GLOBAL POWER

CONTENTS

TECHNICAL MANUAL

DIESEL DRIVEN GENERATOR SET

CONTENTS

SECTION NO.

HEALTH & SAFETY 1

DESCRIPTION OF EQUIPMENT 2

INSTALLATION 3

COMMISSIONING 4

MONITORING FACILITIES 5

OPERATION 6

FAULT DIAGNOSIS 7

MAINTENANCE AND SERVICING 8

APPENDIXES 9
GLOBAL POWER SECTION ONE
HEALTH AND SAFETY

SECTION ONE

HEALTH AND SAFETY

Page No.
1.1 EQUIPMENT 1

1.2 FUEL AND LUBRICATING OIL 1

1.3 BATTERIES 2

1.4 ELECTRICITY 3

1.5 DEGREASE AGENTS 3

1.6 JOINT MATERIALS 4

1.7 NOISE. 5

Page1
GLOBAL POWER SECTION ONE
HEALTH AND SAFETY

HEALTH AND SAFETY

The Health and Safety at Work Act requires that plant and machinery used in the
country shall be properly maintained and operated so that it is safe and without
risks to health of the persons concerned.

The equipment described in this manual has been designed and constructed in
such a way as to be safe and without risks to health when properly used, provided
that the following safety precautions are observed.

1.1 EQUIPMENT.
a) All guards and particularly the cooling fan guards must be correctly fitted
before starting the engine.

b) All electrical connections should be adequately terminated and the set should
be checked to ensure it is in a safe condition before running.

c) All earthing connections must be correctly made and maintained.

d) All lockable panels and doors should be locked before running the set.

e) Service or maintenance procedures may involve handling of heavy parts or

working with equipment capable of carrying lethal voltages.

f) Service and/or maintenance personnel must be suitably trained and should

not work on the equipment alone, but should be accompanied by a person
who can summon help in case of accident.

g) Before working on the equipment always disable the starting controls by

disconnecting the engine starter battery negative.

1.2 FUEL AND LUBRICATION OILS.

Fuel and lubricating oil can cause irritation on contact with the skin. If oil is
spilt on the skin, wash thoroughly, preferably with a hand cleansing gel and
water.

Persons with known allergies (and those who have cut or bruised hands) who
may come into contact with fuel oil should wear protective gloves.

1-1
GLOBAL POWER SECTION ONE
HEALTH AND SAFETY

1.3 BATTERIES.

Lead acid batteries are safe in use provided the following simple precautions
are observed.

In order to ensure safety, it is essential that the battery is properly operated

and maintained in accordance with the manufacturer’s recommendations.

People who come into contact with the lead acid electrolyte must wear
protective clothing and particular protective goggles.

a) ELECTROLYTE.

The battery contains dilute sulphuric acid, which is POISONOUS and

CORROSIVE. It can cause burns on contact with the skin or eyes.

If acid is spilt on skin, wash with copious amounts of clean water.

If electrolyte gets into the EYES, wash out with copious amounts of clean water
and GET IMMEDIATE MEDICAL ATTENTION.

b) GAS.

Batteries give off EXPLOSIVE gas.

Keep sparks, flames and lighted cigarettes away from batteries.

Do not smoke near batteries, which are on charge, or do anything likely to

cause sparks.

SWITCH OFF THE CIRCUIT before connecting or disconnecting battery, as

otherwise a spark can cause an explosion.

Ensure connections are tight before switching on。

Areas where batteries are kept or charged must be adequately ventilated.

c) MIXING ELECTROLYTE.

If concentrated electrolyte (acid) has been obtained, it is essential to dilute it

with approved water, preferably distilled or deionized water.

1-2
GLOBAL POWER SECTION ONE
HEALTH AND SAFETY

Suitable vessels for mixing are given in the Appendix A. Due to the considerable
heat involved, glass vessels are normally unsuitable.

When mixing observe the following precautions:

Put the water in the mixing vessel first.

THEN add the acid, slowly and cautiously, stirring continuously, and add only a
little at one time.

NEVER add water to the acid or it may splash riskily.

The operator should wear protective goggles, clothing (or old clothes) and shoes.

Allow the mixture to cool to room temperature before use.

1.4 ELECTRICITY.

All lockable doors and panels should be locked while the set is running, and a
responsible person should hold the key, do not leave the key in the lock.

Personnel must be able to apply the appropriate treatment for electric shock in
an emergency.

Only qualified suitably trained and authorized persons, who must use
insulating tools, should make or break a connection to any part of the electrical
circuit.

Before a connection or disconnection is made, the circuits must be checked to

ensure that it is safe.

Do not allow metal objects to rest on the engine starting battery or fall across
the terminals.

The heavy currents that flow when battery terminals are incorrectly connected
may cause molten metal to spit out.

1.5 DEGREASE AGENTS.

Degrease agents of the trichlorethylene type are toxic and must be

used strictly in accordance with the Manufacturer’s instructions.

Avoid breathing of fumes and avoid contact with skin and eyes.

1-3
GLOBAL POWER SECTION ONE
HEALTH AND SAFETY

Use only in a well ventilated area.

Use of protective clothing and mask is recommended to protect hands, eyes

and respiration.

Should any contact skin, wash with warm soapy water.

If agent gets into eyes, wash with copious amounts of clean water.

GET IMMEDIATE MEDICAL ATTENTION.

1.6 JOINT MATERIALS.

Some joints and gaskets contain asbestos, which is bonded as compressed fiber
and encapsulated in rubber.

The asbestos used is Chrystile or “white” asbestos that is generally considered to

be the safest of the varieties of asbestos.

The risk of asbestos from joints occurs at their edges or if the joint is spilt on
disassembly of components or if the joint is subjected to abrasion.

It is recommended that when stripping or rebuilding engines using any asbestos

joints.

1) Undertake the work in a well-ventilated area.

2) Do not smoke.

3) To remove joints use only a hand scraping method rather than a

rotary wire brush.

4) Wet the joints being removing with either oil or water to

minimize the risk of being exposed to any loose particles.

The chances of being exposed to dangerous levels on engine assembly or strip

are very small, and consequently the risk of damage to health from asbestos in
engine gaskets must be regarded as extremely low while the above actions are
implemented.

1-4
GLOBAL POWER SECTION ONE
HEALTH AND SAFETY

1.7 NOISE.

Noise has been described as unwanted sound. In addition to causing

annoyance, noise may interfere with working efficiency by inducing stress
and disturbing concentration, especially where the work is difficult or highly
skilled. By hindering communications and by masking warning signals noise
may be the cause of accidents.

Particularly, it may damage the hearing of employed persons. A temporary

hearing loss, lasting from a few seconds to a few days, may result from
exposure to high sound level for a short time.

Regular exposure to lower sound level over a long period of time may result
in destruction of certain inner ear structures and a loss of hearing that is
permanent and incurable.

The noise level close to an unshielded generator set is normally higher than
the limits for a normal factory. Ear defenders should be readily available
and must be worn by all personnel who work near the generator set.

Where the generator set is provided with an engine room or acoustic

enclosure, then no precautions are necessary outside the enclosure, but all
personnel who enter the engine enclosure must wear ear defenders.

It is recommended that the following actions be taken:

a) Identify and mark places where ear protectors are required.

b) Control entry into ear protection areas.

c) Ensure that suitable ear protectors are provided and easily used.

d) Ensure that people provided with ear protectors are instructed in their
care and use.

1-5
GLOBAL POWER SECTION TWO
DESCRIPTION OF EQUIPMENT

SECTION TWO

DESCRIPTION OF EQUIPMENT

Page No.

2.1 GENERAL 1

2.2 DIESEL ENGINE. 1

2.3 ALTERNATOR. 1

2.4 CONTROLS AND INSTRUMENTS. 2

2.5 BATTERY. 2

2.6 ENGINE PROTECTION. 2

Page2
GLOBAL POWER SECTION TWO
DESCRIPTION OF EQUIPMENT

DESCRIPTION OF EQUIPMENT

2.1 GENERAL.

This manual has been prepared as a companion to the separate engine and
alternator literature supplied with the equipment.

Supply AC electricity generating equipment comprises an alternator with

flexible drive coupling to a water-cooled diesel prime mover.

Engine and Alternator are mounted and accurately aligned on a heavy mild
steel base frame. The engine is arranged for battery powered starting with all
controls and monitoring components generally contained within a control
cubicle.
The equipment must be arranged within weather protecting drop-over canopy
fitted with weatherproof doors to allow access to the equipment.

Air splitters should be fitted at the cooling air inlet and outlet to reduce noise.
This equipment should be fitted by our recommendation.

2.2 DIESEL ENGINE.

The prime mover in our generator set is an industrial type diesel engine
complying with ISO8528-1, 6 Standard.

It comprise the following system:

1. Engine cooling system.
2. Fuel injector system with preset engine speed governor.
3. Mechanical governor injection system.
4. Electric start with heavy duty batteries.
5. Suitable filters for fuel oil, lubricating oil and engine air intake.
Refer to Engine Manual for more detailed information.

2.3 ALTERNATOR.

The alternator is a self-exciting, self-regulating, screen protected machine complying

with BS.5000-99, VDEO530, UTE5100, NEMA, MG1-22CEMA, IEC34-1, CSA22-2
and ASI359 standard. The alternator can continuously rated for use in ambient
temperatures up to 40 degrees Centigrade.

2-1
GLOBAL POWER SECTION TWO
DESCRIPTION OF EQUIPMENT

The machine has a vertical drip-proof enclosure and is complete with

terminal box.
Included within the alternator are semi-conductor circuits designed to
automatically regulate the output voltage magnitude.
Refer to Alternator Manual for more detailed information.

2.4 CONTROLS AND INSTRUMENTS.

Engine instruments are mounted on a subsidiary engine instrument panel

and include oil pressure gauge, engine temperature gauge, and fuel level
gauge and battery voltage & hour gauge. All other controls, indicators and
output metering are mounted in a sheet steel control cubicle.
A circuit breaker, mounted at the control panel, provides isolation on all
phases at the alternator output.
Non-expendable thermo-magnetic type overload protection for the
alternator is included in the circuit breaker.
P.V.C (Poly-vinyl-chloride) or C.S.P (Chloro-sulphonated-polyethylene)
insulated cables are used on the equipment and wiring between the control
panel and the engine, excluding the starter motor leads, are contained
within non-ferrous conduit wherever possible.

2.5 BATTERY.

Engine starter battery within all necessary current leads and battery lugs
are provided normally.
Customer should supply their own batteries with their corresponding leads
and lugs if these are not found in your packing list.
An engine-driven alternator for battery charger is supplied to maintain the
battery in good condition during engine running.

2.6 ENGINE PROTECTION.

Strategically placed sensors are provided to detect untoward engine

conditions. Such safety devices are each electrically coupled to the engine
control circuit; when actuated they cause immediate shut down of the
generator set; the engine controller are then locked out and the
appropriate front panel indicator remains lit until the controller are
manually reset.

2-2
GLOBAL POWER SECTION THREE
INSTALLATION

SECTION THREE

INSTALLATION

Page No.

3.1 SITE 1

3.2 VENTILATION 6

3.3 EXHAUST SYSTEM 7

3.4 COOLING 9

3.5 FUEL 11

3.6 CABLE SELECTION 12

Page3
GLOBAL POWER SECTION THREE
INSTALLATION

INSTALLATION

The installation of a generating set must follow certain rules, which must be
strictly adhered to in order to get equipment to operate properly.

The whole equipment is liable to sustain damage and abnormal wear if these basic
principles are not followed.

This chapter lists the main installation requirements for a generating set built with
an engine, a generator and a control panel. In case of special applications our
Technical Department will advise you and study your specific needs. The
regulations provisions and laws in effect on the installation premises should also be
complied with.

3.1 SITE

3.1.1 LOCATION

It should be decided by the application. There are no special rules in selecting the
location, other than the proximity of the control panel and the noise reduction.
Nevertheless, fuel supply, correct ventilation of the site, exhaust gas, direction of
radiator hot air and noise must be taken into account.

Do not wait until the last moment to plan the installation of the generating set. It
should not be forgotten that a generating set may be the most important piece of
machinery designed to back up faulty mains supply and to ensure the continuing
operation of the vital functions of a company, factory or hospital.

The choice of positioning should be based on a well-planned site.

3.1.2 GENERATING SET FOUNDATION

A generating set in operation produces a certain amount of vibration. Our

generating sets adopt module structure and have fixed anti-vibration discs inside.
So they are not normally require a special slab. The slab should be level and
smooth after casting and isolated from the building. It must be firm enough to
prevent the generating set from sinking.

3-1
GLOBAL POWER SECTION THREE
INSTALLATION
CONCRETE BASE:
A generating set may be made of concrete which should be 150-200mm higher
than ground level, Actual dimensions are depend on the type of generator.
The thickness of concrete base can be calculated as follow formulation:
W
D=
d X BX L

In formulation: D = Thickness of concrete base (m )

W = Weight of the generator set (kg )

(
d = specific gravity of concrete kg / m 3 )
Note: when you do not known the nicety specific gravity data, use
2402.8kg / m 3 to calculate.

B = Width of concrete base (m )

L = Length of concrete base (m )
Besides the thickness of concrete base, make sure that the substratum is firm
enough to subject to vibration that may cause the equipment to suffer.

3.1.3 DIMENSIONS AND LAYOUT

Various room layouts can be considered for housing the generating set. These
requirements relate to the space around each set to allow for maintenance and
possible removal.

A 1 m clearance around the generating set must be considered as the minimum

requirement for problem free maintenance. Make sure the doors of the canopy
can be opened completely, the equipment is easily accessible for maintenance
and the generating set can be removed from the room.
Commended dimensions (only apply for 12 to 1200KW generating sets) as
follow figures:
Note: 1) In the figures, dimensions are designed depended on the normal base
devices, if you make use of base fuel tank, dimensions of C and G will have
little difference.
2) In the figures, dimensions are designed depended on the normal
exhaust muffler, when you consider for housing, the dimensions will change.

3-2
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 Prime Power Rated Power Length Width Height Inlet Area Outlet Area Exhaust Pipe Double Generating sets
2 2
(kVA) A (mm) B (mm) C (mm) （m ） （m ） Height G
H (mm) J (mm) K (mm)
（ ） （ ）
12 15 2500 2000 1800 1.1 0.75 1300 4000 1350 1700

16 20 2500 2000 1800 1.1 0.75 1300 4000 1350 1700

32 40 3200 2400 2000 1.2 0.80 1400 5000 1350 1800

45 56 3600 2500 2200 1.55 1.2 1500 5000 1450 1800

68 85 4000 3000 3200 1.60 1.35 2700 5000 1450 1900

75 93.75 4000 3000 3200 1.60 1.35 2700 5000 1450 1900

110 137.5 4300 3200 3200 1.80 1.45 2700 5000 1600 2000

120 150 4300 3200 3200 1.80 1.45 2700 5000 1600 2000

148 185 4500 3200 3200 1.85 1.5 2000 5000 1600 2000

3-5
200 250 5500 3500 3400 2.00 1.55 2900 6000 1600 2100

215 268.75 5500 3500 3400 2.00 1.55 2900 6000 1600 2100
250 312.5 5500 3500 3500 2.10 1.60 2900 6000 1600 2100
280 350 5600 3500 3500 2.10 1.67 2900 6000 1600 2100
300 375 5700 3500 3600 3.00 2.32 3100 6000 1700 2300
329 411 5600 3500 3600 3.00 2.36 3100 6000 1800 2300
360 450 5800 3500 3700 3.00 2.47 3100 6000 1800 2400
400 500 5900 3500 3700 3.50 2.92 3100 6000 1800 2400
500 625 6100 4000 3800 4.50 3.25 3200 7000 2000 2600
600 750 7000 4500 4000 5.50 3.90 3300 8000 2200 2750
800 1000 7000 4800 4000 6.60 4.00 3300 8500 2200 2800
1000 1250 8000 5000 4000 6.80 4.80 3300 9000 2500 2800
1200 1500 9000 6000 5000 7.00 5.00 3600 9000 3000 2800
GLOBAL POWER SECTION THREE
INSTALLATION

3.1.4 SOUNDPROOFING

The best quality ratio is achieved when soundproofing is part of the initial design
of the room. . On the other hand if soundproofing is added to an existing room, it
will inevitably be more expansive and not as good. Two techniques should be
used to soundproof the generator room.

1) Insulation
Its purpose is to prevent sound traveling through the walls by providing mass
and adequate thickness.

2) Absorption
Sound energy is absorbed by special materials and reduces reverberation. For a
soundproofed room the openings have to be larger and carefully designed to
provide adequate ventilation without allowing excessive noise to pass through
the openings. A properly designed soundproofed door is also needed.

3.1.5 INLET AND OUTLET OF WIND DIRECTION

Whenever possible the main axis of the generator set should coincide with the
prevailing wind direction, with the outlet aperture at the down wind end so that
hot cooling air is dispersed.

3.2 VENTILATION

An engine room is heated by convection and radiation from the engines,

generators, heat recovery system and pipe work systems installed therein. To
avoid unacceptably high temperatures for the machinery, components and
switchgear, this heat must be dispersed with the aid of a ventilation system.

So, its necessary to fit the room with air inlets and outlets specifically designed
for the cooling system and local operating conditions. Insufficient ventilation will
cause an increase in room temperature, which will lead to an engine power loss
or the set stopping (in some cases auxiliary fans will be required). The cooling air
should sweep the generating set room in the direction Alternator Engine
Radiator. This not only allows for the discharge of the heat produced by the
generating set, but also supplies the fresh air required for combustion. The
openings will have to be large.
3-6
GLOBAL POWER SECTION THREE
INSTALLATION

The air inlet and outlet should be as direct as possible. The cooling system
should be tightly connected to a ventilation shaft or the outlet duct to avoid hot
air reciprocating.
Air inlet and outlet must never be located close to each other.

When you use online type radiator, something else should be took into account as follow:
1.The airflow should be adjustable via Inlet/outlet louver.
2.The inlet/outlet louver should be shut automatically when generator set
stop at low temperature and it shall be open automatically when
generator set start.
3.The vent air must flow outside wholly except engine room in chilly
environment.
4.To avoid vibration, a flexible connection should be installed between
radiator and wall.
A board should be fixed in order to reduce noise produced by generator
set.

3.3 EXHAUST SYSTEM

The design of the exhaust pipe from the generating set is a serious matter and
should calculated carefully. A number of constraints must be taken into
account such as pressure loss, isolation, suspension, and noise level and air
pollution.

Please note the following in order to prevent frequently occurring installation

errors:

1) When the installation of the generating set is as follow figure, in order to

absorb heat expansion﹑displacement and vibration. A flexible tubing of
stainless steel coupling above 24 inch (610mm) should be fitted on the engine.
In the same way, miniature type generating sets should also configure flexible
tubing coupling above 18 inch.

2) A flexible tubing is inhibited to use as compensator between elbow and the

exhaust manifold.

3-7
GLOBAL POWER SECTION THREE
INSTALLATION

3) In order to decrease possibility of condensation, The exhaust muffler should

be install as close as possible to the engine.

4) The exhaust pipe and the muffler should be installed using bracket so that its
weight does not press on the engine exhaust pipe. Otherwise it will damage the
engine exhaust pipe and debase the life of the turbo.

5) Exhaust tubing: we recommend using black iron pipe.

6) The diameter of the elbow should be large enough.

7) We suggest that the diameter of entire exhaust system tubing should consist
with exhaust outlet .The pipe diameter should never-be smaller than the
generating set exhaust outlet, because the large tube is easy to suffer erodibility
of condensation, simultaneously it will enlarge the flux of exhaust and result in
power reduction. Exhaust system tubing diameter change less, the friction shall
be less.

3-8
GLOBAL POWER SECTION THREE
INSTALLATION

8) Depending on the type of installation it may be necessary to insulate the pipes.

The heat emitted by the exhaust pipe(s) inside the room may affect the cooling
system; it may also be dangerous for the safety of the maintenance staff.

9) It will burn the exhaust pipe and the turbo cover unless the temperature of
coolant is very low.

10) Exhaust pipe should 299mm far from the tinder. When the exhaust tube
must through the wall and ceiling, retardant or asbestos is required.

11) When room temperature hoist 100℉, exhaust pipe expansion about 0.0076
per inch. So, we recommend using flexible tubing of stainless steel.

12) The exhaust tube should be a ramp; the lower end of ramp that connects to
outside or water tank shall be away from diesel.

13) A plug should be arranged at the corner of exhaust tube for water.

14) The end of Exhaust tube shall be far away from building and air inlet.

15) The end of exhaust line should be 3m away from ground, 1m away from wall,
higher than neighborhood.

16) A rain hat should be fixed when exhaust is vertical.

17) Exhaust lines of different engines or other sets must not be joined together in
a common line.

18) The backpressure of exhaust system must not exceed recommend value
(about 20mbar~50mbar).

3.4 COOLING
Heat needs to be dissipated from three sources:
- The water used to cool the engine
- The air used to ventilate the engine room
- The exhaust gases.
The systems described below enable this heat to be dissipated or ducted away.

3-9
GLOBAL POWER SECTION THREE
INSTALLATION

ENGINE DRIVEN RADIATOR

The engine cooling system is connected to a tube and fin radiator mounted on
the chassis.

This radiator is cooled by the fan directly/indirectly by the engine. The fan often
displaces enough air to ensure adequate ventilation of the engine room on its
own.

Air is always blown from the fan to the radiator.

The engine room is cooled by the fresh air circulating inside it and air circulation
can be controlled in several ways.

ELECTRIC MOTOR DRIVEN RADIATOR

The engine cooling system is connected to a separate electric motor driven

radiator located either inside or outside the engine room.

If the unit is inside the room it works in the same way as the engine driven
radiator but the fan is driven by an electric motor.

When the electric motor driven radiator is located outside the engine room or on
a roof, extra lengths of cooling water pipe are required. These have to be
accurately sized and the room ventilation system will be separate from the engine
cooling system.

Such systems require great care to ensure proper extraction of gas from the
engine room.

HEAT EXCHANGER

This type of cooling system uses a considerable amount of water so extra

overheads need to be taken into account. It is suited when local conditions
provide a sufficient flow of water and where proper ventilation cannot be
ensured by air-cooled radiator or air-cooling unit system.

3-10
GLOBAL POWER SECTION THREE
INSTALLATION

Heat Exchanger systems consist mainly of a tubular heat exchanger connected to

the engine cooling system. This exchanger has an expression chamber and one of
its circuits vented to the outdoor air. The water is circulated by the engine water
pump. The exchanger's second circuit is connected between the building water
supply system and the drain. A valve upstream of the exchanger opens or shuts.

ENGINE ROOM VENTILATION

Exhaust fans and/or blowers can be used to cool the engine and draw fresh air
into the engine room and over the equipment housed there.

If fans are used, more effective temperature control can be achieved with several
fans rather than one large fan.

The ventilation of the engine room requires detailed engineering calculations.

3.5 FUEL

To different type of generating sets, our company provides you with

corresponding standard tank and the fuel supply system to choose.

We can base on the consumer requirement to design bottom tank and separate
tank. The consumer can also design tank himself. Without reference to kind of
tank, installation is subject to a number of rules.

1) Diesel fuel is classified as a "Dangerous product", For safety purposes the

tank should place a visible position and properly far from generator, also,
smoking is forbidden.
2) The fuel capability of the tank should ensure the daily use.
3) The cover of the fuel should not be at a level higher than 2.5m above the base.
4) Resistance of fuel or is not allowed to exceed the prescribed data.
5) Fuel return resistance is also not allowed to exceed the prescribed data.

3-11
GLOBAL POWER SECTION THREE
INSTALLATION

3.6 CABLE SELECTION

The follow table is allowable current of the multi core flexible cables (only for
reference).

Air circulate better situation ,

Cable core
Cables specification when the temperature reach to50 Voltage drop
number/diameter
area (mm2) ℃, the largest electric current mV / m
(number/mm)
allowing to pass (A)
1 32/0.20 18 54

1.5 30/0.25 24 34

2.5 50/0.25 35 19

4 56/0.30 46 12

6 84/0.30 59 7.7

10 80/0.40 81 4.6

16 126/0.40 109 2.9

25 196/0.40 140 1.8

35 276/0.40 177 1.3

50 396/0.40 205 0.97

70 360/0.50 260 0.68

95 475/0.50 320 0.51

120 608/0.50 370 0.41

150 756/0.50 420 0.35

185 925/0.50 480 0.3

240 1221/0.50 570 0.25

300 1525/0.50 660 0.22

400 2013/0.50 770 0.2

3-12
GLOBAL POWER SECTION THREE
INSTALLATION

In the actual conditions, this varies according to the environment temperature

but also the cable grade. The grade coefficient is as follow table.

Environment 25 35 40 45 50 55 60 65

temperature (°C)

Allowable rising 60 50 45 40 35 30 25 15

temperature(°C)

Grade coefficient 1.05 0.95 0.89 0.83 0.77 0.71 0.64 0.49

The coefficient of cable with more than two lines.

Number of lines 2 3 4 5 6 7 8

Coefficient 0.9 0.7 0.65 0.6 0.56 0.52 0.48

3-13
GLOBAL POWER SECTION FOUR
COMMISSIONING

SECTION FOUR

COMMISSIONING

Page No.

4.1 VENTING AND PRIMING. 1

4.2 FUEL OIL. 1

4.3 LUBRICATING OIL. 1

4.4 COOLANT. 2

4.5 AIR FILTERS. 2

4.6 BATTERY. 2

4.7 TURBO-CHARGER. 2

4.8 EARTHING. 2

4.9 OFF-LOAD CHECKS. 4

4.10 ON-LOAD CHECKS. 4

4.11 FINAL CHECKS. 5

APPENDIX A 5

LEAD ACID BATTERY

Page4
GLOBAL POWER SECTION FOUR
COMMISSIONING

COMMISSIONING

The following instructions detail the procedures to be followed when preparing the
installation for use. All equipment will have been factory assembled and electrically
tested, unfortunately, it is usually necessary to drain the fuel tank, engine radiator
and sump.

4.1 VENTING AND PRIMING.

The engine fuel feed system may have developed air pockets en-route and require
venting. Similarly, the engine lubricating system may require priming. Full details
of these procedures and the fuel and lubricating oil types to be used are given in the
separately enclosed Engine Manual.

Note: That whenever the fuel tank is drained, engine fuel feed venting will probably
be necessary before operation is resumed.

4.2 FUEL OIL.

Generally, specifications for diesel fuel require the oil to be clean and water free, and of low
sulphur content. Conformity with BS.2869: Class A1 or A2 is usual or other suitable fuel oil.

From the outset, a strictly controlled routine for refueling should be initiated; fuel cleanliness is
of paramount importance if the engine is to fulfill its function, and costly maintenance is to be
avoided.

Any fuel drums should be positioned for some twenty-four hours prior to decanting to allow
foreign matter to settle the orifice surround should be wiped clean before the drum cap is
removed. Any hoses and pumping apparatus must be maintained in a scrupulously clean
condition.

4.3 LUBRICATING OIL.

Fill the engine sump with lubricating oil up to the maximum mark on the dipstick. Where
special instructions are included on the oil filler cap, these should be adhered to.

Note: That the grade of lubricant required will depend upon the anticipated lowest ambient
temperature of the generator environment; refer to Engine Operation and Maintenance
Manual for details.

4-1
GLOBAL POWER SECTION FOUR
COMMISSIONING

4.4 COOLANT.

Fill the engine radiator with corrosion inhibited water; in climatic conditions where frost is
possible, an anti-freeze mixture should be added.

Anti-freeze and inhibitor additives should comply with BS.3151. The concentration of any
anti-freeze compound required is again dependent upon the minimum anticipated ambient
temperature; manufacturer’s data should be consulted.

Note: When the engine is running, the cooling system is pressurized to a few pounds per square
inch (approaching 1kg/cm2); a pressure relief valve is always fitted at the engine and the
coolant is very hot.

It is important to ensure correct replacement of the radiator cap. Do not attempt removal when
the engine is hot.

4.5 AIR FILTERS.

Dry element type air filters are normally fitted and no preparation is necessary. Where an
oil-bath cleaner is fitted, remove the cover and fill the container with engine oil to the marked
level. Ensure correct replacement of the cover.

4.6 BATTERY.

The Battery Appendix at the end of this chapter should be read before commissioning the
battery.

It is important to follow the PUTTTING INTO SERVICE and INITIAL CHARGE instructions
carefully. Failure to do so may adversely affect the life of the battery.

4.7 TURBO-CHARGER (if fixed).

The engine is fitted with a turbo-charging unit.

The turbo-charger lubrication box should be topped up with engine oil when the generator set
is installed and whenever the set has stood idle for more than three months, refer to Engine
Operation and Maintenance Manual.

4-2
GLOBAL POWER SECTION FOUR
COMMISSIONING

4.8 EARTHING.

1. The Set.

An earthing lug is provided at the alternator end of the frame-base, and this must
be connected to a suitable earth point, which must comply with Local Regulations.

Where no suitable earth point is provided, then an earth spike or earth mat should
be used, the effectiveness of these depends on soil conditions, and Local Authority
advice should be sought.

The earth system is a vital safeguard against injury or damage should an electrical
fault or accidental abuse occurs, either at the generator set or in the equipment to
which it is connected.

It is the customer’s responsibility to ensure that the equipment earth is effectively

maintained at all times by a competent electrician, and that his instructions
concerning the maintenance of the earth system are rigidly adhered to.

SUPPLIER OR THEIR AGENTS CANNOT ACCEPT ANY LIABILITY WHATSOEVER

FOR ACCIDENTS ARISING FROM THE USE OF AN UNEARTHED OR DEFECTIVELY
EARTHED GENGRATOR SET.

2. Neutral.

Earthing of the alternator neutral connection will normally be decided by the

customer’s overall installation. Where the generator set is used as a single source,
the neutral must be connected directly to earth.

For more complex installations, the neutral earth point is selected to ensure the
correct operation of protection equipment, such as earth fault detection, and also to
minimize circulating earth currents.

Provisions for such earthing must be arranged by the customer and conform to the
Local Authority’s recommendations.

4-3
GLOBAL POWER SECTION FOUR
COMMISSIONING

4.9 OFF-LOAD CHECKS.

Run the engine at no-load condition for only a few minutes. Switch-on procedures
are detailed at Section 6.

Shutdown immediately if a fault condition is evident.

Check particularly for:

1. An engine oil pressure reading of should be in natural range.

2. Engine fan operation. The fan grill may have become dented or the fan belt
dislodged or slackened during transit.

3. A substantial charge reading at the battery charge/discharge ammeter.

4. Leaky engine fuel lines. Any air influx will necessitate fresh venting of the
system.

5. Leaky coolant hoses.

6. Leakage of fumes at the exhaust system.

4.10 ON-LOAD CHECKS.

Test run the set on-load for a period of at least one-hour. Throughout the test note:

1. The frequency of the generated supply recorded at Frequency Meter, the

generated frequency is substantially a linear function of the shaft speed, and a
governed engine speed of 1500rpm usually corresponds to a generated frequency
of 50 Hz. During the engine warming period the crankshaft speed may run
slightly high and an excess frequency reading of about 1 Hz. is to be expected.

2. The recorded output voltage at any phase remains within plus/minus two percent
of the nominal setting at all running conditions.

3. The recorded current per phase provides a check on the load balancing
arrangement. Ensure that the full load rating of the set is not consistently
exceeded either per phase or overall.

4. Engine lubricant pressure. As the engine temperature increases the viscosity of

the lubricant will decrease, consequently a marked decrement of oil pressure
reading is to be expected. After about one hour running at full load the engine
temperature should stabilize, the oil pressure then should not be less than 1.5 bar.

4-4
 GLOBAL POWER SECTION FOUR
COMMISSIONING

5. Temperature of engine coolant. Again stabilization may be expected after about

one hour run on full load. Thereafter, the consistently recorded temperature
should not normally exceed 90 degrees Centigrade.

4.11 FINAL CHECKS.

With the set stationary, check the engine environs closely for evidence of leaky
exhaust; engine cooling and fuel feed systems.

Appendix A LEAD ACID BATTERY.

1. INSTRUCTIONS FOR DRY-CHARGER BATTERY.

Remove vent plugs and fill each cell with correct specific gravity accumulator
acid just below the filling holes. Allow standing for a few minutes then restoring
level with more acid to 1/4” above separators, or just flushing with tops of the ribs
on the separator guard, if fitted.

For batteries having automatic topping-up devices, remove vent chamber cover
(and balls, if fitted) and fill as above until level reaches the bottom of the filling
tubes.

Approximately fifteen minutes after initial filling the battery may be put into
service, however, it is strongly recommended that whenever possible the battery be
allowed to stand for a longer period of time.
A standing period of up to two hours is advisable.
Replace vent plugs or vent chamber cover (balls, if fitted).

2. PUTTING INTO SERVICE.

The specific gravity of the filling-in acid is the table. It should be at a temperature
preferably between 150 - 32℃(600 and 90℉).

The acid level will fall in each cell rapidly during the first few minutes following
filling, and thereafter progressively very much slower. It is, therefore, advisable to
re-check the lever just after installation.

Low battery and/or engine temperature, prolonged or unsuitable storage may result
in a longer standing period (up to two hours) being required.

BEFORE INSTLLATION IT IS ALWAYS BENEFCIAL TO GIVE A REFRSHER

CHARGE OF ABOUT FOUR HOURS at the normal charge rate and check that
this causes all cells to gas. In any case, the battery should not stand for more than
one week after filling before receiving a charge. This can be carried out on the set
provided a charge current and time on charge are adequate.

4-5
GLOBAL POWER SECTION FOUR
COMMISSIONING

SPECIAL NOTE: If the dry charged time limit has expired (see date on front of
card) the battery must be filled, as in the first paragraph, and be given a special
bench charge at the rate shown in the table. Continue charging until voltage and
specific gravity in all cells remain constant for five successive hourly readings. All
cells should be freely.

Batteries to be used on engines without charging generators must always be given

this special bench charge. The electrolyte level should be checked within a few days
of going into service, and adjusted of necessary by topping up in the normal manner.

3. INSTALLATION AND MAINTENANCE.

The battery should be secured and the connecting cables properly anchored and
sufficiently long to prevent pulling on the battery terminals.

4. GENERAL MAINTENANCE.

ACID LEVEL should be maintained a quarter inch above tops of separators, or just
flush with the tops of the ribs on the separator guard, if fitted, by regular addition of
pure water For batteries having automatic topping-up devices (if balls are fitted – do
not remove them) pour pure water into the trough until it stops flowing into all cells
and the trough begins to fill. Replace vent chamber cover immediately. This allows
the water in the trough to flow into the cells, each cell automatically receiving except
when topping up.

Keep the battery in a clean and dry condition. If vent plugs are fitted keep them
tight and the holes in them free from dirt. Keep terminals and connections free from
corrosion and coated with pure petroleum jelly.

Batteries used on engines without charging generators are fully discharged when the
specific gravity is 1.110(1,000with ‘low gravity’). Continue charge until specific
gravity remains constant for three hours, and once per month extend it until specific
gravity remains constant for five hours. IDLE batteries should receive a bench
charge at least every two months-preferably once per month, especially in hot
climates.

4-6
GLOBAL POWER SECTION FIVE
MONITORING FACILITILES

SECTION FIVE

MONITORING FACILITIES

Page No.

5.1 METERS AND SELECTORS 1

5.2 ENGINE METERS 1

5.3 PUSHBUTTONS 1

5.4 CONTROLLERS

APPENDIX:

MANUAL OF DEEPSEA701/702 CONTROLLER

MANUAL OF DEEPSEA703 CONTROLLER

MANUAL OF DEEPSEA704 CONTROLLER

MANUAL OF ATS CONTROLLER

Page5
GLOBAL POWER SECTION FIVE
MONITORING FACILITILES

MONITORING FACILITIES

Instruments for measuring the electrical output parameters of the alternator are
of a flush mounted design, prominently located at the front of the control panel.

5.1 Electrical Meters and selectors

On the control box, there are the following meters to display electrical parameters or
engine parameters.
1) Voltage meter to display voltage of generator set, with the voltage selector,
operator can read L1-L2-L3-N phase voltage or Line voltage (L1-L2-L3).
2) Current meters with the current selector to display different phase current of
generator set.
3) Frequency meter to display the frequency of generator set.

Each voltmeter connection is separately fused.

5.2 Engine meters

1) Water temperature gauge is to display the engine water temperature.
2) Fuel level gauge is to display the fuel tank level.
3) Lubrication oil pressure gauge is to display the engine lubrication oil pressure.
4) Battery voltage & hours gauge is to display the battery voltage and the running
hours of engine.

5.3 Pushbuttons
There is one Emergency pushbutton on the genset control box.
It will stop engine immediately while pushing this button.

5.4 Controllers:
1) For the generating set equipped with Deepsea701/702 controller, Please refer to
the appendix of Introduction for Deepsea702 controller.
2) For the generating set equipped with Deepsea703 controller, Please refer to the
appendix of description about Deepsea703 controller.
3) For the generating set equipped with Deepsea704controller, Please refer to the
appendix of description about Deepsea704 controller.
4) For the generating set equipped with ATS controller, Please refer to the
appendix of description about ATS controller.

5-1
 DEEP SEA ELECTRONICS Plc
702 MANUAL START
WITH INTEGRAL HOURS COUNTER

DESCRIPTION
The Model 702 is a Manual Engine Control Module
designed to control the engine via a key switch and
pushbuttons on the front panel. The module is used to start
and stop the engine and indicate fault conditions,
automatically shutting down the engine and indicating the
engine failure by LED, giving true, first up fault annunciation.
An integral anti-tamper LCD hours run counter is also
provided.

Operation of the module:

1. Select manual run ( )
2. Press pre-heat button ( ) for required length of time
3. Press START (I) to crank engine

In the ‘O’ position the DC supply is removed from the module and the run output is
de-energized. The module is powered up when is selected. Operation of the pre-heat
button is only possible when in this position. An LED tell-tale indicates preheat operation.
Once the required pre-heat duration has elapsed, the pre-heat button should be released.
Once is selected and the Start button is pressed and maintained, the engine fuel system is
energized. The ‘Crank’ output is then energized and the starter motor operated, disengaging
automatically when the engine fires or when the ‘Start’ button is released. The protection
hold-off timer is then initiated.

Operation of any of the following alarms (which are close on fault) will cause the run output to
deenergize:
Low Oil Pressure
High Engine Temperature
Auxiliary Shutdown
Overspeed
This will remove the fuel supply from the engine and bring it to rest. Each alarm has its own
LED indicator and once activated no further alarm conditions will be accepted. The alarm
output and relevant LED will remain active until the unit is reset by turning the switch to the ‘O’
position.
Over speed Protection
Overspeed protection is derived from the generator Hz output. The over frequency circuit
monitors the generator Hz output and will shut down the engine immediately if a pre-set
frequency level is exceeded. This trip level is selected by a switch for either 50Hz or 60Hz
nominal operation (57Hz and 68Hz trip respectively). During engine cranking and for a short
time afterwards the protection hold-off timer (10 seconds) is active and the relevant alarm
inputs are inhibited. This enables the engine to start and achieve normal running conditions.
Once the timer has expired the inputs are enabled providing normal protection from the
module.

Charge Failure warning

Charge Failure warning is also provided by monitoring the WL terminal on the charge
alternator.

LCD Hours counter

LCD Hours counter is incremented whenever the engine is running. The elapsed hours are
displayed in all modes except the ‘O’ mode.

SPECIFICATION
DC Supply: 8V to 35V Continuous.
Cranking Dropouts: able to survive voltage dips during cranking. This is achieved without the need for
internal batteries.
Alternator Input Range: 15 - 305 V AC RMS (+20%)
Alternator Input Frequency: 50 - 60 Hz at rated engine speed. (Minimum 75V AC)
Overspeed: nominal frequency +14% (+24% Overshoot)
Start Output: Solid State 1.2A negative grounding terminal
Run Output: Solid State 1.2A negative grounding terminal
Pre-heat Output: Solid State1.2A negative grounding terminal
Dimensions (Excluding Key-switch): 84mm x 72mm x 34.9mm (3.3” x 2.8” x 1.4”) Cut-out 80mm x 68mm
(3.14” x 2.67”)
Operating Temperature Range:-30°C to +70°C
Installation: Front panel mounting via suitable cutout. Retaining clips supplied. Cable connections via screw
clamp type terminals.
Calibration: Speed trip setting switch accessible from rear of module.
TYPICAL CONNECTIONS
 DEEP SEA ELECTRONICS PLC

DESCRIPTION

The 703 is an engine auto start and protection module. It utilizes

advanced surface mount construction techniques to provide a
compact, yet highly specified module.
Operation is via three pushbuttons mounted on the front panel
with STOP, MANUAL and AUTO positions.

OPERATION

Stop mode - This is used to stop the engine when it is running and to cancel ‘Auto’ mode. It is
also used to reset any Shutdown Alarm conditions.

Manual mode - This mode is used to manually start and run the engine, which can be
stopped by pressing the Stop button.

Auto mode - This selects the automatic mode of operation, in which the module will await the
remote start signal. Once received, the module will initiate its pre-configured Start Sequence,
observing the start delay timer before starting the engine. When the remote start signal is
removed, the module will initiate its pre-configured Stopping Sequence.
The module monitors the engine and provides the following functions:
Automatic Start with 3 attempts and Automatic Crank Disconnect – with adjustable Start
and Stop Timers and Fail to Start indication.
Configurable Pre-heat and Energize to stop functions.
Low Oil Pressure and High Engine Temperature Shutdown.
Overspeed and Underspeed (frequency) protection.
Charge Fail Alarm
Two fully configurable auxiliary inputs.
All alarms are indicated by high visibility red LED’s.

The module’s microprocessor provides a comprehensive list of timers and configurable

functions. Parameter settings can be adjusted using the front panel pushbuttons once in
Configuration Mode. Access to the settings is via a small ‘Configuration Switch’ on the rear of
the module (see figs. 1 and 2), and enables changes to be made in the field.

Selection of the Configuration Mode is indicated by rapid flashing of the ‘Auto’ LED.
The module is designed with DSE’s proven experience and uses modern construction to
provide a high level of reliability and suitability for the intended operating environment. Issues
such as environmental compliance and EMC have been carefully engineered into the design.
Advanced features such as protected solid-state outputs mean that there are no moving parts
or contacts to burn out.

FEATURES

Micro-processor based design Start Delay Timer

Automatic Engine Starting and Stopping Stop Delay Timer
Automatic Shutdown on fault condition Energize to Stop timer
Configurable via front panel Pre-heat Timer
Simple pushbutton controlled operation Over Speed Shutdown
Configurable Digital Inputs Optional Underspeed Protection
Configurable Solid State Outputs Low Oil Pressure Shutdown
Configurable Timer Settings High Engine Temp Shutdown
Solid State Fuel and Crank outputs Optional Crank Disconnect from Oil
External Remote Start input Pressure
LED Alarm indication

SPECIFICATION

DC Supply: 8V to 35V Continuous.

Cranking Dropouts: Able to survive 0V for 50mS, providing supply was at least 10V
before dropout and supply recovers to 5V. This is achieved without the need for internal
batteries.
Max. Current: Operating 50mA Standby 10mA
Alternator Input Range: 75(ph-N) to 277(ph-N) 3 Phase 4wire AC (+20%)
Alternator Input Frequency: 50 - 60 Hz at rated engine speed (Minimum: 75V AC Ph-N)
(Crank Disconnect from 15V Ph-N @ 20 Hz) Overspeed +14% (+24% overshoot)
Underspeed –20%
Start Output: 1.2 Amp DC at supply voltage.
Fuel Output: 1.2 Amp DC at supply voltage.
Auxiliary Outputs: 1.2 Amp DC at supply voltage.
Dimensions: 125 X 165 X 28 mm
Charge Fail: 12V = 8V CF 24V = 16V CF
Operating Temperature Range: -30 to +70°
Compliant with BS EN 60950 Low Voltage Directive
Compliant with BS EN 50081-2 EMC Directive
Compliant with BS EN 5050082-2 EMC Directive
CONFIGURATION
Configuration Mode is selected by operation of a small switch on the rear, left-hand edge of
the PCB. This is partially hidden to prevent accidental operation. See figs 1 and 2

Once Configuration Mode is selected, the ‘Auto’ LED will

commence rapid flashing. When in Configuration Mode all
normal operation is suspended.
The ‘Stop’ pushbutton can be used to select the LED ‘code’ that
corresponds to the required function. The 5 left hand LED’s will
form the code：

The ‘Manual’ pushbutton will allow the user to change the

function parameters. The 3 right-hand LED’s inform the user of
the current setting for the chosen function.
When the required parameters are displayed, pressing the
‘Auto’ button will save the new setting. The process is repeated
for each function change.
When configuration is complete, the Configuration Mode
Selector Switch should be returned to the ‘Normal’ position.
A key to configuration options is provided with the Installation
Instructions supplied with module.

TYPICAL CONNECTIONS
FUNCTIONS AND PARAMETERS TABLE
 DEEP SEA ELECTRONICS PLC

DESCRIPTION

The 704 is an Automatic Mains Failure module with generator

monitoring, protection and start facilities. It utilizes advanced
surface mount construction techniques to provide a compact yet
highly specified module.

Operation of the module is via three pushbuttons mounted on the

front panel with STOP, MANUAL and AUTO positions. Selection
of the ‘Auto’ mode is confirmed by LED indicator, and monitors the incoming mains supply (3
phase or single phase). Should the incoming AC mains supply fall below a configurable
pre-set limit (180V default), the generator will be started, and load transferred to the genset.

When the AC mains supply returns to within limits, the module will wait for a configurable,
pre-set stabilization period, and then transfer load back to the mains. The engine will be
instructed to stop after a cool-down period.

The module’s microprocessor provides a comprehensive list of timers and functions, and
access to the settings is via a small Configuration Switch on the rear of the module.
Parameter settings can be adjusted using the front panel pushbuttons once in Configuration
Mode.

The module monitors the engine and provides the following functions:

Automatic Start with 3 start attempts and Automatic Crank Disconnect - with adjustable
Start and Stop Timers and Fail to Start indication.
Configurable Pre-heat and Energize to stop functions.
Low Oil Pressure and High Engine Temperature Shutdown.
Overspeed and Underspeed (frequency) protection.
Charge Fail alarm
Two fully configurable auxiliary inputs.
Adjustable Warming and cooling timers
Adjustable Mains Fail voltage level
Change-over contactor control.
All alarms are indicated by high visibility red LED’s.

Issues such as environmental compliance and EMC have been carefully engineered into the
design. Advanced features such as Protected Solid State Outputs mean that there are no
moving parts or contacts to burn out.
OPERATION
Stop mode - This is used to stop the engine when it is running and to cancel ‘Auto’ mode. It is
also used to reset any Shutdown Alarm conditions.
Manual mode - This mode is used to manually start and run the engine, which can be
stopped by pressing the Stop button.
Auto mode - This selects the automatic mode of operation, in which the module will await a
mains failure. Once detected, the module will initiate its pre-configured start sequence,
observing the Start Delay Timer before starting the engine. When the mains supply returns,
the module will initiate its pre-configured stopping

FEATURES
Micro-processor based design
Automatic Engine Starting and Stopping
Automatic Shutdown on Fault Condition
Configurable via front panel
Simple pushbutton controlled operation
Configurable Digital Inputs
Configurable Solid State Outputs
Configurable Timer Settings
Solid State Fuel and Crank Outputs
External Remote Start Input
LED Alarm indication
Start/Stop Delay Timer
Warm-up/Cooling Timer
Energize to Stop Timer
Single/Three phase mains sensing
Load contactor control Solid State Outputs
Pre-heat Timer
Over Speed Shutdown
Optional Underspeed Protection
Low Oil Pressure Shutdown
High Engine Temp Shutdown
Optional Crank Disconnect from Oil
Pressure

SPECIFICATION
DC Supply: 8V to 35V Continuous.
Cranking Dropouts: Able to survive 0V for 50mS, providing supply was at least 10V
before dropout and supply recovers to 5V. This is achieved without the need for internal
batteries.
Max. Current: Operating 50mA Standby 10mA
Alternator Input Range: 75(ph-N) to 277(ph-N) 3 Phase 4wire AC (+20%)
Alternator Input Frequency: 50 - 60 Hz at rated engine speed (Minimum: 75V AC Ph-N)
(Crank Disconnect from 15V Ph-N @ 20 Hz) Overspeed +14% (+24% overshoot)Underspeed
–20%
Start Output: 1.2 Amp DC at supply voltage.
Fuel Output: 1.2 Amp DC at supply voltage.
Auxiliary Outputs: 1.2 Amp DC at supply voltage.
Dimensions: 125 X 165 X 28 mm
Charge Fail: 12V = 8V CF 24V = 16V CF
Operating Temperature Range: -30 to +70°
Compliant with BS EN 60950 Low Voltage Directive
Compliant with BS EN 50081-2 EMC Directive
Compliant with BS EN 5050082-2 EMC Directive
CONFIGURATION
Configuration Mode is selected by operation of a small switch on the rear, left-hand edge of
the PCB. This is partially hidden to prevent accidental operation. See figs 1 and 2

Once Configuration Mode is selected, the ‘Auto’ LED will

commence rapid flashing. When in Configuration Mode all
normal operation is suspended.
The ‘Stop’ pushbutton can be used to select the LED ‘code’ that
corresponds to the required function. The 5 left hand LED’s will
form the code：

The ‘Manual’ pushbutton will allow the user to change the

function parameters. The 3 right-hand LED’s inform the user of
the current setting for the chosen function.
When the required parameters are displayed, pressing the
‘Auto’ button will save the new setting. The process is repeated
for each function change.
When configuration is complete, the Configuration Mode
Selector Switch should be returned to the ‘Normal’ position.
A key to configuration options is provided with the Installation
Instructions supplied with module.

TYPICAL CONNECTIONS
FUNCTIONS AND PARAMETERS TABLE
 INTRODUCTION FOR ATS CONTROLLER

FEATURES

Micro-processor based design

Graphical LCD display
Meter two 3-phase AC Voltages and
3-phase currents
Provide supply for ATS (10A 220VAC)
Configurable priority of supply Able to
Set I master or II master or NONE
master
Set AUTO or MANUAL via
PUSHBOTTON on the front panel
Two isolable N designed Communication protocol allows full system
RS485/RS232 ‘ Mudbugs ’ output. integration into new and existing building
8 LEDs display the status management and control schemes. It is also
Operational timers can be altered by possible to monitor the operation of the
the customer. system either locally or remotely.
Function LAMP TEST
Provide real time clock (RTC) The module provides metering and alarm
40 Event logs accessed via the 'display scroll’ push-button
Control generator to Start The following instrumentation displays are
available:
DESCRIPTION I Volts L1-N, L2-N, L3-N
I Volts L1-L2, L2-L3, L3-L1
The Model is an Automatic Transfer Control I Frequency Hz
Module. The module is used to meter two II Volts L1-N, L2-N, L3-N
3-phase supplies and automatically control the II Volts L1-L2, L2-L3, L3-L1
switches to transfer. II Frequency Hz
LOAD Amps L1, L2, L3
Operation of the module is via pushbutton LOAD kVA L1, L2, L3, Total
controls (with security locking facility) Real time clock
mounted on the front panel with shut I, shut II,
shut O functions. The first eight LED indicate I The module accepts the digital inputs:
Master, II Master, auto, manual, Pos(I), SWITCH I&II position and alarm Input – active
Pos(II), Normal(I), and Normal(II). Further to contact to DC supply(-)
PushButtons provide DISPLAY SCROLL and
ENTER (set) functions. Relay outputs are provided for Shut up and
off I & II, and two configurable outputs.

DESCRIPTION CONTINUED
Multiple alarm channels are provided to
monitor the following:
Under/Over Volts
Under/Over Frequency
Over current
Miss phase
TIMERS AND FUNCTIONS
I volts normal delay timer
II volts normal delay timer
I&II volts abnormal delay timer
Transfer rest timers
Start generator delay Timer
Stop generator delay Timer
Start generator condition selected
Alarm out delay timer
SPECIFICATION
Supply:
AC supply: 180 to 260V 50Hz 3VA
DC Supply: 8 to 35 V Continuous 3W
3-phase AC input:
0 to 460V 50Hz(3 phase)
0 to 5A (3 phase) RATED
Communication Parameter:
Protocol: MODBUS
Baud rates: 1200/2400/4800/9600/19200
Data bit: 8 bit
Parity bit: none
Module address: 1-254
Operating Temperature Range:
-10 to +50°C
Dimensions:
192 X 144 X 93 mm
OPERATION
1. Default password is ‘1234’
2. Set communication baud rate:
0000 –1200bps
0001 – 2400bps
0002 – 4800bps
0003 – 9600bps
0004 – 19200bps
default value is “0003”(19200bps)
3.configurable relay out
0 0 0 0 high two bytes define configurable
relay out 1, the range of value is 0-19; low two
bytes define configurable relay out 2, the
range of value is 0-19. it’s define:
00 – alarm (continued out)
01 – fail to transfer
02 – warning out
03 – alarm (preset delay time)
04 – volt I normally out
05 – volt I abnormally out
06 – volt II normally out
07 – volt II abnormal out
08 – over load current out
09 – system in AUTO out
10 – system in MANUAL out
11 – start generator
12 – shut up I
13 – shut off I
14 – shut up II
15 – shut off II
16 – reserved
17 – reserved
18 – reserved
4. Communication pin define on the rear
panel:
RS485:
1 – “+”, 9 – “–“
RS232:
2 – “RXD”, 3 – “TXD”, 5—“GND”
5. LAMP test operate and reset alarm:
Push UP&DOWN BOTTON on the front panel
at same time
CASE DIMENSIONS

TYPICAL CONNECTIONS
GLOBAL POWER SECTION SIX
OPERATION

SECTION SIX

OPERATION

Page No.

6.1 REGULAR CHECKS. 1

6.2 AUTOMATIC OPERATION. 3

6.3 MANUAL OPERATION. 3

6.4 FAULT SHUTDOWN. 3

6.5 EMERGENCY STOP. 4

6.6 FAILURE TO START. 4

6.7 ENGINE OVERRUN. 4

Page6
GLOBAL POWER SECTION SIX
OPERATION

OPERATION

6.1 REGULAR CHECKS.

If the generator set is to be used every day then the levels of lubricating
oil, coolant and fuel should be checked at the start of each day if possible.

At weekly intervals inspect the fuel, lubricating and cooling systems foe
leaks.

INTERMITTENT USE.

When the generator set is used for standby supply only, it is not essential
to check oil and water levels every day, but a daily visual inspection is
recommended so that any serious leaks that may develop can be attended
to promptly.

At monthly intervals check the levels of lubricating oil, coolant, fuel and
battery electrolyte. Top up if necessary.

It is recommend that the engine is run once a week for a period of one
hour on at least half load; This ensures that the film of lubricating oil on
engine bearing surfaces is maintained; the starter battery charge is
maintained and the engine has time to reach normal running temperature
and so reduce internal condensation.

As a minimum requirement the set should be once every two weeks, and if
on-load running is not practicable, run it for ten minutes off-load.

As off-load running is not recommended, a compromise is then required

between minimal off-load running and maintaining the film of lubricating
oil at the engine bearing surfaces see Light Load Operation.

LUBRICATION OIL CHANGES.

Engines must not be run more than 250 hours without a change of
lubricating oil and filters.

For standby sets with running hours considerably less than 250 hours in
six months, an oil sample should be taken for analysis at six months
intervals and oil change intervals and oil change intervals determined by
the results of the analysis.

6-1
GLOBAL POWER SECTION SIX
OPERATION

LIGHT LOAD OPERATION.

If an engine is operated on a load of less than 25/30 percent of the rated

output, certain symptoms will be observed which may give cause for
concern.

The usual results of such operation are heavier than normal lubricating
oil consumption and oil leaks from the air and exhaust manifold. This
condition is particularly evident on standby generator set applications
where a weekly exercise on no load is usual practice.

These phenomena are due to the fact that:

The cylinder temperatures are too low to ensure complete burning of

All the fuel delivered.

This results in an unsightly drip from the exhaust manifold junction

glands or flanged joints.

A further result is that of abnormal carbon build-up on the valves, piston

crowns and exhaust ports. Thus the normal service interval between top
overhauls may need to be reduced.

To alleviate this condition the following recommendations are made:

1. Running on light load should be avoided or reduced to the minimum

period. If weekly exercising on no load is carried out, the running period
should be kept down to say ten minutes, or until the battery charging rate
returns to normal.

2. Every year the engine or generator set should be run at least once,
preferably twice, on full load (continuous rating) for four hours to burn
off accumulations of carbon in the engine and exhaust system. This may
require the use of a “dummy load”.

If only one run per year is used the load should be built-up gradually
from zero over the four hour run. Should the engine exhibit the symptoms
of fault fuel injectors by virtue of excessive smoke (not to be confused
with burning of excess oil) or misfiring, then the fuel injectors should be
removed and the nozzles checked on a ‘pop’ tester.

6-2
GLOBAL POWER SECTION SIX
OPERATION

6.2 AUTOMATIC OPERATION. (For the Deepsea520 controller)

The AUTO position of the CONTROL switch is pre-selected for automatic

standby against failure of the mains supply.

In the event of closure of the customer’s Remote Start contact, outputs

from the Engine Management (EMS) will energize the Fuel Solenoid
Relay (FSR) and the Running Relay (RR), before feeding the load.

The Fuel Solenoid (FS) will energize to open fuel supply to the engine. The
supply to FS also excites the engine driven battery-charging alternator.

The Motor Solenoid MS1 will be energized, and its contact MS1 will close
to commence the cranking cycle.

The engine will crank for 10 seconds, with a 10 seconds rest.

When engine speed increases to give an output of 21 Hz, the cranking
sequence is terminated.

6.3 MANUAL OPERATION.

The MANUAL setting allows manual control of generator set.

Immediately the MANUAL setting is selected, engine cranking will
commence and the generator set will start and run.

Terminate the MANUAL run by setting the CONTROL switch to OFF

position.

6.4 FAULT SHUTDOWN.

The controls include circuits designed to automatically shutdown the

equipment in the event of a fault condition. Fault conditions are listed in
the following.

1) Overspeed.
2) Low lubrication oil pressure.
3) High coolant temperature.

6-3
GLOBAL POWER SECTION SIX
OPERATION

In the event of automatic fault shutdown, the engine shuts down

immediately. An appropriate Warning lamp is at the control panel, the
engine controls are locked-out and indication persists Until the controls
are manually re-set.

RE-Set Procedure.
Check the relevant system and rectify the fault before attempting to
re-start the set. To cancel The fault indication and release the engine
control circuit, set CONTROL switch momentarily to OFF. The generator
set will assume the standby condition.

6.5 EMERGENCY STOP.

The Emergency Stop pushbutton (PB1) is operated to shutdown the
generator set in all operating modes.
The EMERGENCY STOP button is a “Stay-put” type and is manually
re-set by turning the knob clockwise.

6.6 FAILURE TO START.

In the event of the engine failing to start within the pre-set cranking
period (three attempts to start), the control circuit is automatically
latched as in the case of a fault shutdown.

A list of suggested fault, given at Section Seven, should be of assistance in

event of difficult engine starting.

When the fault is rectified, if the mains supply still failed, set CONTROL
switch momentarily to OFF.

6.7 ENGINE OVERRUN.

An internal timer, within the EMS, in set to give a 5 minute cooling
overrun, when the set is selected to stop.

Overrun will not occur, if the Emergency stop pushbutton is operated.

6-4
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

SECTION SEVEN

FAULT DIAGNOSIS

Page No.

7.1 STARTER WILL NOT TURN ENGINE. 1

7.2 ENGINE TURNS BUT WILL NOT FIRE. 1

7.3 ENGING FIRES BUT FAILS TO RUN. 2

7.4 ENGINE MISFIRES. 2

7.5 LOW OIL PRESSURE. 3

7.6 OVERHEATING. 3

7.7 LOW FUEL PRESSURE. 4

7.8 LOSS OF POWER. 4

7.9 BLACK EXHAUST SMOKE. (off load) 5

7.10 WHITE EXHAUST SMOKE. (off load) 5

7.11 BLUE EXHAUST SMOKE. 5

7.12 SMOKE UNDER LOAD. 6

7.13 ALTERNATOR VOLTAGE FAILS TO BUILD UP. 6

7.14 ALTERNATOR VOLTAGE LOW. 7

7.15 ALTENTOR VOLTAGE HIGH. 7

7.16 POOR VOLTAGE REGULATION. 8

7.17 VOLTAGE UNSTABLE. 8

Page7
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

FAULT DIAGNOSIS

Faulty are given in order of probability for each system; for more detailed
information, Please refer to the Engine or Alternator Manual as appropriate.

7.1 STARTER WILL NOT TURN ENGINE or STARTER GOES IN AND

OUT OF MESH (HUNTING)

POSSIBLE CAUSE ACTION

Discharged battery Replenish with distilled water and

Boost charge to correct specific gravity.
Check action of battery Charging circuit.
Replace battery.

Faulty Starter Check for loose battery

Circuit lead connections.
Check operation of engine-mounted relays.
Check battery connections for tightness
or corrosion.
Defective Starter Replace starter motor.

Starter pinion not Turn engine by hand and

Engaging. Try again.

7.2 ENGINE TURNS BUT WILL NOT FIRE.

POSSIBLE CAUSE ACTION

No fuel at injectors. Check fuel tank level and fuel cock.

Check fuel solenoid linkage and
electrical contacts

Air in fuel system Vent system; see Engine

Manual.

Water or dirt in fuel Service fuel filters.

Faulty fuel pump. Change or service pump.

Injector timing Re-set timing; see

Incorrect. Engine Manual.

Blocked fuel lines Vent and clean all pipes to engine.

7-1
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

7.3 ENGINE FIRES BUT FAILS TO RUN.

POSSIBLE CAUSE ACTION

Faulty fuel supply Check and vent system

Faulty fuel pump Check of service pump

Fuel filters choked Service fuel filter

Air clean choked Service air cleaner

Engine too cool Check air cleaner

Faulty injectors. Change injectors; see the

Engine Operation and Maintenance Manual

7.4 ENGINE MISFIRES.

POSSIBLE CAUSE ACTION

Air in fuel system Vent fuel system and check suction

Pipes for Leaks; see the Engine
Operation and maintenance manual

Fractured pipe Change pipe

Engine too cool Change Engine Heater (if fitted)

Faulty injectors Change injectors; see the Engine

Operation and Maintenance Manual

Incorrect tappet Reset clearances; see the Engine

Clearances Operation and Maintenance Manual

7-2
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

7.5 LOW OIL PRESSURE.

Sudden drop not due to bearing wear.

POSSIBLE CAUSE ACTION

Low oil level Replenish sump

Oil filters choked Service oil filters

Relief/Bypass valve Examine and clean vale;

Faulty. See the Engine Operation and
Maintenance Manual

High oil temperature See Item 7.6.

The LOW OIL PRESSURE lamp at the control panel can be lit if the
engine has stopped for lack of fuel. This is not a shutdown condition and
the lamplight as the engine speed drops.

7.6 OVERHEATING.

POSSIBLE CAUSE ACTION

Coolant level low Replenish and check for

Leaks.

Slipping fan belts Adjust belt tension; see the Engine

Operation and Maintenance Manual

Fouled coolant system Drain, clean and refill system.

Choked radiator matrix Clean matrix.

Injection timing Reset timing; see the Engine Operation and

Incorrect. Maintenance Manual

Low oil level Replenish sump.

Turbo-charger failure Inspect turbo-charger; see the Engine

(If fitted) Operation and Maintenance Manual.

7-3
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

7.7 LOW LUBRICATION OIL PRESSURE.

POSSIBLE CAUSE ACTION

Fuel filters choked Service lube. filters

Leak in suction line Locate and rectify, vent system; see the
Engine Operation and Maintenance Manual.

Faulty fuel pump Change or service pump

7.8 LOSS OF POWER.

POSSIBLE CAUSE ACTION

Low fuel pressure See Item 7.7.

Injection timing Reset timing; see the Engine Operation and

Incorrect Maintenance Manual.

Faulty injectors Change injectors; see the Engine Operation

And Maintenance Manual.

Air clean choked Service air cleaner.

Incorrect tappet Reset clearances; see the Engine operation

Clearances and Maintenance Manual.

Leaking joints at Renew joints; see the Engine Operation

Cylinder head of and Maintenance Manual.
Inlet manifold.

Turbo-charger failure Inspect turbo-charger; see the Engine

Operation and Maintenance manual.

High exhaust back Check exhaust for restriction.

Pressure

7-4
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

7.9 BLACK EXHAUST SMOKE. (off load)

POSSIBLE CAUSE ACTION

Faulty injectors Change injectors.

Injection timing Reset timing; see the Engine

Incorrect Operation and Maintenance Manual

Air cleaner choked. Service air cleaner.

Turbo-charger failure Inspect turbo-charge; see the Engine

Operation and maintenance manual.

Excessive running on Run at full load for at

light load least one hour; and cylinders; see the
Engine Operation and Maintenance
Manual.

Low grade fuel Check that the Catena Number and

impurity levels Of fuel is compatible
with Engine Manufacturer’s spec.

7.10 WHITE EXHAUST SMOKE. (off load)

POSSIBLE CAUSE ACTION

Faulty injectors. Change injectors.

Coolant temperature low. Check thermostat.

7.11 BLUE EXHAUST SMOKE.

POSSIBLE CAUSE ACTION

Mis-firing on one See Item 7.4

Cylinder.

Burning oil. Overhaul engine; see the Engine

Operation and Maintenance Manual.

7-5
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

7.12 SMOKE UNDER LOAD.

POSSIBLE CAUSE ACTION

Air clean choked Service air cleaner

High exhaust back Service exhaust for restriction.

Pressure

Dirty turbo-charger. Service turbo-charger

Compressor

Faulty feed pump Change /service pump

Faulty injectors Change injectors

Injector timing Reset timing; see Engine

Incorrect. Manual.

Excessive running on Run at full load for at

Light load least one hour; if exhaust does not
clear then decarbonizes pistons and
cylinders; see Engine Manual.

Low grade fuel Check that the Catena Number and

impurity levels of fuel is compatible
with Engine Manufacturer’s
specification.

7.13 ALTERNATOR VOLTAGE FAILS TO BUILD UP.

POSSIBLE CAUSE ACTION

Loose connections. Examine all connections, tighten

Where necessary.

Excitation switch on Close switch.

Side of Alternator.

Open circuit windings Isolate each winding and check for

Continuity.

Short circuit windings Examine windings for signs of

Burning.

7-6
GLOBAL POWER SECTION SEVEN
FA U LT D I A G N O S I S

ALTERNATOR VOLTAGE FAILS TO BUILD UP (Cont.).

POSSIBLE CAUSE ACTION

Faulty voltage control Check voltage control unit; see

Unit Alternator Manual.

Faulty rotating diodes Remove diodes and test; see Alternator

Manual.

7.14 ALTERNATOR VOLTAGE LOW.

POSSIBLE CAUSE ACTION

Voltage regulator Adjust voltage on voltage

Set wrongly regulator unit.

Engine speed low. Check and adjust engine speed

governor.

Faulty voltage control Check voltage control unit; see

Unit Alternator Manual.

7.15 ALTERNATOR VOLTAGE HIGH.

POSSIBLE CAUSE ACTION

Voltage regulator Adjust voltage control on voltage

Wrongly set regulator unit.

Wiring fault to voltage Check and correct.

Regulator.

Faulty voltage Check voltage control unit; see Alternator

Unit Manual.

7-7
GLOBAL POWER SECTION SEVEN
FAULT DIAGNOSIS

7.16 POOR VOLTAGE REGULATION.

POSSIBLE CAUSE ACTION

Excessive load Reduce load

Power factory outside Check load for reactive component.

1.0 to 0.8(lag.)

Unbalanced load. Check and balance load.

Severe waveform Check load

Distortion due to
Type of load.

7.17 VOLTAGE UNSTABLE.

POSSIBLE CAUSE ACTION

Loose connections Examine all connections to the AVR,

tighten where Necessary.

Voltage control unit gain Adjust stability; see Alternator

Manual.

Faulty voltage regulator Replace voltage regulator unit.

Unit.

7-8
GLOBAL POWER SECTION EIGHT
MAINTENANCE AND SERVICING

SECTION EIGHT

MAINTENANCE AND SERVICING

Page No.

8.1 SERVICING PRECAUTIONS 1

8.2 SEALED BEARINGS. 1

8.3 TURBOCHARGER. 1

8.4 TYPICAL SCHEDULE. 1

8.5 EQUIPMENT SERVICING. 3

8.6 CAUTIONARY NOTES. 3

Page 8
GLOBAL POWER SECTION EIGHT
MAINTENANCE AND SERVICING

MAINTENANCE AND SERVICING

8.1 SERVICING PRECAUTIONS.

During any engineering work on the equipment it is considered prudent to
completely immobilize the generator set by isolating the engine starter
battery.

WARNING.

WHENEVER THE DOOR TO THE CONTROL CUBICLE IS OPENED,

DUE REGARD MUST BE PAID TO THE POSSIBLE PRESENCE OF
LETHAL VOLTAGES.

8.2 SEALED BEARINGS.

The alternator and fuel pump motor bearings are sealed for life and
cannot be serviced of re- greased. The bearings should be checked
periodically (annually) while running for overheating or noise due to
vibration. Excessive vibration, which develops after a period of time, may
be due to bearing wear. The bearing should then be changed.

8.3 TURBO-CHARGER (if fitted).

The engine is fitted with a turbo-charging unit, which must not be run
without lubrication.

When the generator set is installed and whenever the set has stood idle for
more than three months, the turbo-charger lubrication box should be
topped up with engine oil by removal of oil inlet and adding clean engine
oil to the housing.

8.4 TYPICAL SCHEDULE.

The following maintenance schedule is designed as a guide for use until
experience is gained to establish a schedule to meet specific operating
conditions.

1. Check daily for leaks at the lubricating oil, cooling and fuel systems.

2. Check the following items monthly:

1) Engine lubricating oil level; top up if necessary.
2) Engine coolant level; top up if necessary.
3) Battery charging system.
4) Engine radiator and connections.
5) Coolant hoses and connections.

8-1
GLOBAL POWER SECTION EIGHT
MAINTENANCE AND SERVICING.

6) Condition and tension of belts.

7) Fuel level and fuel transfer pump.
8) Security of all load connections at the alternator and the panel.
9) Inspect insulation for evidence of abrasion or chafing.
10) Security of bolts at the base frame.
11) Anti-vibration mounts for evidence of undue wear or fatigue.
12) Carry out engine manufacturer’s checks: refer Operation and Maintenance
Manual.
13) Evidence of leaks at exhaust system, repair or replace as necessary.

3. Where the engine hours run are considerably less than 250 hours in six months,
take an oil sample at six months intervals and send for analysis.

4. Check the following items 250 hours running:

1) Check air filter indicator, replace air filter element if indicator shows red.
2) Check fuel line and connections.

5. Carry out the following after 250 hours running, or when indicated by oil analysis:
1) Drain lubricating oil system and refill with fresh oil.

2) Renew lubricating oil filter elements.

3) Clean crankcase breather element.

4) Chang fuel filter element.

5) Carry out engine manufacturer’s 250 hours checks: refer Operation and
Maintenance Manual.

6. After 1500 hours running or annually.

1) Carry out engine manufacturer’s 1500 hours checks: refer Operation and
Maintenance Manual.

7. Check the following items annually:

1) Drain and flush the cooling system and refill with inhibited water or
approved anti-freeze water mixture.

2) Tighten exhaust manifold and turbo-charger cap screws.

3) Check turbo-charger cap screws.

8-2
GLOBAL POWER SECTION EIGHT
MAINTENANCE AND SERVICING.

4) Drain any sediment from fuel tanks.

5) Clean engine.
6) Check instrumentation.
7) Check alternator and fuel pump motor bearings for excessive noise,
heat or vibration during normal running. Bearings are sealed for life
and cannot be serviced or re-greased.
8) After 4500 hours running or every two years: Carry out engine
manufacturer’s 4500 hours check: refer to Operation and Maintenance
Manual.

8.5 EQUIPMENT SERVICING.

Minor servicing and diagnostic fault finding procedures are detailed in the
Engine and Alternator Manuals. Spares, service and advice regarding this
equipment are available from supplier.

Service contract are offered, providing for regular and emergency visits by
experienced Service Engineers.

When communicating with supplier or their agents, always quote both the
equipment type and serial number.

8.6 CAUTIONARY NOTES.

The equipment is in continuous use in coastal areas, an eventual

breakdown due to salt impregnation of the inter-winding insulation at the
alternator is possible.

Due to the unpredictable conditions of exposure, the manufacturers cannot

normally accept responsibility for damage due to such corrosion.

Where equipment is operated in a salt-laden environment, it is advisable to

strip the alternator periodically and thoroughly flush the windings using a
pressurized steam jet. Alternator breakdown due to failure of the
inter-winding insulation usually results in a complete loss of output voltage
with little prior warning of an untoward condition.

8-3
GLOBAL POWER SECTION NINE
APPENDIXES

APPENDIXES

CIRCUIT DIAGRAMS.

INSTALLATION DIAGRAMS

DESCRIPTION ABOUT CONTROL COMPONENT

ALL ABOVE DOCUMENTS HAVE BEEN PUT IN THE GLOBE POWER

MANUAL BOX.

Page 9