GENERATOR SET CONTROL PANEL WITH AUTO START/STOP Caterpillar


Testing And Adjusting

Usage:

Introduction

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

When servicing or repairing electric power generation equipment, do the following:

a. Make sure the unit is off-line (disconnected from utility power service and/or other generators) and either locked out or tagged DO NOT OPERATE.
b. Make sure the generator engine is stopped.
c. Make sure all batteries are disconnected.
d. Make sure all capacitors are discharged.

When power generation equipment is in operation to make tests and/or adjustments, high voltage and current are present. Make sure the testing equipment is designed for and correctly operated for the high voltage and current tests. Failure of improper test equipment presents a high voltage shock hazard to its user.

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

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

When the engine-generator, or any source to which the engine-generator is synchronized to, is operating, voltages up to 600V are present in the control panel.

Do NOT short these terminals with line voltage to ground with any part of the body or any conductive material. Loss of life or injury could result from electrical shock or injury from molten metal.

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

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

Do NOT connect generator to a utility electrical distribution system, unless it is isolated from the system. Personal injury or death is possible by electrical feedback into the distribution system.

Open and secure main distribution system switch or, if the connection is permanent, install a double throw transfer switch to prevent electrical feedback. Some generators are specifically approved by a utility to run in parallel with the distribution system and isolation is NOT required. Always check with the utility as to the applicable circumstances.

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

Service Tools

Control Board Adjustments


Control Board Removed from control panel for clarity 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).

Cycle Crank Adjustment

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 = crank time = 0.3 to 24 seconds

CYTOFF potentiometer = rest time = 0.3 to 24 seconds

DT potentiometer = crank duration timer = 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.

Procedure For Cycle Crank Adjustment

NOTE: Follow this entire procedure if it is desired to completely reset all timers. Otherwise follow only those steps relevant to the particular timer(s) you need to adjust.

1. Disconnect the B+ (battery positive) wire from the starting motor pinion solenoid. The B+ wire from the pinion solenoid should remain disconnected throughout this procedure.

2. Locate the three adjustment potentiometers CYTON, CYTOFF, and DT on the control board.

3. Turn the DT potentiometer fully clockwise.

4. Turn the CYTOFF potentiometer fully counterclockwise and then 1/2 turn clockwise.

5. Turn the CYTON potentiometer fully counterclockwise and then 1/4 turn clockwise.

6. Using a test light or voltmeter, monitor the DC voltage between B- and the starting motor output (connector contact 13) of the control board. DO NOT disconnect the connector on the control board. This starting motor signal is available at various points inside the control panel or out on the engine.

7. Turn the ECS to the START position.

Begin timing how long the engine attempts to crank before it rests.

If the crank time is less than the desired time, turn the CYTON potentiometer clockwise to increase the crank time or counterclockwise to decrease the crank time.

Verify the adjustment by repeating this step (Step 7) until the desired crank time is achieved. Turn the ECS to OFF/RESET before repeating this step.

8. Turn ECS to OFF/RESET then to START.

Begin timing how long the engine rests between the attempted cranks.

If the rest time is less than the desired time, turn the CYTOFF potentiometer clockwise to increase the rest time or counterclockwise to decrease the rest time.

Verify the adjustment by repeating this step (Step 8) until the desired rest time is achieved. Turn the ECS to OFF/RESET before repeating this step.

9. Turn the DT potentiometer fully counterclockwise and then clockwise 1/2 turn.

10. Turn ECS to OFF/RESET then to START position.

Observe the total time from beginning of crank until overcrank fault is initiated (overcrank fault indicator turns ON).

Adjust the DT potentiometer accordingly to provide the desired number of crank attempts. Turn the DT potentiometer clockwise to increase total crank time and counterclockwise to decrease total crank time.

The duration time must equal or slightly exceed the sum of the crank time and rest time for the desired number of total crank attempts.

Repeat this step (Step 10) until the duration timer is adjusted properly.

11. Reconnect the B+ wire to the starting motor pinion solenoid.

Fault Protection Timer (FPT) Adjustment

Immediately after engine startup, certain 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 with the FPT potentiometer in order 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 operates 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.

Procedure For Fault Protection Timer (FPT) Adjustment

This procedure uses the spare fault input (connector contact 12 of the control board) as the test input.

1. Make sure that the spare fault input is programmed as a shutdown type of fault. Otherwise the FPT does not function for the spare fault. See the topic Spare Fault Programming.

2. Place a jumper wire between B- (battery negative) (wire 2) and the spare fault input (wire SF1 or wire 18). DO NOT disconnect the connector on the control board. This spare fault signal is available at various points inside the control panel.

3. Locate the FPT potentiometer on the control board. Turn the FPT potentiometer fully counterclockwise and then 1/4 turn clockwise.

4. Turn ECS to OFF/RESET and then to START.

Begin timing how long after the engine reaches crank terminate speed until the spare fault indicator turns ON (also the engine shuts down).

If the FPT time is less than the desired time, turn the FPT potentiometer clockwise. If the FPT time is greater than desired time, turn the FPT potentiometer counterclockwise.

Verify the adjustment by repeating this step (Step 4) until the desired FPT time is achieved. Make sure that the new FPT time delay will allow proper start up of the engine.

5. Remove the link installed for Step 1. If required, return the spare fault programming to original programming.

Overspeed Adjustment

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 overspeed setpoint can be set for either 118% or 125% of rated speed. The setpoint must also be adjusted for a precise setting. The SW2 switch is used to select the overspeed setpoint. The OSSET potentiometer is used in conjunction with the L6CAL indicator to adjust the selected overspeed setpoint.

NOTE: The OSSET potentiometer should be adjusted so that at rated speed, L6CAL is just lighting or extinguishing. If the engine speed is less than or equal to the overspeed setpoint, the L6CAL will be illuminated. If the engine speed is greater than or equal to the overspeed setpoint, the L6CAL will NOT be illuminated.

Procedure For Overspeed Setpoint Adjustment

1. Start the engine and adjust the RPM to rated speed.

2. Locate SW2, OSSET, and L6CAL on the control board.

3. Set switch SW2 to desired position:

Position 1 = 118%

Position 2 = 125%

4. Observe L6CAL.

* If L6CAL is ON, turn OSSET potentiometer counterclockwise until L6CAL turns OFF.
* If L6CAL is OFF, turn OSSET potentiometer clockwise until L6CAL turns ON.

5. Once the proper setpoint has been located, adjust OSSET potentiometer until L6CAL is just turning ON.

Spare Fault Programming

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

Procedure For Programming The Fault Type (Alarm Or Shutdown) Of The Spare Fault Input

1. Locate SW1 on the control board.

2. Place pole 1 of SW1 in:

Position SD for shutdown

Position WG for alarm

Procedure For Programming FPT (Include Or Exclude) Of The Spare Fault Input

1. Locate switch SW3 on the control board.

2. Place pole 1 of SW3 in:

Position FPTIN to include the FPT

Position FPTOUT to exclude the FPT

Shutdown Indicator Troubleshooting

Overcrank Indicator

To find the cause of an overcrank shutdown, perform this procedure.

1. Check Obvious Causes.

a. Check the fuel level and quality. Refer to the Engine Service Manual.

b. Check for a plugged fuel filter. Refer to the Engine Service Manual.

c. Check for a plugged air filter. Refer to the Engine Service Manual.

d. Check air shutoff solenoid (if equipped) for activation. The solenoid must be deactivated for the engine to start or run.

e. Check fuses F1 (located in control panel) and F14 (located in junction box). If either is blown, proceed to Step 13.

f. Check 20A DC circuit breaker CB2 (located in junction box). If the breaker is tripped, proceed to Step 14.

2. Check battery voltage.

a. With the engine off, measure the system voltage at the batteries.

Expected Result: The voltage should be from 24.8 to 29.5 DCV.

Results:

* OK - Proceed to next step.
* Not OK - Further checking of the battery system is necessary. Go to the topic Charging System Test.

3. Check engine starting function. Steps 3 through 8 require voltage measurements to be made during simulated engine cranking. The starting motor is disabled. More than one attempt maybe necessary in order to complete these steps.

a. Disconnect the B+ wire on the pinion solenoid of the starting motor. The B+ wire remains disconnected for all of the remaining steps of this procedure.

b. Prepare to measure the DC voltage from the disconnected B+ pinion solenoid wire to B- (battery negative).

c. Turn the ECS to OFF/RESET and then to START.

d. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore, the starting motor is faulty. Repair or replace the starting motor. Refer to the Engine or Starting Motor Service Manual. STOP.
* Not OK - Proceed to next step.

4. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 25 (located in the junction box) to B- (battery negative).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore the engine wire harness between the junction box and the starting motor is faulty. Repair or replace the engine wire harness. See the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.
* Not OK - Proceed to next step.

5. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Check the 20A DC circuit breaker CB2 located inside the junction box to ensure that it is not tripped. If it is tripped, reset it and repeat Step 4. If after repeating Step 4 the breaker trips again, proceed to Step 14, Troubleshoot Tripped Breaker, otherwise proceed.

b. Measure the DC voltage on each side of the CB2.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Proceed to next step.
* Not OK - Therefore the engine wire harness between the junction box and the starting motor is faulty. Repair or replace the engine wire harness. See the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.

6. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 4 at the SMMS (located in the junction box) to B- (battery negative).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore the starting motor magnetic switch (SMMS) is faulty. Troubleshoot the SMMS and the related wiring. See the topic Magnetic Switch Test. Also, see the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.
* Not OK - Proceed to next step.

7. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 4 at the sub-panel to B- (battery negative).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore either the wiring between the sub-panel terminal and DC connector No. 2 or the engine wiring harness between DC connector No. 2 and the junction box is faulty. Repair or replace the engine wire harness. See the Schematics & Wiring Diagram section. STOP.
* Not OK - Proceed to next step.

8. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 14 (connector contact 13 of the control board) to B- (battery negative).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore the emergency stop push button (ESPB) or the related wiring is faulty. Troubleshoot the ESPB and the related wiring. See the Schematics & Wiring Diagram section. STOP.
* Not OK - Proceed to next step.

9. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 30 (start signal) (connector contact 24 of the control board) to B- (battery negative).

b. Turn the ECS to OFF/RESET and then to START.

c. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore the control board is faulty. Replace the control board. STOP.
* Not OK - Proceed to next step.

10. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 23 (at ECS terminal 6) to B- (battery negative).

b. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore the ECS is faulty. Replace the ECS. STOP.
* Not OK - Either Fuse 1 (F1) is bad or the wiring between F1 and the ECS is faulty. Another possible cause would be an open circuit at the remote stop link (if equipped). Proceed to next step.

11. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 7 (at the terminal of F1) to B- (battery negative).

b. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Therefore the wiring between F1 and the ECS is faulty. Repair or replace the wiring. See the Schematics & Wiring Diagram section. STOP.
* Not OK - Proceed to next step.

12. Check engine starting function (continued). The conditions of Step 3 remain in effect (B+ wire disconnected from pinion solenoid).

a. Prepare to measure the DC voltage from wire 1 (at the terminal of F1) to B- (battery negative).

b. Measure the voltage.

Expected Result: The voltage should be the same as the system voltage noted in Step 2, ±2.0 DCV.

Results:

* OK - Proceed to next step.
* Not OK - Therefore the wiring between fuse F1 and DC connector No. 2 and/or the wiring between DC connector No. 2 and the starting motor is faulty. Repair or replace the wiring as necessary. See the Schematics & Wiring Diagram section. STOP.

13. Troubleshoot blown fuse.

a. Remove fuse F1 from the holder.

b. Measure the resistance between the fuse terminal and B- (battery negative).

Expected Result: A short to B- will measure 5 ohms or less.

Results:

* OK - Resistance is greater than 5 ohms and fuse is no longer blowing. Carefully check ALL wires connected to the appropriate terminal of F1 for abrasion or worn spots in the insulation that could be causing the short. Check wires in the panel and on the engine harness itself. See the various wiring diagrams in the Schematics & Wiring Diagram section. Repair or replace wiring as necessary. STOP.
* Not OK - Resistance is 5 ohms or less. There is a short to B-. See the Schematics & Wiring Diagram section. Remove one component or wire at a time that is in series with fuse F1 until the faulty component or wire is isolated. Repair or replace faulty component or wiring. STOP.

14. Troubleshoot tripped circuit breaker. This Step continues troubleshooting from Step 1 or Step 5.

a. With circuit breaker tripped, measure the resistance between wire 24 and B- (battery negative).

Expected Result: A short to B- will measure 5 ohms or less.

Results:

* OK - Resistance is greater than 5 ohms and circuit breaker is no longer tripping. Carefully check ALL wires connected to the appropriate load terminal of CB2 for abrasion or worn spots in the insulation that could be causing the short. Check wires in the junction box and on the engine harness itself. See the various wiring diagrams in the Schematics & Wiring Diagram section. Repair or replace wiring as necessary. STOP.
* Not OK - Resistance is 5 ohms or less. There is a short to B-. See the Schematics & Wiring Diagram section. Remove one component or wire at a time that is in series with CB2 until the faulty component or wire is isolated. Repair or replace faulty component or wiring. STOP.

High Coolant Temperature

To find the cause of a high coolant temperature shutdown, perform this procedure.

1. Check Obvious Causes.

a. Check the water level.

b. Check the fan belts.

c. Check for other obvious causes of high water temperature.

Expected Result: No obvious cause should exist.

Results:

* OK - Proceed to next step.
* Not OK - An obvious cause does exist. Correct the fault. Refer to the Engine Service Manual. STOP.

2. Check High Coolant Temperature Function.

a. Turn the ECS to OFF/RESET and then to START.

b. Allow water temperature to stabilize.

c. Check and note the actual water temperature showing on the water temperature gauge (WTG).

Expected Result: The actual temperature showing on the WTG should be less than trip point of the water temperature switch (WTS). The control board should not shutdown the engine due to high coolant temperature.

Results:

* OK - The actual temperature is less than the trip point of the WTS and the high coolant temperature indicator is OFF. Problem is not present now. Problem may be intermittent. Check the harness and all electrical connections of the coolant temperature circuit; see the topic Electrical Connector Inspection. STOP.
* OK - The actual temperature is less than the trip point of the WTS and the high coolant temperature indicator is ON. Proceed to next step.
* Not OK - Actual temperature showing is greater than the trip point of the WTS. The temperature is correct for a high coolant temperature shutdown. Therefore the engine should shutdown and the high coolant temperature indicator should be ON. The WTS and the control board are operating properly. Refer to the Engine Service Manual to find the cause of high coolant temperature. STOP.

NOTE: If desired, check the accuracy of the water temperature sending unit (WTSU) and the water temperature switch (WTS). Install an accurate engine coolant temperature gauge with the sensing element in an area of high coolant flow and as close as possible to the WTS and the WTSU.

3. Check High Coolant Temperature Function (continued).

a. Turn the ECS to OFF/RESET and then to START.

b. Disconnect the engine harness from the WTS.

c. Measure the resistance from contact A to contact B of the WTS.

Expected Result: The resistance should measure 5 ohms or less.

Results:

* OK - The resistance is 5 ohms or less and the coolant temperature is less than the trip point temperature. The WTS is faulty. Replace the WTS. STOP.
* Not OK - Resistance is greater than 5 ohms. Proceed to next step.

4. Check High Coolant Temperature Function (continued).

a. Turn the ECS to OFF/RESET and then to START.

b. Disconnect the engine harness from the WTS.

c. Measure the resistance from connector contact 15 of the control board to B- (battery negative).

Expected Result: The resistance should measure 5 ohms or less.

Results:

* OK - The resistance is 5 ohms or less. Wire harness is shorted to B- between the coolant temperature signal (connector contact 15 of the control board) and contact A of the WTS harness connector. See the Schematics & Wiring Diagram section. Remove one component or wire at a time that is in series with the coolant temperature signal (connector contact 15 of the control board) until the faulty component or wire is isolated. Repair or replace the faulty component or wiring. STOP.
* Not OK - Resistance is greater than 5 ohms. Therefore, the control board is faulty. Replace the control board. STOP.

Low Oil Pressure Indicator

To find the cause of a low oil pressure shutdown, perform this procedure.

1. Check Obvious Causes.

a. Check for low oil pressure.

b. Check the oil level.

c. Check for oil leaks.

d. Check for other obvious causes of low oil pressure.

Expected Result: No obvious cause should exist.

Results:

* OK - Proceed to next step.
* Not OK - An obvious cause does exist. Correct the fault. Refer to the Engine Service Manual. STOP.

2. Check Low Oil Pressure Function.

a. Turn the ECS to OFF/RESET and then to START.

b. Allow oil pressure to stabilize.

c. Check and note the actual oil pressure showing on the oil pressure gauge (OPG).

Expected Result: The actual pressure showing on the OPG should be greater than the trip point of the oil pressure switch (OPS). The control board should not shutdown the engine due to low oil pressure.

Results:

* OK - The actual oil pressure is greater than the trip point of the OPS and the low oil pressure indicator is OFF. Problem is not present now. Problem may be intermittent. Check the harness and all electrical connections of the oil pressure circuit; see the topic Electrical Connector Inspection. STOP.
* OK - The actual oil pressure is greater than the trip point of the OPS and the low oil pressure indicator is ON. Proceed to next step.
* Not OK - Actual pressure showing is less than the trip point of the OPS. The pressure is correct for a low oil pressure shutdown. Therefore the engine should shutdown and the low oil pressure indicator should be ON. The OPS and the control board are operating properly. Refer to the Engine Service Manual to find the cause of low oil pressure. STOP.

NOTE: If desired, check the accuracy of the oil pressure sending unit (OPSU) and the oil pressure switch (OPS). Install an accurate engine oil pressure gauge with the sensing element in an area as close as possible to the OPS and the OPSU.

3. Check Low Oil Pressure Function (continued).

a. Turn the ECS to OFF/RESET and then to START.

b. Let the oil pressure stabilize. Note oil pressure reading.

c. Disconnect the engine harness from the OPS.

d. Measure the resistance from contact A to contact C of the OPS.

Expected Result: The resistance should measure 5 ohms or less.

Results:

* OK - The resistance is 5 ohms or less and the oil pressure is less than the trip point pressure. The OPS is faulty. Replace the OPS. STOP.
* Not OK - Resistance is greater than 5 ohms. Proceed to next step.

4. Check Low Oil Pressure Function (continued).

a. Turn the ECS to OFF/RESET and then to START.

b. Disconnect the engine harness from the OPS.

c. Measure the resistance from connector contact 7 of the control board to B- (battery negative).

Expected Result: The resistance should measure 5 ohms or less.

Results:

* OK - The resistance is 5 ohms or less. Wire harness is shorted to B- between the oil pressure signal (connector contact 7 of the control board) and contact C of the OPS harness connector. See the Schematics & Wiring Diagram section. Remove one component or wire at a time that is in series with the oil pressure signal (connector contact 7 of the control board) until the faulty component or wire is isolated. Repair or replace the faulty component or wiring. STOP.
* Not OK - Resistance is greater than 5 ohms. Therefore, the control board is faulty. Replace the control board. STOP.

Overspeed Indicator

To find the cause of an engine overspeed shutdown, perform this procedure.

1. Check For Possible Causes.

a. Check for possible causes of the engine overspeed condition. Refer to the Engine Service Manual and/or the Governor Service Manuals.

Expected Result: No cause should be found.

Results:

* OK - Proceed to next step.
* Not OK - The cause is found. Repair or replace the necessary engine or governor components. STOP.

2. Check Engine Overspeed Function.

NOTE: Take precautions to stop the engine manually when performing this Step.

a. If possible disable the engine from reaching rated speed.

b. Turn the ECS to OFF/RESET and then to START.

c. Slowly increase the RPM to rated speed.

Expected Result: The engine should not overspeed and the control board should not shutdown the engine or turn ON the overspeed fault indicator.

Results:

* OK - The engine reaches rated speed and the control board does not shut down the engine or turn ON the overspeed fault indicator. The system is functioning properly. Verify that the overspeed setpoint is set correctly. See the topic Overspeed Adjustment. STOP.
* Not OK - The engine overspeeds and the control board shuts down the engine and turns ON the overspeed fault indicator. Refer to the Engine Service Manual and/or the Governor Service Manual to find the cause of the problem. STOP.

Emergency Stop Indicator

To find the cause of a emergency stop shutdown, perform this procedure.

1. Check Obvious Causes.

a. The control panel ESPB has been pressed.

b. The optional enclosure ESPB has been pressed.

Expected Result: Either the control panel or the optional enclosure ESPB has been pressed. The emergency stop fault indicator is ON.

Results:

* OK - The system is operating properly. Someone has pushed the ESPB. Investigate the need for the emergency stop. Reset all emergency stop buttons and clear all faults, by turning ECS to OFF/RESET. Return the ECS to AUTO or START once the need for the emergency stop has been identified and the problem solved. STOP.
* Not OK - Neither emergency stop push buttons have been pressed, but the emergency stop fault indicator is ON. Proceed to the next step.

2. Check ESPB Circuitry.

a. Turn the ECS to OFF/RESET.

Expected Result: The emergency stop fault indicator should turn OFF.

Results:

* OK - The emergency stop fault indicator is no longer ON. The system is working properly. Problem is not present now. Problem may be intermittent. Check the harness and all electrical connections of the ESPB circuit; see the topic Electrical Connector Inspection. STOP.
* Not OK - The emergency stop fault indicator does NOT turn OFF or it turns back ON after the ECS has been placed in OFF/RESET. Proceed to next step.

3. Check ESPB Circuitry (continued).

a. Prepare to measure the resistance from connector contact 20 of the control board to B- (battery negative).

b. Measure the resistance.

Expected Result: The resistance should measure 5 ohms or less.

Results:

* OK - The resistance is 5 ohms or less. The wire harness is shorted to B- between the emergency stop signal (connector contact 20 of the control board) and the ESPB. See the Schematics & Wiring Diagram section. Remove one component or wire at a time that is in series with the emergency stop signal (connector contact 20 of the control board) until the faulty component or wire is isolated. Repair or replace the faulty component or wiring. STOP.
* Not OK - Resistance is greater than 5 ohms. Therefore, the control board is faulty. Replace the control board. STOP.

Low Coolant Level Indicator (Optional)

To find the cause of a low coolant level shutdown, perform this procedure.

NOTE: If your engine is factory equipped with an optional low coolant loss sensor, it will be wired to the spare fault input and will illuminate the 5th indicator. It will be labeled as Low Coolant Level.

1. Check Coolant Level.

a. Check the level of the engine coolant; Refer to the Operations & Maintenance Manual for the engine.

Expected Result: The coolant level should be at the proper level and should be above the probe of the coolant loss sensor.

Results:

* OK - Proceed to the next step.
* Not OK - Coolant level is not correct. Find and correct cause. Refer to the Engine Service Manual. STOP.

2. Check Low Coolant Level Function.

a. Turn ECS to OFF/RESET then to START.

b. Wait approximately 15 to 20 seconds.

Expected Result: Engine continues to run and the low coolant level fault indicator is OFF.

Results:

* OK - The fault may be intermittent. Check harness and all electrical connections of the low coolant level circuit; see the topic Electrical Connector Inspection. STOP.
* Not OK - Engine shuts down and low coolant level fault indicator is ON. Proceed to next step.

3. Check Low Coolant Level Function (continued).

a. Disconnect the engine harness connector from the coolant loss sensor.

b. Turn ECS to OFF/RESET then to START.

c. Wait approximately 15 to 20 seconds.

Expected Result: Engine continues to run and the low coolant level fault indicator is OFF.

Results:

* OK - Therefore, the engine coolant loss sensor (ECLS) is faulty. Replace the ECLS. STOP.
* Not OK - Engine shuts down and low coolant level fault indicator is ON. Engine and/or control panel wiring between connector contact 12 (spare fault) of the control board and connector contact C of the ECLS connector is shorted to B-. Troubleshoot the harness for the shorted wire. See the Schematics & Wiring Diagrams section. Repair or replace the wiring as necessary. STOP.

Spare Fault Indicator

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. 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

A battery negative (B-) signal at the spare fault input (connector contact 12 of the control board) causes the control board to respond in a pre-selected manner (alarm vs. shutdown). Also, whether to include or exclude the fault protection timer (FPT) is selectable for the spare fault. For more information, see the topic Fault Management.

To troubleshoot the spare fault indicator use a process similar to the preceding procedures for fault indicators.

1. Check for obvious causes related to the responsible device.

2. Check the function of the responsible device. Reset the fault (ECS to OFF/RESET) and verify that the fault still exists.

3. Disconnect the responsible device from the generator set wiring and verify whether the fault still exists.

4. Check for an unwanted short to battery negative (B-) in the wiring to connector contact 12 of the control board.

Undiagnosed Problem Troubleshooting

Undiagnosed problems are NOT accompanied by any type of fault indicator on the control panel. To troubleshoot an undiagnosed problem, find the description that best fits the problem in the Undiagnosed Problem List and proceed to the corresponding procedure.

NOTE: If any fault indicator is showing on the control panel, then proceed to the topic Shutdown Indicator Troubleshooting.

Undiagnosed Problem List

Problem A: Starting motor remains engaged or continues to run after engine has started.

Problem B: No engine shutdown when a shutdown fault occurs.

Problem A

Starting motor remains engaged or continues to run after engine has started.

1. Check Engine Starting Function. The remaining steps of this procedure require checks to be made during simulated engine starting. The fuel delivery system is disabled.

a. Disable the fuel solenoid or the governor to prevent the engine from starting but not from cranking.

b. Prepare to manually stop the engine from cranking, if necessary (disconnect the batteries from the generator set).

c. Turn the ECS to START and allow the engine to crank.

d. Turn the ECS to OFF/RESET.

Expected Result: The engine should stop cranking.

Results:

* OK - Proceed to Step 5.
* Not OK - Engine continues to crank. Proceed to next step.

2. Check Engine Starting Function (continued). The conditions of Step 1 remain in effect (fuel delivery disabled and engine cranking).

a. While the engine is still cranking from the preceding step, push the emergency stop push button (ESPB).

Expected Result: The engine should stop cranking.

Results:

* OK - Check wire 14 from the ESPB to the control board for a short to B+. If a short is not found, replace the control board. STOP.
* Not OK - Engine continues to crank. Proceed to next step.

3. Check Engine Starting Function (continued). The conditions of Step 2 remain in effect (fuel delivery disabled and engine cranking).

a. Stop the engine (disconnect the batteries from the generator set).

b. Remove wire 25 from the starting motor magnetic switch (SMMS1) in the junction box. For dual starting motors, also remove wire 26 from starting motor magnetic switch (SMMS2).

c. Reconnect the batteries to the genset.

d. Turn the ECS to START and attempt to crank the engine.

Expected Result: The engine should not crank.

Results:

* OK - The engine does not crank. Therefore the starting motor magnetic switch (SMMS) or related wiring is faulty. Troubleshoot the SMMS and the related wiring. See the Schematics & Wiring Diagram section. STOP.
* Not OK - Engine continues to crank. Proceed to next step.

4. Check Engine Starting Function (continued). The conditions of Step 3 remain in effect (fuel delivery disabled and engine cranking).

a. Stop the engine (disconnect the batteries from the generator set).

b. Disconnect wire 25 from the pinion solenoid (PS1) of the starting motor. For dual starting motors, also remove wire 26 from pinion solenoid (PS2).

c. Reconnect the batteries to the genset.

d. Turn the ECS to START and attempt to crank the engine.

Expected Result: The engine should not crank.

Results:

* OK - The engine does not crank. Therefore, wire 25 (or wire 26 for dual starting motors) in the engine harness is shorted to battery positive (B+). Troubleshoot the wiring. See the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.
* Not OK - Engine continues to crank. Therefore, the starting motor is faulty. Troubleshoot the starting motor. Refer to the Starting Motor and/or Engine Service Manuals. STOP

5. Check Starting Motor Cycling. This step continues troubleshooting from Step 1. The conditions of Step 1 remain in effect (fuel delivery disabled).

a. Turn the ECS to START.

Expected Result: The starting motor should cycle on and off according to preset cycle crank times. 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.

Results:

* OK - If the starting motor cycles correctly, the problem is not present. STOP.
* Not OK - If the starting motor remains ON and does not stop, the starting motor is faulty. Troubleshoot the starting motor. Refer to the Starting Motor and/or Engine Service Manuals. STOP.

Problem B

No engine shutdown when a shutdown fault occurs.

1. Check Fault Indicator.

a. Turn the ECS to OFF/RESET and then to START.

b. Wait approximately 15 to 20 seconds.

c. Induce a fault that should cause the control board to shutdown the engine. To do so, disconnect the harness from the oil pressure switch. At the harness connector, jumper contact A to contact C. This will mimic a low oil pressure condition (B- at the oil pressure input).

d. Observe the oil pressure fault indicator.

Expected Result: The oil pressure fault indicator should be ON and the engine should shutdown.

Results:

* OK - The control panel is operating correctly for an oil pressure fault. Repeat Step 1 for the other possible shutdown faults. STOP.
* Not OK - If the oil pressure fault indicator is ON and the engine remains running, then proceed to next step.
* Not OK - If the oil pressure fault indicator remains OFF, then the control board is not recognizing the B- signal or it is not responding to the B- signal. Verify that the control board is indeed receiving the B- signal at the oil pressure input (connector contact 7). If the B- signal is being received, the control board is faulty. If the B- signal is not being received, then the related wiring has an open circuit.

2. System Check. The engine remains running and the fault indicator is ON.

a. Turn the ECS to OFF/RESET.

Expected Result: The engine should shutdown.

Results:

* OK - The engine shuts down. The system is functioning properly. Start the engine again. If the fault indicator is ON and the engine does not shutdown, replace the control board. STOP.
* Not OK - The engine does NOT shutdown. Proceed to next step.

3. System Check. The engine remains running and the fault indicator is ON.

a. Push the emergency stop push button (ESPB).

Expected Result: The engine should shutdown.

Results:

* OK - The engine shuts down. Therefore, it is likely that an unwanted battery positive (B+) voltage is keeping the fuel control relay (FCR) activated. Check the related wiring for this unwanted voltage. If necessary, repair or replace the faulty wiring.
* Not OK - The engine does NOT shutdown. Proceed to next step.

4. System Check. The engine remains running and the fault indicator is ON.

a. Remove wire 27 from 1FCR in the junction box.

Expected Result: The engine should shut down.

Results:

* OK - The engine shuts down. The contacts of the FCR are stuck, or there is a wiring error. Troubleshoot the FCR and the related wiring. See the Generator Set Wiring Diagram in the Schematics & Wiring Diagram section. STOP.
* Not OK - If the engine does NOT shutdown, proceed to next step.

5. System Check. The engine remains running and the fault indicator is ON.

a. Disconnect wire 27 from the fuel control solenoid.

Expected Result: The engine should shutdown.

Results:

* OK - The engine shuts down. Therefore, wire 27 is shorted to battery positive (B+) in the engine harness. Troubleshoot and repair the wiring, see the Generator Set Wiring Diagram in the Schematics And Wiring Diagram section. STOP.
* Not OK - The engine does NOT shutdown. Therefore, the fuel shutoff solenoid is stuck or otherwise faulty. Refer to the Engine Service Manual to troubleshoot and repair. STOP.

Electrical Connector Inspection

Many of the troubleshooting procedures in this Testing And Adjusting section require the inspection of electrical connectors and crimp terminals. Do the following steps to test an electrical connector or crimp terminal. If a faulty connection is found, repair the connection. Then return to the original troubleshooting procedures and check to see if the original fault is resolved and/or continue with the original troubleshooting procedure.

NOTE: Avoid unnecessary disconnecting and connecting of connector halves in order to troubleshoot system faults. This practice can cause the connector contacts within the connector to wear out prematurely.

1. Check Control Board Connector. Make sure that the 24-contact harness connector on the control board is aligned and seated properly.

2. Pull Test Each Wire. Each connector contact and wire in the various harness connectors should easily withstand 10 pounds of pull and remain in the connector body. This test checks to see if the wire in each connector contact was crimped properly, and also that the connector contact was inserted into the connector body completely. Repair as needed. When replacing connector contacts, use only the proper crimp tool and make sure that the connector contact and tool are matched to the wire gauge. Connector contacts should always be crimped onto the wire, never soldered.

Also do the pull test for the pre-insulated crimp terminals on the terminal strips. Repair as needed. When replacing crimp terminals, use the proper crimping tool and techniques for the type and brand of crimp terminal. Use an appropriately sized terminal for the wire gage. If desired, crimp-on spade and ring terminals may be soldered to the wire for an improved electrical connection.

3. Visually Inspect Wiring. Look for worn or abraded wires. Check for pinched or damaged harnesses.

4. Visually Inspect Connectors And Crimp Terminals. Verify that connector contacts within the connectors are not corroded or damaged. Verify proper alignment and location of connector contacts within the connector. Verify that the two connector halves are seated and locked together.

Check all crimp terminals for corrosion and damage. When wiggling each wire on a crimp terminal, the ends of the bare wires on the open end of the terminal barrel should be tight and not move. Check tightness of terminal strip screws also. Repair as needed.

5. Check Individual Connector Contacts. This is especially important for intermittent problems. Using a new connector contact, insert it into each of mating connector contacts. Check for a snug fit between the mating connector contacts. Repeat this procedure for the other connector half, using a new connector contact of the correct type.

Magnetic Switch Test (24V)


Junction Box - (cover removed) (Located on the side of the generator terminal box.)
(1) Starting motor magnetic switch (SMMS1). (Also SMMS2 if equipped - not shown.)

The starting motor magnetic switch (SMMS) for 24V systems is mounted in the junction box on the side of the generator terminal box. Two switches are used in dual starting motor systems, one for each starting motor.

Test Procedure

1. Disconnect wire 4 from the panel terminal on the sub-panel within the control panel. Measure the resistance between wire 4 and battery negative (B-). The resistance should measure:

26 to 33 ohms for single starting motor systems.

13 to 17 ohms for dual starting motor systems.

If the resistance is NOT correct, replace the defective magnetic switch. If the resistance is correct, proceed to Step 2.

2. Disconnect the cable going from the pinion solenoid to the starting motor. Do this on both starting motors of a dual starting motor system.

3. At the SMMS, connect a DC voltmeter to the two large terminals: positive lead to wire 24 and negative lead to wire 25. (If the second magnetic switch is tested in a dual starting motor system, then connect negative lead to wire 26.)

NOTE: The jumper wire of Step 4 should remain connected for only ten seconds.

4. Temporarily connect wire 4 to battery positive (B+). Disconnect this wire immediately after the voltage is measured (no more than 10 seconds). The correct measurement changes from approximately 24 DCV to approximately 2 DCV.

If voltage is greater than 2.0 DCV, then replace the magnetic switch. If the switch passes the requirements of Step 1 and 4, it is functioning correctly. Reconnect the wires and cables that were removed in this procedure.

Magnetic Pickup (MPU) Adjustment


Magnetic Pickup (MPU)
(1) Air gap. (2) Locknut.

This adjustment procedure is for the engine magnetic pickup.

1. Remove the magnetic pickup from the flywheel housing. Remove all debris from the tip of the magnetic pickup. Align a ring gear tooth directly in the center of the threaded opening.

2. By hand, screw the pickup into the hole until the end of the pickup just makes contact with the gear tooth.

3. Turn the pickup back out three-fourths turn (270 degrees in the counterclockwise direction).

4. Tighten locknut (2) to 25 ± 5 N·m (18 ± 4 lb ft).

NOTE: Do not allow the pickup to turn as locknut (2) is tightened.

Charging System Test

NOTE: These procedures are for gensets equipped with a charging alternator. Battery charges are the customers responsibility to maintain. To test only the batteries refer to Special Instruction SEHS7633, Battery Test Procedure.

Test Procedure

1. Put a multimeter positive (+) lead on the BAT terminal of the alternator. Put the negative (-) lead on the battery negative (B-) terminal or the frame of the alternator. Put a clamp-on ammeter around the positive output wire of the alternator.

NOTE: Cranking the engine for 30 seconds partially discharges the battery in order to do a charging test. If the battery is already low in charge, skip Step 2 and proceed to Step 3.

2. Disable the fuel solenoid or governor to shut the fuel off and prevent the engine from starting. Do not disable the starting motor. Turn the engine control switch (ECS) to OFF/RESET. To activate the starting motor, temporarily place a jumper from the B+ terminal to wire 4 terminal, at the panel terminal strip on the sub-panel within the control panel. Crank the engine for 30 seconds. Wait for two minutes to cool the starting motor. Crank the engine again for 30 seconds.

3. Enable the fuel solenoid or governor that was disabled in Step 2. Start the engine and run at full throttle. If necessary, jump-start the engine or charge the batteries as required in order to start the engine.

4. Immediately check the output current of the alternator. For correct operation, this initial charging current is equal to or slightly greater than the full rated output current of the alternator. The specified full rated output current of some alternators is:

100-5047 (24V) 50A

3E-7577 (24V) 75A

3E-7578 (24V) 50A

3T-6352 (24V) 60A

4N-3986 (24V) 60A

6N-9294 (24V) 35A

6T-1395 (24V) 35A

7N-9720 (24V) 35A

7T-2095 (24V) 35A

9G-4574 (24V) 35A

9W-3043 (24V) 55A

4N-3987 (32V) 60A

5. For correct operation, within approximately 10 minutes at full throttle (possibly longer depending upon battery size, condition and alternator rating), the specified alternator output voltage is:

24V system ... 26.5 to 29.0 DCV.

See the Fault Conditions And Possible Causes chart.

6. The charging current during this period should taper off to less than approximately 10 amps with accessories turned OFF, depending again upon battery and alternator capabities. See the Fault Conditions And Possible Causes chart.

Schematics & Wiring Diagrams

Abbreviations

Symbols

Air Shutoff System

Audible Alarm System

Electronic 1724/8290 Governor

Engine Coolant Level Sensor

Arming Relay And General Alarm Relay

Motorized Governor

Over/Under Voltage Relay

Start Aid System

Fuel Level Contactor

Automatic Fuel Transfer System - With Free Standing Pumped Fuel Supply

Automatic Fuel Transfer System - With Below Floor Level Pumped Fuel Supply

Automatic Fuel Transfer System With Gravity Fuel Supply

Battery Charger, Jacket Water Heater, and Space Heater

Ground Fault System

Generator Set Wiring Diagram

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