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Technical Documentation
Functional Description
MS13023/00E
System nomenclature Engine 60 Hz System nomenclature Engine 50 Hz
Standby power
DS00230D6S 6R1600G70S DS00300D5S 6R1600G70F
DS00250D6S 6R1600G70S DS00330D5S 6R1600G80F
DS00275D6S 6R1600G70S
DS00300D6S 6R1600G80S
Prime power
DP00210D6S 6R1600G10S DP00275D5S 6R1600G10F
DP00230D6S 6R1600G10S DP00300D5S 6R1600G20F
DP00250D6S 6R1600G10S
DP00275D6S 6R1600G20S
Table 1: Applicable engine-generator sets
1 Engine-Generator Set 5
2 Engine 15
3 Generator 21
5 Air System 47
6 Cooling System 53
7 Exhaust System 59
8 Fuel System 63
9 Electrical System 75
11 Enclosure 87
11.1 Enclosure 87
12 Abbreviations 91
12.1 Abbreviations 91
1 Engine-Generator Set
1.1 Standby engine-generator sets
The engine-generator set consists mainly of a diesel engine and a generator mounted on a common frame. Upon
demand, the engine will start and drives the generator to produce electrical power. Engine-generator sets are available
in a wide range of power ratings.
The following figures show in overviews the components of a standby engine-generator set.
Available options
• Engine-generator set management and monitoring via control panel:
• Control version 2: Engine-generator set without mains: DGC-2020
• Control version 3a: Engine-generator set with third-party ATS: DGC-2020
• Control version 3b: Engine-generator set with electrical interlock circuit breakers: DGC-2020
• Control version 4: Engine-generator set in parallel operation (island mode): DGC-2020
• Generator accessories:
• PMG
• Anti-condensation heater
• Winding RTD
• Bearing RTD
• Digital voltage regulator with VAR/PF control feature (available only with PMG)
• CTs for differential protection (available in control version 1)
• CT for paralleling (load share; available in control version 1)
• IP-23 drip cover
• Remote E-Stop
• Circuit breaker
• Starter batteries
• Battery charger
• Day tank
• Sub-base tank
• Dual fuel/water separator
• Fuel cooler
• Jacket water heater
• Heavy duty air filter
• Exhaust silencer for Open Power Unit
• Enclosure level 1, 2 or 3
• SAM and CCB2 CAN bus board for SAM, both loose supply (available only with control version 1)
Technical data
• Application group: 3D, standby operation, fuel stop power
• Engine with air-to-air charge-air cooling
• 1,800 RPM (for 60 Hz) / 1,500 RPM (for 50 Hz)
• For information on engine-generator set dimensions, refer to the drawings at the end of this document.
Note: The performance (rated power) is given in kW for any 60 Hz engine-generator set and in kVA for any 50 Hz
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engine-generator set.
Key code
Each model of engine-generator sets is characterized by a key code (identification number) composed of eight
sections.
The key code is defined by the technical data of the model.
Benefits
• Wide range of standardized engine-generator sets to meet customer requirements with regard to power,
emission and other characteristics
• Possibility to choose from different component designs (e.g. air filter) and to select options (e.g. jacket water
heater)
• Latest diesel engine technology
• State-of the-art main components for high efficiency and long service life
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Available options
• Engine-generator set management and monitoring via control panel:
• Control version 2: Engine-generator set without mains: DGC-2020
• Control version 3a: Engine-generator set with third-party ATS: DGC-2020
• Control version 3b: Engine-generator set with electrical interlock circuit breakers: DGC-2020
• Control version 4: Engine-generator set in parallel operation (island mode): DGC-2020
• Generator accessories:
• PMG
• Anti-condensation heater
• Winding RTD
• Bearing RTD
• Digital voltage regulator with VAR/PF control feature (available only with PMG)
• CTs for differential protection (available in control version 1)
• CT for paralleling (load share; available in control version 1)
• IP-23 drip cover
• Remote E-Stop
• Circuit breaker
• Starter batteries
• Battery charger
• Day tank
• Sub-base tank
• Dual fuel/water separator
• Fuel cooler
• Jacket water heater
• Heavy duty air filter
• Exhaust silencer for Open Power Unit
• Enclosure level 1, 2 or 3
• SAM and CCB2 CAN bus board for SAM, both loose supply (available only with control version 1)
Technical data
• Application group: 3B, prime power operation, fuel stop power
• Engine with air-to-air charge-air cooling
• 1,800 RPM (for 60 Hz) / 1,500 RPM (for 50 Hz)
• For information on engine-generator set dimensions, refer to the drawings at the end of this document.
Note: The performance (rated power) is given in kW for any 60 Hz engine-generator set and in kVA for any 50 Hz
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engine-generator set.
Key code
Each model of engine-generator sets is characterized by a key code (identification number) composed of eight
sections.
The key code is defined by the technical data of the model.
Benefits
• Wide range of standardized engine-generator sets to meet customer requirements with regard to power,
emission and other characteristics
• Possibility to choose from different component designs (e.g. air filter) and to select options (e.g. jacket water
heater)
• Latest diesel engine technology
• State-of the-art main components for high efficiency and long service life
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2 Engine
2.1 MTU 6 R 1600 Gx0 engine
The figure shows a 6 R 1600 Gx0 engine.
* Do not use these lifting points to lift the entire engine-generator set.
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Benefits
• Long service life
• High running capacity
• Low fuel consumption
• Engines meet all relevant exhaust emission standards
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3 Generator
3.1 Generator – General information
The electrical generator converts mechanical energy produced by the engine to electrical energy using
electromagnetic induction.
The figure shows a typical generator with its components.
* Do not use this lifting point to lift the entire engine-generator set.
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Benefits
• Exclusive uni-rotor construction
• Superior class H insulation
• Long-life bearing
• Easy access and serviceability
• Extended life applications
• Robust voltage regulation in the presence of harmonic distortion caused by non-linear loads
• Low reactance design to minimize the harmonic voltage distortion caused by non-linear loads
• On-top-mounted outlet box to provide ample space for easy connection
Function
The figure (→ Figure 9) shows the two main parts of a generator: the rotor (1 ) and the stator (in 7) which are integrated
in the generator main body (7). The outlet box allows good load access from all sides.
Optionally, the generator can be equipped with a 300/250 Hz Permanent Magnet Generator (PMG, 12) excitation
support system. This system supplies a minimum short circuit support current of 300 % of rating for 60 Hz operation
(250 % for 50 Hz operation) for 10 seconds.
Controlling
The generator output voltage is controlled by a voltage regulator. For further information, please see the description
of the voltage regulator (→ Page 25).
Cooling
Generators are forced air-cooled. Air enters the lower part of the outlet box at the louvered cover, passes through the
stator and rotor coils, and is exhausted as hot air at the adapter ring screened openings (6). The cast uni-directional
aluminum alloy ventilation fan (5), driven by the main rotor (1), provides even air flow to maximize cooling of the
generator.
Outlet box
The outlet box offers a location for all load connections to be made. Its location on top of the generator allow
connections through front and top of the outlet box.
The figure shows the inside of the outlet box which can be equipped in different variants.
Technical data
• Single bearing generator of type MagnaPlus
• 1,800 RPM (for 60 Hz) / 1,500 RPM (for 50 Hz)
• Voltage range: up to 480 V; 3-phase
• Windings with brushless exciter
• Meets NEMA MG1-32, BS5000 and IEC 34-1 requirements
• CE and CSA certified and UL listed
Identification number
Each model of a generator is characterized by an identification number composed of several sections. The
identification number is defined by the technical specification of the model and located on the nameplate of the
generator.
Technical data
• Voltage regulation: 1 % from no load to full load (with 5 % frequency variation)
• Regulator drift: < 1 % per 40 °C (72 °F) ambient temperature change
• Sensing and power input: 190 to 240 V AC
• 50 or 60 Hz operation
• Overexcitation and under-speed protection
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Function
In the standard configuration (shunt excited), the voltage regulator receives both its input power and voltage sensing
from the generator's output terminals.
At rated speed, the main stator’s voltage produced by the residual magnetism of the exciter allows the automatic
voltage regulator to function. The regulator provides voltage to the exciter field resulting in a build-up of generator
terminal voltage. This system of using residual magnetism eliminates the need for a special field flashing circuit in the
regulator. After the generator has established the initial residual voltage, the regulator provides a controlled DC field
voltage to the exciter stator resulting in a controlled generator terminal voltage.
The requested frequency (50 Hz or 60 Hz) is set by means of a moveable jumper.
Voltage adjust
The screwdriver adjustable potentiometer labeled "VOLT" adjusts the generator output voltage.
• Adjustment clockwise increases the generator output voltage.
• Adjustment counterclockwise decreases the generator output voltage.
When using a remote voltage adjust rheostat, and if the jumper wire across terminals 6 and 7 is removed and a
2,000 Ω 0.5 W (minimum) rheostat is installed, a ±10 % voltage variation from the nominal can be reached. By using
a 1,000 Ω 0.5 W rheostat, a ±5 % voltage variation is possible.
Stability adjust
The screwdriver adjustable potentiometer labeled "STAB" adjusts the system stability.
• Adjustment clockwise increases the stability and, therefore, increases the response time of the generator.
• Adjustment counterclockwise decreases the stability and, therefore, decreases the response time of the
generator.
System stability is the ability of the generator to respond to load transients. Decreasing the stability makes the
generator less sluggish and faster to respond to toad transients. If the stability of the regulator is decreased too much,
the generator will tend to hunt under steady state conditions.
V/Hz roll-off frequency selection
The roll-off point is the frequency where the generator voltage starts to decrease. This reduces the kilowatt load to
the engine, which allows the engine to recover in speed under any load transient condition.
The screwdriver adjustable potentiometer labeled "U/F" sets the roll-off frequency from 54 to 61 Hz in the 60 Hz setting
or from 45 to 51 Hz in the 50 Hz setting.
The analog voltage regulator has the roll-off point preset to:
• 58 Hz in the 60 Hz mode
• 48 Hz in the 50 Hz mode
To change the roll-off point:
1. Set the engine speed to the desired rated speed (50 or 60 Hz).
2. Set the voltage to the desired setting at rated speed.
3. Set the engine speed to the desired roll-off point.
4. Adjust the potentiometer counterclockwise until the voltage starts to drop off.
5. Adjust the potentiometer clockwise until the voltage returns to rated voltage.
6. Re-set engine speed to rated speed.
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• The first type is the LED that indicates the function being adjusted. This LED blinks slowly (approximately once
per second).
• The second type is the LED that indicates the level of adjustment. This LED is on steady.
The level of adjustment is changed by pressing the UP or DOWN push button. When an adjustment level LED (on
steady) overlaps the function LED (slow blinking), the LED will remain in the slow blinking mode.
If no button is pressed for a period of one minute, the regulator saves the settings and exits the adjustment mode.
If regulator power is interrupted before the automatic save feature is commanded, that level of adjustment will be lost.
When the regulator is not in the adjustment mode and either the UP or DOWN push button is pressed, the regulator
enters the "Fine Voltage" adjustment mode and changes the generator fine voltage set point by 0.1 V. Successive
presses of the UP or DOWN push button shall continue to adjust the fine voltage setting.
Pressing the SELECT push button causes the regulator to exit the adjustment mode. Mode status LEDs blink
approximately twice per second.
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Windows is a registered trademark of Microsoft Corporation.
Palm OS is a registered trademark of Palm, Inc.
Features
• Engine metering and protection
• Emergency stop
• Current sensing (5 A CT inputs)
• System protection and supervision:
• Undervoltage
• Overvoltage
• Underfrequency
• Overfrequency
• Overcurrent
• Phase imbalance
• Overload relay
• Reverse power
• Loss of excitation
• Bus undervoltage
• Bus overvoltage
• Bus underfrequency
• Bus overfrequency
• 15 contact outputs:
• Factory utilized: three 30 A DC and two 2 A DC rated contacts
• User-defined: ten 2 A DC rated contacts
• 16 inputs
• Battery backup for Real Time Clock (RTC)
• LCD heater
• Modbus communications (via RS-485 communications port and Modbus RTU protocol)
• MCS5 CAN bus engine ECU communications
• Extremely rugged, fully encapsulated design
• Wide ambient temperature range
• UL/CSA approvals: cURus approved to UL 508 R and CSA C22.2 No. 14
• HALT (Highly Accelerated Life Tests) tested
• IP54 front panel rating with integrated gasket
• NFPA 110 level compatible
• Windows® based control panel communication software
• Programming and setup software – intuitive and powerful
• Programmable logic
• USB communications
• Multilingual capability (English, Spanish, Chinese)
• Event recording
The load share module is an easy-to-connect and use optional module for the DGC-2020 to allow the DGC-2020 to
control the kW load sharing of a paralleled engine-generator set. The load share module communicates to the
DGC-2020 via CAN bus communications.
The load share module has three analog outputs:
• one is connected to the voltage regulator
• one is connected to the speed governor
• one is connected to the load sharing lines
This module also adds demand start/stop control and generator sequencing to the feature packed DGC-2020.
The generator sequencing can be selected by priority number, generator size, service hours remaining, and balanced
service hours. This sequencing function is even smart enough to determine if all the connected controllers are in the
same mode.
Analog expansion module
The analog expansion module is a remote auxiliary device that provides additional DGC-2020 analog inputs and
outputs. Its features include:
• Eight RTD inputs (six for winding, two for bearing); for monitoring engine-generator set temperature (protect
against high temperature conditions); for single unit systems, only one of the two bearing inputs is used
• Communications to the DGC-2020 via CAN bus
Contact expansion module
The contact expansion module is programmed to display operating conditions (potential-free contacts):
• Global (Pre-alarm)
• Global (Alarm)
• Not in AUTO
• Low fuel level (Pre-alarm)
• Fuel leak
• Low coolant level
• Low oil pressure (Pre-alarm)
• Low oil pressure (Alarm)
• High engine temperature (Pre-alarm)
• High engine temperature (Alarm)
• Low engine temperature (Pre-alarm)
• Generator breaker closed
• Generator breaker tripped
• Engine running
• Overcrank
• Overspeed (Alarm)
• Battery overvoltage (Pre-alarm)
• Low battery voltage (Pre-alarm)
• Emergency system supplying load
The communications to the DGC-2020 takes place via CAN bus.
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Functions
Engine-generator set protection
• Generator protection (standard)
• Undervoltage
• Overvoltage
• Underfrequency
• Overfrequency
• Overcurrent
• Phase imbalance
• Reverse power
• Loss of excitation
• Engine-generator set alarms, protected by DGC-2020
• Low oil pressure
• Engine sender unit failure
• Overcrank
• Overspeed
• Low coolant level
• High coolant temperature
• Low fuel level
• Fuel leak/fuel sender failure
• Emergency stop
• Engine-generator set pre-alarms, protected by DGC-2020
• Low oil pressure
• High coolant temperature
• Low coolant temperature
• Battery overvoltage
• Battery charger failure
• Weak battery
• Engine sender unit failure
• Engine kW overload low
• Maintenance interval timer
• Fuel leak detect
• Low fuel level
Engine-generator set metering
• Generator parameters include voltage, current, frequency, real power (watts), apparent power (VA), and power
factor (PF).
• Engine parameters include oil pressure, coolant temperature, RPM, battery voltage, fuel level, engine runtime,
and various CAN bus supported parameters.
Engine control
• Cranking control
• Engine cool-down: smart cool-down function saves fuel and engine life
• Successful start counter: counts and records successful engine starts
• Timers:
• Engine cool-down timer
• Pre-alarm time delays for weak/low battery voltage
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Event recording
The DGC-2020 has an event recorder that provides a record of alarms, pre-alarms, engine starts, engine runtime
loaded, engine runtime unloaded, last run date, and many other events that are all date and time stamped to help the
user determine the cause and effect of issues related to the engine-generator set. It contains 30 event records each
retaining up to 99 occurrences in memory. Time, date and engine hour detail is available for the most current
30 occurrences within each event record.
Technical data
Operating power
Nominal 12 or 24 V DC
Range 6 to 32 V DC
Power consumption in sleep mode 5 W with all relays non-energized
Power consumption in typical operation 14.2 W in RUN mode, with LCD heater on and 6 relays energized
mode
Battery ride through Withstands cranking ride-through down to 0 V for 50 ms (typical)
Environmental conditions
Display operations
The front panel display is used to make settings changes and to display metering values.
The wide temperature-range LCD with backlighting can be viewed under a wide range of ambient light and temperature
conditions.
For further information to the main display operations, please refer to (→ Page 40).
A remote display panel is optionally available. For further information to this remote annunciator, please refer to
(→ Page 44).
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Registered trademark
Windows is a registered trademark of Microsoft Corporation.
operation.
4 Off Red - Indicates the DGC is in the OFF mode.
5 Run Green - Indicates the DGC is in the RUN mode.
9 Not in Auto Red - Indicates unit is not in the AUTO mode.
DGC-2020 settings.
At the conclusion of an editing session, the Edit
pushbutton is pressed again to save the setting chances.
Summary screen
Note: To change settings, an appropriate training to the user is required to avoid malfunctions!
The summary screen can be set to standard or scrolling.
1. Click right arrow to select a standard or scrolling summary.
2. Navigate to the SETTINGS → GENERAL SETTINGS → FRONT PANEL HMI screen.
3. Click EDIT. Enter user ID and password as needed.
4. Edit the SUMMARY VIEW.
The SCROLL DELAY setting is also found on the screen.
When set to standard, the following values are displayed:
* Information for each phase is obtained by pressing the up- or down-arrow buttons on the front panel.
When the summary screen is set to scrolling, you can select/configure the metering values that are displayed. Up to
20 values can be displayed and these values will scroll at a delay time specified by the user.
1. To select the scrolling values, navigate to the SETTINGS → GENERAL SETTINGS → FRONT PANEL HMI
screen.
2. Edit the CONFIGURABLE METERING.
The following values may be selected by the user to be placed in the scrolling summary:
Remote access
If communications access is active through the modem or USB, the front panel will display "REMOTE COMMS,
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FRONT PANEL IS READ ONLY" and the summary screen. This informs that the front panel can only be used for
viewing metering data and settings information. Remote access must be ended before modifying settings through the
front panel.
Sleep mode
The sleep mode serves as a power saving feature. If the DGC-2020 is in OFF mode or AUTO mode not running and
a key is not pressed for more than 15 minutes, the front panel LCD backlight and LCD heater are turned off. The
DGC-2020 resumes normal display operation when any front panel button is pressed or the engine-generator set is
started remotely via the ATS input.
The DGC-2020 will not go to sleep while in an alarm state. If needed, the sleep mode can be permanently disabled
via the control panel communication software or the front panel menu.
As a default, the sleep mode is disabled at the factory, however, it can be re-initiated.
* The dashed line indicates the outside edges when flush mounted. Otherwise, the full line denotes the edges.
** In your application, this LED indicates "Fuel Leak/Fuel Sender Failed".
Functions
The remote annunciator has 18 LEDs to indicate alarms (8), pre-alarms (4) and operating conditions (2, 3, 9) of the
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Benefits
• Monitoring main operating conditions and (pre-)alarms from a distance, e.g. from an office
• RS-485 communications
• Conduit box is included for easy installation
• Independent of environmental needs for operating the engine-generator set, the remote annunciator itself is
designed for use in harsh environments
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Technical data
• Power input from the starter batteries at 24 VDC or with an AC source at 120 VAC
• Port RS-485 interface
• Distance between annunciator and DGC-2020: up to 1,200 m (4,000 ft)
• Meets the requirements of NFPA-110
• UL recognized, File E97035, and CSA certified, File LR23-23131
• Two mounting configurations: surface and flush mount
Environmental conditions
5 Air System
5.1 Air system
The air system provides the engine with filtered, cooled air for the combustion process.
Technical data
• Air-to-air charge-air cooling
• Unit-mounted radiator with after cooler core
• Air filter in different versions available
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Benefits
• Optimum load application characteristics
• Low fuel consumption
Function
The turbine wheel and the compressor wheel of the turbocharger are positioned on one shaft. The compressor wheel
draws air over an intake pipe (2) from the air filter (1) and compresses it. The compressed air flows through the charge-
air pipe (3) from the engine to the unit-mounted radiator (4).
The radiator (→ Page 55) cools the charge-air in load operation, thereby, allowing optimum operational behavior of
the engine to be achieved. The cooled charge-air flows through the charge-air pipe (5) from the radiator via the charge-
air manifold (inside 6) to the inlet ducts of the cylinder head where it is consumed during fuel consumption.
The following air system components are available as alternatives:
• Standard air filter (standard)
• Heavy duty air filter (option)
Technical data
• Single-stage engine air filter operating in light to medium dust conditions
• Non-metallic, non-corrosive, tough materials
• Air filter housing and filter media as a unit
• Three airflow styles available:
• Air inlet on side, outlet on end
• Air inlet on end, outlet on the same end
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Benefits
• Various filter media types available to fit different environmental conditions (e.g. high pulsation or high humidity)
• Variety of sizes to fit customer needs
• Compact design, vibration-resistant
• Improved reliability and durability with reduced weight and cost
• Mounted filter service indicator
• Flexible, easy installation
• Easy and fast service
• Completely disposable
Function
Through the inlet, air is inducted into the air filter housing (1). The air flows through the filter media from outside to
inside and then flows to the engine via intake elbow(4) and engine air intake (3). Dust particles suspended in the air
are retained by the filter media.
Replaced air filters can be disposed in normal trash.
Technical data
• Two-stage engine air filter operating in medium to heavy dust conditions
• Airflow throughput : 1,250 to 1,550 CFM
• Latch service cover
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• Metal body, with injection molded, high strength polymer service cover
• Filter insert and filter element combined
• Airflow: air inlet on side, outlet on end
• Horizontal installation
Benefits
• Compact design, vibration-resistant
• Improved reliability and durability with reduced weight and cost
• Models with additional filter element ensure engine protection also during filter service
• Durable, long-lasting finish, corrosion-free
• Mounted filter service indicator
• Removing of 99.99% of dust and dirt particles that enters the engine airstream
• Flexible, easy installation
• Easy and fast service; no tools necessary
Function
Through the inlet pipe on the side (1) air is inducted into the air filter housing (4) where the inner architecture conducts
the air around the filter insert with a radial seal filter inside. The filter is one piece where molded urethane end caps
encase the filter media and liners. The inside surface of the filter's open end is the sealing surface.
The air is cleaned by passing through the filter insert and the filter element and leaves on the outlet hose (2) and
pipe (3) to the engine. The airflow through the air filter housing takes place from the inlet on the side to the outlet on
the end. In the first stage of cleaning, when the air passes through the filter insert, both ejection valves (8) will
automatically release already removed dust and dirt particles.
The access cover (9), tightened by latches (6), provides an easy access for the operator (e.g. for filter replacement).
6 Cooling System
6.1 Cooling system
The cooling system on an engine-generator set with an air-to-air charge-air cooled engine consists of:
• Cooling circuit for engine coolant (radiator jacket water circuit)
• Cooling circuit for charge-air (radiator after cooler circuit)
• Generator cooling
The cooling circuits on the engine work by means of an external tube and fin type unit-mounted radiator
(→ Page 55). The generator ventilation does not need an additional device.
Technical data
• Single-circuit cooling system with air-to-air charge-air cooling
• Complete system solution with unit-mounted radiator, including fan drive, fan and piping
• Thermostat-controlled coolant circuits
Benefits
• All-in-one solution
• Flexible selection of radiator size for different ambient air temperatures and cooling-air pressures
• Thermostat control for quick achievement of optimum coolant and engine temperatures
fuel combustion.
For a figure of the charge-air flow, refer to (→ Page 47).
Generator cooling
Generators are air-cooled. The air enters the lower part of the outlet box through the louvered cover (air gaps).
The shape of the outlet box properly directs outside ventilating air through the generator. The generator "hot air"
passes through the stator and rotor coils and out the adapter ring screened openings.
The cast unidirectional aluminum alloy ventilation fan (driven by the main rotor) provides even air flow to maximize
cooling of the generator.
For a figure of the generator parts, refer to (→ Page 21).
Technical data
• Single-circuit cooling system with air-to-air charge-air cooling
• Complete system solution with unit-mounted radiator, including fan drive, fan and piping
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Benefits
• Thermostat control for quick achievement of optimum coolant and engine temperatures
• Charge-air cooling during load operation
Function
Jacket water circuit
The engine coolant is cooled in the jacket water core (4) of the radiator by means of fan (9) circulation.
From the jacket water core (4), the coolant is pumped via the coolant pipe (8) to the engine and cools the cylinders
during work. Depending on coolant temperature after passing the cylinders, an engine-mounted thermostat routes a
part of the coolant via the coolant pipe (12) back to the jacket water core (4) where the coolant is re-cooled.
The coolant expansion tank (1) is installed at the highest point of the cooling system, usually on the radiator. It allows
compensation of coolant quantity and pressure variations. As the coolant expands with increasing temperature, its
pressure in the closed system increases also. The coolant expansion tank is equipped with pressure overflow
device (2 and 11), a vent line connection (13), an overflow pipe and a level sensor connection.
After cooler circuit
Fresh, compressed, and, therefore, heated air (coming via air filter and turbocharger) flows through the intake charge-
air pipe (7) to the after cooler core (5). There, the charge-air is cooled by means of fan (9) circulation during load
operation.
The cooled charge-air flows through outlet charge-air pipe (10) to the engine where it is consumed during fuel
combustion.
Technical data
• Single- or 3-phase system:
• 220 V, 50 Hz model: single phase
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Benefits
• Reduced outlet temperature extends hose life and reduces heater maintenance
• Reduced electrical consumption on engine startup
• Includes all required controls for automatic operation
• Compact design requires minimal material, space, and time for mounting
• Simple to install
• Offers more efficient heating than thermo-siphon tank heaters, delivering uniform heating throughout the engine
Function
The jacket water heater is powered by an external power supply. It works during the out-of-operation time of the
engine-generator set.
• For engine-generator sets with control panel version 1 (only terminal box), a 24 V DC signal is required to de-
energize the system while the engine is running.
• For engine-generator sets with control panel versions 2 to 4 (management and monitoring via control panel),
the system will be de-energized while the engine is running.
Upon energizing the system, engine coolant circulates from the engine through the heating tank and back to the
engine. An adjustable thermostat cycles the heating element on and off based on coolant temperature.
The coolant flows through the return line (4) from the engine to the jacket water heater. The circulating heating system
consists of a coolant heating tank (6), with a low-watt density heating element inside, an adjustable thermostat (3),
an electrical box (8), electrical connections (2) and mounting brackets (5 and 7). The coolant leaves the jacket water
heater through the fill line (1) to the engine.
If the heating system is configured with user supplied, non-restrictive shut-off valves (isolation valves) in the coolant
lines between jacket water heater and engine, maintenance on the heating system is allowed without draining the
complete engine coolant.
7 Exhaust System
7.1 Exhaust system
The figure shows the exhaust system.
Technical data
• Single-stage intake with one turbocharger
• Exhaust elbow with vertical outlet
Benefits
• Low exhaust emissions
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Function
The exhaust gases flow from the combustion chambers via the exhaust manifold (1) to the exhaust turbocharger (2).
The exhaust gas rushing into the turbine housing (3) drives the turbine wheel of the rotor assembly of the exhaust
turbocharger, which consists of the turbine wheel and the compressor wheel mounted on one common shaft. In doing
so, the exhaust flow provides the mechanical power to compress the fresh combustion air. The exhaust gas is routed
from the turbocharger outlet via the exhaust pipework (4) to the atmosphere.
Figure 24: Exhaust silencer – vertical inlet and axial outlet direction
1 Enclosure 3 Lifting eye 5 Outlet with flange
2 Mark of exhaust flow direction 4 Inlet with flange a Exhaust gas
Technical data
• Material: Carbon steel, welded
• Noise reduction: 10 dB(A), 30 dB(A), or 40 dB(A)
• Exhaust gas volume: 0.3 to 1.2 m3/s
• Maximum exhaust flow velocity: 50 m/sec
• Horizontal or vertical installation
• Welded flanges with gaskets
• Counterflanges for connection provided
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Benefit
• Low exhaust gas noise emission regarding to emission law
Function
The silencers are mounted in the exhaust pipework of the engine. The exhaust gas (a) is routed from the turbocharger
outlet via the exhaust pipework flows through the intake (4) into the silencer (1). The reduction of convection heat is
ensured by internal insulation of the silencers.
To muffle the noise, diverse techniques are applied for different purposes:
• 10 dB(A): pure absorptive system made of specially designed rock wool
• 30 dB(A): combination of simple reactive chamber and absorptive system
• 40 dB(A): combination of double interconnected reactive chambers and absorptive system
The muffled exhaust gas leaves the silencers through the outlet (5) and is piped to the atmosphere.
8 Fuel System
8.1 Fuel system
The fuel system provides the engine with fuel. The fuel source is a fuel tank which can be located below or beside
the engine-generator set or outside the engine-generator set room. The fuel tank is connected to the fuel delivery
pump via fuel hoses.
The fuel system electronics are controlled by the engine electronics and guarantee an optimal fuel supply for each
application.
Technical data
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Benefits
• Low exhaust emissions and low fuel consumption over the entire power range
• Excellent acceleration and load acceptance performance
• Injection time and amount of injected fuel electronically controlled
• Exemplary smooth running and high speed stability
• No power loss at high fuel temperatures
Function
The low pressure fuel delivery pump (integrated in the HP pump) draws fuel from the fuel tank via the fuel prefilter
and the hand pump (6) to the fuel filter (8) and, finally, to the HP pump (5). The HP pump increases the fuel pressure
and delivers fuel via the HP fuel fill line (4) to the common rail (2) where the fuel is led to the injectors (1) via separate
HP lines (9).
Fuel injected by the injectors is distributed evenly in the combustion chamber. The start of injection and injection
quantity is electronically controlled by the engine governor. Surplus fuel is led from the injectors via the return line (3)
and from the cylinder head via the return line (7) back to the tank.
The hand pump (6) supports manually filling and venting of the fuel system.
The following alternative components can be selected as fuel prefilters:
• Single fuel/water separator (standard)
• Dual fuel/water separator (option)
The following components can be selected as fuel tanks:
• Day tank (option)
• Sub-base tank with different capacity (option)
Technical data
• Water separator and fuel filter for standard diesel fuel
• 3-stage filtration (multi-stage centrifugal system)
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Benefits
• Most compact design
• High efficiency
• Low flow restriction
• Long life filter element
• Easy installation and simple maintenance
Function
The single fuel/water separator is an individual filter installed in the intake line of the fuel delivery pump. It filters any
solid and liquid contaminants suspended in the fuel. The single fuel/water separator is back-flushable.
The fuel passes through an inlet connection (4), flows through the filter housing (2), centrifugal filter (inside 3) and the
bowl (3) to the filter element (inside 2). There, the fuel flows from outside to inside and is filtered in three stages.
1st stage Separation: Using the fuel flow, the turbine separates large solids and free water through enhanced
centrifugal force.
2nd stage Coalescing: Smaller water droplets and solids coalesce on the conical baffle and fall to the collection
bowl.
3rd stage Filtration: Engines will benefit from near 100% water separation and fuel filtration with water repelling
media. The replaceable filter elements are available in 30 micron ratings.
Table 6: Filter stages
The cleaned fuel then passes through the outlet connection (7).
By venting (5) the filter and draining (5) the contaminants and water from the bowl, the filter element can be flushed
in the opposite flow direction and again cleaned.
Technical data
• Filter, switchable
• Water separator and fuel filter for standard diesel fuel
• 3-stage filtration (multi-stage centrifugal system)
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Benefits
• Most compact design
• High efficiency
• Low flow restriction
• Long life filter element
• Easy installation and simple maintenance
• Replacement of filter while engine is running
Function
This dual fuel/water separator is a filter consisting of two single filters, where the second filter element is redundant.
The filter that operates depends on the diverter lever's (5) position. The filter bowls can be taken out of service
alternately by appropriately positioning the three-way valve. This enables the filter element of one filter bowl to be
replaced and the bowl to be cleaned while engine is running.
The fuel passes through an inlet connection (6), flows through the filter housing (2), centrifugal filter (inside 4) and the
bowl (4) to the filter element (inside 2). There, the fuel flows from outside to inside and is filtered in three stages.
1st stage Separation: Using the fuel flow, the turbine separates large solids and free water through enhanced
centrifugal force.
2nd stage Coalescing: Smaller water droplets and solids coalesce on the conical baffle and fall to the collection
bowl.
3rd stage Filtration: Engines will benefit from near 100 % water separation and fuel filtration with water repelling
media. The replaceable filter elements are available in 30 micron ratings.
Table 7: Filter stages
The cleaned fuel then passes through the outlet connection (8).
By venting (7) the inoperative individual filter and draining the contaminants and water from the bowl, the filter element
can be flushed in the opposite flow direction and again cleaned.
A pressure gauge (3), located at the fuel outlet, monitors the pressure differential between new-status pressure and
deviating pressure during operation.
These units are designed for installation on the suction (vacuum) side of the fuel transfer pump for best efficiency.
Technical data
• Heat exchanger made from pressure- and heat-resistant aluminum
• Cooling capability: 580 l/h volume flow rate
• Max. operating temperature: 150 °C (302 °F)
• Max. operating pressure: 10 bar dynamic
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Benefits
• Increases plant safety due to reduction of fuel temperature in the day tank
• Reduces need for additional coolant, therefore, reducing costs
Function
The fuel cooler is mounted in the fuel return line between engine and fuel tank.
The unused, heated fuel (a) flows through the fuel inlet connection (4) into the heat exchanger (2). Air (b) drawn by
the unit-mounted radiator across an aluminum matrix dissipates heat from the fuel as it passes through the heat
exchanger (4). The air-cooled fuel is then redirected to the fuel tank via the fuel outlet connection (3).
Standard features
• 1/3 HP, single-phase, 115 V AC, 50/60 Hz thermally protected motor
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• 2 GPM, high lift gear pump with 3/8" NPT inlet discharge
• Day tank monitoring and control system
• Heavy gauge steel construction
• Gray painted exterior, rust-inhibitor coated interior
• Removable, non-conductive cover
• Tank 1" NPT fittings are engine supply, engine return, overflow and alternate engine return
• Square 4 1/2" inspection port located below electric controls
Technical data
• Fuel capacity for engine-generator sets with:
• 10/12 V 1600 engine: 378 liters (100 gallons)
• 6 R 1600 engine: 189 liters (50 gallons)
• Steel construction
• Double wall with rupture basin
• Secondary containment system
• Normal and emergency ventilation
• NPT (National Pipe Thread) fittings
Benefits
• Hazardous materials retained inside container
• Switch indicates issues / leakages in internal tanks
• Hazards retained inside the outer wall
• Leakages caught in rupture basin from unit above
Function
The fuel is pumped by the day tank into the tank fill (8) from the main tank. The engine has a fuel pump that pulls fuel
from the fuel supply dip tube (2). Unburned diesel fuel returns to the main tank via the fuel return (4). The emergency
vent (3) provides additional ventilation for the containment area. Should the day tank rupture, excess fluids can be
drained from the containment drain (7).
Technical data
• Different sizes of sub-base tanks available with fuel capacities of 12, 24, 48 or 72 hours
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• Steel construction
• Double wall with rupture basin
• Secondary containment system
• Normal and emergency ventilation for primary and secondary containment
• NPT (National Pipe Thread) fittings
Benefits
• Retains hazardous materials inside the container
• Switch indicates internal tank issues or leakages
• Leakages from inner tank are caught in the rupture basin
Function
The sub-base tank (1) delivers fuel to the diesel engine. Fuel is inserted into the tank via the fuel fill (6) and is stored
in the fuel supply area (2) until consumption by the engine. Excess fuel not used by the engine is returned to the tank
via the fuel return (3). Any resulting gases produced during fuel containment are exhausted through the normal vent (5)
and the emergency vents (9 and 10) as needed.
Optionally, the sub-base tank can be equipped with a spill fill box. The spill fix box is a container that holds
approximately 19 liters (5 gallons) and is used to collect fuel from overfill and drips during tank filling. With a lockable
fill cap inside and a drain port in the bottom, it is mounted on the fuel fill (6).
9 Electrical System
9.1 Starter batteries
Starter batteries are necessary to start the engine-generator set. The highest cranking capacity for S1600 engine-
generator sets is ensured by using a combination of two 12 V DC batteries arranged in a series-parallel combination.
This will provide the necessary 24 V system voltage.
The figure shows a typical lead-acid starter battery with six cells.
Technical data
• Set of two 12 V batteries type COM-4D-P, lead-acid
• Cold cranking amperes at -18 °C (0 °F): 1,000 A
• Cranking amperes at 0 °C (32 °F): 1,200 A
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Benefits
• Immediate start of the engine-generator set due to high quality batteries
• Large tolerance for low ambient temperatures
• Automatic recharge by the engine-driven charging system
• Best battery performance and longest battery life with optional battery charger control system
• Easy installation and maintenance
• Rechargeable
Function
The batteries are connected to the starter. If the start of the engine-generator set is requested, the control panel tells
the starter to operate. The starter itself engages the batteries for DC electricity to supply power to start the engine-
generator set.
After the engine is running, the power supply by the batteries stops. The lost capacity (discharge amount) will be filled
by an automatic recharge by the engine-driven alternator during engine operation.
All starter batteries of an engine-generator set must be of equal size and cold cranking amperes.
SLI batteries have a relatively low degree of discharge on each use. Once the engine is started, the batteries are
recharged by the engine-driven alternator.
The battery charger monitors the batteries' status and helps to keep the batteries in excellent working condition for a
long period of time.
Technical data
• c(UL)us listed to UL 1236
• CE marked (50/60 Hz units) to EN 60335
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Benefits
• Easy field adjustments for any battery
• Complete system status and diagnostics
• Enabled or disabled automatic fast charging
• Enabled or disabled automatic temperature compensation, or installation of optional remote temperature sensor
• Dead battery charge feature
• Worldwide operating voltage and frequency ranges
• Float and boost voltage electronically controlled with a fast charge program
Function
Float and boost voltage are selectable at install per specific battery vendor recommendations. Remote temperature
compensation is responsible for accurate float and boost voltage control and to match the negative temperature
coefficient of the battery. The output voltage will increase slightly as the temperature decreases and vice versa.
The output voltage is clamped at 0 and 40 °C (32 and 104 °F) to protect against extremely high or low output voltage.
The battery charger can operate in automatic 4-rate fast charge program, so float and boost voltage are electronically
controlled.
Display and alarm system
The display and alarm system gives the complete system status and diagnostics available. Optional alarm system
"C" exceeds NFPA-110 requirements The digital meter works accurately to +2 % voltage and +5 % amperes.
The battery charger issues a battery fault alarm if one of the following errors occur:
• Battery disconnected
• Polarity reversed
• Mismatched charger/battery voltage
• Open charger to battery connection
• Open battery cell
• Excessive internal resistance
Charger protection
The charger is protected from the following faults and installation errors:
• Reverse battery connection
• Powering up into a shorted battery
• Powering up with the wrong voltage setting (24 V charger with 12 V battery)
• Powering up into an open battery (battery not connected)
• Internal power component failures
• Overheating (over temperature output power reduction)
• Protected against power line transients and surges
Technical data
• Brand: Square-D, 80 % and 100 % rated; 600 V, electronic trip circuit breakers
• Molded case made of a glass-reinforced insulating material (thermal set composite resin) provides high dielectric
strength
• Manually-operated and electrically-operated (motorized) circuit breakers
• Breaker models from 300 to 1,200 A:
• P-frame
3-/4-pole, manually-operated or electrically-operated (motorized),
Protection with Micrologic trip units 3.0, 5.0, 5.0P or 6.0P
80 % rated: 300, 350, 400, 450, 500, 600, 800, 1,000 and 1,200 A
100 % rated: 300, 350, 400, 450, 500, 600, 800, 1,000 and 1,200 A
• M-frame
3-pole, manually-operated
Basic magnetic trip element protection
Built-in electronic trip unit type ET 1.0 provides better accuracy than standard thermal-magnetic trip units.
It is handled via calculations instead of bending metal, cannot be field replaced and doesn't allow
adjustment of the trip point setting.
80 % rated: 450, 500, 600 and 800 A
• LA type
3-pole, manually-operated
Basic magnetic trip element protection
80 % rated: 300, 350 and 400 A
• LX type
3-pole, manually-operated
Basic magnetic trip element protection
80 % rated: 300, 350, 400, 450, 500 and 600 A
• LE type
3-pole, manually-operated
Basic magnetic trip element protection
100 % rated: 300, 350, 400, 450, 500 and 600 A
• UL489 and IEC 60947-2 dual rated
• Meets CSA C22.2 No.5-02 and NOM/NMX requirements; CE approved
• True RMS sensing devices
Benefits
• Flexible connection capabilities
• High interrupting ratings and field-installable accessories in a small package
Function
Manually-operated circuit breakers
Manually-operated circuit breakers have a single operating handle (3) that acts directly through the operating
mechanism against the contact blades. Multi-pole circuit breakers have a common trip bar for positive action of all
poles on manual and automatic operation. These circuit breakers have a trip‑free mechanism that allows them to trip
even though the operating handle may be restricted (by a handle operating mechanism or padlock attachment) in the
I (ON) position.
If not restricted, the operating handle moves to a position between I (ON) and O (OFF) when the circuit breaker is
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initiated by remote control or by push buttons on the front cover. An O‑C‑O (open‑close‑open) cycle is possible without
recharging. The face of electrically-operated circuit breakers is also marked ON/OFF and I/O and equipped with
position indicators to show contact position.
Push-to-trip button
The push-to-trip button located on the face of each manually-operated circuit breaker is a standard feature. It provides
the ability to manually trip the circuit breaker without risking exposure to live parts. During normal ON‑OFF operation,
the handle opens and closes the circuit breaker contact, but does not exercise the tripping mechanism. The push‑to‑trip
button can be used to exercise the circuit breaker mechanism and to check the auxiliary and alarm switch circuits.
Trip system
Trip units are designed to protect power circuits and loads.
The trip system causes the circuit breaker to open automatically under overload, short-circuit or equipment ground-
fault conditions. Electronic trip circuit breakers give the customer more versatility to achieve coordination with features
such as adjustable instantaneous pickup and high withstand ratings.
The trip system consists of a set of current transformers (CTs or sensors) to sense current, a trip unit to evaluate the
current, and a tripping solenoid (tripping coil) to trip the circuit breaker. The tripping coil is a flux transfer solenoid that
requires no external power source. All protective functions are completely fault powered.
Magnetic trip element
Magnetic trip elements provide short circuit protection. The circuit breakers use a magnetic actuator to trip the circuit.
The current flow through the electrical device passes through an electromagnetic actuator. When the current flow
reaches a preset level (determined by the current rating of the circuit breaker), the magnetic field in the electromagnet
is strong enough to trip the breaker and allow the contacts to open. The current flow stops. This type of breaker
generally has to be manually reset.
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The Micrologic electronic trip system is available with P‑frame UL/IEC circuit breakers. Features found in Micrologic
electronic trip circuit breakers, such as adjustable rating plugs, adjustable long-time pickups and 100‑% ratings also
provide capacity for future growth.
The integral equipment ground-fault sensing capabilities available with Micrologic trip systems mean that there are
fewer parts and pieces to purchase, mount and wire. These capabilities include integral ground-fault protection for
equipment, which causes the circuit breaker to trip when a ground fault is detected, as well as integral ground-fault
alarm, which does not trip the circuit breaker, but sends an alarm when a ground fault is detected.
Adjustable rotary switches on the trip unit allow the user to set the proper overcurrent or equipment ground-fault current
protection required in the electrical system. If current exceeds a set value for longer than its set time delay, the trip
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system opens the circuit breaker. Alarms may be programmed for remote indications. Measurements of current,
voltage, frequency, power, and power quality optimize continuity of service and energy management.
Different models are available with progressively increasing levels of functionality, from basic overcurrent protection
to advanced protection, communications and power metering/monitoring.
The base frame is a steel structure and consists of two side channels (2) and several cross members (1, 3, 4). The
cross members represent a welded structure and are bolted to the side channels. The cross members for the generator
(1) are fitted with resilient mounting elements (8). The cross members for the diesel engine (3) are fitted with engine
mounts (7) and resilient mounting elements (8). The unit-mounted radiator is mounted directly on the radiator cross
member (4).
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Technical data
• Bolted/welded steel structure
• Resilient mounting elements for diesel engine and generator
• Vibration-isolation pads underneath the side channels
Benefits
• One common base to facilitate engine-generator set transportation
• Easy access to all major components
• Optimization of vibrational characteristics
11 Enclosure
11.1 Enclosure
The engine-generator set enclosure consists mainly of a steel housing that provides protection from the elements
and/or sound attenuation.
The following figures show in overviews the components of an engine-generator set enclosure.
Available options
• Stainless steel, Aluminum or Galvaneal construction
• 150 mph wind rating kit
• Intake scoops
• Gravity air outlet louvers
• Motorized air intake louvers
• Motorized air outlet louvers
• Sub-base and cross member for engine-generator set
• Door restraints
Technical data
• No exposed fasteners
• Fixed louvers
• Steel construction
• Aluminum construction (optional)
• High wind certification (optional)
Benefits
• Modular construction allows design flexibility to meet different field conditions.
• Bolted panels may be easily removed for service, field replacement and even modifications.
• Lift-off door hinges may be easily opened and closed for maintenance purposes.
• Steel construction provides a durable, resilient structure.
• The pitched roof prevents water accumulation.
• Powder coating provides a durable weather-resistant finish, assuring years of corrosion free service.
• Aluminum hinges and latches are corrosion-resistant and endure through harsh weather conditions.
• Lockable door handles provide security by preventing unauthorized access.
• Door gaskets prevent water and moisture from entering the enclosure and simultaneously minimize noise.
• Optional aluminum construction provides a superior corrosion resistance in salt spray or alkaline environment.
Function
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Air enters through the air intake louvers [3 and 5 (→ Figure 37)] and provides air to the engine for both intake and
cooling and to the generator. Air and exhausts gas (a) exit from the air and exhaust gas outlet [2 (→ Figure 37)].
The exhaust scoop [7 (→ Figure 36)] serves as an enclosure for the exhaust silencer [6 (→ Figure 36)], redirects exhaust
air, and reduces noise produced by the engine-generator set.
The pitched roof [1 (→ Figure 37)] and the drip rail [1 (→ Figure 36)] keep water and other elements from entering the
enclosure.
12 Abbreviations
12.1 Abbreviations
Abbreviation Meaning Explanation
A/AC Air-to-Air Charge Cooling Type of diesel engine cooling configuration
AC Alternating Current The movement or flow of electric charge that
periodically reverses direction
ADEC Advanced Diesel Engine Control Engine governor
AEM Analog Expansion Module Option for Digital Genset Controller
AGA American Gas Association
AL Alarm Alarm (general)
ANSI American National Standards Institute
ASTM American Society for Testing and Materials
ATS Automatic Transfer Switch
AVR Automatic Voltage Regulation
AWG American Wire Gauge Unit of the cross-sectional size of a wire
BDC Bottom Dead Center
BCI Battery Council International
BHP Brake Horse Power
BMEP Brake Mean Effective Pressure
BTU British Thermal Unit
CA Cranking Amperes Unit of current provided by an battery at 0 °C (32 °F)
CAD Computer-Aided Design
CAN Controller Area Network Data bus system, bus standard
CCA Cold Cranking Amperes Unit of current provided by an battery at -18 °C (0 °F)
CCB CAN Connection Board Plug-in board for CAN bus communication
CE Conformité Européenne Mandatory conformity mark on many products
placed on the single market in the European
Economic Area
CEM Contact Expansion Module Option for Digital Genset Controller
CFH Cubic Feet per Hour Unit for volumetric flow rate
CFM Cubic Feet per Minute Unit for volumetric flow rate
COM Communication equipment Hardware interface (serial port)
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VAwS Verordnung über Anlagen zum Umgang mit German degree on the protection against water
wassergefährdenden Stoffen hazard substances
VDE Verband Deutscher Elektrotechniker German organization for electrical engineers
ZSI Zone-Selective Interlocking