D Smart 390cu 32p

Issue 001 Page 1 of 72 CO59
CONTENTS
CONTENT S..............................................................................................................................................................................2
CONTENT S..............................................................................................................................................................................2
TABLE OF FIGURES.................................................................................................................................................................4
TABLE OF T ABLES..................................................................................................................................................................4
WARNING................................................................................................................................................................................5
SECTION A. GEN ERAL TECHNICAL INFORMATION ..................................................................................6

INT RODUCTION ......................................................................................................................................................................6
Spares.................................................................................................................................................................................6
Service................................................................................................................................................................................7
Technical Information.....................................................................................................................................................7
POST DELIVERY ACT ION........................................................................................................................................................7
GENERATING SET TECHNICAL DATA ...................................................................................................................................8
ENGINE TECHNICAL INFORMATION .....................................................................................................................................9
ALTERNATOR TECHNICAL INFORMATION.........................................................................................................................10
DERATING DATA ..................................................................................................................................................................11
SECTION B . INSTALLATION...................................................................................................................................13
INT RODUCTION....................................................................................................................................................................13
GENERAL...............................................................................................................................................................................13
GENERAT OR SET MOUNTING.............................................................................................................................................14
FUEL SYST EM........................................................................................................................................................................15
1. Fuel Tank ................................................................................................................................................................15
2. Fuel Lines ...............................................................................................................................................................15
3. Fuel Tank and Line Installation .........................................................................................................................16
COOLING SYST EM ................................................................................................................................................................17
Heat Exchanger Cooling ..............................................................................................................................................17
Ballast Tank Cooling.....................................................................................................................................................17
Calorifiers and Water Distillation Devices...............................................................................................................17
Piping Up ........................................................................................................................................................................18
Seacock ............................................................................................................................................................................19
Electrolytic Corrosion...................................................................................................................................................19
EXHAUST SYST EM................................................................................................................................................................21
Wet Exhaust ....................................................................................................................................................................21
Dry Exhaust ....................................................................................................................................................................23
General Consideration..................................................................................................................................................24
Exhaust Surface Temperature......................................................................................................................................24
Back Pressure .................................................................................................................................................................24
Measuring Exhaust Back Pressure .............................................................................................................................25
Exhaust Discharge.........................................................................................................................................................25
AIR INT AKE SYST EMS..........................................................................................................................................................26
Engine Compartment Ventilation................................................................................................................................26
Air Filter..........................................................................................................................................................................27
Noise.................................................................................................................................................................................27
SECTION C. OPERATION..........................................................................................................................................29
SAFETY PRECAUTIONS ........................................................................................................................................................29
CONT ROL PANEL OVERVIEW ..............................................................................................................................................30
Local Control Panel – d-SMART Full Class Auxillary ...........................................................................................30
A LL T HE PUSHBUTT ONS AND LED’S WORK IN THE SAME WAY AS T HE MASTER/LOCAL CONT ROLLER. ..................31
ST ART , STOP BUTTONS AND SETPOINT CHANGES ARE NOT ACTIVE WHEN MASTER/LOCAL CONTROLLER IS IN
LOCAL M ODE.......................................................................................................................................................................31
SECTION D. GEN ERATOR PROTECTION DES CRIPTION .........................................................................32
ST ARTING/ ST OPPING............................................................................................................................................................34
Pre-Operating Checks...................................................................................................................................................34
Operating Sequence Local ...........................................................................................................................................34

Operating Sequence Remote ........................................................................................................................................34
Alarm Accept Function .................................................................................................................................................34
Shutdown Response .......................................................................................................................................................35
Analogue Output Module .............................................................................................................................................35
Functions of the Module ...............................................................................................................................................35
Wiring and Jumper Setting...........................................................................................................................................35
OPERATOR INTERFACE...............................................................................................................................................40
Display Menus...............................................................................................................................................................41
How to Change the Display Backlight Intensity.......................................................................................................42
Controller Screens.........................................................................................................................................................43
Alarm Indication ............................................................................................................................................................44
History Records..............................................................................................................................................................45
Functions of Controller Pushbutton Keys .................................................................................................................47
PARALLEL OPERATION ........................................................................................................................................................46
Speed Governing ............................................................................................................................................................46
Speed Setting...................................................................................................................................................................46
Voltage Setting ...............................................................................................................................................................46
SECTION E. ENGIN E MAINTENANCE ................................................................................................................47
SECTION F. ALTERNATOR S ERVICING ...........................................................................................................48
CONST RUCTION....................................................................................................................................................................48
INSTALLATION .....................................................................................................................................................................48
VENT ILATION .......................................................................................................................................................................48
PRE RUNNING CHECKS.........................................................................................................................................................49
AVR ADJUSTMENT S..............................................................................................................................................................50
VOLT AGE ADJUSTMENT (A VOLTMETER IS NEEDED) ......................................................................................................52
All AVR’s .........................................................................................................................................................................52
PARRALEL OPERATION AND DROOP CIRCUIT SETTING....................................................................................................52
Operating Theory...........................................................................................................................................................52
Connections ....................................................................................................................................................................53
Meters and Auxiliary Equipment.................................................................................................................................53
Setting the Droop Circuit .............................................................................................................................................53
Under Frequency Foll Off(UFRO) and Engine Relief Settings .............................................................................55
Dip Adjustment (SX421, MX341 and MX321) ..........................................................................................................56
Dwell Adjustment (MX321)..........................................................................................................................................57
Over Voltage Adjustment (MX321 only)....................................................................................................................57
Other AVR Ad justment ..................................................................................................................................................57
Current Sensing Kit (Cannot Be Used With Droop CT) .........................................................................................58
EART HING (GROUNDING)....................................................................................................................................................58
OUTPUT TERMINALS............................................................................................................................................................58
PERFORMANCE .....................................................................................................................................................................58
OPERATION THEORY – SELF EXCITED GENERATOR (SX341, SX440, SX460 A VR’S) ..............................................59
OPERATING THEORY – SERIES 3 PMG EXCITED (MX321, M X341 A VR’S). ...............................................................59
Marine Generators ........................................................................................................................................................60
SERVICE AND MAINTENANCE ROUTINE ............................................................................................................................61
FAULT FINDING ....................................................................................................................................................................61
The Electronic Control Systems, Wiring and Permanent Magnet Generator .....................................................63
AVR Sensing....................................................................................................................................................................63
Dismantling the Generator ..........................................................................................................................................64
RECOMMENDED SPARES......................................................................................................................................................68
PART S LIST S..........................................................................................................................................................................69
Typical Single Bearing Machine .................................................................................................................................69
Typical Two Bearing Machine ....................................................................................................................................70
Typical Two Bearing (Series 5) Machine ..................................................................................................................71
Rotating Diode Assembly .............................................................................................................................................72
TABLE OF FIGURES
FIGURE 1: DAT A PLATE ...........................................................................................................................................................6
FIGURE 2: ENGINES FED FROM SINGLE FUEL TANK .........................................................................................................16
FIGURE 3: ENGINE FED FROM M ULTI-FUEL TANKS..........................................................................................................17
FIGURE 4: SEACOCK ...............................................................................................................................................................19
FIGURE 5: W AT ERLIFT SILENCER SYSTEM .........................................................................................................................21
FIGURE 6: SYPHON BREAK SYST EM.....................................................................................................................................22
FIGURE 7: DRY EXHAUST SILENCER....................................................................................................................................23
FIGURE 8: BACK PRESSURE A PPARAT US ............................................................................................................................25
FIGURE 9: A VR SX460..........................................................................................................................................................50
FIGURE 10: AVR SX440 .......................................................................................................................................................50
FIGURE 11: AVR SX421 .......................................................................................................................................................50
FIGURE 12: AVR MX341 ......................................................................................................................................................50
FIGURE 13: AVR MX321 ......................................................................................................................................................51
FIGURE 14: DROOP SETTING.................................................................................................................................................53
FIGURE 15: UFRO A DJUSTMENT .........................................................................................................................................55
FIGURE 16: DIP A DJUSTMENT ..............................................................................................................................................56
FIGURE 17: DWEEL ADJUSTMENT ........................................................................................................................................57
FIGURE 18: BLOCK DIAGRAM OF SELF EXCITED GENERATOR.........................................................................................59
FIGURE 19: BLOCK DIAGRAM OF SERIES 3 EXCITATION GENERATOR...........................................................................59
FIGURE 20: TYPICAL SINGLE BEARING M ACHINE EXPLODED VIEW..............................................................................69
FIGURE 21: TYPICAL TWO BEARING MACHINE EXPLODED VIEW ..................................................................................70
FIGURE 22: TYPICAL TWO BEARING (SERIES 5) M ACHINE EXPLODED VIEW ...............................................................71
FIGURE 23: ROT ATING RECT IFIER A SSEMBLY ...................................................................................................................72
TABLE OF TABLES
TABLE 1 : DE-RAT ING ............................................................................................................................................................12
TABLE 2 : LOCAL CONT ROL PANEL OVERVIEW.................................................................................................................30
TABLE 3 : REMOTE CONT ROL PANEL OVERVIEW..............................................................................................................31
TABLE 4 : SHUTDOWN FUNCTION ........................................................................................................................................32
TABLE 5 : ALARM FUNCTION................................................................................................................................................32
TABLE 6 : INDICATIONS.........................................................................................................................................................33
TABLE 6A: ANALOGUE OUTPUTS .................................................................................................................................33
TABLE 7: SUMMARY OF AVR CONT ROLS...........................................................................................................................51
TABLE 8: W INDING RESIST ANCE CHART ............................................................................................................................63
TABLE 9: PART S LIST FOR SINGLE BEARING M ACHINE...................................................................................................69
TABLE 10: PART S LIST TWO BEARING M ACHINE..............................................................................................................70
TABLE 11: PART S LIST TWO BEARING (SERIES 5) M ACHINE ..........................................................................................71
TABLE 12: PART S LIST FOR ROT ATING RECT IFIER A SSEMBLY.......................................................................................72
WARNING
Within the text danger is indicated by the follo wing Methods:
WARNING!
THIS INDICATES THAT THERE IS POSSIBLE DANGER TO A PERSON.
Caution:
This indicates that there is possible danger to the engine.
Note:
Is used where the information is important, but there is not a danger.
To i mprove reliability and extend engine life, the following comments will assist when installing and
operating the generating set.
A) Do not run the generating set for extended periods on loads less than 30% of its continuous rating. If
light load running is unavoi dable, run the diesel generating set at its continuous rating for one hour in every
twelve hour period, this will reduce the risk of cylinder bore glazing, excessive exhaust smoke and increased
oil consumption.
B) Ensure that the exhaust system does not cause excessive back pressure when the generating set is
running at its continuous rating.
C) If the generating set is located below the water line a syphon break val ve must be fitted.
D) The design of the water cooled exhaust system should ensure that there is no risk of water entering
the engine exhaust manifold. This problem commonly occurs when the exhaust pipe work does not include a
'swan neck' or the remaining water in the exhaust runs back and floods the waterlift silencer.
E) Adequate ventilation is provi ded in the generating set compartment to prevent heat build up.
F) If welding equipment is used within one metre of the generating set disconnect the automatic voltage
regulator and the negati ve battery lead.
G) If the diesel Generator is used intermittently i.e. one hour in every 12 hours the machine should be
run on at least 75% of its full load rating for two hours every three weeks.
H) Having used the diesel generating set, the machine should run off load approximately 5 minutes
prior to shutdown.
Note:
Where the electrical distribution system does not provide overload protection for the generator,
G & M Power Plant LTD cannot accept responsibility for the subsequent- problems that will be
evident if an overload is experienced. G & M Power Plant LTD offer a suitable overload
protection unit, details of which should be obtained from our Sales Department.
Where A.C. instrumentation has not been supplied with the generating s et, G & M Power Plant LTD
recommend that this be fitted, during installation, by a reputable sub-contractor.
WARNING
OUTPUT VOLTAGES TO BE CHECKED PRIOR TO CONNECTION TO CONSUMERS.
SECTION A. GENERAL TECHNICAL INFORMATION

INTRODUCTION
The technical content of this Manual is based on the standard model of the series and is correct the time of
going to press, but with a policy of continuous development and improvement, we reserve the right to make
alterations without notice. The Manual will be up-dated when, as a result of modifications being introduced,
the technical content requires changing.
The following details are found on the plant data plate. This information, particularly for the contract/A No.
Model No. and Serial No. will ensure that any request for assistance can be speedily dealt with.
FIGUR E 1: DATA PLATE
Spares
Although G & M Power Plant LTD endeavour to use standard components from recognised equipment
manufacturers wherever possible some parts must be specifically designed for our application. It is
recommended that, to ensure the receipt of the correct spare parts, these should be ordered from G & M
Power Plant LTD quoting model, serial number and contract number. This information will be located on
the data plate.
Service
G & M Power Plant LTD and its service agents offer the facility of a team of experienced service engineers
for maintenance and overhaul of our generating sets. To make use of this service, please apply to the service
manager with plant details as described above.
Technical Information
When re-ordering technical literature, please quote the Handbook number and the number of any
supplementary information. For technical information not contained in the Handbook supplied please quote
the plant information as listed under 'Spares' above.
POST DELIVERY ACTION
The plant should be thoroughly checked for transit damage immediately when it is received and if found to
be damaged, the Carrier must be informed.
Before despatch from G & M Power Plant LTD all plants are subjected to a programme of electrical and
mechanical testing and inspection, all adjustments have been set to give the correct rated output and no
alteration to any of the settings is necessary to put the plant into service.
The engine lubricating oil and coolant have been drained, the fuel system and combustion chambers inhibited
and a warning label to this effect attached to the plant.
No de-inhi biting process is necessary before the engine is started, but it is essential that in order to preserve
the protecti ve seal formed by the inhi biter, that the engine is not turned until it is ready to be commissioned.
Standard inhi biting will protect the generating set for up to six months. For longer periods consult G & M
Power Plant.
GENERATING SET TECHNICAL DATA

Model Designation : d-SMART 390CU
Voltages : 415V
Number of Phases :3
Frequency : 50
Engine Speed : 1500
See data pl ate for exact plant number.
Model Designation KTA 19 D (M)

ENGINE TECHNICAL INFORMATION

PLEAS E REFER TO THE ENGINE MANUFACTURERES HANDBOOKS
ALTERNATOR TECHNICAL INFORMATION

Model Designation HCM 534
Description Brushless, Self regulating, self exciting, One bearing
Protection IP23
Insulation Class H
Temperature Rise Class F
A.V.R. Solid state mounted in alternator top box
Voltage 415 V 3phase
Radio Suppression BS 1597:1985
DERATING DATA
The performance of diesel engines, and hence that of diesel engine driven generating sets, is dependent on the
environment in which the engines are used. Standard performances figures e.g. BS -5514 (ISO3046/1) are
given for normal temperatures and pressures. When an engine is run at reduced atmospheric pressure
(below 750mm or 29.5” Hg) i.e. at an altitude greater than 1525 metres (5000 feet), at elevated temperatures
(above 40 C or 85 F) or at certain atmos pheric humi dity, its maximum performance must be derated in the
manner described below. The temperature of the water used for cooling the charge air cooler of turbo
charged engines and the heat exchanger of marine engines also affects engine performance and appropriate
derating must be applied when necessary.
Due to variations in engine design it is sometimes permissible to deviate from the derating data gi ven which
can only be regarded as a guide. Under marginal conditions or other cases of doubt G & M Power Plant
should be consulted.
INLET AIR TEMPERATURE
For every 5.5 C (10 F) above 40 C (104 F) derate by 1% .
Inlet air at the actual intake is, in many installations, heated significantly above the ambient atmospheric
temperature and increases the derating for temperature. e.g. when engine is housed in an engine room.
Note:
The above figures only apply up to a maximum temperature of 50 C. Should the air
temperature immediately surrounding the generating set be above this figure consult G & M
Power Plant Ltd for specific derating details.
COOLING WATER TEMPERATURE
Turbo charged engines fitted with charge air coolers. For every 5.5 C (10 F) by which the water
temperature exceeds 24 C (85 F) derate by 3% .
In the case of turbo-charged marine engines fitted with charge air coolers derating for cooling water
temperature to the charge air cooler only should be applied.
HUMIDITY
Derating factors for humi dity depend on both relati ve humi dity and atmospheric temperature. Values are
given in the Table 1: De-rating.
PERCENTAGE DERATING FOR ATMOSPHERIC HUMIDITY AT VARIOUS TEMPERATURES

Atmospheric Relative Humidity (% )

Temperature
C F 10 20 30 40 50 60 70 80 90 100
30 86 - - - - 0.1 0.6 1.2 1.7 2.2 2.7
32 90 - - - - 0.4 1.0 1.6 2.1 2.7 3.3
34 93 - - - 0.1 0.8 1.4 2.1 2.7 3.3 4.0
36 97 - - - 0.4 1.2 1.9 2.6 3.3 4.0 4.7
38 100 - - - 0.8 1.6 2.4 3.1 3.9 4.7 5.5
40 104 - - 0.2 1.1 2.0 2.9 3.8 4.7 5.5 6.4
42 108 - - 0.5 1.5 2.5 3.5 4.5 5.4 6.4 7.4
44 111 - - 0.9 2.0 3.0 4.1 5.2 6.3 7.4 8.5
46 116 - - 1.2 2.4 3.6 4.8 6.0 7.3 8.5 9.7
48 118 - 0.3 1.6 2.9 4.3 5.6 7.0 8.3 9.6 11.0
50 122 - 0.6 2.0 3.5 5.0 6.4 7.9 9.4 10.9 12.4
52 126 - 0.9 2.5 4.1 5.8 7.5 9.0 10.6 12.3 13.9
TABLE 1 : DE-RATING
Care should be taken to use the percentage relative humidity corresponding to the maximum atmos pheric
temperature under consideration. It is extremely rare for high relative humidity to be combined with
sufficiently high temperature to justify more than 6% derating and this figure may normally be take as a
maximum.
Derating for humi dity must not be wrongly enhanced by applying a figure for atmospheric percentage
humi dity at the locally elevated air temperature.
LLOYDS RATING
Performance data for marine generating sets may be quoted at Lloyds Restricted or Unrestricted ratings.
These ratings refer to ambient air temperatures of 40 C (104 F) and 45 C (113 F) respectively, and cooling
water temperature of 25 C (77 F) and 30 C (86 F) respectively.
SECTION B. INSTALLATION
INTRODUCTION
It is of the utmost importance that the generating set is installed correctly if it is to give long and reliable
service.
It is not possible to provi de a set of detailed instructions which can be uni versally applied to the basic
installations, but in this section we endeavour to advise the customer as to the basic requirements. Specific
di mensions and values appertaining to the text can be found in the section A.
To ensure satisfactory operation and minimise exhaust emissions the diesel generator should not be operated
continuously on low load ie. below 30% of the continuous rating.
If run on low load for periods in excess of 2 hours the generator must be run on at least 70% load for 4 hours
in every 50 hour period. This will also prolong the life of the equi pment.
GENERAL
Several very i mportant factors must be considered when deciding where to site the generating set:–
Provision should be made for accessibility to those items which require periodic maintenance, i.e. di pstick,
fuel and oil filters. Major overhauls may require the set to be removed from the vessel therefore clear access
should be available.
The connecting of systems should be studied carefully to ensure that fuel lines are well clear of hot exhausts
and that exhaust systems are well insulated and kept clear of any flammable material.
The routing of the exhaust systems must ensure that all gases are dispersed and that they do not affect the
function of the air cleaner, the cooling system efficiency or the generating set ambient environment.
Batteries should be housed in a secure battery box and be well ventilated.
Care should be taken when choosing materials and components to minimise the risk of corrosion, chafing and
leakage.
Safety is of paramount importance and guards should be fitted to any parts which coul d endanger personnel.
Spillage‟s of fuel and oil should be cleaned up i mmediately. The placing of warning notices and suitable fire
extinguishers is recommended.
GENERATOR SET MOUNTING

G & M Generators are supplied with one of three types of mounting frame: -
Drip tray base

Single base frame
Double base frame
In all cases anti-vi bration mounts should be fitted to minimise the transmission of vi bration and noise.
When installing the generating set ensure that the bearers or engine beds are of sufficient strength to
withstand not only the weight but acceleration forces which may be encountered in rough seas. Rigidity in all
directions is essential and wooden bearers should be treated to prevent rotting.
The generating set must be secured to the ships structure via anti-vi bration mount fixings. When an acoustic
house is supplied, the generating set anti-vibration mounts are to be bolted through the enclosure base into
the ships structure.
Maxi mum angles both for and aft and athwartships are given in section A. However, it must be remembered
that the fore and aft figure should be reduced by approximately 3 deg. to accommodate the rise occurring
with the boat underway.
If the generating set is run at angles in excess of those quoted engine failure may result from lubricating oil
starvation at the sump pick up point as well as oil leakage or oil carriage at the breather.
Note:
Angles of installation are given assuming a for and aft installation, for athwartships installation
details (particularly on sailing yachts) consult G & M Power Plant Ltd.
FUEL SYSTEM
1. Fuel Tank
It is not necessary to mount the tank above the engine. It shoul d be located in a well ventilated position
outside the engine compartment so that the total suction head at the engine inlet does not exceed the figure
given in Generating Set technical data.
The tank should include the following features:–
Fuel tank material should be resistance to corrosion, e.g. stainless steel, lead-coated steel, glass reinforced
polyester (of type resistant to fuel). Gal vanised or non-ferrous metal tanks should not be used for storing
diesel fuel.
Tank should have sufficient mechanical strength to withstand shock loading with supports and securing
bands separated from the tank by anti-chafe strips.
Sump for sludge and water with accessible drain - alternati vely, means for cleaning out tank.
Internal baffles to restrict fuel movement and prevent air being drawn into suction pi pe when nearly empty.
Filler incorporating a coarse mesh filter with sealed cap located well away from ventilation duct inlets.
Ventilation pi pe of fire resistant material to vent from top of tank.
Fuel stop cocks should be fitted adjacent to the tank in an accessible position. Note that Classification
Societies require that the val ves or cocks are secured to the tank and shoul d be capable of being closed locally
and from remote controlled positions which are al ways accessible in the event of fire within the engine
compartment.
French laws require fuel tanks for permanently installed engines to be sited at a distance from any heat
source and effecti vely isolated from accommodation areas. Metal tanks must be earthed.
2. Fuel Lines
All unhoused G & M Generating Sets are supplied with a flexible fuel lines approxi mately 0.45 metres long,
generators supplied in acoustic houses have fuel line connections on the base of the acoustic house. The size
and type of connection are given in section A.
Interconnecting pipes between these and the fuel tank may be of annealed seamless copper, seamless copper
nickel or austenitic stainless steel. ‟Bundy‟ steel tubing may be use for boats on in-land waterways.
WARNING
PLASTIC FUEL LINES MUST NOT BE USED BECAUSE OF THE POTENTIAL FIRE
HAZARD.
Fuel or air leakage is often caused by poor connections utilising sealing compounds, hose clamps, fi bre
washers or un-machined surfaces. Compression fittings or soldered ni pples should be used.
Pipes should be routed in such a way as to avoi d damage and connections, whilst being accessible, should be
well clear of any engine ‟hot spots‟.
3. Fuel Tank and Line Installation

A separate fuel tank for each engine is recommended to avoid airlocking problems when the fuel level is low
during rough sea conditions. A connecting pi pe may be used to enable both tanks to be filled from one
position. However an isolating val ve shoul d be used to separate the tanks then running so that if one engine
stops due to a blockage, fuel shortage or water in the fuel etc., the other engine wi11 not be affected
simultaneously.
Where a single tank is used for two engines, or multiple tanks are fitted, pi ping to and from the engine should
be arranged as shown in Figures 2 and 3. Pipe sizes should be suitable for both engines when these are
supplied through one pi pe.

FIGUR E 2: ENGIN ES FED FROM S INGLE FUEL TANK
FIGUR E 3: ENGIN E FED FROM MULTI-FUEL TANKS
COOLING SYSTEM
Heat Exchanger Cooling
A fresh to 'Raw' waste heat exchanger is mounted on the engine complete with associated coolers and pumps.
The fresh water is thermostatically controlled and a pressure cap allows the maximum water temperature to
safely exceed the sea level boiling point 100C (212F) and thus, give a safe margin over the normal operating
temperature quoted in the engine data section. The 'raw' water is circulated by a separate pump, the water
then usually being discharged into the exhaust pi pe. 'Raw' describes the primary cooling medium which may
be sea, river, lake or canal water.
Ballast Tank Cooling
Self-propelled barges sometimes utilise the ballast tank for cooling to avoi d the engine taking raw water
during operating in shallow silty conditions. A certain amount of water to water cooling is obtained through
the bottom of the tank and air-to-water through the sides and top, but there will be a progressive increase of
coolant temperature. It is therefore necessary to use a warning device set to operate when the engine water
outlet exceeds approximately 54C (129F). The engine must then be run on sea/river water. There is a
danger of rust and scale from steel tanks blocking water pass ages and damaging the water pump impeller.
For this reason, this system is not recommended.
Calorifiers and Water Distillation Devices

These utilise a bleed from the secondary cooling circuit. Details can be supplied for suitable systems and
installation on request. Note that insufficient heat is available from directly cooled circuits to operate these
devices.
Piping Up
Details of water system pi pe connections are given on the General Arrangement Drawi ng. Except for
aluminium hulls, copper piping is preferred. Short lengths of rubber hose used in the sea water system
should be secured by stainless steel clips to withstand engine movement. Long lengths of hose should be
avoi ded - particularly on the raw water pump inlet where it woul d collapse under suction specially reinforced
hose, capable of withstanding a depression of 150mm (6ins) is suitable however. Routing of sea water pi pes
should avoi d exposed positions.
Seacock
FIGUR E 4: S EACOCK
This should incorporate a removable strainer so that in the event of blockage, the screen can be cleaned and
any obstructions cleared from within the boat. See Figure 4: Seacock. The nominal size of the sea cock
should be the same as the water pump. The minimum ‟open‟ area of the screen should be four times the bore
of the seacock.
Electrolytic Corrosion
Caution: The engine may be damaged by electrolytic corrosion (stray current corrosion) if the correct
bonding procedure is not adopted.
Definition of gal vanic and electrolytic corrosion:
Gal vanic corrosion is caused when two different metals are immersed in a conducti ve flui d such as seawater
(called electrolyte), with a connection between them, an electric current is generated in the same way as a
battery.
Electrolytic corrosion (stray current corrosion) is caused by a current from an external source such as the
boats battery or shore supply.
Avoi ding electrolytic corrosion
The current that causes electrolytic action is called „stray current‟ which can emanate from two sources. The
first is the batteries on board the vessel where the negative terminal is earthed to the hull at a central earth
terminal. If other negati ve connections are made elsewhere on the vessel then the small differences in voltage
between the earth terminals can cause the same chemical action as in galvanic corrosion. This however i s not
galvanic corrosion but stray current known as electrolysis caused by an external electrical current.
The way to prevent electrolytic corrosion is to ensure a good electrical installation and to bond the set to the
bonding system in the boat which is provi ding a low resistance connection between all the metals in contact
with the sea water. The bonding system should be connected to a zinc sacrificial anode that is fixed to the
outside of the hull below sea level.
Bonding of Aluminium boats is a special case as the various appliances on board should be earth free and
therefore to avoi d stray currents all appliances must be earthed to a single terminal.
EXHAUST SYSTEM
The exhaust system should conduct the exhaust gases from the engine to atmosphere and wi th due regard to:-
a) Exhaust back pressure

b) Reducing Exhaust noise
c) Avoi ding gas leaks
d) Prevent excessive surface temperatures
e) Ensuring engine movement
Two types of exhaust system are used, wet and dry.
Wet Exhaust
This is the recommended arrangement, sea water from the engine outlet being discharged into the exhaust
pi pe, thereby cooling the pi pe surfaces and attenuating exhaust noise, also preventing excessive expansion of
pi pes and fittings. Usually the entire sea water flow is taken into the pipe, but where this is found to gi ve
excessive back pressure, the flow can be reduced by about 50% with the excess pi ped overboard.
The water injection elbow supplied with the engine can be fitted wi th a length of rubber diesel exhaust hose to
provi de a simple and satisfactory arrangement without the need for a silencer, to discharge water and
exhaust gas overboard.
Where additional exhaust attenuation is required or to prevent water returning to the exhaust manifol d a
water lift silencer as shown in Figure 5: Waterlift Silencer System, is recommended. Details of G & M
waterlift silencer can be supplied on request.
FIGUR E 5: WATERLIFT SILENCER S YS TEM

When the engine is installed with the exhaust manifol d close to or below the waterline it is essential that a
waterlift silencer is fitted.
The waterlift system operates as follows:-
Sea water is discharged into the exhaust pi pe just after the manifol d flange so that a cool mixture of exhaust
gas and sea water enters the silencer chamber. Sea water partially fills the chamber, all surplus water
passing out with the exhaust gas into the outlet pi pe and overboard through the skin fitting.
Correct installation and use of your waterlift silencer is essential for safe operating, longevity, trouble-free
operating and performance. The instructions must be followed to avoi d damage to both the silencer and
exhaust system, as well as potential hazards from improper use.
The silencer is a wet marine exhaust silencer and designed for use in an exhaust system. The chamber should
be of sufficient capacity to hol d all water draining on shutdown.
The silencer is designed for proper flow in one direction only. Carefully note the flow direction as indicated
on the silencer.
There must be sufficient distance between the water injection point and placement of the silencer to allow
adequate cooling of the exhaust gases. The distance will be dependent on the manner of water injection.
Maxi mum temperature during continuous operation of the silencer is limited to 137C. Normally, in a
properly designed system, the temperature at the silencer will be within the range of 50 C to 85C. Such
operating result in longer exhaust system life.
Approved marine exhaust hose of the appropriate size must be used for connection the waterlift. Do not use
grease or oil to lubricate hoses when installing. Wetting the inside of hoses with water will cause them to slip
more easily over the silencer pipes. A mini mum of two stainless steel clamps of the worm gear type is
recommended for securing the hose to the silencer. Using a screwdriver, securely tighten - but don‟t
overtighten - all hose clamps.
The silencer should be positioned near the longitudinal centre line of the boat, or to the engine. This is
particularly critical on sailing vessels where a substantial angle of heel can be encountered.
On systems where the exhaust manifold is near or below the water line, a syphon break must be empl oyed to
prevent the possibility of continuing water flow after engine shutdown. See Figure 6: Syphon Break System.
In all installations, the silencer should be at the lowest point of the engine exhaust system. The ti p of the
silencer should be at least 300mm below the exhaust manifol d outlet for opti mum performance. If a distance
less than 300mm is allowed, the margin of safety for preventing reverse flow of water toward the manifold
will decrease.
Dimension ‟A‟ must allow any water entering the pipe vi a the skin fitting to drain out again.
FIGUR E 6: S YPHON BREAK S YS TEM

Dry Exhaust
Where a vertical exhaust outlet is required, a dry system is used with an expansion chamber silencer. A
typical arrangement is shown in Figure 7: Dry Exhaust Silencer, note that the requirements for a
condensation trap, flexible joints, lagging, adequate resilient supports, and provision for thermal expansion.
Steel pipe expands 1.21mm per metre run for each 100C rise in exhaust temperature. (0.0076 ins per foot
per 100F).
A dry exhaust system is necessary for a keel-cooled installation where the raw water is too corrosive to
circulate through the engine or exhaust system.
For effecti ve noise attenuation, the size and position of the silencer should be as shown.
Dry exhaust pi pes should not be routed through accommodation areas because of noise, and also the fire risk,
especially where panelling conceals the pipe.
The number of bends in the system should be kept to a minimum, but where they are essential they should be
of the long radius type.
During the combustion process, water vapour is formed and it is necessary to incorporate a condensation
trap and drain val ve in the system.
A spark arrest silencer is recommended.
FIGUR E 7: DRY EXHAUS T S ILENCER

General Consideration
When planning a wet or dry system, the following points should be observed.
Ensure that sea water cannot enter the engine via the exhaust pi pe, either as a direct result of boat movement,
or by movement of water when the boat is on moorings.
In auxiliary sailing yachts where boat movement can be particularly sever, it may be advisable to fit a shut off
val ve at the exhaust outlet for use during sailing when the engine is not required.
Materials such as copper or brass must not be used for exhaust pi pes due to the corrosive action of diesel
exhaust gases when combined with sea water in wet exhausts and condensation in dry exhaust runs. Pipes
and fittings of iron or stainless steel are more suitable.
Exhaust pipes should be well supported to eliminate excessive loads on the engine mounted exhaust
components.
Dry exhaust pi pes are subject to severe stresses resulting from expansions and contractions of the material.
Provision must be made for some flexibility between the engine manifol d and the exhaust pipe. The flexible
connection should be located as close to the engine exhaust outlet as possible. The provision of a flexible
section of exhaust provi des not only for the normal expansion and contraction changes brought about by
changes of temperature, but also reduce stresses in exhaust components brought about by engine movement.
Stainless steel bellows with mild steel adapters for attachment to exhaust pi pe are recommended for dry
exhaust systems. The bellows must have a high fatigue life to take care of vi bratory stresses. Ensure that the
bellows will absorb the degree of engine movement in the direction anticipated. A diesel rubber exhaust hose
of proven quality can be used for wet exhaust systems, but under no circumstances should it be used for dry
systems where the heat coul d cause the rubber to ignite.
Dry exhaust pi pes must be covered with a suitable material to prevent fire hazards, it is important to
remember that the flexible bellows section should not be covered in such a way as to restrict its flexibility. In
this instance, protection in the form of a heat shield should be fitted.
Exhaust systems should be made up with the minimum of connections to reduce leaks.
Exhaust Surface Temperature

The surface temperature of dry sections of exhaust must not exceed 220C (430F) as required by various
Classification Societies. Where the temperature is in excess of this figure, the rules state that water cooling or
efficient lagging must be introduced to minimise fire risk.
Back Pressure
The total back pressure in the exhaust system as measured in the engine outlet bend with the engine running
at rated s peed, shoul d not exceed the maxi mum figure quoted in the engine data section. With very long
lengths of exhaust the pi pe bore may have to be increased to keep wi thin back pressure limits.
Measuring Exhaust Back Pressure

To measure the exhaust back pressure it will be necessary to tap into the exhaust and fit an adapter to allow a
clear plastic hose to be connected, a 1/4” (6.35mm) or 3/8” (9.525mm) internal bore hose will be suitable.
The tappi ng must be made in a straight section of the exhaust run between the exhaust flange and the water
injection point.
A wooden board shoul d be used for fixing the plastic hose to form a U tube. The tube shoul d then be
partially filled with water and one end of the tube attached to the exhaust tapping, and the other end to
atmosphere.
With the tube secured in a vertical position and isolated from engine vibration the pl ant shoul d be run on full
load and the distance between the two water levels in the tube measured, this measurement being the back
pressure in water column metres (inches), see Figure 8: Back Pressure Apparatus.
FIGUR E 8: B ACK PRESS URE APPARATUS
Exhaust Discharge
Special considerations should be given to the design layout and positioning of the engine exhaust outlet. In
certain applications, especially those vessels with large superstructures, the movement of the craft through
the water creates air turbulence in that area immediately astern. Any exhaust gases discharged into this area
could result in the gases re-circulating into the accommodation area and into the engine air intake.
AIR INTAKE SYSTEMS

Engine Compartment Ventilation
The compartment in which the plant is installed must be provi ded wi th air inlet and outlet ducts which will
allow a continuous flow of cool air through the compartment when the vessel is both under way and
stationary. Inlet and/or outlet fans should be used if necessary.
The quantity of air must be sufficient for engine combustion and generator cooling. Air already heated must
not be allowed to recirculate.
When the plant is installed in an existing engine room the ventilation system must be capable of catering for
the generating set as well as the main engines.
Long sections of un-insulated exhaust must be avoi ded in the interest of maintaining satisfactory
compartment temperatures, but any hot s pots should have the pick-up points directly over the hot areas to
prevent mixing of heated air with the cool incoming air.
Air Filter
Most G & M Marine Generators are fitted with a wire-gauze type of air filter. On craft where a high
standard of noise attenuation is desired, this can be replaced by a combined induction silencer/air filter as
indicated in the ‟noise‟ section. This arrangement will also be beneficial in canal and dockside applications
where there is a dirty environment.
When any changes are made to the standard air intake system i.e. fitting of different type or remotely
mounting the filter outside the engine compartment, connecting pipework must be of sufficient diameter to
prevent any excessive back pressure.
On remote mounted installations the crank case vent should also be extended and care taken not to create a
closed loop system.
Noise
Engine Noise Sources
Airborne noise is transmitted in three ways from the engine:-
Radiated noise from rotating parts and inlet/exhausts.

Conducted noise via ship structure.
Induced noise caused by resonance.
Noise Attenuation
The reduction of engine noise can be accomplished by the following means.
1. Isolation
Preventing engine vi bration from reaching and exciting other areas of the vessel may be achieved either by:–
Using a very large engine support base such as may be found in an auxiliary yacht or fishing boat, where the
engine is in effect, anchored to the ballast of the hull. This is only possible in heavily-built craft.
Fitting flexible mounts between the generator and the hull and resilient connections for engine service pipes
etc. to accommodate engine movement.
2. Insulation
A barrier to the flow of acoustic energy radiated from the engine can be provi ded by means of insulation. An
engine room should be insulated with panels of high density and low stiffness materials. Various proprietary
materials are available. Note that the greatest possible thickness of material should be used with an air gap or
suitable filling material.
G & M Power Plant can supply a wi de range of acoustic enclosures giving noise reductions to suit customer
requirements. Details on request.
3. Damping
To counteract noise transmission caused by ‟resonance‟ i.e., vi bration of parts of the boat, it is necessary to
‟de-tune‟ the resonance and the high frequency, ‟coincidence‟ effects of panels vi brating in sympathy with
engine vibrations. This is particularly necessary when steel or aluminium bulkheads form part of the engine
enclosure. One way of dealing with this phenomenon is to apply a coating of bituminous treatment, which
may incorporate a fi brous matrix.
4. Absorption
Reflected sound waves from surfaces within the engine compartment, or via the cabins and wheelhouse, can
increase the noise level by reverberation and should be dealt with by using absorbent materials on these
surfaces, such as acoustic tiles. When used in the engine compartment, it is necessary to prevent damage by
lubricating or fuel oils – a polythene or P.V.C. skin can be provi ded.
Exhaust System
A water injection system of the types shown previously will effectively silence the exhaust, and it is seldom
necessary to use a silencer in the pi pe line as well.
Note:
The requirement for adequate flexible connections to prevent constraint of resiliently- mounted
engines and to ensure that the exhaust back pressure is not exceeded.
Induction System
Induction noise can be minimised by using an induction silencer with the inlet positioned away from the
cabins or wheelhouse.
Recommendations on silencers suitable for G & M Generating Sets will be made on request. The maxi mum
total induction system depression should not exceed the limits quoted in section A.
SECTION C. OPERATION
SAFETY PRECAUTIONS
These safety precautions are for guidance only and should be interpreted in conjunction with the local and
Government regulations which appl y in the Country of us e.
Do not smoke when refuelling.
Always remove spilt fuel and soaked clothing to a safe place.
Do not remove the battery with the engine running.
Never, clean, lubricate or adjust the engine whilst it is running (unless you have had the correct training, even
then extreme caution must be taken to avoi d injury).
Do not attempt any adjustment you do not understand.
Ensure that if the engine is operated in any closed conditions that the exhaust fumes are adequately ventilated
to prevent build up of toxic emissions.
Warn all persons in the area to keep well clear of the engine and equi pment during operation.
Do not wear loose clothing or allow long hair near moving machinery.
Keep well clear of rotating parts of machinery in operation.
Note that rotating parts are not clearly visible when the engine is running.
Do not run the engine with any safety guards removed.
Keep sparks or flames away from batteries as the gases from the Electrolyte (especially whilst the battery is
under charge) are highly flammable. This acid is also dangerous to the skin and especially the eyes. Always
disconnect battery terminals before repairing or maintaining the electrical system.
If your skin comes into contact with high pressure fuel, seek medical attention i mmediately. Diesel fuel and
lubricating oil can cause skin infections. Use protective gloves or hand cream.
Disconnect batteries before starting work on the engine or any other dri ven equi pment.
Extreme care should be taken if emergency repairs have to be carried out in adverse conditions.
Do not wear clothing contaminated with lubricating oil.
Do not put material which is contaminated with oil into the pockets.
Discard used lubricating oil in a safe place to prevent contamination.
Do not remove the filler cap or any component of the coolant system while the engine is hot and while the
coolant is under pressure, because dangerous hot coolant can be discharged.
The combustible material of some components of the engine can become extremely dangerous if burnt.
Never allow burnt material to come into contact with the skin or eyes.
CONTROL PANEL OVERVIEW

Local Control Panel – d-SMART Full Class Auxillary
The generating set covered by this manual is supplied with a set mounted control panel, with a electronic
controller see separate manual IL-DCU MARINE.
Indicators Generator running

Remote start
Warnings Battery charge failure
Coolant pressure alarm
Coolant level alarm
Coolant temperature
Lub Oil Pressure
High oil temperature
Exhaust temperature
Alternator Winding Temp. „U, V, W‟
Common alarm
Shutdowns Low oil pressure
High water temperature
Emergency stop
Fail to start
Overspeed
Instrumentation - Digital Oil pressure
Water temperature
Oil Temperature
Exhaust
Battery state voltmeter
Running time meter
Tachometer
Local controls Key switch access lock

Local Start , stop ,Fault reset , alarm accept and
menu pushbuttons.
Emergency stop
Audi ble alarm cancel pushbutton
Remote controls & Digital C/O Start/stop terminals
Outputs for monitoring Acknowledge/Fault Reset Terminals
Emergency stop terminals
Terminals for the following:
Klaxxon, Genset Running, General Warning, General
Shutdown, Emergency Stop, Ready for Remote Start
Remote Control Terminal
TABLE 2 : LOCAL CONTROL PANEL OVERVI EW
The control system also provi des the following remote panel controls.
Remote controls Start /stop button, Horn Reset and Fault Reset
Indications As Local Controller
Shutdowns Emergency Stop
TABLE 3 : REMOT E CONTROL PANEL OVERVIEW
All the pushbuttons and led’s work in the same way as the master/local controller.
Start, stop buttons and setpoint changes are not active when master/local controller is in Local
Mode .
The remote controller screen listing does not influence the screen on the master controller.
Interuption of the communication lines between the master/local controller and the remote
controller, will have no effect to the operation of the engine. The master/local controller will
always be able to work without connected remote display.
The remote controller displays the same screen(s) as it’s master controller and can be
switched to the same languages. The user interface is identical as the master controller.
SECTION D. GENERATOR PROTECTION

DESCRIPTION
The diesel generating set has been fitted with a controller mounted in a set mounted control box.
The control system is provi ded with Digital indication of the following:-
No. Name Description Result

1 Overspeed When the alternator frequency exceeds 57 Hz. Shutdown Displayed,
audi ble alarm and
generator will shutdown.
2 Low oil pressure When the engines pressure drops below 1.7 bar Shutdown Displayed,
Shutdown falling. audi ble alarm and
generator will shutdown.
3 High coolant temp When the coolant temperature rises above Shutdown LED, audi ble
shutdown 106 o C rising. alarm and generator will
shutdown.
4 Fail to start When the engine is cranked for 12 seconds Shutdown Displayed,
without starting at the first attempt. audi ble alarm.
5 Emergency stop When emergency stop button on local control Shutdown Displayed,
panel is pressed. audi ble alarm and
When the contact is broken see electrical generator will shutdown.
drawi ng, allows remote fitting of emergency
stop button.
6 Common Shutdown Any of the above alarms. Shutdown Displayed,
audi ble alarm and
generator will shutdown
TABLE 4 : S HUTDOWN FUNCTION

1 Charge failure alarm When battery charger indicator voltage goes Warning Displayed,
below 21.6 V DC. audi ble alarm .
2 Coolant Level Alarm When the coolant level is low. Warning Displayed,
audi ble alarm.
3 High oil temperature When the coolant temperature rises above Warning Displayed,
alarm 120 o C. audi ble alarm.
4 Alt. Winding Temp Indi vi dual input alarm for phases „U‟, „V‟, & Warning Displayed,
„W‟ audi ble alarm.
5 Coolant Pressure When coolant pressure drops to 0.5Bar and Warning Displayed,
falling audi ble alarm.
6 Exhaust gas temp. When the exhaust gas is above 550 o C Warning Displayed,
audi ble alarm.
7 Coolant Temp. Alarm When the coolant is above 100 o C and rising Warning Displayed,
audi ble alarm.
8 Oil Pressure Alarm When the pressure drops to 2.4Bar and falling Warning Displayed,
audi ble alarm.
9 Common alarm Any of the above alarms. Also operates by all Warning Displayed,
shutdowns in Table 4: Shutdown Function. audi ble alarm.
TABLE 5 : ALARM FUNCTION


1 Remote Start/Stop If key switch is removed then starting and The letter „L‟ is displayed
stopping is remotely. This is designated by in the top right hand
a‟L‟ in the top right hand corner of the corner of the screen.
display.
2 Generator Running Once generator has started. Illuminate Green LED.
3 Fault Once a fault has acti vated then the LED will Illuminate Red LED
flash also what the fault is display on the
screen. When the fault has been accepted the
LED will be stable and when return to healthy
status press reset again/ auto reset on some
functions and the LED is extinguished.
4 Engine Heater If heater is fitted then will operate when Illuminate White lamp
genset is not running.
TABLE 6 : INDICATIONS
STARTING/STOPPING
Pre-Operating Checks
Before attempting to start the generating set ensure that the following points have been checked:-
Coolant system filled with water/anti-freeze mixture and sea water cock is open.
Engine filled to correct level with lubricating oil.
Fuel tank has sufficient fuel.
Battery charged and electrolyte level correct.
Exhaust outlet free from obstruction.
Ensure radiator ducting/louvres are free from obstruction.
Before connecting the battery, ensure the key switch is in the „ON‟ position and all DC MCB‟s are in the off
position.
Once the battery is connected turn the DC MCB‟s on.
Operating Sequence Local

A key switch is provi ded on the generator set to access the front panel pushbuttons for LOCAL CONTROL,
OR REMOTE CONTROL.
MANUAL pushbutton, the diesel engine will crank for 12 seconds. If it fails to start the “fail to start” is
displayed and the start procedure terminate. If the engine starts, the protecti ve devices are inactive for a
safety on delay of 10 seconds. The engine instruments are active with the engine governor.
To stop the diesel generator remove the electrical load wait 3-5 minutes and then press the stop button, hol d
for at least 1 second. The machine will stop immediately, the fuel solenoid being de-energised.
Operating Sequence Remote

A remote START/STOP terminals have been fitted for auto start/stop by the switchboard, turn and remove
the key switch on the generator set, this will be in the REMOTE position as indicated by a „L‟, this will also
transfer STOP/START control to the remote controller as well. A normally open START pushbutton
initiates the start sequence as previously described, when pressed. When the generator has started the Green
LED is activated. To stop the generator set remove the electrical load, wait 3-5minutes, then press the STOP
button for at least 1 second, this will initiate a stop sequence and the set will run down.
Alarm Accept Function

When one of the alarms which operates the audi ble alarm becomes active, see Table 5: Alarm Function, the
audi ble alarm will operate. The operator then presses the audi ble alarm on the controller or presses the
remote acknowledge button therefore accepting the fault condition. The operator must then addres s the
reason for the alarm or shutdown and correct the problem. If, once the audi ble alarm has been accepted
another alarm becomes acti ve, the audi ble alarm will acti vate again until accepted. The original warning
condition must be rectified before the audi ble will be acti vated by additional alarms/shutdowns. Once the
alarm condition is no longer present then the displayed fault can be reset via the controller.
Shutdown Response
If, once running the generator enters any of the conditions listed in Table 4: Shutdown Function, then the
generator will shutdown, operate the audi ble alarm and display the appropriate fault. The operator should
press the audi ble alarm cancel button to silence the audi ble alarm. The operator should then make note of
the shutdown (s) from LCD. Then the shutdown fault can be re-set by pushing the fault reset pushbutton
after correcting the cause of the shutdown.
No. Name Description Result/Terminal No.:

AOUT1 LOP LUBRICATING OIL PRESS URE, analogue 510 = Positive
output signal is 0-10v dc 511 = Ground
AOUT2 ECT ENGINE COOLANT TEMPERATURE, 512 = Positive
analogue output signal is 0-10v dc 513 = Ground
AOUT3 LOT LUBRICATING OIL TEMPERATURE, 514 = Positive
analogue output signal is 0-10v dc. 515 = Ground
AOUT4 EXHT EXHAUST TEMPERATURE, analogue 516 = Positive
output signal is 0-10v dc 517 = Ground
AOUT5 RPM GENERATOR SPEED, analogue output 518 = Positive
signal is 0-10v dc 519 = Ground
AOUT6 SPARE SPARE, anal ogue output signal is 0-10v dc 520 = Positive
521 = Ground
AOUT7 SPARE SPARE, anal ogue output signal is 0 522 = Positive
523 = Ground
AOUT8 SPARE SPARE, anal ogue output signal is 0 524 = Positive
525 = Ground
TABLE 7 A: ANALOGUE OUTPUTS
I-AOUT8
Extension module with 8 analog outputs. All outputs can be configured to any logical
function - see chapter
Analog outputs.
I-AOUT8 module is connected on InteliDrive CAN1 bus. The corresponding module Address
1 to 4 (default1) must be set on module (by Adr.1 and Adr.2 jumpers) and in controller
configuration.
Communication fail is indicated in controller Alarm list and by binary output Comm AOUT
fail. Use DriveConfig PC tool for controller configuration.
Each analog output can be switched by jumper for.
- 0 to 20 mA
- 0 to 10 VDC (default)
- Pwm (Pulse With Modulation on 1,2 kHz)
CAN1 terminating 120 ohm resistor jumper is connected in default.

AGND terminals are on the same potential.
Operator Interface
Pushbuttons and LED‟s:
1. MODE→ Cycle forward through engine operation modes OFF -> AUX.
2. ←MODE Cycle backward through engine operation modes OFF -> AUX.
3. HORN RESET Deactivates the HORN.
4. FAULT RESET Acknowledges faults and alarms.
5. START Starts the engine in AUX, EME, CMB, PRP mode.
6. STOP Stops the engine in AUX, EME, CMB, PRP mode (hold time =1 sec).
7. GREEN = Engine OK.
8. RED = Engine fail.
9. GREEN = On/Off output is active.
10. On/Off button for Close load or Clutch Binary output control.
11. PAGE Cycles through the display screens MEASUREMENT->ADJUSTEMENT-
>HISTORY.
12. ↑ Select the set point, select the screen or increase set point value.
13. ↓ Select the set point, select the screen or decrease set point value.
14. ENTER Confirm set point value.
3 2 4 1 6 5
12 13 11 14 9 10 7 8
How to select engine mode ?
Use MODE→ or ←MODE to select requested engine operation mode.
Display menus
There are 4 display menus available: MEASUREMENT, External measurement,
ADJUSTMENT and HISTORY.
Each menu consists of several screens. Pressing the PAGE button repeatedly will scroll the
user through the menu screens.
How to view measured data?

Pressing the PAGE button repeatedly will scroll the user through the menu screens. Select the
MEASUREMENT screen. Use ↑ and ↓ to select the screen with requested data.
How to view and edit set points?

1. Pressing the PAGE button repeatedly will scroll the user through the menu screens.
Select the ADJUSTMENT screen.
2. Use ↑ or ↓ to select requested set points group.
3. Press ENTER to confirm.
4. Use ↑ or ↓ to select requested set point.
5. Set points marked “*” are password protected.
6. Press ENTER to edit.
7. Use ↑ or ↓ to modify the set point. When ↑ or ↓ is pressed for 2 sec, auto repeat
function is activated.
8. Press ENTER to confirm or PAGE to leave without change.
Press PAGE to leave selected set points group.
How to view the HISTORY menu?

1. Pressing the PAGE button repeatedly will scroll the user through the menu screens.
Select the HISTORY screen.
2. Use ↑ or ↓ to select a requested record.
3. Use ENTER to select requested screen (record items) within displayed records
How to change the display contrast ?

Press ENTER and ↑ or ↓ at the same time to adjust the best display contrast.
Hint:
Only in MEASUREMENT menu.
How to check the serial number and software revision?

Hold down the ENTER and the press PAGE. On the display you can see Controller INFO
screen for 10 seconds:
Controller name (see Basic setting group)
Controller serial number (8 character number)
SW version: the first is the firmware version number, the second is configuration table
number.
Application: ID
Branch: InteliDrive
Hint:
Only in MEASUREMENT screen.
How to change the display backlight intensity ?

Press ENTER and ↑ or ↓ at the same time to adjust the best display backlight.
Hint: Only in INFO screen.
How to change controller language ?
Press PAGE to go to Language screen. Select language ↑ or ↓ a press PAGE to confirm
selection and exit window.
How to find active alarms ?

Active alarm list and J1939 alarm list are the last two screens in the MEASUREMENT menu.
Select MEASUREMENT menu. Press ↑ ( ↑ ) You will see the list of all active alarms with
the number of alarms at the top-right corner. Inverted alarms are still active. Non- inverted
alarms are not active, but not yet confirmed.
Press FAULT RESET accepts all alarms. Non-active alarms immediately disappear from the
list.
Active alarm list appears on the screen when a new alarm comes up and Main
MEASUREMENT screen is active.
Hint:
Alarm list does not activate when you are reviewing the values, parameters or history.
Main screen indication

OFF AUX LOC R L !RunningOil press 3,5 Bar Cool temp75 C1500 rpm
1. Active controller mode (inverse)

2. Available mode
3. Controller Local mode indication
4. R = Remote connection indication (connection to DriveMonitor is opened)
L = Access lock indication
5. Record in Alarm list
6. State machine indication
7. Oil Pressure indication

8. Coolant Temperature indication
9. RPM indication
Controller screens
There are three screen groups available on ID controller: Measuring – Setpoints – History.
Measuring screen will be divided to more groups – ID-DCU, BIN/BOUT, AIN
Measuring (instrument) screens
Screen Content
Hidden, but available by Key combination – see Function available from ID-
DCU front panel keys
Info screen: Fw and App. version, s.n., … Language list and switch.
Language screen
Fast edit screen
Available using Up or Down front panel keys
ECU diagnostics code list
Alarm list
1 =Main ID Mode, RPM1, Vbatt, Engine state,
screen Indication: Local, Alarm (in AL or ECU list), Remote data connection
active, Access Lock
2 Analog 1 to Analog 4 , 4x single barograph
3 Analog 5 to Analog 8 , 4x single barograph
4 Battery ID-DCU, barograph ???
5 ID-DCU BI 1 to 7
6 ID-DCU BI 8 to 14
7 ID-DCU BO 1 to 7
8 ID-DCU BO 8 to 14
9 Statistics: Run hours, Number of starts, Service time
Following screens appears depend on configuration
Opt ID RPU: 6x BI, BW indication is negative
Opt ID-RPU: 4x BO, BW indication is negative + RPU status
Opt ID-RPU: Battery A, B, status, RPM2
Opt Analog 1 to Analog 8, Name- value dimension, active alarm is
negative (1x IS-AIN8)
Opt IS-BIN BI indication 1 to 8
Opt IS-BIN BI indication 9 to 16
Opt IS-BIN BO indication 1 to 8
Opt ECU values I.
Opt ECU values II.
Setpoints screens correspond with Setpoint table above.
Alarm indication
Possible Alarm list and History record prefixes
Prefix Meaning
Wrn Warning
Sd Shutdown
Cd Cooldown
Bw Broken wire
Fls Sensor fail
Three state Alarm list indication

* Wrn Water temp Active not accepted alarm
Wrn Water temp Active not accepted alarm
* Wrn Water temp Inactive not accepted alarm
Inactive accepted alarm
Info screen
Info Comment
CBH InteliDrive Product type
ComAp 2003 – 2004 Company name
ID-DCU-Marine Controller name
Serial: 0200FFFF Controller serial number
Sw ver: 1.0 Software version
Appl: PRP Application
Branch: DCU Marine Customer branch
Statistic values
It is calculated:
1 Number of starts Each successful start (starter is switched off due to
RPM> Starting RPM) is calculated.
External (manual) engine start
2 Running hours Each finished 60 minutes when engine is running.
3 Number of Each finished cranking due to MaxCrank time is
unsuccessful starts over
Statistic values can be adjusted from DriveMonitor, password 3 level protected.

History records
Following table does not contain Wrn, Sd and Fls messages from external units.
Events specification Protection type Information available on
binary output
Alarms
Wrn Analog input 1 to 8 WRN YES
Sd Analog input 1 to 8 SD YES
ID-DCU Binary input 1 to Configurable YES
14
ID-DCU Battery voltage <, > WRN YES
ID-RPU A Battery voltage <, > WRN
ID-RPU B Battery voltage <, > WRN
Battery flat WRN
Start fail WRN YES
ParamFail NONE
Overspeed SD YES
Underspeed WRN YES
EmergencyStop SD
Pickup fail WRN
Stop fail WRN YES
WrnServiceTime WRN
ChrgAlternFail WRN YES
Fault reset
Local mode ON YES
Local mode OFF
Harbour mode ON YES
Harbour mode OFF
SecBattery YES
ID-RPU Sd1 Broken wire WRN
ID-RPU Stop sol.Broken wire WRN
ID-RPU Fuel sol.Broken wire WRN
Emergency stop
Engine events Note

Starts
Button start Start from ID panel
CAN control + Button start Start from ID RD
RS232 control + Button start Start from DriveMonitor
Remote start Start from BI
Stops
Engine stop Stop from ID panel or BI
CAN control + Engine stop Stop from ID RD
RS232 control + Engine stop Stop from DriveMonitor
Remote start ID-DCU binary input

Blackout start ID-DCU binary input
Button start ID-DCU panel button
Fault reset ID-DCU panel button
Local mode ON ID-DCU panel button
Local mode OFF ID-DCU panel button
HRB mode ON ID-DCU panel button
HRB mode OFF ID-DCU panel button
RS232 control Start, Stop, Fault reset, On/Off button from DriveMonitor
or I-RD
Modem control Start, Stop, Fault reset, On/Off from Modem
SMS control Received command from GSM modem

CAN control Received command via CAN bus e.g. from I-RD or IG-
MU
ActCallCH1-OK Successful active call on channel 1
Extern start Manual engine starter handling.
Engine stop Engine changed state from
Emerg.man ON Emergency manual mode ON
Emerg.man OFF Emergency manual mode OFF
Clutch ON Binary output clutch was closed
Clutch OFF Binary output clutch was opened
Stop button ID-DCU panel button
Switched on Controller was switched on
Cfg loaded Configuration archive was changed
FwLoaded Firmware upgrade
Time stamp Depends on setpoint setting period
Password set Any level from any terminal
Password Any level from any terminal
changed
Access set Access code was set
Access changed Access code was changed
Watchdog Controller internal watchdog protection
Param fail Setpoints checksum fail
RTC battery RTC battery fail
Hint:
Value name can’t exceed 11 characters to be recorded to History file with prefix (Wrn, Fls
etc..). Longer names characters are canceled.
Corresponding Sd BINx, Sd BOUTx or Sd AINx is indicated in Alarm list and history record
when communication with any extension units (IS-BIN, IS-AIN, IGS-PTM) interrupted.
Example:
When IS-BIN16/8 is configured for addresses: Binary inputs = BIN1, BIN2 and Binary
outputs = BOUT1, then three messages Sd BIN1, Sd BIN2, Sd BOUT1 are indicated after
communication is interrupted.
Hint:
Any “State” information can be configured to any binary output by DriveConfig software.
Functions available from Controller front panel keys

From
Function Key combination whe re
Main screen
Contrast increase Enter - Up

Contrast decrease Enter - Down
Info screen Enter - Page
Local mode ON Enter - Mode > (Right)
Local mode OFF Enter - Mode < (Left)
Fast edit Enter hold for 4 sec.
Alarm
Fault code reset Fault reset list
ECU fault code ECU Alarm
reset Fault reset list
Fast edit
Requested speed screen
increase Up
Requested speed
decrease Down
Request Enter
confirmation and active when Engine params :
exit EnLocalSpeed = ENABLED
Exit without
confirmation Page
Info screen
Backlight increase Enter – Up
Backlight decrease Enter - Down
Go to Language
screen Page
Automatic after 10 sec to Main
Info screen exit screen
Language
Language selection Up or Down key screen
Language screen exit Enter
Note:
Enter – Up means hold Enter and press Up
The system supports following character sets:
West European - Code page 1252 in Windows
East European - Code page 1250 in Windows

Russian - Code page 1251 in Windows
Turkish - Code page 1254 in Windows
Simplified Chinese - Code page 936 in Windows.
Hint:
If the configuration table has a code page, that is not supported in the display processor,
“Unsupported code page” message appears on the ID screen. Press PAGE to return back to
Language selection.
PARALLEL OPERATION
Details of setting up of the generator for parallel operation are on pg 52.
Speed Governing
The generator is fitted with a digitally controlled engine governor system mounted on the generator in a
separate control box mounted on the generator. This is where the connection for remote adjustment of the
speed is to be made.
Speed Setting
When shipped the generators are set up for isochronous governing. If the generators are required to operate in
parallel in droop mode. Speed droop can be programmed into the controller using the buttons on the front of the
speed control unit. Refer to controller manual.
Voltage Setting
The AVR is fitted within the alternator top box. If remote voltage trim is required the connection terminals are
on the AVR. The remote voltage trim is a 1 K Oh m potentiometer.
SECTION E. ENGINE MAINTENANCE
See Cummins engine maintenance information.

SECTION F. ALTERNATOR SERVICING
CONSTRUCTION
The machines are air-ventilated, screen protected and dri p proof to IP23 and can be either single or two
bearing form.
The stator and rotor cores are produced from low-loss electrical grade sheet-steel laminations, jig-built and
wel ded under controlled pressure. All the wound components are insulated and impregnated to constitute a
class H (180C) insulation system.
A high grade precision machined shaft carries the rotor assembly which comprises the generator rotating
field system. Incorporating a fully interconnected damper winding, the exciter rotor/rotating rectifier system
and cooling fan. The rotor is mechanically wedged and supported on the end winding. The whole rotor
assembly, together with the permanent magnet rotor assembly is dynamically balanced to within precision
limits to ensure vi bration-free running.
The rotor is supported by liberally-rated long life ball bearings with a calculated life expectancy in excess of
40,000 hours in an ambient temperature of 40C.
The housing fitted to single bearing machines is designed to prevent “creep” and also to allow rotor “ End
Float” to avoi d thrust created by tolerance variations in engines and couplings.
The Automatic Voltage Regulator (AVR) is mounted in the terminal box access is via a cover plate. The
exciter/rotating rectifier assembly is mounted internally to the non -drive end bearing. Series 3 generators
have, in addi tion, a permanent magnet pilot exciter overhung from the non-dri ve end bearing.
Removable access covers are provi ded at the dri ve end and non-dri ve end of the machines. Both side panels
and top panel are removable on the terminal box to provi de easy access to the output terminals and other
ancillary equi pment.
INSTALLATION
IMPORTANT HEALTH AND SAFETY NOTE
On adapters/flanges fitted between the A.C. Generator and engine the opening must be guarded. Where
integral guards are not provi ded an external protection cover must be fitted.
All AC Generators are designed with screen protected and drip proof enclosures and shoul d not be stored or
run outdoors unless adequately protected. Electricity and water are not compati ble and canopi es/buildings
should be well designed not to expose the generator to high degrees of moisture (i.e. Puddles of water) being
drawn into the machine.
VENTILATION
When installed in a room without special ventilation arrangements it must be insured that the ambient
temperature of the normal operating conditions does not exceed the maximum value for which the machines
are designed (Normally a maximum of 40C). Heat dissipation and cooling air requirements are available on
request.
PRE RUNNING CHECKS

If it is necessary to store the machine, the storage accommodation should be clean, dry, well ventilated and free
fro m any source of vibration. Periodic 90 rotation of the shaft is recommended to avoid bearing “Flat Spots”.
We recommend the use of anti-condensation heaters to ensure the winding insulation is kept in good condition,
if machines are stationery for long periods. These are available fro m our Spares Dept. Before installation of an
A.C. generator which has been kept in storage the insulation resistance of the winding should be checked using
a megger or similar instrument. It is essential that the Automatic Vo ltage Regulator (A.V.R.) is comp letely
isolated before testing, otherwise damage to the electronic co mponents may result. If the tests show that the
insulation resistance is below 0.5 of a megohm, the machine should be dried out and the test made again. W ith
a comp letely dry mach ine the resistance value should be at least 2 megoh ms. The machine windings can be
dried out by applying warm air fro m a fan heater or similar apparatus into the machine opening. A lternatively,
the main stator windings may be short circuited and the generating set run with the exciter stator supplied fro m a
D.C. source. A 12 volt 0.5 amp D. C. supply should be connected to the exciter stator leads marked X and XX.
WARNING!
THE SHORT CIRCUIT MUST NOT BE APPLIED WITH THE AVR CONNECTED IN
CIRCUIT. THE FULL LOAD RATED CURRENT MUST NOT BE EXCEEDED WHILE
DRYING PROCESS IS CARRIED OUT.
NORMALLY NO LONGER THAN HALF AN HOUR WILL BE REQUIRED FOR DRYING

OUT WINDINGS IN THIS MANNER. AFTER THIS PERIOD OF TIME THE INSULATION
LEVEL SHOULD BE CHECKED AND THE DRYING OUT PROCEDURE REPEATED IF
NECESSARY.
AVR ADJUSTMENTS
The 5 types of Automatic Voltage Regulator (AVR) are shown below:-
FIGUR E 9: AVR SX460
FIGUR E 12: AVR MX341

FIGUR E 13: AVR MX321
Control Function Direction

Volts To adjust generator output voltage Clockwise increases output voltage
Stability 1 To prevent voltage hunting Set and sealed at factory
Stability 2 To prevent voltage hunting Clockwise increases stability or damping effect
UFRO To set under frequency roll of knee point Clockwise reduces the knee point frequency
Droop To set generator droop at full load 0p.f. Clockwise increases the droop
V/Trim To match AVR input to accessory output Clockwise allows the accessory more control of
the AVR
EXC To set over excitation cut off level Clockwise increase the cut off level
DIP To set the initial frequency related voltage Clockwise increase the voltage di p
di p
Over/V To set maxi mum over voltage protection Clockwise increase the over voltage cut off level
cut off level
V/Limit To set maxi mum short circuit current Cloackwise increase the short circuit current
TABLE 8 : S UMMARY OF AVR CONTROLS
On a single generator installation, with SX440 or SX460 AVR it is normally necessary to adjust only the
“volts” control (see Voltage Adjustment) and ensure that the UFRO frequency selection terminals are correct
for your generator i.e. 50Hz or 60Hz.
Where generators operate in parallel it is necessary to set up the “Droop” control (see Parallel Operation).
On all AVR‟s the “UFRO” can be adjusted to set voltage against speed characteristics.
On SX421, MX341 and MX321 AVR‟S, to obtain best load acceptance from the engine it may be necessary to
set the “UFRO” and “DIP” controls (see Under Frequency Roll Off and Engine Relief Settings).
All generators have a “Jumper” lead to select 50 or 60Hz for under speed running protection. This must be
correctly selected.
Generally the other controls require no further adjustment. If adjustment is required the table above
summarizes the effect of each control.
VOLTAGE ADJUSTMENT (A VOLTMETER IS NEEDED)

All AVR‟s
Remove AVR cover, the bottom holes of the cover are slotted and these screws need only to be loosened for
removal of the cover.
If fitted, set the remote handtrimmer in the central position.
With the alternator running on no load adjust “volts” control until the required value, within the permitted
operating range, is obtained.
The “stab” control (stability or stability 2) on the AVR should normally require no adjustment. If
adjustment is necessary, turn the control first fully clockwise, then turn counter-clockwise until unstable
operation results (flickering voltmeter reading). Return adjustment clockwise by about 10% until voltage
stability is achieved.
NOTE
ADJUSTMENT OF THIS CONTROL MAY CHANGE THE VOLTAGE LEVEL AND STEP 3
MAY NEED REPEATING. IF A REMOTE HAND TRIMMER IS USED THIS MAY PROVIDE
SUFFICIENT ADJUSTMENT.
PARRALEL OPERATION AND DROOP CIRCUIT SETTING
Note:
SX460 AVR’s cannot be used for parallel operation.
These settings and description appl y to A.C. generators operating in parallel in a multi generator installetion.
The settings are the same for parallel operation with similar or dissimilar generators.
For parallel operation with the mains utility, a VAR/Power Factor controller should be used.
Operating Theory
Two rules should be remembered.
It is the engine and its governor which control the kW load sharing.
It is the generator and its AVR which control the kVAr load sharing.
Assuming no electrical interconnection of governors or of generator excitation system then:-

A larger engine speed drop with load gi ves a more flexible and stable kW sharing.
A larger generator voltage droop with reacti ve current gives a more flexible an d stable kVAr sharing.
All Stamford Generators are fitted with fully interconnected damper (Amortissear) winding to ensure
maximum stability for parallel operation.
Connections
The AVR has a droop adjustment control on the board for parallel operation. Each generator must be fitted
with a quadrature droop current transformer (CT). These are available from the Spares Department.
Occasionally it is necessary to operate single phase generators in parallel. If this is required a separate droop
burden choke must be used.
Meters and Auxiliary Equipment

For successful paralleling the following additional equipment is needed:-
VOLTMETER
A single voltmeter switchable to each generator is recommended. This gives ideal accuracy for ensuring
voltages between generators are identical.
AMMETER
At least one ammeter per machine, with Phase to Phase switching.
WATTMETER
At least one wattmeter per machine is essential to observe load sharing of the prime movers.
FREQUENCY METER
A single meter switchable to each generator is again recommended to ensure accuracy between generator
settings.
Setting the Droop Circuit

The generator droop kit can control only the KVAr sharing and circulating current. The sharing of KW load
is determined by engine governors. It is important that the droop is the same so that the share a proportional
amount of load.
FIGUR E 14: DROOP S ETTING

The droop CT on three phase machines is connected across a burden choke. The droop is varied by changing
the potentiometer in a clockwise direction.
On single phase machines the droop CT is connected across a burden choke. The droop is varied by
changing tappings on the burden choke.
For both two phase and three phase sensed machines the operation is the same in that any circulating current
between machines produces a voltage across the burden resistor or choke which directly adds to or subtracts
from the sensing voltage fed into the AVR. This makes the excitation system sensitive to circulation currents
and ensures correct sharing of the KVAr load. The larger the droop voltage is set, the more flexible becomes
the excitation system to reduce circulating currents and ensure KVAr load sharing. In most cases a 5%
droop on the output voltage at full load zero P.F. (Power Factor) lag, is satisfactory. This droop is only
measurable with the machine running alone (i.e. not parallel). This increases the voltage regulation by about
1% at full load unity P.F. and about 3% at full load, 0.8.P.F. when a unity power factor load (KW) is applied
the voltage produced across the burden resistor/choke adds vectorially at right angles to the sensing voltage
and has a mini mal effect. When the machines are run indi vi dually, the droop circuit can be switched out by
short circuiting auxiliary terminals S1 and S2 to obtain the normal close regulating characteristics of the
machine.
Note:
MX341 and SX440 with separate three phase sensing units. The droop adjustment is on the
three phase sensing unit. Access to the unit is gained by removing the terminal box lid.
Note:
Generally an 0 P.F. load will not be available. A 5% droop at 0 P.F. can be set accurately by
measuring the voltage across S1 and S2 on the auxiliary terminal block. Adjust the
potentiometer until this voltage is 1.4V, this will give the correct level of droop.
Under Frequency Foll Off(UFRO) and Engine Relief Settings
FIGUR E 15: UFRO ADJ US TMENT
The UFRO control sets the “Knee” point (i.e. The point at which the voltage starts to fall), and the DIP
control determines the V/HZ slope.
SX341, MX321 and MX341 (Series 3) AVR‟S include settings for controlling the generator voltage
characteristics against frequency (i.e. Engine speed). These settings enable the generator to be set up so that
the generator set can accept larger levels of block-loading without stalling.
With the DIP control set fully counter-clockwise and the UFRO control correctly set, the voltage
characteristic will be as shown in the figure below. This is the standard characteristic used in SX440 and
SX460 AVRS and is adequate for many installations.
The figure below shows the characteristics for both 50Hz and 60Hz operation. Selection for the MX341 is
made wi th a jumper lead as shown. On early models of MX321 without jumper selection, the knee point has
to be reset on the URFO control.
On all AVR‟S a red light emitting diode (LED) is illuminate d when the UFRO or engine relief circuit are
operating.
If large loads are to be applied in single step, the AVR can be adjusted to enable improved load acceptance
performance by the engine. To change this setting a frequency meter and a voltmeter are needed for
measurement. The steps are:-
Set the UFRO control so that the LED illuminates 1Hz down from normal (i.e. 49Hz or 59Hz).
Turn the DIP control clockwise ¼ turn then appl y load observe engine recovery. Turn the DIP control more
clockwise to achieve a larger voltage reduction as frequency falls. This allows the engine to rapi dly shed load,
so aiding its speed recovery and ulti mate load acceptance. The degree of voltage reduction needed should be
set for the indi vi dual application. A DIP setting that is too large can cause instability between the governor
and AVR.
The transient voltage DIP observed with a motor starting load is barely affected by these changed settings.
The “DIP” setting changes the voltage reduction with s peed, caused by high KW loading. Motor starting
loads are generally at low power factors so that KW loading is not extreme.
With adjustments above a typical voltage against speed characteristic is as shown in the diagram below.
Dip Adjustment (SX421, MX341 and MX321)

The “DIP” function control potentiometer adjusts the slope of the voltage/speed(Hz) characteristic below the
knee point.
FIGUR E 16: DIP ADJ US TMENT

Dwell Adjustment (MX321)

The dwell function introduces a time delay between the recovery of voltage and recovery of s peed.
The purpose of the time delay is to reduce the generator kW below the available engine kW during the
recovery period, thus allowing an improved speed recovery.
Again this control is only functional below the “knee point”, i.e. if the speed stays above the knee point during
load switching there is no effect from the Dwell setting.

FIGUR E 17: DWEEL ADJ US TMENT
Over Voltage Adjustment (MX321 only)

The over voltage control can be reset by adjusting the potentiometer. Clockwise increases the trip level.
When resetting this a voltmeter is needed and the tri pping voltage level must be achieved by adjusting the
VOLTS control, which must then be reset to the correct operating level.
The adjustment MUS T B E MADE ON NO-LOAD to prevent any damage, due to overvoltage, to loads.
Other AVR Adjustment

The I/LIMIT and V/TRIM adjustments refer specifically to use with certain additional accessories. EXC, the
over excitation tri p level is factory set and generally will require no adjustment.
Current Sensing Kit (Cannot Be Used With Droop CT)

This is an optional extra which adds an element of current sensing to the standard voltage sensed machine.
This can be used to bias the sensing circuit of the AVR, giving a rising voltage characteristic with load at the
terminals and so overcoming voltage droops through long cable runs to give a flat voltage characteristic at
the load. Care should be taken not to set the rise too steep, or the terminal voltage will require excessive
excitation current.
A polarity check may be made simply by applying load and observing that terminals voltages rises gently
with load increase. If the polarity is wrong, it may be corrected simply by reversing the leads on the burden
resistor or CT.
EARTHING (GROUNDING)
On all star connected machines a substantial neutral terminal is provi ded for connection to the distribution
network. This is not connected to the frame of the machine. The A.C. Generator frame should, however, be
solidly earthed to the generating set bedplate and connected to the common system earth.
WARNING!
ON GENERATING SETS USED FOR MAINS FAILURE OR STANDBY, SPECIAL
EARTHING ARRANGEMENTS MAY BE NECESSARY AND THE LOCAL AREA
ELECTRICITY AUTHORITY OR COMPANY SHOULD BE CONSULTED.
OUTPUT TERMINALS
Output terminals are sized and rated to accept cables to normal standard specification for single or multi -
core.
PERFORMANCE
The Generator is quality engineered and built to high performance. It has used the best available quality
control and production methods to ensure voltage regulation, waveform distortion, telephone interference
and transient response are all to the highes t standards.
OPERATION THEORY – SELF EXCITED GENERATOR

(SX341, SX440, SX460 AVR‟S)
FIGUR E 18: BLOCK DIAGRAM OF S ELF EXCITED GEN ERATOR

The main stator winding provi des excitation power via the Automatic Voltage Regulator (AVR) to the
exciter. A circuit within the AVR ensure positive voltage build up, provi ded the residual magnetism level is
sufficiently high. The AVR compares the main stator output with a reference value and feeds a controlled
excitation current to the exciter stator. The exciter output is fed to the main rotor windings through a three
phase, full wave bridge rectifier. The 6 diode bri dge is protected by a surge suppressor against voltage
transients and surges caused, for example, by switching surges or out of phase paralleling, by a metal oxide
varistor (MOV). The D.C. output of the main rectifier provi des the excitation onto the main rotor.
OPERATING THEORY – SERIES 3 PMG EXCITED (MX321,

MX341 AVR‟S).
FIGUR E 19: BLOCK DIAGRAM OF S ERIES 3 EXCITATION GEN ERATOR

On series 3 generators the high forcing capabilities could have harmful effects on the generator if misused or
misapplied in the absence of any protective mechanism. The series 3 generator has inbuilt overexcitatio n
protection within the AVR, which acts following a ti me delay, to de-excite the machine in the event of
excessive output voltage. Once the protection circuit has operated it latches, so that the generator remains
de-energized until the prime mover stops, when the circuit automatically resets.
Series 4 generators do not have the strong forcing capabilities of their series 3 counterparts and are not
therefore provi ded with the over excitation protection circuit.
All AVRS however, incorporate some under speed protection due to a frequency sensitive circuit (Under
frequency roll of protection). This functions, normally if shaft speed falls below 95% of rated speed, to
reduce the voltage linearly with speed, so preventing the excitation from reaching levels which may cause
damage.
On MX321 and MX341 series 3 AVRS, this under frequency roll off has an adjustment slope and roll -off
point, this permits opti mized adjustment to enable the engine generator set to accept a heavier level of bl ock
loading than woul d otherwise be possible.
Marine Generators
The standard series 3 industrial unit is electrically suitable for operation (generally at a reduced output) to
meet the requirements of most marine classifying societies. Either MX321 or MX341 AVRS may be used.
First it is necessary to modify the standard industrial enclosure to meet marine dripproofing requirements by
adding louvred air outlets.
However, most classifying societies require the machine to include a pre-inspected shaft made from approved
material.
SERVICE AND MAINTENANCE ROUTINE

Routine servicing is only necessary as follows: -
Following a long period without running the insulation should be checked as detailed under Pre-Running
Checks.
Bearings are sealed for life an cannot be serviced or re-greased. However, they shoul d be periodically
checked for excessive noise, heat or vi bration during normal running. A stethoscope can be used for noise
checks. Maxi mum permitted bearing lubricant temperature is 120C. Vibration levels should be within the
guidelines given. Bearing life is in excess of 40,000 hours.
NOTE:
NO ATTEMPT SHOULD BE MADE TO DISMANTLE THESE BEARINGS.
FAULT FINDING
Protection circuits
All AVRS have inherent under speed protection-UFRO. The MX341 has inherent over excitation protection.
The MX321 has inherent overexcitation and overvoltage protection.
If these protecti ve circuits have operated, (Possibly through overloading the generator or incorrect
adjustments) a red LED will illuminate on this AVR board when the generating set is running. This should
be checked on before making further tests. Stopping the generator will reset the protecti ve circuits
automatically.
Winding and main rectifier assembly
A 12V battery is the usual D.C. suppl y.
The principle is the same for all AVRS and generators. The D.C. supply is connected to the exciter stator
leads marked X and XX which should be removed from the AVR terminals X and XX respectively. It is also
advisable to remove the rest of the push-on terminals from the AVR prior to this test. Alternatively these
connections can be found on the auxiliary terminal panel in the terminal box.
With these battery connected to the stator leads, the machine is now run up to full speed (It is essential that
the speed is correct for this test) and with a multimeter or voltmeter the following tests are made on the
output from the main stator terminals.
VOLTAGE BALANCED AND WITHIN +10% - 15% OF THE NOMINAL
This indicates that the exciter windings, main windings and main rectifier diodes are in good working order
and it is therefore not necessary to carry out the following tests up to and including ‟Main Excitation
Windings‟ Fault finding should continue with test “AVR Sensing”.
VOLTAGE BALANCE BETWEEN PHASES
The voltage between the three phases and each phase to neutral, should be balanced and if an unbalance is
shown on any phase of more than 1% , this indicates that a fault exists in the main stator windings. This test
should be carried out with all of the customers external connections removed to eliminate the possibility of
external shorts between the machine and the main isolator. Further tests can be made on the resistance
values of the stator windings (see Windings Resistance Chart).
Should unbalanced voltages occur, the short circuit currents generated in the stator will tend to load the
engine.
VOLTAGE BALANCE BUT READING LOW WHEN SEPARATELY EXCITED
This indicates that a fault exists in either the main rotating rectifier assembly, or one of the excitation
windings i.e. the main rotor and/ or the exciter stator and rotor.
Important:
First check that D.C. separate excitation exciter is no lower than 12 volts and that the speed is
correct.
RECTIFIER DIODES
The diodes on the main rectifier assembly can be checked with a multimeter. The flexible leads connected to
each diode should be disconnected at the terminal end and the forward and reverse resistance checked. A
healthy diode will indicate a very high resistance (infinity) in the reverse direction and a low resistance in the
forward direction. A faulty diode will give a full deflection reading in both directions with the test meter on
the 10,000 OHMS scale, or an infinity reading in both directions.
On an electronic digital meter a healthy diode will give a reading in one direction and infinity in the other,
which will be in opposite polarity to a moving coil multimeter.
REPLACEMENT OF FAULTY DIODES
The rectifier assembly is split into two plates, the positive and negati ve and the main rotor is connected across
these plates. Each plate carries 3 diodes, the negati ve plate carrying negative biased di odes and the positive
plate carrying positive biased diodes. Care must be taken to ensure that the correct polarity diodes are fitted
to each respective plate. When fitting the diodes to the plates they must be tight enough to ensure a good
mechanical and electrical contract, but should not be over-tightened. The recommended torque tightening is
4.06 - 4.74Nm (36 – 42 1bf/in).
SURGE SUPPRESSOR
The surge suppressor is a metal-oxide varistor connected across the two rectifier plates to prevent high
transient reverse voltages in the field winding from damaging the diodes. This device is not polaris ed and will
show a virtually infinite reading in both directions with an ordinary resistance meter. If defecti ve (normally
visible by inspection, since signs of burning will be apparent) it will normally give a full deflection (short
circuit) reading.
MAIN EXCITATION WINDINGS
If after establishing and correcting any fault on the rectifier assembly the output is still low when separately
excited, then the main rotor, exciter stator rotor winding resistances should be checked as the fault must be in
one of these windings. The exciter stator resistance is measured across leads X and XX. The exciter rotor is
connected to six studs which also carry the diode lead terminals. The main rotor windings are connected
across the two rectifier plates. The respective leads must be disconnected before taking the readings.
Frame Exciter Stator Exciter Rotor Stator Winding Stator Winding Rotor
L-L 11 L-L 17 L-L
224 --- ------ ------ ------ ----
C 21 0.142 0.181 0.285 0.57
D 21 0.142 0.129 0.200 0.64
E 20 0.156 0.101 0.150 0.67
F 20 0.156 0.065 0.102 0.80
G 20 0.156 0.053 0.083 0.90
274 --- ------ ------ ------ ----
C 20 0.156 0.059 0.087 1.11
D 20 0.156 0.045 0.063 1.20
E 20 0.182 0.031 0.050 1.31
F 20 0.182 0.024 0.038 1.50
G 20 0.182 0.021 0.026 1.66
H 20 0.182 0.015 0.028 1.80
TABLE 9 : WINDING RES ISTANCE CHART
NOTES:-
All figures are approxi mate value in OHMS.

Resistances are stated on 20°c.
PMG stator resistance is 2.2 OHMS line-line for all series 3 generators.
Before proceeding with the following tests, it should now be possible to achieve + 10 + 15% of normal voltage
with the 12V battery at normal speed (NO-load) if not, return to winding and main rectifier assembly a
repeat tests until fault is identified
The Electronic Control Systems, Wiring and Permanent Magnet Generator

Further tests can be made in the excited condition, to ensure that sensing and power supplies to the AVR are
correct.
AVR Sensing
Two Phase sensing (MX341, SX440, SX460).
With rated output voltage on the main terminals, the voltage across AVR leads 2 and 3 shoul d be between
170 and 250V A.C. This supply may be vi a dropper transformer which should be checked for continuity.
With the three phase sensing unit, connected to the AVR, the voltage across leads 2-3 should be between 10
and 16V D.C.
Three Phase Sensing (SX421, MX321)
Three Phase sensing is standard on these units. The reference voltage across terminals 6 -7 , 7-8, and 8-6
should be between 170 and 250V A.C.
AVR Power Supply
SX440
Power is obtained from the output windings. With rated output voltage on the main terminals the voltage
across AVR leads 7 and 8 should be between 170-250V A.C.
SX460, SX421
Power is obtained from the output windings. With rated output voltage on the main terminals the voltage
across AVR leads should be between 170-250V A.C.
NOTE:
Always consult your wiring diagrams for correct terminals connections on main stator terminal.
MX341, MX321
The series 3 machine deri ves power from the permanent magnet pilot exciter (PMG) located on the non-dri ve
end of the generator and isolated from all other windings. Its output leads are connected to AVR terminals
P2, P3 and P4. These must first be disconnected and safely isolated before running the generator.
With the machine at rated speed the output voltage between leads P2-P3, P3-P4 and P4-P2 should be
balanced with values approxi mately as follows:-
60Hz (1800 rev/min) 180V-4 pole

50Hz (1500 rev/min) 150V-4 pole
These voltage levels are approximate and may be plus/minus 5% of the figures given, depending upon the
magnetic field strength produced by their permanent magnet rotor. Variations of this magnitude are
unimportant to the operation of the control system.
The AVR
Protection Circuits.
Before replacing the AVR be sure that the check on the protection circuits (see Protection Circuits) have first
been made.
Should all previous tests demonstrate no faults, the fault can now be assumed to be within the AVR and its
wiring. The system can be affected by bad connections. Wiring between auxiliary terminals and the AVR
push-on terminals should be carefully examined for broken, loose or corroded connections. If no defects are
found and the fault still exists, the AVR must be replaced. Re pairs to the circuit board are not possible.
Dismantling the Generator

Metric connectors are used.
Removal of the AVR

Remove the AVR cover at the left hand side of the non dri ve end panel of the terminal box. (4 screws).
NOTE:
Bottom holes of cover are slotted and these screws only need to be loosened for removal of
cover.
2. Disconnect all cables to the AVR.
3. Remove 4 screws holding the AVR to its mounting plate and withdraw the AVR through the
opening.
Removal of the Permanent Magnet Generator (Series 3 Generators)
1. Remove exciter leads X+, XX- at the AVR.

2. Slacken 6 bolts (3 each side) hol ding the saddle at the non-dri ve end of the generator (The bolts are
on the shaft centre line).
3. Remove 2 bolts holding the lifting lug at the non dri ve end and remove the lug.
4. Remove the sheet metal cylindrical cover (4 screws) over the PMG (Series 3).
OR
Remove the shallow sheet metal cover (4 screws) at the non-dri ve end (series 4/6).
Pull up the saddle and terminal box so that the full end bracket is exposed and can be removed.
7. If louvres are fitted below the center line at the non-dri ve end remove both of these (4 screws on each
louvre).
Note:
The positions of the washers either side of the saddle.
IMPORTANT!
Position the main rotor so that a full pole face of the main rotor core is facing the bottom of the
stator core.
8. Remove 6 bolts holding the non-dri ving end bracket to the stator bar assembly.
The end bracket is now ready for removal.
9. Replace the lifting lug onto the end bracket and sling the end bracket on a hoist. It is too heavy to lift
by hand.
10. Tap the end bracket around its perimeter to release from the generator.
The end bracket and exciter stator will come away as a single assembly.
11. Remove the 4 screws holding the exciter stator to the end bracket and gently tap the exciter stator to
release it.
Removal of the Rotor Assembly
Remove the permanent magnet generator (series 3 generators as described earlier).
OR
Remove the sheet metal non-dri ve end cover on series 4/6 generators and remove the rectangular metal
retraining plate held by single bolt fall onto the center of the rotor.
IMPORTANT – SINGLE BEARING GENERATORS

With the Pmg rotor (series) or metal retaining plate (series 4/6) removed single bearing
generators must not be lifted or moved the rotor could fall out causing damage or serious injury.
Two Bearing Generators
1. Remove 2 screws holding the sheet metal cover the adapter at the dri ve end and remove the cover.
2. Remove the bolts holding the adapter to the bracket at the dri ve end.
3. Tap of the adapter. It may preferred to sling the adapter first depending on its size and weight.
4. Remove the screens and louves (if fitted) at each side on the drive end.
Now ensure that the rotor is positioned with full pole at the bottom center line. This is to avoi d damage to the
bearing exciter, or rotor winding, by limiting the possible rotor downward movement to the air gap length/
5. Remove the 6 bolts hol ding the drive end bracket onto the stator bar assembly. The bolt heads face
towards the non-dri ve end. The top bolt passes through the center of the lifting lug.
6. Tap the dri ve end bracket away from the stator bar assembly and wi thdraw the end bracket with its
bearing fully. (A separate ling and hoist may be required for the end bracket).
7. Ensure the rotor is supported at the dri ve end on a sling.
8. Tap the rotor from the non-drive end to push the bearing clear of the end bracket and its position
within an „O‟ ring.
9. Continue to push the rotor out of the stator bore, gradually working the sling along the rotor as it is
withdrawn, to ensure that it is fully supported all the time.
Single Bearing Generators
1. Remove the screws and louvres (if fitted) at each side on the dri ve end.
2. Remove the 6 bolts hol ding the adapter at the dri ve end. It may be preferred to sling the end
bracket on a hoist. The bolt heads face towards the non-dri ve end. Top bolt passes through the center of the
lifting lug.
3. Tap the adapter away from the stator bar assembly and withdraw the adapter fully over the discs.
4. Ensure the rotor is supported at the dri ve end on a sling.
5. Tap the rotor from the non-drive end to push the bearing clear of the end bracket and its position
within an „O‟ ring.
6. Continue to push the rotor out of the stator bore, gradually working the sling along the rotor as it is
withdrawn, to ensure that it is fully supported at all times.
Removal of Bearings
The bearing(s) are a press fit and can be removed from the shaft wi th 3 leg or 2 leg manual or hydraulic
bearing pullers
Note single bearing only:

Before trying to pull off the bearing remove the small circlip retaining it.
Re-Assembly
In general re-assembly is the reverse of the dismantling process. If the whole generator has been dismantled
the sequence should be as follows:-
Replace bearing.
*Replace exciter stator and non-dri ve end bracket.
**Replace rotor.
Replace dri ve end bracket, adapter and louvres.
Replace permanent magnet generator.
Replace AVR and three phase sensing unit (if fitted).
NOTES
* When replacing the saddle one washer must fit between the saddle and the sheet metal lower stator cover
to ensure proper alignment. Before replacing the end brackets the stator bar ends should be lightly oiled
with engine oil. To assemble accurately follow this sequence:-
A Tap on the end bracket.

B Put in all bolts loosely.
C Push/Knock the end bracket fully into place.
D Fully tighten all bolts.
** When replacing the rotor note that the non-dri ve end bearing fits inside an „O‟ ring. As the rotor is
pushed in resistance will be noticed when the outer bearing face reaches the „O‟ ring. The rotor assembly
must be pushed in fully until the bearing is located inside the „O‟ ring (with t he permanent magnet generator
removed this can be seen from the non-dri ve end).
RECOMMENDED SPARES
Service Parts are conveniently packaged for easy identification.
Always use genuine Spare Parts.
We recommend the following for the Service and Maintenance. In critical applications a set of these Service
Spares should be held with the generator.
Diode set (6 Diodes with Surge Suppressor) RSK 2001

MX 321 AVR E000 23210
MX 341 AVR E000 23410
SX 440 AVR E000 24030
SX 460 AVR E000 24600
3. Non Dri ve End Bearing 051 01032
4. Drive End Bearing 051 01044
5. Three Phase Sensing Unit
(When applicable for SX440, MX341) E000 22035
When ordering parts the machine serial number and type should be quoted, together with the part
description. The serial no. is stamped on the nameplate and the drive end of the shaft.
Orders and enquiry‟s for Parts should be addressed to:-
SPARES DEPARTMENT
G & M POWER PLANT LTD
MAGNET HOUS E
31 ANSON ROAD
MARTLES HAM HEATH
SUFFOLK
IP5 3RG
TEL. (01473) 662777

FAX. (01473) 662776
PARTS LISTS
Typical Single Bearing Machine
FIGUR E 20: TYPICAL S INGLE B EARING MACHINE EXPLODED VIEW
Ref. Description Ref. Description

1 Stator 21 AVR
2 Rotor 22 Side Panel
3 Excitor Rotor 23 AVR Mounting Bracket
4 Excitor Stator 24 Main Rectifier Assembly- Forward
5 N.D.E. Bracket 25 Main Rectifier Assembly- Reverse
6 Cover N.D.E 26 Varistor
7 Bearing “O” Ring N.D.E. 27 Diode- Forward Polarity
8 Bearing N.D.E. 28 Diode- Reverse Polarity
9 Bearing Circlip N.D.E 29 Lifting Lug- D.E.
10 D.E. Bracket/engine adapter 30 Lifting Lug- N.D.E.
11 D.E. Screen 31 Frame to Endbracket Adapter Ring
12 Coupling Disc 32 Main Terminal Panel
13 Coupling Bolt 33 Terminal Link
14 Foot 34 Edge Strip
15 Frame Cover Bottom 35 Fan
16 Frame Cover Top 36 Foot Mounting Spacer
17 Air Inlet Cover 37 Cap Screw
18 Terminal Box Li d 38 AVR Access Cover
19 Endpanel D.E. 39 AVR Anti-Vibration Mounting Assembly
20 Endpanel N.D.E. 40 Auxiliary Terminal Assembly
TABLE 10: PARTS LIST FOR S INGLE B EARING MACHINE

Typical Two Bearing Machine
FIGUR E 21: TYPICAL TWO B EARING MACHIN E EXPLODED VIEW

1 Stator 24 Main Rectifier Assembly- Forward
2 Rotor 25 Main Rectifier Assembly- Reverse
3 Excitor Rotor 26 Varistor
4 Excitor Stator 27 Diode- Forward Polarity
5 N.D.E. Bracket 28 Diode- Reverse Polarity
6 Cover N.D.E 29 Lifting Lug- D.E.
7 Bearing “O” Ring N.D.E. 30 Lifting Lug- N.D.E.
8 Bearing N.D.E. 31 Frame to Endbracket Adapter Ring
9 Bearing Circlip N.D.E 32 Main Terminal Panel
10 D.E. Bracket/engine adapter 33 Terminal Link
11 D.E. Screen 34 Edge Strip
12 Coupling Disc 35 Fan
13 Coupling Bolt 36 Foot Mounting Spacer
14 Foot 37 Cap Screw
15 Frame Cover Bottom 38 AVR Access Cover
16 Frame Cover Top 39 AVR Anti-Vibration Mounting Assembly
17 Air Inlet Cover 40 Auxiliary Terminal Assembly
18 Terminal Box Li d 42 PMG Exciter Rotor
19 Endpanel D.E. 43 PMG Exciter Ststor
20 Endpanel N.D.E. 44 PMG Bolt
21 AVR 45 PMG Pillar
22 Side Panel 46 PMG Clamp
23 AVR Mounting Bracket 47 PMG Dowel
TABLE 11: PARTS LIST TWO B EARING MACHINE
Typical Two Bearing (Series 5) Machine
FIGUR E 22: TYPICAL TWO B EARING (S ERIES 5) MACHINE EXPLODED VIEW

1 Stator 20 Endpanel N.D.E.
2 Rotor 21 Series 5 Control Gear
3 Excitor Rotor 22 Side Panel
4 Excitor Stator 24 Main Rectifier Assembly- Forward
5 N.D.E. Bracket 25 Main Rectifier Assembly- Reverse
6 Cover N.D.E 26 Varistor
7 Bearing “O” Ring N.D.E. 27 Diode- Forward Polarity
8 Bearing N.D.E. 28 Diode- Reverse Polarity
9 Bearing Wave Washer D.E. 29 Lifting Lug- D.E.
10 D.E. Bracket 30 Lifting Lug- N.D.E.
11 D.E. Screen 31 Frame to Endbracket Adapter Ring
12 Bearing D.E. 32 Main Terminal Panel
14 Foot 33 Terminal Link
15 Frame Cover Bottom 34 Edge Strip
16 Frame Cover Top 35 Fan
17 Air Inlet Cover 36 Foot Mounting Spacer
18 Terminal Box Li d 37 Cap Screw
19 Endpanel D.E.
TABLE 12: PARTS LIST TWO B EARING (S ERIES 5) MACHINE
Rotating Diode Assembly
FIGUR E 23: ROTATING RECTIFIER ASSEMB LY
Ref. Description Qty

1 Hub 1
2 Fin 2
3 Diode (forward) 3
4 Diode (Reverse) 3
5 Hx. Screw 6
6 Hx. Nut 6
7 Pl. Washer 8
8 SC. L/Washer 8
9 Varistor 1
10 Hx. Screw 2
TABLE 13: PARTS LIST FOR ROTATING RECTIFIER ASS EMB LY
Notes: Fitting of Diodes
Underside of diodes to be smesred with Mi dland Silicone “Heat Sink” compound type MS2623. This
compound must not be applied to the diode threads.
Diodes to be tightened to a torque of 2.03-2.37 Nm.

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Issue 001 Page 1 of 72 CO59

Issue 001 Page 2 of 72 CO59

SECTION A. GEN ERAL TECHNICAL INFORMATION ..................................................................................6

Operating Sequence Local ...........................................................................................................................................34

SECTION A. GENERAL TECHNICAL INFORMATION

FIGUR E 1: DATA PLATE

POST DELIVERY ACTION

GENERATING SET TECHNICAL DATA

See data pl ate for exact plant number.

Model Designation KTA 19 D (M)

ENGINE TECHNICAL INFORMATION

ALTERNATOR TECHNICAL INFORMATION

INLET AIR TEMPERATURE

For every 5.5 C (10 F) above 40 C (104 F) derate by 1% .

COOLING WATER TEMPERATURE

PERCENTAGE DERATING FOR ATMOSPHERIC HUMIDITY AT VARIOUS TEMPERATURES

Atmospheric Relative Humidity (% )

Batteries should be housed in a secure battery box and be well ventilated.

GENERATOR SET MOUNTING

Drip tray base

The tank should include the following features:–

Ventilation pi pe of fire resistant material to vent from top of tank.

3. Fuel Tank and Line Installation

supplied through one pi pe.

FIGUR E 3: ENGIN E FED FROM MULTI-FUEL TANKS

Ballast Tank Cooling

Calorifiers and Water Distillation Devices

Definition of gal vanic and electrolytic corrosion:

Avoi ding electrolytic corrosion

a) Exhaust back pressure

Two types of exhaust system are used, wet and dry.

FIGUR E 5: WATERLIFT SILENCER S YS TEM

The waterlift system operates as follows:-

FIGUR E 6: S YPHON BREAK S YS TEM

A spark arrest silencer is recommended.

FIGUR E 7: DRY EXHAUS T S ILENCER

Exhaust Surface Temperature

Measuring Exhaust Back Pressure

FIGUR E 8: B ACK PRESS URE APPARATUS

AIR INTAKE SYSTEMS

Airborne noise is transmitted in three ways from the engine:-

Radiated noise from rotating parts and inlet/exhausts.

The reduction of engine noise can be accomplished by the following means.

Do not smoke when refuelling.

Always remove spilt fuel and soaked clothing to a safe place.

Do not remove the battery with the engine running.

Do not attempt any adjustment you do not understand.

Keep well clear of rotating parts of machinery in operation.

Do not run the engine with any safety guards removed.

Do not wear clothing contaminated with lubricating oil.

Discard used lubricating oil in a safe place to prevent contamination.

CONTROL PANEL OVERVIEW

Indicators Generator running

Local controls Key switch access lock

TABLE 2 : LOCAL CONTROL PANEL OVERVI EW

Shutdowns Emergency Stop

TABLE 3 : REMOT E CONTROL PANEL OVERVIEW

SECTION D. GENERATOR PROTECTION

No. Name Description Result