User Manual

Enriching Lives
Dear Customer,
We are happy to welcome you to the community of thousands of satisfied users of Kirloskar Green Power
Ideas diesel generating sets.
Each Kirloskar Green genset is a result of painstaking research by us over decades. The research takes
into consideration the arduous operating conditions and user practices to create a world class reliable
product.
We have not only designed the genset, but also its major aggregates Kirloskar Green AC Generator,
Sound Proof Outdoor Enclosure and Control Panel.
This Users Manual of Kirloskar Green Power Ideas genset has been prepared by keeping in mind needs
of most of the users. Thus, the manual only illustrates user serviceable maintenance practices and
parts. In case you desire more detailed information about the genset, its engine, AC generator, or control
panel, please let us know. Also note that this manual is applicable only to those KGPI Genset users
having Kirloskar HA, R1040/R1080 and SL90 series of diesel engines.
We are sure, Kirloskar Green Power ideas genset will serve you well for years as you continue to
maintain it as presented in this manual.
Yours faithfully,
For Kirloskar Oil Engines Ltd.,
Pune, INDIA
P. M. Sardey
Customer Support
Global Head
While asking for assistance to our Authorised Service Dealer,

please provide the following information.
Your Name & Phone or Mobile Number.
Engine Serial Number.
Name of the Company.
Engine Location.
General Description of assistance required.
And the service will be on its way.
KIRLOSKAR OIL ENGINES LTD.
LAXMANRAO KIRLOSKAR ROAD, KHADKI, PUNE - 411 003.
PHONE : +91-020-25810341 FAX : +91-020-25813208, 25810209
MAIL ID - helpdesk@koel.co.in
http://www.koel.co.in
AREA OFFICE CONTACT DETAILS
FOR EMERGENCY CONTACT
In the very unlikely event of you are not receiving the prompt attention
from our field force, following are the contact details of our Help Desk
and area office for your assistance.
KOEL Delhi - 011 23718544
KOEL Lucknow - 0522 27895565
KOEL Kolkatta - 033 2172265
KOEL Bhubanwswar - 0674 2588047
KOEL Ahemadabed - 079 27480922
KOEL Chennai - 044 23744624
KOEL Cochin - 0484 2316653
HELP DESK TOLL FREE NUMBER - 1800 233 3344
HELP DESK LAND LINE NUMBER - 020 - 66084608
KOEL Ludhiana - 0161 2531372
KOEL Jaipur - 0141 2361789
KOEL Guwahati - 0361 2529284
KOEL Pune - 020 66084260
KOEL Indore - 0731 2531402
KOEL Bangalore - 080 25587570
KOEL Sbad - 040 27819563
PREFACE
This manual deals with the KGPI genset operation and detailed briefs of all those
components and parts which a user can service on his own. The maximum performance of the
genset largely depends on its proper maintenance and upkeep. So, please be sure to maintain
your genset properly as per the instructions and schedule given in this manual. This user manual
is divided into 6 Sections related to Genset, Diesel Engine, Alternator, Warranty, Customer Service,
Area Office Contacts and Check Call Cards. Here follows the synopsis of each section to give
you a quick feel of what this book has in store for you.
Section A Genset Warranty
The Warranty Section is most important for you to understand completely. It gives you
description of all the ifs and buts of the warranty clauses and the means to get benefit from
KGPI extended warranty. It also contains a log sheet that you need to fill religiously. Please
record the daily running of the DG set and various parameters.
Section B Customer Service Package
To ensure maximum life and best performance of your genset, we provide free installation
and maintenance checks. Kirloskar Service Dealer will carry out free service checks as mentioned
in the package. Please keep in mind that you would be required to pay for the consumables like
lube oil filters, fuel filters, lube oil, etc.
Section C Genset User Manual
This Section takes you through to understand each aspect of the genset, its major
components and their operation. Chapter 3 tells you about the installation procedures and
subsequent chapter take care of the electrical control systems and optional equipment that can
be used. You must read Chapter 6 and 7 thoroughly to understand the maintenance procedures
for genset and batteries.
Section D Engine User Manual
This part of the manual gives you a complete understanding of the engine operation and
maintenance from a user perspective. All the fluid systems, namely, lube-oil, fuel oil, cooling
liquid flows have been described because the upkeep of these three systems is significant to
obtain optimum performance from the engine. Later in this section, you must go through to
comprehend the trouble-shooting, remedial and engine preservation measures. This section
takes care of all the models of engines used in a KGPI genset. Efforts have been made to highlight
those specific areas which are unique to a particular engine model.
Section E Alternator
Here we have given you a brief knowledge about the Kirloskar Green Alternator coupled to
the diesel engine. KG alternators come in two variants brushtype and brushless. The exploded
views and illustrations give you in-depth detailing of what lies underneath. User needs to read the
safety requirements and all the dos & donts. The brushtype alternator also has brushes and
sliprings which user needs to replace after they wear out. In the end, you are provided with the
fault, cause and repair tables so that every time you dont need to rush to a mechanic.
Section F Service Network
Kirloskar Green Power Ideas takes care of you anywhere everywhere. And this last section
contains the information (contact details) of our 5 zonal offices, 17 area offices and 176 service
dealer locations. Each time you run into a problem with your genset. Just look for your nearest
office/service dealer location in this section and KGPI will take care of the rest.
Intimation Card
Please ensure that your manual has intimation card. We request you to fill the required
details completely in the intimation card and post it to us immediately.
CONVENTIONS
Each warning/most important instruction in the manual succeeds the sign .
All the significant procedures are highlighted in bold letters in the manual.
All the illustrative diagrams in the manual show only the user-serviceable parts. The
numbers in the round boxes for every part are described below the illustration.
The logo displayed at the top corner of each page is the Kirloskar Green Power Ideas
brand logo.
1
USER MANUAL - SERVICE NETWORK
NORTH ZONE
DELHI, UTTAR PRADESH, PUNJAB, HARYANA, RAJASTHAN, HIMACHAL PRADESH, J&K, AND
UTTRANCHAL
ZONAL OFFICE
KIRLOSKAR OIL ENGINES LTD., +91-011-23718544 (O)
UCO BANK BUILDING, +91-011-23719490 (O)
PARLIAMENT STREET, +91-011-23319473 (O)
NEW DELHI 110 001 +91-011-23710159 (F)
Service Manager 09971115383 (M)
09871172824 (M)
09923450110 (M)
AREA OFFICES
408, SAVITRI COMPLEX, +91-0161-543848 (O)
4
TH
FLOOR, G. T. RD, +91-0161-543847 (F)
LUDHIANA 141 002 Service Manager 09216523012 (M)
498/143-K, NEAR IT COLLEGE CROSSING +91-0522-2323130 (O)
FAIZABAD ROAD +91-0522-2789633 (O)
LUCKNOW 226 007 +91-0522 -2789764 (F)
koellko@koel.co.in Service Manager 09219635518 (M)
D-24,DURLABH NIVAS +91-0141-2363389 (O)
SUBHASH MARG , C SCHEME +91-0141-2360528 (F)
JAIPUR - 302 001 Service Manager 09829064750 (M)
SERVICE LOCATIONS
Delhi, Noida, Gurgaon, Bahadurgarh, Samalkha, Karnal, Faridabad, Panipat, Damtal, Mandi, Jammu, Srinagar, Leh,
Chandigarh, Ludhiana, Jalandar, Amritsar, Udaipur, Bhilwara, Rajnagar, Kesarijai, Kota, Alwar, Rewari, Ajmer, Jaipur,
Jodhpur, Bikaner, Lucknow, Varansi, Gorakhpur, Kanpur, Allahabad, Agra, Gaziabad, Dehradun, Moradabad, Barrelly.
2
WEST ZONE
GOA, GUJRAT, MAHARASHTRA, MADHYA PRADESH, & CHATISGARH
ZONAL OFFICE
KIRLOSKAR OIL ENGINES LTD. +91-020-25810341 (O)
(CORPORATE HEAD QUARTERS) +91-020-25813208 (F)
LAXMANRAO KIRLOSKAR ROAD, +91-020-25810201 (F)
Khadki, Service Manager 09881495639 (M)
PUNE - 411 003
AREA OFFICES
KIRLOSKAR OIL ENGINES LTD. +91-079-27480922 ( O)
NEW NATRAJ COMPLEX +91-079-27450237 (O)
GURUKUL ROAD +91-079-27447113 (O)
MEMNAGAR +91-079-27447112 (F)
AHMEDABAD - 380 052 Service Manager 09879000901 (M)
APARTMENT NO.405/406 A +91-0731-2532528 (O)
4
TH
FLOOR, INDUSTRY HOUSE. +91-0731-2535075 (O)
15
TH
AB ROAD, Service Manager 09826026463 (M)
INDORE - 452 007.
SERVICE LOCATIONS
Ahmedabad, Surat, Jamnagar, Baroda, Ankleshwar, Bhavnagar, Silvassa, Satna, Jabalpur, Indore, Bhopal, Raipur,
Jhansi, Gwalior, Goa, Pune, Nasik, Kolhapur, Ratnagiri, Chiplun, Panvel, Vashi, Solapur, Latur, Pandharpur, Thane,
Akola, Nagpur, Aurangabad
3
SOUTH ZONE - 1
ANDHRA PRADESH AND KARNATKA
ZONAL OFFICE
KIRLOSKAR OIL ENGINES LTD., +91-080 5587570 (O)
2
ND
FLOOR, SHRI LAXMI COMPLEX +91-080 5587562 (O)
15,St. MARKS ROAD +91-080 5587566 (O)
NEXT TO FORD SHOWROOM +91-080 5587569 (O)
BANGALORE 560 001 +91-080 5587559 (F)
AREA OFFICES
1-7-27 TO 34, 216 TO 228 +91-040-27819561 (O)
UNITED BUILDING COMPLEX +91-040-27897873 (O)
II FLOOR BLOCK B, S.D.ROAD +91-040-27898243 (O)
SECUNDERABAD 500 003 +91-040-27721511 (F)
SOUTH ZONE - 2
TAMILNADU & KERALA
ZONAL OFFICE
KIRLOSKAR OIL ENGINES LTD. +91-044-23744624 (O)
NELSON TOWERS, +91-044-23744661 (O)
1
ST
FLOOR, 2
ND
WING, +91-044-23744874 (O)
NO.51,NELSON MANICKAM ROAD, +91-044-23744625 (F)
AMINJIKARAI Service Manager 09444990295 (M)
CHENNAI 600 006
AREA OFFICES
G-259, 2 nd FLOOR +91-0484-2316687 (O)
PANAMPILLY NAGAR +91-0484-2316652 (F)
PANAMPILLY AVENUE Service Manager 09744716767 (M)
COCHIN 682 036
SERVICE LOCATIONS
Cuddapah, Anathpur, Tirupati, Nellore, Chittor, Rajamundry, Vijaywada,Warangal, Secunderabad, Vishakapatnam,
Gulburga, Bangalore, Mysore,Hubli, Bellary, Tumkur, Manglore, Belgum, Udapi, Davangiri, Cochin,Calicut,
Trivandrum, Kottarakkara, Kollam, Idduki, Palakkad, Pondichery, Coimbatore, Tirupur, Pollachi, Erode, Kunoor,
Dharapuram, Sathymangalam, Trichy, Dindigul, Karur, Karaikal, Thiruchengodu, Thanjavaur, Krishnagiri, Vellore,
Sivakasi, Tirunerveli, Nagarcoil, Tuticorin, Madurai, Chennai, Salem, Coimbatore
4
EAST ZONE
BIHAR JHARKHAND ORRISA WEST BENGAL AND NORTH EASTERN STATES
ZONAL OFFICE
KIRLOSKAR OIL ENGINES LTD.,
POONAM BUILDING +91-033-217-2265/66 (0)
8TH FLOOR, FLAT NO 8 A SSB, +91-033-217-0858 (0)
S/2 RUSSEL STREET, +91-033-217-0860 (0)
KOLKATTA - 700 107. +91-033-217-0861 (0)
+91-033-217 -0859 (F)
AREA OFFICES
KIRLOSKAR OIL ENGINES LTD., +91-0361-529284 (0)
BHANGAGARH, +91-0361-451587 (0)
G.S.ROAD., +91-0361-529894 (F)
GUWAHATI - 781 005 Service Manager 09435119345 (M)
KIRLOSKAR OIL ENGINES LTD., +91-0674-588047 (F)
1/A, UNIT III, STATION SQUARE +91-0674-588021 (O)
BHUANESHWAR - 751001. Service Manager 09437920980 (M)
MEENA PLAZA, SOWTH MESEUM ROAD, +91-0612-2220412 (O)
BUDH MARG, Service Manager 09334383111 (M)
PATNA - 800 001.
SERVICE LOCATIONS
Guwahati, Tinsukia, Tezpur, Aizwal, Silchar, Patna, Ranchi, Dhanbad, Jamshedpur, Sambalpur, Angul, Asansol, Kolkatta,
Siliguri, Rourkela, Bhubaneshwar, Balasore,
HEAD OFFICE
KIRLOSKAR OIL ENGINES LTD.,
L. K. ROAD, KHADKI, PUNE - 411 003.
A. P. UPADHYE - 9881209205
020 - 66084532
D. B. DESHPANDE - 9822001420
020 - 66084533
RAKESH PARDESHI - 9822599877
020 - 66084134
P. M. SARDEY - 9922416893
020 - 66084596
I N D E X
Section A - Warranty
Section B - Customer Service
Section C - Genset
Section D - Diesel Engine
Section E - Alternator
Enriching Lives
A-1
WARRANTY
IMPORTANT
1. This warranty is applicable for Kirloskar Green Power Ideas gensets manufactured
by Kirloskar Oil Engines Limited (KOEL).
Before commissioning of the genset, please go through the contents of this
Warranty Section carefully.
2. For details of KOEL Authorised Service Dealer for your genset, please contact
either your supplier of genset or nearest KOEL Area Office.
3. For availing the warranty services, please ensure following :
a) Produce this warranty booklet to KOEL authorised Service Dealer, when
requested.
b) Carry out first service check through KOEL Authorised Service Dealer within
seven days of installation, followed by second service check within 250 Hrs
or 3 months from the date of first service check, whichever is earlier.
c) Use recommended grade of lube oil and ensure periodic change of lube oil,
as recommended.
d) Use genuine air filter elements, lube oil filter elements, fuel filter elements,
coolant and additives, sourced from KOEL Authorised Service Dealer.
e) Please maintain the log-book for the genset at your end. The suggested
format for log-book is provided on page no. A-6.
f) Carry out repairs of genset, through KOEL Authorised Service Dealer, only.
g) The performance of genset depends on the quality and grade of lub oil and
periodic preventive maintenance. To ensure the genuinity of oil, KOEL has
launched the lube oil branded as K-Oil. Please use K-Oil and genuine filters
sourced through KOEL authorised parts and service dealer and avail
extended warranty.
A-2
WARRANTY
Please provide following details to our Authorised Service Dealer.
It will help him for quick restoration of your genset.
Genset Model & serial No. :
Engine serial No. :
Detailed site address :
Contact Person and
Telephone/Mobile No.
No. of Hrs. run till date :
Nature of failure :
A-3
WARRANTY
GENSET MODEL AND SR. NO. __________________________________________
ENGINE MODEL & SR. NO. ______________________________________________
KG ALTERNATOR SR. NO.
MAKE & TYPE __________________________________________________________
PANEL SR. NO. _________________________________________________________
G1 (1ST SERVICE) CHECK
CARRIED OUT ON______________________________________________________
SERVICE DEALERS
STAMP AND SIGNATURE
G2 (2ND SERVICE) CHECK
CARRIED OUT ON______________________________________________________
A-4
WARRANTY
Use K. Oil, Kirloskar Genuine filters, K Cool super plus and avail two years warranty
KIRLOSKAR GREEN D.G. SET
WARRANTY
Use K. Oil for your Gensets, for details of K. Oil, please contact our Authorised Service Dealer
For Power Generation non Cellular Application Engines -
This warranty is applicable to R/HA/R1040/R1080/SL90/K series
Kirloskar Green Genset. The warranty is for 18 months from date
of dispatch of engine and alternator from Kirloskar Oil Engines,
Ltd. Pune or from 12 months from the date of commissioning or
3600 hours of operation whichever is earlier.
Customers can also avail extended warranty of 2 years from
the date of installation or 5000 operating hours or 30
calendar months from date of dispatch whichever is earlier,
subject to use of Kirloskar K Oil, Kirloskar genuine filters, K
cool super plus and services sourced through KOEL
authorised Service Dealer.
For Power Generation Cellular Application Engines & KG
Alternator
Within 24 Calendar Months from Date of Dispatch from KOEL
or 2500 operating hours Which ever occurs first if customer
source the filters, K-Oil Super, K cool super plus and avail the
services from KOEL Authorised Service dealer.
Kirloskar Oil Engines Ltd. hereby warrants that this Kirloskar
Green Genset is free from defects in material, design and
workmanship.
This warranty shall be limited for repairs and replacement under
normal use, regular check up and maintenance of the Kirloskar
Green Genset as per our maintenance schedule and purchase
and servicing of the Kirloskar Green Genset through our
authorised dealer.
This warranty is the only document given by us warranting the
Kirloskar Green Genset. No other document giving any warranty
terms conflicting these contents shall be considered and
entertained.
Kirloskar Oil Engines Ltd. is not liable to service, or repair of
Kirloskar Green Genset free of costs during the warranty period,
for the Kirloskar Green Genset purchased from person other
than an authorised person or DG set Dealer or AGOEM of
Kirloskar Oil Engines Ltd.
Kirloskar Oil Engines Ltd. is not liable for any loss or damage,
direct or consequential, labour charges or the effect of any
accident resulting from defective material, faulty workmanship
or otherwise. In any case the liability of Kirloskar Oil Engines Ltd.
will not exceed the Kirloskar Green Genset price or the market
value of the Kirloskar Green Genset whichever is lower and shall
be without interest.
This warranty does not apply for the following:
1. The Kirloskar Green Genset or engine failure due to
any misuse including improper shutdown, improper
handling and adjustments, negligence, over speeding,
alteration of specification and due to accident or Act. of
God.
2. Kirloskar Green Genset or engine if not maintained as
per the maintenance schedule given by Kirloskar Oil
Engines Ltd.
3. If K Cool Super plus engine coolant is not used for
water-cooled Genset.
4. Damage due to improper installation of the parts,
components and accessories.
5. For the parts supplied under warranty or voluntarily or
at special rates or free of charge, the warranty will be
applicable only to the unexpired portion of D G Set
warranty.
6. Damage due to use of improper lubricant or the
lubricant used other than suggested by Kirloskar Oil
Engines Ltd.
7. Normal wear and tear of the components of Kirloskar
Green Genset / Engine.
8. For resale of Kirloskar Green Genset or if the Kirloskar
Green Genset purchased is second hand.
Warranty period for DG set components is as below.
For Power Generation Non Cellular Application -
Proprietary parts not manufactured by Kirloskar oil
engines like
o Starter
o Alternator
o Fuel injection pumps
18 Calendar Months from Date of Despatch or 3600
operating hours or 12 calendar months from date of
installation
The warranty is subject to analysis of defect by the
respective authorised dealer of manufacturer.
Kirloskar Green Alternators
installation Whichever occurs first
All other Electrical Components supplied along with
Genset like
o Electrical Gauges
o Electrical Hour Meters
o Sensors
o Switches
o Engine Safety Units
o Actuator
o Controller card
**Warranty is not applicable for fuse & charging bulb.
Kirloskar Green canopy Components supplied along
with Genset like
A-5
WARRANTY
Use K. Oil, Kirloskar Genuine filters, K Cool super plus and avail two years warranty
Use K. Oil for your Gensets, for details of K. Oil, please contact our Authorised Service Dealer
The warranty detailed above is offered for the Kirloskar green power ideas Diesel Genset consisting of Kirloskar
Engine, Kirloskar Green AC Generator & sound proof enclosure branded Kirloskar Green and control panel.
To meet specific customer needs, your Genset may not contain Kirloskar green power ideas AC Generator,
soundproof enclosure, or control panel. If so warranty for such aggregates may please be availed from the
manufacturers of these aggregates. The seller of the Genset will be happy to provide you the details.
o Locks
o Hinges
o Fuel level gauges
o Exhaust fan
**Warranty is not applicable for foam, bulb, and tubes
Kirloskar Green Control Panel Components supplied
along with Genset like.
o AMF module
o Relay card / board
o LVM / GVM
o Current transformer
o Battery chargers
o KWH meters
o Switches
o MCB
o Contactors
**Warranty is not applicable for fuse, charging bulb &
contactor coil
For Power Generation Cellular Application -
Proprietary parts not manufactured by Kirloskar oil
engines like
o Starter
o Alternator
o Fuel injection pumps
o Battery
o Exhaust Fan
For Power Generation Cellular Application - 15
Calendar Months from Date of Dispatch or 2500
operating hours Which ever occurs first
The warranty is subject to analysis of defect by the
respective authorised dealer of manufacturer.
All other Electrical Components supplied along with
Engine like
o Electrical Gauges
o Electrical Hour Meters
o Sensors
o Switches
o Engine Safety Units
o Fuel level gauge
operating hours Which ever occurs first
**Warranty is not applicable for fuse & charging bulb
Kirloskar Green canopy Components supplied along
with Genset like
o Locks
o Hinges
o AVM
operating hours Whichever occurs first
**Warranty is not applicable for foam, bulb, and tubes
Kirloskar Green Control Panel Components supplied
along with Genset like.
o AMF module
o Relay card / board
o LVM / GVM
o Current transformer
o Battery chargers
o KWH meters
o Switches
o MCB
o Contactors
operating hours Whichever occurs first
**Warranty is not applicable for fuse & charging bulb
& contactor coil.
Any claim or obligation in connection with the sale or
performance of Kirloskar Green Genset shall be subject
to Pune Jurisdiction.
Conditions precedent to Kirloskar Green Genset warranty.
The Kirloskar Green Genset warranty given by the company is
subject to the below condition which are to be observed by
every purchaser/user of Kirloskar Green Genset, without which
the warranty claims if any will be rejected.
A. Proper installation of the Kirloskar Green Genset is the
sole responsibility of the owner of the Kirloskar Green
Genset / purchaser of the Genset.
B. Operation & Maintenance as recommended by the
company within the limits mandated by the
specifications.
C. Any defective part claimed, to be returned to Kirloskar
Oil Engines Ltd., if such part is replaced by the company
under warranty, the returned part becomes the property
of the company, this transportation charges to be paid
by the customer.
D. Incase of interchange of part between Kirloskar Green
Gensets / Engine shall void the warranty. Unauthorised
repair work will make the warranty null & void.
E. For the proprietary parts not manufactured by Kirloskar
Oil Engines Ltd., such as Fuel Injection Equipments,
Electrical Equipments and Instruments etc. the warranty
terms of respective supplier will be applicable.
A-6
WARRANTY
LOG SHEET (Sample for use)
The user is requested to maintain a separate log book registering the following mentioned parameters in the table.
Following tables are meant for providing a reference to you.
Engine__________________________________ RPM_______________________________ HP________________________
Lub. Oil
Pressure (Kg/cm
2
)
Daily use in hrs.
Hour meter reading
Cooling Water Temp (C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided
Remarks - Record events of
maintenance / repairs
Date
Temp (C)
A-7
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Lub. Oil
Pressure (Kg/cm
2
)

Temp (C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Voltage
Frequency (Hz)
PF & kW if provided
A-8
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Lub. Oil
Pressure (Kg/cm
2
)

Temp (C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Voltage
Frequency (Hz)
PF & kW if provided
A-9
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Lub. Oil
Pressure (Kg/cm
2
)

Temp (C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Voltage
Frequency (Hz)
PF & kW if provided
FIRST SERVICE CHECK (G1) - ENGINE SIDE
( Within 3 months from the date of installation or first 50 Hrs. of Genset run whichever is earlier. )
Time Date
S. R. Number :
Educated Customer on routine maintenance to be carried out :
Cleaning of Air Cleaner (Dry / Oil Bath), Restriction Indicator operation. Yes / No
Lube Oil & Oil Filter Change Yes / No
Fuel / Filter Element Change Yes / No
Cleaning of Radiator Cooling fins Yes / No
Cleaning of Liner & Cylinder Head Fins in case of Air Cooled Engine. Yes / No
Remarks of the service dealer representative :
Overall Performance of DG Set OK / Not OK.
Safeties : Low Lube Oil Pressure Working / Not Working
High Lube Oil / Water Temp Working / Not Working
V Belt Failure Working / Not Working
Leakages, if any and the corrective action
Current
Lube Oil Pressure : Lube Oil Temp. : Voltage : R : Amp.
Y : Amp.
Water Temp. : Abnormal Noise : Frequency : B : Amp.
Ambient temp. (air temp. near air-cleaner element) :
D G Set Parameters
Engine Type : Application Code / Sr. No. :
Radiator Sr. No. : Turbocharger Sr. No. :
FIP Sr. No. : Electronic Governor Sr. No. :
Installation Dt : Commissioning Date:
Hours run and the date of visit :
Make of Alternator : Rating : Sr. No. :
Phase : Single / Three Type : Brushless / Brush Type Frame :
Alternator Control Panel : AMF / Non AMF Make : Sr. No. :
Type of Load : Resistive / Inductive / Capactive /
Canopy : Sr. No. :
DG Set Tested on full load for hours.
N.B. - Please fill the information, as applicable. Page No. 1 of 3
Customer Remarks :
Customer Name :
Site Address :
Tel. No.
Name, Signature & Designation of
Customer Representative.
AGOEM Name & Address Name, Signature & Designation of
Service Dealer Representative.
1) KOEL HEAD OFFICE COPY
ALTERNATOR CHECK POINTS - DURING G1 CHECKS
Sl No. Service Point Remark
1 Alternator Checks to be carried out during stop condition for
Main Stator Winding leads tightness at Main Terminal. OK / NOT OK
All AVR connections tightness. OK / NOT OK
Outgoing cable connections tightness. OK / NOT OK
2 Check for Seperate Earthing connections for neutral & Genset body,
both should be connected to earth pit. OK / NOT OK
Pour sufficient water in to Earth pit. DONE / NOT DONE
Check outgoing main cable connection at terminal. OK / NOT OK
Observe proper lugs, crimping & glands.
3 Start the Set and observe the following parameter-
Check for stable out put voltage from Alternator. OK / NOT OK
Check for Balance load. ( unbalance should not be more than 10 % of total load ) Balance / Unbalance
Current ( Amp ) - R- Y- B- N- phase respectively
Voltage (Volts ) - RY - YB- BR-
Power factor ( if available )-
4 Connected Load details - Unit - KW/ KVA
Total Motor load connected -
AC / DC Drive ( 3 ,6,12 pulse ) load connected.
UPS connected -
Other load details like fan / lights. -
Total Load connected -
Customer Remarks :
Customer Name :
Site Address :
Tel. No.
CHECK FOR CONTROL PANEL - DURING G1 AND G2 CHECKS
Sl No. Service Point Status
1. Check the tightness of crimping of cables -
Mains cable tightness & lugs crimping & gland in control panel . OK / not OK
Generator cable at control panel and alternator terminal. OK / not OK
Correct cable size with correct lugs. OK / not OK
Connection are tight. (All power & control cable) OK / not OK
2. Check the Earth connection of control panel. OK / not OK
Check control panel is mounted on AV mounting or check vibration. OK / not OK
3. Accessories -
AMF module type
MCCB ( make & rating )
Mains contactor ( make & rating )
Generator contactor ( make & rating )
4. Check for tightness of following connections -
Connection at main terminal board are tight with proper lugs or solder end. OK / not OK
Power connection at both Contactors are tight. OK / not OK
Connection at all fuses or MCB are tight. OK / not OK
Check the proper tightness of all relays at relay base with proper relay locking clips. OK / not OK
5. Check the Battery voltage and ensure that battery is fully charged OK / not OK
Battery voltage
Specific Gravity of battery solution ( required 1.270 ) OK / not OK
Ensure all cells of battery are filled with electrolyte battery solution to max. level OK / not OK
Ensure charging of battery by charging alternator (if provided) or by Battery charger OK / not OK
Check Battery terminal for cleanliness and tightness. OK / not OK
6. Checking of electrical accessories -
Simulate the fault like LLOP, HCT etc. and check engine tripping with alarm. OK / not OK
Check all the gauges are working. OK / not OK
Check the exhaust fan working and direction of fan. OK / not OK
Check solenoid supply is not more than 15-20 sec. OK / not OK
7. Check all the meters for working on control panel working. OK / not OK
8. Mains voltage ( EB Power ) -
Mains current ( EB Power ) -
9. Generator voltage -
Generator current-
10. Ensure AUTO / MANUL mode operation of AMF pannel. OK / not OK
Customer Remarks :
Customer Name :
Site Address :
Tel. No.
1 Application Code & Engine serial no & Type :
2 Customer Name :
3 Date of service check : G1 G1 S. R. Number
4 Installation date : Commissioning date :
5 No. of Hours run :
Service points: Action taken
1 Change the engine lube oil. Done
(Drain the Engine Oil when the Engine is warm. Top up 0.5 liters more for
2,3,4 cylinder engines or as applicable to compensate Lube Oil Filter Capacity.
Replace the Lube Oil filter Element cartridge with the oil change. Done / OK
2 Incase of oil bath type air cleaner, clean air cleaner & refill it with fresh lube oil. Done / OK
Clean the precleaner bowl.
In case of dry type air cleaner element follow the practice mentioned in O & M manual. Done / OK
3 For Air Cooled Engines :
Check for proper cowling fitment for effective cooling of the engine. Done / OK
Clean the cylinder liner & cylinder heads fins. Clean by removing main cowling & Done / OK
direct compressed air flow on the fins, or clean with brush.
For Water Cooled Engines :
Check up coolant level in radiator, compensatory tank or heat exchanger Done / OK
& top up if required.
(For initial filling add Radiator coolant as recommended. Keep the filling cap
open after topping up & run the engine on low idle speed to remove air pocket.)
(Do not top up cooling system with plain water, use only recommonded coolant.)
Check whether radiator fins are choked. Educate customer on how to clean the Done / OK
radiator externally.
4 Check button filter in the banjo bolt of feed pump. If choked, clean it. (educate customer) Cleaned.
Drain the water from Water Separator, if provided Cleaned.
Change fuel filter element as per O & M schedule. Done / OK
hence not
necessary.
5 Check for all External Fasteners as per Specified torques. Tightened
(Tighten all foundation bolts)
6 Check battery lead connections, check specific gravity of electrolyte. OK/ corrected
7 Check Belt Alignment and belt condition, & adjust if required. Replaced/
Corrected/OK
8 If the engine is turbocharged, check for
Leakages in air intake/exhaust piping Done / OK
Hose connections tightness Done / OK
SECOND SERVICE CHECK (G2) - ENGINE SIDE
( Within 6 months from installation date or second oil change )
Time Date
S. R. Number :
Educated Customer on routine maintenance to be carried out :
Cleaning of Air Cleaner (Dry / Oil Bath), Restriction Indicator operation. Yes / No
Lube Oil & Oil Filter Change Yes / No
Fuel / Filter Element Change Yes / No
Cleaning of Radiator Cooling fins Yes / No
Cleaning of Liner & Cylinder Head Fins in case of Air Cooled Engine. Yes / No
Ambient temp. (air temp. near air-cleaner element) :
Safeties : Low Lube Oil Pressure Working / Not Working
High Lube Oil / Coolant Temp Working / Not Working
V Belt Failure Working / Not Working
Leakages, if any and the corrective action
Overall Performance of DG Set OK / Not OK.
Remarks of the service dealer representative :
SECOND SERVICE CHECK (G2) - ENGINE SIDE
( Within 6 months from installation date or second oil change )
Customer Remarks :
Customer Name :
Site Address :
Tel. No.
DG Set Tested during inspection for hours. Current
Lube Oil Pressure : Lube Oil Temp. : Voltage : R : Amp.
Y : Amp.
Water Temp. : Abnormal Noise : Frequency : B : Amp.
ALTERNATOR CHECK POINTS - DURING G2 CHECKS
Customer Remarks :
Customer Name :
Site Address :
Tel. No.
1. Check for Abnormal noise during running. OK / Not OK
2. Check the ventilation grill is clean and free from dust for proper cooling . OK / Not OK
3. Check power cables connected at terminal are tight and proper lugs condition. OK / Not OK
4. Check for tightness of External Fastener of Coupling and Adaptor. OK / Not OK
5. Put water in the Earth Pit. OK / Not OK
6. Check for Proper Earthing connections. OK / Not OK
Check the tightness of AVR connections. OK / Not OK
7. Start the Set and observe the following parameter-
Check for stable out put voltage from Alternator. OK / Not OK
Check for Balance load. (unbalance should not be more than 10 % of total load) Balance / Unbalance
Current ( Amp ) - R- Y- B- N- phase respectively
Voltage (Volts ) - RY - YB- BR-
Power factor (if available) -
8 Canopy Checks
Check Canopy doors for proper fitment and alignment OK / Not OK
Check Canopy for external & internal rusting. OK / Not OK
Check Canopy locks for proper operation. OK / Not OK
Check temperature difference between canopy inside & outside by closing the Difference -
doors and running the Genset on full load for atleast 30 minutes.
CHECK FOR CONTROL PANEL - DURING G1 AND G2 CHECKS
Sl No. Service Point Status
1. Check the tightness of crimping of cables -
Mains cable tightness & lugs crimping & gland in control panel . OK / not OK
Generator cable at control panel and alternator terminal. OK / not OK
Correct cable size with correct lugs. OK / not OK
Connection are tight. (All power & control cable) OK / not OK
2. Check the Earth connection of control panel. OK / not OK
Check control panel is mounted on AV mounting or check vibration. OK / not OK
3. Accessories -
AMF module type
MCCB ( make & rating )
Mains contactor ( make & rating )
Generator contactor ( make & rating )
4. Check for tightness of following connections -
Connection at main terminal board are tight with proper lugs or solder end. OK / not OK
Power connection at both Contactors are tight. OK / not OK
Connection at all fuses or MCB are tight. OK / not OK
Check the proper tightness of all relays at relay base with proper relay locking clips. OK / not OK
5. Check the Battery voltage and ensure that battery is fully charged OK / not OK
Battery voltage
Specific Gravity of battery solution ( required 1.270 ) OK / not OK
Ensure all cells of battery are filled with electrolyte battery solution to max. level OK / not OK
Ensure charging of battery by charging alternator (if provided) or by Battery charger OK / not OK
Check Battery terminal for cleanliness and tightness. OK / not OK
6. Checking of electrical accessories -
Simulate the fault like LLOP, HCT etc. and check engine tripping with alarm. OK / not OK
Check all the gauges are working. OK / not OK
Check the exhaust fan working and direction of fan. OK / not OK
Check solenoid supply is not more than 15-20 sec. OK / not OK
7. Check all the meters for working on control panel working. OK / not OK
8. Mains voltage ( EB Power ) -
Mains current ( EB Power ) -
9. Generator voltage -
Generator current-
10. Ensure AUTO / MANUL mode operation of AMF pannel. OK / not OK
Customer Remarks :
Customer Name :
Site Address :
Tel. No.
C-3
SECTION C
I N D E X I N D E X I N D E X I N D E X I N D E X
Chapter 1. General Description of Genset 5
Chapter 2. Technical Data Sheet 9
Chapter 3. Installation 11
Chapter 4. Control System & Operations 20
Chapter 5. Optional Equipment 31
Chapter 6. Maintenance 35
Chapter 7. Batteries 37
Chapter 8. Closed Coupled Genset Assembly 42
Chapter 9. Step by step instructions 47
Chapter 10. Warning 48
USER MANUAL - GENSET
C-4
NOTES
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C-5
1.0 INTRODUCTION
Your new genset is designed to provide you with superior
performance and reliability, allowing you to avoid
annoying maintenance programmes which would prevent
you from getting the job done.
The genset is a complete system that incorporates
advanced engineering concepts which are backed by 55
years of experience.
Your Genset is fitted with an alternator which will produce
the correct voltage with optimum wave form, fast response
and precise voltage regulation.
As you continue reading, you will learn how the machine
is operated and cared for. With proper care during
maintenance and operation, your genset will be ready to
respond to your emergency standby or prime power
needs.
1.1 DESCRIPTIONOFGENSETPACKAGE
Refer to figure 1A. The major components of the genset
are clearly shown. Stationary or mobile units are available
with each package including an alternator, diesel engine,
exhaust, cooling system, and a control system.
The engine is equipped with a close control governor
which will hold the engine speed within the tolerance
necessary to deliver the rated power and frequency as
per ISO 3046, DIN 6271 AND BS 5514.
1.2 ENGINE
The engine incorporated in the generating set is of
proven reliability and is specifically designed to
operate in conjunction with an alternator. The engine is
of the heavy-duty industrial type 4-stroke compression
ignition and fitted with all accessories necessary to
provide a reliable power supply.
1.2.1COOLING SYSTEM
a) WATER COOLED ENGINE
The engine cooling system comprises of a radiator, high
capacity pusher fan and thermostat. The alternator is
coupled to the engine with a flexible steel disc type
coupling (on some models, the alternator is coupled to
the engine flywheel via a flexible rubber element
coupling) and the package is arranged so that the
alternator is the first component to come into contact with
the cooling air flow as it passes over the genset. As the
air flows over the unit, the fan pushes it through the
radiator. As this air flow passes over the engine. This
method of cooling allows the alternator fan to pull a
portion of the cooling air through the alternator. Both the
engine and alternator are therefore kept at their proper
operating temperature.
b) AIR COOLED ENGINE
The engine is cooled by a high capacity high efficiency
cooling air blower mounted on engine. The blower forces
air over cylinder liners and cylinder heads to keep the
engine temperature optimum for best performance. Hot
air leaving engine after cooling is ducted away by using
air guide ducts.
For enclosed gensets ventilation is achieved by using
special fans to remove radiated heat from engine and
alternator and ensuring that there is no hot air recirculation.
All engines, when used to drive alternators to provide
either emergency standby or prime power, require careful
attention to air flow. The notes provided in the Installation
Section of this manual should be consulted before
selecting a location for your genset.
1.2.2 ENGINE GOVERNOR
The primary function of the governor system is to maintain
engine speed in relation to varied load requirements.
This is accomplished by the governor which senses
engine speed and controls the engine fuel rate, in order
to maintain practically constant speed. The engine speed
governor maintains engine speed within limits regardless
of the steady load. As the alternator load increases, the
engine speed is reduced.
CHAPTER - 1
GENERAL DESCRIPTION OF GENSET
C-6
the operator to reconnect the genset to obtain a variety
of three phase voltages up to 480 volts. Single phase
units supply current through a two or three lead
connection offering a variety of voltages from 120-250V.
Units can be supplied in 50 Hz outputs. See Alternator
Maintenance Section for further details of connections
available.
A brushless alternator is a synchronous rotating field
type unit, which produces alternating current. This
alternator unit is completely self-contained and is
designed and constructed to provided trouble free
operation, ease of maintenance and long service life.
1.4 BRUSH TYPE ALTERNATOR
It is of salient port, self-excited or self regulated type.
They are designed to operate at 1500 rpm. The alternators
can be supplied for foot cum flange mounting and for
different voltages. They comply with BS 5000, IS 13364
and IS 4722 standards.
NOTE : In case of Genset with acoustic enclosure, the positions of some peripherals may change. (Example -
Control Panel, Fuel filling spout, Fuel level indicator etc.)
Figure 1 A Major Genset Components
RADIATOR
FUEL FILTER
ANTIVIBRATION
MOUNTING
LUBE OIL FILTER
BASEFRAME
ALTERNATOR FUEL FILLING
SPOT
CONTROL PANEL
AIR CLEANER
DIESEL ENGINE
Because the speed must remain relatively constant, the
governor, sensing engine speed, will increase fuel flow to
the engine, thus adjusting horsepower to a point sufficient
to maintain engine speed and compensate for the load
change. The same principle is applied when the load
decreases. As the load is reduced the speed would
increase, the governor will then reduce fuel delivery thus
decreasing the horsepower to maintain the proper speed.
1.3 BRUSHLESS ALTERNATOR
As per the requirements of the customer, we provide an
option of brushless or brush type alternator for KGPI
genset. The following paras mention both in brief.
Brushless excitation type alternator eliminates the
maintenance associated with slip rings and brushes. The
internal components of the alternator are designed so as
to assure efficient and economical operation.
The control system consists of an automatic voltage
regulator (within the alternator), protective circuits and
the necessary instruments to allow you to monitor the
operation of genset. On most models current is supplied
through twelve leads enabling
C-7
1.5 VIBRATIONISOLATION
All gensets are fitted with anti vibration mountings
which are designed to reduce vibration being transmitted
from the rotating mass of the genset to the foundation on
which the genset is mounted. Vibration isolators are
selected to suit the particular duty and are fitted between
the engine, alternator feet and the base frame. On some
of the models the vibration isolators are fitted between
the base frame and the foundation depending on the
system requirement.
1.6 FUEL TANKANDBASE FRAME
The design of the base frame incorporates removable
fuel tank with a capacity of approximately 8 hours
operation. The tank is provided with fittings to facilitate
either manual or automatic filling. The base frame is
manufactured from heavy gauge sheet steel and welded
to form a rigid assembly.
1.7 SILENCERANDEXHAUSTSYSTEM
Exhaust silencer is provided to reduce noise emission
from the engine and designed to direct exhaust gases
to areas where they will not be objectionable.
On stand alone open gensets, the exhaust silencer is
generally placed outside the Genset room, with suitable
extension piping from engine. Stainless steel expansion
bellow is provided on the engine, to facilitate the
exhaust piping. For generating sets with acoustic
enclosure, residential type silencer is fitted inside or
outside the enclosure with flange fitting at the outlet to
enable discharge of exhaust gases at desired location,
through extension piping, as required.
1.8CONTROL PANEL
All control panels are mounted in welded steel enclosures
equipped with a sealed hinged door for easy access and
servicing.
The control panel is available in several variations to suit
the requirement of the installation. The Control System is
fully described in Section 4.
1.9 GENSETCIRCUITBREAKER
To protect the alternator winding, a suitably rated moulded
case or miniature circuit breaker (depending on the
genset model) is supplied mounted in a strong fabricated
steel enclosure.
Current transformers are fitted on each of the phases on
the cabling to the circuit breaker enclosure for current
measurement. In some configurations the main circuit
breaker may be incorporated in the automatic transfer
panel.
1.10SYSTEMPROTECTION
An additional and substantially important function of the
control system is the protection of the engine against
faults such as high temperature, low oil pressure, over
speed or other malfunctions.
To prevent damage to the cranking motor and deep
discharge of the starting battery, a crank limiting circuit
is included on all automatic start sets.
A detailed explanation of these systems is included in
Section 4.
1.11CONTROL PANEL POWERSUPPLY
Engine instruments and the control panel are supplied
from the battery fitted to the genset. This battery also
provides power for operation of the cranking motor to
start the engine and for the stop solenoid.
The stop solenoid is of the energised to stop or run type
requiring a DC supply to energise the solenoid for
stopping the engine or requiring supply to start the
engine.
1.12CONTROL PANEL MOUNTING
The control panel and main circuit breaker are normally
mounted on a separate base frame mounted stand thus
ensuring vibration free running. Floor standing control
panels are provided for more complex control systems.
For acoustic enclosures the control panel is fitted inside
the enclosure. Suitable glass cover opening is provided
on the enclosure to see the instruments.
C-8
NOTES
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GENSETS WITH ACOUSTIC ENCLOSURE
WATER COOLED GENSETS :
Genset Engine Rated Maximum recommended Representative Approx.
Model Model output Genset rating at 0.8 pf Dimensions Weight
at 1500 rpm (KVA) [Length x Width]
(bhp) continuous standby (mm) (kg)
KG30W 3R1040 42 30 39 2350X1090X1440 1289
KG40W 4R1040 56.3 45 50 3100X1100X1350 1509
KG62.5W 4R1040T 83 62.5 75 3250X1150X1400 1675
KG82.5W 4R1040TA 105 82.5 100 3335X1375X1600 1922
KG100W 6R1080T 127 100 ~ 3750X1400X1600 2500
KG125W 6R1080TA 156 125 ~ 3750X1400X1600 2700
KG140W 6SL9088TAI 166 140 ~ 3900X1550X1650 3580
KG160W 6SL9088TA 198 160 ~ 3900X1550X1650 3720
KG180W 6SL1500TAI 235 180 ~ 4000X1600X1700 3870
KG200W 6SL1500TA 254 200 ~ 4000X1600X1700 3966
KG250W 6SL8800TA 310 250 ~ 4000X1600X1750 4252
AIR COOLED GENSETS :
at 1500 rpm (KVA) [Length x Width]
(bhp) continuous standby (mm) (kg)
KG15A HA 294 19 15 16.5 2250X1110X1850 1107
KG25A HA 394 32 25 28. 2400X1110X1850 1347
KG30A HA 494 43 30 ~ 2700X1200X1900 1494
KG35A 35 39 2700X1200X1900 1494
KG45A HA 494 T 56 45 50 2750X1200X1900 1455
KG55A HA 694 65 55 55 3300X1400X1900 1775
KG62.5 HA 694 T 83 62.5 75 3500X1400X1900 1954
KG70A HA 694 T Sr. I 83 70 75 3500X1400X1900 1954
KG75A HA 694 T Sr. II 91 75 ~ 3500X1400X1900 1954
CHAPTER - 2
TECHNICAL DATA SHEET
C-9
C-10
GENSET WITHOUT ACOUSTIC ENCLOSURE
WATER COOLED GENSETS :
at 1500 rpm [Length x Width
x Height]
(bhp) (KVA/kW) (mm) (kg)
KG30W 3R1040 42 30/24 1950X725X1150 870
KG40W 4R1040 56.3 45/36 2180X725X1200 975
KG62.5W 4R1040T 83 62.5/50 2100X725X1200 1060
KG82.5W 4R1040TA 105 82.5/66 2500X900X1480 1230
KG100W 6R1080T 127 100/80 2980X1060X1730 1640
KG125W 6R1080TA 156 125/100 2980X1060X1730 1640
KG140W 6SL9088TAI 166 140/112 3100X1200X1920 2000
KG160W 6SL9088TA 198 160/128 3100X1200X1920 2000
KG180W 6SL1500TAI 235 180/144 3200X1200X1980 2150
KG200W 6SL1500TA 254 200/160 3250X1200X1980 2150
KG250W 6SL8800TA 310 250/200 3510x1240x1880 2362
AIR COOLED GENSETS :
at 1500 rpm [Length x Width
x Height]
(bhp) (KVA/kW) (mm) (kg)
KG15A HA 294 19 15/12 1670x725x1120 775
KG25A HA 394 32 25/20 1800x725x1120 860
KG30A HA 494 43 30/24 1930x725x1120 900
KG35A 35/28
KG45A HA 494 T 56 45/36 1930x725x1120 920
KG55A HA 694 65 55/44 2250x725x1175 1050
KG62.5 HA 694 T 83 62.5/50 2250x725x1175 1100
KG70A HA 694 T Sr. I 83 70/56 2200x725x1175 1100
KG75A HA 694 T Sr. II 91 75/60 2250x725x1175 1150
C-11
CHAPTER - 3
INSTALLATION
3.1 LOCATION
Selecting a location for the genset is very important part
of any installation procedure. Always locate the genset in
an area that will provide adequate ventilation and physical
protection for the unit. For the purpose of simplifying
maintenance and inspection requirements it will also be
important to place the genset in such a position so as to
allow easy movement around the machine without
overcrowding. Generally, 1.5 to 2.0 meters space all
around the genset should be ensured.
The location should be clean, dry and have good drainage
capabilities. Should the location be outdoors protect the
genset with a weatherproof enclosure (available as an
optional retrofit item).
Another point to keep in mind is the space required to
undertake major overhaul or service operations. In some
cases it may be necessary to remove major components.
Figure 3.1 - Foundation
Doors must be sized to allow access in and out for the
complete generator set and major accessories. Air inlet
and outlet vents can often be made removable to floor
level to provide an access point.
For acoustic enclosures ensure that the openings
provided for fresh air inlet and outlet are not blocked.
3.2 FOUNDATION
Refer to Figure 3-1. A reinforced concrete pad makes the
best foundation. A pad with sufficient mass in proportion
to the size of the genset will provide the rigid support
necessary to minimize deflection and vibration. Typically
this should be 150 mm to 200 mm deep and a mass at
least equal to that of the gensets.
The foundation may be located on soil, structural steel,
building floors etc., provided the total weight of the
foundation and genset package does not exceed the
allowable bearing load of the support. Allowable bearing
loads of structural steel can be obtained from Engineering
Handbooks while local building codes will provide the
allowable bearing loads for different types of soil.
3.2.1 Isolation
It is advisable that the principal foundation of each
genset rests on bedrock or solid earth completely
independent of other foundations, cement work, walls or
operating platforms.
3.2.2 Vibration
The design of the genset is such that only minimal
vibration is transmitted to the foundation. Anti vibration
mounts are fitted between engine, alternator and
baseframe or in larger capacity gensets vibration isolators
are mounted below the baseframe.
In generator rooms situated on upper floors special
attention to vibration isolation is necessary. Often spring
type vibration isolators will be needed.
It is necessary to ensure that building structures are
capable of supporting the genset, fuel storage and
accessories.
Refer to figure 3-2 for Typical ventilation arrangement for
water-cooled engines.
C-12
Figure 3.2 - A Typical Ventilation arrangement for Water Cooled Engines
This layout drawing shows a typical genset installation. It is meant as a guide only. Full details of the particular unit should
be assessed and the installation layout designed to suit the requirements of your site.
Notes :
The circuit breaker position can vary according to the requirements of the installation. It may also be mounted
remote from the genset.
The control panel can be made to allow wall mounting.
Depending on cable routing to the genset room and terminal points at the generator, the power cables may be
installed for bottom from ducts or floor trenches.
Openings should be provided behind the alternator for incoming cold air and directly in front of the radiator for
outgoing hot air. The cold air first passes over the alternator, then the engine, picking up radiant heat as it passes.
It then passes through the radiator and is discharged through a duct to the outside of the genset room.
A temperature rise of 5-15 Deg C (9-27 Deg F) in the cooling air can be expected at full load.
Canopy Temperature
Air temperature near air cleaner should not exceed 5
o
C above ambient. Sufficient window opernings required to
maintain air inlet temperature within the limit.
F
R
E
S
H

A
I
R

I
N
L
E
T
REMOVABLE DUCTING SLIGHTLY LARGER
INSIDE THAN RADIATOR CORE
EXHAUST PIPE TO SLANT DOWNWARDS
TOWARDS CONDENSATION TRAP
1500
SUPPORT FOR EXHAUST PIPE
RAIN CAP
CONDENSATION
TRAP
WINDOWS WITH LOUVERS
FOR HOT AIR OUTLET
FOR HOT AIR OUTLET
MIN. DISTANCE
REQUIREDTO
FACILITATEHAND
STARTING
STARTING
HANDLE
CONCRETE BASE FOR
GEN. SET FOUNDATION
M14x15 THREADS FOR GEN. SET
FOUNDATION BOLT
GROUNTING IN CONCRETE
FOUNDATION
ALTERNATOR
FOR FRESH AIR INLET
FOR FRESH AIR INLET
EXHAUST PIPE
TO BE COVERED
WITH ASBESTOS
ROPE OR CLOTH
H
O
T

A
I
R

O
U
T
L
E
T
H
O
T

A
I
R

O
U
T
L
E
T
ALTERNATIVE RAIN COVER
EXHAUST SILENCER
LUBE OIL DRAIN
A
C-13
3.3 GROUNDING (Indian Electricity rules)
Grounding should be done in accordance with applicable
National, Local Code or Regulation.
3.4 AIR INLET
Engine inlet air must be clean and as cool as possible.
These conditions will drastically effect both engine life
and performance.
Normally the inlet can be taken from the area surrounding
the installation site. However, in some cases the condition
of the air surrounding the machine may warrant ducting
the air from outside or another room.
When it does become necessary to duct air in, the air filter
should remain mounted to the engine as opposed to a
remote mounting (such as on a roof or in another room).
This will eliminate the possibility of dirt leaking through
the duct work upstream of the air filter.
3.5 COOLING AND VENTILATION
The radiated heat given off by the engine, generator and
exhaust piping can result in a temperature high enough
to adversely affect operating and maintenance personal
or the performance of the genset. Locate the genset in a
room or area that will provide or allow sufficient ventilation
to remove this heat as well as the heat radiated from the
engine cooling water by the radiator. Preferably provide
exhaust fans to drive hot air outside.
If acoustic enclosures are placed in an enclosed place,
ensure that enclosure is well ventilated and exhaust
gases are driven out of the enclosure.
Points to remember in any type of installation:
1. Ensure that hot air is positively discharged from the
building by fitting a flexible connection between the
radiator and the duct
2. The size of the openings should be calculated to
ensure that excessive restriction is not imposed on
the flow of cooling air. Openings should at least be
as big as the radiator core area but, as a guide, an
area on 150% of the core area of the radiator should
be allowed for.
3. For weather protection, louvers should be fitted to
the intake and exhaust openings. These can be
either of the fixed or movable type.
Manually operated movable louvers may be acceptable
in some cases, but they are not acceptable for automatic
standby units.
Radiator air should not be depended upon to move the
louver vanes.
3.6 EXHAUST
The exhaust system is used to direct exhaust gases to
non-confined areas and reduce the noise to tolerable
levels. When designing a system the main objective is to
minimize back pressure. Excessive back pressure in an
exhaust system will create horsepower loss and increase
the engine operating temperature, and emissions.
When bends are required in an exhaust system, always
make the radius at least 150% of the inside diameter of
the pipe. As most exhaust system designs are governed
by the physical characteristics of the building or room in
which they are located, it is of the utmost importance that
the exhaust pipe be routed in a path offering the least
amount of turns or bends so not to increase back
pressure more than 50 mm of Hg.
Be sure that all pipes are well supported and that springs
or other dampers are used at points of high vibration.
Due to the heat radiation of the exhaust pipes it is
recommended that all pipes be located at least 250 mm
from any combustible material. Wrapping the exhaust
pipes with high temperature insulation or installing fitted
insulated sections will aid in preventing excessive heat
radiation within the room.
At points where the piping passes through a wall or roof,
a metal thimble guard 300 mm in diameter slightly larger
than the pipe should be installed.
C-14
CAUTION :
1. During installation of bellow, fixed flange of bellow should be located on the engine side, while revolving
flange should be kept free.
2. Provide an additional bellow in the horizontal piping if the length between supports is than 4.0 meters.
3. Always use MS pipe for Fuel and exh. Piping as recommended by KOEL
4. Please ensure that you have removed all welding splashes inside the exh. Pipe to save turbo charger
from damage due to foreign particles.
5. Always use long bend in exh. water and fuel piping.
Use appropriate dia of pipe considering resistance of pipe and no of bends as KOEL Norms specified.
6. For further details of exhaust pipe dimensions, no of bends, length of pipe etc please Refer the Gen set
manual by KOEL.
Revolving Flange (Kept free on Exhaust Piping side)
Fixed Flange (Engine side)
C-15
Typical Fuel Installation
Recommended Fuel Connections on Fuel Tank
Typical Fuel circuit diagram
C-16
As shown in Figure 3.3 bevel the end of the pipe at a 30-
45 degree angle. Should the pipe end be horizontal,
bevel the pipe from the top back to the bottom. This will
not only reduce the noise levels at the outlet but will also
minimize entrance of precipitation on horizontal pipes.
The level or height at which the outlet is situated should
be sufficient to prevent fumes and odours from becoming
an annoyance or potential hazard. Also, an exhaust
pressure actuated raincap is recommended for use on
vertical outlet pipes.
Any long horizontal or vertical piping should include
water legs and drain traps at their lowest points so that
water does not reach either the silencer or the engine. It
is also recommended that a slight slope downward from
the silencer to the water leg or rain trap be added to
assure the proper removal of water.
By locating the silencer as close to the engine as possible
you will be able to minimize the noise level in the
exhaust piping. Each genset installation should have its
own exhaust system and should not be connected to a
system accommodating more than one genset as the
possibility of exhaust gas and condensation backflow
may cause permanent damage to an idle engine.
Note: Healthwarning: Inhalationofexhaustfumesis
potentiallylethal. Thecorrectinstallationofexhaust
systems to prevent accumulation of exhaust gas
cannotbeoveremphasized.Additionally,prolonged
exposuretoengineexhaustnoisecanbedamaging
tohearing.Agensetshouldneverbeoperatedwithout
afullyinstalledexhaustsystemandall personnel in
closevicinityshouldwear ear protection.
3.6.1 FLEXIBLE CONNECTIONS
The exhaust piping should be connected via a flexible
joint located on the engine exhaust outlet. This connection
serves three purposes.
1. It relieves some of the weight of the exhaust piping
from the engine.
2. It isolates the exhaust system from vibration.
3. It allows for some movement of either the genset or
exhaust system components.
Long piping runs should be divided into sections
separated by additional flexible connections. This will
also compensate for the expansion and contraction of
the piping itself due to temperature change. Any insulation
material used for a flexible connection should allow for
the expansion and contraction of the connections, due to
temperature changes.
Generating sets with acoustic enclosure are provided
with exhaust outlets having connecting flanges. Exhaust
gases from the outlet can be routed away to desired
location. For up to 3 meter distance exhaust pipe size
same as provided on the outlet can be used. For longer
lengths total exhaust system assessment should be
done by competent person. In no case, exhaust back
pressure should exceed 50 mm of Hg when measured at
exhaust manifold of engine, at rated load.
3.7 FUEL SYSTEMS
The fuel system must be capable of delivering to the
engine a clean and continuous supply of fuel. When
designing a fuel system, always incorporate the
requirements of Local, State, or National Codes, which
may pertain to either the fuel system or the electrical
apparatus utilized by the system.
3.7.1 Diesel Fuel Bulk Storage
Bulk fuel storage is the most preferable method of
providing fuel supply. This method allows bulk fuel
purchases which will minimize dirt and contamination
possibilities, especially when the fuel is seldom used.
The bulk storage tank may be located either above or
below the ground.
A vent must be installed on the main tank to relieve the air
pressure created by filling the tank as well as preventing
a vacuum within tank as fuel is consumed. The tank
bottom should be rounded and placed on a 2 degree tilt
to assure a concentrated settling of both water and
sediments. At the low point of the tank a drain valve
should be installed to remove water that may accumulate
due to condensation.
C-17
All standard gensets with acoustic enclosure are provided
with tank fitted in the baseframe. This day tank will
produce a ready fuel supply.
3.7.3. Filters and Traps
Clean fuel will aid in attaining maximum engine life and
dependability. Primary filters are recommended for use
between the engine filters and the transfer pump. Water
and sediment traps should also be included upstream
of the transfer pump. However, on border line pump
installations do not increase fuel line restrictions to a
point exceeding the capabilities of the pump.
3.8 FIRE PRECAUTIONS
When designing a genset installation the following points
should be noted:
The room should be designed so that there is an
easy escape route for operating personnel in the
event of fire within the room.
A recommended type of fire extinguisher or fire
extinguishing system should be provided to fight the
fire.
Gravity operated fire valves operated by fusible links,
mounted above the engine, can be installed in the
fuel lines.
The room should be kept clean and free from
accumulated rubbish which can be a fire hazard.
3.9 STARTER BATTERIES
Resistance in the starting circuit has a significant effect on
the starting ability of the engine. Therefore, the batteries
should be located as close as possible to the genset
(batteries should be accessible for servicing).
Maintenance procedures should be carried out rigorously
since the batteries have to be in perfect condition to start
the diesel engine.
Underground tanks must be pumped periodically to
remove this water. This is best done by placing a tube
through the filter pipe to the low end of the tank. For these
reasons it is imperative that the tank be placed in or on
stable ground to assure that eventual settling does not
change the location of the low point of the tank. Burying
the tank below the frost line will help in avoiding seasonal
settling.
Another consideration to be made when locating the
main tank is the height difference between it and the
auxiliary tank (day tank). The maximum vertical lift
capabilities of a standard electric motor driven fuel transfer
pump is 5m. Do not place either tank at a level that would
exceed the pump lift capabilities. Also keep in mind the
possibilities of pressure drop created by excessive
horizontal distances and pipework bends.
The fuel delivery line carrying fuel to the engine and the
fuel return line for carrying excessive fuel back to the tank
should be no smaller than the fitting sizes on the engine.
For longer runs or extremely low ambient temperatures
increase the size of these lines to ensure adequate flow.
The fuel lines can .be made of any fuel compatible
material such as steel pipe or fuel line tube that will
tolerate ambient conditions. Overflow piping should be
of the same material and one size larger.
The fuel return line should enter the tank at the top and
contain no shut-off valve. This line should be designed
with a minimum amount of bends or dips to prevent an air
lock in the system. The fuel delivery line should pick up
the fuel from the point no lower than 20mm from the
bottom of the tank. If at all possible locate this line at the
end of the tank opposite that of the return line and at the
high end of the tank. Flexible fuel lines should be used at
a point between the tank and engine (preferably adjacent
to the genset) to avoid the potential damage that could be
created by vibration.
3.7.2 Day Tanks
Auxiliary tanks or day tanks as they are commonly
referred to are recommended. Refer figure 3-4 for typical
fuel installations.
C-18
Note: Batteries emitinflammable
gas.Donotsmokeorcreatesparksornaked
flames adjacenttobatteries.
3.10ELECTRICAL CONNECTION
Only fully qualified and experienced electrical technicians
should be allowed to carry out electrical installation work.
The electrical connection to the genset should be made
with flexible cable to prevent the transmission of vibration
and possible damage to the alternator or circuit breaker
terminals
If it is not convenient to use flexible cable throughout
then a link box can be installed close to the set with a
flexible connection between it and the set.
The cable may be laid in a duct or on cable tray. When
bending cable reference must be made to the
recommended minimum bending radius.
No rigid connection should be made between the set and
the cable support system, eg, cable tray.
When single core cables are used the gland plates must
be of non-ferrous material, eg, aluminum, brass or a non-
metallic material such as teflon.
The cable must be suitable for the voltage being used and
adequately sized to carry the rated current with
allowances made for ambient temperature, method of
installation, proximity of other cables, etc.
All electrical work should be carried out in accordance
with any applicable National, Local Standards, Codes or
Regulations.
All connections should be carefully checked for integrity.
Phase rotation must be checked for compatibility with the
installation. This is vitally important when connection is
made to an auto transfer switch, or if the machine is to be
paralleled.
3.10.1 Protection
The cables connecting the genset with the distribution
system should be protected by means of a circuit breaker,
fuses or other means to disconnect the genset in case of
overload or short circuit.
3.10.2 Loading
When planning your distribution system it is important to
ensure that a balanced load is presented to your genset.
If loading on one phase is excessive in comparison to the
other two phases this will cause overheating in the
alternator windings, imbalance in the phase to phase
voltage output and possible damage to sensitive 3 phase
equipment connected to the system. Ensure that no
phase current exceeds that of the current rating of the
genset.
It may be necessary to reorganize the electrical distribution
system if a genset is to be connected to an existing
installation.
3.10.3PowerFactor
The power factor (cos phi) of the connected load should
be determined. Power factors below 0.8 will overload the
generator. The genset will provide its kilowatt rating and
will operate satisfactorily from 0.8 to unity power factor.
Particular attention must be given to installation with
automatic or manual power factor correction equipment
to ensure that a leading power factor is not present under
any conditions. This will lead to voltage instability on the
generator output and may result in damaging
overvoltages.
3.10.4. GroundingRequirements
(SeeParagraph3.3)
Regulations vary and advice should be sought from the
local supply utility as to their requirements. The factory
connects the frame of the alternator to the frame of the
genset therefore the complete mass of the genset is at the
same potential. The connection if required of the generator
winding star point / neutral to earth is the responsibility of
the installation technicians.
C-19
* Warning: Never attempttoworkonlive
wiring. Always stopthegensetandopenthe
circuit breakerontheload cablesbeforeworkingon
thealternatororits connectors.
3.10.5StartUp
Before attempting to start the genset refer Chapter 4 of
this Section.
3.11 NOISE CONTROL
Your genset can be supplied with accessories and
components to reduce noise emissions. Typically
available are residential and super critical silencers,
acoustic louvers and splitter vents, fan silencers and
acoustically treated enclosures.
The requirements for each site vary enormously and for
any critical installation we recommend you consult your
dealer at an early stage. The information needed to
select acoustic equipment is:
The model and capacity of genset
The location and overall site plan.
The designed noise level at a fixed distance, normally
1m or 7m.
Environmental conditions, ambient temperature etc.
Noise emissions from diesel gensets (without acoustic
treatment) are at sound pressure levels of between 100
dB(A) and 110 dB (A) at 1m. Kirloskar Gensets with
acoustic enclosures have a typical noise pressure level of
75 dB(A) or less (average) at a distance of 1 meter from
the enclosure.
Intermediate levels of treatment will prove more economic
and are often satisfactory depending only on the nature
and type of installation. Hospital Care Areas will require
more attention than the normal commercial / industrial
installation.
C-20
CHAPTER - 4
CONTROL SYSTEMS AND OPERATIONS
4.1 CONTROL SYSTEM
The Control System consists of:-
A) Control Panel providing a means of starting and
stopping the Generator Set, monitoring its operation
and output, and causing the engine to automatically
shut down in the event of a circuit fault condition
arising from low oil pressure, high coolant
temperature, over speed, low fuel level (optional).
B) An Alternator Circuit Breaker providing a means of
switching the Generator output, and automatically
disconnecting the load in event of short circuit.
4.2 CONTROL SYSTEMS AND OPERATIONS
PreparingforOperation
Before starting your DG set be sure that it is positioned on
a level surface so that proper liquid levels can be obtained.
Check engine oil, radiator coolant, battery electrolyte
and fuel levels.
Be sure that the Genset will be operated in a well
ventilated area with all exhaust fumes piped away.
Before connecting batteries, ensure control panel is
switched off.
Prolonged inhalation of exhaust fumes may result
in serious illness or death.
Prolonged exposure to the noise levels of a diesel engine
can impair hearing unless proper ear protection is worn.
Before any attempt is made to operate the machine, be
sure that engine and alternator are properly earthed.
Local and national regulations for the grounding of
gensets should be adhered to as well as those regulations
which describe the methods of connection and minimum
sizes of grounding conductors based on the size of the
load cables.
Important
Adequate grounding of the genset is necessary for both
stationary and wheel mounted units to prevent the
possibility of injury or death in the event of electrical fault.
When filling the fuel tank, do not smoke or use an open
flame in the vicinity. Also the tank should never be filled
when the Genset is operating or while the engine is hot.
Spilled or vaporized fuel could be ignited easily.
Never attempt to disconnect a load connection or perform
maintenance while the Genset is in operation.
To avoid an accidental start of the engine, always
disconnect the battery when performing major operations.
As the battery system is negative earth. The negative
connection should be disconnected first and reconnected
last.
The cover of the control panel should not be removed
while the genset is in operation. The cover, when removed,
exposes live electrical connections. Maintenance on the
control panel should only be carried out by a qualified
technician.
Important
Always shut down the Genset and switch off circuit
breaker prior to connecting, or disconnecting load cables.
Only restart when a sound connection has been made.
4.3 INITIAL START-UP
The following procedure should be used to make initial
start-up of the Genset.
These steps are critical and must be followed closely to
avoid complications in operating the Genset.
4.3.1 Check the engine oil and coolant levels replenishing
if necessary.
4.3.2 Fill the fuel tank.
C-21
4.3.3 The following procedure should be used when
starting the Generator for the first time or when it has been
out of service for a time for maintenance purposes.
4.3.3.1 Ensure the key switch is turned OFF.
4.3.3.2 Ensure the circuit breaker is switched OFF.
4.3.3.3 Connect the batteries to the engine with correct
polarity.
4.3.3.4 Prime the fuel system using the hand priming
pump and bleed entrapped air from the fuel filter-see
engine manual for details.
4.3.3.5 Turn the Key switch to start Position ON. Engine
control system will be switched on.
In manual mode, allow an interval of approximately 10
Seconds between cranking attempts, and should the
engine still not have started after four cranking attempts,
refer to the engine manual to determine the cause of
failure to start.
4.3.3.6 After the engine has been started check for any
abnormal noise or vibration
4.3.3.7 Check fluid leakage or high temperature.
4.3.3.8 Check the control panel for indications of abnormal
operation, in particular above normal engine temperature
or below normal oil pressure.
4.3.3.9 Immediately the engine reaches full operating
speed the voltmeter should be checked to ensure that
the voltage has reached the correct operating level. The
voltage is factory set at the voltage regulator and needs
no further adjustment. Should the output voltage be
incorrect, adjustment of the voltage should only be
carried out by a Qualified technician.
Voltage adjustment is achieved by varying the setting of
a potentiometer mounted inside the automatic voltage
regulator which is fitted in the alternator terminal box.
4.3.3.10 The frequency of the output voltage should also
be checked on the panel meter. No load frequency is
approx. 52 Hz, for 50 Hz units.
4.3.3.11 When the generator is producing voltage,
check the phase rotation of the generator by connecting
a phase rotation meter to the terminals on the generator
side of the circuit breaker. (Caution: DO NOT close the
circuit breaker). This check should be carried out by a
qualified technician and the result noted for use later if
Generator is to be connected to an existing system.
4.3.3.12 After the voltage and frequency checks have
been made, shut the machine down by pressing O on
genset control panel.
IMPORTANT
Always shut the genset down prior to connecting, or
disconnecting, load cables. Only restart when a sound
connection has been made.
4.4SHUTDOWNPROCEDURE
To shut down the Genset, turn off the load using the
circuit breaker, and press button the O (as per
applicable) position. In case of an emergency where
immediate shut down is necessary press the emergency
off push button.
4.5NORMALSTART-UPPROCEDURE
(For manual operation)
On subsequent starts follow the procedure explained
below. This start up procedure must be strictly adhered to.
ENSURE KEY SWITCH IS TURNED, TO POSITION
OFF.
4.5.1 Make a visual check of the entire Genset. Watch for
signs of leaks from the engine i.e. fuel system, cooling
system and lubrication system.
4.5.2 Check engine oil, water and fuel levels, replacing
if necessary. Check the battery terminals for corrosion,
cleaning where necessary. Check the battery electrolyte
level and fill with distilled water if necessary.
C-22
4.5.3 Turn ON. DC ON switch unit will get DC power. For
manual starting press the start button on genset control
unit.
4.5.4 Starter supply will disconnect automatically after
getting supply from AC alternator. This will be sensed by
genset control unit.
4.5.5 Lub. oil pressure gauge will show lub. oil pressure
and low lub. oil pressure switch contact will get opened.
4.5.6 Once the engine is started battery charging alternator
starts charging the battery and charging current is
indicated on DC ammeter.
4.5.7 Run the set on no load for atleast 2-4 minutes. Put
the Main Current Circuit Breaker ON. Genset output is
available to load.
4.5.8 Water temperature gauge is provided which
indicates engine water temperature.. For healthy condition
this needle is should be in green zone.
4.5.9 AC voltmeter will show alternator output voltage.
AC ammeter will show load current depending upon the
connected load.
4.5.10 Refer to Section D for specific engine maintenance
requirements.
4.5.11 Dispose off any loose items or debris in the vicinity
of Genset that may inhibit operation or could cause
injury.
4.5.12 Drain condensate traps in the exhaust system, if
so equipped, and check for exhaust leaks.
If engine does not start in first attempt allow an interval of
approximately 10 Seconds between cranking attempts,
and should the engine still not have started after four
cranking attempts, refer Section D to determine the
cause of failure to start.
4.5.14 Check for any abnormal noise or vibration.
4.5.15 Switch on the Alternator Circuit Breaker. Load
may be applied immediately to the Genset. However, the
maximum step load that can be accepted in anyone step
is dependent on the operating temperature of the Genset.
With the Genset cold (not more than 20 degrees C/68
degrees F) the maximum step load acceptance is
approximately 50% of rated output. However, with genset
at normal operating temperature (approx 80 degrees C/
176 degrees F) the maximum load that can be accepted
depending on the type of engine in one step is 60-100%
of the Genset rating. These figures are given as a guide
only and the relevant technical data sheet should be
consulted when in doubt.
WARNING: Always shut down the Genset prior
to connecting, or disconnecting, load cables.
Only restart after proper connections has been made.
If at any time the generator stops because of a fault, the
fault should be rectified before trying to restart the
generator.
C-23
Centre button (with Hand symbol) : This button is used to start the set in manual mode. By pressing the
button START output will get On & starter will get the supply through start relay at the same time fuel
solenoid will also get energiged. Starter will automatically Will disconnect after getting supply from
alternator (Phase & neutral).
Left button (withO symbol) is used to stop the set, to reset the fault & to terminate the AUTO mode.
Fig. 4-1 :
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C-24
4.6CONTROLSYSTEMFUNCTIONALDESCRIPTION
The 703 is an engine auto start and protection module.
It utilises advanced surface mount construction
techniques to provide a compact, yet highly specified
module.
Operation is via three push-buttons mounted on the front
panel with STOP, MANUAL START and AUTO positions.
OPERATION
Stopmode- This is used to stop the engine when it is
running and to cancel Auto mode. It is also used to
reset any Shutdown Alarm condition.
Manualmode- This mode is used to manually start and
run the engine, which can be stopped by pressing the
Stop button.
Automode- (for AMF application only) This selects the
automatic mode of operation, in which the module will
await the remote start signal. Once received, the module
will initiate its pre-configured Start Sequence, observing
the start delay timer before starting the engine. When the
remote start signal is removed, the module will initiate its
pre-configured Stopping Sequence.
The module monitors the engine and provides the
following functions:
In Auto mode Automatic Start with 3 attempts and
Automatic Crank Disconnect - with adjustable Start
and Stop Timers and Fail to Start indication.
Configurable Pre-heat and Energise to Stop
functions.
Low Oil Pressure and High Engine Temperature
Shutdown.
Overspeed (frequency) protection.
Charge Fail Alarm
Two fully configurable auxiliary inputs. 1
st
Auxiliary
input is connected to Low fuel shutdown. 2
nd
auxiliary
input is connected to emergency stop condition .
All alarms are indicated by high visibility red LEDs.
The modules microprocessor provides a comprehensive
list of timers and configurable functions. Parameter
settings can be adjusted using the front panel push
buttons once in Configuration Mode. PI see installation
procedure.
FEATURES
Micro-processor based design
Automatic Engine Starting and Stopping
Automatic Shutdownonfault condition
Configurable viafront panel
Simple push-button controlled operation
10-30VDC operating voltage
Configurable Digital Inputs
Configurable Solid State Outputs
Configurable Timer Settings
Solid State Fuel and Crank outputs
External Remote Start input
LEDAlarmindication
Stop DelayTimer
Energise to Stop timer
Pre-heat Timer
Over Speed Shutdown
Optional Underspeed Protection
LowOil Pressure Shutdown
High Engine Temp Shutdown
The 700 series modules have been designed for front
panel mounting. The module is fitted into the cut-out,
and screwholes are provided for secure fixing.
4.7 OPERATION
a) Carry out Pre-start Checks:-
Alternator Circuit Breaker Off
Engine coolant level
Engine oil level
Fuel level
All electrical contacts secure
Control panel key switch in the Off Position.
b) Switch off the Alternator Circuit Breaker.
4.7.1 Do not crank the engine for more than 5- 7 seconds
if the engine fail to start.
C-25
Allow an interval of approximately 10-15 Seconds between
cranking attempts, and should the engine still not have
started after four cranking attempts, refer to the engine
manual to determine the cause of failure to start.
At this point your genset should be running normally; the
protective switches i.e. low oil pressure and high engine
coolant temperature will be open and sensing their
respective operating conditions. In the event of a fault the
relevant fault circuit will operate and shut down the
Genset.
4.8CONTROLPANEL EQUIPMENT
The control panel is matched with an instrument panel
consisting of the following:
4.8.1 Generator Instrumentation
The A.C. instrumentation provided is as follows: -
1 no. ammeter with selector switch, to monitor the current
in each phase or 3 ammeter (optional).
1 no. voltmeter and selector switch to monitor the phase
to phase and phase to neutral output voltage.
1 no. frequency meter monitoring the frequency of the
alternator output.
1 no. hours run meter monitoring the running time of the
engine (useful for establishing maintenance periods).
The following description explains the function of each
instrument:-
The A.C. VOLTMETER Indicates the voltage the Genset
is supplying to the load. The reading indicated by the
voltmeter will vary depending on the connections made
inside the alternator terminal box, the setting of the
voltage regulator, and the position of the voltmeter selector
switch. It should not, however, vary when the set is
operating.
The A.C. AMMETER indicates current being delivered
which is dependent on the connected load. The ammeter
displays current on each phase which is selected by
means of the ammeter selector switch. In case of 3
ammeters selector switch is not required.
THE FREQUENCY METER indicates the frequency of the
generator output. The engine maintains a relatively
constant speed under governor control so as to provide
proper operating frequencies of 50Hz or 60 Hz when the
generator is operating at full rated load. At partial loads
the frequency will be some percent higher than normal,
depending on the droop of the governor. In practice at no
load, frequencies of approximately 52 and 62.4 Hertz
respectively are normal.
4.8.2EngineInstrumentation
The engine instrumentation is as follows:-
1 no. engine lube oil pressure gauge.
1 no. engine coolant temperature gauge.
1 no. ammeter (To indicate charging current)
1 no. battery voltmeter (optional)
The following description explains the function of each
instrument and gives the proper reading for normal
operation.
The ENGINE WATER TEMPERATURE is connected to
the engine at an access port which allows it to sense the
temperature of the engine coolant. This gauge
continually monitors the temperature of the coolant
during operation. The normal temperature should be
approximately 85 Deg C (green zone). This is an electrical
device operating from the genset battery when the engine
is running.
The ENGINE OIL PRESSURE GAUGE monitors engine
oil pressure from the moment the engine is cranked. The
proper engine oil pressure rating should be approx. 3 bar
- 4.5 bar at 1500 RPM. (Under full or 75% load condition)
DC ammeter - This indicates battery-charging current
when the engine is running and charging alternator is
developing the voltage.
Battery voltmeter (optional) - This indicates battery voltage.
This also indicates battery condition when engine is
cranking. If battery voltage is not proper during cranking
then check the battery and its connections.
C-26
4.8.3FaultLights
The FAULT LIGHTS indicate that a shut down has been
initiated by the protective circuitry.
4.9ALTERNATORCIRCUITBREAKER
The moulded case circuit breaker (MCB/MCCB) is
of sufficient rating for the genset output. The genset
output is switch able through this device, handle up
being on. The breaker will carry its rated current
continuously. Breaker will trip to the mid-position if the
rating of any one phase is exceeded for a period
depending on the percentage overload and the MCB/
MCCB characteristics. The breaker must then be moved
to the off position before re-closing.
4.10 MAINTENANCE
No regular maintenance is required for the control system.
However, to ensure that the generating set is always
available for service when required, the following is
recommended:-
4.10.1 Every two weeks, carry out an operational test
on the system as illustrated in paragraph 4.7a. check and
replace fuel levels.
4.10.2 Every four weeks, carry out an operational test
on the system. The genset should be operated on at least
50% load for 2-3 hours.
4:10.3 Every six months, check tightness of all
connections, tighten if necessary.
C-27
FUNCTIONS AND PARAMETERS TABLE
Function 11 12 Value (Default in Italics)
Pre-heat Timer m m m m l m m m 0 Seconds
m m l 5 Seconds
m l m 10 Seconds
m l l 15 Seconds
l m m 20 Seconds
l m l 30 Seconds
l l m 60 Seconds
l l l 180 Seconds
Start Delay m m m l m m m m 0 Seconds
m m l 5 Seconds
m l m 10 Seconds
m l l 15 Seconds
l m m 20 Seconds
l m l 30 Seconds
l l m 60 Seconds
l l l 180 Seconds
Stop Delay m m m l l m m m 0 Seconds
m m l 5 Seconds
m l m 10 Seconds
m l l 15 Seconds
l m m 20 Seconds
l m l 30 Seconds
l l m 60 Seconds
l l l 180 Seconds
Energise to m m l m m m m m 0 Seconds
Stop Timer m m l 5 Seconds
m l m 10 Seconds
m l l 15 Seconds
l m m 20 Seconds
l m l 30 Seconds
l l m 60 Seconds
l l l 180 Seconds
Normal Frequency m l m m m m m m 50 Hz (O/S + 14%)
m m l 60 Hz (O/S + 14%)
Nominal DC Voltage m l m m l m m m 12V DC (CF 8V)
m m l 24 DC (CF 16V)
LOP Switch Contact m l m l m m m m Close on Fault
m m l Open on Fault
HET Switch Contact m l m l l m m m Close on Fault
m m l Open on Fault
C-28
Crank disconnect on m l l m m m m m Disabled
Oil Pressure m m l Enabled (2 Second delay)
Underspeed detection m l l m l m m m Disabled
m m l Enabled (U/S 20%)
Auxiliary Input 1 l m m m m m m m Immediate Warning Close
Function m m l Immediate Warning Open on
m l m Immediate Shutdown Close
m l l Immediate Shotdown Open
l m m Delayed Warning Close on
l m l Delayed Warning Open on
l l m Delayed Shutdown Close on
l l l Delayed Shutdown Open on
Auxiliary Input 2 l m m m l m m m Immediate Warning Close
Function m m l Immediate Warning Open on
m l m Immediate Shutdown Close
m l m Immediate Shutdown Open
l m m Delayed Warning Close on
l m l Delayed Warning Open on
l l m Delayed Shutdown Close on
l l l Delayed Shutdown Open on
Auxiliary Input 1 l m m l m l l l Not used
Function m m l Pre-heat
m l m Engine Running
m l l Common Warning
l m m Common Shutdown
l m l System in Auto
l l m Common Alarm
l l l Energise to Stop
Auxiliary Input 2 l m m l l m m m Not used
Function m m l Pre-heat
l m l Engine Running
m l l Common Warning
l m m Common Shutdown
l m l System in Auto
l l m Common Alarm
l l l Energise to Stop
Function 11 12 Value (Default in Italics)
C-29
TROUBLE SHOOTING
Sr. Problem Check & Action to be taken
1 No. DC voltage after DC ON switch is Check battery supply.
turned ON. Bad electrical connections.
(to ON position) Check the MCB to ON position.
When engine stand still.
2 The engine panel draws relatively very small current
when the dc on switch is turn on. However, when
one attempts to start the engine, the starters would
draw a much Higher current. If the batteries are
Weak, then the battery voltage will droop to a very low
value and the engine will not crank.
Possible Causes and Remedies
Engine dose not CRANK while start Batteries are very weak.
PB pressed. Check the start relay operates.
Use Properly charged batteries.
OR
Fault in starter motor.
The engine doesnt start but cranks. Air lock in fuel system.
Restriction in a fuel pipe.
Before engine starting ensure that load switch (mccb)
is off.
3 High Water temp. Indication lights and Temp. switch end wire is may be body earth. May be
engine stop. temp. switch is faulty. Actual water temp. is high. No
water in radiator. Water circulation system may be faulty.
4 Charge fail indication ON Check IND terminal connected properly. Check the
wiring.
Check alternator is developing voltage or not.
5 Low fuel level indication lights Check fuel level in tank and fill as required.
Check Float switch. Check wiring.
6 Engine fires and stops after sometime Lop switch is not working properly
and LOP indication lights Actual Lub oil pressure is not developed
Pressure switch connection wrong
Wiring is not correct.
No oil in engine.
Lub oil pipe not connected to gauge.
7 Engine overspeed indication Check gen. Supply to control unit.
(Frequency based) Check engine rpm.
Check for loose connections
C-30
Sr. Problem Check & Action to be taken
8 Emergency stop STEP
P.B. pressed.
1. Check the emergency stop P.B. pressed on
Panel and Canopy.
2. Check wiring to P.B. for body earth.
Switch may be faulty.
ONCE THE FAULT HAS BEEN IDENTIFIED AND
RECTIFIED.
RESET BY PRESSING ON 0 UNIT BUTTON.
9 NO VOLTAGE PRODUCED STEP
WHEN GENERATOR IS
RUNNING 1. CHECK VOLTMETER SELECTOR SWITCH IS NOT
SWITCHED OFF.
2. CHECK FUSES F2, F3 ANDF4.
3. CHECK VOLTAGE AT ALTERNATOR TERMINALS
WITH INDEPNDENT METER. IF VOLTAGE IS
CORRECT CHECK WIRING BETWEEN
ALTERNATOR AND PANEL. CHECK VOLTMETER.
REPLACE IF NECESSARY.
4. CHECK AVR AND ROTATION DIODES-REFER TO
ALTERNATOR MANUAL FOR DETAILS.
5. CHECK ENGINE SPEED IS CORRECT.
10 GENERATOR DOES NOT STOP STEP
1. CHECK KEY SWITCH OPERATION
2. CHECK FUEL CONTROL SOLENOID (FCS).
REPLACE, IF NECESSARY.
11 GENERATOR DOES NOT GO ON LOAD STEP
1. CHECK CIRCUIT BREAKER IS SWITCHED ON.
2. CHECK GENERATOR IS PRODUCING VOLTAGE.
IF NOT, SEE SECTION ON NO VOLTAGE
PRODUCED.
C-31
CHAPTER - 5
OPTIONAL EQUIPMENT
5.0INTRODUCTION
Standard panels may be fitted with a variety of optional
equipment during production of the generating set to
meet specific requirement. Your panel may contain one
or more of the following options.
5.1BATTERYTRICKLE CHARGERS
These chargers are designed to ensure that the starter
batteries maintain their charge even if the generator is
not operated for long periods.
The chargers are available in two sizes (5 Amp nominal
rating and 10 Amp nominal rating). A 10A charger is
generally located in a separate box placed adjacent to
the control panel. Control switches are not normally
fitted but the chargers are automatically disconnected
on generator start-up. When the engine is running the
batteries are charged from the engine driven automotive-
type alternator. The absence of a switch mean that the
trickle charger cannot be inadvertently switched off.
However if considered essential as ON/OFF control
switch can be provided. To monitor the charging current
a suitably scaled moving coil DC ammeter can be
provided.
NOTE: Batteries which have a very low charge should
not be connected to these chargers as damage may
result. An auxiliary supply of 220-240V AC is required for
this option.
5.2HEATERS
Immersion type heaters working on mains supply (110/
220 V) can be fitted in the engine water system to ensure
that the engine is kept warm easy to start and able to take
load quicker. Heaters are provided with an integral non-
adjustable thermostat set at approximately 40C (100F).
The rating of the heaters in kilowatts (kW) varies depending
on the size of engine. Normally the heaters with 1 kW
capacity are used. Anti-consideration heaters in the form
of heat-tracing tape can be fitted to the alternator stator
winding. These operate at a relatively low temperature
and do not require a thermostat.
These heaters are all automatically disconnect on engine
start-up. Control switches (ON/OFF) are not normally
fitted but are available as a further option.
NOTE: An auxiliary supply of 220-240V AC is required for
this option.
5.3FUEL TRANSFERPUMPS
Where a fuel transfer pump is required to transfer fuel
from bulk storage tanks to the generator day tanks, a
220/240V AC single phase pump is fixed to the baseframe,
float switches are fitted in the day tank and control relays,
switches, lamps and overloads are fitted in the control
panel.
The controls on the panel door consist of two illuminated
push-button. The red is a combined trip lamp and stop
button, with the green being a run lamp and manual start
push-button.
For automatic pump operation the red illuminated
push-button must be in the ON (out) position. The pump
may be manually started at any time, provided the red
push-button is in the ON position, by pressing the green
push button. The pump will only run in the manual mode
if the green push-button is kept depressed.
Inside the panel is a DC relay (PR) which is energized by
a low level switch in the day tank and de-energized by a
high level float switch. A contact of this relay is in the
pump contactor circuit and will cause the pump to run
when PR is energized and the pump controls are set for
automatic operation.
The pump contractor is fitted with an electrical overload
which operates if the current drawn by the pump is
significantly higher than normal. If this overload operates
the trip lamp (red) will illuminate. The green lamp is
illuminated when the pump contactor is energized.
NOTE : An auxiliary supply of 220-240V AC is required for
this option. These pumps must be primed with fuel
before initial running to ensure that the bearings are
lubricated. Care should be taken to ensure that the
pumps never run when bulk tanks are empty or when the
fuel fill lines are closed.
C-32
5.4 METERS
Where more information is required as regards generator
loading, the following meters may be added.
1. Three ammeters instead of one ammeter and a
selector switch. This provides continuous indication
of the running current in each phase.
2. Kilowatt (kW) meter.
These are generally three phase unbalanced load
moving coil meters. The meter is fitted on the panel
front, with the transducer mounted on the chassis.
This provides accurate readings of the load being
supplied by the engine.
3. Digital RPM and Hour meter
This is optional to the standard frequency meter.
5.5GAUGES
To give further information on engine performance the
following gauges may be fitted.
1. Oil Temperature Gauge
This is an electrical device operating from the genset
battery, which monitors the lubricating oil
temperature when the engine is operating.-The
normal operating temperature should be
approximately Ambient temperature +80C for air-
cooled engines and Ambient temperature +65C
for water cooled engines, though this will vary between
engine models.
2. Ammeter for Engine Driven Charger
This gauge monitors the current flow to and from the
battery. It is primarily used to observe the charging
current being supplied from the engine driven battery
charging alternator. When the batteries are fully
charged this charging current will be small (less than
5 Amps) but with a partially discharged battery or just
after an engine start this current may be as high as 30
Amps.
5.6 SPEED /VOLTAGE CONTROL
Volts Adjust Potentiometer
To allow minor adjustments of voltage to be made from
the control panel, a single turn 5k Ohm potentiometer
can be fitted. This allows an adjustment of upto 5% about
the rated voltage.
Speed adjust Potentiometer
This option can only be used when the engine speed is
being controlled by an electronic governor. The engine
speed/ frequency can be varied using this potentiometer.
5.7 ALARM SIGNALLING
Two options are available to supplement the standard
fault indications on the panel. These are:
1. A set of volt free contacts which changeover in the
event of a generator fault. These contacts remain in
the alarm condition until the fault is reset.
2. A siren which sounds in the event of a generator fault
condition. The siren (D.C. operated) is supplied
loose for fitting in a convenient location. The siren
can be switched off by pressing the MUTE push-
button on AMF panels, or by turning the key to the
OFF position on Keystart panels.
5.8 AUTOMATIC MAINS FAILURE
OPTIONS
Mains Sensing Relay Option
When an AMF panel is supplied without a changeover
panel the mains sensing relay, which is normally located
the changeover panel, may be fitted in the set mounted
control panel.
This relay requires a three phase from the incoming side
of the mains switch. The relay can then be adjusted such
that it will de-energise and start the set when the mains
voltage drops below the set point.
C-33
This includes following parts
1) Mains sensing module
2) Timer modules
3) Relay module
4) Load Transfer contractor
1) Three phase mains is applied to the LVM unit. This
senses for mains under voltage, phase sequence,
and phase missing. If all the conditions are OK, this
gives mains healthy signal. This signal is used for
starting and stopping the set.
2) Different timers are used for
(a) Mains restore delay. If mains restores correctly
Mains ON contactor will get ON after this delay.
(b) Genset start delay after the mains fail.
(c) Set warming delay. After this delay genset
contactor will get ON.
(d) Set cool down delay. After load change over on
mains. Set will run on No load for a time set by
this timer.
3) Relay modules - This includes electro- mechanical
relays with appropriate current rating. This controls
outputs such as start, stop, common alarm. Mains
contactor ON and generator contactor ON outputs
are options.
4) Load transfer contactors - 3 pole (4 pole optional)
contactors are used for automatic load transfer to
either mains or generator. These contactors are
electrically interlocked so as both the contactors will
not get ON simultaneously, (mechanical interlock
is optional).
5) Selector Switch - This is used for selecting the mode
of operation.
Auto Mode - In this mode, load will gets automatically
connected to either mains or genset depending up
to the status of mains. In this mode, genset control
unit should be also in Auto.
Man Mode - In this mode, load can be switched ON
or OFF on either on mains or on genset depending
upon the mains or genset supply available.
Off Mode - Load will get switched off.
Test Mode - Genset can be tested for start and stop
using test ON and test OFF buttons.
Mains / Genset selector Switch - This switch is used
to. check the voltage of either main or genset.
Voltage selector switch - Ph-Ph or Ph-N (RYB, N)
voltage can be seen on voltmeter with the help of this
switch.
Indications
1) Load on mains - This will get ON when mains
contactor gets ON.
2) Load on genset - This will get ON when genset
contactor gets ON.
3) Mains Fail - This lamp will gets ON when mains fails
or mains phase sequence is not proper.
C-34
5.10 FAULT FINDING
This section can be used to assist in finding the cause of faults listed under Additional Alarm / Shutdowns. It
must be read in conjunction with the Trouble Shooting chapter of Section 4 of this manual and also the separate
engine and alternator manuals.
FAULT INDICATION CHECKS
1. Battery Charger Failure 1. Check the mains voltage.
2. Check the fuse provided.
3. Check the voltage at the output of charger.
2. Low Fuel Level 1. Check fuel level in day tank and fill as required
2. Ensure Fuel Transfer Pump (if fitted) is operating as
described in Chapter 4A.3.
3. Earth Fault 1. Check all cable and wiring for bad connections or
shorts to earth.
2. Check alternator winding as described in the
Alternator Manual.
4. Earth Leakage 1. Check outgoing cabling and wiring for faults.
2. Do not re-start generator until fault has been cleared.
5. Overvolts 1. Disconnect generator from load and restart.
2. Check voltage on panel meters. If voltage is normal
ensure that the load is non capacitive (power factor
correction equipment may lead to a capacitive load).
3. If voltage remains high and cannot be adjusted to the
normal level refer to the alternator manual.
6. Undervolts 1. Check the voltage of panel.
2. Check the engine rpm.
3. If voltage remains low and cannot be adjusted to
normal level refer alternator manual.
C-35
CHAPTER - 6
MAINTENANCE
6.1 GENERAL
A good maintenance programme is the key to long
genset life. Below is a program that should keep your
machine in top running condition. Also included in this
programme are routine maintenance operations required
for the engine and alternator (see Engine Maintenance
and Alternator Maintenance Sections).
It is good practice to have all of the maintenance and
service operations performed by trained personnel
familiar with genset maintenance. This, along with a
good service records system, should aid in developing
an efficient maintenance program. The service records
of each genset should include information such as
complete nameplate data with model and serial numbers,
all drawing and wiring diagrams, spare parts stock lists,
as well as a service schedule and a copy of this manual.
These records will allow quick reference and may help to
diagnose a problem in the future.
6.1.1 DailyMaintenanceor atEachStartUp
Standby applications may lengthen these requirements
to weekly.
1. Make a visual check of the entire genset. Watch for
signs of potential leaks from the engine fuel system,
cooling system or lubrication seals.
2. Check the alternator for obstructions in the cooling
air ventilation screens.
3. Check the alternator and control box for heavy
accumulation of dust and dirt. Clean any heavy
accumulations as electrical hazards, as well as
cooling problems, could arise.
4. Check the air filter. Clean or replace if necessary.
5. Check the fuel level.
6. Check the engine coolant level.
7. Be sure that the radiator air flow is not obstructed.
8. Check the condition of the fan and alternator belts
and their tension
9. Check all hose connections and hose conditions.
10. Check the engine oil level.
11. Check the battery terminals for corrosion.
12. Check the battery electrolyte level and fill with distilled
water if necessary.
13. Refer to the engine maintenance section for specific
engine maintenance requirements.
14. Start the machine after all checks have been made.
15. Drain condensate traps in the exhaust system, if
so equipped, and check for exhaust leaks.
16. Check for any abnormal noise or vibration.
17. Check for fluid leakage or high temperature.
18. Dispose of any unnecessary items in the vicinity of
the genset that may inhibit operation or represent
cause of potential injury.
19. Check the control panel for indications of abnormal
operation.
6.1.2MaintenanceEverySixMonths or 250Hours
1. Repeat the daily requirements.
2. Check all safety devices by electrically simulating
a fault to ensure that all systems will function properly
in the event of a fault.
3. Clean all battery cap vents.
4. Start the genset and observe the instrument
panel to be sure that all gauges and meters are
operating properly.
5. Tighten all exhaust connections.
6. Tighten all electrical connections.
7. Refer to the engine maintenance section, for further
details.
6.2. ALTERNATOR UNIT CLEANING
The alternator unit should be cleaned inside and out on
a regular basis. The frequency of such cleanings depends
on the environmental conditions of the operating site.
The following procedure should be applied when cleaning
is necessary:-
Disconnect all power. Wipe dust, oil, water or any other
liquids from the external surfaces of the alternator unit. All
of these materials can work their way into the windings
and may cause overheating or insulation breakdown.
Remove these same materials from the ventilation screens
around the circumferences of the unit.
Do not permit such material to accumulate on these
screens as this will obstruct air flow. Such debris is best
removed with a vacuum cleaner as a vacuum cleaner will
not redeposit these materials on other parts of the
C-36
equipment.DO NOT USE COMPRESSED AIR, STEAM
OR A HIGH PRESSURE WATER CLEANER.
A vacuum cleaner should also be used to clean the
windings of the alternator unit. This will remove dust from
the coils that cannot be reached with a wiping cloth.
6.3. Radiator Maintenance
6.3.1 Introduction
The radiator supplied with your generator set is designed
and constructed to give many years of trouble free
operation in industrial environments. There are, however,
several points of maintenance that will ensure trouble
free operation.
6.3.2GENERAL OPERATINGNOTES
WARNING: Radiator coolant is normally very
hot and under pressure. Do not work on the
radiator or disconnect pipework until it has cooled down.
Do not work on the radiator or remove any guarding while
the fan is in motion.
Corrosion in the radiator can be a prime cause of failure.
This is prompted by air in the water. Always ensure pipe
connections are free of leaks and bleed air from top of the
radiator regularly to keep the system airfree.
Radiators should not be left standing in a partially filled
condition. Radiators left partly filled with water will suffer
much more rapidly from the effects of corrosion. For an
inoperative generator set, either drain the radiator
completely or ensure that it is maintained full. Whenever
possible, radiators should be filled with distilled or naturally
soft water, dosed with suitable corrosion inhibitors.
6.3.3CLEANING
6.3.3.1EXTERNAL
In dusty or dirty conditions the radiator fins can become
blocked with loose debris, insects, etc. and this fouling
will have an effect on the performance of the radiator.
For regular removal-of light deposits use a low pressure
stream jet. More difficult deposits may need a detergent
with a low pressure hot water hose.
Stubborn deposits, which cannot be removed by the
above methods may require removal of the radiator and
immersion in a heated alkali degreasent solution for
about 20 minutes and then washing off with a hot water
hose.
6.3.3.2 INTERNAL (Preferably call specialist)
If, due to leaky joints for instance, indiscriminate topping-
up with hard water has been carried out for some time, or
if the generator set has been run without inhibitors the
system may become fouled by scale.
To descale the radiator call KOEL authorised service
dealer being a specialised job.
The procedure is as follows:
1. Drain the water system and disconnect and bank off
the pipe connections to the engine.
2. Prepare a 4% solution of inhibited acid solvent and
fresh water. Add the acid to the water, never vice
versa.
3. Allow several minutes for mixing, then heat the solution
to 49C (120F) maximum.
4. Run the solution slowly into the radiator via the filler
cap or a branch in the manifold. Effervescence will
occur; when it ceases, fill the radiator completely
with the heated solvent.
5. Allow to stand for several minutes; then drain the
solvent back into the original container through the
bottom manifold or drain plug.
6. Examine the interior of the headers. If scale remains
repeat the process outlined above with the solvent
strength increased to 8%.
7. After descaling the acid solution has to be neutralized
as follows:-
Fill the mixing container with fresh water, heat to
boiling point then add common washing soda crystals
at the following strength; 0.5 kg of soda to 20 litres
water (1 lb soda to 4 gallons water). Fill the radiator
with this solution, then drain it back into the container.
1. Flush the radiator in this manner several times,
finally leaving the radiator full for at least an hour.
Drain until empty and wash out the radiator with hot
fresh water.
2. Before putting the radiator into service again, fill with
water and apply a test pressure equal to twice that of
the working pressure. Examine carefully for any
leaks which may have been revealed by descaling.
3. Prior to recommissioning, the coolant must be dosed
with any necessary corrosion inhibitors and/or the
correct proportion of antifreeze.
C-37
CHAPTER - 7
BATTERIES
7.1 SAFETY
ALWAYS ensure battery charging is carried out in a well
ventilated area away from sparks or naked flames. A
clear notice should be displayed stating NO SMOKING
OR NAKED LIGHTS PERMITTED IN THIS AREA.
NEVER operate the charger where unprotected from
rain or snow. The charger should not be used near water.
Ensure that the mains supply has been correctly
terminated and the GREEN/YELLOW lead MUST be
connected to a good earth (Ref. 8.2)
ALWAYS switch charger off before disconnecting battery
and ensure that there is no sparking or naked flames, as
concentration of fumes in the area can cause the battery
to explode.
NEVER group batteries close together around the charger
as damage and premature failure to components will be
caused by the corrosive fumes.
ALWAYS handle batteries with care and wash hands
after contact to prevent the possibility of acid burns.
Wear suitable protective clothing and display first aid
notices.
NEVER permit unauthorized personnel in the battery
charging area except under supervision.
7.2 CHARGER AND BATTERY CONNECTIONS
Ensure that secure and proper connections are made to
a suitable mains plug with the following colour code:
MAINS
LIVE....... ....marked L ....... .Brown lead
NEUTRAL....marked N .........Blue lead
EARTH......marked E .. ...Green/Yellow lead
NOTE: Power supply rating must not be less than 13
AMPS.
BATTERY
Red................. Positive+
Black............... Negative -
Connections must be clean and free from corrosion.
7.3 CHARGER OPERATION
7.3.1 GENERAL
Follow the safety recommendations outlined in 8.1.
Check battery and charger are connected as described
in 8.2.
Remove the battery filler caps or vent cover during
charging. Check electrolyte level and adjust if necessary,
following the procedures in 8.4.
Switch on charger and observe charge rate for normal
operation. If any problem is encountered refer to Fault
Finding 8.5.
7.3.2 STATE OF CHARGE
Allow the battery to settle for a short period with charger
switched off before checking the specific gravity of each
of the battery cells. Using -a hydrometer, the reading
should be approximately 1.27 for each cell at a nominal
temperature of +15C.
C-38
7.3.3CHARGINGRATE
The charging rate depends on the Ampere-hour capacity
(its size) of the battery, the condition of the battery and the
level of charge present.
The initial charging current will decrease as the battery
starts charging and the charging current will continue to
decrease (or taper) as the battery voltage rises.
IMPORTANT: With proper use, by following the
instructions, the Automatic Battery Charger should not
overcharge and damage batteries. A lead acid battery
will be damaged if the temperature of the battery rises
above 52C (125F) by overcharging. Care should be
taken when charging batteries that are hot, particularly
in tropical countries, where charging should always be
carried out in a cool shaded area. Consult the battery
manufacturers information and always check the specific
gravity with a hydrometer.
7.4 BATTERY MAINTENANCE
7.4.1 GENERAL
The battery is an assemble of cells containing a number
of positive and negative electrodes or plates immersed
in an electrically conductive fluid or electrolyte (sulphuric
acid). The electrical, energy released during discharge
is derived from the chemical reactions taking place within
the cells. These reactions are reversible which means the
battery can be repeatedly charged and discharged.
7.4.2 TOPPING UP AND FILLING
WATER
The most satisfactory water to use when preparing
electrolyte is distilled water. This is also true for routine
water additions to the battery. Generally speaking, any
water that is safe to drink (excluding mineral waters) is
safe to use in a battery. Do not use water of a known high
mineral content. Avoid the use of metallic containers
(except lead or lead-lined containers). Metal impurities in
the water will lower the performance of the battery.
TOPPINGUP
Clean top of battery to avoid contamination and remove
vent plugs. Add distilled water until level is 5-10 mm
above the top edge of the separators. Replace and
tighten vent plugs. Dry top of battery.
ELECTROLYTE ANDSPECIFIC GRAVITY
The electrolyte in a lead-acid storage battery is a dilute
sulphuric acid solution. A battery with a fully charged
specific gravity of 1.265 corrected to 80F (26.7C)
contains an electrolyte with approximately 36% sulphuric
acid by weight or 25% volume. The remainder of the
electrolyte is water. Pure (concentrated) sulphuric acid
has a specific gravity of 1.835. The sulphuric acid in the
electrolyte is one of the necessary ingredients in the
chemical actions taking place inside the battery. It
supplies the sulphate (804) which combines with the
active material of the plates. It is also the carrier for the
electric current as it passes from plate to plate. When the
battery terminals are connected to an external load, the
sulphate combines with the active materials of the
positive and negative plates forming lead sulphate
(PbS04) and releasing electrical energy. Electrons flow
from the negative terminal to the load (such as fuel
solenoid), and back to the positive terminal.
Specific gravity is a unit of measurement for determining
the sulphuric acid content of the electrolyte. The
recommended fully charged specific gravity of most 12-
volt batteries today is 1.265 corrected to 80F (26.7C).
water has arbitrarily been assigned a value of 1.000.
therefore, electrolyte with a specific gravity of 1.265
means it is 1.265 times heavier than pure water.
If it should become necessary to dilute concentrated
sulphuric acid to a lower specific gravity always pour the
acid into the water - do this slowly - never pour water into
acid. A dangerous spattering of the liquid would result.
This is caused by extreme heat which is generated
whenever strong acid is mixed with water. Stir the liquid
continually while acid is being added.
FILLING
Add electrolyte until level is 5 to 10 mm above the top
edge of the separators. Allow battery to stand for 20
minutes. Check and adjust level as necessary. Replace
and tighten vent plugs. The quantity of electrolyte required
can be determined from the following table:
C-39
Never take a hydrometer reading immediately after water
is added to the cell. The water must be thoroughly mixed
with the underlying electrolyte, by charging, before
hydrometer readings are reliable. If a reading is being
taken immediately after the battery has been subjected
to prolonged cranking, it will be higher than the true
value. The water formed in the plates during the rapid
discharge has not had time to mix with the higher specific
gravity acid above the plates.
7.4.4 INITIAL CHARGING
Within 24 hours of filling, or if battery stands inactive for
more than 6 months, charge for at least 2 hours at the
approximate current in amperes shown above. This
charge will have to be carried out on a workshop type
charger.
7.4.5 CLIMATE
TROPICAL CLIMATES
Most batteries used in temperate climates have a fully
charged specific gravity in the 1.250 to 1.280 range. A
fully charged electrolyte specific gravity of 1.210 to 1.230
is used in tropical climates. A tropical climate is considered
one in which water never freezes. This milder strength
electrolyte does not deteriorate the separators and grids
as much as the higher strength electrolyte. This
increases the service life of the battery. The lower specific
gravity decreases the electrical capacity of the battery,
especially the cold cranking performance. However,
these losses are offset by the fact that the battery is
operating at warm temperatures where it is more efficient
and cold cranking performance is not required.
The following chart shows the approximate specific
gravity values of batteries at various states of charge.
One column shows values for batteries whose electrolyte
specific gravity has been prepared for use in a temperate
climate; the other column for batteries prepared for use
in a tropical climate. It illustrates that batteries may be
fully charged and yet have different values of specific
gravity. The values shown are for a cell in various states
of charge with respect to its ability to crank an engine at
80F (26.7C). The specific gravity values shown will vary
depending on the ratio of electrolyte volume to active
material and the battery construction.
7.4.3HYDROMETER-DESCRIPTIONAND
HOWTOUSE
The state-of-charge of a lead acid battery can be
determined by the specific gravity of the electrolyte (its
weight compared to water). The specific gravity can be
measured directly with a hydrometer or determined by
the stabilized voltage.
A hydrometer is a bulb-type syringe which will extract
electrolyte from the cell. A glass float in the hydrometer
barrel is calibrated to read in terms of specific gravity. A
common range of specific gravity used on these floats is
1.160 to 1.325. Do not assume a battery will not take a
charge because you have been charging it for a time and
the float will not rise. The battery may have been fully
discharged and will require considerable charging before
reaching the minimum specific gravity on the float such
as 1.160 (approximately
1
/
4
charged). The lower the float
sinks in the electrolyte, the lower its specific gravity. The
barrel must be held vertically so the float is not rubbing
against the side of it. Draw an amount of acid into the
barrel so that with the bulb fully expanded, the float will
be lifted free, touching neither the side, top or bottom
stopper of the barrel. Your eye should be on a level with
the surface of the liquid in the hydrometer barrel. Disregard
the curvature of the liquid where the surface rises against
the float stem and the barrel due to surface tension. Keep
the float clean. Make certain it is not cracked.
The following table illustrates typical specific gravity
values for a cell in various stages of charge with respect
to its ability to crank an engine. A fully charged specific
gravity-of 1.265 corrected to 80F (26.7C) is assumed.
TYPICAL OPEN CIRCUIT VOLTAGE AND
SPECIFIC GRAVITY VALUES
CHARGE SPECIFIC VOLTAGE
LEVEL GRAVITY
100% 1.265 12.7
75% 1/225 12.4
50% 1.190 12.2
25% 1.155 12.0
DISCHARGED 1.120 11.9
C-40
State of Specific Specific
charge Gravity Gravity
Temperate Tropical
Climates Climates
Fully charged 1.265 1.225
75% charged 1.225 1.185
50% charged 1.190 1.150
25% charged 1.155 1.155
Discharged 1.120 1.080
Batteries prepared for service in extremely cold weather
use stronger electrolyte. In some instances specific
gravities of 1.290 to 1.300 are used. The cold cranking
performance increases as the specific gravity is increased.
7.4.6 ELECTROLYTE
Use only pure dilute sulphuric acid, of the correct specific
gravity to suit temperature of operation:
COLD OR TEMPERATE TROPICAL
CLIMATE CLIMATE
1.270 Kg/L 1.230 Kg/L
Check specific gravity with a good quality hydrometer
and correct readings as follows. If electrolyte temperature
differs from the hydrometers calibrated temperature:
For each 10C above add 0.007 to observed reading.
For each 10C below subtract 0.007 from observed
reading.
For each 10F above add 0.004 to observed reading.
For each 10F below subtract 0.004 from observed
reading.
(This can make a substantial difference at extreme
temperatures).
Adjust specific gravity using distilled water.
Note - for safety always add acid to distilled water.
7.4.7TEMPERATURECORRECTION
Hydrometer floats are calibrated to give a true reading at
one fixed temperature only. A correction factor must be
applied for any specific gravity reading made when the
electrolyte temperature is not 80F (26.7C). Some
standard hydrometers use a reference temperature of
60F (15.5C). A temperature correction must be used
because the electrolyte will expand and become less
dense when heated. The float will sink lower in the less
dense solutions and give a lower specific gravity reading.
The opposite occurs if the electrolyte is cooled. It will
shrink in volume, becoming more dense. The float will
rise higher and read too high.
Regardless of the reference temperature used as a
standard a correction factor of 0.004 specific gravity
(sometimes referred to as 4 points of gravity) is used
for each 10F (5.5C) change in temperature. Four
points of gravity (0.004) are added to the indicated
reading each 10F (5.5C) increment above 80F (26.7C).
This correction is important at extremes of temperature
because it can become a substantial value.
The thermometer should be of the mercury-in-glass type
with a scale reading as high as 125F (52C). The smaller
the club immersion the better, but it should not exceed 1"
(25mm). The electrolyte should be drawn in and out of
the hydrometer barrel a few times to bring the temperature
of the hydrometer float and barrel to that of the electrolyte
in the cell.
7.5 FAULT FINDING
FAULT LOCATION
WARNING : REMOVAL OF THE COVER FROM THE
CHARGER WILL EXPOSE DANGEROUSLY HIGH
VOLTAGE TERMINALS. TESTS ON THE CHARGER
WITH THE COVER REMOVED MUST ONLY BE
CARRIED OUT BY A COMPETENT ELECTRICIAN
USING SUITABLE INSTRUMENTS.
C-41
SYMPTOM - POSSIBLE FAULT ACTION
NO. CHARGING CURRENT
A) Incorrect or bad battery connections. Check connections and clean terminals.
B) Old or sulphated battery with very low Remove battery and charge on specialist
terminal voltage. equipment.
C) No mains supply Check mains supply to charger.
D) Blown mains fuse Replace fuse.
NO CHARGING CURRENT SHOWN ON INDICATOR
Faulty indicator Check charging current with standard meter.
CHARGING RATE TOO LOW (SEE NOTE*)
A) Low mains voltage Check mains voltage supply.
B) Incorrect mains supply tapping Check the mains supply tapping with the supply
voltage.
C) Loose heavy current connections Check and tighten connections if necessary.
NOTE : Level of charging current will depend on size and state of charge of battery.
Charging current is automatically reduced as the battery is charged.
CHARGING CLAMPS GET HOT
A) Faulty connections to battery terminals Clean and remake battery connections.
B) Loose screws in clamps Clean and tighten screws in charging clamps.
MAINS SUPPLY FUSE FLOWS REPEATEDLY
A) Incorrect fuse rating Replace with correct fuse.
B) Wiring short Check and remake all connections.
CHARGER RATE DOES NOT TAPER
A) Old or damaged battery Battery will not rise to full charge voltage.
Test battery and replace as necessary.
C-42
NOTES
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C-43
Note on Assembly of close coupled genset with
single bearing Alternator
1) Base frame:
Frequent relocation, initial installation ease, vibration
isolation or isolating from mounting surfaces, such
as trailers, are major uses of fabricated bases. No
base should be rigidly connected to flexing surfaces.
1.1) Base frame should be rigid enough for the
selected engine/alternator combinations so that
it will not deflect during handling/operation of
the set.
1.2) Provision should be made in the base frame for
lifting of the set.
If the pads are provided on base frame for anti
vibration mounts then these should have machined
surface.
1.3) KOEL recommends that engine & alternator
assembly should be mounted on antivibration
mount.
1.4) KOEL recommended typical baseframe is shown in
fig1. Drawings of baseframe as recommended by
KOEL for various combinations with single bearing
KG alternator has been prepared & made available
as required.
2 Anti vibration mountings
Table 1
Sr. Engine Model KOEL part nos. KOEL part nos.
No. for AVM below for AVM below
engine GE alternator
Qty. 2 Qty. 2/4
1 HA294 02.432.02.0.00 02.432.01.0.00
2 HA394 02.432.02.0.00 02.432.01.0.00
3 HA494 & HA494 TC 02.432.02.0.00 02.432.01.0.00
4 HA694 & HA694TC 02.432.01.0.00 48.497.02.0.00
5 3R1040 02.432.02.0.00 02.432.01.0.00
6 4R1040 02.432.02.0.00 02.432.01.0.00
7 4R1040T 02.432.02.0.00 02.432.01.0.00
8 4R1040TA 02.432.02.0.00 48.497.02.0.00
9 6R1080T/TA 48.497.02.0.00 48.497.02.0.00
10 6SL 1500TA(180-200) F6.626.02.0.00 F6.626.02.0.00
Following rules should be followed as a guideline
while selection/positioning of the antivibration
mountings
2.1) The number & type of the mounting should be
selected such that the static deflection of each
mount, for the weight under consideration should
be 2 to 3 mm. This will insure about 80% of vibration
isolation.
2.2) The anti vibration mountings should be positioned
equidistance from center of gravity of the set to
ensure equal weight distribution & uniform
deflection.
2.3) Ref. the table1 KOEL part nos. of AVMs to be used
below engine GE & alternator.
Please ref. the Table 2 Engine models , flywheel
housing used & alternator housing & disc coupling
required.
Table 2
Sr. Engine Model Engine Alternator Housing & disc
No. flywheel coupling
housing
1 HA294 SAE-2 SAE-2 & DISC SAE-11.5
2 HA394 SAE-3 SAE-3 & DISC SAE-11.5
3 HA494 & HA494 TC SAE-3 SAE-3 & DISC SAE-11.5
4 HA694 & HA694TC SAE-3 SAE-3 & DISC SAE-11.5
5 3R1040 SAE-3 SAE-3 & DISC SAE-11.5
6 4R1040 & 4R1040T SAE-3 SAE-3 & DISC SAE-11.5
7 4R1040TA SAE-3 SAE-3 & DISC SAE-11.5
8 6R1080T & 6r1080TA SAE-3 SAE-3 & DISC SAE-11.5
9 6SL 9088TA(140160) SAE-1 SAE-1 & DISC SAE-14
10 6SL 1500TA(180-200) SAE-1 SAE-1 & DISC SAE-14
11 6SL8800TA (250) SAE-1 SAE-1 & DISC SAE-14
3) Recommended Assembly procedure for Close
Coupled Genset
3.1) All the fasteners used for assembly should be 8.8
high tensile strength. Bolt length should be such
that minimum thread engagement in the respective
tapped holes is 1.5 times the size of bolt. (That is for
M10 bolt minimum thread engagement 15mm)
CHAPTER - 8
CLOSED COUPLED GENSET ASSEMBLY
C-44
3.2) Check the crankshaft end play with the help of
magnetic based dial it should be
For R1040/R1080/HA series between
0.19 to 0.36 mm.
For 6SL90 series between 0.12 to 0.33 mm.
3.3) Mount the specified AVMs on base frames on
engine gear end side & alternator side. Clamp
AVMs firmly on the base frame with suitable bolts &
nuts as shown in fig 1.
3.4) Mount the alternator support channel on two AVMs
on alternator side with suitable bolts. This channel
is used to support the alternator & to maintain the
center height
3.5) Remove the fastners for clamping coupling disc to
alternator body (for transport purpose).
3.6) Mount the engine with suitable bolts on AVM
(mounted on base frame) with temporary support
to bell housing as shown in fig 2.
3.7) Remove the alternator front both sides air outlet
covers . (fig 3)
3.8) Assemble two taper pins with threading or
M10X1.5X50 long studs on flywheel, on
diametrically opposite tapped holes to guide the
disc coupling when the alternator is being
assembled on engine.
3.9) Locate the alternator adaptor-housing spigot to
bell housing of engine. At the same time ensure
locating pins are aligned with holes on alternator
disc coupling. The alternator needs to be supported
by lifting tackle during this process.
3.10) The bolts for alternator adapter & disc coupling can
be accessed through the air ventilation window on
the alternator adapter housing. Mount firmly
alternator adapter with engine bell housing with the
help of 12 bolts.
3.11) Remove the taper pins & fix the disc coupling of
alternator to flywheel with suitable bolts. For bolts
on the disc coupling suitable machined hard
washers should also be used.
3.12) Remove the temporary support given below the
bell housing & mount firmly the alternator on
alternator support channel.
3.13) After assembly, check again the crank shaft
end play it should be same as that measured on
bare engine (3.2). Normally the alternator shaft
has about 2 mm free axial movement on
eitherside of nominal position of disc coupling
to allow for variation in the interfacing dimension
i.e. distance between disc coupling & meting
face of adapter. Incase the crank shaft end play
is not observed as mentioned above the
alternator service person should call for
checking the alternator.
3.14) This will complete the close-coupled assembly.
Ref fig 3.
Important : Do not run the set if there is a variation in
Crank shaft end play after alternator assembly. To do
so will cause engine failure.
Please ref. table below for tightening torque for
Standard straight shank bolt with threads lubricated
8.8 tensile grade.
M10 5.0 kgm
M12 8.7 kgm
M14 14.0 kgm
M16 21.0 kgm
C-45
T
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C-46
T
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C-47
Remove the two star screws, which are already
mounted on fuel, pump with the help pump stop
lever.
Remove spring in fuel pump stop lever.
Mount stop solenoid bracket assembly on the fuel
pump location and tighten with M6*50*2no. hex
head screws.
Attach the tie bar at place shown with the help of
M6*10*1no.hex head screw this will fit the solenoid
on pump.
Confirm all the mounting screws are tighten firmly.
When mounting is complete dont inserted the
connecting link in fuel pump stop lever (keep lever
free for solenoid setting).
Give battery supply to the solenoid according to
operating D.C.Voltage of solenoid.
Connect battery-VE to solenoid bracket assembly
(o1)
And connect battery + VE to solenoid terminal (02)
Confirmed that solenoid polarity with respect to
battery is not opposite
Battery voltage should be 12V for 12 V stop soleniod
When stroke is complete, means solenoid links goes
down to max position, push stop lever of FIP to down
most direction manually.
If solenoid plunger ball joint link bolt is not exactly
matching then adjust the linkage up or down
Part No. Voltage Resistance Current Where used
4H.150.10.0.000 12V 0.42 26-28 amp R
02.477.01.0.00 12V 0.9 15 amp HA , 6R
F6.570.11.0.00 24V 1.2 20 amp SL - 90
a) Loose the lock nut on link rod.
b) Roate the ball joint clockwise or anticlockwise as
required so that linkage lever hole matches.
c) Lock the lock nut on linkage firmly.
When alignment and solenoid setting is correct
according to above position and solenoid operation
then tighten the connecting link bolt with the help of
nylock nut and suitable force. Ensure that when
solenoid is in normal coondition the gap between
fuel pump body and C type lever top edge should
be approx. 1.5 to 2mm.
When solenoid is not proper then adjust the solenoid
setting according to following point.
Loosen the lock nut of solenoid connecting link.
Remove the link screw from stopping lever.
Rotate the ball joint with required direciton up to
position or setting disrupted in point is not occurred.
At the time of solenoid setting do not distrub the tie
bar setting of solenoid.
After change in setting is complete tighten the lock
nut and again supply is given to solenoid.
Check the operation through ESU / KRB, it should
remain on for only 20 sec max.
The solenoid will get hot for this period as the current
is high.
STEP BY STEP INSTRUCTIONS FOR MOUNTING, ALIGNING AND
SETTING OF THE SINGLE COIL, 12 V / 24 V STOP SOLENOID
C-48
WARNING !
OPERATIONAL PROCEDURE
UPDATE
Warning: The excessive build up of unburned fuel gases in the exhaust system of diesel powered generating
sets can create a potentially explosive condition which could cause personnel injury and/or equipment
damage. Please follow the procedures below:
FUEL PRIMING
The fuel system on all engines should be completely
primed to ensure immediate starting. Excessive cranking
with an unprimed fuel system may cause a build up of
unburned fuel gases in the exhaust system. Engine
priming procedures can be found in the engine operation
manual.
FAILURE TO START
If during initial start or during normal starting the engine
fails to start after the initial 3 crank attempts, stop cranking
and unscrew the plugs on the exhaust outlet elbows or
stub pipes. White smoke (unburned fuel) will usually be
present. Once all signs of unburned fuel have disappeared
and any other problems causing the failure to start have
been rectified, replace the plugs and repeat the cranking
procedure.
If it is necessary to demonstrate air valves closing when
the engine is running this should be done at no load. The
engine should absolutely not be restarted immediately
afterwards. The closing of the flap valves can cause oil
carry over into the exhaust system which is highly volatile.
The engine should be left for a period of time to allow
these gases to dissipate.
HOT ENGINE SHUTDOWN
If the engine shuts down due to a fault condition such as
high water temperature or low oil pressure, etc., do not
restart immediately. Remove the plug on exhaust outlet
elbows or stub pipes to disperse fuel gases. Once these
have disappeared and the shutdown fault has been
cleared, restart the engine.
OIL PRIMING
The oil system on all engines should be completely
primed to ensure safe operation. To ensure that engine
cranking for priming the oil system does not cause
unburned fuel to build up in the exhaust system, first
disconnect the supply to the fuel solenoid or actuator
then crank the engine until a positive oil pressure is
registered on the gauge. Do not crank the engine for
more than 5-7 seconds should the oil pressure fail to
build up and indicate.
Allow an interval of approximately 10 seconds between
cranking attempts, and should the oil pressure still not
have built up after three cranking attempts, investigate
the reason for lack of oil pressure prior to further cranking.
During normal cranking attempts, the unburned fuel gases will generally not build up to a dangerous level
before the standard batteries are depleted. In cases where additional fresh batteries or an outside source
of power are used, extra care must be taken.
D-3
USER MANUAL - DIESEL ENGINES
SECTION D
1. Engine Numbering System 5
2. Illustrations 6
3. Engine lifting 9
4. Lube Oil 11
5. Fuel Supply System 11
6. Cooling Systems 12
7. Electrical Systems 13
8. Commissioning 14
9. Starting 16
10. Electric Starting with Engine
Safety Device (KRB 01) 17
11. Electric Starting with Engine 21
Safety Device (Pricol)
12. Hand Starting
(Alternative to Electric Starting)
for HA 294 & HA 394 engines only 33
13. Maintenance Shedule 35
14. Maintenance of Lube oil Systems 38
15. Maintenance of Fuel Systems 43
16. Maintenance of Cooling Systems 44
17. Maintenance of Electrical Equipment 50
18. Trouble-Shooting & Remedial Measures 53
19. Engine Preservation 60
20. Tightening Torques 61
D-4
NOTES
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D-5
1.1 ENGINE NUMBERING SYSTEM :
1.1.1 Engine Name Plate
Engine serial number is punched on the Name Plate
which is fixed on crankcase. Fig. 2.1/1 show the engine
name plate.
2.1.2 Engine Number
F6 or 3H or 03 1004 / 02 00001
Engine Serial Number
Year of manufacture
Application Code No.
02 for HA294
03 for HA394
04 for HA494
06 for HA694
3H - 3R1040
4H - 4R1040
5H - 4R1190
6H - 6R1080
F6 - SL90
2.1.3 Model Designation :
The engine model is punched on name plate in column
TYPE. The first two digits indicate engine series (i.e.
HA), the digit after first two digits indicates number of
cylinders while last two digits indicate piston
displacement in litre per cylinder.
Example :
HA 2 94
94 - 0.94 Lit/cyl.
2 - No. of cylinders
HA - HA Series (air-cooled)
D-6
2.2 ENGINE ILLUSTRATIONS
Your Kirloskar Green Power Ideas genset is powered by one of the three Kirloskar diesels HA, SL90 or
R1040/R1080. Given as follows are the line illustrations of the user, serviceable parts of the diesel engines
used in a KGPI genset.
Air-Cooled Kirloskar HA diesel engine
Fig. 2.2.1 HA Engine (Service Side) Fig. 2.2.2 HA Engine (Exhaust Air Side)
1. Cooling Blower
2. Guard for blower and Alternator V-belts.
3. Fuel Injection Pump
4. Flywheel
5. Crank Pulley
6. Automatic Belt tension unit
7. Oil Filter neck
8. Oil Drain Plug (at gear end side on oil sump)
9. Oil Sump
10. Fuel Feed Pump
11. Dipstick
12. Lub. Oil Filter
13. Fuel Filter
14. Air Cowling
15. Rocker Cover
16. Air intake manifold
17. Exhaust manifold
18. Exhaust air ducting
19. Alternator
20. Starter
21. Crankcase
22. Crankcase breather
D-7
1. Air cleaner
2. Fuel Pump
3. Centrifuge filter
4. Alternator
5. Lube oil cooler header
6. Engine safety unit
7. Engine mounting foot (FIP Side)
8. Fuel feed pump
9. Fuel filter
10. Water outlet manifold
11. Bell housing
12. Air inlet manifold
13. Lube oil sump
14. Lube oil filter
15. Air cleaner monunting
16. Bese frame
17. Crank case
18. Engine mounting foot (Starter Side)
20. Gear casing
21. Radiator with CAC
22. CAC outlet
23. Rocker Cover
24. Starter
25. Turbocharger
2.2.3 Air Inlet Manifold Side 2.2.4 Exhaust Manifold Side
Liquid cooled Kirloskar SL90 Diesel Engine.
D-8
1. Air inlet manifold
2. Air cleaner
3. Oil filling body
4. Fuel Pump
5. Fuel Feed Pump
6. Spin-on Lub oil filter
7. Fuel Filter
8. Dipstick
9. Lub oil sump with drain Plug
10. Gear casing
11. Crank pulley
12. Water Pump Pulley
13. Thermostat
14. V-belt
Notes :
Air cleaner shown is Dry type. The location & type
of air cleaner may change according to specific
application needs.
Fuel filter location may be different for various
applications.
15. Alternator (for battery charging)
16. Crankcase
17. Engine starter
18. Engine mounting foot ( Gear end side)
19. Engine mounting foot ( Flywheel end side)
21. Rocker cover
22. Flywheel housing
23. Flywheel
User serviceable parts are only on the surface of the
engine and incase you wish to buy genuine
replacement parts for Kirloskar Service Dealer. Please
ask for the parts by providing following information
to Kirloskar Service Dealer
a) Engine Type
b) Engine Sr. No.
c) Part Description
as is in the illustrations in this Section.
Liquid cooled Kirloskar R1040 / R1080 Series
2.2.5Inlet Manifold Side 2.2.6Exhaust Manifold Side
3 1 2
4
5
10 6 9 8
7
21 20
15
16
18 17 19 23
D-9
2.3 Engine Lifting Device
2.3.1 For Bare Engine
To avoid the bending of the engine lifting
studs, during lifting up of the engine, a distance
piece as shown in the Fig. 2-3/1 is to be used
along with the standard bolt of size m8 x 55
mm long. (lifting hooks and steel plate are
provided with the engine.)
Fig. 2.3/1
Before lifting the engine first fix the lifting hooks on the
engine, place the above piece on lifting hook by engaging
two slots of end plates to the neck diameter of the hooks.
Then screw in bolt of m 8 mx 55 mm long in the tap hole
provided on the plate. Insert the bar through lifting hooks,
put the wire rope/chain on the bar and then lift the engine,
(see Fig. 2.3/2)
Fig. 2.3 / 2
2.3.2 Recommended Lifting Arrangement for Base
Plate Mounted Set.
The lifting hooks provided on engine are
meant for lifting bare engine. Use of lifting
hooks for lifting up of genset, Pumpset or any other
similar sets mounted on base plate, results in bending of
the studs for lifting and can cause damage to engine/set
in event of breakage. Hence, we recommend the use of
proper sling/tackle arrangement for lifting up of such
base plate mounted sets. (Fig.2.3/3) shows the
recommended lifting arrangement.
2.4.1 Lubrication System
Force feed lubrication is provided by a G rorot type
pump to main bearings, connecting rod big end bearings,
camshaft journals, valve gear and turbo charger bearing.
Other components like small end bearings, liners, gears
are missed and splash lubricated.
The system includes adiquate filtering by replacable filter
element. An air cooled lube oil cooler is used in lube oil
circuit to maintain the oil temperature within limits. A relief
valve controls the maximum oil pressure and is
incorporated on the delivery side of the pump.
The schematic diagram shows the lube oil circuit of HA
694T engine.
1. Oil sump 2. Suction pipe
3. Oil Pump 4. Pressure valve
5. Delivery pipe 6. Pipe to Oil Cooler
7. Oil Cooler integral type 8. Oil Filter
9. Safety valve 10. Oil Galary
11. Main Bearing 12. Big End Bearing
13. Camshaft bearing 14. Tappet
15. Push Rod 16. Rocker armbearing
17. Metering plug 18. Push rod cover tube
19. Restrictor hole 20. Nozzle for piston cooling
21. Oil pipe to turbo charger 22. Oil Return pipe
23. Oil pressure gauge.
D-10
Lube Oil Pressure :-
Minimum 2 kg /cm
2
If the pressure at any time drops below 2kg/
cm
2
at operating speed of 1500 rpm, under
loaded condition, then replace the lube oil
filter element/cartridge and check the
pressure. If the pressure is still low, then
contact our authorised Service Dealer for the
services of their technicians.
2.4.3 LubeOil consumption
Lube oil consumption varies according to engine
operating conditions, but would not normally exceed
0.7% of actual fuel consumption for a well running
Kirloskar HA engine under normal load condition and
0.3% for Kirloskar R1040/R1080 & SL90 diesels.
2.4.4 Lube Oil Sump Capacity
These approximate values refer to standard cast Iron
and Sheet Metal Oil Sump.
Engine Type HA294 HA394 HA494 HA694
Oil Sump Type C.I. S.M. C.I. S.M. C.I. S.M. C.I. S.M.
Initial Fill (lit.) 5.5 9 10.5 12.5 15.5 15.5
Refill (lit) 4.5 8 9 11 13.5 13.5
C.I.= Cast Iron S.M.= Sheet Metal
Level C.I. Sump Sheet metal sump
(Industrial application (Gen-set application)
4R1040 3R1040 4R1040 6R1080
First Fill 11.5 lit 9 lit 11.5 lit 15 lit
Max. 9.5 lit 7.5 lit 9.5 lit 13 lit
Min. 7.5 lit 5.5 lit 6.5 lit 10 lit
Note : 1. First fill = Sump Capacity + Gallery Capacity + Lub oil Filter Capacity.
2. Fill the lub Oil Filter before fitting on the engine.
3. Do not forget to fill the lub oil filter whenever you replace the filter.
4. Whenever lube. Oil filter is drained off, add as per lub oil filter capacity
e.g. 0.5 lit./1.1 litre. Extra lube Oil in the sump to maintain correct oil
level.
Level SL 90
First Fill 23.5 lit
Refill (lit.) 21.0 lit
D-11
Whenever Lube oil Filter is drained off, add as
per lube oil filter capacity in the sump to
maintain correct oil level
OBSERVE OIL LEVEL MARKS ON DIPSTICK.
2.4.5 LubeOil Specifications :
A) Lube oils of correct viscosity and detergency grades
should be used.
For detergency K oil comply to the following
specifications:-
Selection of Lubricating Oil Table
Standard To be used For
Naturally aspirated Turbocharged as well
engines as Naturally Aspirated
I.S.10356 1993 E DL2 E DL3 / EDL4
I.J .S. Military MIL-L-45 199B MIL-L 2104c/2104C plus
API CD CF4
CCMC D4 / D5
1) API - American Petroleum Institute.
2) CCMC - Association Of Automobile Manufacturer
of Common Market.
For Viscosity, the recommended SAE number should be
used. SAE J 30
o
C specifies the viscosity of Lube oils for
each SAE No.
Always use oil brands of reputed oil companies. Table
show oil brands of established manufacturers, which are
recommended.
Too viscous oil causes starting difficulties. The choice of
the viscosity grade during winter operation should be
governed by the ambient temperature prevailing at the
time of starting the engine. Oil changes as a function of
ambient temperatures can be avoided by using
MULTIGRADE oils.
KOEL recommended K-Oil meets the specification of
MILC plus & SAE 20W40.
No guarantee claims will be entertained on the grounds
of engine damages due to use of unsuitable engine lube
oils.
2.5 FUEL SUPPLYSYSTEM
2.5.1 Fuel Circuit
Fuel is supplied to the block type fuel pump by a fuel lift
pump (feed pump) incorporated in the fuel pump itself.
A dual type fuel filter consisting of efficient pre and micro
paper filter elements ensures the supply of clean fuel to
the fuel pump. The schematic diagram (Fig. 2.5/1) shows
the fuel circuit of the engine.
NOTE : It the fuel tank is to be installed below the fuel
pump level, then the bottom level of the fuel tank should
be less than 1 meter below the feed pump inlet.
2.5.2 Fuel Specifications
The performance of the engine depends upon supply of
clean and correct grade of fuel. The fuel injection
equipment is manufactured to very close tolerances and
slightest amount of dirt in fuel can cause wear on the
injection equipment.
A) Always use clean High Speed Diesel having a sulphur
content of below 1%.
In case of diesel fuel containing sulphur more
than 1% the periods between oil changes
should be shortened.
The following specification are approved :-
IS: 1460
BS:2869-A1&A2
(In case of A2, note sulphur content)
DIN 51601
ASTMD 975-81:1D&2D
Winter GradeFuel-
At low temperatures, waxing may occur and clog the fuel
system, thus causing operational troubles.
In the case of ambient temperature below 10 c, use
Winter Grade diesel fuel, mixed with Kerosene.
Fig. 2.5/1
D-12
Proportion of Kerosene to be mixed in Diesel, depends
on the ambient temperature as shown in the graph
(Fig.2.5/2). (Maximum proportion limited to 50%) For
cold starting aid see 3.4.1
PREPARE THE BLEND IN THE TANK ITSELF.
FILL IN THE NECESSARY AMOUNT OF
KEROSENE FIRST, THEN ADD DIESEL FUEL.
2.5.3 StoringFuel Oil
The storage of fuel oil is of utmost importance since many
engine problems are traced to dirty fuel or fuel stored for
too long a period. Store fuel in a convenient place outside
the building.
It is recommended that the fuel tank should be filled in at
the end of the days work. This keeps moisture out of the
tank.
To eliminate water from the fuel, drain out small quantity
of fuel from fuel tank through a drain plug every day
before starting the engine.
2.6 COOLING SYSTEM
Cold air is forced on to the cylinder liners, heads
and lube oil cooler by an axial fan driven by V belts on
the gear end side and is directed through stream lining
cowling. Thus cooling the engine efficiently.
2.6.1 Air Cooled Engine Cooling System
Cleaning Intervals :
The degree of soiling of the cooling system is
dependent on the type of engine application.
The danger of contamination is increased due to
residues of oil and fuel on the engine. Check extra
carefully. therfore. for leakages when application
involves high dust fallout.
More severe contamination can occur, e.g. in case of
- construction site application due to heavily
dust-laden air.
- Harvesting work, due to the high proportion of
chaff and chopped straw, for example, in the
vicinity of the implement.
2.6.1.2 Cleaning the cooling system
A) Dry Cleaning -
Release clamps on the injection pump side and
remove air cowling. Release bolts on the exhaust
side and remove exhaust baffle.
Use wire brush to clean the fins of cylinder liner,
cylinder heads and lube oil cooler.
(fig 2.6/1 & 2.6/2).
Fig. 2.6/1
Take special care while cleaning, vertical cylinder
head fins.
If possible use compressed air for cleaning.
Start blowing through the engine with compressed
air from the exhaust air side, paying particular attention
to the cooling fins and oil cooler.
Remove any dirt blown into the cooling air ducting.
Remount air cowlings.
Fig. 2.6/2
B) Cold cleaning Agent -
Remove air cowling.
Spray engine with a commerical cold cleaning agent
and allow a soaking in period of about 10 minutes.
Wash engine clean with powerful water jet (taking
care to avoid direct contact of the water jet with
sensitive engine components, e.g. alternator, starter
etc.)
Repeat procedure if necessary.
D-13
Remount air cowling.
Run engine until warm in order to allow the remaining
water to evaporate.
C) Cleaning with High-Pressure Steam J et -
If a steam-jet is available, this method of cooling is
preferable to any other one.
Remove cooling air cowling.
Clean engine with steam jet (taking care to avoid
direct contact of the steam jet with sensitive engine
compoments, e.g. alternator, starter etc.) .
Remount air cowling.
Run engine until warm in order to allow the remaining
water to evaporate.
Clean (by any method) only when engine is
stationary and cold.
2.6.2 LIQUID COOLED ENGINE COOLING SYSTEM
2.6.2.1 Radiator System
The cooling circuit with radiator is recommended where
the fresh water is available. Fig. 2.6.3 shows the water
circuit diagram.
Fig. 2.6/3
IMPORTANT
It is also necessary to ensure proper ventilation to
avoid hot air re-circulation into the cooling system.
For any non-standard installation of radiator system
(Ex. Remote radiator mounting) Please contact
KOEL OR NEAREST koel AREA OFFICE / KOEL
authorised service dealer for necessary
recommendation.
2.6.2.2 Coolant
In summer - Use fresh water with anticorrosion additives
for the engine cooling system. Water should be clear and
free of any corrosive chemicals formation. Water should
be clear and free of any corrosive chemicals such as
chloride, sulphates and acids. We recommend to use
coolant blend of soft water and one of the rust preventive
compound as mentioned below -
*K-Cool Super : 8cc/litre or
AQUAT-720 : 2.5Ccc/litre or
Nalcool-2000 : 35cc/litre
* Available with KOEL authorised parts & service dealers.
IN WINTER - Use Ethylene glycol antifreeze diluted with
coolant blend as mentioned above in the following
proportion in (radiator) cooling system.
Ambient Temperature C Ratio by volume of anti freeze
to cooling water blend
+5 To -5 20:80
-6 To -15 33:67
-16 To -25 40:60
below -25 50:50 (max. permissible ratio)
Commercially available ready mixed coolants can
also be used, with Antifreeze and anticorrosion
additives after ascertaining suitability for low ambient
temperature.
Storage of engine with only fresh water in engine
cooling system should be avoided at ambient
temperature below 5 C. This may cause cracks in
the engine components.
If the engine is to be transported from normal
ambient areas to Low ambient areas ambient
below +5 C the complete cooling system should be
drained and refilled with Antifreeze + water mixture
as mentioned above.
2.7 ELECTRICAL SYSTEM
2.7.1 Electrical Equipment
A) 12V Electrical System -
Alternator
Make Specification
AUTOLEC 12V, 55 Amp
LUCAS A115-12V, 35 Amp
D-14
* For battery capacity at extreme low temperature i.e.
below -20C, contact Kirloskar Oil Engines Ltd. Pune,
India.
2.7.2.1 BATTERY CABLE
440/0.45 (70 MM
2
) minimum
Auto lable - 65/0.3, 35 Max. Capacity
- 26/0.3 35 Max Capacity
3.1 COMMISSIONING
Before you start a new or an overhauled engine,
attend to the points given below -
3.1.1 For oil filling volume, see 2.4.4 (initial fill) For oil
quality grade and oil viscosity, see 2.4.6.
Fig. 3.1/1
3.1.2 If oil bath air cleaner is supplied with engine, fill
oil bowl of air cleaner with engine oil up to the oil
level mark (Fig. 3.1/2).
Fig. 3.1/2
Starter
Make Specification
AUTOLEC 12V
LUCAS 3SM 127, 12V
B) 24V Electrical System -
This system is used on SL90 series of Kirloskar Diesel
Engine.
System voltage - 24V (Floating / -ve earth)
Starter - Autolek
Alternator - Autolek
Charging Ammeter - 50-0- + 50 range.
BATTERY
A) Battery Capacity Ratings
C.I.M ( Compression ignition Motor) Rating - Minimum
current at 27 C with full charged battery should
sustain for 5 min. 30 sec with cell voltage of 1.33 V/
cell.
Cranking Performance Rating- It is a minimum current
in amperes which fully charged battery at 27C will
sustain for a period of 2 minutes and maintain cell
voltage of 1.2V/cell or higher.
20 hours capacity rating-it is the capacity in ampere-
hour which the fully charged battery will deliver when
it is discharged at 27C at a constant current for 20
hour before reaching a final voltage over all of 1.75
V/cell.
HourMeter
Since electronic Hour meter is sensitive to temperature,
the maximum operating temperature range is 50 C. To
satisfy this condition, rubber isolators for the panel as
well as Hour meter should be ensured. Hour meter is
protected against reverse polarity but operating voltage
should be ensured before connecting. i.e., 12 V should
not be connected to 24 V systems.
2.7.2 Recommended Battery Capacity
Engine Ambient Battery Capacity in Amp-hr. (20 hr. rate)
model Temp. C 12V 24V
HA294 Above +10 88 2 Batteries of 12 V, 88 Amp-hr in series
HA394 +10 TO -20 135 same as above.
HA494 above +10 100 same as above
HA494TC +10 to -20 150 2 batteries of 12 V, 100 Amp-hr in series
HA694 Above +10 150 2 batteries of 12 V, 88 Amp-hr in sr.
HA694TC +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr.
R1040 Above +10 135 2 batteries of 12 V, 88 Amp-hr in sr.
R1080 +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr.
SL90
Above +10 135 2 batteries of 12 V, 88 Amp-hr in sr.
+10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr.
D-15
lube oil circuit. Hence external lube oil filling is
not necessary.
3.1.4 Fill up the fuel tank after making sure that it is
properly cleaned. Use only High Speed Diesel
Fuel. See section 2.5 for fuel quality grade. In
accordance with ambient temperatures, summer
or winter grade diesel fuel should be used.
Never fill the fuel tank while the engine is running.
Observe strict cleanliness. Do not spill any fuel
3.1.5 Bleed the fuel system as follows:
A) Loosen the vent screw on the primary fuel filter
(Fig. 3.1/5).
Fig. 3.1/5
B) Operate the fuel lift pump (feed pump) till fuel oil
flows without air bubbles. Keep a tray to arrest
the seepage of fuel on ground.
(Fig. 3.1/6).
Fig 3.1/6
Be sure not to fill oil into the pre cleaners dust
collector, if provided.
Also, if dry type air cleaner is fitted on engine
do not fill lube oil in it.
3.1.3 OnHA294engineonly-
Fill lube oil in the fuel pump and its governor. Use
same lube oil quality grade as recommended for
the engine oil. (Fig. 3.1/3).
Fig. 3.1/3
To check the oil level, Loosen the oil level control
plug fitted on governor housing. The oil should
flow through this plug after loosening
(Fig. 3.1/4).
Fig. 3.1/4
On all other 3,4 & 6 cylinder Kirloskar Diesels, the
lube oil supply is given directly through engine
C) Tighten the vent screw on primary filter and then
similarly bleed the Micro filter by loosening the
vent screw on it. (Fig. 3.1/7) Tighten the vent
screw.
Fig. 3.1/7
D) Loosen the banjo bolt of the fuel gallery on the
fuel pump and operate the lift pump till the fuel
flows free of air bubbles. Tighten the banjo bolt
(Fig. 3.1/8)
Fig. 3.1/8
3.1.6 OtherPreparations
Check battery and lead connections.
Also, check the cable connections at the starter, and
alternator. Loose connections lead to improper
contact and damage to the terminals.
Trial run
Upon completing the preparations, run the engine
for short trial period of about 10 minutes without load.
Steps to be taken during and after trial run:
- Check engine for leakages.
With engine stationary:
- Check oil level, top up with oil if necessary
(see 5.1.2)
- Tighten V-belts (see 5.5)
3.1.7 Belts
Check that the belts are in position and the belt tension
is properly adjusted. If not adjust it as described in
section 5.5.
3.2 STARTING
3.2.1 Electric Starting
Before starting, make sure that no one is
standing in the close vicinity of the engine or
driven machine.
After Repairs -
Make sure that all removed panels and guards have been
put back into place and all tools removed from the
engine.
Fig. 3.2/1
A) Electric Starting without engine safety device
withOFF- ON- STARTkeyswitch-
Insert Key
Position OFF = NO operating
voltage.
Turn key clockwise
Position ON = Operating
voltage, pilot lamp lights up.
Turn key further to clockwise against spring
pressure.
Position START = Engine starts firing
Release key as soon as engine starts firing, Pilot
tamp goes out.
WithStartPushButton-
1) Do not use the starter on any occasion for
more than 20 seconds at a time. Pause for a
minute between two consecutive operations.
MICRO FILTER
AIR VENT
SCREW
OFF
ON
START
D-4 D-4 D-4 D-16
2) Never operate the starter for more than 4
attempts continuously, otherwise battery may
run down. If engine does not start, trace the
cause according to fault Diagnosis Chart.
3) On no account should the starter be operated
when the engine is running, otherwise serious
damage is likely to occur to both the starter
and the starter ring on flywheel.
B) Electric Starting with Engine Safety Device :
One of the following safety units depend on scop of
supply may be applicable for your engine.
ESU ENGINE SAFETY UNIT
KOEL part no. 02.424.02.0.00
This unit is installed on the engine panel board, for
protecting the engine from
1) Low lube oil pressure.
2) High water temperature /Cylinder head for HA series.
3) V- Belt fail. (HA series)
4) AUX/EMG, spare input to shut off the engine.
Operating Voltage: 10 to 28V pure DC supply.
Operating temperature: 15 to 55 degree cent.
Mech. Dimensions: 72X72X140 mm.
Input: digital switch to ground (4 nos.)
Output: Solenoid relay output battery voltage will be
available if relay gets ON.
It is an energize to stop type.
Means if any of the above fault occurs, ESU comes in
action and switch ON the stop
Solenoid for 18 seconds and ultimately engine stops.
(Battery supply will be available at SOL terminal for 18
sec.)
There are 6 LED Indications on front panel.
1) Fuse blown as this name indicates fuse is blown
which is on the backside of the ESU.
2) Charge if this lamp glows it means battery is not
charging by the alternator. This also provides
excitation current to alternator 180ma common for
12V & 24V.
3) Low Lube Oil Pressure If this lamp is glowing it
means lube oil pressure is not developed. (NC to be
used). This has got override timer which starts after
putting KEY to RUN position (ON).
4) High temperature- This indicates that the water
temperature has increased above acceptable range.
(to be used NO)
5) V-Belt Fail This indicates fan belt has failed. When
switch fitted on engine gets closed. (Only for air-
cooled engines).
6) Aux./EMG : This is one additional input generally
used emergency stop PB.
Testing procedure for ESU.
FUNCTIONAL CHECKS
TEST TO BE CARRIED OUT EXPECTED RESULTS
1) SWITCH ON/OFF STATUS
a) Switch on enable.
Any Voltage between 10Volts to 28 Volts dc.
b) Switch off enable.
Voltage will appear at SOL terminal for 18 seconds
2) LOP FAULT TEST & BYPASS TEST
a) Connect a link between lop terminal and -VE &
Put on enable switch
After switching on the enable after 20 seconds
the LOP lamp will glow to indicate
The LOP fault and simultaneously the Supply
voltage will appear at the SOL Terminal.
b) Remove link between LOP terminal and ve of
Supply .
LOP- LED will remains on.
c) Connect link between VE terminal & V-Belt fail,
High temp, Aux/Emg terminals one by one.
LOP-LED will remains on
d) Remove all the links.
LOP LED will remains on
e) Switch off enable.
LOP-LED will go off.
Engine will not stop by KEY (as already stop solenoid has
activated for LOP fault)
3) TEMP FAULT TEST
a) Put Enable ON Connect a link between TEMP
terminal & -VE terminal
The TEMP LED will glow and Supply voltage
will appear at the SOL terminal
Remove link between TEMP terminal & -VE of
Supply.
The TEMP LED will remain on.
b) Connect link between VE terminal & V-BELT,
AUX/EMG, LOP terminals one by one.
d) Remove all the links.
e) Switch off enable.
The TEMP LED will go off.
4) CHARGE INDICATOR TEST
a) connect a link between VE & IND terminal and
switch on enable.
The CHARGE LED will glow
b) Switch off enable.
The CHARGE LED will go off.
D-17
D-4 D-4 D-4 D-18
5) REPEAT STEP NO 3 FOR AUX & VBELT FAULT
Installation and fault finding instructions for KRB 101
ESU Part no: 49.902.02.0.00
Operating instructions :
Ensure the key switch is in the off position
The Battery On (if fitted) switch is operated first
Turn key switch in the Run position observe the
hourmeter and other LEDs lamps coming on.
Turn the key switch to the Start position to crank the
engine.
Once the engine starts, observe the Charge LED
going off and no other trip indications coming on.
Confirm the hourmeter running by observing the
flashing decimal point of the right hand display.
To stop the engine, turn the key switch to the off
position.
Observe the Stop Solenoid On LED coming and the
engine stopping.
Turn off the Battery On switch (if fitted) to isolated
the battery.
If the KRB 101 causes the engine to trip due to any
fault, returning the key switch to off position for a
short time will reset the latched faults.
Connections: The KRB 101 is connected as indicated in
Fig 1.
Description of connection:
Supply:
The KRB 101 can be connected to either 12 V or 24
V battery. The battery is directly connected to the
B+ and B- terminals.
Key switch:
Common of the key switch ( 1 ) wire no. 2B is
connected to FUSED B+ terminal, thus protecting
all the associated connections from overloads and
short circuits.
Key switch (2) Run terminal wire no. 2A is connected
to the Enable terminal of the KRB 101.
Start terminal (3, momentary /spring return terminal)
is connected directly to the starter motor solenoid.
Ammeter:
The B+ terminal is connected to the Fused B+
terminal. Wire
The L+ terminal is connected to the Alternator +
terminal.
Battery relay:
By default the battery relay is wired to remain on
when B+ and B- is connected. This internal
connection is done by a soldered link on the rear
PCB of the KRB 101. If this link is cut, then the battery
relay switches on only if the B+ and the BAT ON
terminal is shorted. A switch can be added in this
circuit to implement a battery master switch that can
isolate a battery from the engine when not in use.
Fuse:
The supply from the battery relay is available to the
FUSED B+ terminal via a fused link that opens if
excessive current flows through due to overload or
short circuits.
The fuse link is replaceable by the user by wiring a
link of 50 Amps between the two posts provided on
the rear PCB.
Hourmeter
The hourmeter starts counting (the decimal point in
the right hand display starts flashing) when the oil
pressure switch opens (i.e. the engine is running).
The display will blank when the key switch is taken
to the off position and also at the time of starting
when the battery voltage dips.
Stopping:
The Energized to Stop solenoid will operate for about 30
seconds, incase of,
After putting key to OFF the supply is removed from
the Enable terminal.
Low oil pressure, HCT & V belt (for air cooled
engines) trip conditions.
The stop timer can be reset within 30 seconds when
the key switch is brought to run position.
The fuse is used to protects the supply to the solenoid
from short circuits and overloads.
Field Excitation current: A constant current of 190
10 mA is available at the IND terminal to provide
excitation of the charging alternator field when the
engine is not running.
LED Indication Lamps:
Supply ON: Indicates that the unit is active.
Battery Reversed: Indicates that the B+ and B-
connections are reversed. Check the polarity of
battery connections.
Fuse Open: Indicates that the Fuse Link located at
the rear of the unit is open.
Charge: Indicates that the battery charging alternator
is not producing any supply. This should get on after
putting key switch to RUN. The lamp would go off
when the engine is running.
Stop Solenoid On: Indicates the Stop Timer running.
Low LOP: Indicates tripping due to Low Oil Pressure.
High Temp: Indicates tripping due to High water or
cylinder head temperature(For HA engines).
V-Belt Fail: Indicates tripping due to V Belt failure(
for HA engine).
Terminals:
(On 4 mm brass bolts on rear side of unit 4 sqmm
wires to be used)
B+ : Connect to Battery +
B- : Connect to Battery
FUSED B+: Output of the battery relay and the fuse
link
FUSE (2 nos): fuse wire the fuse link.
SOL: Connection to the stop solenoid.
(On terminal strip minimum one sq mm wires to be
used)
IND: Sources constant current to excite the charging
alternators field coil when the engine is at standstill.
ENABLE: Connect to +ve potential via the key switch
to switch on.
TEMP: Connect to High temperature switch shorts to
ground incase of tripping.
V- BELT: Connect to V-Belt failure switch.
LOP: Connect to Low lube oil pressure switch.
Testing procedure in short:
Connect the KRB 101 using Fig 1 .
Hourmeter: Hourmeter display lights up when the
Enable terminal is energized. All segments of the
display light up for a short time and then the display
indicates the hourmeter reading. The hourmeter will
run when the Low Oil Pressure switch is open.
Normal stop: Turning the key switch from run to off
position lights the STOP SOLENOID ON LED for
about 30 seconds. During this time the B+ supply
will appear at the SOL terminal.
Trip condition simulation: short HCT terminal to
battery -ve, High Temp LED become ON & lights SOL
lamp on front. During this time B+ supply will appear
at SOL terminal. This will goes to ZERO after 30
second & SOL lamp will OFF. For LOP & V Belt faults
will cause the similar observation as mentioned
above.
Bypass timer: The LOP and V Belt faults are not
latched for about 15 seconds after the key switch is
turned to run position.
Charge: Shorting the IND terminal to B- potential
lights the CHARGE LED and sources constant current
from the terminal.
Fuse Open: Opening the fuse link lights the FUSE
OPEN LED.
Battery Reversed: Reversing the B+ and B- lights the
BATTERY REVERSED LED and at voltage terminal
fused B+ will be zero.
Common problems/observations with suggestions:
Sr.No Fault / Problem Cause / Remedy
1 Unit is dead OR No indication Check the supply to B+ & B-
Check the battery polarity
2 No hour display after putting Key Check the supply at ENABLE
To ON (run ) Terminal If supply is OK ,check
With spare unit.
3 Engine Not stopping with key Check the fuse on backside
Check the SOL lamp on unit. Reset the unit &
try again.
4 Engine not stopping with trip Check any previous trip indication
& sol lamp
5 No Charge indication at engine Check IND terminal wire on alternator. Check
Standstill By grounding the terminal
Important Note : When engine is running No indication of LED should be there except SUPPLY ON
Fig 1: Connection diagram of KRB 101
D-19
D-4 D-4 D-4 D-20
Fig. 1 : Connection diagram of KRB 101
OPERATION
The key start unit is powered from the engine battery or
similar low voltage dc source. Control of the keystart
and engine is by use of a 3 position keyswitch on the front
facia :-
Position Description
0-STOP Remove power from the keystart, stopping
the engine and resetting a latched fault
condition.
I-RUN Energizes the key starts run relay( enabling
the engine fuel) the fault override timer Starts
as soon a the key is turned to this position.
Once the engine is fully running, key start
monitors for faults and shuts down the engines
if a fault is detected.
II-START Maintains fuel supply to engine, and activates
the start output [used for controlling the
starter motor circuit] this position is spring-
biased to return to the run position when the
operator releases the key. It gives a positive
DC out put rated to 16A when key is used
between this out put & starter motor solenoid.
CONTROL OUTPUTS
switched +ve run relay ( supply to speed control
card)and start outputs, used for controlling the engine
fuel and starter motor circuits.
A ve dc ( open collector transistor ), common alarm
output, used for remotely signaling a fault condition.
FAULT PROTECTION AND ALARM SYSTEM
After the operator has started the engine and the fault
override timer has expired, the keystart monitors for
engine faults through engine connected switches..
Switches at the rear allow the inputs to be configured for
use with remote contacts which either open or close
D-5 D-5 D-5 D-21
during fault, with wiring polarity to either +ve or ve dc.,
Normal position S2 & S3switches are down (close to ve)
&S4 switch down for 24 vdc supply.
Dedicated inputs are provided for low oil pressure and
high engine temperature switch.
1 additional inputs may be used for general purpose
plant fail contact.
If any of the above faults occur, keystart will:-
turn off its run output (stopping the engine)
indicate the fault on the appropriate front facia led
activate its alarm output ( to remotely signal that a
fault has occurred).the automatic fault shutdowns
operate on a first up and latching basis-subsequent
faults are not indicated and the displayed fault can
only be cleared by switching the keystart to stop.
CHARGE FAIL WARNING
A charge failure warning LED is provided for use with an
engine driven charge alternator. The charge alternators
WL terminal is connected to the keystart,which will in turn
monitor the WL voltage and provide the alternator with
excitation current at engine starts up.
3.0 DESCRIPTION
The ENGSTAT ECK 401 is used to continuously monitor
and control the operation of diesel engines viz. RB series,
HA series and SL90 series.
The ENGSTAT system displays the critical operating
parameters viz. ENGINE RPM, COOLANT
TEMPERATURE, OIL TEMPERATURE (DIGITAL
READOUT ONLY) OIL PRESSURE, BATTERY VOLTAGE
AND CUMULATIVE ENGINE RUNNING HOURS.
The above parameters of the engine (except
CUMULATIVE ENGINE RUNNING HOURS, OIL
TEMPERATURE which can be read only in digital mode)
can be viewed both in analog and digital mode. The
setting process is described later.
If a fault occurs, the ENGSTAT System indicates the
nature of the fault and it gives a pre-alarm. If the same
parameter attains the trip value the system automatically
stops the engine.
The system is powered from the engine battery supply be
it 12 or 24 Volts. It accepts supply voltage from 8V
to 32 V.
4.O SPECIFICATIONS
POWERSUPPLY:
Operating Voltage : 8 to 32 VDC
Operating Current : 500-mA max.
PROTECTIONS:
Transient : Yes
Reverse Voltage : Yes
ENVIRONMENTALCONDITIONS:
Ambient Temperature : 0C TO 70C
Humidity : 90% RH AT 40C
(Non Condensing)
MECHANICALDIMENSION:
Width : 280mm
Height : 120mm
Depth : 121 mm
SENSORSPECIFICATIONS:
Temperature and Pressure Sensors supplied along with
the ENGSTAT system are from PRICOL having Part Nos.
as follows :
Temperature Sensor : 40C to 160C Variable
(C401505) Resistance
Pressure Sensor : 0 to 10 bar Variable
(C 401435) Resistance
Pressure Switch : 2.0 bar +/- 0.2 bar
(C401577) Normally closed type
5.0 FEATURES
5.1 FRONT PANEL FEATURES :
D-4 D-4 D-4 D-22
NO. DESCRIPTION FUNCTION
1 KEY LOCK SWITCH TO TURN THE ENGSTAT
SYSTEM ON AND OFF
2 START SWITCH (GREEN) TO START THE ENGINE
3 STOP SWITCH (RED) TO STOP THE ENGINE
4 CHARGE LAMP TO INDICATE BATTERY
CHARGING
5 MODE SELECT SWITCH TO SELECT THE REQUIRED
MODE
[SELECT / EDIT (OR) SET /
OPERATE]
6 RPM ARRAY TO INDICATE RPM WITH
PRE-ALARM (ALM 2)
7 PRESSURE ARRAY TO INDICATE LUBE OIL
PRESSURE
8 TEMPERATURE ARRAY TO INDICATE COOLANT
TEMPERATURE
WITH PRE-ALARM (ALM 1)
9 VOLTAGE ARRAY TO INDICATE BATTERY
VOLTAGE AND BATTERY
CONDITION (ALM 1)
10 & 11 UPPER DIGITAL DISPLAY TO DISPLAY VARIOUS
PARAMETERS AND LOWER
DIGITAL AND ALL ERROR
MESSAGES IN DISPLAY
DIGITAL MODE.
NORMAL FUNCTION IS INDICATED IN GREEN (ALM 1 & ALM 2)
PRE-ALARM & ALARM CONDITIONS ARE INDICATED IN RED.
5.2 REAR PANEL FEATURES
Connections to the engine with the ENGSTAT system
are made through a 12 pin connector.
CONNECTOR DESCRIPTION RATING
NO. (IF APPLICABLE)
1 PRESSURE SENSOR 0-10 BAR
(Body is negative)
2 TEMPERATURE SENSOR 40-160 deg C
(Body is negative)
3 TEMPERATURE SENSOR 40-160 deg C
(Body is negative)
4 W POINT (BATTERY 70 HZ- 1 KHZ/
CHARGING ALTERNATOR) 8-32 V DC
OR MAGNETIC PICKUP 10 KHz MAX
(FROM FLYWHEEL) 100 MV - 30 V
5 IND/WL (BATTERY CHARGING
ALTERNATOR)
6 FUEL SOLENOID HOLD COIL 3.5A MAX.
12V/24V DC MAX
7 HOOTER COIL 3.5A MAX.
12V / 24V DC MAX
8 AUTO MODE 240V 0.5A
9 FUEL SOLENOID PULL COIL 12V DC, 50A
24V DC, 25A
10 STARTER CONTACTOR 12V DC, 50A
24V DC, 25A
11 BATTERY POSITIVE 8-32V DC
12 BATTERY NEGATIVE 8-32V DC
24 PRESSURE SWITCH 2 BAR
25 AUX. INPUT BATTERY -VE
26 AUTO START BATTERY +VE
27 AUTO STOP BATTERY +VE
6.0 OPERATION
CAUTION : DO NOT OPERATE THE ENGINE TILLYOU
HAVE UNDERSTOOD EACH OPERATION CONTROL.
6.1 POWER UP PROCESS
Turn the key switch ON after giving the necessary
connections as per drawing.
WARNING : DO NOT START AND STOP THE ENGSTAT
SYSTEM CONTINUOUSLY. LEAVE 30 SECONDS IN
BETWEEN THE STOPPING AND THE STARTING OF
THE SYSTEM.
SELFTEST:
When the Key Lock Switch is turned ON, the system
enters into the Self-Test Mode. The LEDs in both the
ALMs are turned ON both red and green . The Upper and
Lower Digital Display reads 8.8.8.8.
After the self-test the Upper Digital Display will display
rdY and the Lower Digital Display will display 0.0 (i.e.
Engine log hours). Temperature sensor fail conditions
are also displayed if there is any failure in the sensors.
(Please refer Section 8.1/10.0/11.0) of this manual).
6.3 DIGITAL DISPLAY:
There are three types of operation modes namely,
a) Operate mode
b) Set/Edit mode
c) Select mode
6.3.1 OPERATE MODE
The following messages are displayed during operate
mode.
Sl. No. Display Description
1. rdY Ready to start the engine
2. Strt Engine starting indication.
3. StAb Engine stabilizing indication.
4. Run Engine running ondication.
5. StOP Engine stopping indication
6.3.3 SELECT MODE
The following messages are displayed in upper digital
display and the corresponding values are displayed in
lower digital display during Select mode.
Sl.No. Display Description
1 SEL Displayed on entry of
select mode
2 ESPd Engine Speed
3 O-Pr Oil Pressure
4 C-tP Coolant Temperature
5 O-tP Oil Temperature
6 VoLt Battery Voltage
7 T.HrS Ten Thousand Hours
8 HrS Cumulative Hours
9 Min Cumulative Minutes
10 SECS Cumulative Seconds
11 L.FLt Last Fault Recorded
12 t.Flt Total Number of Faults recorded
from date of installation
13 U-Lo Battery Low voltage recorded
while cranking
6.4 STARTING ENGINE
Press the START switch provided in the front panel
of the unit.
Hooter O/P will be ON for 5 sees for an indication
Strt and stAb will appear on upper digital display
till the engine stabilized, and the system enters into
RUN mode. The Upper Digital Display displays run
If the engine fails to start, the above procedure
attempts 3 times to start the engine.
The ALM 1 indicates Lube Oil pressure, Coolant
Temperature and Battery Voltage. The ALM 2 indicates
the Engine RPM.
If any parameter reaches the pre-alarm value
detailed in sec. 7.1 the corresponding ICON (LED)
will blink red.
During the alarm condition the engine is automatically
shut off and only after the particular parameter is
corrected and the system is reset, the engine can be
restarted.
D-23
D-4 D-4 D-4 D-24
If the RPM does not reach a min. of 50 RPM within 3
sees, the unit displays ESPd in upper digital display
and Eror lower digital display. The unit has to be
reset to restart the engine again.
6.5 STOPPING THE ENGINE
The ENGSTAT stops the engine by controlling the
Stop solenoid through hold coil supply. Press the
STOP switch to shut off the engine.
During trip conditions the engine is shut off
automatically.
7.0 ALARMS
7.1 PRE-ALARM
Both ALM1 and ALM2 will glow green in normal mode.
Under pre- alarm conditions the corresponding ICON
(LED) will blink red. The values at which these pre-alarm
conditions occur are listed below.
Pre-alarm for temperature 5 deg. C below trip value
Pre-alarm for RPM
@ set trip value minus 100 RPM for High RPM
@ set trip value plus 100 RPM for low RPM.
SHUTDOWNALARM
During normal running condition the Upper Digital Display
indicates run, lower Digital Display indicates the engine
present running hours. The Engine will be shut down and
the respective red LED will glow on ALM1/ALM2.
The Shut Down Alarm indications shown in Display are as
follows :
Parameters Upper Digital Lower Digital Condition of
Display Display the engine
Lower Oil Pressure L.OIL triP While running
High Coolant H.CtP triP While running
Temperature
D-5 D-5 D-5 D-25
High RPM (Over OSPd triP While running
Speed)
Lower RPM (Over LSPd triP While running
Speed)
High Oil Pressure H.OtP triP While running
Upper Digital Lower Digital Inference
Display Display
L.FLt L.OIL Last fault occurred is due to
low oil pressure
SPECIALFEATURES
LASTFAILURE LOG
The ECK 401 comes with a unique facility for recording
and showing the previous fault that has occurred through
the Digital Displays. Press MODE switch and select the
SELECT MODE, while pressing the start switch, the
engine parameter are displayed one by one and at the
end of the sequence, the Upper Digital Display reads
L.FLt and Lower Digital Display displays the nature of
the fault as indicated in the table below (refer 6.3.3.)
Example
TOTAL FAULT
Press the start switch again to read the total number of
faults occurred from the date of installation of the System.
Example
Display Display
L.FLt 0015 Total Fault occurred from
the date of installation.
V-LOW
Press the start switch again to read the battery low voltage
while cranking the engine to kow the condition of the
battery.
Example
Display Display
U-Lo Last fault occurred is due to
low oil pressure
L
D-4 D-4 D-4 D-26
8-1 OTHER FAULTS
The wire cut condition is sensed and displayed during
RUN mode (or) before starting the engine. The messages
displayed undervarious wire cut conditions are as follows.
This facility is active both in the RUN mode and rdY
mode.
Conditions Display on Upper Display on Lower
Digital Display Digital Display
Coolant Temperature C-tP Error
wire cut
Oil Temperature O-tP Error
wire cut
RPM wire cut (only LSPd triP
when the engine is
running.
The Pre-alarm and Shut down alarm indications for
Coolant temperature, Oil Pressure and Battery Voltage in
ALM1 are given by the blinking of the corresponding
icons in red.
The Pre-alarm and Shut down alarm indication for RPM
in ALM2 is given by the blinking of the corresponding
icons in red.
Shut down alarm is activated when the engine attains the
trip values.
Error Message Sensor Fail Condition Action to be taken
C-tP Coolant Temp Wire Cut Check Sensor / connections
Eror
O-tP Oil Temp. Wire Cut Check Sensor connections
Eror
LSPd RPM wire cut Check RPM wire
Eror connections.
The above faults can be trouble shot by checking the
wires connecting the system and the engine properly.
RPM wire cut condition is active only when the engine is
running.
Alarm messages displayed in Upper Digital Display and
correspondingly the Lower Digital Display will display the
respective value in Select mode only.
After starting the engine....
Error Message Condition of the Engine Action to be taken
HCtP Coolant Temperature Check the coolant
triP is high Check coolant level
Clean radiator fins
Check load on engine
HOtP Oil Temperature is high Check the oil temperature
triP Check oil level
L.OIL Oil Pressure is low Check the oil pressure
triP Check oil level
O.SPd RPMishigh (Overspeed) Check the speed of the engine
triP Check governor Check load changes
LSPd Low Speed Check the speed of the engine
triP Load beyond step load Unit
Check alternator belt tension
E.SPd Start Failure Check start contact and W
Eror point connections point
Check alternator belt tension
Check battery gravity (it
should be more than 1200)
18.0 TROUBLE SHOOTING:
The ENGSTAT system incorporates many self-checks
and engine check features. It also ensures that faults,
which may cause engine damage or pose a safety risk
which are detected and alarm is activated and the
engine istripped.
During the starting of the engine when the RPM could not
rise above Low Speed trip value within 16 seconds, a
message namely LS d will be displayed on Upper Digital
Display and triP will be displayed on Lower Digital
Display and the system will shut off the engine. Once the
RPM level is attained above the Low Speed value, the
Upper Digital Display will display the respective RPM of
the engine and the hour meters on Lower Digital Display
will run.
Dont START and STOP the ENGSTAT system
continuously. Leave 30 seconds in-between the
stoppingandthestartingof thesystem.
Foranyotherproblem,pleasecontactPRICOL/KOEL
andtheENGSTATsystemmustbeopenedonlybythe
authorisedpersons.
11.0 DIAGNOSTICS
Sl. Alarmas Major Cause Remedy
No. displayed
1 L.OIL triP Lube oil pressure Check oil Filters change
Low Lube Low if required
Oil pressure Check L.O. Get.
2 H.CTP trip Overloading of engine Check fan belt tension
High Coiolant Choking of radiator Check radiator water
Temp. High water temp level
Belt Failure Check load on engine
Faulty water pump Clean radiator
3 H.OtP trip Engine overload Use good quality oil
High oil temp. High oil temp
4 OSPd triP Lever J am Check with the
Overspeed reference value
5 LSPdtriP Fan belt may be loose Tighten the fan belt
Lowspeed Engine should be Check with the reference
overloaded value of Alternator
problemwith fuel Reduce the load on the
injection pump engine
6 C-tP Eror Coolant temperature Check for the loose
Coolant wirecut connection at snap on
Temp. fail point
Check continuity
Check body to battery -ve
earthing connection or
replace the sensor
7 O-tP Eror Oil temp. wire cut Check for the loose
Oil temp. fail connection at snap on point
Check continuity
Check body to battery
negative earthing
connection or replace the
sensor.
8 LSPd Eror RPM wirecut RPMwirecut when the
No speed engine is running
9 ESPd Eror Battery Low voltage Check V.lo parameter if it
is less than half the
battery voltage
Starter fault Check if battery is charged.
Check starter
Cable terminals Check cable terminals, if
corroded required, replace it.
Alternator V Belt Tighten the V belt
loose
Battery is not fully Change the battery
charged & hence externally
not able to give
required current
Starter alignment Check starter alignment
is not proper
Starter eccentric Set the starter eccentric
setting disturbed pin
14.0 DOs &DONTs
DO...
Study the manual and understand the operation of
the system and controls.
Ensure the battery is fully charged and the terminals
are clean and polarity
is correct.
Ensure the wiring is correct and the terminals are
fastened tight.
Make sure that the sensors are connected correctly.
Set the correct engine parameter.
Before starting the engine wait till the self check cycle
is over and rdY signal is present.
In good condition, the engine will start at the first
crank. The cranking cycle is automatically
discontinued either on Min. Engine Speed or time.
If the Engine has not started, switch off & wait for 15
seconds before cranking again.
Once the engine has started, ensure the parameters
are normal, and display is green.
Follow other engine maintenance procedures.
DONT...
Wire the unit wrongly.
Keep any liquid on top or expose the unit to water
spray. Wipe with a wet cloth after straining.
Dont connect the battery for loads other than the
engine.
Drop the Unit.
Connect additional batteries to start the engine.
Attempt to repair the unit unless you are qualified. The
components inside are highly susceptible to static
voltage & can get damaged.
Enter wrong parameter values. This may result in
damage.
Start the engine when there is any fault indication.
Sl. Alarm as Major Cause Remedy
No. displayed
D-27
D-4 D-4 D-4 D-28
15.1 OPERATION FLOW CHART FUEL - 0 (Energise to Run)
D-5 D-5 D-5 D-29
15.2 OPERATION FLOW CHART FUEL - 1 (Energise to Stop)
D-4 D-4 D-4 D-30
15.3 OPERATION FLOW CHART FUEL - 2 (Energise to Stop)
D-5 D-5 D-5 D-31
15.4 OPERATION FLOW CHART TYPE - 1 (Energise to Run)
D-4 D-4 D-4 D-32
15.5 OPERATION FLOW CHART HEAT - 1 TYPE - 1 (Energise to Stop)
D-5 D-5 D-5 D-33
3.2.2 Hand Starting (Alternative to Electric Starting)
for HA 294 & HA 394 engines only.
Put engine control switch to OFF position.
Move decompressor levers to VERTICAL position
as shown in Fig. 3.2/2.
Engage starting handle to extension shaft on crank
pulley and rotate briskly in clock-wise direction.
Fig. 3.2/2
Put one by one all decompressor levers to horizontal
position while rotating handle. Once engine starts
firing and picks up speed, disengage handle. Put
engine control switch to ON position.
3.3 Stopping
Never stop the engine suddenly from full load running.
First allow it to idle for 2 to 3 minutes and then stop it. To
stop the engine proceed as follows -
Pull the stop lever 2 with the help of stop-linkage
provided on the engine (see Fig. 3.3/1)
Fig. 3.3/1
Do not release the stop lever till the engine is
completely stopped. If the stop solenoid is fitted on
the engine, press the stop push button till the engine
is completely stopped.
Charging current lamp lights up when engine has
come to rest.
Turn key anti-clockwise to OFF position and
withdraw, pilot lamp goes out.
After stopping the engine close the shut-off cock
under fuel tank (if provided).
3.4 OPERATINGCONDITIONS
3.4.1 Operation in Winter:
Lube oil viscosity -
- Select viscosity (SAE grade) as governed by the
ambient temperature prevailing at the time
of starting the engine, see 2.4.6
- Note shorter periods between oil changes when
operating below - 10 C, see 5.1.1.
Diesel Fuel:
- Use winter grade fuel for operation below + 10
C, see 2.5.2
Cold starting Aids:
- Cold starting of a Diesel engine depends among
other things, on the capacity of the starter motor
and that of the battery. Since the starting
equipment of the engine may differ according to
its application, please consult KOEL, about the
use of cold starting aid. However, as a general
guide line we are giving below the temperature
range for cold starting aid -
Up to 5C - No cold starting aid required.
5 to 20C - Use flame type heater or start pilot.
Below 20C - Use flame type heater or start pilot
and hot air blower for preheating the engine oil
sump, cylinder liners etc. (contact KOEL for
details)
Battery:
- Cold starting requires a good state of charge of
the battery.
- Lowering the starting limit temperatures by 4-5c
is possible by raising the battery temperature to
about + 20c. This is achieved by removing the
battery and storing it in a warm room.
D-4 D-4 D-4 D-34
3.4.2 High Ambient Temperature, High Altitude
With increasing altitude and increasing ambient
temperature, the density of the air tends to decrease,
which affects the maximum power output of the
engine, the exhaust gas quality, the temperature
level and in extreme cases the starting behaviour.
Where engines are operated at higher altitudes or
higher ambient temperature, they must be derated in
accordance with the respective standards. In case of
doubt concerning such engine applications, contact,
your genset supplier or KOEL in right time.
3.5 RUNNING- INPERIOD
3.5.1 Running -In
During the running in phase, approx 200 running hours,
it is recommended to check the engine oil level twice
daily. After the running - in phase, daily checking will
suffice.
3.5.2 After first 50 running hours
Change engine oil, see 5.1.3
Clean lube oil filter bowl & change the element /
cartridge, see 5.1.4
Retighten fasteners for lube oil sump.
Clean fuel filter bowls & change pre-filter element/
cartridge.
Check V - belt tension, tighten if necessary, see 5.5
Check valve clearance, readjust if necessary, see
5.6.1
Check engine for leakages.
Check engine mountings, tighten if necessary. Clean
fuel strainer (button filter at feed pump inlet.) see
5.2.1
Tighten intake and exhaust manifold fastenings at
cylinder heads.
During first 50 running hours, never exceed
full load even for a short duration.
D-5 D-5 D-5 D-35
1) Max. Permissible guide intervals
2) Top-up if required
3) Clean if necessary
4) Renew dry type air cleaner
5) Depends on engine use
6) Depends on engine oil change period
7) Depends on rate of deposition of scale
8) TC 10 engine oil change, whichever is earlier
9) Whenever, restriction indicator indicates
10) Every 6 months or 1200-hour whichever is earlier
11) FIP should be calibrated after 3600 of engine hours run by MICOdealer.
12) Blow out dust.
4.1 MAINTENANCE SCHEDULE - HA SERIES
Every In running hours (h)
1)
Check
10th
Clean
See
Hours/ 1st 50 Renew Section
Daily Hours 125 250 500 750 1000 2000 3000
J ob
Oil level in engine
2
5.1.2
Oil bath and dry type air cleaners
3
5.4
Battery and lead connections
3
5.8.1
Cooling system(depend on engine use)
12
5.3
Engine oil (depend on engine use)
6 5.1.1 &
5.1.3
Lub oil filter element / cartridge (depend on oil change period) 5.1.4
Fuel strainer (button filter at Feed pump inlet) 5.2.1
Oil level i fuel pump, on HA 294 only (top up,if required)
6
5.2.2
Air breather, on HA 294 fuel pump only
3
5.2.3
Exhaust Silencer
3
5.9.1
V-Belt tension (Readjust if necessary 5.5
Fuel filter insert (pre-filter element/spin on filter)
4
5.2.4
Fuel filter insert (Micro - filter element)
4
5.2.4
Fastenings
10
5.9.2
Starter, Alternator
5 5.8.2 &
5.8.3
Valve Clearance (Adjust if necessary)
10
5.6.1
Injector
10
5.2.5
Top and Major Overhaul 5.10
TC
10
6.2.2
Fuel level
D-4 D-4 D-4 D-16
D-4 D-4 D-4 D-36
4.2 MAINTENANCE SCHEDULE - SL90 SERIES
1)
Check
10th
Clean
See
Hour/ 1st 50 Renew Section
Daily Hours 250 500 1000 1500 3000
J ob
Engine Oil level
2
5.1.2
fuel level in tank
2
Coolant level in radiator

2
5.7.1
Dry type air filter
3.4
5.3
Rubber hoses 5.4.3
Check restriction indicator 5.4.2
Pre cleaner of dry type Air cleaner 5.2.1
Engine Oil
5
5.1.1 &
5.1.3
Lube oil filter cartrige
5
5.2.3
Battery lead connection 5.8.1
Primary filter swirel on feed pump
3
5.2.4
V belt condition & tension adjust 5.2.4
Fuel filter element PEC
4
5.8.2
Radiation fins externally
12
5.7.1
Radiator tubes cleaning 5.7.1
Fuel filter (Micro)
4
5.2.5
Thermostat element 5.7.2
Valve clearance (Adjust)
10
5.6.1
Indicator
Fastening
10
5.9.2
Started / Alternator
5 5.8.2 &
5.8.3
Main element of dry type Air cleaner
Drain water
Exh. Silencer
3
5.9.1
Fuel pump
11
Turbocharger
10
6.2.2
Fuel Tank2
10

8) 500-hours or at engine oil change, whichever is earlier
12) Blow out dust
D-5 D-5 D-5 D-37
8) 400-hours or at engine oil change, whichever is earlier
4.3 MAINTENANCE SCHEDULE - R1040 / R1080 SERIES
1)
Check
10th
Clean
See
Hour/ 1st 50
Renew
Section
Daily Hours 100 400 800 1200 2400 3600
J ob
Engine oil level
2
5.1.2
Fuel level in the tank
2
Coolant level in radiator

2
5.3.1
Dry type air cleaner
3 4
5.4.1
Rubber hose & clips of dry type and oil bath type air cleaner 5.4.3
Check the restriction indicator 5.4.2
Pre-cleaner of dry type air cleaner 5.4.3
Engine Oil
5
5.1.1 &
5.1.3
Lube oil filter element / cartridge
5
5.1A
Primarily filter swivel on feed pump
3
5.2.1
Battery & lead connections 5.8.1
V Belt Condition and tension (adjust / replace if required) 5.5.1
Fuel Filter insert (pre)
4
5.2.4
Radiator fins (depend on site condition)
12
5.7.1
Radiator tybes (depend on type of cooling water)
12
5.7.1
Fuel filter insert (micro)
4
5.2.4
Thermostat element (change if necessary) 5.7.2
Valve clearance (adjust if necessary)
10
5.6.1
Starter / Alternator
5
5.7.3
Fastening
10
5.9.2
Injector
10
5.2.5
Fuel tank
10
Exhaust silencer
3
5.9.1
Fuel pump
11
Turbo charger
10
6.2.2
D-4 D-4 D-4 D-38
5.1 MAINTENANCE OFLUBRICATIONSYSTEM
5.1.1 Oil ChangeIntervals
The oil change intervals depend on engine application
and on quality of lube oil. Refer table below :-
Should, within ONE YEAR, the engine run less than
the hours stated in the table, the oil must be changed
at least ONCE A YEAR.
The table is subject to the following conditions :
- For Diesel fuel max. sulphur content 0.5 % by
weight.
- Prevailing ambient temperature down to
-10C.
In the case of fuels containing more than 0.5 % to 1
% sulphur or prevailing ambient temperature below
-10C, the intervals between oil changes are to be
halved.
In the case of fuels containing more than 1% sulphur,
ask our authorised service Dealer or KOEL, PUNE.
TABLE FOR OIL INTERVALS
OIL CHANGE (RUNNING HRS.)
OIL GRADE OIL GRADE OIL GRADE
ENGINE E-DL 2 HD TYPE 5 K-OIL
SERIES (HD TYPE 4) MIL-L-2104 C PLUS
MIL-L-45199 B CD CD PULS E-DL4
(D5)
HA 250 300
R1040/RO1080 400 400
SL90 500 500
5.1.2 CheckingOil Level
Stop the engine and wait for a while till oil level in the
sump is settled. Ensure that engine is in horizontal
position.
Fig. 5.1/1
Pull out dipstick, wipe it with a nonfraying rag and
push it in as far as it will go and then withdraw again
(Fig. 5.1/1).
The film of oil left on the dipstick should extend to the
upper (max) mark. If the level only reaches to the
lower mark, the oil should be topped-up without
delay.
Failure to attend to this may result in serious
damage to the engine (piston & bearing
seizure)
5.1.3 ChangingEngineOil
Change engine oil at recommended intervals, See
5.1
Position engine on level surface.
Run engine until warm.
(lube oil temp. approx. 80C)
Stop the engine (Fig. 5.1/2)
Fig. 5.1/2
Take care when draining off hot oil : Danger of
scalding !
Collect used oil in suitable receptacle ready
for proper disposal to prevent environmental
pollution.
D-5 D-5 D-5 D-39
Fig. 5.1/3
Place oil tray under engine.
Unscrew oil drain plug and drain oil completely
(Fig, 5.1/3)
Refit oil drain plug with new joint washer and tighten
firmly.
Fill in fresh lube oil.
- Lube oil specifications : refer 2.4.6
- Lube oil sump capacity : refer 2.4.4
5.1.4 LubeOil Filter
Following every oil change, renew lube oil filter element
or spin -on filter (if fitted on engine in place of paper type
lube oil filter).
Fig. 5.1/4
A) Paper element type lube oil filter :
Unscrew the centre bolt at the bottom of the centre
bowl and drain the oil completely
(Fig. 5.1/4).
Clean the bowl with clean diesel oil.
Check the condition of sealing ring, if necessary
change it.
Apply slight oil on sealing ring and replace it on its
place.
Replace new filter element in place of old one and
tighten the centre bolt along with bowl until sealing
ring is evenly seated. Then tighten the centre bolt
firmly.
Check oil level, oil pressure and leakage through
sealing ring, if any.
B) Spin-ontypelubeoil filter :
Release lube oil filter cartridge with special tool and
spin off as shown in fig. 5.1/5.
Fig. 5.1/5
Clean sealing surface of filter carrier (Fig.5.1/6).
Apply light film of oil to rubber seal of new cartridge.
Screw cartridge into place by hand until seal is
evenly seated.
Fig. 5.1/5
Tighten lube oil filter cartridge firmly by giving a final
half turn. (Fig-5.1/7).
Check oil level and lube oil pressure.
Check seal of lube oil filter cartridge for leaks.
Beware of hot oil. Danger of scalding !
D-4 D-4 D-4 D-40
C) Centrifuge Cleaner :
Instruction Manual
Introduction
The Centrifuge Cleaner SCC30 cleans your engine
oil continuously when your engine is running. It
seperates dirt below 1 micron from engine oil thus
lowers wear rate of engine components drastically. It
avoids harmful oil degradation and arrests depletion
of oil additives increasing the oil life. The Centrifuge
Cleaner does not require any spare parts to be
replaced and gives consistent performance
throughout engine oil.
Cleaning frequency
For consistent performance, the centrifuge rotor
needs to be cleaned periodically as mentioned in this
manual. It is recommended that you service the
centrifugeevery 250 hours of working or at every
oil change period.
The volume of dirt collected depends upon engine
application, loading and environment in which engine
is working. Exact period of servicing the centrifuge
can thus vary between 200 hours of working to your
oil change period. Please follow the instructions
given below for cleaning of centrifuge cleaner.
Identification and location
The centrifuge Cleaner is located on the same
manifold on which full flow oil filter is mounted. The
centrifuge can be easily identified with a dome shaped
cover bearing instruction sticker. The exact location
is as shown in this photograph.
FULL FLOW FILTER CENTRIFUGE CLEANER
SCC30 SERVICING INSTRUCTIONS
Instructions
It is a precision assembly, handle with care.
Carry out servicing preferably when the engine oil is
still warm
All threaded parts of the centrifuge require following
gadgets : a 13 mm spanner, a blint knife, a small
adjustable pliers and waste cotton for cleaning.
Servicing procedure
Unscrew top nut with a 13 mm spanner and remove
centrifuge cover. The centrifuge cover nut has a
puller arrangement so that the cover will be lifted as
you unscrew the top nut.
D-5 D-5 D-5 D-41
Hold the rotor in hand
and lift rotor to remove
it completely from
central shaft. The
rotor will contain
about 200 ml of oil,
drain oil from the
rotor. The rotor has
two bushes at its
ends. Take care while
removing rotor from
central shaft. The
rotor should not fall;
otherwise it will
damage the bushes.
Unscrew rotor nut by holding rotor assembly in
hand. The rotor nut can be opened by hand. if it is
tight, unscrew it with light
pliers. Never grip the rotor
nut tightly in clamping device
like a bench vice. It may
damage the rotor body
permanently. Remove rotor
cover and deflector inside.
For removing rotor cover,
remove the rotor nut
completely, hold the rotor
cover in hand and give a
light blow to the rotor body
at the rotor nut end by hand.
The rotor body abd deflector
will come out from the opposite end.
After you open the rotor, you will see cake formed
sticky dirt mass all around the rotor cover from inside.
Remove the dirt by a blunt knife as shown. CLean the
rotor cover and all rotors thoroughly by cotton waste.
Clean the centrifuge central shaft also.
Assemble rotor in correct sequence of parts. Match
arrow marks on rotor cover and rotor. Tighten rotor
nut firmly by hand. Install rotor on shaft and assemble
cleaner cover.
NOW YOUR CENTRIFUGE IS READY TO COLLECT
MORE DIRT FROM OIL
POINTS TO CARE ABOUT CENTRIFUGE CLEANER
1. Replace rubber rings if deformation or cuts are
observed. Using damaged rubber rings will result in
oil leakage and improper functioning of centrifuge
cleaner.
2. While assembling the rotor, ensure that the rubber
ring has taken proper seat in its place. This is
necessary for proper sealing of rotor assembly.
3. Take care with the centrifuge housing and rotor
body. They are made of aluminium, jence are
susceptible to damage due to accident.
4. Always ensure that the arrow marks on rotor cover
and rotor are matched after assembling the rotor.
The rotor body is dynamically balanced.
Mismatch of arrow marks on rotor cover and rotor
will result in excessive vibrations of the cleaner and
part breakage.
5. The rubber ring is made of Viton rubber. Use genuine
spare rubber ring only. Rubber ring of any other
material will not give desired performance.
Donts about centrifuge cleaner
1. Do not over tighten the top nut. Tighten just enough
to prevent leakage of oil from centrifuge cover and
D-4 D-4 D-4 D-42
housing. Over tightening top nut will damage theb
threading in centrifuge housing and damage the
centrifuge permanently.
Use 1.2 kg-m torque for tightening of centrifuge
cover.
TROUBLESHOOTING
Sr. No. Problem Probable cause Action
1. Leakage through cleaner Rectangular rubber ring damage Change rubber ring.
2. Rotor does not rotate Nozzles blocked Open rotor and clean nozzles
thoroughly.
Reassemble the cleaner.
3. Rotor does not rotate even Entry valve blocked Do not open entry valve assembly.
after cleaning nozzles It requires special tools. Contact
company representative.
4. Rotor rotates but at low Leakage of oil through rotor Open rotor and ensure that the
speed assembly rubber ring has taken proper seat
on rotor body. Then reassemble
the rotor.
5. Rotor speed very low Bushes damaged permanently Ensure that the rotor is free on
or even rotor does not shaft. Else replace entire rotor
assembly.
6. Rotor rotates but at Rotor filled with dirt completely Time for cleaning the rotor
low speed
7. Abnormal vibrations of Mismatch between arrow marks Open rotor and reassemble it
centrifuge cleaner on rotor cover and rotor properly.
8. Cleaner does not collect Rotor not rotating at desired See point 2 & 3.
any dirt speed Consult authorised representative.
2. Do not hold the rotor nut in clamping device like
bench vice as shown. Extra clamping pressure on
rotor nut may result in damaging the circularity of
upper bush and will result in permanent damage to
rotor assembly.
3. Do not open or tamper with the valve assembly. The
valve assembly is preset for opening oil pressure in
engines oil gallary. If the setting is lost or the valve
assembly is damaged, there is risk that your engine
will not get enough oil or the centrifuge will not
function properly.
Consult authorised service dealer in case of any doubt.
D-5 D-5 D-5 D-43
Unscrew the centre bolts and remove the bowls and
inserts (Fig 5.2/2)
Clean the bowls inside as well as outside with clean
diesel oil.
Change pre-filter insert only. Do not change pre-filter
insert and Micro filter insert at a time.
* (see Notes below)
Fig. 5.2/2
Check the condition of sealing ring, if required change
it.
Complete the filter assembly and bleed the fuel
system before starting the engine, see 3.1.5
Change over period for pre-filter insert and micro
filter insert is given in Routine Maintenance Schedule
4.1/4.2/4.3/4.4 as per engine type.
For changing micro-filter insert follow the same
procedure explained above.
NOTE :
1) Do not clean filter insert. Always replace the insert
with new one at recommended intervals. Cleaning
will damage filter insert, reduce filteration efficiency
and damage fuel injection equipment.
2) Since a filter attains the maximum efficiency only
after a film of dirt is deposited on the surface of the
filter insert, avoid replacing pre-filter insert and micro-
filter insert at the same time. First change prefilter
insert and then after 250 running hours change
micro-filter insert.
3) The Routine Maintenance schedule is meant to serve
as a guide only for normal fuel storage and engine
operating conditions. Replacement of inserts may
have to be made earlier than the recommended
period.
When working on the fuel system, keep naked
lights away! Do not smoke!
5.2 Maintenance of Fuel
System
5.2.1CleaningFuelStrainer
Close fuel stop cock.
Remove special
banjo bolt situated at the
bottom at the Inlet of feed
pump.
Takeout screw with
strainer fitted inside banjo
bolt (Fig.5.2/1).
Clean the strainer with
clean diesel.
Refit the strainer inside the
banjo bolt and screw in the banjo bolt using new
copper washers
Bleed the fuel system (see 3.1.5) check for leaks.
5.2.2 CheckingOil level infuel pump/ Governor
(OnlyonHA294engines)
Slacken Oil level control plug through 3 to 4 turns to
drain any surplus oil + fuel mixture.
(see fig 3.1/4)
If necessary, remove screw plug and fill-in fresh oil
until it spills at oil level control plug.
(see fig 3.1/3)
NOTE :
At the end of 2000 running hours or when the fuel
injection pump is removed for some attention, renew
the entire oil filling.
5.2.3 CleaningFuel PumpBreather
(OnlyonHA294engines)
Wash the air breather of pump / governor thoroughly
in petrol and blow dry with compressed air. If the
operating conditions are very dirty, this is to be done
during every oil change.
5.2.4 Fuel Filter
MICODual Fuel Filter :
Close fuel stop cock.
Drain the fuel filter bowls by loosening the plug
situated at the bottom of the bowls.
Fig. 5.2/1
D-4 D-4 D-4 D-44
5.3 Maintenanceof CoolingSystem
5.3.1 CleaningIntervals:
The danger of contamination is increased due to
residues of oil and fuel on the engine. Check extra
carefully, therefore, for leakages when application
involves high dust fallout.
More severe contamination can occur, e.g. in case of
-
- Under normal operating conditions, cleaning
intervals of 2000 running hrs are recommended.
- Construction site application due to heavily dust-
laden air.
5.4.1 Cleaning Intervals
Since the degree of soiling of the combustion air cleaner
depends on the amount of dust in the air and the size of
filter used, the cleaning intervals cannot be laid down
generally, but have to be determined from case to case.
If dry type air cleaner is used, clean only when a need for
air cleaner service is indicated by the air cleaner service
indicator.
The table below gives the guide values for cleaning and
renewing oil both type air cleaner (under normal working
condition).
WORKING CONDITION INTERVAL (running hrs)
Under severe working condition and very Daily/10 hours
dusty atmosphere check, clean and
top-up oil, (if required, change the oil).
Under normal working condition, 50 hours
top-up oil. (Clean & renew oil if dust
collection in the bowl is more than 4mm)
Renew entire oil in the bowl and At the time of engine
service the air cleaner. oil change
5.4.2 Cleaning the Pre-Cleaner
Clean the pre - cleaner (1).
Release snap clips (2), empty dust collector (3) and
clean. (Fig. 5.4/1).
Never fill dust collector
(3) of ore cleaner (1). with Oil
Fig. 5.4/1
5.4.3 Cleaning the Oil - Bath Air Cleaner
Stop engine and wait about 10 minutes until the oil
has run out of filter housing (1).
Release snap clips (2) and remove oil bowl (3) to a
ether with filter element (4), at joint by means of screw
driver if necessary. Take care not to damage rubber
gasket (5).
After removing dirty oil and sludge, clean the oil bowl.
Fig. 5.4/2
Rinse filter element (4) in diesel fuel and allow to drip-
dry thoroughly.
Clean filter housing (1), if necessary.
Inspect rubber gaskets (5) and (6), renew if necessary.
Fill oil bowl with engine oil up to oil level mark.
Refit oil bowl with filter element to filter housing and
fasten snap clip;
Never rinse filter in petrol (gasoline).
Dispose off used oil in compliance with
statutory provision:
D-5 D-5 D-5 D-45
B) Maintenance :
Regular check up and maintenance of the air cleaner
is essential to ensure maximum protection to the
engine from the dust.
i) Daily check the connection of rubber hose and the
hose clips between the manifold and the air cleaner
before starting the engine. Damaged hose/ clips
nuts be replaced immediately. Any by-passing of
unfiltered air through cracks in the hose / loose hose
will quickly lead to serious damage to the engine.
Since this is a dry type air cleaner, do not fill a
single drop of oil in it. Also, protect the air
cleaner form ingress of rain / moisture.
ii) The pre cleaner (if provided) should be cleaned, to
remove the accumulated dust, after each days work,
when the engine is stopped. This cleaning can be
done by removing the top cover of the pre cleaner.
iii) The restriction indicator, mounted on air cleaner
near the hose, indicates the condition of the air
cleaner element, when the air element is in good
condition, a red signal will be seen through the
transparent window on the indicator when the engine
is running and will disappear when engine is stopped.
However, if the element is choked, then the red signal
will remain ON even after engine is stopped. This is
an indication that the main filter element must be
removed & cleaned or replaced.
NOTES:
1. If engine performance is poor, but restriction is still
within limits, do not change the element. The air
cleaner is probably not at fault.
2. To get those extra service hours out of air cleaner
element. make sure the air inlet is away from any
heavy dust clouds caused by operation. Also, make
sure that exhaust carbon cannot enter the air cleaner.
iv) Discharge the dust vacuator valve 1 by pressing
apart the lips of the vacuation slot, applying
pressure as indicated by the arrows.
2) Rapping,
Tapping or
Pounding
dust out of
them is
dangerous.
Severe
damage to
the filter
will result!
Fig 5.4/5
5.4.4 DrytypeAir Cleaner
A) Description :
Construction of typical Dry type Air Cleaner, supplied as
optional extra, is shown below in fig, 5.4/3 and
5.4/4.
Fig. 5.4/3
Fig. 5.4/4
Inlet cap or pre - cleaner is supplied for the air intake,
depending on the working conditions, inlet cap prevents
ingress of rain/heavy particles. Pre-cleaner separates out
heavier dust particles, which are collected in the pre-
cleaner bowl, thereby extending the life of the main filter
element.
Two filter elements are co - axially fitted in the air cleaner
housing. The outer element is the main filter element, with
a built in cyclone separator which gives a swirling effect
to incoming air, to separate out heavy dust particles by
centrifugal action. This dust is collected in the end cover
(which is removable). The vacuator valve at the bottom of
cover helps in expelling the accumulated dust. This is
achieved by opening / closing of vacuator valve outlet
due to the air flow fluctuations inside the air cleaner.
Inner element is a Safety Element to prevent ingress of
dust into the engine, when the outer (main) element is
removed for cleaning / replacement.
D-4 D-4 D-4 D-46
Clean the vacuation slot time to time.
Remove any cakes of dust by pressing together
the upper part of the valve.
Make sure that vacuator valve is not damaged, if
required change it. Also, check the condition of
cup joint sealing, replace if necessary.
v) Cleaning of Filter Element :
Cleaning of filter element is to be done only when a
restriction indicator shows a red signal even after the
engine is stopped. For cleaning proceed as follows-
i) Loosen the mounting band of the dust cup,
remove the wing nut of the element and take out
the outer element for checking and cleaning.
ii) Use a damp cloth to wipe out all excess dust in
the air cleaner. (Fig 5.4/6). Similarly clean the
dust end cover.
Fig 5.4/6
iii) Thorough cleaning of the fitter element with
compressed air is recommended. Clean the
element from inside to outside using the
pressurised air pipe. (Fig 5.4/7)
Fig 5.4/7
1) Too much air pressure can break the filter
paper and destroy the element. (Max. Air
Pressure 3.5 kg/cm
2
)
iv) Carefully check new or properly cleaned element
for damage before installing. Conduct a light test
by passing the light through element as shown in
Fig 5.4/8. If there is any crack in the element, the
light will pass through it. In that case replace the
element.
Fig. 5.4/8
v) Inspect the rubber sealing ring at the end cover of the
element. In case the seal is damaged, replace the
filter element. (Fig 5.4/9)
Fig 5.4/9
vi) The inner element (safety element) is not to be
removed, when the main element is removed for
cleaning / replacement.
It should be replaced by a new safety element after
every three changes of the main element.
Fig. 5.4/10
vii) Replace the cleaned or new element in the air cleaner
body and reinstall the end cover, making sure it seals
360 around the air cleaner body. Reset
D-5 D-5 D-5 D-47
the restriction indicator by pressing the button at the top.
5.4.5 Series Air Cleaners System
For certain applications involving extremely dusty
environment, we recommend use of series Air Cleaner
system; i.e. oil bath air cleaner in series with the dry
type air cleaner.
Air for engine combustion first passes through an oil
bath air cleaner and then through dry type air cleaner
to the engine.
As a result, major portion of the dust (especially the
heavy particles) is trapped in the oil bath air cleaner,
thereby considerably extending the life of the filter
element in the dry type air cleaner.
The sizes of the air cleaners and their relative positions
will be recommended by KOEL, for a particular application.
This is important to keep the overall airflow restriction
within limits and to avoid oil carry over from the oil bath
air cleaner into the dry type air cleaner.
Maintenance:
Follow the procedures as described earlier for oil bath air
cleaner and dry type air cleaner.
In no event use petrol (gasoline) or any hot
liquid for washing the filter element of Dry type
air cleaner.
5.5 BELTDRIVES
5.5.1 Checking V-Belts
Inspect V-belts over whole length for damage or
cracks. Renew damaged or cracked v-belts.
Check by pressing with the thumb midway between
the pulleys to see whether the belt deflects inwards
by not more than 10 to 15 mm. (Fig 5.5/1)
If necessary retension V-belt, see 5.5.4.
Fig. 5.5/1
Never check / retension / renew V-belts while
engine is running ! Refit V-belt guard, if
provided.
5.5.2 RenewingBlower V-Belts
To renew V-belts, push belt tensioning unit (automatic
belt-tensioning) (1) inwards and remove V-belt (Fig
5.5/2)
Place on new V-belts.
Fig. 5.5/2
5.5.3 CheckingAlarmSystem (for HA only)
In the event of V-belt rupture, the pressure pin (1) of
V-belt failure switch (if provided on engine) is actuated
by the automatic belt tension unit and an audible or
visual alarm is initiated through control panel.
Make functional test by pressing-in pin (1)
(Fig 5.5/3)
Fig. 5.5/3
Never make functional test while engine is
running !
D-4 D-4 D-4 D-48
5.5.4 RetensioningAlternator V-belt
Loosen the bolts which fix the alternator on mounting
bracket. Also, loosen the bolt on tension adjusting
lever.
Adjust the desirable tension by pushing the alternator
outwards with the help of bar and tension adjusting
lever.
Retighten all the bolts firmly.
Fig. 5.5/4
5.5.5 RetensioningBlowerV-Belts
An automatic belt tension unit is used for blower V-
belts. Ensure that the belt tension unit is properly
fitted and maintains desired tension.
5.6 ADJ USTMENTS - VALVE
5.6.1 Checking&AdjustingValveClearances
The valve clearance is the requisite gap between the
rocker arm toe and valve stem end. Engine performance
and power output depend on its correct setting which
can be done by a skilled mechanic according to the
instructions below -
CheckingValveClearance-
Check clearance when engine is cold. (at room
temperature)
Remove rocker cover.
Turn crankshaft until the valves of the cylinder (on
which the clearance is being checked) are
overlapping (exhaust valve about to close , inlet
valve about to open).
Fig. 5.6/1
Then continue turning the crank shaft through 360
(one complete revolution).
Insert a feeler gauge of 0.15 mm in the gap between
rocker arm toe and valve for both inlet and exhaust.
The valve clearance is correct when the filler gauge
can be inserted with a slight drag. Failing this, the
valve clearance must be readjusted as follows -
Adjustingvalveclearance -
Loosen lock nut of adjusting screw through one or
two turns and adjust the screw with screw driver so
that, when locknut is retightened, the feeler gauge of
0.15 mm can be inserted and with drawn with slight
drag. (Fig 5.6/2).
Check the valve clearances of each of the remaining
cylinders and readjust, if necessary.
Fig. 5.6/2
D-5 D-5 D-5 D-49
Do not change the setting of oil metering screw
unless required. With hot engine running at idling, an
oil flow to pad at rocker arm must be just noticeable.
An excess oil flow can lead to higher oil consumption.
5.7 MAINTENANCE OF COOLING SYSTEM
(For water cooled engines only)
Engine cooling system contains radiator, fan, water
pump and temperature controller i e. thermostat. The
engine control panel consists of water temperature gauge.
High water temperature stop for engine safety could be
provided as an optional.
5.7.1 Radiator
Check coolant level in the radiator every day before
starting the engine Remove the radiator cap and fill
coolant through radiator neck until it spills out of overflow
pipe fitted on radiator (Fig.5.3.1). Refit radiator cap firmly.
Do not open radiator cap while the engine is running
or hot. The cooling system is under pressure. Danger
of burning body skin!
Add coolant only when the cooling system is cold.
The temperature difference between the coolant in
the engine and the coolant being added must not
exceed 50 C.
Cleaning the radiator fins
Clean the radiator fins after every 1000 hours. (Under
very dusty conditions, this is to be done if coolant
overheating is observed)
Figure5.3-1
For cleaning, blow the pressurized air through radiator
fins in the reverse direction of the flow of radiator fan
(Fig.5.3.2). Do not spill water on radiator fins.
Figure 5.3-2 direction of air for cleaning fins
Flushing the radiator
Flush the radiator inside after every 1000 hours or once
in a year whichever is earlier. This period is applicable for
clean soft water. If the water is hard and saline, the
flushing is to be done after every 500 hours or even earlier
depending upon the type of water. In order to prevent the
rust formation use rust preventive compound.
To flush, top up the radiator with clean fresh water and
run the engine on no load till it reaches working
temperature.
While the engine is still running, open the drain cock
of radiator and allow the water to flow out. This will
wash away any impurities embedded in water
passages. With engine still running, keep on adding
fresh coolant for at-least 5 minutes. Stop the engine
and discontinue adding fresh water. Then drain the
radiator completely.
Do not use concentrated SODA LIME to
cleanthe cooling systembecause it could
corrodeAluminiumparts.
Check the radiator hoses and connections. Replace
the damaged hoses and tighten (he connections.
5.7.2 Thermostat
A thermostat having single element is used in the water
circuit. Thermostat is provided to attain working
temperature quickly during warm-up period and maintains
desired temperature of coolant during running of the
engine.
Normally thermostat does not require regular
maintenance. Its operation shall be checked if sudden
deviations from the specified coolant temperature
D-4 D-4 D-4 D-50
Fig. 5.7/1
Fig. 5.7/2
occurs. Visual inspection will reveal whether or not the
element rests in its seat i.e. whether or not close tightly
(Fig.5.3.3).
Figure 5.3 3 the thermostat element seal
5.8 MAINTENANCE OF ELECTRICAL EQUIPMENT
5.8.1 Battery
A) Checking Battery and
Lead Connections :
Keep the battery clean
and dry. Use damp cloth
for cleaning.
Wash the corroded
terminals (+ and -) with
ammonia solution
consisting of 115 gms
(1/4 pound) of baking
soda added to one litre
(one quart) of water.
Ensure that the cleaning solution does not enter the
cell through the vent holes.
After cleaning, flush the outside of the battery, the
battery compartment and the surrounding area with
clean water. After cleaning ensure that all the vent
holes are open.
When reconnecting, ensure good contact of the
terminals. Tighten clamping bolts firmly.
Apply a film of acid-free and acid-proof grease or
petroleum jelly on terminals.
B) Checking Electrolyte
Level :
Remove cell caps
If electrolyte test
elements (pegs) are
provided, the level
should be high
enough to wet the
bottom of these.
If no such elements are provided, the alternative
method is to
insert a clean wooden
stick into the cell, until it touches the top edge of lead
plates.
(Fig/ 5.7/2)
The electrolyte should wet the stick over a length of about
10 to 15 mm If the electrolyte level is low, top-up with
distilled water only.
Replace the caps.
C) Checking Specific Gravity of Electrolyte :
Check the specific gravity of electrolyte with a
hydrometer, five minutes after adding distilled water.
Measure the specific gravity of electrolyte in the
individual cells with a commercial hydrometer. (Fig
5.7/3)
The measured valves (Table below) indicate the
state of charge of the battery.
Charge the battery if the reading is below the values
given in the table.
Fig. 5.7/3
Specific Gravity State of charge
(kg/l)
Normal Tropics
1.28 1.23 Fully charged
1.20 1.12 Half charged, Recharge
1.12 1.08 Discharged, Charge up
immediately.
For hints on battery care in winter, see 3.4.1
D-5 D-5 D-5 D-51
Fig. 5.7/4
For hints on battery storage, read enlisted below :
1. The gases emitted by the battery are
explosive! Avoid formation of sparks in vicinity
of battery, keep naked lights away!
2. Do not allow acid to come into contact with
the skin or clothing ! Wear protective goggles
!
3. Do not place tools on battery. Danger of
short circuit!
5.8.2 Starter Motor
Ensure that the mounting bolts are securely fastened
and all electrical connec-tions are clean and tight.
Cables should be examined for fractures, particularly
where the strands enter the terminal lugs.
Check the brushes. They must be renewed if worn to
approxi-mately 10 mm (for 2 & 3 cylinder engines,
2SM114) and 13mm (for 4 & 6 cylinder engines,
3SM127) which is half of the original or to a point
where springs no longer provide effective pressure.
Brushes must always be replaced in sets and with the
correct grade.
Check the brush
spring balance as
shown in Fig.5.7/4.
The spring pressure
should be as follows-
0.965 to 1 -080kg (for
2 & 3 cylinder engines)
1.220 to 1.580 kg (for
4 & 6 cylinder engines)
If the pressure is not
within the above limits,
renew the springs in
set and not
individually.
Check the commutator surface. It should be clean
and entirely free from oil, any trace of which should
be removed by pressing a dry fluffless cloth against
the commutator while the armature is hand rotated.
It the surface is dirty or badly discoloured, clean it
with a strip of fine emery. Remove all traces of dust
and abrasive using compressed air.
The starter does not require lubrication from outside,
since it is equipped with sealed type bearings on
3SM 127 type, while phosphor bronze bushes which
are pre-lubricated are used for 2SM 114 starter.
Check the drive assembly for free movement over
the shaft splines. If necessary, smear grease over the
shaft splines to enable the drive assembly to move
freely.
(frequency once in 3 months.)
5.8.3 Alternator
Check the brushes. Renew the brush and spring
assemblies, if the overall length of the brushes are
worn to less than 10 mm. If brushes are satisfactory
but require cleaning, use a petrol moistened cloth.
The slip ring surfaces should be clean and smooth.
If slip rings are burnt and require refinishing, the
surfaces may be cleaned with a piece of very fine
emery paper.
Check bearings and renew if worn.
Check belt tension, readjust if necessary (see 5.5.1
& 5.5.4)
Check the battery condition, (see 5.7.1)
Keep the alternator reasonably clean and ensure that
ventilation slots or air spaces are clear and
unobstructed. Check mounting bolts for tightness.
A slack belt will rapidly wear and because of
slip may not drive the alternator at the required
speed. Too tight a belt will impose severe side
thrust on the bearings and seriously shorten
their life.
5.9 Additional MaintenanceJ obs
5.9.1 CleaningExhaustSilencer
Knock out soot from exhaust silencer and clean the
exhaust piping.
5.9.2 Checking of Fasteners
Check & Tighten-up the fasteners for following -
Air intake manifold
Exhaust manifold
Exhaust piping
Lube oil sump
Front cover
Hose clip for air cleaner
Lube oil filter mounting
Engine mountings
Fuel connections
D-4 D-4 D-4 D-52
6. TROUBLESHOOTINGANDREMEDIALMEASURE
Operating troubles are often due to improper
operation or maintenance of the engine.
In the event of trouble, always check whether the
operating and maintenance instructions have been
strictly followed.
An appropriate diagnosis chart is given on the next
page.
If you are unable to identify the cause of the trouble
or to put it right yourself, contact our authorised
Service Dealer.
5.10 TopandMajor Overhaul Periods
The top overhaul (servicing of combustion system) and
Major Overhaul Periods are estimated as 3000 and 9000
running hrs. respectively. This estimation is based,
provided the engine is maintained properly as per the
instructions given in this Manual.
The duration of the operating period before overhaul will
depend entirely on the maintenance and service given to
the engine, quality of lube & fuel oils used, type of
environment and engine load cycle. Hence, the above
estimated overhaul periods are to be referred as general
guidelines.
D-5 D-5 D-5 D-53
TROUBLE SHOOTING
Trouble Cause Redress
Engine does not start. No fuel in tank. Fill in fuel, vent fuel system.
Air in fuel system. Vent fuel system.
In sufficient speed of starter. Charge batteries.
Engine does not start at See above or the ready to start Of above, or change lamp.
temperatures below 0C. signal lamp does not light.
Defect of series resistor solenoid Consult authorised workshop.
valve, or flame heater plug.
Paraffin precipitation of fuel Heat up fuel pipings, Change filter.
Engine starts up but stop after Fuel tank cock closed. Open cock.
brief time.
Dirt in primary fuel cleaner or Clean or change filter cartridge
in fuel filter. respectively.
No fuel in tank, no conveyance Fill in fuel, vent fuel system,
of fuel. inspect correct operation of fuel
pump, replace if necessary, and
check safe venting of tank.
Water or dirt in fuel system. Clean fuel tank, fill in clean fuel
replace filter, and vent fuel system.
No power and misfiring of engine Interruptions of air supply or heavy Inspect, replace if necessary, or
jamming of air filter. clean.
Air in fuel system. Vent fuel system.
Fuel filter jammed. Change filter.
Starts of fuel supply missed. Reset start of fuel supply.
Defect of exhaust brake. Inspect and repair.
Engine emits white or bluish Retorted and start of fuel supply. Set correct start of fuel supply.
fumes.
Engine is still cold. Permit engine to heat up in
operation.
Miss setting of fuel injection Check start of fuel supply.
system. Inspect injectors.
D-4 D-4 D-4 D-54
Engine emits black fumes. Engine is overloaded. Reset fuel injection system,
consult workshop.
Air filter jammed. Change air filter element.
Fuel injection piping loose or Tighten fuel injection piping or
broken replace it, respectively.
Heavy knocking of Engine. Starts of fuel supply too early. Set correct start of fuel supply.
Mis-setting of valve air gaps Adjust correct valve air gaps.
Mechanical defects of engine. Consult authorised workshop.
Engine grows excessively hot. Slipping of V-belts. Tighten or replace V-belts.
V-belts broken. Replace V-belts.
Defect of temperature governor. Emergency operation; forced
opening of valve plate.
Defect of temperature Controller. Peform electrical check of
temperature controller.
Lack of coolant. Fill in coolant.
Radiator is dirty. Clean radiator.
Mis-setting of fuel supply. Set correct engine in fuel supply.
Intake or exhaust system jammed. Redress cause of trouble.
Heavy dirt accumulation on Consult workshop.
cylinder elements.
Irregular speed of engine. Defect of speed governor. Inspect fuel injection pump and
governor.
Excessively high fuel consumption. Mis-setting of fuel injection Check fuel injection system.
system.
Leakage in fuel system. Check.
Injection of excessively great fuel Have fuel injection pump adjusted
quantity engine emits black fumes. by specialised workshop.
D-5 D-5 D-5 D-55
Leakage of solenoid valve of cold Replace solenoid valve.
starting device.
J ammed air filter. Replace air filter.
Engine is worn. Consult authorised workshop.
Defective exhaust brake. Consult workshop.
Very low oil Pressure. J ammed paper filter cartridge. Replace paper filter cartridge.
Deficient oil level. Check and add oil.
Pressure gauge or pressure gauge Inspect and replace or tighten.
tube loose or defective.
Leakage in oil system. Check.
Improper lube oil (viscosity). Check brand of oil.
Defect of control valve for cooling Replace valve.
of pistons.
Heavy wears of bearings. Consult authorised workshop.
Increase in lube oil consumption Leakage in oil system. Inspect pipings, filters, and ducts
for tightness.
Excessively high oil level. Defect of air filter system, and
cooling of pistons, consult
authorised workshop.
No dirt deposits centrifugal filter. Rotor jams. Inspect rotor bearings,
Inspect oil supply to rotor.
Heavy blowing from venting hose Excessively high oil level, Adjust oil level, consult authorised
of engine. damages of cylinder elements. workshop.
No air supply from piston or Defect of cylinder element or Consult authorised workshop.
compressor. of valve plate.
Battery charging signal lamp Defective insulation in fanned Consult authorised workshop.
alight while ignition is cable.
switched off.
D-4 D-4 D-4 D-56
Battery charging signal lamp does Defect of signal lamp. Replace signal lamp.
not light up when ignition is
switched on. Interruption of D* governor and Plug in connector.
generator.
Battery discharged. Change battery.
Battery charging signal lamp Broken V-belt. Replace V-belt.
alight during normal operation.
Defective alternator. Inspect or consult workshop.
Heavy boiling of battery. Defective governor, excessive Consult authorised workshop.
contact resistance of negative
polarity across brush holder and
end shield bearing of generator.
Starter does not run. Battery discharged. Charge battery.
Deficient speed of starter. Starter terminal voltage too low. Check battery cells, recharge
battery.
Oxidized or loose terminal Clean and fasten terminals.
connections.
Carbon brushes jam or are worn. Clean or replace brushes.
D-5 D-5 D-5 D-57
6.2 USEFUL TIPS FOR TURBO-CHARGERS
6.2.1
Tampering of fuel pump and ignition system is
prohibited as it may result in engine as well as
turbocharger damage.
Changes in boost pressure control of the
turbocharger (where applicable) may result in
reduced engine life.
Use only the air filter recommended by the engine
manufacturer.
Use only the oil filter recommended by the engine
manufacturer.
Use only the charges air cooler (where applicable)
recommended by the engine manufacturer.
Changes in the exhaust system are not
recommended.
Use original gaskets and connecting pipes.
6.2.2Periodical Inspection of Turbo Charger.
Application : Genset application
Inspection job: Check rotar freness. Every 1200
Hours.
Clean T/C if dirt or carbon
deposited on compressor &
turbine wheel every 1200 hours &
2400 hours. Renew overhauler kit
every 3000 hours.
6.3 RECOMMENDATION FOR OPERATION AND
MAINTENANCE
Special attention should be paid to :
1. OperationRecommendations
Engine should not be put under full load immediately
after start. We recommend the engine to be run at
idling speed for a short time (60 seconds). Warm up
the engine under medium speed & load.
After the engine has been operating at full toad for
a longer period of time, we recommend a short
idling time before switching off (60 seconds).
2. MaintenanceRecommendations
Turbochargers and boost pressure control valves
do not require any maintenance.
Engine oil has to be changed regularly.
Maintenance work has to be carried out regularly
on the oil filter and air filter systems.
Checks have to be made on the oil, air and exhaust
piping, as well as, on all other connections and
seals, to ensure that they are still tight and no
damage has occurred.
When carrying out maintenance work on the engine
(e.g. adjusting valves), in most cases the piping
leading from or to the turbocharger must be
removed. Close the piping opening on the
turbocharger. Before fitting, clean the piping
carefully.
When fitting the turbocharger to the engine, fill the
central housing with clean oil and before fitting
make absolutely sure that all piping connected to
the turbocharger is cleaned carefully.
If this advice is followed a turbo charged engine has,
from our experiences the same life span as a naturally
aspirated engine.
6.4 DOS AND DONTS FOR SATISFACTORY
FUNCTIONING OF TURBOCHARGER
DOS
Regular change of engine oil/oil filters.
Regular change/cleaning of air filter element.
Check for oil pressure at engine idling condition
Minimum oil pressure to be as per engine
manufactures recommendation during idling.
Idle the engine for 60 seconds after starting the
Engine.
Idle the engine for 60 seconds before switching off
the engine.
Periodic cleaning of crankcase breather is
necessary to allow free flow of oil from turbocharger
outlet.
Regularly check all air, oil and exhaust connections
for leaks and abnormal dust/oil/carbon build up.
DONTS
Dont run the engine with low oil pressure.
Dont put the engine under full load immediately
after starting.
Dont switch off the engine under full load.
Dont run the engine with damaged oil feed & drain
pipes, pipes between air filter and turbocharger
and as well as exhaust pipes.
Dont open the Turbocharger yourself. Please
contact the authorized dealers for any turbocharger
problems.
D-4 D-4 D-4 D-58
Electronoc Governor consists of three components.
Electric Actuator - Connected to engine fuel
pump & controls the fuel quantity delivered to the engine.
Electronic Speed Control Unit - Compares the
existing engine speed with desired speed & sends
corrective signals to the electric actuator.
Magnetic Speed Sensor - Measures the engine
speed by sending a proportional frequencu signal to the
speed control unit.
7. INSTRUCTION MANUAL FOR ELECTRONIC GOVERNOR
ELECTRONIC GOVERNOR
The system does maintains any desired speed
very accurately, independent of engine load. the system
offered is highly reliable with consistant accuracy &
simplicity of adjustment.
The speed control unit is factory set. It is
recommended that not to disturb the settings.
D-5 D-5 D-5 D-59
SYSTEM TROUBLESHOOTING
SYSTEM INOPERATIVE
If the engine governing system does not function, the fault may be determined by performing the voltage tests described
in steps 1 through 6. Positive (+) and negative (-) refer to meter polarity. Should normal values be Indicated during
troubleshooting steps, then the fault may be with the actuator or the wiring to the actuator. Tests are performed with
the battery power on, engine off except where noted. See actuator publication for testing details.
Step Terminals Normal Reading Probable Cause of Abnormal Reading
1 E (+) & F (-) Battery Supply Voltage 12 or 24 VDC) 1. DC battery power not connected.
Check for blown fuse.
2. Low battery voltage.
3. Wiring error.
2. A(+) & B (-) 0-3.9 with speed trim 1. Speed trim shorted or miswired.
7.1-7.9 without speed trim 2. Defective unit.
3. C(+) & D(-) 1.0 VAC RMS min., while cranking 1. Gap between speed sensor and gear
teeth too great. Check gap.
2. Improper of defective wiring to the
speed sensor. Resistance between
C and D should be 300 to 1200 ohms.
3. Defective speed sensor.
4. E(+) & H(-) 0.8-1.5 V while cranking 1. Wiring error to actuator.
2. Defective speed control unit.
3. Defective actuator.
D-4 D-4 D-4 D-60
7. ENGINEPRESERVATION
Preservatives and Preservation procedure is
recommended for engine when it is to be kept idle
(out of use) for prolonged period (more than 12
months).
7.1 RecommendedPreservatives
MANUFACTURER ENGINE LUBE OIL UNPAINTEDFERROUS
& FUEL SYSTEM METAL PARTS
BHARAT Bharat Preserve Bharat Rustrol
PETROLEUM Oil 30 152
HINDUSTAN Autoprun T 120 Rustop 274
PETROLEUM
INDIAN OIL Servo Preserve 30 Servo RP 125
CORPORATION OR
Servo RUN-N oil 30
CASTROL INDIA Rustilo DW 904
OR DW 901
VEEDOL TIDE Veedol 30/40 Veedol ruspro IT
WATER OIL CO.
7.2 PreservationProcedure
a) Using H.S.D. fuel, run the engine at approximately
70% of maximum rated speed with No load for 5
minutes to warm up the engine ( in case of fixed
speed engines like engine for Genset, it can be run
at rated speed).
b) After stopping the engine, drain lube oil from sump
and refill with suitable preservative oil as mentioned
above.
c) Run the engine on No load for 3 minutes. During
this time the preservative will be circulated
throughout the lube oil system of engine. Stop the
engine and disconnect diesel fuel supply to fuel
pump inlet. For engine speed refer point 7.2 (a).
d) Prepare a solution Diesel + Preservative Oil (5:1
ratio) in a separate tank and connect fuel line from
this tank, directly to fuel pump inlet ensuring gravity
feed (by-pass fuel filter).
e) Electrically crank the engine tilt it fires ( in case of
purely hand start engine, hand - crank the engine
using decompressor lever, till it fires) and let it run
for 30 seconds. During this time the diesel in fuel
pump gallery and high pressure pipes will be
displaced by Diesel + Preservative Oil mixture.
Stop the engine.
Engine speed during above running -
In case of variable speed engine - 800 to 1000 rpm
In case of fixed speed engine - Rated speed at No
load. (Genset, Pumpset etc.)
f) Close the air inlet manifold (for the air cleaner inlet)
and crank the engine by starter for 5 to 10 seconds.
(In case of purely hand start engine, it should be
hand cranked using the decompressor lever). This
will ensure coating of Diesel + Preservative oil on
the combustion chamber surfaces.
g) Drain preservative oil from oil sump, reinstall drain
plugs and reconnect fuel filter into the fuel pipe line.
h) Treat all unpainted external ferrous metal parts with
two coats of suitable rust preventer as recommended
in 7.1, allowing sufficient time for the first coat to
thoroughly dry before applying second coat.
i) All vents i.e. engine inlet pipe, exhaust pipe, air
cleaner inlet, crankcase breather etc. to be carefully
sealed with water proof paper and water proof
adhesive tape.
j) Dipstick on engine to be sealed in place, with water
proof adhesive tape.
NOTE : DO NOT ROTATE CRANKSHAFT
AFTER ABOVE MENTIONED
OPERATIONS.
k) Loosen V belts tension.
l) Battery for engine starting, if provided, should be
disconnected and stored in a cool, dry place after
ensuring the electrolyte level, refill with distilled
water, if necessary.
It is recommended to recharge the battery every 30
days.
m) Tag engine to indicate that it has been treated with
preservatives, and should not be turned over until
ready to run, due to possible reduction of protective
film. The tag should show the date of treatment and
validity date.
n) It is preferable to warp the engine in polyethylene
bag and store in dry shade.
Periodically inspect the engine for rust or corrosion
and take corrective action if any.
D-5 D-5 D-5 D-61
7.2 TIGHTENING TORQUES
To prevent faulty assembly, following information on tightening of high tensile bolts is important. The bolts are to be
tightened in stages as specified in the table below. For connecting rod bolt and main bearing cap bolt use angle torque
method with the help of goniometer. The tightening angles for these two bolts are particularly important, hence Fig. 7.1
indicates the various angles can be readily obtained by comparison with a clock face.
Fig 7.1
Tommy bar is to be clamped in the tool slot and specified angle is to be turned with reference to the initial graduation
on outer dial of the tool or a relation of hex head of bolt can be referred.
NOTE :
1. Lubricate threads and seating face of bolt with engine oil before it is assembled.
2. Screw the bolt by hand till it is engaged upto the seating face.
3. Apply initial torque and tighten the bolts according to the angles/torques in stages as specified in the Tightening
table.
4. In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap and
connecting rod cap.
1 Nm = 0.102 kgm
= 0.74 Ib.ft.
o) If the engine is to be stored unused for more than
12 months, repeat the above procedure completely,
after every 12 months.
7.3 Commissioningof PreservedEngine
a) Remove all the sealing tapes / papers from various
openings.
b) Remove the Rust Preventive coating from those
unpainted machined surfaces which are interfacing
surfaces for the driven equipment. This can be
done using NC Thinner.
c) Fill recommended grade of lub. oil in the oil sump
upto the Top mark of the dipstick. For oil filling
quantity see 2.4.4.
d) Readjust the V-belt tension after checking the
condition of V-belt (s), replace, if necessary
(see 5.5 ).
e) Reconnect a fully charged battery to recommended
voltage and Amp-hr capacity ensuring correct
polarity connection (where applicable).
The engine is now ready for reuse. Follow the
instructions given in section 3 before starting the
engine.
D-4 D-4 D-4 D-62
TAPPET CLEARANCES (in cold condition only)
Engine Type Inlet Exhaust
HA 0.15 mm 0.15 mm
R1040 / R1080 0.25 mm 0.30 mm
SL 90 0.45 mm 0.40 mm
Table 8.0
TIGHTENING TECHNIQUES & INSTRUCTIONS
TIGTHENING TORQUE BY ANGULAR METHOD FOR BOLTS
( SCREWS , NUTS) HA Series. - Annexure 1
Sr. No. DESCRIPTION SIZE INTIAL 1st 2nd 3rd Total REMARK
TORQ. Stage Stage Stage Angle
1 Cylinder head bolt 30 Nm 45 45 45 165 Type 12.5 quality.
2 Connecting rod bolt M12x 1.5x 55 30 Nm 30 60 - 90 Type 10.9 quality.
3 Bearing cap bolt M14x110 30 Nm 45 60 - 105 Type 10.9 quality.
4 Intermediate gear bolt M10x60 30 Nm 60 - - 60 Not applicable
5 Balance weight bolt M12x 60 30 Nm 30 30 - 60 Not applicable
6 Flywheel Bolt M10x1x35 30 Nm 30 60 - 90 Type 10.9 quality.
10 Crank Pulley Bolt M24x2x110 30 Nm 210 - - 210 Type 10.9 quality.
11 Cooling Blower bolt. M12x140 30 Nm 30 60 - 90 Type 8.8 quality.
12 Cooling Blower bolt ( HA 694) M12x180 30 Nm 30 60 - 90 Type 8.8 quality.
13 Nut for fuel injector M10x1.5 - - - - - 25 Nm
Note : In case of replacing main and big end bearings / overhaul / piston seizures, fit new bolts for main bearing cap
and connecting rod cap.
1 NM = 0.10197162 kgm
= 0.73756215 ib.ft.
D-5 D-5 D-5 D-63
N.B. - For all series
Apply initial torque & tighten the bolts according to the angles/torques in stages as specified in the tightening table
above in annexure 1,2 & 3.
Threads & seating faces of fasteners to be cleaned & wetted with engine oil , before assembly.
In case of replacing main or C.R.Bearings /overhaul/piston seizures , replace new bolts for main bearing caps &
connecting rod cap bolts.
As per international standards all M8 x 1.25 screws/bolts of 8.8 quality must be applied torque of 2.5 Kgm.
As per international standards all M10 x 1.5 screws/bolts of 10.9 quality must be applied torque of 3.5 Kgm.
1 NM = 0.10197162 kgm
= 0.73756215 ib.ft.N.B - For all series
Table 8.2 : TIGHTENING TORQUES FOR R1040 / R1080 ENGINE FASTENERS
Sr. Initial Tightening Method Total
No. Description Torque Angle/kgm Angle /
kgm Torque
Stage 1 Stage 2 Stage 3
1 Bolt for balance weight 3 30 30 - 60
(M12 X 1.75X60 mlong 10.9)
2 Bolt for Main bearing cap 3 60 45 - 105
(M12 14 X 2 X 128 mm long
10.9)
3 Bolt for Connecting rod 3 30 60 - 90
(M 12X1.5X55 mm long 10.9)
4 Bolt for crank pulley 5 25 50 73 73kgm
(M24X2 X 11 Ommlong 10.9) 5 25 48 - 45kgm
- With power take off .
- Without power take off
5 Bolt for flywheel 3 30 60 - 90
(M10 X 1 X 45 mm long 10.9 8kgm
6 Bolt for flywheel housing - - - - 5kgm
(M12X1.75X40 mmlong 10.9)
7 Nut for injector stud M 10 - - - - 3kgm
8 Nut for fuel pump hub M 14 - - - - 8kgm
9 Bolt for cylinder head 3 90 75 - 165
(12 X 1.75 X m long 12.9)
For sequence of tightening
torque refer attached sketch
10 All M8 X 1.25 screws/boIt 8.8 - - - - 2.5kgm
11 AII M10 X 1.5 screws/bolts 8.8 - - - - 3.5kgm
D-4 D-4 D-4 D-64
Table 8.3 : TIGHTENING TORQUES
TIGHTENING TABLE SL 90 Series
Fastener Size Initial
Tightening method
torque Torque wrench Angle of rotation
(Nm) Final torque (Goniometer)
Stage Stage Stage Stage Stage Stage
I II III II III IV
Cylinder head
bolt - Short M14 X 139 50 100 140
+10

- Long M14 X 159 50 100 140
+10

Connecting rod M 16 X 1.5 50 210
+10.5
65
bolt X 73
+
5
Main bearing M16 X 150 60 270
+13.5
45 30 30
cap bolt +10
Intermediate M14 X 1.5 170
+10

gear bolt X 65
Balance weight bolt M 16 X 50 258
+8

Flywheel bolt M16 X 45 240
+10

Crank pulley M20 X 1.5 300
+10

bolt X 65
Fly wheel M12 X 55 105
+5

housing bolt
Rocker support M 10 X 80 60
+10

bolt
Nut for exhaust M 10 50
+10

manifold
Nut for fuel M10 30
+5

injector fork
N. B.
1. Apply initial torque and tighten the bolts according to the angles / torques in stages as specified in the Tightening
table.
2. In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap and
connecting rod cap.
1 Nm = 0.102 kgm
= 0.74 lb. ft.
E-3
SECTION E
1. Alternator IIIustrations 5
2. General Information 6
3. Electrical Checks 8
4. Standard Reference condition 6
5. Dos & Donts 6
6. Maintenance 6
7. Brushless - Exploded Illustrations 6
8. Brushtype - Exploded Illustrations 7
9. Part-List 8
10. Brushless - Exploded Illustrations 11
11. Brushtype - Exploded Illustrations 13
12. Patt List 23
E-4
USER MANUAL - ALTERNATOR
NOTES
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E-5
KG BRUSHLESS ALTERNATOR
1 Coupling Disc.
2 DE Vent Cover
3 Terminal Board and
4 Terminal Box Cover
5 Starter Assly.
KG BRUSH TYPE ALTERNATOR
1 DE Shield
2 Slotted surround cover
3 Shaft
4 Fan
5 Eye bolt
6 Terminal box with LID
7 Excitation (CX) Unit
8 Magnet Frame (Body)
NOTE :
Depending on which alternator you have in your KGPI genset (please refer our sales office / service dealer)
you must refer the illustrations of the same shown above. Only the user serviceable parts are illustrated on the
surface of both the alternators above.
KIRLOSKAR GREEN ALTERNATORS
Fig. E-1 Fig. E-2
1
2
3
4
1
2
3
4
5
6
7
8
5
E-6
1.0 GENERAL INFORMATION
The Kirloskar Green Alternators are manufactured
using the most accurate methods of design,
construction and test. Their characteristics, if
properly used, ensure a continuous working and a
very prolonged trouble free life. For the best use
of Kirloskar Green Alternators. Please follow these
instructions carefully.
1.1 SPECIFICATIONS :
Kirloskar Green Alternators are self excited, self
regulated and supplied with Electronic Voltage
regulator. They comply with the following
International/Indian Standards :
ISO : 9001
BS : 5000
IS : 4722 & 13364
CSA : Canadian Standard
Association (1995)
1.2 MECHANICALFEATURES
Low Weight.
Very Compact.
Steel Body & C.I. End Shields.
Life Lubricated Sealed Ball Bearings at both
the ends.
Screen Protected: IP 20 (S).
Optional: IP 21 (S), IP 23 (S) & IP 44 (S) can
be provided.
Self Ventilated.
Rotating Parts are Dynamically Balanced.
1.3 ELECTRICALFEATURES
Single / Three Phase, 240 Volts / 415 Volts
output at 50 Hz.
Class F Insulation.
Steady State Voltage Regulation of 1%.
Current Compounded Self Excitation System.
Lower Harmonic Content of less than 3%, at
no load.
Power Factor 0.8 Lagging.
Phase Sequence is U-V-W when rotated
Clockwise viewing from DE side.
1.4 NORMALOPERATINGCONDITIONS
(AS PERIS 13364&IS4722)
Altitude Less than 1000 m.
Ambient temperature Less than 40 C.
Power factor 0.8 Lagging.
Speed on load I500 r.p.m.
Current Rated current value
as mentioned in the
nameplate of
alternator
1.5 LIMITS FOR SAFE OPERATION :
Over speed : 20% (1800 rpm for 50 Hz)
Over load : 110% of rated value
for one Hr.
2.0 SAFETY REQUIREMENTS :
Before any cleaning, lubrication or maintenance
operation, ensure that the genset is stationary and
disconnected from the power supply.
While stopping the gen-set,
ensure the compliance with the
procedure for stopping prime
mover.
The alternator, in fact has no
emergency stop, but is
controlled by the device
arranged by the installer to stop
the prime mover.
Before installing the alternator,
arrangements must be made to
earth the machine in
compliance with any relevant
electrical regulations. This is
the reason why installer must
make sure that the grounding
system is in good conditions
and in compliance with the
regulations of the country where
the generators will be installed.
CAUTION : THE FINAL
INSTALLER IS RESPONSIBLE
FOR THE INSTALLATION OF
ALL THE PROTECTIONS
(SECTIONING DEVICES;
PROTECTION AGAINST
DIRECT AND INDIRECT
CONTACTS, OVER CURRENT
AND OVER VOLTAGE
P R O T E C T I O N S ,
EMERGENCY STOP ETC.)
NECESSARY FOR THE N.B. :
STOP
E-7
MACHINE TO COMPLY WITH THE EXISTING INTER-
NATIONAL SAFETY REGULATIONS.
For handing the unpacked alternators, always use the
special eyebolts only, use
ropes having a suitable
carrying capacity and do not
lift the alternator too much
from the floor (max. 30 cm.)
The operators in charge of the
installations, operation and
maintenance of the gen-sets
must be skilled technicians
who know the characteristics of the gen-sets.
The operator must always wear work gloves and safety
shoes. In case the alternator or whole DG-SET must be
lifted from the floor, the operators must wear a safety
helmet.
Make sure that the gen-set foundations and base frame
are suitable to bear the combined weight of the alternator
and prime mover.
The alternator should be securely connected and
perfectly aligned with the prime mover, otherwise
dangerous vibrations may occur resulting in alternator
bearing failure.
The machine has been designed to ensure the rated
output when it is installed in a room having a max.
temperature of 40
0
C and at an altitude not exceeding
1000 meters; in case of deviations please make reference
to our technical leaflets.
No person must wear fluttering cloths (such as scarves
etc.) near the machine and any such garment must be
fastened with elastic bands at its ends.
Alternator must never and for no reason be run with
following guards removed :
Terminal box cover
Rear cover
Fan ventilation guard
Alternators produce heat proportional to the output.
Therefore do not touch it if you do not wear antiscorch
gloves, and after switching it off, do not touch it until it
has cooled down.
Even if all machine components are protected, keep
away from the gen-set. Do not lean or sit on the alternator
for whatever reason.
2.1 DANGER OF SHORT CIRCUIT
The degree of protection of the alternator is IP21. Short
circuit may occur if liquids (e.g. water etc.) are split onto
areas containing electrical parts.
2.2 STARTING AND STOPPING OPERATIONS:
All the instrumentation for starting, running and stopping
the system shall be provided by the installer.
THE STARTING, RUNNING AND STOPPING
OPERATIONS MUST BE CARRIED OUT BY SKILLED
PERSONNEL WHO HAVE READ AND UNDERSTOOD
THE SAFETY INSTRUCTIONS AT THE BEGINNING OF
THIS MANUAL.
2.3 CLEANING :
Prior to approaching or touching the alternator, ensure
that it is not live and it is at room temperature; at this
stage it is possible to clean it on the out side using
compressed air.
NEVER USE LIQUIDS OR WATER FOR INSIDE
CLEANING.
E-8
N.B. : The alternator frame is provided with many fixing
holes so that vibration - damping may be applied in the
proper position to ensure the best trim of the gen-set.
3.0 MECHANICAL COUPLING :
ALTERNATOR FOOT FIXING ON THE DE SIDE
IS ON END-SHIELD FOOT. HENCE CARE
MUST BE TAKEN WHILE CLOSING THE VENT
COVER AFTER TIGHTENING THE BOLT THAT
NO MATERIAL SHOULD BE LEFT OUT
INSIDE, WHICH MAY CAUSE DAMAGE OF
FAN UNDER OPERATION.
4.0 ELECTRICAL CHECKS
4.1 CHECKINGTHE INSULATION
RESISTANCE
If the alternator has been stored under damp
conditions or has taken a lengthy time in shipment, the
insulation resistance should be checked. For this
purpose, all external connections and neutral to earth
link if any should be removed. A Megger of not more than
500 Volts D.C. should be connected between any one AC
output terminal and the magnet frame. In case the test
reveals the insulation resistance to be less than 2.0 mega
ohms (IR value at room temperature), identify the winding
or the component by step by step isolation.
CAUTION: IF THE INSULATION RESISTANCE IS LESS
THAN 2 MEGA OHMS THEN THE ALTERNATOR
SHOULDNOT BE OPERATED.
4.2 ELECTRICAL CHECKS :
Make sure :
A suitable electrical protection device is fitted in the
output circuit for safety reasons (in line with the codes
of practice in force within the country where the
alternator is installed)
Ensure before start up that terminal nuts are properly
tightened.
The control panel protection equipment is correctly
set.
There is no short circuit due to wrong connections
either / or in between the terminals of the alternator
and the power switch or breaker (this part of the
circuit is not protected by the breaker).
5. SAFETY
Basic safety precautions should always be followed to
eliminate fire, electric shocks or personal injuries. Always
remember safety first. Read and understand all the
instructions. Follow alt warnings, safety precautions
necessary during the installation, operation &
maintenance of the alternator. Cleaning should be
done only when the DG set is not running. Do not use
damp cloths for cleaning. Do not use any liquid or
aerosol cleansers. Use only the eyebolt provided for
lifting the alternator. Incorrect lifting or moving may result
in equipment damage or personal injuries. Do not
overload the cables as it may lead to fires or electric
shocks. Never insert any objects inside the alternator
as it may lead to fires or electric shocks. Do not spill any
liquid on the alternator. Removing the cover of the
alternator while it is running will expose you to the
dangers of high voltages. Incorrect reassembly can
cause electric shocks when the alternator is subsequently
used. Ensure that the field pole fasteners are not loose.
The earthing for body of alternator and for neutral
should always be as specified.
6.0STANDARD REFERENCE CONDITIONS
Al-Series AC Generator is designed to perform
satisfactorily under the environmental conditions of 40
0
cen ambient and 1000 M altitued. However, for site
conditions, please apply following deration factors.
6.1TEMPERATURE
High ambient temperature results into excessive operating
temperature of the alternator. These AC Generators are
designed for an ambient temperature of 40
0
C. For
marine and other applications where the ambient
E-9
temperature is greater than 40
0
C, the alternators must be
de-rated to ensure that the actual temperature does not
exceed the spefified limits of thermal class of insulation.
Outputs are normally quoted at 40 Deg. C. These outputs
must be multiplied by the following factors for higher
ambient temperatures.
TEMPERATUR DERATING FACTOR
(
0
C)
45 0.96
50 0.92
55 0.88
60 0.84
6.2ALTITUDE
Density of air decreases with higher altitude which
deteriorates the heat transfer properties of air and results
into excess temperature rise. AC Generator rating is
derated for higher altitued to avoid this temperature rise.
ALTITUDES DERATING FACTOR
1,500 0.96
2,000 0.92
2,500 0.88
3,000 0.84
3,500 0.80
6.3POWER FACTOR
Standard AC Generators are suitable for 0.8 pf lag to UPF
loads. Power factor below 0.8 lag causes heating of the
AC Generator. The Alternator output must be multiplied
by the following factors for lower PF.
PF (LAG) DERATING FACTOR
0.7 0.95
0.6 0.91
0.5 0.88
0.4 0.86
0.3 0.85
0.2 0.84
0.1 0.84
0 0.84
Leading pf loads cause rise in terminal voltage which may
subsequently harm the AVR and the loads. Please refer to
works in case of leading pf loads.
Note : Capacitor bank (which is normally used for PF
improvement) should not be left in the circuit at no
load.
6.4HUMIDITY
Anti-condensation heaters (SPACE HEATER)
High humidity results into condensation on the windings.
To maintain the winding temperature slightly above the
normal ambient temperature, space heaters can be
provide a more economic machine which still meets the
specification.
7.0GENERAL COMMENTS ON LOAD CONDITIONS:
7.1 It is advisable to forward a completed copy
specification (if available) to the works for study of the
actual requirement for which DG set is required. As a
result of such an assessment it is sometimes possible to
incorporate design changes to provide a more economic
machine which still meets the specification
7.2 There are two basic conditions to check when sizing
machines.
i. The steady state Condition.
ii. The transient condition
Steady state condition is mainly concerned with normal
operation of the machine within temperature rise limits
for specified class of insulation.
The transient condition refers to terminal voltage variations
during sudden application of high current loads like
Induction motor starting etc.
It is essential thet both these conditions are checked, as
sometimes a rating sufficient for the steady state condition
is not large enough to meet motor starting or voltage dip
requirements.
E-10
8.0SELECTION OF AC GENERATORS FOR
DIFFERENT LOAD APPLICATIONS
DG set should be capable of supplying different types of
loads which exists at different sites. For this suitable
rating AC Generators selection is very important. The
different types of loads which generally exists at differnt
site can be broadly classified in to following four types -
8.1 Linear Loads
8.2 Motor Loads (Part of linear loads, considered
separately)
8.3 Non-linear Loads
8.4 Special loads
8.1LINEAR LOAD
Linear loads can be identified from following characteris
- Load impedance is always constant regardless of
the applied voltage.
- The load current increases proportionately as the
voltage increases and decreases as the voltage
decreases.
Examples of linear loads are motor, incandescent lighting
and heating loads.
8.1.1 SLEECTION OF ALTERNATOR FOR LINEAR
LOADS
To select the rating of AC Generator for linear loads, the
maximum connected load and the base load which is
always connected has to be considered. In arriving at a
total load figure it is always advisable to select the
standard rating larger than that estimated, despite the
fact that all the loads may not be operating at the same
time and hence a smaller machine could have been
selected. Future operating conditions and future growth
are very difficult to estimate. An allowance of 15% to 20%
excess capacity designed into a set now is a small price
to pay compared with the cost of completely new larger
unit that may be required to drive additional loads in a few
years time.
8.1.2 POWER FACTOR
It is the nature of the applied load that dictates the system
power factor.
a) Unity Power Factor : The loads which operate at or
very close to unity (1.0) power factor include most
forms of lighting, heating elements, rectifier type
loads.
b) Lagging Power Factor : For all remaining load types,
some knowledge on their operating power factor is
required. For induction motors the operating power
factor is lagging & it depends on their size and load
conditions.
c) Leading Power Factor : For Capacitor loads the
operating power factor is leading.
CGL standard AC Generators are designed for 0.8 lag
operating power factor of the load. Also these AC
Generators can perform satisfactorily at any power factor
in the range of 0.8 p.f. lag to unity p.f., but care should be
taken for Engine rating for pure resistive loads to operate
the DG set on its full capacity, For operation at lagging
power factors lower than 0.8 refer to derating factors as
per cl. 7.3
Under leading power factor loads these AC Generators
will not perform satisfactorily and the terminal voltage
may shoot up / oscillate. Hence care should be taken to
disconnect the power factor improvement capacitors or
to compensate with inductive loads such that the overall
operating power factor lies between UPF to 0.8 lag.
8.2MOTOR LOADS
Induction motors are most commonly used loads. During
the starting of an induction motor, a very large current is
demanded from the power source, which is known as the
starting or locked rotor current. For sizing alternators
which have to cater to motor loads, the following
guidelines can be referred to.
METHOD OF STARTING STARTING CURRENT
Direct on Line (DOL) 6 to 7 Times full load current
of motor.
(lf starting current is not given
starting kVA is 7 times Hp
rating of the motor)
E-11
STAR / DELTA 2 to 2.5 times full load current
of motor
ROTOR TRANSF
ORMER STARTING
40 % TAPPING 1.2 Times full load current of
motor
60 % Tapping 4 times full load current of
motor
80 % Tapping 4.5 times full load current of
motor.
For motor applications the following information should
be furnished :
a) Rating of the motor / motors.
b) Type of motor (slip ring / squirrel cage)
c) Method of starting
d) Rated full load current
e) Starting power factor
f) Any restriction on Transient Voltage Dip? (Details of
the same)
g) Frequency of starting.
h) Base load at the time of starting induction motor.
i) Any other load apart from the motor loads? (Details
there of)
j) Sequence of starting of motors.
8.3NON-LINEAR LOADS
Advancement in the field of power electronics, brought
different types of loads such as Reftifiler loads, Thyristor
controlled drives, UPS, Batter Chargers etc.
So care has to be taken in the sizing of the generators to
ensure satisfactory performance.
8.3.1 CHARACTERISTICS OF NON-LINEAR LOADS
a) The load current is not proportional to the
instantaneous voltage. Often the load current is not
continuous.
b) These are essentially electronic loads such as
Computers, UPS equipments and variable speed
motor drives etc.
8.3.2 EFFECTS OF NON-LINEAR LOADS
a) Non-liner loads generate harmonics in their current
waveform which in turn leads to distortion of the AC
generator waveform. Resulting in excessive heating
of magnetic cores because of heavy hysterisis and
eddy current losses.
b) Odd order harmonics cause overload of neutral
conductors.
c) It created problem of hunting of the terminal voltage
which makes paralleling of generators difficult or
impossible.
d) It causes damage to the power factor improvement
cpacitor.
e) Correct measurement of electrical quantities like
voltage, current etc. is difficult.
f) Depending upon the degree of voltage waveform
distortion this can lead to instability of the excitation
system and impact on other loads being supplied by
the generator.
8.3.3 GENERAL GUIDELINES ON DERATION FOR
NON-LINEAR LOADS
LOADS DERATING FACTOR
a) Fluorescent No derating required
b) UPS & Telecom load Non linear load should
controlled by a not exceed 90% of
12 pluse Thyristor Alternator rating.
bridge plus a filter.
c) UPS & Telecom load Non linear load should
controlled by 6 Pluse not exceed 66% of
Thyristor bridge Alternator rating.
plus a filter.
d) UPS & Telecom load Non linear load should
controlled by 3 Pluse not exceed 66% of
Thyristor bridge Alternator rating.
plus a filter.
e) Variable speed 6 Non liner should not
pulse Thyristor bridge exceed 50 % Alternator
controlled drive. rating.
E-12
The above precentage figures are guidelines. There may
be a problem with electronic load, trying to cope with
distroted waveform if distortion levels are unacceptable
to the load.
Better sizing of machine is possible on furnishing following
information :
a) Number of pulses of Thyrister drive : 3,6, or 12.
b) Level of current distortion produced by the non-
linear load.
c) What is the maximum acceptable level of voltage
distortion the Non-linear load can accept?
d) Operating voltage and frequency.
e) If Non-linear load power requirement is stated in kW,
then some guidance regarding operating power
factor & system efficiency is required to establish the
Alternator load.
With the information, guidance should be sought from
the factory regarding Alternator sizing for compatible
equipment opration.
8.4SPECIAL LOADS
Apart From the linear and non-linear loads there are
certain types of loads which needs consideration during
AC Generator Selection. These are :
8.4.1 COMPUTER LOADS
Computer loads are very sensitive to the characteristics
such as voltage varition, frequency variation, harmonic
contents, voltage unbalance etc. of power supply. If
these characteristics does not match with the stipulated
figures, malfunctioning of computers may result. Because
of this reason selection of AC Generator for this application
requires careful study. It is advisable to have separate
DG set for computer loads.
Following information should be supplied for selecting
the suitable AC Generator for this application.
a) Total KVA of computer load and its operating power
factor.
b) Acceptable steady state and transient state voltage
and frequency variation.
c) Details of other types of loads existing.
8.4.2 WELDING LOADS
Welding loads draw heavy intermittent current from the
AC Generator. Most of the welding loads are designed
for single phase 415 V or 240 V. Welding loads stress the
AC Generator because of their low power factor. For
selecting suitable AC Generator for these loads following
information should be furnished.
a) kVA rating (Name plate details)
b) Rated power factor.
c) Whether single phase (240v) or two phase (415 v)
d) Primary rated and transient current.
e) Details of other voltage sensitive loads if any.
9. DOS andDONTS
DOS
1. Tighten the foot mounting bolts.
2. Ensure that the alternator is properly grounded.
3. Ensure the tightness of the terminal bolts.
4. Ensure the crimping of lead wires.
5. Check the fuse if provided.
6. The body and neutral earthing should be perfect.
7. All protection gears should be used as required.
8. The rating of generator should match the load.
9. Ensure that the brushes are fully bedded
centrally on the slipring.
10. Check the free movement of the generator shaft
by lifting the brushes.
11 . Check the spring pressure.
12. Check the voltage during commissioning.
13. Check the phase sequence during installation.
14. All covers and guards should be fitted before
starting the generator.
15. After servicing the generator, make sure the
connections are as per connection diagrams.
16. If the lifting of the alternator is necessary then lift
using eye bolts only as shown in the figure.
E-13
17. Maintain and operate the generator correctly.
18. Run the DG set daily for at least 5-10 minutes on
no load.
DONTS
1. Dont operate the machine with higher current
than the nameplate current
2. Dont operate the machine at less than 0.8 power
factor within deration
3. Dont start the machine with load.
4. Dont operate the generator without the covers.
5. Dont block the air inlet and outlet of the
machine.
6. Dont have excessive wiring lengths at the
application end.
7. Dont expose the generator to moist
condition.
8. Dont use low grade cables.
9. Dont operate the alternator if the IR value is
found to be less than 2 mega ohms.
10. Dont apply capacitive loads.
12. Dont run the machine with the field pole
fasteners loose.
Fig. E-3
10.0 VOLTAGE SETTING AND ROTATING SPEED :
The output voltage of the alternator should be
checked at rated speed 1500 R.P.M.
WARNING : FOR THE ALTERNATOR
GOOD WORKING IT IS ADVISABLE NOT
TO DEVIATE FROM THE NOMINAL
VOLTAGE MORE THAN 5%
10.2 ELECTRICAL FAILURE TROUBLESHOOTING
When an electrical failure occurs, check for trouble
as explained below :
1) In order to find out if the failure has happened
in the alternator itself or in the regulation
system one has to test the alternator at no
load (at nominal speed) exciting the exciter
stator directly, using an external dc source.
When applying the voltage to the exciter stator
one has to comply with polarities : apply the
negative polarity of the auxiliary source to the
negative terminal and positive terminal to the
positive terminal of the exciter fields.
Verify that :
A) When feeding the winding according to
the excitation data at no load (listed in
the table) the voltage supplied by the
alternator is almost the rated one
B) After the localization of fault, repair
properly.
11. MAINTENANCE
11.1 GENERAL
The machine should be completely isolated from all
electrically live wires before any electrical or rotating
part of it is touched. The frequency of maintenance
depends largely on the site conditions. Frequent
maintenanceofapproximateonceaweekshouldbe
practiced at first and the period extended as
experienceis gained.
E-14
11.2 CLEANING
The generator and excitation unit should be cleaned
internally by blowing out with a jet of dry air and by wiping
away any deposits of grease and carbon dust with a
clean dry cloth. All fasteners especially the connectors
should be inspected for tightness at less frequent intervals.
11.3 BRUSHES(For Brushtype only)
The brushes should be closely examined after every500
hours of operation to establish that they are bedded
properly and are not sticking in their holders and that the
correct brush pressure is being maintained. Brushes
should be replaced with genuine spares before they
wear downto10mminlength. New brushes must be
bedded by placing a piece of fine carborundumcloth
between the brushes and the slipring with the abrasive
side towards the brushes and high application of spring
pressure. The cloth should be drawn forward and
backward under tension so that it follows the curvature of
the slipring. This operation should be finished by several
strokes in the direction of rotation, lifting the brushes
during the return stroke. It is essential that all carbon and
abrasive particles be removed by a jet of dry air and by
wiping with a clean and dry cloth. During bedding the
adjacent winding should be masked to prevent entry of
carbon dust. The pressure on each brush should be
checked
and adjusted to 200-250gms per square cm.
Note: Emery paper or any other abrasive should never
be used to clean bedded brushes.
11.4 SLIPRINGS (For Brushtype only)
Satisfactory electrical operation of the generator depends
principally upon maintenance of good working condition
of the sliprings. During normal running the rings should
have a dark burnished appearance without grooving or
uneven wear. During periodic maintenance the sliprings
and the grooves between them should be cleaned. If any
signs of wear or blackening are observed the spring
pressure should be checked and readjusted if required.
If blackened badly, the rings should be polished by
running the machine and using a fine carborundum or
emery paper. This operation is to be carried out with the
brushes lifted.
If pronounced flats have developed the rings must be
skimmed, brushes bedded and the machine cleaned out
by blowing compressed air before it is put back in to
service. The brush holders should be positioned on the
spindle so as to let the brushes ride on the centre of the
width of the sliprings.
WARNING :
The field connections Fl & F2 should be
removed before working on the sliprings.
11.5 BEARINGS
The bearings used in the machine are from reputed
manufacturers and are of sealed type thus requiring no
greasing. The bearings are designed for approximately
40,000 hours of use and should be replaced after that.
However in case high bearing noise is observed or
leakage of grease noticed it is strongly recommended
that the bearing be checked and replaced immediately to
prevent failure during running as this could cause
irreversible damage to the generator.
E-15
FAULT CAUSE REPAIR
No voltage build - up 1) Insufficient residual voltage 1) Excite the rotor using a battery
2) Improper connection 2) Correct the connection
3) Low speed 3) Reset the speed to the nominal
4) Faulty Winding 4) Check the winding resistance
and rewind if required
5) Rotating rectifier failure 5) Replace the rotating rectifier
6) Faulty AVR 6) Replace the AVR
Low no - load voltage 1) Low speed 1) Reset the speed to the nominal
2) Faulty Rotating rectifier 2) Replace the rotating rectifier
3) Faulty Winding 3) Check the winding resistance and
rewind if required
Low voltage on load 1) Low speed at full load 1) Set the rated speed of the
prime mover
2) AVR faulty 2) Change AVR
3) Faulty rotor winding 3) Check the rotor winding
resistance and if faulty, rewind it
4) Over load on alternator 4) Operate on specified load
High voltage on load 1) Capacitors on the load side 1) Disconnect the PF
improvement capacitors
2) Faulty AVR setting or 2) Correct the setting / Replace AVR
AVR is faulty
Too high 1) Excessive speed 1) Adjust the revolving speed
no - load voltage 2) Correct the setting Correct the setting
Replace AVR Replace AVR
Voltage oscillations 1) Incorrect AVR setting 1) Set the AVR stability pot
2) Thyristor load more than 2) Reduce the Thyristor load
specified limits
3) Insufficient engine flywheel
Unbalance Voltage 1) Unbalance load 1) Correct the load
2) Loose connections 2) Tighten the loose connections
3) Stator winding faulty 3) Check winding resistance &
rewind if required
TROUBLE SHOOTING CHART BRUSHLESS ALTERNATORS
E-16
FAULT CAUSE REPAIR
Excessive overheating 1) Set misalignment 1) Align the set properly
of one or both bearings 2) Bearing loose in end shield 2) Replace the faulty End shield
(temp. of bearings over housing
80
0
C) (with or without
noise)
Excessive overheating 1) Air flow (inlet - outlet) partially 1) Check air inlet - outlets of the
of alternator frame clogged or hot air is being alternator
circulated either from alternator
or prime mover
2) Alternator operating at high 2) Set the voltage to rated value
Voltage at load
3) Alternator overloaded 3) Operate at specified load
4) Load PF less than 0.8 lag 4) correct the load power factor
Excessive vibrations Defective mounting or play in the Replace the coupling & check the
coupling alignment Reset the speed to the
nominal
Excessive vibration and 1) Three phase alternator is single 1) Check and correct the load
humming noise coming phase loaded in excess of
from the alternator acceptable limits
2) Start up with no-load : if humming 2) Rewind stator
persists - faulty alternator stator
winding
Smokes, spark or flames Short circuit in the external circuit Stop the set immediately
coming from the alternator (including wiring between alternator
and control board)
Object fallen into the machine
short circuit or flash in the stator
winding
Alternator damaged by Short circuit in external circuit Stop the gen-set immediately
a significant impact which Faulty parallel connection (out of phase)
is followed by humming Break or deterioration in the coupling
and vibration Break or twist in shaft extension
Shifting or short circuit of main field
winding
Bursting or unlocking of the fan
Diode burnt, rectifier bridge damaged
TROUBLE SHOOTING CHART BRUSHLESS ALTERNATORS
E-17
FAULT CAUSE REPAIR
No voltage from alternator Open circuit in excitation unit Check the continuity of excitation
transformer windings
Check rectifier Connections.
Wrong field connections Check the positive terminal of the
rectifier (red wire) connected to F1
and the negative terminal (black wire)
to F2.
Open circuit in field winding Check the continuity of the field
winding, if open connected the joint
that have been broken
Loss of residual magnetism Check the residuaal voltage at the
alternator terminals. This should be
about 10 volts and balanced between
all the three lines.
Fault rectifier After charging check voltage at the
terminals F1 & F2. If there is no D. C.
Voltage replace the rectifier (if in
doubt)
Faulty surge suppressor unit Check the connections. F1 to positive
terminal (red) and F2 to negative
terminal (black)
Defective excitation capacitor Check for short circuit or open circuit
of the capacitor, if faulty replace it.
Short circuit or open curcuit Armature rewinding is necessary
in armature winding
Brushes not bedding properly Check if the brushes are sticking in
boxes or if bedding is short proper. If
the brushes are found tight in the box,
just polish the faces of the brush with
emery cloth.Check if brush holder leavers
are in locked position and the spring
pressure is even.
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS
E-18
FAULT CAUSE REPAIR
Low or high voltage from Incorrect tappings (shunt) connected Select tappings to get correct voltage
alternator on no load if voltage and regulation are not
satisfactorily obtained.
Incorrect speed of prime mover Check the speed and adjust the
speed to 1560 rpm on no load and
1500 rpm on load
Unbalanced currents in excitation Reset the excitation unit as per the
transformer windings instructions given.
Faulty rectifier Check the rectifier unit, if current in
excitation unit windings are balanced
and if the input voltage to the rectifier
unit is unbalanced, replace the
rectifier.
Turns shorted in the field coil Check the faulty coil and replace it.
Voltage regulation is Incorrect speed of the prime mover Adjust the speed of the prime mover
unsatisfactory to correct value on no load and full
load. The speed should be 1560 rpm
on no load. On load the speed should
be uniform at 1500 rpm (Full load)
Load current are not balanced and Adjust and reduce the load.
within the rated current
Open or short circuit in capacitor Check the capacitor and replace if
necessary
Series winding of excitation unit are If voltage falls excessively low when
reserved load is applied, a possible reason is
that the series winding are reversed
Check the voltage at the terminals
and slipring unit, if there is a large
difference reconnect properly
Air gap of excitation unit transformer If the regulation is marginally outside
not correct the limits + 5% then adjustments
in air gap to be made.
Machine over loaded Check the load current with the rated
current mentioned on the nameplate.
Reduce load if necessary.
E-19
FAULT CAUSE REPAIR
Low power factor of the connected load Check power of the load.
Power factor equipment is necessary
if the power factor is lower than
rated p.f.
Over heating of alternator Over heating may be generally due to Reduce load so that allowable
excessive ambient temperature or altitude temperature are not exceeded
Re-circulation of hot air in the Avoid re-circulation by erecting
vicinity of the alternator external baffles
Blocking of inlet ventilation louvers Clean for free air intake
Misalignment Check the alignment and readjust it
Overloading of machine Check the load and current with
nameplate ratings
Over heating of bearing Low speed/frequency incorrect, Correct the speed, assemble
reassembly of worn out bearings correctly and replace the bearings
Misalignment/Loose coupling bolts Check and correct the misalignment
Tighten the coupling bolts
Over heating of armature Over loading Adjust load on the alternator
Internal short circuit Rewind the armature
Over heating of field coils Over heating of alternators Check the load current and reduce
the load of capacitors
Load power factor low Improve power factor with
connection of capacitor
Internal short circuit Replace field coils (shorted)
High vibrations Loose/Broken Coupling, Loose Tighten or replace the component
Foundation Bolts, Damaged Bearings
Misalignment Correct the alignment
E-20
E-21
PART LIST FOR SIGNLE BEARING KG BRUSHLESS AC GENERATOR
Reference Quantity Description
1 1 Stator Assembly
2 1 Rotor Assembly
3 1 Exciter Rotor
4 1 Exciter Stator
5 1 End Shield NDE
6 1 Terminal Box
7 1 NDE Bearing
9 1 End Shield DE
10 1 Slotted Surround
11 6 Disc
12 6 Shim
13 1 Pressure Plate
14 4 Lock Washer
15 1 Fan
16 1 Coupling Hub
17 2 Feet Rib
18 2 Circlip
19 3 Key
20 1 Terminal Box Top Cover
21 1 Terminal Box Front Cover
22 3 Gasket
23 3 Gland Plate
24 4 Set Insulation Washer
25 2 Terminal Bar
26 1 Automatic Voltage Regulator
27 4 Bush
28 6 Diode
29 1 set Rotating Rectifier Assembly
30 1 Locking Cup
31 4 Hex. Stud
32 6 Main Stator Output Leads
33 4 Hexagonal Head Bolt
34 2 Earthing Bolt
E-22
CONSTRUCTIONAL FEATURES OF THE KIRLOSKAR GREEN BRUSH TYPE ALTERNATORS
Fig. E-5
E-23
9.1 PARTS DESCRIPTION (Please refer Fig. C-5)
PART NO. DESCRIPTION QTY.
1 MAGNET FRAME (BODY 1
2 POLE BRICKS 4
3 FIELD COILS 1 SET
4 EYE BOLT 1
5 EARTHING SYMBOL PLATE 2
6 ROTOR 1
7 ROTOR COILS 1 SET
8 ROTOR END PLATES 2
9 SHAFT 1
10 FAN KEY 1
11 SLIPRING ASSEMBLY 1
12 BRUSH HOLDER WITH BRUSHES 4 SETS
13 FAN 1
14 EXTENSION KEY 1 NO.
15 CIRCLIP 1
16 DE BEARING CAP 1
17 DE BEARING 1
18 DE SHIELD 1
19 SLOTTED SURROUND 1
20 BRUSH HOLDER SPINDLE 4
21 NDE BEARING CAP 1
22 NDE BEARING CAP 1
23 NDE SHIELD 1
24 VENTILATION GIRDS 2
25 TERMINAL BOX WITH LID 1
26 EXCITATION (CX) UNIT 1
E-24
PART LIST
KIRLOSKAR GREEN BRUSHLESS ALTERNATOR
SR. NO. PART NO. PART DESCRIPTION KVA ( PHASE ) FRAME SIZE
1 02.804.11.0.00 AVR 15 kva to 125 kva ( 3 ph )
2 02.812.02.0.00 AVR ( Single Phase ) For single phase Alternators
3 02.804.12.0.00 Diode 15 kva to 30 kva ( 3 ph ) 160,180
4 02.804.13.0.00 Diode 15 kva to 30 kva ( 3 ph ) 160,180
5 02.804.14.0.00 RRA 15 kva to 30 kva ( 3 ph ) 160,180
6 02.804.15.0.00 Exciter Rotor 15 kva to 30 kva ( 3 ph ) 160,180
7 02.804.16.0.00 Exciter Stator 15 kva to 30 kva ( 3 ph ) 160,180
8 04.805.11.0.00 AVR 140 kva to 250 kva ( 3ph )
9 04.805.12.0.00 Diode 35 kva to 125 kva ( 3ph ) 200,225
10 04.805.13.0.00 Diode 35 kva to 125 kva ( 3ph ) 200,225
11 04.805.14.0.00 RRA 35 kva to 125 kva ( 3ph ) 200,225
12 04.805.15.0.00 Exciter Rotor 35 kva to 125 kva ( 3ph ) 200,225
13 04.805.16.0.00 Exciter Stater 35 kva to 125 kva ( 3ph ) 200,225
14 04.805.17.0.00 Exciter Rotor locking plate 35 kva to 125 kva ( 3ph ) 200,225
15 02.804.18.0.00 Fan 15 kva to 30 kva ( 3 ph ) 160,180
16 04.805.18.0.00 Fan 35 kva to 55 kva ( 3 ph ) 200
17 06.825.02.0.00 Fan 63 kva to 125 kva ( 3 ph ) 225
18 02.804.21.0.00 Terminal Block 15 kva to 30 kva ( 3 ph ) 160,180
19 04.805.21.0.00 Terminal Block 35 kva to 55 kva ( 3 ph ) 200
20 04.805.21.0.00 Terminal Block 63 kva to 125 kva ( 3 ph ) 225
21 02.804.28.0.00 DE Adaptor SAE 2 15 kva ( 3 ph ) 160
22 2H.802.03.0.00 DE Adaptor SAE 3 20 kva to 30 kva (3 ph ) 180
23 04.805.25.0.00 DE Adaptor SAE 3 35 kva to 55 kva ( 3 ph ) 200
24 06.825.05.0.00 DE Adaptor SAE 3 63 kva to 125 kva ( 3 ph ) 225
25 02.804.24.0.00 HUB 15 kva to 30 kva ( 3 ph ) 160,180
26 04.805.27.0.00 HUB 35 kva to 55 kva ( 3 ph ) 200
27 06.825.06.0.00 HUB 63 kva to 125 kva ( 3 ph ) 225
28 02.804.31.0.00 NDE shield 15 kva ( 3 ph ) 160
29 2H.802.06.0.00 NDE shield 20 kva to 30 kva (3 ph ) 180
30 04.805.32.0.00 NDE shield 35 kva to 55 kva ( 3 ph ) 200
31 06.825.12.0.00 NDE shield 63 kva to 125 kva ( 3 ph ) 225
32 04.804.22.0.00 Bearing 15 kva to 30 kva ( 3 ph ) 160,180
33 04.805.22.0.00 Bearing 35 kva to 125 kva ( 3ph ) 200,225
34 F6.819.12.0.00 AVR R-438 250 to 275 KVA 43
35 KV2.801.11.0.00 AVR R-448 320 to 600 KVA 52 AND 62
E-25
36 F6.819.02.0.00 Varistor 250 to 275 KVA 43
37 KL6.802.02.0.00 Varistor 320 to 600 KVA 52 AND 62
38 F6.819.09.0.00 Rectifier Assembly 250 to 275 KVA 43
39 KL6.802.09.0.00 Rectifier Assembly 320-500 KVA 52
40 KV2.801.08.0.00 Rectifier Assembly 600 KVA 62
41 F6.819.11.0.00 NDE Bearing 250 to 275 KVA 43
42 KL6.802.11.0.00 NDE Bearing 320 to 500 KVA 52
43 KV2.801.09.0.00 NDE Bearing 600 KVA 62
44 F6.819.06.0.00 Cooling Fan 250 to 275KVA 43
45 KL6.802.06.0.00 Cooling Fan 320 t0 500KVA 52
46 KV2.801.05.0.00 Cooling Fan 600KVA 62
47 F6.819.05.0.00 N.D.E. Bracket 250 to 275KVA 43
48 KL6.802.05.0.00 N.D.E. Bracket 320 t0 500KVA 52
49 KV2.801.04.0.00 N.D.E. Bracket 600KVA 62
50 F6.819.07.0.00 D E Cowling / D.E. Vent. Cover 250 to 275KVA 43
51 KL6.802.07.0.00 D E Cowling / D.E. Vent. Cover 320 t0 500KVA 52
52 KV2.801.06.0.00 D E Cowling / D.E. Vent. Cover 600KVA 62
53 F6.819.08.0.00 Terminal Box Cover(TOP) 250 to 275KVA 43
54 KL6.802.08.0.00 Terminal Box Cover(TOP) 320 t0 500KVA 52
55 KV2.801.07.0.00 Terminal Box Cover(TOP) 600KVA 62
56 F6.819.04.0.00 Exciter Stator 250 to 275KVA 43
57 KL6.802.04.0.00 Exciter Stator 320 t0 500KVA 52
58 KV2.801.03.0.00 Exciter Stator 600KVA 62
59 F6.819.03.0.00 Exciter Rotor 250 to 275KVA 43
60 KL6.802.03.0.00 Exciter Rotor 320 t0 500KVA 52
61 KV2.801.02.0.00 Exciter Rotor 600KVA 62
E-26
1 04.801.21.0.00 Excitation wound bobbin 30 kva ( 3 phase ) 200
2 04.801.22.0.00 Excitation wound bobbin 50 kva( 3 ph) 200
3 04.801.23.0.00 Excitation wound bobbin 35 kva( 3 ph ) 200
4 04.801.24.0.00 Excitation wound bobbin 40 kva ( 3 ph) 200
5 04.801.25.0.00 Excitation wound bobbin 45 ( 3 ph ) 200
6 06.805.21.0.00 Carbon brush 63 kva to 82.5 kva (3 ph),40kva(1 ph) 225 , 200
7 06.805.22.0.00 Brush holder 82.5 kva (3 ph ),40 kva ( 1ph ) 225 , 200
8 06.805.23.0.00 Brush holder spindle 82.5 kva (3 ph ),40 kva ( 1 ph ) 225 , 200
9 06.805.24.0.00 Slipring assembly 63/75/82.5 kva (3 ph) 225
10 06.805.25.0.00 Fan 30 to 55 kva(3ph),20/25/30/40 kva(1ph) 200
11 06.805.26.0.00 DE shield 30 to 55 kva(3ph),20/25/30 kva(1ph) 200
12 06.805.27.0.00 NDE shield 63 to 82.5kva (3 ph ) , 40 kva (1ph) 225 , 200
13 06.805.28.0.00 Excitation wound bobbin ( old) 63 kva( 3 ph ) 225
14 06.805.30.0.00 NDE shield 30 to 55kva( 3ph),20/25/30kva(1 ph) 200
15 06.805.31.0.00 Excitation wound bobbin (new) 63 kva( 3 ph ) 225
16 06.805.32.0.00 Slipring assembly 63/75/82.5 kva ( 3 ph) 225
17 38.236.21.0.00 Excitation wound bobbin 20 kva (3 ph ) 180
18 38.236.22.0.00 Excitation wound bobbin 15 kva ( 3 ph ) 180
20 38.238.21.0.00 Carbon brush 15 to 55 kva ( 3 ph and 1 ph ) 180, 200
21 38.238.22.0.00 Brush holder 15 to 55 kva ( 3 ph and 1 ph ) 180, 200
22 38.238.23.0.00 Surge supressor All rating ( 3 ph and 1 ph ) All frame.
23 38.238.24.0.00 Bridge rectifier All rating ( 3 ph and 1 ph ) All frame.
24 38.238.25.0.00 Capacitor All rating ( 3 ph ) All frame.
25 38.238.26.0.00 Brush holder spindle 15 to 55 kva ( 3 ph and 1 ph ) 180, 200
26 38.238.27.0.00 Rapid terminal block 15 kva to 82.5 kva ( 3 ph and 1 ph ) All frame.
27 38.238.28.0.00 Terminal bar 15 kva to 82.5 kva ( 3 ph and 1 ph ) All frame.
28 38.238.29.0.00 Carbon brush 15 kva ( 3 ph ) 160
29 38.238.31.0.00 Slipring assembly 15 kva to 55 kva ( 3 ph ) 180, 200
30 38.238.32.0.00 Fan 15 kva to 25 kva(3ph),15kva(1ph) 180
31 38.238.33.0.00 DE shield 15 kva to25kva(3ph),15 kva (1ph ) 180
32 38.238.34.0.00 NDE shield 15 kva to 25 kva (3 ph),15 kva(1ph) 180
33 38.238.35.0.00 E- core All rating ( 3 ph and 1 ph ) All frame.
34 38.238.36.0.00 Brush holder 15 kva ( 3 ph ) 160M
35 38.238.37.0.00 Brush holder spindle 15 kva ( 3 ph ) 160M
36 38.238.38.0.00 Rapid terminal block 15 kva ( 3 ph ) 160M
KIRLOSKAR GREEN BRUSHTYPE ALTERNATORS
E-27
37 38.238.39.0.00 Terminal bar 15 kva ( 3 ph ) 160M
38 38.238.41.0.00 Slipring assembly 15 kva ( 3 ph ) 160M
39 38.238.42.0.00 Fan 15 kva ( 3 ph ) 160M
40 38.238.43.0.00 DE shield 15 kva ( 3 ph ) 160M
41 38.238.44.0.00 NDE shield 15 kva ( 3 ph ) 160M
42 38.238.46.0.00 Excitation wound bobbin 15 kva ( 3 ph ) 160M
43 38.244.01.0.00 Capacitor 15 kva to 25 kva ( 1 ph ) 180, 200
44 38.244.02.0.00 Capacitor 30 kva to 40 kva ( 1 ph) 200
45 38.244.03.0.00 Slipring assembly 15 kva to 25 kva ( 1 ph ) 180, 200
47 3H.801.21.0.00 Excitation wound bobbin 25 kva ( 1 ph ) 200
50 3H.808.25.0.00 Slipring assembly 30 kva (1 ph ) 200
51 4H.814.21.0.00 Fan 63 kva to 82.5 kva (3 ph ) 225
52 4H.814.22.0.00 DE shield 63 kva (3 ph ) , 40 kva ( 1 ph) 225 , 200
53 4H.814.23.0.00 Excitation wound bobbin ( old ) 75 kva ( 3 ph ) 225
54 4H.814.24.0.00 DE shield (new ) 75 kva ( 3 ph ) 225
55 4H.814.25.0.00 Excitation wound bobbin (new) 75 kva ( 3 ph ) 225
56 4H.815.22.0.00 DE shield ( old ) 82.5 kva ( 3 ph ) 225
57 4H.815.23.0.00 Excitation wound bobbin ( old ) 82.5 kva ( 3 ph ) 225
58 4H.815.24.0.00 DE shield ( new ) 82.5 kva ( 3 ph ) 225
59 4H.815.25.0.00 NDE shield 82.5 kva ( 3 ph ) 225
60 4H.815.26.0.00 Excitation wound bobbin (new) 82.5 kva ( 3 ph ) 225
62 02.808.02.0.00 Slipring 15 kva ( 1 ph ) 160
63 02.808.03.0.00 Brush holder with carbon brush 15 kva ( 1 ph ) 160
64 02.808.04.0.00 Bridge Rectifier 15 kva ( 1 ph ) 160
65 02.808.05.0.00 MOV 15 kva ( 1 ph ) 160
66 02.808.06.0.00 Capacitor 15 kva ( 1 ph ) 160
67 02.808.07.0.00 Sealed Ball Bearing 15 kva ( 1 ph ) 160
E-28
NOTES
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While asking for assistance to our Authorised Service Dealer,

The control panel can be made to allow wall mounting.

Coolant level in radiator

1) Max. Permissible guide intervals

Coolant level in radiator

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