Chapter 2 Generator Unit PDF

GENERATOR UNIT
REVISION HISTORY
Rev. Description ERO/ECN #
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REVISION HISTORY PAGE SCR DRIVE SYSTEM TECHNICAL MANUAL

20605-47 Rev. K 24 HOUR SERVICE (713) 467-2523
2-1
GENERATOR UNIT
Each Generator Unit's AC Control Module
OPERATION has an electronic engine governor, a
voltage regulator and a circuit breaker (refer
DESCRIPTION to Figure 2-2). The circuit breaker is
interlocked with a Protection circuit which
The Generator Unit controls the engine/ automatically trips the breaker for
generator set to develop a constant AC malfunctions such as overcurrent,
supply. The output of several generators overvoltage, under/overfrequency and
are fed to a common AC bus (refer to reverse power. In addition, a
Figure 2-1). Synchronization Panel is provided with
each system to match individual generator
frequency and voltage to the bus frequency
and voltage.
20601-09 Rev. A
Figure 2-1. Generator Unit Functional Diagram
SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

24 HOUR SERVICE (713) 467-2523 20605-47 Rev. K
2-2
DESCRIPTION (CONCLUDED) ELECTRICAL POWER
AC Supply Three phase, 60 Hz., 600 VAC.
GENERATOR CIRCUIT BREAKER
Overcurrent The circuit breaker is preset to trip under

the following conditions: Amperes
required to trip depends on generator
KVA rating.
Overvoltage ≈ 1.16 times normal bus voltage, 100 mS

delay.
Overfrequency 67 - 68 Hz.
Underfrequency 50 Hz.
Reverse Power Usually -7% to -10% of rated KW.
ENGINE GOVERNOR
Regulation 0.5 Hz, steady state.
Response Time One Second.
Load Unbalance 5% rated load.
GENERATOR VOLTAGE REGULATOR
Regulation 3% maximum.
Response Time One Second.
Load Unbalance 10%, no load to full load of rated KVARs.
Exciter Power 100/200 VDC, 12 Amps maximum. KVAs

are distributed among generators by
reactive droop compensation.
Table 2-1. Electrical Specifications

FS-026-23
Figure 2-2. AC Control Module Controls Many of the electronic circuits associated
and Indicators with generator control are housed in the AC
Control Module. The AC Control Module is
SPECIFICATIONS constructed from 14-gauge steel, and has
its own heatsink.
ELECTRICAL
Table 2-1 lists the electrical specifications AC CONTROL MODULE
of the AC Control Module. SPECIFICATIONS
MECHANICAL
Size 12" High x 12" Deep x 4" Wide
They are mounted in a sheet steel cubicle. Weight 25 pounds
Dimensions vary from model to model. A
typical Generator Cubicle is 90" H. x 36" D.
x 24" W. and weighs ≈2,000 pounds.
GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL

2-3
MAINTENANCE SERVICING
This section contains testing and servicing Servicing consists of oil change and
information to assure proper operation of calibration procedure of the throttle actuator
the Generator Unit. TROUBLESHOOTING terminal shaft.
(later in this chapter) has an explanation of
the various Generator Unit circuits. OIL CHANGE
REMOVAL AND REPAIR (also later in this
chapter) identifies the various generator The Woodward EG-3P and EG-10P
assemblies. Actuators receive oil from the engine oil
supply, so regular engine oil change
intervals are sufficient.
TESTING
The Woodward EG-B 10P Actuator has it's
Perform the functional tests given in Tables
own oil supply. Change it every six months
2-2 through 2-6 after repairing/replacing
under favorable operating conditions. The
any assembly. Perform the Reverse Power
oil sump holds one U.S. Quart. Refer to the
Trip and Engine Mechanical Overspeed
following and the manufacturer's literature.
tests listed in Table 2-4 once a month.
The main difference between
SERIOUS DAMAGE TO THE
these models: the EG-B has a Ball
ENGINE CAN RESULT IF
Speed governor and self-contained oil
REVERSE POWER AND
supply.
ENGINE OVERSPEED
FUNCTIONS DO NOT FUNCTION
Changing The Oil In The EG-B 10P
PROPERLY.
1. To drain the oil, unscrew the Drain
These are the tables and their titles:
Cock located in the lower left-hand
corner of the front panel.
2-2 Engine/Generator Unit Functional Test
2-3 AC Module Functional Test
To flush the actuator, add one quart of
2-4 Protection Circuit Functional Test
diesel fuel or kerosene through the Oil Cup
2-5 Calibration Procedure for Woodward
located on the top. Run the engine speed
EG-3P and EG-10P Actuators
up and down by switching the Engine
2-6 Calibration Procedure for Woodward
Control switch between IDLE and RUN.
EG-B 10P Actuators Used on EMD
After a few minutes, shut the engine off and
Engines
drain the fluid. Repeat flushing until the
Drain Cock fluid is clean.
The TEST switch allows a quick check of
the systems vital signals. The TEST switch 2. Drain all the fluid and screw in the
and the TEST METER are color-coded. Drain Cock. Fill the actuator with one
For example, if the TEST switch is set to quart of the recommended lubricating
the yellow BREAKER TRIP VOLTAGE oil. Woodward recommends Mobil 1.
position, normal condition is indicated by
the TEST METER needle deflecting to the
yellow.

2-4
IF THE OIL IN THE EG-B 10P TERMINAL SHAFT CALIBRATION

ACTUATOR IS NOT CHANGED
REGULARLY, IT WILL BECOME Calibrate all engine actuators if KW load
CLOGGED WITH GUM AND sharing at full load exceeds 10% (see Table
FAIL. 2-5).
Table 2-2. Engine/Generator Unit Functional Test
ACTION RESULTS
PRELIMINARY
A. Open all the Generator unit fuses, with A. There are no measurable results from
the engine shut down. this step.
THROTTLE CHECK
A. Disconnect Throttle(+) (TB11-1) and A. There are no measurable results from
Throttle(-) (TB11-2)(this is TB4 or TB9 this step.
in older systems).
Refer to your system prints to
determine the terminal strip
connections for the Throttle and
Exciter.
B. Measure the resistance between the B. The resistance should be ≈30 to 36 Ω.
leads to the Throttle to check for open
or short circuit conditions.
C. Measure the resistance between each C. The reading should be an open circuit
throttle actuator lead and ground. reading (∞Ω) unless the cable is
grounded.
D. Reconnect the throttle leads. D. There are no measurable results from
this step.
EXCITER CHECK
A. Disconnect the Exciter(+) wire from A. There are no measurable results from
TB11-7 and the Exciter(-) wire from this step.
TB11-8 (this is TB4 or TB9 in older
systems).
Refer to your system prints to
determine the terminal strip
connections for the Throttle and
Exciter.
B. Measure the resistance between the B. The resistance should be 3 to 20Ω (this
leads to the Generator Exciter to check depends on generator model).
for open or short circuit conditions.
C. The resistance should be ∞Ω after
C. Check the resistance from each exciter TB11-8 in the generator switchgear is
lead to ground. disconnected.
D. Reconnect the Exciter leads. D. There are no measurable results from
this step.

2-5
Table 2-2. Engine/Generator Unit Functional Test (Continued)

ACTION RESULTS
CONTROL CIRCUIT TEST
A. Set the ENGINE CONTROL SWITCH A. There are no measurable results from
to IDLE. this step.
B. Start the engine and run it at ≈2/3 B. If the system incorporates HOC (Hands
speed. Off Cranking), the HOC batteries supply
power to the AC Control Module (it is not
necessary to manually control the engine
actuator).
C. Using the oscilloscope, check the phase C. The A phase voltage peak (see Figure 2-
rotation at the generator stabs. 3) occurs 120° before the B (see Figure
2-4). The B phase voltage peak occurs
120° before the C (see Figure 2-5).
Figure 2-6 shows phase rotation.
Figure 2-3. Phase A 20601-10 Rev. A

Figure 2-4. Phase B
Figure 2-5. Phase C Figure 2-6. Phase Rotation

2-6

ACTION RESULTS
CONTROL CIRCUIT TEST (CONCLUDED)
D. Close fuses F30, F31, F32, F35, F36, D. There are no measurable results from this
and F37 on the input of the AC Regulator step.
Transformer.
On most models, these fuses will
be F30 F31, F32, F33, F34, and
F35.
E. Check the phase rotation at the AC E. There are six phase voltages. VAB (pin
Control Module pins 512 through 517. 512) should have a waveform which is
inverse of VBA (pin 513). The inverse
relationship also exists between VBC (pin
514) and VCB (pin 515), and VCA (pin 516)
and VAC (pin 517).
VOLTAGE REGULATOR TEST
A. Disconnect wires Gate A+ (Pin 504) and A. There are no measurable results from this
Gate A- (Pin 505). step.
B. Close the Exciter fuses. B. There are no measurable results from this
step.
Exciter fuse numbers depend on
model of system (check your
generator control schematic in
your drawing package). The Exciter
fuses for the 1400 system are F39
& F40.
C. Observe the generator VOLTMETER. C. The voltage should rise to ≥200 VAC, and
fall cyclically as K1 (the build-up relay)
picks up and drops out.
D. Monitor the signals at Pins 512 through D. These signals should also rise and drop.
517.
E. If the results indicated in Steps C and D E. There are no measurable results from this
occur, reconnect the Gate A+ and Gate step.
A- wires.
F. Set the VOLTS ADJUST control to give F. The VOLTMETER will indicate 300 to 450
a 50% indication on the generator VAC.
VOLTMETER.

2-7

ACTION RESULTS
ENGINE GOVERNOR TEST
A. Determine the model of your Throttle A. There are no measurable results from this
Actuator. If it is a Woodward Model EG-B step.
10P, perform Steps B through D. If it is a
Steps B through F set the various
Woodward Model EG-3P or EG-10P,
controls of the Throttle Actuator.
skip to Step E.
Woodward Models EG-3P and EG-
10P do not have these controls and,
therefore, do not require these steps
to be performed.
B. Set the SPEED DROOP control to 0 B. There are no measurable results from this
(Zero). step.
C. Set the LOAD LIMIT control to C. There are no measurable results from this
MAXIMUM FUEL. step.
D. Set the SPEED control to MAXIMUM. D. There are no measurable results from this
step.
E. Set the SPEED ADJUST control to E. There are no measurable results from this
somewhat less than 50% on it's scale step.
indication.
F. Turn the ENGINE CONTROL switch to F. There are no measurable results from this
IDLE and start the engine. step.
G. Allow the engine to warm-up for 15 G. There are no measurable results from this
minutes. step.
H. Turn the ENGINE CONTROL switch to H. The generator voltage and frequency
RUN. should increase as the ENGINE
CONTROL switch is moved from IDLE to
RUN.
I. Fine tune the VOLTAGE ADJUST and I. The Generator VOLTMETER will indicate
SPEED ADJUST knobs to achieve 600 600 VAC. The FREQUENCY meter will
VAC at 60 Hz. indicate 60 Hz.
J. Turn the ENGINE CONTROL switch to J. The generator voltage and frequency
IDLE. should decrease to Idle values.
K. Turn the ENGINE CONTROL switch the K. The generator frequency should stabilize
engine back to RUN. at 60 Hz within two overshoots.

2-8

ACTION RESULTS
SYNCHRONIZATION CIRCUIT TEST
A. Connect one engine/generator to the A. There are no measurable results from this
Main AC Bus. step.
This test only needs to be GENERATOR CIRCUIT

performed if components in the BREAKERS WILL NOT CLOSE
synchronizing circuit have been UNTIL SYNCHRONIZED WITH THE
changed or if a problem is MAIN AC BUS. DO NOT CLOSE
encountered in synchronization. ANOTHER GENERATOR’S
CIRCUIT BREAKER UNTIL THE
SYNCHROSCOPE AND SYNC
LIGHTS HAVE BEEN CHECKED
FOR PROPER OPERATION.
B. Proceed to a second/subsequent B. The pointer of the SYNCHROSCOPE will
generator, and following the steps turn counterclockwise. The SYNC
indicated in the previous sections of the LIGHTS will be dimly illuminated.
test, adjust its controls to develop 600
VAC at 58 Hz.
C. Connect an AC Voltmeter, switched to C. There are no measurable results from this
read 600 VAC, between the oncoming step.
generator's stab A phase and the Main
AC Bus stab A phase.
D. Adjust the generator’s frequency to 60 D. The pointer of the SYNCHROSCOPE will

Hz, so that it slowly goes in and out of turn clockwise or counterclockwise. The
synchronization with the Main AC Bus. SYNC LIGHTS will alternately dim and
Observe the Voltmeter, the brighten.
SYNCHROSCOPE, and SYNC LIGHTS.
E. Close the oncoming generator’s circuit E. The generator’s circuit breaker will not
breaker when sync occurs. close if proper synchronization has not
Synchronization between the Main been achieved. The KVAR meters of all
AC Bus and the oncoming generators on line should each read the
generator has occurred when the same value.
needle of the SYNCHROSCOPE
points vertically, the SYNC LIGHTS
are off, and a Simpson Model 250
(or equivalent) Volt Ohm Meter
(VOM) connected to the top and
bottom of the Main AC Circuit
Breaker indicates minimum
voltage.

2-9
ACTION RESULTS
LOAD DISTRIBUTION TEST
Five separate tests comprise the Load

Distribution Test:
• KVAR Sharing Test.
• KW Sharing Test.
• Master/Slave Sharing Test.
• Engine/Generator Idle-Run Test.
• Load Testing Engine/Generator Test.
KVAR Sharing Test

A. Balance the KVARs by using the VOLTS A. Watch the KW and KVAR readings while
ADJUST knob of the Generator Control the system load is changing. The
Cubicle that has the lowest reading generator readings should be about the
KVAR. same.
KW Sharing Test
A. Connect all engine/generator sets to the A. There are no measurable results from this
Main AC Bus. step.
B. Make assignments to provide ≈60% KW B. The KW METERS of all engine/generators
Load. should read the same and track together
as the KW Load varies.
Master/Slave Sharing Test
A. Connect all the system generators to the A. Observe that only the master generator
Main AC Bus. The KW and KVAR SPEED ADJUST dial has an effect on the
reading of each connected speed of all the engines on the lines.
engine/generator set should be about the Verify that the lowest numbered online
same. generator controls all other online
generators.
B. Disconnect Generator 1 from the Main B. Verify that with Generator 1 off the Main
AC Bus. AC bus, Generator 2 controls all other
connected generators
C. Disconnect Generator 2 from the Main C. Verify that with Generators 1 and 2 off the
AC Bus. Main AC bus, Generator 3 controls all
other connected generators.
D. Reconnect all generators to the Main AC D. There are no measurable results from this
Bus. step.

2-10
Table 2-2. Engine/Generator Unit Functional Test (Concluded)
ACTION RESULTS
LOAD DISTRIBUTION TEST (Concluded)
Engine/Generator Idle-Run Test
A. Start an engine/generator set and run it A. There are no measurable results from this
at IDLE. Follow the recommended warm step.
up time specified by the
engine/generator set manufacturer.
B. Put the ENGINE CONTROL switch to B. The generator voltage and frequency
RUN and adjust the SPEED ADJUST should increase as the engine goes from
potentiometer to 60 Hz. IDLE to RUN speed.
C. Put the ENGINE CONTROL switch to C. The generator voltage and frequency
IDLE. should decrease to the idle value.
D. Put the ENGINE CONTROL switch to D. The generator frequency should stabilize
RUN. at 60 Hz. within two overshoots.
Load Testing Engine/Generator Test
A. After performing the Engine/Generator A. There are no measurable results from this
Idle-Run test, connect the step.
engine/generator to the Main AC Bus.
B. Connect a load (such as a tank of salt B. Observe the Engine/Generator's KW

water) to the Main AC Bus. METER and compare the reading to the
Engine/Generator's rated KW capacity.

2-11
Table 2-3. AC Control Module Functional Test
ACTION RESULTS
PRELIMINARY
A. Inspect the AC Control Module wiring A. Fix any incorrect or loose connections.
harness for incorrect and/or loose
connections.
B. Turn on the Generator unit. B. The Generator RUN light and the AC
Control Module front panel POWER ON
light will illuminate.
POWER SUPPLY CHECK

A. Measure the voltage at the following A. The voltage should be:
points:
Terminal Pin 502 +16 VDC
Terminal Pin 503 -16 VDC
Terminal Pin 507 -160 VDC
Auxiliary Board Pin 24 -11 VDC
FREQUENCY DEMODULATOR TEST
The Frequency Demodulator Circuit is used The appearance of the Frequency

to develop a speed feedback signal. This Demodulator Output Waveform will
signal is necessary for diesel engine speed NOT appear the same if different
regulation. The six AC phases from the AC oscilloscope adjustments are used.
Regulator Transformer are processed by the Therefore, use the suggested
Demodulator Circuit into the Frequency settings for viewing the waveform.
Demodulator Output Waveform. The
Frequency Demodulator Output Waveform Field calibration of this circuit is
is converted by the AC Control Module difficult and not recommended.
circuit into the Frequency Feedback Signal
which can be measured at TP19 of the AC
Control Module. The Frequency Feedback
Signal will be -2.5 VDC at the system's
proper operating frequency.

2-12
Table 2-3. AC Control Module Functional Test (Continued)
ACTION RESULTS
FREQUENCY DEMODULATOR TEST
(CONCLUDED)
A. Check TP5 for the Frequency A. The waveform should be like the one
Demodulator Output Waveform in the shown in Figure 2-7.
Unit Under Test.
If desired, you can compare the

waveform of the Unit Under Test
with the waveform of a known fully
functional unit.
20601-22 Rev. A
Figure 2-7. Frequency Demodulator Output

Waveform
CURRENT DEMODULATOR TEST
A. Check the following parameters at the A. Since there is no current flow, the
given location: measured voltages will be:
PARAMETER LOCATION
IREAL Auxiliary Board Pin 5 Zero (0) Volts.

IREACTIVE Auxiliary Board Pin 6 Zero (0) Volts.
A. At run speed, rotate the VOLTS A. There are no measurable results from this
ADJUST control knob to its center step.
position.
B. Monitor Test Point 12. B. The voltage should be ≈-92 VDC @ 600
VAC.
C. Monitor the VOLTAGE REFERENCE C. The voltage should be ≈+4 to 6 VDC.

signal at AC Control Module Pin 551.

2-13
Table 2-3. AC Control Module Functional Test (Concluded)
ACTION RESULTS
(CONCLUDED)
D. Monitor the EXCITER FIELD SUPPLY D. The EXCITER FIELD SUPPLY FIRING
FIRING PULSE at AC Control Module Pin PULSE waveform should look like the one
504 (GATE A+). in Figure 2-8.
20601-23 Rev. A
Figure 2-8. Exciter Field Supply Firing

Pulse Waveform
FREQUENCY REGULATOR TEST
A. Rotate the SPEED ADJUST control knob A. There are no measurable results from this
to its center position. step.
B. Monitor the SPEED REFERENCE signal B. The voltage should be +4.0 to +6.0 VDC.
at AC Control Module Pin 547.
C. Monitor the engine/generator's speed. C. It must fall within the normal operating
speed range of the engine/generator.

2-14
Table 2-4. Protection Circuit Functional Test
ACTION RESULTS
NO PULSE TRIP This test applies only to systems

equipped with a Tachometer Pulse
Pickup circuit.
A. Connect an engine/generator set to the A. The Generator ON LINE light will

Main AC Bus. illuminate.
B. Disconnect TACH SIGNAL lead at AC B. The Generator Circuit Breaker will trip off
Control Module Pin 526. line, the engine will die, and the
Generator ON LINE light will extinguish.
C. Test all remaining engine/generator sets C. Results will be as shown in Steps A and
by repeating Steps A and B. B.
REVERSE POWER TRIP
A. Connect a generator to the Main AC Bus. A. There are no measurable results from
this step.
B. Connect a jumper between AC Control B. The Generator Circuit Breaker
Module Pins 533 and 545 (this is the corresponding to the generator will trip off
Throttle Output). line in eight to 10 Seconds.
Connecting this jumper between

pins 533 and 545 will cause a
reverse power condition.
C. Once the Generator Circuit Breaker trips C. The engine will return to RUN speed and
off line, remove the jumper between Pins the Generator Circuit Breaker will be in
533 and 545. the OFF position.

2-15
Table 2-5. Calibration Procedure for Woodward EG-3P and EG-10P Actuators
ACTION RESULTS
SETUP
A. Connect an Ammeter in series with one A. There are no measurable results from
of the throttle leads which are connected this step.
to the Actuator receptacle.
B. Set the Ammeter scale to 100 mA. B. There are no measurable results from
this step.
C. Open the Generator Circuit Breaker. C. There are no measurable results from
this step.
D. Start the engine, and bring it up to RUN. D. There are no measurable results from
this step.
TERMINAL SHAFT ADJUSTMENT

A. Disconnect the coupling from the A. On actuators produced beginning in 1980
actuator shaft (refer to Figure 2-9). Ammeter readings on all units should be
Adjust the actuator so that it draws 30 to within 10 mA of each other. On older
60 mA. Monitor the Ammeter of all units, the Ammeter readings may have to
actuators, in RUN, Off-line, with engine be the same for good load sharing. If
warmed up. you have questions, call the Ross Hill
Field Service Office.
For each 2.5 mA of change desired,
rotate the coupling on the threaded
rod connected to the actuator shaft ACTUATOR SHAFT
½ to 1 turn.
Actuators and linkages must also
be set to conform with the engine
manufacturer's specifications. A
compromise between the engine LOCK
manufacturer's specifications and NUT
the 30 to 60 mA figure may be THREADED
necessary. ROD
CATERPILLAR Series 3500 engines ACTUATOR

do not conform to the 2.5 mA
change per ½ to 1 turn of the 20601-24 Rev. A
coupling of the threaded rod. Figure 2-9. Actuator Linkage
REASSEMBLY
A. Stop the engine. A. There are no measurable results from
this step.
B. Disconnect the Ammeter and reconnect B. There are no measurable results from
the throttle lead. this step.

2-16
Table 2-6. Calibration Procedure for Woodward EG-B 10P Actuators Used on EMD
Engines
ACTION RESULTS
ACTUATOR CURRENT CHECK This calibration procedure is to ensure
that all of the actuators will work
together. In most cases, if the actuator
currents of all the actuators are within
10mA between the highest and lowest
reading, they will perform properly.
A. Remove the top cover plate by unscrewing A. A 1/8" Allen Head adjustable Spring Seat will
the four corner screws. be visible in the middle of the actuator about
1" (2.54 cM) below the top. The seat is held
tight by a 5/16" lock nut.
B. Connect an Ammeter, set to read 100 mA, in B. There are no measurable results from this
series with one of the throttle leads which step.
are connected to the terminal strip located in
the Engine Control Cabinet, which is
adjacent to the engine.
C. Open the Generator Circuit Breaker. Start C. Record the actuator current, then repeat
the engine, and bring it up to RUN. Monitor Steps A, B, and C for all the actuators.
the actuator current.
D. Compare the actuator currents of all units. D. Determine which (if any) of the actuators
require adjustment. If any do require
adjustment, perform the following Terminal
Shaft Adjustment procedure on the identified
unit(s).
TERMINAL SHAFT ADJUSTMENT
A. Loosen the Spring Seat lock nut. Rotate the A. Note that the actuator current changes.
Spring Seat 1/4 turn or less in either
direction.
B. Adjust the Spring Seat until the Ammeter B. All actuators should draw 30 to 60 mA when
reads the same as other recorder actuator the engines are at RUN RPM, Off-line, and at
currents. normal operating temperature.
C. Tighten the Spring Seat lock nut. C. There are no measurable results from this
step.
PRESSING DOWN ON THE LOCK
NUT CAN CAUSE THE ENGINE
TO OVER SPEED.
REASSEMBLY
A. Stop the engine. A. There are no measurable results from this
step.
B. Disconnect the ammeter from the actuator B. There are no measurable results from this
circuit and reconnect the throttle lead. step.
C. Reattach the top cover plate with the four C. There are no measurable results from this
screws. step.

2-17
THEORY OF OPERATION SYNCHRONIZATION PANEL
The Generator Unit controls the When the Main AC Bus is energized and
engine/generator set to deliver a constant another generator supply is to be
AC supply to the Main AC Bus (refer to connected to the Main AC Bus, it is
Figures 2-10 and Figure 2-11). Note that essential to match their voltage and
the AC Control Module contains the frequencies before closing the Generator
electronic Engine Governor, Voltage Circuit Breaker. This is accomplished by
Regulator, Protection and Master/Slave comparing the two frequencies by means of
circuits. the Synchronization Box (shown in Figure
2-11).
HANDS-OFF CIRCUIT (HOC) When the front panel SYNC switch is in the
OFF position, the Sync panel VOLT meter
The HOC consists of a battery charging indicates the Main AC Bus voltage. The
circuit connected to two 12 Volt batteries. needle of the SYNCHROSCOPE and the
Phases A and B of the Main AC Bus are SYNC LIGHTS compare the frequencies of
tapped, fused, and then rectified in a diode the Main AC Bus and the on-coming
bridge to obtain the battery charging generator. The needle of the
current. The batteries supply power for the SYNCHROSCOPE rotates and the SYNC
Engine Starting circuit and the Pulse Pickup LIGHTS illuminate brightly when the two
circuit in the AC Control Module (refer to frequencies are out of phase. When the
Figures 2-11 and 2-12). frequencies and phases are identical, there
is no potential across the scope and the
GENERATOR CIRCUIT BREAKER lights. As a result, the SYNCHROSCOPE
needle remains stationary in the vertical
The Generator Circuit Breaker isolates the position and both SYNC LIGHTS
Main AC Bus from the generator. It has a extinguish.
magnetic trip unit which trips the circuit
breaker if current exceeds a preset value. ENGINE GOVERNOR
The circuit breaker has a UV (Under
Voltage) coil which is interlocked with a AC The electronic Engine Governor controls
Control Module Protection circuit. This the engine speed and horsepower, and
circuit trips the circuit breaker for various thereby regulate the generator frequency
abnormal conditions such as reverse (refer to Figures 2-13 and 2-14). Located in
power, under/overfrequency and the AC Control Module, the Engine
overvoltage. Governor is a feedback control circuit. See
the Unique Devices section of this manual
for a general description of the feedback
control circuit.
The governor output is connected to a
Throttle Control Actuator (this controls the
engine fuel line valve). The Throttle Control
Actuator opens the valve in direct
proportion to the current applied by the
governor through its coil. The coil signal
can be monitored at the AC Control Module
across Pin 533 (Throttle+) and Pin 545
(Throttle-).

2-18
ENGINE GOVERNOR (Continued)
20601-25 Rev. A
Figure 2-10. Generator Unit Block Diagram

2-19
6281-017-01 Rev. A
Figure 2-11. Generator Unit Circuit

2-20
6281-017-02 Rev. A
Figure 2-11. Generator Unit Circuit (Continued)

2-21
6281-017-02 Rev. A
Figure 2-11. Generator Unit Circuit (Continued)

2-22
6334-017-03 Rev. A
Figure 2-11. Generator Unit Circuit (Concluded)

2-23
20601-26 Rev. A
Figure 2-12. Hands-Off Circuit (HOC)

2-24
GEN. BUS
DEMODULATOR
SPEED FEEDBACK
Ι REAL FEEDBACK
THROTTLE LIMIT
GEN.
PULSE
PICKUP
ENGINE
Z8 Z9 Q4
THROTTLE
SPEED REFERENCE
ENGINE CONTROL RAMP CKT.

SWITCH
MASTER SLAVE
MS LOGIC TO OTHER
AC MODULE GEN. UNITS
SLAVE MASTER/SLAVE M/S
LOGIC SWITCH
SLAVE
MASTER
SLAVE
CURRENT CONTROL LOOP
SPEED CONTROL LOOP
20601-27 Rev. A
Figure 2-13. Engine Governor Block Diagram

2-25
20601-14 Rev. A
Figure 2-14. AC Module Circuit

2-26
20601-15 Rev. A
Figure 2-14. AC Module Circuit (Continued)

2-27

2-28

2-29
20601-18 Rev. A
Figure 2-14. AC Module Circuit (Concluded)

2-30
ENGINE GOVERNOR (CONCLUDED) Speed Feedback
The engine governor employs two feedback This signal is a low-level DC analog of the
control loops. The Outer Speed Control engine speed. At TP 19 in the AC Control
Loop matches the actual generator Module, the Speed Feedback signal is -2.5
frequency to the applied speed command. VDC at 60 Hz and ≈+5.0 VDC at 35 to 40
The Inner Current Control Loop matches Hz (the IDLE frequency). The Speed
the horsepower (KW) output of all engines Feedback signal is derived either through a
on line. Tachometer Pulse Pickup circuit or a
Voltage Demodulator circuit.
Speed Control Loop
Pulse Pickup Circuit
Op Amp Z8 issues a speed command
which is proportional to the difference A magnetic pickup device is mounted near
between the Speed Command and the the flywheel of the engine. The magnetic
Composite Speed Feedback. Speed Pickup device emits a pulse each time a
Command is the Speed Reference signal flywheel tooth passes by. These pulses are
as modified by the Engine Control switch applied to the Pulse Pickup circuit in the AC
ramp circuit and the Master/Slave Logic Control Module as Tach+ (pin 526) and
signal. Composite Speed Feedback is the Tach- (pin 527). The pulse signal is
sum of the Speed Feedback and Throttle processed to derive the Speed Feedback
Limit signals. signal. The magnetic pickup device
generates it's own voltage and must
Speed Reference produce ±2 VRMS. The Pulse Pickup also
activates the HOC circuit (refer to Figure 2-
This signal is set by the operator on the 12). This allows the HOC batteries to power
front panel SPEED ADJUST knob. The the AC Control Module during the time that
SPEED ADJUST knob is linked to a the generator voltage is building up.
potentiometer which outputs a Zero to +11
VDC signal (pin 551). This corresponds to Frequency Demodulator Circuit
≈56 to 64 Hz generator frequency.
Generator phase voltages out of AC
Engine Control Switch Regulator transformer T10 are processed
through a Demodulator circuit in the AC
When the ENGINE CONTROL switch is Control Module. The Demodulator output is
moved from IDLE to RUN, the ramp circuit inverted via Op Amp Z5 to obtain a
generates an ascending ramp. This steadily negative Speed Feedback signal.
increases the gain of Op Amp Z8. The
ramp circuit generates a descending ramp Speed Feedback Switch
when the switch is moved from RUN to
IDLE. Changeovers in engine speed are The AC Control module is equipped with a
thus accomplished smoothly over a 10 circuit that permits the tachometer circuit to
Second time span. provide a speed feedback signal until the
generator voltage is >200 VAC. When this
Master/Slave Logic occurs, the Speed Feedback Switch
operates to connect the Frequency
A signal from the Master/Slave Logic circuit Demodulator Circuit output to the
disables the Speed Reference signal when Frequency Regulator as the speed
the Generator Unit is in the Slave mode. feedback signal.

2-31
Speed Control Loop Note that Master/Slave lines of all

generators are tied together.
Op Amp Z9 issues a Throttle Current
Command which is proportional to the error Table 2-7. Master/Slave Truth Table
in signal levels between the Speed
Command from Op Amp Z8 and the IREAL M/S Logic Slave Result
(KW) feedback. The output of Op Amp Z9
output is amplified through transistor Q4 ≈10 VDC ≈10 VDC The generator is
and then applied to the Throttle Actuator disconnected from
the Main AC Bus.
Coil via Throttle+ (Pin 533) and Throttle-
(Pin 545). -16 VDC ≈10 VDC The generator is
the Master.
Master/Slave Logic
-16 VDC -16 VDC The generator is
the Slave.
The Master/Slave circuit decides which
current command Z9 should receive. If the
generator is a Master, the Generator
Cubicle M/S switch selects the Z8 output. If, IREAL Feedback
however, the generator is a Slave, the
Generator Cubicle M/S switch selects the IREAL is a low-level DC analog of the real
Master/Slave signal (pin 543). This signal is current produced by the generator (IREAL x
the Master generator Z8 output. E = KW). Generator phase voltages out of
transformer T10 and line currents out of
The Master/Slave Logic circuit detects CT1, CT2, and CT3 are processed in the
whether the generator is the Master or AC Control Module through a current
Slave. The Master/Slave Logic circuit demodulator to develop ITOTAL, I REAL
receives the M/S Logic signal from the and IREACTIVE signals (refer to Figure 2-
Generator Circuit Breaker (pin 544) and 10).
Slave signals which are the M/S Logic
signals of the other generators (pins 537 VOLTAGE REGULATOR
through 542). Table 2-7 is the Master/Slave
Truth Table. This controls the generator's exciter current
through the exciter power supply to regulate
Figure 2-15 shows the Master/Slave circuit. the generator voltage (refer to Figures 2-11,
The Master/Slave Logic switches from ≈10 2-13, 2-16, and 2-17).
VDC (this voltage is approximate since it is
partially dropped through a resistor) to -16 The Voltage Regulator output can be
VDC when the circuit breaker is closed to monitored across Generator EX+ (TB11-7)
connect the generator to the Main AC Bus. and Generator EX- (TB11-8). It should be
The Master/Slave Logic of each generator +10 VDC during IDLE and ≤+70 VDC
is connected to the Slave inputs of the during RUN for a nominal 100 VDC exciter.
following higher-numbered generators. As
a result, the Master generator is always the The Voltage Regulator employs two
one with the lowest number. Generator 1 is Feedback Control Loops (Inner and Outer).
never a Slave unit since it doesn't receive The Outer provides overall regulation by
any Slave inputs. If Generator 1 is off, the matching the generator voltage to the
lowest-numbered generator connected to Voltage Reference. The Inner regulates the
the Main AC Bus becomes the master. Exciter Field Supply. Op Amp Z1 issues the

2-32
VOLTAGE REGULATOR (CONCLUDED)
-16 VDC -16 VDC -16 VDC
CB AUX. CB AUX. CB AUX.
PIN NO. PIN NO. PIN NO.
MS LOGIC 544 544 544

MASTER SLAVE 543 543 543
SLAVE 542 542 542
SLAVE 541 541 541

SLAVE 540 540 540
AC MODULE AC MODULE AC MODULE

GEN. 1 GEN. 2 GEN. 3
20601-28 Rev. A
Figure 2-15. Master/Slave Wiring Diagram

Exciter Current Command. It is proportional Voltage Feedback
to the error difference between the Voltage
Reference and Voltage Feedback signals. Voltage Feedback is a low-level DC analog
of the generator voltage. The generator AC
Voltage Reference line voltages are applied to the primary of
Control Transformer (600:115 VAC) T10.
This is set by the operator on the front T10 has a Delta/Star configuration. The six
panel VOLTS ADJUST knob. The knob is AC phase voltages from the secondary are
linked to a potentiometer which outputs a rectified and reduced in value to give the
Zero to +11 VDC signal (Pin 551). This +11 feedback signal. IREACTIVE is a low-level DC
VDC corresponds to maximum voltage. analog of the generator reactive current
(IREACTIVE x E = KVARs).
VOLTAGE FEEDBACK
EXCITER CURRENT FEEDBACK
VOLT. SCR GEN.

REFER. Z1 Z2 FIRING
BUS
CIRCUIT
AC
MTR
Ι REACTIVE
EXCITER
UNDER FREQUENCY EXCITER

GENERATOR
CUTBACK FIELD
AC MODULE SUPPLY
EXCITER CURRENT CONTROL LOOP
VOLTAGE CONTROL LOOP
20601-30 Rev. A
Figure 2-16. Voltage Regulator Block Diagram

2-33
10255-32 Rev. A
Figure 2-17. Exciter Field Supply Circuit
The voltage feedback and current feedback EXCITER CURRENT CONTROL LOOP
signals are processed in the AC Control
Module to derive the IREACTIVE signal. Op Amp Z2 controls the SCR firing circuit
firing angle so that the exciter field current
The IREACTIVE signal is negligible during matches the Op Amp Z1 current command.
startup when the circuit breaker is open
since minimal current flows out of the The generator output (refer to Figure 2-17)
generator. Voltage Reference is the only is stepped down and rectified to produce
effective signal. The VOLTS ADJUST the exciter current. Two rectifier circuits are
knob can be adjusted to set the generator used: a diode bridge made up of DB1 and
voltage to the operating level. When DB2 during startup. Thereafter, a half-
several generators are connected to the controlled bridge made up of two diodes
Main AC Bus, the terminal voltage is held (DB2) and two SCRs (SCR1, SCR2).
fixed by other generators. The VOLTS During startup, generator residual voltage is
ADJUST knob can now be adjusted to bias rectified through the diode bridge and
the IREACTIVE signal so as to distribute the applied to the Exciter. The Metal Oxide
reactive current (KVARs) equally among all Varistor (MOV) clamps bridge voltage to
generators. +250 VDC. Through positive feedback, the
Exciter voltage, and in turn, the generator
The Underfrequency Cutback Signal is voltage quickly builds up. When the voltage
developed from the frequency feedback. It is sufficient to energize the AC Control
applies a negative bias to the summing Module, build-up relay K1 energizes to
junction of voltage regulator Op Amp Z1 to switch the transformer output to the half-
cutback the generator voltage when controlled bridge. The Exciter current
frequency drops below 50 Hz. At IDLE, feedback to the Op Amp Z2 summing
when the frequency is 35 to 45 Hz, the junction (IEX + and IEX -) is +0.33 VDC per
voltage is between ≈300 VAC to 450 VAC. 1.0 Amp of Exciter current (or as adjusted
by the connection of current-sensing
resistors).

2-34
PROTECTION CIRCUIT The Protection switch, made up of

transistor Q3 and relay K2, deenergizes the
This circuit (refer to Figures 2-13 and 2-18) Under Voltage (UV) coil to trip the
compares the generator supply parameters Generator Circuit Breaker. In some
against their respective preset limits. systems, the Generator Circuit Breaker has
a Shunt Trip coil and a UV coil. In these
It consists of a Protection switch controlled systems, the Shunt Trip coil is wired to a
by the reverse power, under/overfrequency switch on the Generator Cubicle. Closing
and the overvoltage detector. this switch will energize the Shunt Trip coil,
thus causing the Generator circuit breaker
to trip.
GEN. BUS AC BUS

AC
NO PULSE CIRCUIT
BREAKER
I REAL REVERSE
POWER
DETECTOR
Z6, Q1, K1
PROTECTION
FREQUENCY UNDER/OVER SWITCH CB
FREQUENCY Q3, K2 UV
FEEDBACK TRIP
DETECTOR
Z7, Z14
REVERSE
POWER LIGHT
UNDER FREQ.
CUTBACK
VOLTAGE
OVER VOLTAGE
FEEDBACK DETECTOR
Q6
AC MODULE
20601-32 Rev. A
Figure 2-18. Protection Circuit Block Diagram

2-35
REVERSE POWER DETECTOR OVERFREQUENCY DETECTOR
When an engine is running normally, it Comparator Z14 triggers the Protection

supplies power to the Main AC Bus. This switch if frequency feedback signal says
power is measured in terms of KWs. The that the frequency is 67 to 68 Hz.
front panel KW METER will display a
normal positive value (> zero). However, OVERVOLTAGE DETECTOR
when fuel to the engine is cut off due to
overtemperature, oil pressure or because of The Voltage Feedback signal is applied to a
a clogged fuel filter, the corresponding KW voltage divider circuit made of resistors R90
meter will display a negative reading (below and R96. The output of the voltage divider
zero). This is because power flows from will trigger Q6 if the line voltage >≈1.16 x
the bus into the generator of the faulty normal bus voltage.
engine. The generator functions as a
NO PULSE DETECTOR
synchronous motor which keeps the faulty
engine running. The No Pulse signal will switch from +16
VDC to -16 VDC when the Pulse Pickup
This is termed the reverse power circuit does not receive pulses from the
phenomenon. Normally-running engines will Magnetic Pickup device (this is located near
force a faulty-running engine to run at the the engine flywheel).
same speed because of the magnetic
coupling linking the generators by way of The Protection switch operates 100 mS
the Main AC Bus. after loss of magnetic pulses from the
engine. This will prevent nuisance tripping
Comparator Z7 in the Protection circuit of the circuit breaker.
monitors the IREAL (Kilowatts) feedback
signal to trigger the Protection switch when POWER LIMIT CIRCUIT
the signal exceeds the preset limit. The The Power Limit Circuit prevents the load
time delay before tripping of the circuit from exceeding the capacity of engines on
breaker is a function of the level of the line. The circuit monitors IREAL (KWs) and
reverse KW. For example, if reverse power ITOTAL (KVAs) of all the generators to keep
is 7%, the Circuit Breaker will trip in eight to the SCR bridges on line from demanding
12 Seconds. more of either KWs or KVAs that would
UNDERFREQUENCY DETECTOR exceed preset limits. This action distributes
the available power equally among the SCR
Comparator Z6 triggers the Protection bridges. The power limit is normally set at
switch if the frequency feedback signal ≈95% of the engine's horsepower rating
indicates that the frequency is below 50 Hz. and 100% of the generator's KVA rating.
Z6 also applies the Underfrequency
Cutback signal to the Voltage Regulator Note that IREAL and ITOTAL signals are
circuit to reduce generator voltage. generated in the AC Control Module and
auctioneered together so that only the
signal from the most highly loaded engine/
generator goes to the power limit circuit
(see Figures 2-11, 2-14, 2-19 and 2-20).

2-36
POWER LIMIT CIRCUIT (CONTINUED)
20601-19 Rev. A
Figure 2-19. Power Limit PC Card Schematic Diagram

2-37
20601-19 Rev. A
Figure 2-20. Power Limit PC Card Layout

POWER LIMIT CIRCUIT (CONCLUDED) signal (Op Amp Z1-6) goes positive as the
load increases. It is +0.25 to +0.5 VDC
The IREAL and ITOTAL signals are low-level measured at Pin 12 of the Power Limit
DC analog signals representing the real Board at power limit. When the load
and total currents developed by the exceeds the power limit, the Power Limit
generator. Generator line currents are signal positively biases the negative Firing
stepped down through current transformers Reference signals to all SCR bridges on
CT1, CT2 and CT3. The resulting low level line. Op Amp Z2 ramps input signal to Z1
AC signals are rectified and processed in a from 75% of Power Limit to allow the prime
current demodulator in the AC Control mover to handle a large change demand for
Module with the generator phase voltages power. Transistor Q1 turns on at power
and rectified to derive IREAL and ITOTAL. The limit to turn on the Driller's Console
IREAL and ITOTAL signals of all generators POWER LIMIT light. In some systems, Op
connected to the Main AC Bus are Amp Z4 output is used to drive the Driller's
auctioneered to select the signals with the Console POWER LIMIT meter.
highest positive values. The Power Limit

2-38
AC GROUND FAULT DETECTION TROUBLESHOOTING

CIRCUIT
Table 2-8 gives troubleshooting information
This circuit (refer to Figure 2-11) consists of for engine malfunctions. Table 2-9 gives
three lights. One side of each light connects troubleshooting information for Generator
to a phase of the Main AC Bus. The light's malfunctions. Table 2-10 gives
other side is grounded. If an AC phase troubleshooting information for the AC
becomes grounded, the light corresponding Control Module.
to that phase is extinguished. The other two
lights become more brightly illuminated. A
small C.T. drives a meter to indicate the
percent of the AC ground. This manual's
SCR Unit section describes the DC Ground
Fault Detection circuit.
Table 2-8. Engine Malfunctions
SYMPTOM/PROBABLE CAUSE ACTION

ENGINE WILL NOT RUN
A. Engine overspeed lever not reset. A. Reset the lever.
B. No power to the actuator. Throttle drops shut if B. The actions for the possible causes are:
the fuel rack is not held open by hand. The
possible causes are:
1. Leads to the throttle actuator are either open, 1. Measure resistance between Generator
short-circuited, or grounded. TB11-1 and Generator TB11-2 (Throttle + and
-) with both leads lifted. It should read 30Ω.
2. The AC Control Module in the Generator 2. Measure current going to the Throttle Actuator
Cubicle is not providing control current to the at throttle + or Throttle -. It should be 30 to 60
throttle. mA when engine is at run speed. If there is no
or low current, replace the AC Control Module.
3. No signal from the engine pulse pickup (if 3. Set the Voltmeter on its lowest AC Volts range.
used). The pulse pickup must deliver at least 2 VAC at
engine crank speeds.
ENGINE RUNNING PROBLEMS
A. Engine speed oscillates up and down at a steady A. Speed may oscillate for a short time during cold
rate. Observe the engine throttle arm. starts (this is normal). If it continues to oscillate, the
AC Control Module may be malfunctioning. If so,
call Ross Hill.
B. Engine speed varies erratically without any B. The actions for the possible causes are:
steady oscillation. The possible causes are:
1. Intermittent connection on the throttle circuit. 1. Check for/repair any intermittent connections.
2. Defective AC Control Module. 2. Replace with spare AC Control Module.
C. Engine speed cannot be raised to 50 Hz. C. The AC control voltages from transformers not
reaching the AC Control Module. Troubleshoot and
repair. With the EG-B-10P throttle actuator, be
sure SPEED knob setting is set to MAXIMUM.
D. Engine speed cannot be adjusted. D. Faulty SPEED ADJUST rheostat. Troubleshoot and
repair.

2-39
Table 2-8. Engine Malfunctions (Concluded)

E. Engine speed and KW sharing problems. E. AC Control Module is defective. Check the
actuator current.
F. Generator Circuit Breaker does not automatically F. The actions for the possible causes are:
trip for reverse power, under/overfrequency, or no
pulse faults. There are two possible causes:
1. Defective AC Control Module. 1. Replace with spare.
2. Circuit Breaker UV is faulty. 2. Troubleshoot and repair/replace as required.
Table 2-9. Generator Malfunctions

AC VOLTS ABSENT OR <150 VAC.
A. Engine speed is too low. A. If the Main AC Bus voltage will not increase, raise
the speed to RUN setting when starting.
Measure the voltage across Exciter Field+ (GEN
TB11-7) and Exciter Field- (GEN TB11-8). It
must be at least 1 VAC during starting. Check
the Generator Residual Voltage. At full speed, it
should be ≈15 to 20 VAC.
If both of the above conditions do not exist, the
Generator Residual Voltage is insufficient. In this
case, supply an external current to the Generator
Exciter Field (this procedure is called flashing
the Exciter Field ).
B. Exciter fuses are blown, or the Exciter Field B. Troubleshoot the Exciter Field Supply Circuit.
Supply Circuit is defective.
C. Shorted diode in the generator rotating rectifier. C. Troubleshoot and repair the generator.
D. Generator Residual Voltage insufficient. D. Flash the Exciter Field.
AC VOLTAGE REACHES 150 TO 200 VAC BUT
DOES NOT INCREASE TO 600 VAC
A. Defective Exciter Printed Circuit Card. A. Replace the Exciter Printed Circuit Card.
B. Defective AC Control Module. B. Replace with spare AC Control Module.

2-40
Table 2-10. AC Module Troubleshooting

POWER SUPPLY TRANSFORMER
A. The Generator Voltage is high. A. Check the voltages on Pins 512 through 517 are missing
(they should each be 115 VAC measured in reference to
ground). Absence of any will cause this condition.
Check the Safety Fuses and Fuses F33, F34, and F35.
Replace if required. If the problem repeats, replace the AC
Control Module.
DC POWER SUPPLY
A. The KVAR and KW meter needles A. Measure the voltage at the following AC Control Module
oscillate against their Zero Stop pin. Pins:
Pin Voltage
501 Zero Volts (This point is ground)
502 +16( ± 0.15) VDC
503 -16( ± 0.15) VDC
546 +11( ± 0.15) VDC
These voltages should be present whenever the Generator
voltage >250 VAC. This condition can be caused by Pin 501
not being tied to ground and TB4-10. Troubleshoot and
repair/replace as required.
B. Generator Voltage reaches 600 VAC B. Measure the voltage at the following AC Control Module Pins
but DC Power Supply is not working when the Generator Voltage is 600 VAC:
correctly.
Pin Voltage
502 +16( ± 0.15) VDC
503 -16( ± 0.15) VDC
507 -160( ± 20) VDC
508 +160( ± 20) VDC
If voltages are incorrect or missing, troubleshoot and
GENERATOR VOLTAGE REFERENCE
A. Unable to adjust generator voltage. A. A low reading at Pin 551 of the AC Control Module will
cause this problem. Ensure that the VOLTS ADJUST is set
at ≈ half rotation. Measure the voltage at Pin 551; it should
read ≈+6 VDC when the Generator Output is 600 VAC. The
range adjustment for the Generator Voltage Reference is
Zero to +11 VDC.
If the voltage at Pin 551 is missing, troubleshoot and
ENGINE SPEED REFERENCE
A. Engine speed is low and/or AC Circuit A. Absence of a signal at Pin 547 of the AC Control Module will
Breaker trips due to underfrequency. cause this problem. Set the SPEED REFERENCE to 60 Hz
and then measure the voltage at Pin 547. It should be +6
VDC. The range adjustment for the Engine Speed Reference
is Zero to +11 VDC.
If the voltage at Pin 547 is missing, troubleshoot and

2-41
Table 2-10. AC Module Troubleshooting (Concluded)

CIRCUIT BREAKER TRIP
A. Circuit Breaker has tripped. A. Measure the voltage between Pins 528 and 529 (the UV
Trip). The voltage should be Zero Volts. If the voltage is +24
VDC, The Trip Relay in the AC Control Module has not
picked up and the Circuit Breaker has tripped.
THROTTLE OUTPUT
A. Engine will only run when throttle is A. Measure the current from either Pin 533 or 545 when the
held by hand. engine is at RUN speed with NO LOAD, the reading should
be 30 to 60 mA. If the engine is at RUN speed with FULL
LOAD, the reading should be 180 to 200 mA.
Check for an open circuit between the throttle leads and
repair/replace as required. If the actuator resistance is 30 to
36Ω try replacing the AC Control Module.
EXCITER SCR GATE PULSES
A. The Generator Voltage oscillates A. Using an Oscilloscope, check for the presence of firing
between 10 VAC and 300 VAC as the pulses at AC Control Module Pins 504 and 505.
Field Supply Build-Up Relay opens and If the firing pulses are missing, replace the AC Control
closes. Module.
EXCITER CURRENT FEEDBACK
A. Generator voltages out of regulation. A. Use an Oscilloscope to monitor the voltage between Pin 556
of the AC Control Module and ground. Compare this
waveform with the waveform of a known good generator.
AC CURRENT FEEDBACK
A. There is a load imbalance between the A. Measure the voltage between the following AC Control
generators connected to the Main AC Module Pins with an Oscilloscope: 519 to 520, 521 to 522,
Bus. and 523 to 524. The voltage measured should be Zero Volts
at NO LOAD, and +2.5 VDC at FULL LOAD. If the voltage
between any of these AC Control Module Pins is missing,
troubleshoot and repair/replace as required.
MASTER/SLAVE
A. A large KW load imbalance between A. Start an engine/generator and allow it to operate until it is at
the engines. This is probably caused normal running temperature. Adjust the generator frequency
by improper actuator current to 60 Hz. Disconnect the generator circuit breaker and then
adjustment. measure the actuator current at either Pin 533 or 545 of the
There are several other, though AC Control by connecting a multimeter (set on the 100 mA
less common, reasons for a scale) in series with the wire going to the pin. Actuator current
large KW load imbalance: a must be 30 to 60 mA. If it is not within that range, adjust until it
defective KW Meter, a defective is. Perform this with all of the engine/generators. Ensure that
AC Control Module, a bad all of them have an actuator current that falls within a 10 mA
Actuator, or an engine range between the smallest and largest. All actuator's
problem. currents must fall with the 30 to 60mA range given above.

2-42
In Figure 2-21, either or both of the circuit

HI-LINE OPERATION breakers will supply voltage from the step-
down transformer to the system's AC Bus. If
Hi-Line operation allows you to replace or
only one circuit breaker is closed, the power
supplement the electrical power obtained
delivered to the system's AC Bus will be
from your engine/generators with electrical
limited to the rating of the connected circuit
power obtained from a commercial power
breaker (typically ≈50% of the step-down
company. If this source of power is
transformer's rating). Figure 2-22 shows the
available at your site, the cost savings of
lineup of a typical SCR system containing a
utilizing Hi-Line operation can be
Hi-Line Incomer Cubicle.
considerable.
The two circuit breakers in Figure
The Hi-Line operation is primarily
2-21 labeled MCB1 and MCB2 are
performed by a step-down transformer and
the same as the Items 31(Hi-Line
two circuit breakers (refer to Figure 2-21).
Incomer Circuit Breaker) in Figure 2-22.
There are other circuit components that
allow control or monitoring of Hi-Line
In the following item descriptions,
operation. These other components are
all references are to items shown
shown in Figure 2-22.
in Figure 2-22.
Three items are Hi-Line controls:

13,800 V (or Higher)
3000 KVA
• Two HI-LINE INCOMER CIRCUIT
600 VAC BREAKERs (Items 31).
MCB1 MCB2 • REVERSE POWER TRIP RESET

1600AF 1600AF/AT
Lighted Push Button (LPB) switch (Item
40).
The REVERSE POWER TRIP LPB

BUS is disabled if the
LOCATED IN Engine/Generator cannot be paralleled
HI-LINE CUBICLE
with the HiLine Transformer.
10223-85 Rev. B
Figure 2-21. Typical Basic Hi-Line

The remainder of the items on the Hi-Line
The values for the step-down transformer Incomer Cubicle are indicator lights or
and circuit breakers shown in Figure 2-21 meters.
are given for illustration purposes. The
values selected for your particular system
may differ.

2-43
The AC AMMETER (Item 32) displays the The UTILITY OK (Item 35) lamp illuminates
total current being supplied by the Hi- if there is no problem with the incoming
Line's step-down transformer. The commercial power. The REVERSE PHASE
KILOWATT METER (Item 33) displays the ROTATION lamp (Item 36) illuminates if the
total real power being supplied by the Hi- incoming commercial power has been
Line Incomer Cubicle. The KVAR METER connected out of phase with the Main AC
(Item 34) displays the total reactive power Bus. The PHASE LOSS lamp (Item 37)
being supplied by the Hi-Line Incomer illuminates if there is a phase loss of the
Cubicle. The AC VOLTMETER displays the incoming commercial power. The MCB1
AC voltage being supplied by the Hi-Line CLOSED lamp (Item 41) illuminates if Main
Incomer Cubicle to the Main AC Bus. Circuit Breaker 1 is closed. The MCB2
CLOSED lamp (Item 42) illuminates if Main
Circuit Breaker 2 is closed.
6333-001-00 Rev. B
Figure 2-22. Typical SCR System Containing a Hi-Line Incomer Cubicle

2-44
REMOVAL & REPAIR

MODEL 1000
In the Model 1000, the Generator Unit

assemblies (refer to Figure 2-23) are
mounted inside the Generator Cubicle on
the door and side panels.
Figure 2-23. Model 1000 SCR/Generator Cubicle

2-45
MODEL 1400

Figure 2-24. Model 1400 Generator Cubicle

2-46
MODEL 1861

Figure 2-25. Model 1861 Generator Cubicle


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GENERATOR UNIT

REVISION HISTORY PAGE SCR DRIVE SYSTEM TECHNICAL MANUAL

Figure 2-1. Generator Unit Functional Diagram

SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

DESCRIPTION (CONCLUDED) ELECTRICAL POWER

AC Supply Three phase, 60 Hz., 600 VAC.

GENERATOR CIRCUIT BREAKER

Overcurrent The circuit breaker is preset to trip under

Overvoltage ≈ 1.16 times normal bus voltage, 100 mS

Reverse Power Usually -7% to -10% of rated KW.

Regulation 0.5 Hz, steady state.

Response Time One Second.

Load Unbalance 5% rated load.

GENERATOR VOLTAGE REGULATOR

Response Time One Second.

Load Unbalance 10%, no load to full load of rated KVARs.

Exciter Power 100/200 VDC, 12 Amps maximum. KVAs

Table 2-1. Electrical Specifications

GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL

SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

IF THE OIL IN THE EG-B 10P TERMINAL SHAFT CALIBRATION

Table 2-2. Engine/Generator Unit Functional Test

GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL

Table 2-2. Engine/Generator Unit Functional Test (Continued)

CONTROL CIRCUIT TEST

Figure 2-3. Phase A 20601-10 Rev. A

Figure 2-5. Phase C Figure 2-6. Phase Rotation

SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

Table 2-2. Engine/Generator Unit Functional Test (Continued)

CONTROL CIRCUIT TEST (CONCLUDED)

GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL

Table 2-2. Engine/Generator Unit Functional Test (Continued)

ENGINE GOVERNOR TEST

SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

Table 2-2. Engine/Generator Unit Functional Test (Continued)

SYNCHRONIZATION CIRCUIT TEST

This test only needs to be GENERATOR CIRCUIT

D. Adjust the generator’s frequency to 60 D. The pointer of the SYNCHROSCOPE will

GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL

Table 2-2. Engine/Generator Unit Functional Test (Continued)

LOAD DISTRIBUTION TEST

Five separate tests comprise the Load

KVAR Sharing Test

SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

Table 2-2. Engine/Generator Unit Functional Test (Concluded)

Engine/Generator Idle-Run Test

Load Testing Engine/Generator Test

B. Connect a load (such as a tank of salt B. Observe the Engine/Generator's KW

GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL

Table 2-3. AC Control Module Functional Test

POWER SUPPLY CHECK

FREQUENCY DEMODULATOR TEST

The Frequency Demodulator Circuit is used The appearance of the Frequency

SCR DRIVE SYSTEM TECHNICAL MANUAL GENERATOR UNIT

Table 2-3. AC Control Module Functional Test (Continued)

If desired, you can compare the

Figure 2-7. Frequency Demodulator Output

CURRENT DEMODULATOR TEST

IREAL Auxiliary Board Pin 5 Zero (0) Volts.

VOLTAGE REGULATOR TEST

C. Monitor the VOLTAGE REFERENCE C. The voltage should be ≈+4 to 6 VDC.

GENERATOR UNIT SCR DRIVE SYSTEM TECHNICAL MANUAL