GENERATOR SET CONTROL PANEL WITH AUTO START/STOP Caterpillar


Systems Operation

Usage:

Location Of Components


Control Panel - Face Of Front Panel

(1) AC Voltmeter (VM).

(2) Frequency meter (FM).

(3) AC Ammeter (AM).

(4) Lamp test switch.

(5) Pump stop switch (optional).

(6) Start aid switch (SAS) (optional).

(7) Pump run switch (optional).

(8) Ammeter/Voltmeter phase selector switch (AVS).

(9) Speed adjust potentiometer (SP) (optional). or Governor switch (GS) (optional).

(10) Voltage adjust rheostat (VAR).

(11) Water temperature gauge (WTG).

(12) DC voltmeter (DCV).

(13) Oil pressure gauge (OPG).

(14) Service hour meter.

(15) Emergency stop push button (ESPB).

(16) Horn (optional).

(17) Alarm silence switch (optional).

(18) Engine control switch (ECS).

(19) Fault indicators.


Control Panel - Back Of Front Panel (Top view with front panel open.)

(1) AC Voltmeter (VM).

(2) Frequency meter (FM).

(3) AC Ammeter (AM).

(4) Lamp test switch.

(5) Pump stop switch (optional).

(6) Start aid switch (SAS) (optional).

(7) Pump run switch (optional).

(8) Ammeter/Voltmeter phase selector switch (AVS).

(9) Speed adjust potentiometer (SP) (optional). or Governor switch (GS) (optional).

(10) Voltage adjust rheostat (VAR).

(11) Water temperature gauge (WTG).

(12) DC voltmeter (DCV).

(13) Oil pressure gauge (OPG).

(14) Service hour meter.

(15) Emergency stop push button (ESPB).

(16) Horn (optional).

(17) Alarm silence switch (optional).

(18) Engine control switch (ECS).

(19) Fault indicators.

(20) Control board.


Control Panel Interior - Sub-Panel

(21) Ground fault relay transformer (optional) (located on rear of sub-panel)

(22) Transfer pump contactor (AC) (optional).

(23) Ground fault relay (AC) (optional).

(24) Over/Under voltage relay (AC) (optional).

(25) Arming relay (AC relay).

(26) Transfer pump relay (DC) (optional).

(27) Generator run relay (optional).

(28) Battery charger (optional).

(29) Electronic governor (optional).

(30) Bearing temperature relay (optional).

(31) Generator temperature relays (optional)

(32) General alarm relay (DC) (optional).

(33) Alarm horn relay (DC) (optional).

(34) Fuse 11 (F11) Phase A generator AC voltage.

(35) Fuse 12 (F12) Phase B generator AC voltage.

(36) Fuse 13 (F13) Phase C generator AC voltage.


Customer Connection Box (Right side view of control panel with side cover removed.)

(37) Fuse 1 (F1) Main DC.

(38) Fuse 15 (F15) Battery charger DC output (optional).

(39) Fuse 23 (F23) Transfer pump relay (DC) (optional).

(40) Fuses:

Fuse 16 (F16) Heater contactor coil (optional).

Fuse 17 (F17) Battery charger AC input (optional).

Fuse 18 (F18) Generator space heater AC input (optional).

Fuse 19 (F19) Engine block or jacket water heater 1 AC input (optional).

Fuse 20 (F20) Engine block or jacket water heater 2 AC input (optional).

Fuse 21 (F21) Transfer pump (optional).

Fuse 22 (F22) AC Transfer pump contactor coil (optional).

(41) DC compartment.

(42) Heater contactor (optional):

(43) AC compartment.

The DC compartment (41) is used to house customer connections for remote signals such as general alarm, engine running or remote annunciator inter connections. The AC compartment (43) is used to house the AC fuses and controls for the optional space heater, optional engine heaters and optional fuel transfer pump. The AC compartment is also the place for customer interconnections of the AC supply to power these optional AC devices.


Control Panel - Bottom View

(44) DC connector #2 - from engine.

(45) DC connector #1 - from engine.

(46) AC connector - from generator.


Junction Box - (cover removed) (Located on the side of the generator terminal box.)

(47) Starting motor magnetic switch (SMMS1).

(Also SMMS2 if equipped).

(48) Pinion solenoid circuit breaker (CB2).

(49) Charging alternator circuit breaker (CB1).

(50) Fuse 14 (F14) Fuel control solenoid.

(51) Fuel control relays (1FCR and 2FCR).

Component Description

Control Panel Components

Fuses

Fuse 1 (F1), Main DC Fuse (6 or 10 A). Fuse 1 is connected between B+ (battery positive) and the standard components of the control panel. If this fuse is faulty, the control panel will not function. If the genset is provided with an electronic governor or governor synchronizing motor, this fuse is 10 amps. Otherwise this fuse is 6 amps.

Fuse 11 (F11), Phase A Generator AC Voltage (2A). Fuse 11 is connected in series between the generator output terminal T1 and terminal 2 of the ammeter/voltmeter phase selector switch (AVS). If this fuse is faulty, no frequency reading will be shown on the frequency meter and no voltmeter reading will be shown when the AVS is in position 1.

Fuse 12 (F12), Phase B Generator AC Voltage (2A). Fuse 12 is connected in series between the generator output terminal T2 and terminal 7 of the ammeter/voltmeter phase selector switch (AVS). If this fuse is faulty, no voltmeter reading will be shown when the AVS is in position 2.

Fuse 13 (F13), Phase C Generator AC Voltage (2A). Fuse 13 is connected in series between the generator output terminal T3 and terminal 3 of the ammeter/voltmeter phase selector switch (AVS). If this fuse is faulty, no voltmeter reading will be shown when the AVS is in position 3.

Fuse 14 (F14), Fuel Control Solenoid (10A). Fuse 14 is located in the junction box and is connected between battery positive (B+) and the fuel control solenoid through the normally open contacts of fuel control relays one and two. If this fuse is faulty, the fuel solenoid will not work. Therefore, the engine will stop running or will not start.

Fuse 15 (F15), Battery Charger DC Output (6A) (optional). Fuse 15 is connected in series between the positive output of the battery charger and terminal 1 (B+) of the control panel terminal strips. If this fuse is faulty, the batteries of the generator set will not be charged when the engine is not running.

Fuse 16 (F16), Heater Contactor Coil (2A) (optional). Fuse 16 is connected in series between the customer supplied auxiliary AC supply and coil terminal A1 of the heater/charger contactor. If this fuse is faulty, the engine (jacket or block) heater, generator space heater and battery charger will not operate.

Fuse 17 (F17), Battery Charger AC Input (6A) (optional). Fuse 17 is connected in series between the customer supplied auxiliary AC supply and normally open terminal 13 of the heater/charger contactor. If this fuse is faulty, the battery charger will not charge the batteries of the generator set.

Fuse 18 (F18), Generator Space Heater AC Input (2A) (optional). Fuse 18 is connected in series between the customer supplied auxiliary AC supply and normally open terminal 1 of the heater/charger contactor. If this fuse is faulty, the generator space heaters will not operate.

Fuse 19 (F19), Engine Block Or Jacket Water Heater 1 AC Input (10A) (optional). Fuse 19 is connected in series between the customer supplied AC supply and normally open terminal 5 of the heater/charger contactor. If this fuse is faulty, the engine block heater will not operate.

Fuse 20 (F20), Engine Block Or Jacket Water Heater 2 AC Input (10A) (optional). Fuse 20 is connected in series between the customer supplied AC supply and normally open terminal 3 of the heater/charger contactor. If this fuse is faulty, engine heater number 2 will not operate.

Fuse 21 (F21), Transfer Pump (6A) (optional). Fuse 21 is connected in series between the customer supplied AC supply and normally open terminal 1 of the transfer pump contactor. If this fuse is faulty, the AC fuel transfer pump will not operate.

Fuse 22 (F22), AC Transfer Pump Contactor Coil (2A) (optional). Fuse 22 is connected in series between the customer supplied AC supply and the normally closed contacts of the pump stop switch. If this fuse is faulty, the pump stop switch, pump run switch and the transfer pump contactor of the fuel transfer system will not function.

Fuse 23 (F23), Transfer Pump Relay (DC) (2A) (optional). Fuse 23 is connected in series between battery positive (B+) and the normally open contacts of the pump run switch and the fuel level switch. If this fuse is faulty, the AC fuel transfer pump will not function.

Oil Pressure Gauge (OPG); Water Temperature Gauge (WTG); DC Voltmeter (DCV); Service Hour Meter


Partial DC Schematic

For reference, see the preceding Partial DC Schematic illustration.

The oil pressure gauge (OPG) shows engine oil pressure. The OPG is powered whenever the engine is running. The value shown on the OPG is proportional to the flow of current through the OPG. The current flow is controlled by the resistance of the oil pressure sending unit (S1). As the oil pressure changes there is a corresponding change in the resistance of the sending unit and therefore a corresponding change in the value shown on the OPG.

The water temperature gauge (WTG) shows the engine water temperature. The WTG is powered whenever the engine is running. The value shown on the WTG is proportional to the flow of current through the WTG. The current flow is controlled by the resistance of the water temperature sending unit (S2). As the water temperature changes there is a corresponding change in the resistance of the sending unit and therefore a corresponding change in the value shown on the WTG.

The DC voltmeter (DCV) shows the DC voltage of the batteries for the generator set. The DCV is powered whenever the engine is running.

The service hour meter (HM) shows the total operating hours of the engine. The meter is powered whenever the engine is running.

Voltage Adjust Rheostat (VAR); Ammeter/Voltmeter Phase Selector Switch (AVS); AC Ammeter (AM); AC Voltmeter (VM); Frequency Meter (FM)


Partial AC Schematic

------ WARNING! ------

To avoid personal injury due to electrical shock, make sure jumpers are installed correctly on the AVS.

--------WARNING!------

For reference, see the preceding Partial AC Schematic illustration.

The voltage adjust rheostat (VAR) connects to the voltage regulator and is used to adjust the voltage output of the generator. The VAR replaces the voltage level rheostat located on the generator voltage regulator assembly.

NOTE: When the VAR is used with the VR3 voltage regulator, there is NO jumper wire connecting terminal four and terminal seven of the VR3.

The ammeter/voltmeter phase selector switch (AVS) allows the operator to select which electrical phase is shown on the AC ammeter (AM) and the AC voltmeter (VM). The AVS has four positions:

* When in position 1, the AM shows T1 phase current and the VM shows T1-T2 phase voltage. AVS contacts 1, 2, 5, 6, 9, 10, 14, 15 and 17 of the AVS are closed.
* When in position 2, the AM shows T2 phase current and the VM shows T2-T3 phase voltage. AVS contacts 1, 3, 5, 7, 9, 11, 14, 15 and 16 are closed.
* When in position 3, the AM shows T3 phase current and the VM shows T3-T1 phase voltage. AVS contacts 1, 4, 5, 8, 9, 12, 15, 16 and 17 are closed.
* When in position 0, nothing is shown on the AM and the VM. AVS contacts 13, 14, 16 and 17 are closed.

The AC ammeter (AM) shows the amperes of the line current in phase 1, phase 2 or phase 3. The ammeter/voltmeter phase selector switch (AVS) is used to select the phase which is shown on the AC ammeter. The AVS connects the AM to a current transformer (CT1, CT2 or CT3) on phases T1, T2 or T3 respectively. The CT's transform the actual line current of the respective phase lead to a level (approximately 0 to 5 amps) which is within the input range of the AM. The AM is calibrated (has marks) to give an indication of the actual current flow in one phase of the generator.

The AC voltmeter (VM) shows the voltage between phases T1-T2, phases T2-T3, or phases T3-T1. The ammeter/voltmeter phase selector switch (AVS) is used to select the phase which is shown on the VM. T1-T2 phase voltage is shown on VM when AVS is in position 1. T2-T3 phase voltage is shown on VM when AVS is in position 2. T3-T1 phase voltage is shown on VM when AVS is in position 3.

The frequency meter (FM) has a dual scale. The lower scale shows the speed of the engine in RPM. The upper scale shows the frequency in hertz (Hz, cycles per second) of the alternating current being made by the generator set. There is a direct relation between the frequency of the electricity and the RPM of the engine, as shown in the following formula:

Emergency Stop Push Button (ESPB)

The emergency stop push button (ESPB) is used to shutdown the engine during an emergency situation. When the ESPB is pressed, the fuel to the engine is shut off. Also, the optional air shutoff solenoid (ASOS) is activated (if equipped). When the ESPB is pressed, the ESPB locks into the PRESSED position. In order to restart the engine, the ESPB must be returned to RELEASED position. To return the ESPB to the RELEASED position, rotate the ESPB in the clockwise direction or pull the ESPB until the ESPB springs back to the RELEASED position.

NOTE: The emergency stop push button (ESPB) should NOT be used for normal stopping of the engine.

Engine Control Switch (ECS)


ECS Chart

The engine control switch (ECS) determines the status of the control panel. In the AUTOMATIC position (3 o'clock), the engine will start automatically whenever a remote initiate contact is closed. The engine will shutdown after the remote initiate contact opens.

When the ECS is in the MANUAL START position (9 o'clock), the engine will start and run as long as the ECS remains in this position.

When the ECS is in the OFF/RESET position (12 and 6 o'clock), the fault lights are reset and the engine shuts down immediately.

Also see the topic Engine Control Switch Operation.

Speed Adjust Potentiometer (SP) - Optional

The optional speed adjust potentiometer (SP) is used to raise and lower the engine speed when the generator set is equipped with an electronic governor. The control panel can be equipped with either a SP or a governor switch (GS) or nothing. The SP and the GS are mounted in the same place on the face of the front panel.

Governor Switch (GS) - Optional

The optional governor switch (GS) is available when the engine governor is equipped with a speed adjust (synchronizing) motor. The GS is used to raise or lower the engine speed. The GS makes the synchronizing of generators easier. After the engine is running, the governor switch (GS) is enabled, permitting a change in engine rpm (generator frequency). Pressing and holding the GS in the up position will increase engine rpm. Pressing and holding the GS in the down position will decrease engine rpm.

Start Aid Switch (SAS) - Optional


Start Aid Schematic

The optional start aid switch (SAS) is used to inject ether into the engine for starting in cold weather conditions. The SAS is a spring return switch which has to be held in the ON position to activate. When the ECS is in the MAN START position and the SAS is pressed and held in the ON position, the start aid solenoid valve (SASV) energizes and meters a specific amount of ether into a holding chamber. When the SAS is released, the SASV de-energizes and the ether is released to the engine.

If the temperature of the engine is high enough to open the start aid temperature switch (SATS), then the SAS cannot activate ether injection.


NOTICE

The engine must be cranking before using the start aid switch (SAS). Otherwise, damage to the engine is possible.


Pump Stop Switch - Optional; Pump Run Switch - Optional

The pump stop switch (optional) is used in conjunction with the generator set mounted automatic fuel transfer system (if equipped). When pressed initially, the pump stop switch latches into the pressed position. A red lamp within the switch illuminates at this time. The switch remains latched until it is reset. The switch can be reset (returned to the NOT pressed position) by pressing the switch a second time. The pump stop switch is used to manually stop the AC fuel transfer pump. The red lamp turns OFF when the switch is reset.

The pump run switch (optional) is used in conjunction with the generator set mounted automatic fuel transfer system (if equipped). Pressing the pump run switch will cause the generator set mounted AC fuel transfer pump to fill the day tank of the generator set. A green lamp within the switch illuminates at this time. The pump will automatically shut off when the fuel level contactor reaches the high fuel level. The pump can also be shutoff manually by pressing the pump stop switch. The green lamp turns OFF when the transfer pump stops running.

Lamp Test Switch

While the lamp test switch is pressed, all fault indicators will illuminate. The lamp test switch also serves as a reset switch for the spare fault indicator. If the spare fault indicator is illuminated for an alarm type of fault, pressing the lamp test switch when the fault is no longer present will turn OFF (reset) the spare fault indicator. For a shutdown type of fault, the lamp test switch will not reset the spare fault indicator.

Also see the topic Fault Management.

Alarm Silence Switch - Optional

The alarm silence switch is used in conjunction with the optional horn. The horn activates anytime one of the fault indicators is illuminated. When the horn is activated, the alarm silence switch can be used to silence the horn.

Horn - Optional

The horn activates anytime one of the fault indicators is illuminated. The horn can be silenced by pressing the alarm silence switch.

Fault Indicators


Fault Indicators
Right side of control panel face.

The control panel has five fault indicators that correspond to certain fault conditions. A fault indicator illuminates when the corresponding fault condition exists. The purpose of the fault indicators is to identify what condition causes a fault. Each fault indicator has a label that identifies the corresponding fault condition. To turn OFF the fault indicator when the fault is no longer present and to reset the control panel, the ECS must be turned to the OFF/RESET position. The fault indicators correspond to shutdown type of faults.

* Overcrank Indicator. The control board has determined that the engine has not started after the total cycle crank time has elapsed.
* High Coolant Temperature Indicator. The engine water temperature has risen above the upper limit of the water temperature switch (WTS).
* Low Oil Pressure Indicator. The engine oil pressure has fallen below the low limit of the engine oil pressure switch (OPS).
* Overspeed Indicator or Emergency Stop Indicator. The control board has determined that the engine speed has exceeded the overspeed setpoint, or that the emergency stop push button has been pressed.
* Spare Fault Indicator. The use of this indicator is determined by the options attached at the factory or by an addition at the customer site.

NOTE: The spare fault indicator can be programmed either for a shutdown or an alarm type of fault. When programmed for shutdown, the indicator has a red color. When programmed for an alarm, the indicator has an amber color. For more information, see the topic Fault Management.

Also see the topic Engine Shutdown Operation.

Control Board


Control Board - Located On Back Of Front Panel
(1) 24 contact connector.

The control board is the main component of the control panel. It performs numerous generator set control functions. The 24 contact connector (1) and spade terminals are used to make the electrical connections to the other generator set components. The control board contains numerous switches and potentiometers for adjustments of the different functions. The other side of the control board contains the five LED's which act as the fault indicators on the face of the front panel.

For more detailed information, see the topic General System Description.

Related Engine Components

Engine Coolant Temperature Sender


Engine Coolant Temperature Sender

The engine coolant temperature sender is used to operate the water temperature gauge on the face of the front panel. The sender is a variable resistance sender. The resistance of the sender is proportional to the temperature of the coolant. As temperature increases, the resistance of the sender decreases. Thereby controlling the flow of electrical current in the gauge/sender circuit. The value showing on the gauge reflects the amount of current flowing in the circuit. The sender and the gauge are matched to work together as a unit.

On the electrical diagrams, the engine coolant temperature sender is referred to as S2. On the engine, the sender is mounted in the water jacket usually towards the front of the engine. The exact location depends on the engine model.

The specifications for the 6N-5926 temperature sender are:

5806 to 7264 ohms at 54.4°C (130°F)

524 to 586 ohms at 115.6°C (240°F)

Engine Oil Pressure Sender


Engine Oil Pressure Sender

The engine oil pressure sender is used to operate the oil pressure gauge on the face of the front panel. The sender is a variable resistance sender. The resistance of the sender is proportional to the pressure of the engine oil. As pressure increases, the resistance of the sender increases. Thereby controlling the flow of electrical current in the gauge/sender circuit. The value showing on the gauge reflects the amount of current flowing in the circuit. The sender and the gauge are matched to work together as a unit.

On the electrical diagrams, the engine oil pressure sender is referred to as S1. On the engine, the sender is mounted on the outside of an engine oil gallery. The exact location depends on the engine model.

The specifications for the 030-2010 pressure sender are:

0 to 3 ohms at 0 pressure

5.0 to 16.0 ohms at 68.9 kPa (10 psi)

approximately 90 ohms at 551.6 kpa (80 psi)

Engine Coolant Temperature Switch


Engine Coolant Temperature Switch

The engine coolant temperature switch sends a B- (battery negative) signal to the control board when the coolant temperature exceeds the trip point of the switch. This B- signal causes the control board to perform an engine shutdown for a high water temperature fault. The switch is mounted in the water jacket usually towards the front of the engine. The exact location depends on the engine model.

The switch has normally open and normally closed contacts. Only the normally open contacts (A and B) are used. Contact A connects to the control board. Contact B connects to B- (battery negative).

For 3406C engines, the specifications of the 108-3190 temperature switch are:

actuation temperature is 107.0 ± 1.5°C (225 ± 2.7°F)

deactuation temperature is 100°C (212°F) minimum

For 3306B engines, the specifications of the 140-8416 temperature switch are:

actuation temperature is 112.5 ± 1.0°C (235 ± 2.0°F)

deactuation temperature is 105.5°C (222°F) minimum

Engine Oil Pressure Switch


Engine Oil Pressure Switch

The engine oil pressure switch sends a battery negative (B-) signal to the control board when the oil pressure drops below the trip point of the switch. This B- signal causes the control board to perform an engine shutdown for a low oil pressure fault. The switch is mounted on the outside of an engine oil gallery. The exact location depends on the engine model.

The switch has normally open and normally closed contacts. Only the normally closed contacts (A and C) are used. Contact C connects to the control board. Contact A connects to B- (battery negative).

The specifications for the 3E-6455 pressure switch are:

actuation pressure is 90 ± 21 kpA (13 ± 3 psi)

deactuation pressure is 70 ± 21 kPa (10 ± 3 psi)

Engine Coolant Loss Sensor - Optional

The optional engine coolant loss sensor sends a battery negative (B-) signal to the control board when the coolant level is low. This signal connects to the spare fault input on the control board. The spare fault is programmable to be either an alarm fault or a shutdown fault. A B- signal causes the control board to perform the pre-selected type of fault, alarm or engine shutdown. The sensor is mounted on the top of the engine radiator. The exact location depends on the engine model.

For a normal coolant level condition, the sensor sends an open signal (B+) from connector contact C to the control board. For a low coolant level condition, the sensor sends a B- signal from connector contact C to the control board. The sensor is supplied operating power at connector contact A (battery positive) and connector contact B (battery negative).

Magnetic Speed Pickup (MPU)


Magnetic Speed Pickup (MPU)

The purpose of the magnetic speed pickup (MPU) is to send a signal which represents the speed of the engine to the control board. The MPU is located on the engine flywheel housing. The MPU is a single pole, permanent magnetic generator made of wire coils around a permanent magnet pole piece. As the teeth of the flywheel ring gear go through the magnetic lines of flux around the pickup, an AC voltage is generated. A positive voltage is generated when each tooth goes by the pole piece. Each time the space between the teeth goes by the pole piece, a negative voltage is generated. The control board counts the frequency of this speed signal and determines the speed of the engine.

Fuel Shutoff Solenoid


Fuel Shutoff Solenoid

The fuel shutoff solenoid is for energized to run (ETR) types of fuel systems.

The 125-5774 solenoid is a 24 DCV device. The resistance of the coils at 25°C (77°F) is:

Pull-In coil ... 1.02 ± 0.1 ohm

Hold-In coil ... 48.0 ± 4.8 ohm

Motorized Governor


Motorized Governor
(1) Motor.

The governor switch on the front panel, controls the motor (1) which adjusts the engine speed. The motor (1) mounts to the fuel system on the engine.

Electronic Governor


8290 Electronic Governor

The 8290 electronic governor works in conjunction with the 1724 actuator. A magnetic speed pickup provides engine speed information. The speed adjust potentiometer (SP) on the front panel is used to manually adjust the engine speed. The 8290 electronic governor is located on the sub-panel. The actuator mounts to the fuel system on the engine.

For more information, refer to SENR6430, Service Manual, 524 & 1724 Electrically Powered Governor Systems

Related Generator Components

VR3 Voltage Regulators


Typical VR3 Type Of Voltage Regulator

For information regarding the VR3 type of voltage regulators, refer to the corresponding service literature:

* SENR3473, Service Manual, VR3 Voltage Regulator For 10/12 Lead Self-Excited SR4 Generators.
* SENR3906, Service Manual, VR3 Voltage Regulator For Permanent Magnet Excited SR4 Generators.
* SENR5205, Service Manual, VR3F Flat Top Voltage Regulator For 4/6 And 10/12 Lead Self-Excited SR4 Generators.
* SENR5829, Service Manual, VR3F Flat Top Voltage Regulator For Permanent Magnet Excited SR4 Generators.

Digital Voltage Regulator


Digital Voltage Regulator

For information regarding the Digital Voltage Regulator, refer to SENR5833, Service Manual, Digital Voltage Regulator.

General System Description


Control Board Removed from control panel for clarify purposes only.

(1) SW1 switch (spare fault, alarm or shutdown).

(2) L6CAL indicator (overspeed calibration).

(3) OSSET potentiometer (overspeed set).

(4) SW2 switch (overspeed select: 118 or 125).

(5) CYTOFF potentiometer (cyclic timer).

(6) CYTON potentiometer (cyclic timer).

(7) SW3 switch (spare fault, FPT or no FPT).

(8) DT potentiometer (duration timer).

(9) FPT potentiometer (fault protection timer).

Many functions of the control panel are performed by the control board (along with the various input and output components). These functions include:

* Fault Management (Engine Protection)
* Cycle Cranking
* Starting Motor Control
* Overspeed Protection

Fault Management

Fault Description

A fault is a condition that does not conform (an abnormal condition) to the rules by which the control board operates. The possible faults are:

* Overcrank (shutdown)
* High Coolant Temperature (shutdown)
* Low Oil Pressure (shutdown)
* Overspeed (shutdown)
* Emergency Stop (shutdown)
* Spare Fault (shutdown or alarm)

There is a degree of severity attached to every fault, which also describes the control board response to the fault. Faults are either a shutdown (critical) fault or an alarm (non-critical) fault.

A shutdown fault tells the control board to shut the engine down in order to prevent engine or generator damage. For a shutdown fault, the control board shuts off the flow of fuel, opens the shunt trip breaker, illuminates the corresponding fault indicator and sounds the optional horn. All faults are shutdown faults except the spare fault if it is set for alarm. Turning the engine control switch to the OFF/RESET position will reset a shutdown fault.

An alarm fault provides an early warning to the operator before a possible future shutdown fault. The only possible alarm fault is the spare fault if it is set for alarm. For an alarm fault, the control board automatically sounds the horn and illuminates the spare fault indicator. Pressing the lamp test switch on the front panel will reset the alarm fault.

Fault Control

The control board receives fault information from two sources: internal electronic circuitry and external switch inputs. The internal electronic circuitry decides on faults regarding: overspeed and overcrank. The external switch inputs are: low oil pressure, high coolant temperature, emergency stop and one spare fault. The switch inputs react to a switch closure to B- (battery negative).

Immediately after engine startup, faults are protected by an internal timer which is called the fault protection timer (FPT). The fault protection timer delays the response to a fault in order to allow engine conditions to stabilize. The amount of delay is factory set for 15 seconds. If necessary, adjustments can be made using FPT potentiometer (9) to adjust the timer from 8 to 110 seconds. The fault protection timer is not armed until crank terminate speed is reached.

NOTE: The FPT functions for the low oil pressure fault, the high coolant temperature fault and the spare fault (selectable). The FPT does not function for the emergency stop fault or the overspeed fault.

Spare Fault

The control board provides one fault input that is programmable. This fault input is called the spare fault. The response of the control board to a spare fault is selectable to be either an alarm fault or a shutdown fault. Also, whether to include or exclude the fault protection timer (FPT) is selectable for the spare fault. A battery negative (B-) signal at the spare fault input causes the control board to respond in the pre-selected manner (alarm vs. shutdown, FPT vs. no FPT). On the front panel, the spare fault indicator is yellow for an alarm fault or red for a shutdown fault.

The spare fault circuit can be used for customer needs or for use at the factory. Some of the optional factory devices that can be connected to the spare fault input are:

Engine Coolant Loss Sensor

Over/Under Voltage Relay

Ground Fault Relay

Low Fuel Level Switch

High Fuel Level Switch

The SW1 switch (1) on the control board is used to set the type of fault (alarm or shutdown) for the spare fault. The SW3 switch (7) on the control board is used to set the fault protection timer (FPT) (include or exclude) for the spare fault. For more information, see the topic Spare Fault Programming in the Testing And Adjusting section.

Cycle Cranking

The control board provides the automatic cycle crank function. The control board is factory set for 3 attempts with a 10 second crank and a 10 second rest. On the control board, the duration timer (DT) and the cyclic timer (CYT) control the timing of cycle cranking. If necessary, adjustments can be made to three potentiometers in order to adjust the cycle cranking.

CYTON potentiometer (6) = crank time = 0.3 to 24 seconds

CYTOFF potentiometer (5) = rest time = 0.3 to 24 seconds

DT potentiometer (8) = crank duration time = 8 to 110 seconds

The duration time must equal or slightly exceed the sum of the crank time and the rest time for the desired number of cranks. For example, the factory default is 10 second crank time, 10 second rest time and 53 second duration time. The duration time is set to 53 seconds to allow for three complete 10 second cranks with 10 seconds of rest between each.

For cycle crank adjustment procedure, see the topic Cycle Crank Adjustment in the Testing And Adjusting section.

Starting Motor Control

The control board controls the engagement of the starting motor. Upon receiving a start signal, the control board provides B+ (battery positive) to the starting motor magnetic switch (SMMS). The possible sources of the start signal are the remote initiate contact or the START position of the engine control switch.

The control board stops the cranking for two possible reasons.

* During the normal cycle cranking when the engine speed reaches 25% of rated speed (crank termination speed). The magnetic pickup provides the signal to determine engine speed.
* Or if a generator running signal is present. This is meant as a backup to the normal crank termination speed. The generator running signal is provided by the contacts of the arming relay and is triggered by generator output voltage. The generator running signal is B+ (battery positive).

NOTE: Pressing the emergency stop push button (ESPB) opens the circuit to the starting motor magnetic switch which stops engine cranking.

Overspeed Protection

The control board provides overspeed protection by monitoring the speed of the engine. The magnetic speed pickup (MPU) tells the control board the engine speed. The control board compares engine speed to the overspeed setpoint (either 118% or 125%). If the setpoint is exceeded the control board declares a shutdown fault. The engine is shutdown, the air shutoff is activated, the shunt trip output is activated, the optional horn is sounded and the overspeed indicator is illuminated.

The overspeed setpoint is selectable to be either 118% or 125% of rated engine speed. The setpoint must also be adjusted for a precise setting. The SW2 switch (4) is used to select the overspeed setpoint (118% or 125%). The OSSET potentiometer (3) in conjunction with the L6CAL indicator (2) is used to adjust the selected overspeed setpoint. For the overspeed setpoint adjustment procedure, see the topic Overspeed Adjustment in the Testing And Adjusting section.

Engine Control Switch (ECS) Operation

ECS In Man Start Position

When the ECS is turned to the START position, ECS contacts 1-5 and 6-10 are closed. This sends a start signal (B+) to connector contact 24 of the control board. The control board will then attempt to activate the fuel control solenoid and starting motor.

In order to activate the fuel control solenoid, the control board sends a fuel-on signal (connector contact 9) to the FCR coils through the normally closed (N.C.) contacts of the emergency stop push button (ESPB) and through the optional enclosure E-stop contacts. When the FCR coils receive the fuel-on signal, the normally open (N.O.) contacts 30 and 87 of FCR1 and FCR2 (located in the junction box) close to energize the fuel control solenoid. Fuel is now provided to the engine during starting.

In order to activate the starting motor, the control board sends a start motor signal (connector contact 13) to the starting motor magnetic switch (SMMS1) through the normally closed (N.C.) contacts of the emergency stop push button (ESPB) and through the optional enclosure E-stop contacts. Now, the closed contacts of SMMS1 will energize the pinion solenoid and the starting motor will operate.

After the engine speed reaches crank terminate speed, the control board turns off the start motor signal and SMMS1 is de-energized. Also when crank terminate speed is reached, the control board energizes the internal fault protection timer (FPT). Fifteen seconds after FPT is energized, the control board arms the fault circuits for low oil pressure, high water temperature, and the spare fault.

For additional information regarding faults, see the topic Fault Management.

ECS In Auto Position

When the ECS is turned to the AUTO position, ECS contacts 10-3 and 6-8 are closed. The remote start terminal 57 (located in the DC compartment of the customer connection box) now has B+ (battery positive) voltage. If the remote start switch (customer provided normally open switch) is closed between remote start terminals 57 and 30, the start signal (B+) is passed on to connector contact 24 of the control board. The control board will then attempt to activate the fuel control solenoid and starting motor.

In order to activate the fuel control solenoid, the control board sends a fuel-on signal (connector contact 9) to the FCR coils through the normally closed (N.C.) contacts of the emergency stop push button (ESPB) and through the optional enclosure E-stop contacts.

When the FCR coils receive the fuel-on signal, the normally open (N.O.) contacts 30 and 87 of FCR1 and FCR2 (located in the junction box) close to energize the fuel control solenoid. Fuel is now provided to the engine during starting.

In order to activate the starting motor, the control board sends a start motor signal (connector contact 13) to the starting motor magnetic switch (SMMS1) through the normally closed (N.C.) contacts of the emergency stop push button (ESPB) and through the optional enclosure E-stop contacts. Now, the closed contacts of SMMS1 will energize the pinion solenoid and the starting motor will operate.

After the engine speed reaches crank terminate speed, the control board turns off the start motor signal and SMMS1 is deenergized. Also when crank terminate speed is reached, the control board energizes the internal fault protection timer (FPT). Fifteen seconds after FPT is energized, the control board arms the fault circuits for low oil pressure, high water temperature, and the spare fault.

For additional information regarding faults, see the topic Fault Management.

When the remote start signal is no longer present (remote start switch opens) at connector contact 24 of the control board, the control board removes the fuel-on signal to the coils of FCR1 and FCR2. This de-energizes the fuel control solenoid and the engine shuts down.

ECS In Off/Reset Position

When the ECS is turned to the OFF/RESET position, the start signal is no longer present at the control board (connector contact 24). If the engine is running, the control board removes the fuel-on signal to the coils of FCR1 and FCR2. This de-energizes the fuel control solenoid and the engine shuts down.

Also, when the ECS is turned to the OFF/RESET position, the system reset signal (control board connector contact 24) is no longer at B+ (battery positive) voltage. This tells the control board to reset any fault lamps that were illuminated.

The ECS has two OFF/RESET positions, 6 o'clock and 12 o'clock. Both positions have the same effect on the operation of the control panel. For more ECS contact information, see Engine Control Switch within the topic Control Panel Components.

Engine Shutdown Operation

The engine can be shutdown manually or automatically. The most common method of shutting down the engine is by manually turning the ECS to the OFF/RESET position. For more information on this method, see ECS In OFF/RESET Position within the topic Engine Control Switch (ECS) Operation.

When any one of the following conditions exist, the control board will automatically shutdown the engine and the corresponding fault indicator will illuminate.

* If the engine has not started after three periods of crank and rest, ten seconds each, as determined by the control board.
* If the engine water temperature should rise above the upper limit of the water temperature switch (WTS).
* If the engine oil pressure should fall below the low limit of the engine oil pressure switch (OPS).
* If the engine should overspeed as determined by the control board.
* If the emergency stop push button (ESPB) has been pressed.
* If the spare fault indicator is programmed for shutdown and the spare fault is present. (For a shutdown fault, the spare fault indicator is red in color.)

If the spare fault indicator is programmed for an alarm, the control board illuminates the spare fault indicator. The engine is NOT shutdown. (For an alarm fault, the spare fault indicator is yellow in color.)

To reset the control panel and to turn OFF any of the fault indicators, the ECS must be turned to the OFF/RESET position.

Each of these shutdown methods are described in the topics which follow.

Engine Shutdown Caused By Overcrank

The control board performs an automatic engine shutdown when it has determined that the engine has not started after the total cycle crank time has elapsed. The control board stops the flow of fuel, opens the shunt trip breaker, illuminates the overcrank fault indicator and sounds the optional horn. The engine should not be allowed to start until the fault is corrected.

NOTE: For more information, see the topic Cycle Cranking.

To stop the flow of fuel, the control board removes B+ voltage from the fuel-on output (connector contact 9) of the control board. The coils of FCR1 and FCR2 will deactivate and the N.O. contacts will open. This de-energizes the fuel control solenoid which stops the flow of fuel to the engine and the engine shuts down.

To open the shunt trip breaker, the control board supplies B+ voltage to the shunt trip output (connector contact 17 of the control board). The coil of the shunt trip relay will energize and the circuit breaker main contacts will open. The generator line voltage is now disconnected from service.

To sound the optional alarm, the control board supplies B+ voltage to the general alarm output (connector contact 2 of the control board). The coil of the alarm relay will energize and the normally open contacts will close. Battery positive (B+) is now available at the horn.

Procedure to Restart the Engine.

------ WARNING! ------

To prevent personal injury due to accidental starting of the engine, disconnect the batteries before doing maintenance or repair work.

--------WARNING!------

1. Turn the ECS to OFF/RESET. The overcrank fault indicator turns off. B+ voltage is removed from the start signal input (connector contact 24 of the control board) and from the system reset input (connector contact 22 of the control board).

2. Correct the cause of the overcrank fault. See the topic Shutdown Indicator Troubleshooting in the Testing And Adjusting section.

3. Close the circuit breaker.

4. The system is ready to start when the ECS is placed in the AUTO or START position.

Engine Shutdown Caused By Activating The Emergency Stop Push Button (ESPB)

The control board performs an automatic engine shutdown when it has determined that the ESPB has been pressed. The control board has an emergency stop input (connector contact 20) which connects to the normally open contacts of the ESPB. When the ESPB is pressed, the emergency stop input connects to B- (battery negative) through the now closed contacts of the ESPB. Also when the ESPB is pressed, the ESPB stops the flow of fuel to the engine and prevents the engine from cranking. When the control board receives the emergency stop signal, the control board activates the optional air shutoff solenoid (ASOS), turns off the fuel-on signal, opens the shunt trip breaker, illuminates the emergency stop fault indicator and sounds the optional horn.

NOTE: The process will occur if the control panel ESPB or the optional enclosure ESPB is pressed. The ESPB should NOT be used for normal stopping of the engine.

To stop the flow of fuel to the engine, the ESPB opens the B+ signal from the fuel-on output (connector contact 9) of the control board to the coils of FCR1 and FCR2. The coils of FCR1 and FCR2 will deactivate and the N.O. relay contacts will open. This de-energizes the fuel control solenoid which stops the flow of fuel to the engine and the engine shuts down.

To prevent engine cranking, the ESPB opens the starting motor signal from the starting motor output (connector contact 13) of the control board to the coil of SMMS1. The N.O. relay contacts of SMMS1 will remain open regardless of any attempts by the control board to activate the SMMS1. The starting motor is disabled and the engine will not crank.

To open the shunt trip breaker, the control board supplies B+ voltage to the shunt trip output (connector contact 17 of the control board). The coil of the shunt trip relay will energize and the circuit breaker main contacts will open. The generator line voltage is now disconnected from service.

To sound the optional alarm, the control board supplies B+ voltage to the general alarm output (connector contact 2 of the control board). The coil of the alarm relay will energize and the normally open contacts will close. Battery positive (B+) is now available at the horn.

To stop air intake into the engine, the control board provides a battery negative (B-) output (spade connector on the control board) to energize the air shutoff solenoid (ASOS) of the optional air shut-off damper.

Procedure to Restart the Engine.

------ WARNING! ------

To prevent personal injury due to accidental starting of the engine, disconnect the batteries before doing maintenance or repair work.

--------WARNING!------

1. Turn the ECS to OFF/RESET. The emergency stop fault indicator turns off. Battery positive (B+) voltage is removed from the start signal input (connector contact 24 of the control board) and from the system reset input (connector contact 22 of the control board).

2. Reset the ESPB by turning clockwise. The emergency stop fault indicator turns off.

3. Correct the fault that required the emergency stop.

4. Reset the optional air shut-off damper.

5. Close the circuit breaker.

6. The system is ready to start when the ECS is placed in the AUTO or START position.

Engine Shutdown Caused By Engine Overspeed Fault

The control board performs an automatic engine shutdown when it has determined that the engine speed has increased above the internal overspeed setting (118% of rated speed). The control board monitors engine speed from the magnetic pickup inputs (connector contacts 8 and 10). The control board activates the optional air shutoff solenoid (ASOS), stops the flow of fuel, opens the shunt trip breaker, illuminates the overspeed fault indicator and sounds the optional horn.

NOTE: For more information, see the topic Overspeed Protection.

To stop air intake into the engine, the control board provides a battery negative (B-) output (spade connector on the control board) to energize the air shutoff solenoid (ASOS) of the optional air shut-off damper.

To stop the flow of fuel, the control board removes B+ voltage from the fuel-on output (connector contact 9) of the control board. The coils of FCR1 and FCR2 will deactivate and the N.O. contacts will open. This de-energizes the fuel control solenoid which stops the flow of fuel to the engine and the engine shuts down.

To open the shunt trip breaker, the control board supplies B+ voltage to the shunt trip output (connector contact 17 of the control board). The coil of the shunt trip relay will energize and the circuit breaker main contacts will open. The generator line voltage is now disconnected from service.

To sound the optional alarm, the control board supplies B+ voltage to the general alarm output (connector contact 2 of the control board). The coil of the alarm relay will energize and the normally open contacts will close. Battery positive (B+) is now available at the horn.

Procedure to Restart the Engine.

------ WARNING! ------

To prevent personal injury due to accidental starting of the engine, disconnect the batteries before doing maintenance or repair work.

--------WARNING!------

1. Turn the ECS to OFF/RESET. The overspeed fault indicator turns off. B+ voltage is removed from the start signal input (connector contact 24 of the control board) and from the system reset input (connector contact 22 of the control board).

2. Correct the cause of the engine overspeed fault. See the topic Shutdown Indicator Troubleshooting in the Testing And Adjusting section.

3. Reset the optional air shut-off damper.

4. Close the circuit breaker.

5. The system is ready to start when the ECS is placed in the AUTO or START position.

Engine Shutdown Caused By High Coolant Temperature Fault

The control board performs an automatic engine shutdown when the engine coolant temperature rises above the upper limit of the water temperature switch (WTS). At this time, the WTS closes and provides a B- (battery negative) signal to the coolant temperature input (connector contact 15) of the control board. The control board stops the flow of fuel, opens the shunt trip breaker, illuminates the high coolant temperature fault indicator and sounds the optional horn.

NOTE: The coolant temperature input (connector contact 15) does not become armed until 15 seconds after the engine reaches crank terminate speed. The time delay is controlled by the fault protection timer (FPT), located on the control board. The 15 second time delay allows the engine to be re-started without load, after a high coolant temperature fault in order to circulate water and cool the engine.

To stop the flow of fuel, the control board removes B+ voltage from the fuel-on output (connector contact 9) of the control board. The coils of FCR1 and FCR2 will deactivate and the N.O. contacts will open. This de-energizes the fuel control solenoid which stops the flow of fuel to the engine and the engine shuts down.

To open the shunt trip breaker, the control board supplies B+ voltage to the shunt trip output (connector contact 17 of the control board). The coil of the shunt trip relay will energize and the circuit breaker main contacts will open. The generator line voltage is now disconnected from service.

To sound the optional alarm, the control board supplies B+ voltage to the general alarm output (connector contact 2 of the control board). The coil of the alarm relay will energize and the normally open contacts will close. Battery positive (B+) is now available at the horn.

Procedure to Restart the Engine.

------ WARNING! ------

To prevent personal injury due to accidental starting of the engine, disconnect the batteries before doing maintenance or repair work.

--------WARNING!------

1. Turn the ECS to OFF/RESET. The high coolant temperature fault indicator turns off. B+ voltage is removed from the start signal input (connector contact 24 of the control board) and from the system reset input (connector contact 22 of the control board).

2. Correct the cause of the high coolant temperature fault. See the topic Shutdown Indicator Troubleshooting in the Testing And Adjusting section.

3. Close the circuit breaker.

4. The system is ready to start when the ECS is placed in the AUTO or START position.

Engine Shutdown Caused By Low Oil Pressure Fault

The control board performs an automatic engine shutdown when the engine oil pressure has fallen below the low limit of the engine oil pressure switch (OPS). At this time, the OPS closes and provides a B- signal to the oil pressure input (connector contact 7) of the control board. The control board stops the flow of fuel, opens the shunt trip breaker, illuminates the low oil pressure fault indicator and sounds the optional horn.

NOTE: The oil pressure input (connector contact 7) does not become armed until 15 seconds after the engine reaches crank terminate speed. The time delay is controlled by the fault protection timer, located on the control board. The 15 second time delay allows the engine to be re-started without load, after a low oil pressure fault in order to allow oil pressure to build and lubricate the engine.

To stop the flow of fuel, the control board removes B+ voltage from the fuel-on output (connector contact 9) of the control board. The coils of FCR1 and FCR2 will deactivate and the N.O. contacts will open. This de-energizes the fuel control solenoid which stops the flow of fuel to the engine and the engine shuts down.

To open the shunt trip breaker, the control board supplies B+ voltage to the shunt trip output (connector contact 17 of the control board). The coil of the shunt trip relay will energize and the circuit breaker main contacts will open. The generator line voltage is now disconnected from service.

To sound the optional alarm, the control board supplies B+ voltage to the general alarm output (connector contact 2 of the control board). The coil of the alarm relay will energize and the normally open contacts will close. Battery positive (B+) is now available at the horn.

Procedure to Restart the Engine.

------ WARNING! ------

To prevent personal injury due to accidental starting of the engine, disconnect the batteries before doing maintenance or repair work.

--------WARNING!------

1. Turn the ECS to OFF/RESET. The low oil pressure fault indicator turns off. B+ voltage is removed from the start signal input (connector contact 24 of the control board) and from the system reset input (connector contact 22 of the control board).

2. Correct the cause of the low oil pressure fault. See the topic Shutdown Indicator Troubleshooting in the Testing And Adjusting section.

3. Close the circuit breaker.

4. The system is ready to start when the ECS is placed in the AUTO or START position.

Engine Shutdown Caused By Spare Fault

The control board provides one spare fault input (connector contact 12). Various optional factory devices or a customer provided device can be connected to the spare fault input. The response of the control board to a spare fault is selectable to be either an alarm fault or a shutdown fault. Also, whether to include or exclude the fault protection timer (FPT) is selectable for the spare fault. A battery negative (B-) signal at the spare fault input causes the control board to respond in the pre-selected manner (alarm vs. shutdown, FPT vs. no FPT). On the front panel, the spare fault indicator is yellow for an alarm fault or red for a shutdown fault. For more information, see the topic Fault Management.

Some of the optional factory devices that can be connected to the spare fault input are:

Engine Coolant Loss Sensor

Over/Under Voltage Relay

Ground Fault Relay

Low Fuel Level Switch

High Fuel Level Switch

NOTE: If the spare fault is selected to be an alarm fault, the only response of the control board is to illuminate the spare fault indicator (amber in color) and to energize the general alarm output. After the alarm type of fault is corrected, the spare fault indicator is reset by activating the lamp test switch.

Description of spare fault shutdown. The following description applies to a spare fault that has been previously selected to be a shutdown type of fault.

The control board performs an automatic engine shutdown when the spare fault device provides a B- signal to the spare fault input (connector contact 12) of the control board. The control board stops the flow of fuel, opens the shunt trip breaker, illuminates the spare fault indicator (red in color) and sounds the optional horn.

To stop the flow of fuel, the control board removes B+ voltage from the fuel-on output (connector contact 9) of the control board. The coils of FCR1 and FCR2 will deactivate and the N.O. contacts will open. This de-energizes the fuel control solenoid which stops the flow of fuel to the engine and the engine shuts down.

To open the shunt trip breaker, the control board supplies B+ voltage to the shunt trip output (connector contact 17 of the control board). The coil of the shunt trip relay will energize and the circuit breaker main contacts will open. The generator line voltage is now disconnected from service.

To sound the optional alarm, the control board supplies B+ voltage to the general alarm output (connector contact 2 of the control board). The coil of the alarm relay will energize and the normally open contacts will close. Battery positive (B+) is now available at the horn.

Procedure to Restart the Engine.

------ WARNING! ------

To prevent personal injury due to accidental starting of the engine, disconnect the batteries before doing maintenance or repair work.

--------WARNING!------

1. Turn the ECS to OFF/RESET. The spare fault indicator turns off. B+ voltage is removed from the start signal input (connector contact 24 of the control board) and from the system reset input (connector contact 22 of the control board).

2. Correct the cause of the spare fault. See the topic Shutdown Indicator Troubleshooting in the Testing And Adjusting section.

3. Close the circuit breaker.

4. The system is ready to start when the ECS is placed in the AUTO or START position.

Caterpillar Information System:

GENERATOR SET CONTROL PANEL FOR SWITCHGEAR CONVERSION Testing And Adjusting
GENERATOR SET CONTROL PANEL FOR SWITCHGEAR CONVERSION Systems Operation
KCR-760 VOLTAGE REGULATOR FOR SR4 HV Testing And Adjusting
KCR-760 VOLTAGE REGULATOR FOR SR4 HV Systems Operation
KCR-760 VOLTAGE REGULATOR FOR SR4 HV Application
KCR-760 VOLTAGE REGULATOR FOR SR4 HV General information
3500B Engine For Marine Auxiliary Power Electrical System 132-8269-00 3500B Engine For Marine Auxiliary Power Electrical System 132-8269-00
Caterpillar 3500B Engine For Marine Propulsion Electrical System Caterpillar 3500B Engine For Marine Propulsion Electrical System
3500B Engine for Electric Power Generation with Switchgear Conversion (Interactive) 132-8095 3500B Engine for Electric Power Generation with Switchgear Conversion (Interactive) 132-8095
3500B for Electrical Power Generation with EMCP Electrical System (For Serial Numbers 4GM171-UP,8RM175-UP,6HN138-UP,6PN249-UP,6WN114-UP,7RN428-UP,1NW1-148,2HW1-311,4AW1-1089) All Other Serial Number 1-UP) (Interactive) 132-8096 3500B for Electrical Power Generation with EMCP Electrical System (For Serial Numbers 4GM171-UP,8RM175-UP,6HN138-UP,6PN249-UP,6WN114-UP,7RN428-UP,1NW1-148,2HW1-311,4AW1-1089) All Other Serial Number 1-UP) (Interactive) 132-8096
BENDIX AIR COMPRESSOR 1W150R AIR COMPRESSO Air Compressor Troubleshooting
BENDIX AIR COMPRESSOR 1W150R AIR COMPRESSO Torque Specifications
GENERATOR SET CONTROL PANEL WITH AUTO START/STOP Testing And Adjusting
ELECTRONIC MODULAR CONTROL PANEL II+ (EMCP II+) FOR PEEC ENG Systems Operation
ELECTRONIC MODULAR CONTROL PANEL II+ (EMCP II+) FOR PEEC ENG Testing And Adjusting
3406E TRUCK ENGINE Air Compressor - Remove and Install
3406E TRUCK ENGINE Fuel Priming Pump
3406E TRUCK ENGINE Fuel Filter and Base
3406E TRUCK ENGINE Fuel Transfer Pump
3406E TRUCK ENGINE Electronic Control Module
3406E TRUCK ENGINE Electronic Unit Injectors
3406E TRUCK ENGINE Injector Sleeves
3406E TRUCK ENGINE Electric Starting Motor
3406E TRUCK ENGINE Turbocharger
Back to top
The names Caterpillar, John Deere, JD, JCB, Hyundai or any other original equipment manufacturers are registered trademarks of the respective original equipment manufacturers. All names, descriptions, numbers and symbols are used for reference purposes only.
CH-Part.com is in no way associated with any of the manufacturers we have listed. All manufacturer's names and descriptions are for reference only.