SR4 GENERATOR MOUNTED CONTROL PANEL Caterpillar

Components

Usage:

NOTE: For point to point wiring diagrams, make reference to section in this manual, Point to Point Wiring Diagrams.

NOTE: For specifications on components located on the engine, make reference to the ENGINE SERVICE MANUAL.

CONTROL PANEL DOOR (FRONT VIEW)

CONTROL PANEL DOOR (Top View with Door Open)

ACA: AC Ammeter
ACV: AC Voltmeter
ADR: Alarm Disconnect Relay
AR: Arming Relay
ATD: Arming Delay Timer
AUX: Auxiliary Relay
AVS: Ammeter-Voltmeter Phase Selector Switch
CDM: Cooldown Module
DCV: DC Voltmeter
ENFR: Engine Failure Relay
F1, F2, F3, F4: Fuse
GS: Governor Switch
Hz: Frequency Meter
OCT: Overcrank Timer
OPG: Oil Pressure Gauge
PLS: Panel Lights Switch
PR: Preregulator
RPR: Reverse Power Relay
RPSR: Reverse Power Slave Relay
RR: Run Relay
SAS: Starting Aid Switch
SL: Synchronizing Light
TBA: Terminal Board A
TBB: Terminal Board B
TBC: Terminal Board C
VAR: Voltage Adjust Rheostat
WAR: Warning Alarm Relay
WTG: Water Temperature Gauge
2301: Governor (Electronic)

Standard Components

All panels will have the following standard components.

NOTE: The automatic start/stop module and the manual start/stop module are options and one or the other has to be selected (make reference to section, OPTIONAL COMPONENTS).

Ammeter-Voltmeter Phase Selector Switch (AVS) (Make reference to the AC Schematic)

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

Each of the three positions 1, 2 and 3 allows the operator to check generator output current and voltage for each of the phases 1, 2 and 3 respectively. AC current and AC voltage are checked on the AC ammeter (A) and AC voltmeter (V) respectively.

AC Ammeter (A) (Make reference to the AC Schematic)

AC ammeter (A) gives an indication, in amperes, of the current from each phase of the generator to the load. The AVS connects the ammeter to the current transformers (CT1, CT2 or CT3) on phases (T1, T2 or T3) respectively (make reference to the AVS chart). The CT's transform the actual line current, in its respective phase lead, to a level (approximately 0 to 5 amperes) within the input range of the ammeter. The ammeter is calibrated (has marks) to give an indication of the actual current flow in one phase of the generator.

AC Voltmeter (V) (Make reference to AC Schematic)

The AC voltmeter (V) shows the potential difference (voltage) between phases T1-T2, T2-T3, or T3-T1 at positions 1, 2 or 3 respectively of the AVS.

Frequency Meter (Hz) (Make reference to ACS Schematic)

Frequency meter (Hz) shows the frequency in hertz (cycles per second) of the electricity made when the generator set is in operation. There is a direct relation between the frequency of the electricity and the rpm of the generator set, as shown in following formula:

Connection of the frequency meter to the AC circuit is different depending on whether the control panel is 600 V.A.C. or all others.

AC SCHEMATICS (JIC)

AC SCHEMATICS (IEC)

Voltage Adjust Rheostat (VAR) (Make Reference to AC Schematic)

Voltage adjust rheostat (VAR) is located below the voltmeter and to the left of the frequency meter on the panel front. The rheostat (VAR) takes the place of the voltage level rheostat (R2) located on the generator regulator assembly. It is used to adjust the voltage output of the generator.

NOTE: Make reference to Form No. SENR7968, SR-4 Generator; OPERATION OF GENERATOR; REGULATOR ADJUSTMENT. On generators equipped with a generator mounted control panel, the yellow wire from voltage level rheostat (R2) on the regulator to terminal (7) on the regulator terminal strip has to be disconnected at terminal (7), to allow proper operation with the panel mounted rheostat.

Oil Pressure Gauge (OPG)

Oil pressure gauge (OPG) shows the pressure in both kPa and psi, of engine lubrication oil. As soon as the engine starts and switch ESS (CT) closes, the gauge (OPG) is connected across battery voltage. There is a relation between the current flow in this circuit and the engine oil pressure read on the (OPG). Oil pressure sending unit (OPSU) controls the current flow by a change in resistance according to the change in engine oil pressure.

Water Temperature Gauge (WTG)

Water temperature gauge (WTG) shows the temperature in both degrees centigrade (° C) and Fahrenheit (° F), of engine coolant. As soon as the engine starts and switch ESS (CT) closes, the gauge (WTG) is connected across battery voltage. There is a relation between the current flow in this circuit and the coolant temperature read on (WTG). Water temperature sending unit (WTSU) controls the current flow by a change in resistance according to the change in coolant temperature.

Optional Components

Automatic Start/Stop Module

This start/stop module has an engine control switch (ECS) (four position); an emergency stop pushbutton (ESPB) and four fault light indicators (OCL, OSL, WTL and OPL).

AUTO START/STOP MODULE
ECS Engine Control Switch. ESPB Emergency Stop Pushbutton. OCL Overcrank Light. OPL Low oil pressure light. OSL Overspeed Light. WTL Water Temperature light.

^*Line number - refers to a line on the DC schematic where an electrical item can be located. (Reference the section, HOW TO READ CONTROL PANEL DC SCHEMATICS).

Engine Control Switch (ECS)

The switch (ECS) can be turned to four positions:

STOP position - When turned to this position from the AUTO or MAN positions, the ECS opens across contacts ECS (3 and 4) (line 25) and (1 and 2) (line 24) respectively. When open, these contacts open the circuit to the run relay (RR) (line 23). Relay (RR) de-energizes and shuts down the engine. However, at the same time ECS closes across contacts (19 and 20) (line 27) to maintain battery (B+) to fault relays and fault lights that may have energized under a fault condition. Switch (ECS) should be kept in the STOP position while a fault is being corrected.

OFF/RESET position - If a fault occurs, the engine will automatically shut down and light the particular fault light. The ECS is turned to the STOP position. After the fault is corrected, the ECS is turned to the OFF/RESET position to reset the fault relay and turn off the fault light. Power is still available to panel illumination lights (PIL) (line 13) and the fault lamp test circuit. This position can also be used for normal shutdown of the engine.

ENGINE CONTROL SWITCH (ECS) PARTIAL D.C. SCHEMATIC
(Typical Illustration)
(Reference line numbers on left side.)

AUTO position - For standby application, the ECS is turned to the AUTO position. In this position, the engine starts when remote initiating contact (IC) (line 26) closes.

MAN position - This position starts the engine. If a fault should occur, the panel will automatically shut the engine down and indicate the fault.

Emergency Stop Pushbutton (ESPB)

This button is red in color. It is used to shutdown the engine in an emergency. If the ESPB is used to shut the engine down, the overspeed light (OSL) will light. The OSL and any other fault lights cannot be reset by way of the engine control switch (ECS) while the ESPB is in. After the ESPB is pushed in, it will remain pushed in until reset.

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

To reset the ESPB, rotate the knob in the direction shown on the ESPB. The red button will then move out from the panel.

NOTE: Before starting, check the ESPB mounted on the engine junction box. It has to be in the reset (out) position also.

Four Light Fault Board (FFB)

There are four fault indicator lights and relays mounted on a board assembly. This board assembly is mounted in the automatic (Start/Stop) control module. One of the four lights will light depending on which respective fault occurs:

FOUR LIGHT FAULT BOARD AND SCHEMATIC

FFB: Four light fault board.
IEC: International Electro-Technical Commission.
JIC: Joint Industrial Council.
OCL: Overcurrent light.
OCR: Overcurrent relay.
OPL: Oil pressure light.
OPR: Oil pressure relay.
OSL: Overspeed light.
OSR: Overspeed relay.
WTL: Water temperature light.
WTR: Water temperature relay.

Overcrank light (OCL)

Overspeed light (OSL)

High water temperature light (WTL)

Low oil pressure light (OPL)

When one of the above faults occurs, the respective fault light lights. At the same time, the engine will shutdown.

The light(s) remains lit with switch ECS in the STOP position. It also remains lit and cannot be reset if the ESPB is pushed in.

To reset (turn off) the fault light(s), turn the ECS to the OFF/RESET position.

NOTE: If the fault is due to overspeed, the air shut-off solenoid (on the engine) and speed switch (in the junction box) must be reset before starting the engine.

Each fault light indicator is a combination light and test button. A particular fault lamp can be tested by pushing in on the indicator light.

NOTE: For information on operation of the fault lights and circuits, make reference to the section, AUTOMATIC START/STOP CONTROL PANEL.

Manual Start/Stop Module

The manual start/stop module has an engine control switch (ECS) (three position), emergency stop pushbutton (ESPB) and an engine failure light (EFL).

MANUAL START/STOP MODULE
ECS Engine control switch. EFL Engine failure light. ESPB Emergency stop pushbutton.

^*Line number - refers to aline on the DC schematic where an electrical item can be located. (Reference the section, HOW TO READ CONTROL PANEL DC SCHEMATICS).

Engine Control Switch (ECS)

The switch (ECS) can be turned to three positions:

START position - This position is used to crank the engine. As soon as the engine starts and oil pressure is seen on the gauge, the ECS is released and a spring returns the switch from the START to RUN position.

NOTE: The switch (ECS) should be held in the START position until oil pressure is enough to de-arm the oil pressure failure circuit. Even though the ECS is held in this position, crank termination will automatically occur when the engine senses 400 rpm.

RUN position - This is the position for normal operation after crank termination. In this position, the engine fault circuits are armed. If a fault occurs and the engine shuts down, the ECS should be left in the RUN position until the fault is corrected.

STOP/RESET position - Under normal operation, this ECS position is used to shut down the engine. When the engine shuts down due to a fault, the ECS is turned to STOP/RESET to reset (turn off) the engine failure light (EFL) and permit restart. In all positions, there is power to test the (EFL) and turn on the optional panel illumination lights (PIL).

Emergency Stop Pushbutton

This button is red in color. It is used to shut down the engine in an emergency.

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

To reset the ESPB, rotate the knob in the direction shown on the ESPB. The red button will then move out from the panel to the reset position.

NOTE: Before starting, check the ESPB mounted on the engine junction box. It has to be in the reset (out) position. Also, when the ESPB has been used to shut down the engine, air shutoff has to be reset.

Engine Failure Light

In the manual start/stop module there is only one engine failure light (EFL) indicator. It will light for high water temperature, overspeed and low oil pressure. At the same time, the engine will shutdown.

After the engine has shut down, the EFL indicator remains lit as long as the ECS remains in the RUN position.

When the fault has been corrected, turn the ECS to the STOP/RESET position to reset (turn off) the EFL.

NOTE: If the fault is due to overspeed, both the air shutoff solenoid (on the engine) and the speed switch (in the junction box) must be reset before starting the engine.

The EFL indicator is a combination light and test button. It can be tested by pushing in on the indicator light.

Synchronizing Lights Module

SYNCHRONIZING LIGHTS MODULE

The optional synchronizing lights (SL) module is located on the right side of the panel door (same location as for the optional alarm module). The SL module is not used when the panel is equipped with either the optional 2301 governor or 2301 governor with pre-regulator.

Synchronizing lights (SL) are used as an aid in paralleling units at no load or under load. Each of two lights are across load (utility) and generator output. Together, they indicate when the voltages are in phase so the breaker can be closed to put the generator on line with the load.

NOTE: For a complete explanation on how to parallel two units, make reference to form number SEBU5717, Operation and Maintenance SR-4 and SRCR Generators.

NOTE: For connection of the synchronizing light module and connection of resistor taps in the module, make reference to the section, POINT TO POINT WIRING DIAGRAMS.

Installation of Synchronizing Module

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To avoid electrical shock and personal injury, all on line generator sets must be shutdown before installing or repairing the synchronizing module.

Make an orderly shutdown of all generators connected to the system. Then connect synchronizing module wires to the terminals as follows:

Wire L1 to control panel terminal (L1).

Wire L3 to control panel terminal (L3).

Wire T11 to the load side of fuse F1.

Wire T12 to the load side of fuse F2.

Wire T13 to the load side of fuse F3.

The customer is responsible for providing proper wire and fusing to connect L1 and L3 to the load side of the generator output circuit breaker. (Refer to the AC Schematic).

Adjust the connection of wires T11 and T13 on synchronizing resistors (SLR1) and SLR2) respectively as required for your particular generator AC voltage. Refer to the chart below and the section, POINT TO POINT WIRING DIAGRAMS.

SYNCHRONIZING RESISTOR TAP CONNECTION CHART

NOTE: Remove the synchronizing module cover for access to the resistor taps.

Example: For a generator with 400 volts line to line, T11 and T13 should be connected to tap B on the respective SLR.

Synchronizing Lights Module (With Reverse Power Relay)

NOTE: The synchronizing lights module (with reverse power relay) option looks and operates the same as the module without the reverse power relay with the exception of:

the reverse power relay (RPR) mounted on the back of the module.

the reverse power fault light (RPL) mounted on the front of the panel.

AC SCHEMATICS (INCLUDES SYNCHRONIZING LIGHTS AND REVERSE POWER RELAY MODULE CONNECTIONS) (See section foldout, ABBREVIATIONS AND SYMBOLS for abbreviations)

For information on the synchronizing lights module, make reference to the previous section on the Synchronizing Lights Module.

Introduction

The reverse power relay (RPR) provides system protection when the generator set is in parallel with another unit. If for some reason the engine loses power, the other unit in parallel will attempt to motorize (drive electrically) the engine and generator. Instead of power going OUT, power flows into the failing generator to make it a motor. This reverse flow of power could possibly result in overloading of the other generators and the whole system.

SYNCHRONIZING LIGHTS MODULE (With Reverse Power Relay)

Reverse Power Relay (Automatic Control Panel)

This completes the circuit to the reverse power relay (RPSR) (line 46) and reverse power fault light (RPL) (line 47). Relay (RPSR) energizes to close its contacts across (RPSR) (5 and 8) (line 45) and RPSR (4 and 7) (line 45). The contact across RPSR (4 and 7) closes to latch in relay (RPSR). Contact across RPSR (5 and 8) closes to cause the engine failure relay (ENFR) (line 43) to energize. Relay (ENFR) opens its normally closed contact across ENFR (8 and 2) (line 24) to de-energize the run relay (RR) (line 23) and shutdown the engine. Also, relay (ENFR) closes its normally open contact across ENFR (9 and 6) (line 44) to energize an optional shunt trip device (SHTC) (line 44) which opens the generator circuit breaker. This takes the generator set off line. The shunt trip device is part of the generator power circuit.

After the reverse power fault is corrected, the relay (RPSR) (line 46) and fault light (RPL) (line 47) are reset by turning the engine control switch (ECS) (line 23) to the OFF/RESET position.

The operation of the RPR can be tested by pushing the test button on the RPR while the generator is on load.

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To avoid personal injury from electrical shock, be careful not to touch the high voltage terminals while adjusting the reverse power relay test point.

The relay trip point is field adjustable, but s normally factory set at approximately 15% of the generator rated k W (generator must be on line with at least 15% of rated k W).

For point to point wiring, refer to the section, POINT TO POINT WIRING DIAGRAMS.

Reverse Power Relay (Manual Control Panel)

The reverse power relay (RPR) is a single phase relay which is energized by power (amp-volts) in only one direction (power into generator instead of out). In a reverse power fault, the relay (RPR) (located on AC Schematic) closes its contact across RPR (5 and 6) (line 44) (located on DC schematic). This completes the circuit to the reverse power relay (RPSR) (line 44) and reverse power fault light (RPL) (line 45). Relay (RPSR) energizes to close its contacts across (RPSR) (5 and 8) (line 11) and RPSR (4 and 7) (line 43). The contact across RPSR (4 and 7) closes to latch in relay (RPSR). Contact across RPSR (5 and 8) closes to cause the engine failure relay (ENFR) (line 12) to energize. Relay (ENFR) opens its normally closed contact across ENFR (8 and 2) (line 23) to initiate engine shutdown in the energize to run (ETR) engine system. Relay (ENFR) closes across its contacts (5 and 8) (line 26) to initiate engine shutdown in the energize to shutoff (ETS) engine system. Also, relay (ENFR) closes its normally open contact across ENFR (9 and 6) (line 32) to energize an optional shunt trip device (SHTC) (line 32) which opens the generator circuit breaker. This takes the generator set off line. The shunt trip device is part of the generator power circuit.

D.C. SCHEMATIC - AUTOMATIC CONTROL PANEL (Reverse Power Relay and Shunt Trip Shutdown)

After the reverse power fault is corrected, the relay (RPSR) (line 44) and fault light (RPL) (line 45) are reset by turning the engine control switch (ECS) (line 7) to the STOP/RESET position.

The operation of the RPR can be tested by pushing the test button on the RPR while the generator is on load.

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To avoid personal injury from electrical shock, be careful not to touch the high voltage terminals while adjusting the reverse power relay test point.

The relay trip point is field adjustable, but is normally factory set at approximately 15% of the generator rated kW (generator must be on line with at least 15% of rated kW).

For point to point wiring, refer to the section, POINT TO POINT WIRING DIAGRAMS.

Alarm Module

The alarm module (AM) is an attachment located in the right side of the control panel. The purpose of the (AM) is to give a warning of conditions that can become a problem before they are bad enough to shutdown the engine or keep the engine from starting. It does not shutdown the engine. The (AM) activates its warning system for conditions listed in the chart.

ALARM MODULE

ALM: Alarm.
PAL: Preliminary alarm light.
PB: Alarm silence pushbutton.

Except for the LOI, all alarm circuits are armed all the time. LOI is armed by optional contacts (2 and 3) (line 6) 90 seconds after crank termination. When the engine has one of these conditions, the switch (located on the engine) closes to complete the circuit through the respective indicator in the (AM). The indicators are circuit breakers of the pop out button type. The indicator/circuit breaker is in its normally closed position and allows low current to flow and energize the warning auxiliary relay (WAR).

D.C. SCHEMATIC - MANUAL CONTROL PANEL (Reverse Power Relay and Shunt Trip Shutdown)

When relay (WAR) (line 7) energizes, it closes its contacts across the following terminals:

WAR (4 and 7) (line 10) - This completes a circuit from battery (B+) through alarm disconnect relay ADR (7 and 1) (line 10) to latch in the relay (WAR).

WAR (8 and 5) (line 17) - This completes a circuit from battery (B+) through ADR (8 and 2) (line 17) to energize the alarm (ALM) (line 17) which is a warning horn.

WAR (9 and 6) (line 6) - This allows high current to flow through the low oil indicator terminals (LOI) (2 and 1) (line 6) until the indicator pops out, opening the circuit through LOI (2 and 1). This also closes LOI (4 and 5) (line 12) to energize the preliminary alarm light (PAL) (line 12).

The light (PAL) and the alarm (ALM) operate until they are manually disconnected by the operator. When pushed by the operator, the alarm silence push button (PB) (line 15) closes the circuit to the alarm disconnect relay (ADR) (line 15). Relay (ADR) energizes to open and close its contacts across the following terminals:

ADR (8 and 5) (line 16) - This contact closes to latch in the relay (ADR) (line 15).

ADR (8 and 2) (line 17) - This contact opens to de-energize (silence) the (ALM) (line 17).

ADR (7 and 1) (line 10) - This contact opens to de-energize the relay (WAR) (line 7) which in turn opens its contact across WAR (8 and 5) (line 17). This de-energizes relay (ADR) (line 15) which again arms the ALM circuit for the next alarm. Contact across WAR (9 and 6) (line 6) opens so that when the operator pushes the pop out button of the fault indicator, it resets and opens across its terminals (4 and 5) to disconnect the light (PAL). Also, the contact across WAR (4 and 7) (line 10) opens so that contact across ADR (7 and 1) (line 10) will not energize relay (WAR) (line 7).

NOTE: If the engine still has the same conditions, the alarm system activates again when the push button for the circuit breaker is pushed.

When the engines electronic speed switch (ESS) crank termination (CT) (line 4) closes at 400 rpm, the circuit is completed to the oil pressure timer (OPT) (line 4). Timer (OPT) starts a 90 second time delay before closing its contact across OPT (2 and 3) (line 6). After approximately 90 seconds, timer (OPT) closes across its contact OPT (2 and 3). If initial oil pressure is not built-up, low oil pressure auxiliary switch (LOPAS 1) (line 5) remains closed to complete the circuit to fault indicator (LOI) (line 6) and relay (WAR) (line 7). The alarm system operates normally from this point.

A second optional low oil pressure auxiliary switch (LOPAS 2) (line 6) works in combination with an oil pressure step switch ESS (OPSS). At a certain engine speed ESS (OPSS) starts a 90 second time delay, after which it closes. If oil pressure is not enough to have opened switch (LOPAS 2) then (LOPAS 2) completes the circuit to the low oil pressure indicator (LOI) (line 6) and relay (WAR) (line 7).

Engine failure relay (ENFR) has a contact across normally open ENFR (9 and 6) (line 11) to allow use of the alarm (ALM) (line 17) in the case of an engine overspeed or overcrank fault.

NOTE: This does not cause the preliminary alarm light (PAL) (line 12) to energize.

When the engine has a normal shutdown, ESS (CT) opens to cut power to timer (OPT). Timer (OPT) then opens its contact across OPT (2 and 3) (line 6) to keep indicator (LOI) from activating the alarm system.

Governor Switch

NOTE: The optional governor switch is available on control panels of units using the Caterpillar Hydra-Mechanical or PSG governors equipped with synchronizing motors.

After crank termination, governor switch (GS) is enabled (allow to operate), permitting a change in engine rpm (generator frequency). Move the switch up to increase rpm, down to decrease rpm.

The governor switch makes the synchronizing of generators easier.

Speed Potentiometer

The speed adjust potentiometer (SP) is used with the optional 2301 governor to control engine speed. It's mounted in the panel in the location used by the governor switch in Hydra-Mechanical or PSG governor units. See section, 2301 Governor and 2301 Governor With Pre-Regulator. The engine speed can be adjusted up or down by turning the potentiometer.

2301 Governor and 2301 Governor With Pre-Regulator

This option is available for only non-paralleling applications.

ALARM MODULE (and partial control panel and engine) SCHEMATIC (See section foldout, ABBREVIATIONS AND SYMBOLS for abbreviations)

This option provides a control panel mounted 2301 governor with a fuse (F4) or an optional pre-regulator which are mounted inside the control panel. The pre-regulator filters the B+ power to the 2301, preventing it from being damaged by voltage spikes. The pre-regulator should be used in abrasive environments where poor battery maintenance, loose battery terminals, or 32 VDC Nicad battery systems are likely.

The 2301 governor has a speed potentiometer which is mounted in the panel front (in place of the optional governor switch).

Power (B+) is provided by the manual or automatic control panel at panel terminal (5), whenever the engine starts and runs.

For complete operation and troubleshooting information on the 2301 governor, make reference to Form No. SENR2928, 2301 ELECTRIC GOVERNORS FOR GENERATOR SET AND INDUSTRIAL ENGINES.

Cycle Cranking Module (CCM)

The cycle crank option is only provided on automatic start-stop panels.

NOTE: Jumper between terminals (26 and 36) on terminal board B (TBB) must be removed when the cycle cranking module (CCM) is installed. (Make reference to the section in this manual, POINT TO POINT WIRING DIAGRAMS.)

PARTIAL DC SCHEMATIC - CYCLE CRANKING AND COOLDOWN TIMER MODULES (Typical auto start-stop schematic)

CYCLE CRANKING MODULE

The cycle cranking module (CCM) (line 8) has a relay and a timer. This attachment is used to cycle crank and rest the starting motor (SM) (line 2). The relay controls the circuit to the magnetic switch (MS) (line 9) which controls the circuit to the (SM). The cycle timer controls the relay. The overcrank timer (OCT) (line 8) controls the time that the (CCM) is activated.

When run relay (RR) (line 23) contact RR (8 and 5) (line 7) closes, battery positive is applied to (CCM) (line 5) from terminal (36). This activates the timer. The timer's normally closed (N.C.) CCM contact stays closed. This allows the engine starting motor magnetic switch (SMMS) (line 9) to energize and to activate the starting motor. When the cranking time is over [as set by cranking pot (P1)], the N.C. timer contact opens. This de-energizes the SMMS and the starting motor. The contact remains open through the rest period (no cranking occurs). The rest period is set by timer rest pot (P2). When the rest period has expired, the N.C. timer contact closes again for a crank period. This cycle repeats until any of the following happens:

1. Electronic speed switch-crank termination ESS (CT) (line 8) opens the circuit, indicating that the engine is running.

2. Emergency stop pushbutton (ESPB) is pushed to open circuit.

3. Run relay (RR) contact RR (8 and 5) (line 7) opens due to an overcrank fault or by turning the ECS to the OFF or STOP position.

NOTE: The crank pot (P1) and rest pot (P2) are each adjusted to 10 seconds at the factory.

Cooldown Timer Module (CDM)

COOLDOWN TIMER MODULE

The optional cooldown timer module (CDM) is available for auto start-stop panels. It allows the engine to run without load after the initiating contact (IC) (line 26) has opened across panel terminals (48 and 49) (line 26). This allows the engine to cooldown before shutdown.

NOTE: Jumpers 49A to 49 and 48A to 48 on TBB must be removed upon installing the CDM.

When the contact (IC) closes, the CDM output relay energizes to close its normally open (N.O.) contact (line 25) across panel terminals (48A and 49A).

When the contact (IC) opens, the (CDM) starts a time delay. The CDM relay remains energized during the time delay. When the time delay is finished, CDM relay contact across (48A and 49A) opens to de-energize the run relay (RR) and shutdown the engine. This delay is adjustable up to 36 minutes.

Auxiliary Relay Module (AUX)

AUXILIARY RELAY MODULE (AUX)

The optional auxiliary relay module (AUX) is available in auto start-stop panels. On normal start-up, electronic speed switch (ESS) crank termination (CT) closes to energize the relay (AUX). The auxiliary relay module has normally open contacts (7 and 4), (8 and 5) and (9 and 6) and normally closed contacts (7 and 1), (8 and 2) and (9 and 3). Each contact is rated 10 amps at 28 VDC or 120 VAC. Contacts (2 and 8) and (8 and 5) are wired out to generator housing terminal strip points A1, A2 and A3 for easy customer access.

Start Aid Switch (SAS)

The optional start aid switch (SAS) is located on the left side of the control panel door. It is a spring return switch which has to be held in the ON position. When the switch (SAS) is moved to the ON position, the start aid solenoid valve (SASV) energizes and meters a specific amount of ether into a holding chamber. When the switch is released, the solenoid releases the ether to the engine.

The start aid circuit can be de-activated either of two ways:

1. Electronic speed switch (ESS) crank termination (CT) opens its contact at an engine speed of approximately 400 rpm.

START AID CIRCUIT (partial schematic) (Typical Illustration)

2. Temperature of engine opens the start aid temperature switch (SATS).

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NOTICE

The engine must be cranking before using the starting aid switch. Otherwise, damage to the engine is possible.

DC Voltmeter

The optional DC voltmeter (DCV) is used when the generator set engine is equipped with an alternator charging circuit. The DCV indicates the charging voltage to the battery. The DCV is turned on when the engine control switch (ECS) is turned to either the AUTO or MAN position on the Auto Start/Stop module; and the RUN position on the Manual Start/Stop module.

Panel Lights

Two optional panel illumination lights (PIL) are located on each side at the top of the panel door. They are turned ON and OFF by the panel light switch (PLS) which is located on the right side of the panel door. The panel lights can be operated at any time regardless of ECS position or engine status.