Caterpillar China Power System

Installation Requirements
SMCS – 4490
The Gain and Reset Potentiometers control the response of the engine to a change in load. The Gain
Potentiometer is used to decrease response time to a minimum. The Reset Potentiometer is used to
get the best speed stability for the gain setting that is used. The Actuator Compensation
Potentiometer allows initial coarse adjustment for speed stability

Mounting Locations
The load sharing module is designed to operate within a temperature range of -40 °C (-40 °F) to 75 °C
(167 °F). The unit may be mounted in any position if the required ventilation is available for cooling and
the unit is not in a high vibration area.
Do NOT mount the control near very high temperature areas or near auxiliary electrical equipment. The
control must not be mounted on the engine. The control should have space available for servicing and
repair.

Electrical Connections
Refer to the wiring diagram in Testing and Adjusting, "Wiring Diagrams" for all external wiring
connections of a typical control installation. Be sure to follow all shielding requirements. The information
that follows gives additional specific wiring instructions.

Shielded Wiring
All shielded cable must be twisted pair wiring. Do NOT try to tin the braided shield. All input control
wires should be shielded. See wiring drawing for shielding requirements. This prevents any effects from
outside signals (EMI) that are caused by other electronic equipment near the cable. Connect one point of
the shield to the system ground (or common) at the control end only. The end away from the control
should be left open. Do NOT run shielded wires in the same conduit with cables that carry high current.

Potential Transformer (PT) Connections

Connect the secondary leads of the potential transformer (PT) to the following terminals.
 Phase A to T1
 Phase B to T2
 Phase C to T3
The PT secondary line to line voltage must be from 90 to 240 RMS Volts. See Testing and Adjusting,
"Wiring Diagrams".

Current Transformer (CT) Connections

Connect the current transformer (CT) secondary leads. See Testing and Adjusting, "Wiring Diagrams".
The CT rating should be sized to produce near 5 Amperes secondary current with the generator at full
rated output. The CT phasing and PT phasing is critical for proper operation. See Testing And Adjusting,
"Phasing - Adjust".

Never disconnect current transformers from the Generator Set Load

Sensor when the engine is running. The current transformers can
develop very high voltages when open circuited with the unit loaded.

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This can result in serious injury or death to personnel.

Note: Terminals 4 through 9 of the load sharing module are the input terminals from the current
transformers.

Phasing - Check
SMCS - 4490-535

NOTICE
Before starting the phasing check, be sure the connections for the
phases are connected properly.

Note: The potential connections for phases A, B and C should correspond to control terminals 1, 2 and 3.
1. Label all wires which are connected to terminals T4 through T9.
2. Connect a DC voltmeter to the load signal terminals T22 and T23 on the load sharing module. T22
is a positive terminal. T23 is a negative terminal.
3. Start the engine and fully load the generator set with a unity power factor load. Do NOT parallel
the generator.
Note: Full load is not required if complete load is not available. However, a steady load level is
necessary.
4. Record the load signal voltage.
This voltage is proportional to a percent of full load. For example, if 50 percent load is 3 DCV,
then 100 percent load will be 6 DCV. See Testing And Adjusting, "Load Gain - Adjust" for this
proportional adjustment.
Note: The load sharing module contains internal current transformers. Due to the low impedance
of the current transformers, shorting the terminals (T4 to T5, T6 to T7, T8 to T9) is not effective.
The current input must be removed from the load sharing module and shorted externally.

Never disconnect current transformers from the Generator Set Load

Sensor when the engine is running. The current transformers can
develop very high voltages when open circuited with the unit loaded.
This can result in serious injury or death to personnel.

Note: Terminals 4 through 9 of the load sharing module are the input terminals from the current
transformers.
5. Unload the engine. Stop the engine. Disconnect the lead from T5. Connect both leads from phase
"A" CT to T4.

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6. Start the engine. Apply the same load as described in 3. Record the load signal voltage.
Compare this voltage reading to the reading in 4.
a. If the voltage in 4 dropped by 1/3, Phase "A" is correct. Go to 7.
b. If the voltage in 4 did NOT drop by 1/3, Phase "A" is not correct. Go to Testing And
Adjusting, "Phasing - Adjust".
7. Unload the engine. Stop the engine. Reconnect the lead to T5 that was disconnected in 5. Now
disconnect the lead from T7. Connect both leads from phase "B" CT to T6.
8. Start the engine. Apply the same load as described in 3. Record the load signal voltage.
Compare this voltage reading to the reading in 4.
a. If the voltage in 4 dropped by 1/3, phase "B" is correct. Go to 9.
b. If the voltage in 4 did NOT drop by 1/3, phase "B" is not correct. Go to Testing And
Adjusting, "Phasing - Adjust".
9. Unload the engine. Stop the engine. Reconnect the lead to T7 that was disconnected in 7. Now
disconnect the lead from T9. Connect both leads from phase "C" CT to T8.
10. Start the engine. Apply the same load as described in 3. Record the load signal voltage.
Compare this voltage reading to the reading in 4.
a. If the voltage in 4 dropped by 1/3, phase "C" is correct. Unload the engine. Stop the engine.
Reconnect the lead to T9 that was disconnected in 9. Go to Testing And Adjusting, "Load
Gain - Adjust".
b. If the voltage in 4 did NOT drop by 1/3, then phase "C" is not correct. Unload the engine.
Stop the engine. Reconnect the lead to "T9" that was disconnected in 9. Go to Testing And
Adjusting, "Phasing - Adjust".

Phasing - Adjust
SMCS - 4490-025
Note: Before you start this procedure, be sure that the phasing check has been completed. Refer to Testing
And Adjusting, "Phasing - Check" for the instructions.
Most problems with paralleling are caused by the improper wiring of the three-phase current and the
potential inputs. Common errors are listed below.
 Wiring the voltage of one phase with the current of another phase
 Wiring the transformers backward
1. Initial procedure
a. Be sure that the engine is stopped. Label each current transformer (CT) lead with the phase
and the polarity that you think it should be.

Never disconnect current transformers from the Generator Set Load

Sensor when the engine is running. The current transformers can

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develop very high voltages when open circuited with the unit loaded.
This can result in serious injury or death to personnel.

2. Note: Terminals 4 through 9 of the load sharing module are the input terminals from the
current transformers.

All current transformer lead ends must be connected to the Generator

Set Load Sensor, or be taped as noted. If load is applied to the generator
with leads not fastened together after they are disconnected from the
Generator Load Sensor, extremely high voltages will be generated at
lead ends. This can result in serious injury or death to personnel.

3. Note: The CT leads can be taped together as follows: CT4 to CT5, CT6 to CT7, CT8 to
CT9.
b. Disconnect phase B CT input leads from T6 and T7. Tape these two lead ends together.
c. Disconnect phase C CT input leads from T8 and T9. Tape these two lead ends together.
d. Connect phase A CT input leads to T4 and T5.
2. Determine the phasing for phase A CT input leads.
a. Start the engine. Apply a full load. Connect a DC voltmeter across terminals T22 and T23
on the load sharing module. T22 is a positive terminal. T23 is a negative terminal. Leave
the voltmeter connected for the remainder of this procedure. Measure the load signal.
Record this voltage.
b. Unload the system. Stop the engine. Reverse the phase A CT input leads T4 and T5.
Restart the engine. Apply a full load. Measure the load signal and record this voltage.
c. Unload the system. Stop the engine. Remove phase A CT input leads from T4 and T5.
Connect phase A CT input leads to T6 and T7. Restart the engine. Apply a full load.
Measure the load signal and record this voltage.
d. Unload the system. Stop the engine. Reverse the phase A CT input leads T6 and T7.
Restart the engine. Apply a full load. Measure the load signal and record this voltage.
e. Unload the system. Stop the engine. Remove phase A CT input leads from T6 and T7.
Connect phase A CT input leads to T8 and T9. Restart the engine. Apply a full load.
Measure the load signal and record this voltage.
f. Unload the system. Stop the engine. Reverse the phase A CT input leads T8 and T9.
Restart the engine. Apply a full load. Measure the load signal voltage and record this
voltage.
g. Unload the system. Stop the engine. Compare the six voltage readings that were taken in
2.a through 2.f.
Expected Result: One of the voltage readings is higher than the rest.
Results:

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 YES: Remove the phase A CT input leads from T8 and T9. Connect the phase A
CT input leads to the pair of terminals that produced the highest positive load signal
voltage and in the polarity that produced the highest positive load signal voltage.
Go to 3.
 NO: Check the voltmeter. Go to 2.a.
3. Determine the phasing for phase B CT input leads.
a. Be sure that the engine is stopped. Untape the phase B CT input leads. Connect these leads
to one of the two remaining pairs of CT input terminals.
b. Start the engine. Apply a full load. Measure the load signal and record this voltage.
c. Unload the system. Stop the engine. Reverse the phase B CT input leads. Restart the
engine. Apply a full load. Measure the load signal and record this voltage.
d. Unload the system. Stop the engine. Remove phase B CT input leads. Connect these leads
to the other pair of terminals. Restart the engine and apply a full load. Measure the load
signal and record this voltage.
e. Unload the system. Stop the engine. Reverse the phase B CT input leads. Restart the engine
and apply a full load. Measure the load signal and record this voltage.
f. Unload the system. Stop the engine. Compare the four voltage readings that were taken in
3.b through 3.e.
Expected Result: One of the voltage readings is higher than the rest.
Results:
 YES: Remove the phase B CT input leads. Connect the phase B CT input leads to
the pair of terminals that produced the highest positive load signal voltage and in
the polarity that produced the highest positive load signal voltage. Go to 4.
4. Determine the phasing for phase C CT input leads.
a. Be sure that the engine is stopped. Untape the phase C CT input leads. Connect these leads
to the remaining pair of CT input terminals.
b. Start the engine. Apply a full load. Measure the load signal and record this voltage.
c. Unload the system. Stop the engine. Reverse the phase C CT input leads. Restart the
engine. Apply a full load. Measure the load signal and record this voltage.
d. Unload the system. Stop the engine. Compare the two voltage readings that were taken in
4.b and 4.c.
Expected Result: One of the voltage readings is higher than the rest.
Results:
 YES: Connect the phase C CT input leads to the pair of terminals that produced the
highest positive load signal voltage and in the polarity that produced the highest
positive load signal voltage. Relabel each input lead with the phase designation of
the input terminal it is connected to. STOP

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Droop - Adjust
SMCS - 4490-025

Droop Adjustment
This adjustment is only necessary for droop operation. The DROOP control sets the amount of speed
regulation for the engine. The droop adjustment is only required when paralleling with utility bus or other
units which are using hydromechanical governors. Since speed regulation is a function of load or power
delivered, the DROOP function makes a reduction to the engine speed setting with an increase in load.
The percent of speed droop is the difference between engine speed at "No Load" and engine speed at "Full
Load". The percent of speed droop is expressed as a percentage of full load speed. It is calculated as
follows.
(No Load Speed - Full Load Speed) ž 100 / Full Load Speed = Percent of Flow Loss
Example
(61.8 Hz - 60 Hz) ž 100 / 60 Hz = 3 Percent Droop
Normally, the percent of droop is known. The correction that is needed is the amount to increase the "No
Load" setting. In this case, the "No Load" setting is calculated as follows.
(100 percent + Percent of Droop) ž Full Loading Setting = No Loading Setting
Note: If only 50 percent loading is possible, a "No Load" setting of 60.9 Hz would be an indication of
three percent droop as shown in the Illustration 1.

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g00617347
Illustration 1

Droop Adjustment

Setting Droop On System Operating Into A Commercial Bus

1. With the unit off the line, run the engine. Set the speed to 60 Hz ("No Load" setting). Mark this
position.

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2. Set RATED SPEED or external Speed Trim potentiometer setting above the 60 Hz reference by
the percent droop required. For example, three percent droop would mean raising the speed to 61.8
Hz. Mark this potentiometer position. Return the potentiometer to 60 Hz.
3. Turn the "DROOP" potentiometer fully clockwise (maximum droop). Set the external Mode
Switch to "DROOP".
4. Bring the unit on the line.
5. Return the RATED SPEED or external Speed Trim potentiometer to the point marked in 2.
6. Now make adjustment to "DROOP" potentiometer in counterclockwise direction (decreasing
Droop) until Full Load (Rated) is reached.

Setting Droop For An Isolated Load

1. Run the engine and set the Mode Switch to the "DROOP" position.
2. With the load removed from the engine, set RATED SPEED or external Speed Trim potentiometer
to the "No Load" speed. For example, for three percent droop, speed setting would be 61.8 Hz.
3. Apply 100 percent of the load to the engine.
4. With the engine fully loaded, make an adjustment to the "DROOP" potentiometer until 60 Hz is
reached.
Note: For 50 Hz systems, adjust the potentiometer settings to 50 Hz. In this case, for three percent
droop, speed setting would be 57.5 Hz.

Load Gain - Adjust

SMCS - 4490-025
Note: The engine speed control must be correctly adjusted for stable operation before you start this
procedure. Refer to the governor Service Manual, Service Procedures, "Adjust For Stable Operation".
1. Connect a DC voltmeter to terminals T22 and T23 on the load sharing module. T22 is a positive
terminal. T23 is a negative terminal.
2. Run the engine in single unit operation until the coolant temperature is normal.
3. Put a full load on the generator. Adjust "LOAD GAIN" potentiometer until the load signal reading
on the voltmeter is 6 DCV. If it is not possible to put a full load on the generator, keep the ratio
between the load and the voltage signal constant. For example, if the load on the generator is 1/2 of
the rated capacity, adjust the "LOAD GAIN" potentiometer in order to get a load signal of 3 DCV.
4. Perform 1 through 3 for all units in the system. The load signal for each unit in the system must be
the same.
5. If any of the units in the system have stability problems at this load gain setting, decrease the
setting for each unit a small amount. Keep the load signal for each unit in the system the same.
6. If the load signal at "Full Load" is decreased to 3 DCV in 5 and the system still has a stability
problem, the cause is very poor system dynamics. With this condition, Caterpillar Inc. should be
contacted for the recommendations.

Wiring Diagrams
SMCS - 4490; 7566

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Load Sharing Module - AC Powered Version

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g00623932
Illustration 1

Refer to the following notes when you are using the Illustration 1.
Note 1: With a balanced three-phase load and unity power factor the current transformers should be wired
in the correct potential leg. The current transformers must be phased at the controls as follows.
 Phase A: Potential terminal 1, with respect to neutral, in phase with CT terminals 4 to 5
 Phase B: Potential terminal 2, with respect to neutral, in phase with CT terminals 6 to 7
 Phase C: Potential terminal 3, with respect to neutral, in phase with CT terminals 8 to 9
Note 2: Power source current transformers should be sized to produce approximately 5 Amp secondary
current with maximum generator current. CT burden is essentially 0 VA.
Note 3: Contacts close when breaker to main bus closes.
Note 4:

The internal ballast resistors must be connected across AC power source

to current transformers when the engine is running to prevent high
voltage from developing on leads to these terminals. This high voltage
can result in serious injury or death to personnel.

Note 5: Place the jumper between T15 and T16 and between T17 to T18 when potential input at terminals
T1 through T3 is 95 to 130 VAC phase to phase (50 to 400 Hz).
Note 6: Place the jumper between T16 and T17 when potential input at terminals T1 through T3 is 190 to
260 VAC phase to phase (50 to 400 Hz).
Note 7: Potential transformer burden is 5 VA per phase with 230 VAC input and 2.5 VA per phase with
115 VAC input.
Note 8: Control signal lines should be twisted shielded pairs. The shield should be tied to the ground at
one end only.
Note 10: If speed trim potentiometer reference is used, connect a 10 K, ten turn potentiometer. Use 20
gage or larger shielded wire.

Load Sharing Module - DC Powered Version

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g00623934
Illustration 2

Refer to the following notes when you are using the Illustration 2.
Note 1: With a balanced three-phase load and unity power factor the current transformers should be wired
in the correct potential leg. The current transformers must be phased at the controls as follows.
 Phase A: Potential terminal 1, with respect to neutral, in phase with CT terminals 4 to 5
 Phase B: Potential terminal 2, with respect to neutral, in phase with CT terminals 6 to 7
 Phase C: Potential terminal 3, with respect to neutral, in phase with CT terminals 8 to 9
Note 2: Power source current transformers should be sized to produce approximately 5 Amp secondary
current with maximum generator current. CT burden is 0.1 VA.
Note 3: Contacts close when breaker to main bus closes.
Note 4:

The internal ballast resistors must be connected across AC power source

to current transformers when the engine is running to prevent high
voltage from developing on leads to these terminals. This high voltage
can result in serious injury or death to personnel.

Note 5: Potential transformer burden is 5 VA per phase with 230 VAC input and 2.5 VA per phase with
115 VAC input.
Note 6: Control signal lines should be twisted shielded pairs. The shield should be tied to the ground at
one end only.
Note 7: This is a protective earth ground. Use the ground as required by the regulations. Ground wire must
be at least as large as the wire on the terminals 1 through 9.
Note 8: Connect the synchronizer shields to the nearest chassis screw as indicated. Connect the speed trim
shields to the nearest chassis screw as indicated.
Note 9: The wire lugs on terminals 3 and 4 must have insulated sleeves. The wire lugs on terminals 3 and
4 must also have a creepage distance of 6.5 mm (0.256 inch) or greater in order to comply with the
European Union's Low Voltage Directive.
Note 10: Replace ammeters with jumpers if ammeters are not used.
Note 11: SEE IMPORTANT OPERATIONS AND MAINTENANCE INSTRUCTIONS OR
SERVICING INSTRUCTIONS IN THE LITERATURE WHICH IS ACCOMPANYING THE
PRODUCT.

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