: This is an Onan, DN4M, four cylinder, naturally aspirated diesel engine, 114 CU IN (1.9 Liters).

7. BATTERY:

8. WATER PUMP: Supplies the engine with cooled coolant from the radiator.

9. RADIATOR: Used to store coolant, removes heat from the coolant, and is pressurized. DO NOT EVER OPEN THE RADIATOR CAP WHILE

ENGINE IS HOT!

10. FUEL TANK: Provides storage of 9 US gallons of diesel fuel. This is usually enough fuel for approximately 8 hours of operation.

10 KW TQG Training (2)

Generator Set Components

11. Air Cleaner Assembly

12. Muffler

13. Battery Charging Alt

14. Starter

15. Coolant Recovery Tank

16. Radiator Filler Neck

17. Battery (Two Of Two)

18. Pre-heaters

11. AIR CLEANER: While in SWA, the air cleaner should be cleaned often.

A clogged air cleaner will make the engine work harder, create “wet stacking” and diminish the load capabilities. Compressed air is the best way to clean the air cleaner. Put the compressed air nozzle inside the air cleaner and blow in the opposite direction of air induction.

12. MUFFLER:

13. BATTERY CHARGING ALTERNATOR: It charges the batteries during normal operation.

14. STARTER:

15. COOLANT RECOVERY TANK: Add coolant (antifreeze) at this point only. NEVER open Item 16 when the engine is hot! Scalding coolant will cause up to third degree burns!

16. RADIATOR FILLER NECK: Provides a direct access to the radiator for adding coolant usually after maintenance is performed. Use item #15 to add coolant during PMCS.

17. BATTERY:

18. PRE-HEATERS: These are used if the generator has not been running for a while and in cold climate. Even during Spring and Summer months, the pre heaters should be used on initial start up.

10 KW TQG Training Controls (1)

1. Fuel Level Indicator

2. Panel Lights

3. Coolant Temp Ind.

4. Oil Pressure Ind.

5. Emergency Stop Switch

6. Frequency Meter (HZ)

7. AC Ammeter

8. AM-VM Transfer Switch

2221 3

1. FUEL LEVEL INDICATOR: The fuel gauge indicates the amount of fuel on the generator set tank only. It is good practice to physically check the fuel tank for fuel level. Gauges stick and fail to read correctly.

2. PANEL LIGHTS: The panel lights offer green light to view the control panel at night. White light is not used to diminish white light signatures.

3. COOLANT TEMPERATURE INDICATOR: Indicates the coolant temperature in the engine. Normal operating temperature is 170-200 degrees F.

4. OIL PRESSURE INDICATOR: Indicates the oil pressure within the engine. Normal operating pressure is 25-60 PSI.

5. EMERGENCY STOP SWITCH: Do not use this switch to shut down a generator under normal conditions. Use it as indicated: EMERGENCIES

ONLY.

6. FREQUENCY METER: This meter indicates the frequency or hertz of the generator. Frequency or hertz is speed of at which the generator is rotating. In the US, we use 60HZ whereas in Europe, for example, they use 50HZ.

7. AC AMMETER: This meter indicates the amount of current (amps) that is being used by the generator. 80% load is ideal for all generators.

8. AM-VM TRANSFER SWITCH: This switch will not change the output of the generator. This switch is used for monitoring purposes only. It will assist you in determining which phase is out of balance with the other phases, how much voltage is being supplied, and the amount of current used on each phase.

10 KW TQG Training Controls (2)

9. AC Voltmeter

10. Voltage Adjust Pot.

11. Battle Short Light

12. Battle Short Switch

13. Panel Lights Switch

14. AC Circuit Inter SW

15. AC Circuit Inter Light

16. Master Switch

9. AC VOLTMETER: Indicates what voltage is being supplied on each phase. It is used in conjunction with item #8 on the previous page.

10. VOLTAGE ADJUSTMENT: This potentiometer will “finely adjust” voltage being supplied from the generator.

11. BATTLE SHORT SWITCH LIGHT: This light indicates if the battle short switch is in the on or off mode.

12. BATTLE SHORT SWITCH: CAUTION! THE COMMANDER IS THE

ONLY PERSON THAT CAN AUTHORIZE THE ACTIVATION OF THIS

SWITCH. This switch will bypass the safety circuit except for short circuit and overspeed faults, IE. If the generator technician knows for a fact that there is oil pressure but the oil pressure-sending unit is faulty, it will shut down the generator. The commander may authorize the GEN TECH to turn it on to keep the generator running until maintenance repairs the fault.

13. PANEL LIGHT SWITCH: Used to turn on the panel lights.

14. AC CIRCUIT INTERRUPTER SWITCH: This switch applies the load from the generator to the equipment being powered.

15. AC CIRCUIT INTERRUPTER LIGHT: This indicates that item #14 is on.

16. MASTER SWITCH: This switch is a multi-use switch. It provides the means to pre-heat the engine during first time start-up or cold weather conditions, primes the fuel system, starts/stops the generator, and the auxiliary fuel mode.

10 KW TQG Training Controls (3)

17. Time Meter

18. Battery Charge Meter

17. TIME TOTALIZER METER: Indicates the total running time of the generator for maintenance purposes.

18. BATTRY CHARGING AMMETER: Indicates the charging of the batteries in amps. Under normal conditions, after start-up, the needle will indicate far to the right in the green area. It will slowly move left to approximately 1-2 amps. If the needle moves left into the red zone there is a problem with the charging system.

10 KW TQG Training Controls (4)

Inside The Control Panel

19. Voltage Connections

20. Ac Voltage Reconnection Switch

21. Battery Charger Fuse

19. VOLTAGE CONNECTION CHART: This chart shows the obtainable voltages when the corresponding switch is place in each mode. IE: 120V 1PH means that the load or “hot” wire is placed on L3 and the Neutral on N. This configuration will only give you 120VAC, single phase.

20. AC VOLTAGE RECONNECTION SWITCH: This is the only place on the generator where voltages can be changed. DO NOT rotate switch while the

21. BATTERY CHARGING FUSE: If the battery-charging meter (item #18) shows “0” or is in the red area of the meter, then this fuse may be blown.

If the fuse is blown, replace it with another fuse (correct size and rating only!). If the fuse continues to blow, then refer to higher maintenance.

10 KW TQG Training Controls (5)

1. No Fuel Indicator

2. Coolant High Temp Ind.

3. Low Oil Pressure Ind.

4. Over Voltage Ind.

5. Push To Test/Reset Lamps

6. Short Circuit Ind.

7. Overload Ind.

8. GFCI Reset

9. GFCI Push To Test

3 4

6 7

8 9

FAULT INDICATOR PANEL (FIP) The fault indicator panel was designed to provide the operator a basic troubleshooting source. Notice there are four faults that will shut down the generator and two faults that will only drop the load. Items 1-4 will shut down the generator and items 6 & 7 will only trip the main AC load contactor.

1. NO FUEL: If the generator is low on fuel, it will shut down the engine and the light on the FIP will indicate.

2. HIGH COOLANT: If the coolant temperature exceeds 225 +/- 5 degrees, the engine will shut down.

3. LOW OIL PRESSURE: If the generator oil sensor senses a dangerously low pressure, it will trip the fault and shut down the engine.

4. OVER VOLTAGE: If the voltage regulator fails or the equipment being powered should cause an over voltage condition, then the over volt relay will energize and shut down the engine.

5. PUSH TO TEST/RESET SWITCH: Once any fault is corrected, you must push the test/reset switch to clear the faults out of the FIP.

6. SHORT CIRCUIT: If the equipment being powered and/or the generator has a short circuit, then the short circuit relay will energize and trip the main AC Load Contactor.

7. OVERLOAD: This is a time delayed relay. The Instructor will go into more detail with the class.

8. GFCI RESET: Ground Fault Circuit Interrupter. If the GFCI trips, there was an excessive amount of current being used, or a “short” to cause it to trip. This resets the GFCI.

9. GFCI PUSH TO TEST: This button actually causes a ground fault to ensure the GFCI is functioning. Use this button to test the GFCI for serviceability.

10 KW TQG Training Controls (6)

Below Control Panel And To The Left

1. Locking Ring

2. Frequency Adjust Button

3. Frequency Adjust Knob

1 2

1. LOCKING RING: The locking ring is used to tighten the throttle cable from moving. Once the desired frequency is obtained, rotate the locking ring clockwise to tighten and counter clockwise to loosen the ring.

2. FREQUENCY ADJUST BUTTON: When the locking ring is turned counter-clockwise, then course throttle settings can be achieved by pushing in this button. Once the desired throttle setting is close (view the frequency/hertz meter), release the button, then adjust using item #3.

3. FREQUENCY ADJUST KNOB: Once you have reached the desired throttle setting (view the frequency/hertz meter), then rotate this knob clockwise or counter-clockwise to “fine tune/adjust” the throttle setting to the desired frequency/hertz. Once this is achieved, use item #1, the locking ring, to hold throttle cable in place.

10 KW TQG Training

NEVER AT ANY TIME PLACE YOUR HANDS INTO THE LOAD TERMINAL

AREA WHEN THE ENGINE IS RUNNING REGARDLESS IF THE MAIN AC

LOAD CONTACTOR IS OPEN OR CLOSED! LETHAL VOLTAGES ARE

PRESENT! NEVER ATTEMPT TO TIGHTEN, LOOSEN, OR REMOVE

CABLES EVEN IF YOU HAVE AN INSULATED WRENCH WHILE THE

GENERATOR IS RUNNING!

There is a correlation between the Voltage Selector Switch and the load terminals. Notice that the switch is pictured in the 120V 1 PH position. Below the switch, the 120V 1 PH position shows that only L3 and N will be used.

If the switch is placed in the 120/240V 1 PH position, L1, L3 and N are the only load terminals used. In this example, L1 to N will give us 120V and L1, L3 and N will give us 240 1 PH.

In the 120/208V 3 PH position, all the load terminals are used but L1 to N will give us 120V, L2 to N will give us 120V, and L3 to N will give us 120V but all three terminals (L1, L2, and L3) to N will give us 208V 3 PH.

Preparation, Initial Checks, And Self Test

2-9 INITIAL ADJUSTMENTS. DAILY CHECKS AND Self Test

2-9.1 Perform all before (B) PMCS, refer to TABLE 2-4.

2-9.2 Initial Adjustments

a. Place DEAD CRANK switch in NORMAL position.

b. Push DC CONTROL POWER circuit breaker in.

c. Ensure AC voltage reconnection switch is positioned to match voltage requirements, refer to TABLE 2-5.

d. Place AM-VM transfer switch in a position corresponding to output terminal load connections, refer to TABLE 2-5.

e. Pull out emergency stop switch.

2-8.1 Install of Ground Rod.

2-8.2 Install of Load Cables.

10 KW TQG Training Loads

10 KW TQG Training (Self Test)

2-9.3 SELF TEST

a. Place MASTER SWITCH to PRIME AND RUN position.

b. Push PRESS TO TEST pushbutton on malfunction indicator panel.

Ensure all indicator lights are Iit. When PRESS TO TEST pushbutton is released, all Lights should go out.

c. Press BATTLE SHORT press to test Light on the control panel assembly. Ensure indicator light is Lit. When press to test light is released, light should go out.

d. Press AC CIRCUIT INTERRUPTER press to test light on the control panel assembly. Ensure indicator light is Lit. When press to test Light is released light should go out.

Starting Procedures (1)

2 - 1 0 . 1 Starting Procedure.

a . In cold weather conditions, place MASTER SWITCH to PREHEAT position for approximately 30 seconds.

b . Rotate MASTER SWITCH to START position.

c . Hold MASTER SWITCH in START position until oil pressure reaches at least 25 psi (172 kPa), voltage has increased to its approximate rated value, and engine has reached stable operating speed.

d . Release MASTER SWITCH to PRIME AND RUN position.

e . If operating with an auxiliary fuel source, rotate MASTER SWITCH to PRIME AND RUN AUX FUEL position.

f . Check COOLANT TEMP [170-200°F (77-93°C)] and OIL PRESSURE [25-60 psi (172-414 kPa)] indicators for normal readings.

g. Using VOLTAGE adjust potentiometer (FIGURE 2 - 1) and Frequency Adjust Control, adjust voltage and frequency to rated values.

h. Press GROUND FAULT CIRCUIT INTERRUPTER TEST pushbutton.

Ensure indicator window is clear. Press RESET pushbutton and ensure indicator is red.

i. Place AC CIRCUIT INTERRUPTER switch to CLOSED position.

j. Ensure frequency and voltage are still at required values. Adjust if necessary.

k. Rotate AM-VM transfer switch to each phase position while observing ammeter (PERCENT RATED CURRENT meter). If more than rated load is indicated in any phase , reduce load.

l. Perform all DURING (D) OPERATION PMCS requirements in accordance with TABLE 2-4.

Starting Procedures (2)

a. Place AC CIRCUIT INTERRUPTER switch in OPEN position.

b. Allow generator set to operate five minutes with no load applied.

c. Place MASTER SWITCH in OFF position.

d. Perform all AFTER OPERATION (A) PMCS requirements in accordance with TABLE 2-4 .

e. Place DEAD CRANK switch to OFF position .

Stopping Procedures

DC Schematics

10KW TQG

10 KW TQG Schematics

• Refer to appendix C for schematic fold out.

Follow along with the presentation and draw out each circuit as it is shown. Use a different color marker for each circuit. The following circuits are the most common used for troubleshooting procedures.

10KW TQG DC Circuits

• Preheat Circuit

• Crank Circuit

• Fuel Circuit

• Field Flash Circuit

• Battery Charging Circuit

The circuits shown are the most common troubleshooting circuits. Use your blank schematics and draw out each circuit as it is shown.

Preheat Circuit

The engine block is still cold after placing the S-1 in position one.

CIRCUIT COMPONENTS

• K18: Preheat relay

• HTR1, and HTR2: heaters

These are the main components in the pre-heat circuit. To energize the preheat relays, the K18 relay must be energized.

Circuit Diagram (1)

A larger copy of this schematic is in appendix C.

Circuit Diagram (2)

Crank Circuit

The S-1 switch is placed in the start position, the generator fails to crank.

Circuit Components

• K16: Crank disconnect relay

• K2: Cranking relay

• L4: Starter solenoid

• B1: Cranking motor/starter

These are the main components in the crank circuit.

Crank Circuit Diagram

Fuel Circuit

Generator Cranks, Fails To Start.

Fuel Circuit Components

• L5: Fuel shut off solenoid.

• E2: Fuel pump.

These are the main components in the fuel circuit.

Fuel Circuit Diagram

Field Flash Circuit With the generator running normally, you notice that there is no reading on the M1(volt meter) and M2(hertz meter), after placing the S-1 to the start position a second time.

Field Flash Circuit Components

• K15: Field Flash Relay.

• G1: Main AC Generator

These are the main components of the field flash circuit.

F1 F2

G1

Field Flash Circuit Diagram

Battery Charging Circuit

The generator is running normally. You notice that the M-4 is showing a zero or negative reading.

Circuit Components

• G2: Battery Charging Alternator.

• FU1: Fuse

These are the main components of the battery charging circuit.

Battery Charging Circuit Diagram

Lessons Learned (1)

No Voltage, either an Open Quad Circuit or Bad Voltage Regulator are Common Causes of this Fault

• Check for Open Quad Circuit by Removing One Wire from the Q1 or Q2 Terminals of the Voltage Regulator.

With Multimeter set on Low Ohms Scale Check Between the Removed Wire and Other Terminal. Reading should se about 1 Ohm. If Open is Indicated Main Alternator will need to be Replaced

• Check Voltage Regulator by Replacing with Known good Voltage Regulator

Engine won’t start, there are numerous causes but the following are the most common.

•Fuel solenoid is not energizing, manually move rack to govern position and try to start

•Fuel pump is not running, turn start switch to run position and listen for pump.

•Injector pumps have jumped the rack, crack outlet fuel line on injector pump and crank engine from the start switch.

Observe if injection pumps are pumping fuel.

•Check valve train for broken rocker arms and bent push rods.

Lessons Learned (2)

Insert Tab # 3 Here

TABLE 18-1. TROUBLESHOOTING

@@@@ Some genset service procedures present hazards that can result in severe personal injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-ity, and machinery hazards should perform genset service. See Safety Precautions.

WARNING

GENSET WON’T STOP RUNNING—STATUS INDICATOR LIGHT ON

(Faulty Stop Switch or grounded wiring)

@@@@ Removing genset panels or disconnecting fuel lines to stop a genset that won’t stop can lead to severe personal injury or death from electrocution, contact with moving parts or fire.

• Try the genset Stop Switch if the remote Stop Switch does not work and vice versa.

• If possible, pinch flexible fuel hoses until the genset stops.

• Otherwise, let the genset run out of fuel before attempting service.

Corrective Action:

1. Try the genset Stop Switch if the remote Stop Switch does not work, and vice versa. If only the genset

Stop Switch works, go to Step 2. If neither switch works, or only the remote Stop Switch, go to Step 3.

2. Disconnect the remote control panel connector (J8/P8). While pressing the Remote Stop Switch, check for electrical continuity between remote control connector pins J8-A and J8-E. Replace a switch that does not close when pressed to Stop and repair or reconnect wiring as necessary.

3. Remove the front and top housing panels (p. 6-3) and disconnect engine harness connector P2 from the controller (Figure 10-1, p. A-1, A-4). Reconnect the remote control panel (J8/P8) and while pressing the respective Stop Switch, check for electrical continuity between:

A. Pin P2-3 (remote stop) and pin P2-2 (remote ground).

B. Pin P2-10 (local stop) and pin P2-11 (local ground).

C. Replace a switch that does not close when pressed to Stop, check for missing, bent or corroded terminals and connector pins and repair or reconnect wiring as necessary.

4. Replace the controller assembly (p. 10-1).

WARNING

GENSET WON’T STOP RUNNING—STATUS INDICATOR LIGHT OFF

(Binding governor mechanism, misadjusted speed stop)

@@@@ Removing genset panels or disconnecting fuel lines to stop a genset that won’t stop can lead to severe personal injury or death from electrocution, contact with moving parts or fire.

• Try the genset Stop Switch if the remote Stop Switch does not work and vice versa.

• If possible, pinch flexible fuel hoses until the genset stops.

• Otherwise, let the genset run out of fuel before attempting service.

Corrective Action:

1. Remove the front and top housing panels (p. 6-3) and check the fuel rack return spring and replace it if worn or broken (Figure 13-1). Make sure it is reassembled correctly.

2. Check for binding in the governor mechanism by pushing the actuator rotor clockwise by hand— against the action of the fuel rack return spring. It should rotate smoothly about 1/2 inch (12 mm) and return smoothly. If it binds or catches, remove the governor actuator base assembly and replace it or service the internal engine governor mechanism (Figure 13-2) as necessary.

3. Readjust the actuator speed control lever stop so that the fuel rack can go to no-fuel (p. 13-4).

WARNING

TABLE 18-1. TROUBLESHOOTING (CONT.)

injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-ity, and machinery hazards should perform genset service. See Safety Precautions.

WARNING

STATUS INDICATOR LIGHT STAYS ON

(Reversed battery connections)

Corrective Action: Reconnect the battery correctly.

ENGINE CRANKS WHEN BATTERY CONNECTED

(Faulty Start Switch or grounded wiring)

Corrective Action:

1. Disconnect the remote control panel connector (J8/P8). Check for electrical continuity between re-mote control connector pins J8-A and J8-C. Replace a switch that does not open when released and repair or reconnect wiring as necessary.

2. Remove the front and top housing panels (p. 6-3) and disconnect engine harness connector P2 from the controller (Figure 10-1, p. A-1, A-4). Reconnect the remote control panel (J8/P8) and check for electrical continuity between:

A. Pin P2-1 (remote start) and pin P2-2 (remote ground).

B. Pin P2-12 (local start) and pin P2-11 (local ground).

C. Replace a switch that does not open when released and repair or reconnect wiring as necessary.

3. Replace the controller assembly (p. 10-1).

ENGINE WON’T CRANK—FUEL PUMP WON’T STOP

(Faulty Stop Switch or grounded wiring)

Corrective Action:

1. Disconnect the remote control panel connector. Check for electrical continuity between remote con-trol connector pins J8-A and J8-E. Replace a switch that does not open when released and repair or reconnect wiring as necessary.

2. Remove the front and top housing panels (p. 6-3) and disconnect engine harness connector P2 from the controller (Figure 10-1, p. A-1, A-4). Reconnect the remote control panel (J8/P8) and check for electrical continuity between:

A. Pin P2-3 (remote stop) and pin P2-2 (remote ground).

B. Pin P2-10 (local stop) and pin P2-11 (local ground).

C. Replace a switch that does not open when released and repair or reconnect wiring as necessary.

3. Replace the controller assembly (p. 10-1).

injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-ity, and machinery hazards should perform genset service. See Safety Precautions.

WARNING

STATUS INDICATOR LIGHT DEAD

(Faulty connections, no battery voltage)

Corrective Action:

1. Try the genset Start Switch if the remote Start Switch does not work, and vice versa. Disconnect the remote control panel (J8/P8) and try the genset Start Switch again. If nothing works, go to Step 2.

If only the genset start switch works, go to Step 9. If only the remote start switch works, go to Step 12.

2. Replace Fuse F1 (B+) if blown.

3. Clean and tighten the positive (+) and negative (−) battery cable connections at the battery, vehicle frame and genset.

4. Recharge or replace the battery. Refer to the battery manufacturer’s recommendations.

5. Remove the front and top housing panels (p. 6-3). Check that all engine and battery harness wires

(p. A-1, A-3) are properly connected to the grounding bolt on the flywheel housing, to the B+ terminal on the starter solenoid and to the battery terminal block (p. A-3). Clean and tighten connections and replace wiring as necessary.

6. Disconnect engine harness connector P1 from the controller (Figure 10-1, p. A-1, A-4). Check for B+ (12 VDC) at pin P1-8 and for continuity to ground at pin P1-7. Check for missing, bent or corroded connector pins and faulty wiring and repair as necessary.

7. Disconnect engine harness connector P2 from the controller (Figure 10-1, p. A-1, A-4) and recon-nect the remote control panel (J8/P8). Press the switch and check for electrical continuity between:

A. Pin P2-1 (remote start) and pin P2-2 (remote ground).

B. Pin P2-3 (remote stop) and pin P2-2 (remote ground).

C. Pin P2-12 (local start) and pin P2-11 (local ground).

D. Pin P2-10 (local stop) and pin P2-11 (local ground).

E. Replace switches that do not close when pressed, check for missing, bent or corroded terminals and connector pins and faulty wiring and repair as necessary.

8. Replace the controller assembly (p. 10-1).

9. Disconnect the remote control panel (J8/P8). Check for electrical continuity between remote control connector pins J8-A and J8-C. Replace a switch that does not close when pressed and repair or re-connect wiring as necessary.

10. Remove the front and top housing panels (p. 6-3) and disconnect engine harness connector P2 from the controller (Figure 10-1, p. A-1, A-4) and reconnect the remote control panel (J8/P8). Press the switch, check and for electrical continuity between:

A. Pin P2-1 (remote start) and pin P2-2 (remote ground).

B. Pin P2-3 (remote stop) and pin P2-2 (remote ground).

C. Replace a switch that does not close when pressed, check for missing, bent or corroded termi-nals and connector pins and faulty wiring and repair as necessary.

11. Replace the controller assembly (p.10-1).

12. Remove the front and top housing panels (p. 6-3) and disconnect engine harness connector P2 from the controller (Figure 10-1, p. A-1, A-4). Press the switch and check for electrical continuity between:

A. Pin P2-12 (local start) and pin P2-11 (local ground).

B. Pin P2-10 (local stop) and pin P2-11 (local ground).

C. Replace a switch that does not close when pressed, check for missing, bent or corroded termi-nals and connector pins and faulty wiring and repair as necessary.

13. Replace the controller assembly (p.10-1).

injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-ity, and machinery hazards should perform genset service. See Safety Precautions.

WARNING

STARTING BATTERIES RUN DOWN

(Marginal battery, battery connections or charging system or parasitic loads)

Corrective Action:

1. Clean and tighten the positive (+) and negative (−) battery cable connections at the battery, vehicle frame and genset.

2. Recharge or replace the battery. Refer to the battery manufacturer’s recommendations.

3. Install or service a battery charging system in the vehicle if the genset is not so equipped.

4. If the genset is equipped with a battery charging system, check performance by measuring voltage across the battery terminals while running the genset. Watch the meter while turning the genset cir-cuit breaker (operator’s console) on and off several times. The battery charger is probably okay if voltage jumps to more than 12 VDC each time the breaker is turned on. Check for parasitic loads external to the genset and/or replace the battery.

5. If the battery charger does not seem to be working, remove the front housing panel (p. 6-3). If loose, reconnect battery charger transformer input connectors J12 and J13 to the AC harness (p. A-2, A-4), output connectors J14 and J15 to the battery charger (p. A-4) and the battery charger output lead to the B+ terminal on the starter solenoid.

6. Disconnect transformer connectors J12 through J15 and check winding continuity across J12−J13 and across J14−J15. Replace the transformer if a winding is open (p. 15-1).

7. Reconnect J12 and J13 and run the genset. Replace the battery charger if transformer output across J14−J15 is approximately 16.3 VAC. If not, go to Step 8.

8. Disconnect J12 and J13 and measure voltage. Replace the transformer if there is approximately 120 VAC across J12−J13. If not, go to Step 9.

9. Replace or repair wiring in the AC harness if there is no voltage.

@@@@ This test involves operating the genset with housing panels removed. The pan-els guard against rotating parts and bare live electrical parts that can cause severe personal injury or death. Keep your hands away from the engine pulleys, blower blades and electrical terminal block TB3 on the controller housing (Figure 10-1).

injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-ity, and machinery hazards should perform genset service. See Safety Precautions.

WARNING

ENGINE CRANKS BUT DOES NOT START

(Fuel delivery, glow plugs or engine are marginal)

Corrective Action:

1. Check fuel level. (Note: The genset fuel pickup is probably higher than the vehicle engine pickup.)

2. Prime the engine fuel system.

3. Check the engine air filter and remove any blockage.

4. Replace Fuse F3 (glow plugs) if blown. If it blows again, go to Step 8.

5. Check for fuel and air leaks at each fitting in the fuel supply line. (Note: White smoke indicates air in the fuel.)

6. Conduct a fuel flow test and service as necessary (p. 14-1).

7. Remove the top housing panel (p. 6-3) and observe the governor actuator rotor (Figure 13-1) while cranking. (Remember to reattach the leads after removing the cover.) The rotor should rotate smoothly through about 1/2 inch (12 mm). If it does not, check for binding in the governor mechanism by pushing the actuator rotor clockwise by hand—against the action of the fuel rack return spring.

It should rotate smoothly about 1/2 inch (12 mm) and return smoothly. If it binds or catches, remove the governor actuator base assembly and replace it, or service the internal engine governor mecha-nism (Figure 13-2), as necessary.

8. Remove the front and top housing panels (p. 6-3) and check out the glow plug system as follows:

A. If loose, reconnect spade connector HR-1 to the glow plug bus bar at the front of the engine, engine harness connectors A1-J7 and A1-J8 to the leads from the controller assembly (Fig-ure 10-1, p. A-1, A-4), and the engine harness ground connections to the flywheel housing.

B. Disconnect HR-1 from the glow plug bus bar and A1-J8 from the controller assembly (p. 10-1).

Check for continuity (ground short) between either connector and ground. Replace wiring as necessary.

C. Remove the glow plug bus bar along side the engine valve cover and check for electrical conti-nuity between each glow plug terminal and ground. Replace any open glow plug (p. 12-1).

Note: If a glow plug does not come out after unscrewing it, or the end has broken off, it will be necessary to remove the engine head. Glow plugs can swell if preheat voltage is great-er than 14 volts, such as when a battery booster is used for starting.

D. Check for B+ on the glow plug bus bar while pressing Start. Replace the controller assembly if B+ is not available for preheat in accordance with Table 10-1.

9. Service the engine (p. 12-1).

injury or death. Only trained and experienced service personnel with knowledge of fuels, electric-ity, and machinery hazards should perform genset service. See Safety Precautions.

WARNING

STARTER ENGAGES-DISENGAGES

(Cranking voltage dips below 6 volts—low battery charge, poor connections, long cables)

Corrective Action:

1. Have the vehicle propulsion engine running while trying to start the genset—the battery charging alternator may be able to maintain starting voltage high enough to get the genset started.

2. Clean and tighten the positive (+) and negative (−) battery cable connections at the battery, vehicle frame and genset.

3. Recharge or replace the battery. Refer to the battery manufacturer’s recommendations.

4. Increase battery cable size or run parallel cables.

5. Remove the front and top housing panels (p. 6-3) Check that all engine and battery harness wires

(p. A-1, A-3) are properly connected to the grounding bolt on the flywheel housing, to the B+ terminal on the starter solenoid and to the battery terminal block (p. A-3). Clean and tighten connections and replace wiring as necessary.

6. Disconnect engine harness connector P1 from the controller (Figure 10-1, p. A-1, A-4). Check for B+ (12 VDC) at pin P1-8 and for continuity to ground at pin P1-7. Check for missing, bent or corroded connector pins and faulty wiring and repair as necessary.

NO POWER—GENSET RUNNING, RUN LIGHT ON

(Line circuit breaker OFF or tripped or faulty wiring)

Corrective Action:

1. Reset or turn “On” the line circuit breaker on the genset operator’s console.

2. Reset or turn “On” the line circuit breakers on the main distribution panel in the vehicle.

3. Check the voltage at genset AC output terminal block TB2. If there is approximately 120 VAC across

TB2-1 and TB2-3 and across TB2-2 and TB2-4, repair or reconnect the wiring between the genset and the vehicle. If there is no voltage, go to Step 4.

4. Remove the front and top housing panels (p. 6-3) and check for proper AC harness connections at TB3, TB2 and the line circuit breakers (Figure 10-1, p. A-2, A-4). Reconnect wiring as necessary and tighten all terminal screws and nuts.

5. Check for electrical continuity across the terminals of each breaker (p. A-2).