CONTENTS

TECHNICAL MANUAL

DIESEL DRIVEN GENERATOR SET.

CONTENTS.

SECTION

HEALTH & SAFETY 1

DESCRIPTION OF EQUIPMENT 2

INSTALLATION 3

COMMISSIONING 4

MONITORING FACILITIES 5

OPERATION 6

FAULT DIAGNOSIS 7

MAINTENANDE AND SERVICING 8

APPENDIXES 9
 SECTION ONE
HEALTH AND SAFETY

SECTION ONE

HEALTH AND SAFETY

Page No.
1.1 EQUIPMENT 1

1.2 FUEL AND LUBRICATING OILS 1

1.3 BATTERIES 2

1.4 ELECTRICITY 3

1.5 DEGREASE AGENTS 3

1.6 JOINT MATERIALS 4

1.7 NOISE. 5

1.8 APPENDIX A 6

APPENDIX-SULPHURIC ACID DATA SHEET

Page1
 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 go 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.

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.

f) Before working on the equipment always disable the starting

controls by disconnecting the engine starter battery.

1.2 FUEL AND LUBRICATION OILS.

Fuel oils and lubricating oils 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
 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 in particular protect the eyes.

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) GASES.

Batteries give off EXPLOSIVE gases.

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 for it to

be diluted with

Approved water, preferably distilled or deionized, before use.

1-2
 SECTION
HEALTH AND SAFETY

Suitable vessels for mixing are given in the Battery Appendix. 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
adding only a little at a time.

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

The operator should wear protective goggles and 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 the key held by a responsible person, 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
insulated 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 which 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
 SECTION ONE
HEALTH AND SAFETY

Use only in a well ventilated area.

Use of protective clothing is recommended to protect hands, eyes

and respiration.

Should any contact the 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 fibre and encapsulated in rubber.

The asbestos used is Chrystile or “white” asbestos which 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 remove 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, provided the above actions are
implemented.

1-4
 SECTION ONE
HEALTH AND SAFETY

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 levels for a short time.

Regular exposure to lower sound levels over a long period of time may
result in destruction of certain inner ear structures and a loss of hearing
which 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 are used.

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

1-5
 SECTION ONE
HEALTH AND SAFTY

APPENDIX A
SULPHURIC ACID DATA SHEET

TOXICOLOGY
Contact with the body results in the rapid destruction of soft tissue, causing
severe burns.
Repeated contact with dilute solutions may not cause dermatitis.
OCCUPATIONAL EXPOSURE STANDARD (OES): 1mg/m3(8hr TWA )
CLASSIFICATION: CORROSIVE SUBSTANCE (1830)
PROTECTIVE CLOTHING MUST BE WORN WHILST
CARRYING OUT ANY WORK ON OR WITH BATTERIES
EYES: Goggles giving total eye protection must be worn
HANDS: Suitable acid-resistant gloves e.g. PVC.
BODY: Suitable acid resistant apron and rubber boots.

EMERGENCY ACTION
INHALATION OF MIST: Remove from exposure. Ensure that there is a
plentiful supply of fresh air.
SPLASH EYE: Irrigate with copious amounts of water or eye wash solution.

SPLASH ON BODY OR Drench affected area with and if necessary

remove contaminated

CLOTHS: clothing. DO NOT neutralise acid whilst in contact with the skin.

INGESTION: Drink copious amounts of water followed by some milk of

magnesia. DO NOT INDUCE VOMITING.
Following emergency action, obtain medical advice/attention as soon as
possible.

SPILLAGES
Neutralize as soon as possible using an alkali eg. Soda Ash, Sodium
Carbonate, Sodium Bicarbonate, and flush away to a drain with large
amounts of water. DO NOT ABSORB ACID ON TO SAW DUST.

FIRE FIGHTING
Use carbon dioxide or dry powder extinguishers. DO NOT USE WATER OR
SPRAY EXTINGUISHERS.

MISC. HAZARDS
Owing to the violent action that occurs when water is added to concentrated
acid, it is recommended that when preparing any acidic solutions, the acid
should be slowly added to the water.

1-6
 SECTION TWO
DESCRIPTION OF EQUIPMENT

SECTION TWO

DESCRIPTION OF EQUIPMENT

Page No.

2.1 GENERAL. 1

2.2 DIESELL ENGINE. 1

2.3 ALTERNATOR. 1

2.4 CONTROLS AND INSTRUMENTS. 2

2.5 BATTERY. 2

2.6 ENGINE PROTECTION. 2

Page2
 SECTION TWO
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.
Should be fitted by our recommendation.

2.2 DIESEL ENGINE.

The prime mover 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. Machanical 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 Handbook for more detailed information.

2.3 ALTERNATOR.

The Stamford 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
 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 Stamford Alternator Handbook 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, 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 not provided.
Customer should supply their own batteries with their corresponding leads
and lugs.
A 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
 SECTION THREE
INSTALLATION

SECTION THREE

INSTALLATION.

Page No.

3.1 GENERAL. 1

3.2 SITING THE EQUIPMENT. 1

3.3 ACCESS. 1

3.4 ENGINE EXHAUST. 1

3.5 OUTPUT CONNECTION. 1

3.6 FIRE PRECAUTIONS. 3

3.7 CABLE RATINGS. 4

Page3
 SECTION THREE
INSTALLATION

INSTALLATION.

3.1 GENERAL.

The all-weather, self contained equipment does not require stringent site
preparation.

Foundation requirements are features of the particular site environment and

are dependent upon the nature of the subsoil and drainage.

Ensure the base is sufficiently firm to support the equipment.

The base should be reasonably level and free from surface irregularities.

Generator sets have fixed anti-vibration discs inside, It only need expanding
bolts to fix generator set framework to concrete.

Storage of fuel is dependent on Local Authority Regulations, and is the province

of a competent local civil engineer experienced in this field.
Supplier will be pleased to give individual advice where possible.

3.2 SITING THE EQUIPMENT.

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.

3.3 ACCESS.

Allow space around the equipment so that the fitted doors can be fully opened
or removed.

The fitted doors and windows should be closed while running the set.

3.4 ENGINE EXHAUST.

Exposure to diesel exhaust fumes results in acute discomfort to the throat and
eyes and should be avoided.

Ensure that exhaust fumes are not likely to accumulate near ground level in
restricted areas, nor be drawn into nearby doors, windows or ventilation inlets.

3.5 OUTPUT CONNECTION.

3-1
 SECTION THREE
INSTALLATION

The set is supplied with all control cubicle wiring complete.

Terminals are provided for Supply, Load and/or indication cables.

Refer to the appended circuit diagram.

A table of recommended current carrying capacities for cables is included at

the end of this Section.

Because of the differing site conditions, no recommendations can be made

for sizing of cables.

3-2
 SECTION THREE
INSTALLATION

3.6 FIRE PRECAUTIONS.

WATER CONSTITUTES A LETHAL HAZARD IN THE PRESENE OF

ELECTRICITY.

ACCORDINGLY: HOSING POINTS OR WATER BUCKETS SHOULD

NOT BE
PROVIDED IN THE VICINITY OF GENGRATING OR DISTRIBUTING
EQUIPMENT.

When considering the site layout, give attention to conditions which may
pertain in the event of fire.

Supplier will be pleased to discuss the measures necessary for a particular

installation.

The following points are suggested as worthy of consideration.

Where daily service fuel tanks are replenished by gravity feed or electrically

driven pump from a remote bulk container, automatically operated fire

shut-off valves should be installed.

Fire extinguishing systems are available whereby foam may be pumped from
external or fire Department bulk containers direct to strategic points.

Fire extinguishers should always be available near the generator set and fuel
store.

Very few types are suited for use on fires where both oil and electrical
hazards may be present; recommended type for use in such conditions are
those using BCF, Carbon-Dioxide (C02) or Dry Powder; an asbestos blanket
is a useful accessory. Foam may be used for quenching oil fires which are
remote from any electrical apparatus.

Always keep the site clean and free from spilled oil. An insert mineral
granule absorbent is recommended for this purpose, but sand may be used.

However, as these absorbent, materials also absorb moisture, and are

consequently dangerous in the presence of electricity, as well as being
abrasive, they should be kept separate from fire fighting equipment, and
personnel should be warned NOT TO USE them on the generator set or its
associated distribution equipment.

Dry absorbent material can be blown around by the cooling air flow,
therefore, where possible, it should be swept up and removed before starting
the generator set.

3-3
 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

Page4
 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 Handbook.

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
fulfil 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
 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: That 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 is 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 Handbook 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
 SECTION FOUR
COMMISSIONING

4.8 EARTHING.

1. The Set.

An earthing lug is provided at the alternator end of the framebase, 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 occur, 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.

Provision for such earthing must be arranged by the customer and

conform to the Local Authority’s recommendations.

4-3
 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.

4-4
 SECTION FOUR
COMMISSIONING

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.

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.

4-5
 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 THE CONTROLLER OF DEEPSEA520 1

5.5 THE CONTROLLER OF DEEPSEA501K 1

Page5
 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 pushbutton on the genset control box.

Emergency pushbutton.

It will stop engine immediately while pushing this button.

5.4 Genset controller Deepsea520

Please refer to the appendix of description about Deepsea520 control.

5.5 Genset controller Deepsea501K

Please refer to the appendix of description about Deepsea501K control.

5-1
 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

APPENDIX:

MANUAL OF DEEPSEA520K CONTROLLER;

MANUAL OF DEEPSEA501K CONTROLLER

Page6
 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
 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
 SECTION SIX
OPERATION

6.2 AUTOMATIC OPERATION.

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
 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 if 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.

6.8 APPENDIX FOR THE GENSET CONTROLLERS.

Please see the following sheet about the genset controllers:
1) The details of the model Deepsea520K;
2) The details of the model Deepsea501K;
3) The details of the model DKG114.
4) Please see the other sheets in the manual box, if other control system
installed on your generating set.

6-4
INTRODUCTION FOR THE DEEPSEA520

The DSE 520 Remote Start Module, has been designed to allow the OEM to meet most of the industryψ
complex specifications. It has been primarily designed to start a generator when a remote start signal
from a remote transfer switch or other monitoring system applies an earthing signal to the remote start
input of the 520. Transfer the load to the generator when the operating criteria have been met, then
shutdown the engine on removal of the remote start signal.

Once activated the 520 module carries out all the start and stop procedures of the engine, indicating the
operational status and fault conditions; automatically shutting down the engine and giving a true first up
fault condition of an engine failure by a flashing LED and other simultaneous faults by a steady LED.
This information is indicated by the LEDψ on the front panel.

Selective operational sequences, timers and alarm trips can be altered by the customer. Alterations to
the system are made by using a PC with the 808 interface.

Access to critical operational sequences and setting for use by qualified engineers, are barred by a
security code. Timers are protected by a separated code allowing operator changes to be made.

The module is housed in a robust plastic case for the front panel mounting. Connections to the module
are via locking plug and sockets.

CLARIFICATION OF NOTATION USED WITHIN THIS PUBLICATION.

NOTE: Highlights an essential element of a procedure to ensure correctness.

Indicates a procedure or practice which, if not strictly observed, could result

CAUTION!: in damage or destruction of equipment.
Indicates a procedure or practice which could result in injury to personnel or
WARNING!: loss of life if not followed correctly.
DEEP SEA ELECTRONICS PLC own the copyright to this manual, which
 cannot be copied, reproduced or disclosed to a third party without prior
written permission.
1. OPERATION
On connection of the DC power supply to the module, the module becomes active.

1.1 CONTROL
Control of the 520 module is by a three position rotary switch or key-switch (specified on ordering),
mounted on the front of the module with OFF, AUTO and MANUAL positions.

AUTO
O

Model 520

FIG 1

1.2 AUTOMATIC MODE OF OPERATION

The module is activated by turning the selector switch to the AUTO position.

When a Remote Start signal is applied to the remote start input, the following sequence is initiated:-

The Remote Start Present LED illuminates.

To allow for false signals the Start Delay timer is initiated, after this delay, if the pre-heat output option is
selected this timer is then initiated, and the corresponding auxiliary output which is selected energises.

NOTE:- If the Remote Start signal is removed during the Start Delay timer the unit will

return to a stand-by state.

After the above delays the Fuel Solenoid is energised, then the Starter Motor is engaged.

The engine is cranked for a pre-set time period. If the engine fails to fire during this cranking attempt
then the starter motor is disengaged for the pre-set rest period. Should this sequence continue beyond
the set number of attempts, the start sequence will be terminated and Fail to Start fault will be displayed
by a flashing LED.
When the engine fires, the starter motor is disengaged and locked out at a pre-set frequency from the
Alternator output. Alternatively a Magnetic Pickup mounted on the flywheel housing can be used for
speed detection. (This is selected by PC using the 808 interface.) The warning lamp output of the
charge alternator can also be used to disconnect the starter motor, however it cannot be used for
underspeed or overspeed. This is explained in the calibration section.

After the starter motor has disengaged, the Safety On timer is activated, allowing Oil Pressure, High
Engine Temperature, Underspeed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without
triggering the fault.

Once the engine is running, the Warm Up timer, if selected is initiated, allowing the engine to stabilise
before accepting the load.

If an auxiliary output has been selected to give a load transfer signal, this would then activate.

NOTE:-A load transfer will not be initiated until the Oil Pressure has risen and the Oil
Pressure switch has operated. Thus preventing excessive wear on the engine.

On removal of the Remote Start signal, the Stop delay timer is initiated, once it times out the load
Transfer signal is de-energised, removing the load. The Cooling timer is then initiated, allowing the
engine a cooling down period off load before shutting down. Once the Cooling timer expires the Fuel
Solenoid is de-energised, bringing the generator to a stop.

Should the Remote Start signal be re-activated during the cooling down period, the set will return on
load after the Warming Timer has expired.

1.3 MANUAL OPERATION

NOTE:- The following sequence is only applicable to controllers not using external
start/stop push-button control.

To initiate a start sequence in MANUAL, turn the selector switch to MANUAL.

NOTE:- There is no Start Delay in this mode of operation.

If the pre-heat output option is selected this timer is then initiated, and the auxiliary output selected is
energised.

After the above delay the Fuel Solenoid is energised, then the Starter Motor is engaged.

The engine is cranked for a pre-set time period. If the engine fails to fire during this cranking attempt
then the starter motor is disengaged for the pre-set rest period. Should this sequence continue beyond
the set number of attempts, the start sequence will be terminated and Fail to Start fault will be
displayed by a flashing LED.

When the engine fires, the starter motor is disengaged and locked out at a pre-set frequency from the
Alternator output. Alternatively a Magnetic Pickup mounted on the flywheel housing can be used for
speed detection. (This is selected by PC using the 808 interface.) The warning lamp output of the
charge alternator can also be used to disconnect the starter motor, however it cannot be used for
underspeed or overspeed.

After the starter motor has disengaged, the Safety On timer is activated, allowing Oil Pressure, High
Engine Temperature, Underspeed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without
triggering the fault.
Once the engine is running, the Warm Up timer, if selected is initiated, allowing the engine to stabilise
before it can be loaded.

The generator will run off load, unless a Remote Start signal is applied, and if Load Transfer has been
selected as a control source, the appropriate auxiliary output selected will active.

If the Remote Start signal is removed, the generator will continue to run On load until the selector
switch is turned to Auto. The Remote Stop Delay Timer will time out, the load is then disconnected.
The generator will then run off load allowing the engine a cooling down period.

Turning the selector to STOP de-energises the FUEL SOLENOID, bringing the generator to a stop.

MANUAL OPERATION WITH EXTERNAL START AND STOP PUSHBUTTONS

If the module has been configured to use external Start and Stop pushbuttons the normal 《anual’
mode of operation is over-ridden and the following sequence is observed;

Turn the selector switch to MANUAL.

To start the set operate the 「tart’ Pushbutton, the pre-heat output (if selected) will energise and the
timer is initiated.

Once the above delay has expired the Fuel Solenoid is energised, then the Starter Motor is engaged.

The engine is cranked for a pre-set time period. If the engine fails to fire during this cranking attempt
then the starter motor is disengaged for the pre-set rest period. Should this sequence continue beyond
the set number of attempts, the start sequence will be terminated and Fail to Start fault will be
displayed by a flashing LED.

When the engine fires, the starter motor is disengaged and locked out at a pre-set frequency from the
Alternator output. Alternatively a Magnetic Pickup mounted on the flywheel housing can be used for
speed detection. (This is selected by PC using the 808 interface.) The warning lamp output of the
charge alternator can also be used to disconnect the starter motor, however it cannot be used for
underspeed or overspeed.

After the starter motor has disengaged, the Safety On timer is activated, allowing Oil Pressure, High
Engine Temperature, Underspeed, Charge Fail and any delayed Auxiliary fault inputs to stabilise without
triggering the fault.

Once the engine is running, the Warm Up timer, if selected is initiated, allowing the engine to stabilise
before it can be loaded.

The generator will run off load, unless a Remote Start signal is applied, and if Load Transfer has been
selected as a control source, the appropriate auxiliary output selected will active.

If the Remote Start signal is removed, the generator will continue to run On load until the selector
switch is turned to Auto. The Stop Delay Timer will time out, the load is then disconnected. The
generator will then run off load allowing the engine a cooling down period.

Turning the selector to STOP or pressing the Stop’ Pushbutton de-energises the FUEL SOLENOID,
bringing the generator to a stop.
2. PROTECTIONS
The LEDψ will indicate the fault condition and one of the auxiliary outputs if selected to be a common
alarm output, will activate. First up fault is indicated by a flashing LED, subsequent faults which happen
simultaneously are indicated by a steady LED. Warnings are also indicated by a steady LED.
Indications are fed directly from the appropriate input and are indicated by a steady LED which will be
present for as long as the input is active, this feature can be used to allow the module to operate as an
Annunciator.

NOTE 1:-An auxiliary output may be configured as one of three alarm options, Shutdown,

Warning or Common Alarm (Shutdown and Warnings). This is in addition to the list of other
control sources from which it may be driven.

NOTE 2:-There is a Common alarm LED on the front panel which illuminates to indicate all
Shutdown and Warning faults, this is mainly used to indicate fault conditions such as
Emergency Stop, Fail to Stop, Underspeed, Sensor Fail and Oil Pressure Switch which do not
have their own individual LED to indicate the fault. A warning indication is illuminated steady,
while shutdown indications flash.

NOTE 3:- A corrupt configuration is indicated by all the LEDψ flashing. The module must

then be re-configured.

2.1 WARNINGS
Warnings are self resetting, once the fault has been removed the input is reset.
CHARGE FAIL, If charge alternator voltage falls below the pre-set trip voltage after the end of safety on
timer. The Charge Fail LED is illuminated.
AUXILIARY INPUTS, if an auxiliary input has been configured as a warning the appropriate LED will
illuminate.
OIL PRESSURE SWITCH, the 520 will only attempt to crank the engine if the Oil Pressure is initially
low, (engine at rest, not running). It is also possible that this could indicate that the Oil Pressure switch is
faulty if engine not running. The Common Alarm LED will illuminate.

2.2 SHUTDOWNS
Shutdowns are latching and stop the Generator. The selector switch must be turned to Stop Reset and
the fault removed to reset the module.
EMERGENCY STOP, removal of the +ve DC Supply from the Emergency Stop input initiates the
following sequence, firstly it will initiate a controlled shutdown of the Generator and prevent any attempt
to restart the Generator until the Emergency Stop push-button has been reset. Secondly it removes the
+ve DC supply from both the Fuel Solenoid and Starter Solenoid. This input is always active when
AUTO or MANUAL is selected.

NOTE:- The Emergency Stop signal must be present otherwise the unit will shutdown.

LOW OIL PRESSURE, activation of the Low Oil Pressure input after the Safety On timer has expired,
initiates a shutdown. The Low Oil Pressure LED will flash.

HIGH ENGINE TEMPERATURE, activation of the High Engine Temperature input after the Safety On
timer has expired, initiates a shutdown. The High Engine Temperature LED will flash.
OVERSPEED, if the engine speed exceeds the pre-set trip a shutdown is initiated. The Overspeed LED
will flash. Overspeed is not delayed, it is an immediate shutdown.

FAIL TO START, if the engine fails to fire after the pre-set number of attempts to crank, the start
sequence is terminated. The Fail to Start LED will flash.

FAIL TO STOP, if the generator fails to stop after the pre-set time, the Common Alarm LED will flash.
Two conditions must be met to signal that the generator has stopped, Oil Pressure has gone low, and that
no speed is sensed from either Magnetic Pickup or Alternator speed sensing sources.

UNDERSPEED, if the engine speed falls below the pre-set trip after the Safety On timer has expired a
shutdown is initiated. The Common Alarm LED will flash.

SENSOR FAIL, if the speed sensing signal is lost during cranking, the Generator will shutdown and the
Common Alarm LED will flash.

NOTE:- This will only occur if the speed sensing signal is lost during cranking or during the
safety on timer. If the signal is lost during normal operation the Generator will shutdown with an
Underspeed alarm.

AUXILIARY INPUTS, if an auxiliary input has been configured as a Shutdown the appropriate LED will
illuminate.

NOTE:- It is possible for the LEDψ to be configured to indicate any of the 32 different control
sources in addition to the shutdowns and warnings detail above. Please refer to the 808
Software Manual for detail on how to achieve this.

3. SPECIFICATION
DC Supply
Cranking Dropouts
Max. Operating Current
Max. Standby Current
Alternator Input Range
Alternator Input Frequency
Magnetic Input Range
Magnetic Input Frequency
Start Relay Output
Fuel Relay Output
Auxiliary Relay Outputs
Dimensions
Charge Fail / Excitation Range
Operating Temperature Range
8.0 to 35 V Continuous.
Able to survive 0 V for 50 mS, providing supply was at least
10 V before dropout and supply recovers to 5V
290 mA at 12 V. 210 mA at 24 V.
50 mA at 12 V. 30 mA at 24 V.
15 - 300 V ac RMS
50 - 60 Hz at rated engine speed.
0.5 V to +/- 70 V (Clamped by transient suppressors)
10Hz to 10,000 Hz at rated engine speed.
16 Amp DC at supply voltage.
16 Amp DC at supply voltage.
5 Amp DC at supply voltage.
144 X 72 X 118.5 (Excluding Key-switch or Knob)
0 V to 35 V
-30 to +55℃
4. COMMISSIONING

PRE-COMMISSIONING
Before the system is started, it is recommended that the following checks are made:-

4.1 The unit is adequately cooled and all the wiring to the module is of a standard and rating compatible
with the system.

4.2 The unit DC supply is fused and connected direct to the battery and of correct polarity.

4.3 The Emergency Stop input is wired to an external normally closed switch connected to DC positive.

NOTE:- If Emergency Stop feature is not required link this input to the DC Positive.

6.1. To check the start cycle take appropriate measures to prevent the engine from starting (disable the
operation of the fuel solenoid). After a visual inspection to ensure it is safe to proceed, connect the
battery supply. Turn the selector switch to 　 MANUAL”. The unit start sequence will commence.

6.2. The starter will engage and operate for the pre-set crank period. After the starter motor has
attempted to start the engine for the pre-set number of attempts 　 AILED TO START” LED will be
illuminated. Turn to OFF to reset the unit.

6.3. Restore the engine to operational status (reconnect the fuel solenoid), again select 　 ANUAL”
and this time the engine should start and the starter motor should disengage automatically. If not
then check that the engine is fully operational (fuel available, etc.) and that the fuel solenoid is
operating. The engine should now run up to operating speed. If not, and an alarm is present,
check the alarm condition for validity, then check the input wiring. The engine should continue to run
for an indefinite period.

6.4. Select AUTO on the front panel, the engine will run for the pre-set cooling down period, then
shutdown. The generator should stay in the standby mode. If not check that there is not a signal
present on the Remote Start input.

6.5. Initiate a remote start by grounding the Remote Start input. The start sequence will start and the
engine will run up to operational speed. If one of the Auxiliary Outputs has been configured for Load
Transfer, the Generator will accept the load. If not, check the wiring to the Generator Contactor Coil.
Check the Warming timer has timed out.

6.6. Remove the Remote Start signal, the return sequence will start. After the pre-set time period, the
load will be removed from the generator. The generator will then run for the pre-set cooling down
period, then shutdown.

6.7. All internal timers and selections should now be adjusted to the customers specifications or to the
engine and alternator manufacturers recommendations.

6.8. If despite repeated checking of the connections between the 520 and the customers system,
satisfactory operation cannot be achieved, then the customer is requested to contact us for further
advise on:-

5. FAULT FINDING
 SYMPTOM
Unit is inoperative
Unit shuts down
Unit locks out on Emergency Stop
Intermittent sensor fault
Low oil Pressure fault operates after
engine has fired
High engine temperature fault
operates after engine has fired.
Shutdown fault operates
Warning fault operates
Fail to Start is activated after pre-set
number of multi attempts to start
Continuous starting of generator
when in AUTO
Generator fails to start on receipt of
Remote Start signal
Pre-heat inoperative
Starter motor inoperative
Engine runs but generator will not
take load
NOTE:- Fault finding can be assisted greatly by utilising the Diagnostic feature available from
the PC Interface. This will display the module state, any alarm conditions present and the state
of all inputs and outputs. It is recommended that diagnostics are used to aid fault finding
where-ever possible.
6. TYPICAL WIRING DIAGRAM
POSSIBLE REMEDY
Select AUTO on the front panel. Check the battery and
wiring to the unit. Check the DC supply. Check the DC fuse.
Check DC supply voltage is not above 35 Volts or below 8
Volts
Check the operating temperature is not above 55 ℃ .
Check the DC fuse.
If an Emergency Stop Switch is not fitted, ensure that a
positive is connected to the Emergency Stop input. Check
emergency stop switch is functioning correctly. Check
Wiring is not open circuit.
Ensure that Magnetic pick-up screen is only connected at
one end, if connected at both ends this enables the screen
to act as an aerial and will pick up random voltages.
Check engine oil pressure. Check oil pressure switch and
wiring. Check configured polarity is correct.
Check engine temperature. Check switch and wiring.
Check configuration of input i.e. Normally Open or Normally
Closed.
Check relevant switch and wiring of illuminated fault LED.
Check configuration of input. If only common alarm LED
illuminated, please refer to section 2, note 2.
Check relevant switch and wiring of illuminated fault LED.
Check configuration of input. If only common alarm LED
illuminated, please refer to section 2, note 2.
Check wiring of fuel solenoid. Check fuel. Check battery
supply. Check battery supply is present on the Fuel output
of the module. Check the speed sensing signal is present
on the 520 inputs. Refer to engine manual.
Check that there is no signal present on the Remote Start
input. Check configured polarity is correct.
Check Start Delay timer has timed out. Check signal is on
Remote Start input.
Check wiring to engine heater plugs. Check battery supply.
Check battery supply is present on the Pre-heat output of
module. Check pre-heat has been selected in the
configuration menu.
Check wiring to starter solenoid. Check battery supply.
Check battery supply is present on the Starter output of
module. Ensure that the Emergency Stop input is at +Ve.
Check Warm up timer has timed out. Check configuration
to ensure output has been selected to give Load Transfer.
Remote start

Engine Temp. Switch

Oil Pressure Switch

Tachometer Output

Magnetic Pickup
7. ICON DESCRIPTIONS
The DSE P520 module is available with graphical icons instead of text. This is for use where text in the
English language may cause problems and also allows for a standard module for all world markets to be
used.

7.1 ICONS
Symbol Meaning Description
Stop/Reset Stop the generator and reset any alarm conditions.
Refer to Section 1 of this Manual.
Auto The controller will automatically start the generator
when given a remote start command. Refer to
section 1.2 of this Manual.
Manual The controller will start the generator under manual
control. Refer to section 1.3 of this Manual.
Low Oil Pressure A low oil pressure shutdown has occurred. Refer to
section 2.2 of this Manual.
High Engine Temperature A High Engine Temperature shutdown has occurred.
Refer to section 2.2 of the Manual.
Overspeed An overspeed shutdown has occurred. Refer to
section 2.2 of this Manual.
Fail to start/Over-crank The engine has failed to start after the pre-set
number of attempts. Refer to section 2.2 of this
manual
Charge Fail The charge alternator on the engine is not giving
sufficient output. Refer to section 2.1 of this
Manual.
Common Alarm An alarm condition has been detected. Refer to
section 2 of this Manual.
(Warning = Steady, Shutdown = Flashing)
I
Remote Start Active The remote start signal is being applied to the
module.
DC Power On The module is being supplied with a suitable DC
supply.
 Deep Sea Electronics Plc

500 Series CONTROL MODULES

MODEL 501K-1 MANUAL START MODULE

DESCRIPTION

The Model 501K-1 is a Manual Engine Control

Module, which has been designed to manually
control the engine via a key switch on the front
panel. The module is used to start and stop the
engine, indicating fault conditions; automatically
shutting down the engine and indicating the engine
failure by LED giving true first up fault
annunciation.

Operation of the module is via a three position key

switch mounted on the front panel with STOP(O),
RUN(I) and START(II) positions. In the ‘O’ position
the DC supply is removed from the module and the run relay and alarm output are de- energized. If
the switch is turned to the ‘I’ position the module is powered up and the run relay is energized,
activating the engine fuel/ignition system and the protection hold-off timer is initiated. If the switch is
moved to the ‘II’ position and held against the spring return, a positive supply is applied
to the relevant output terminal and on to the starter motor. Once the engine has started the switch
should be released and allowed to return to the ‘I’ position.

Operation of any of the following alarms; Low Oil Pressure, High Engine Temperature, Auxiliary
Shutdown, Overspeed (Optional), will cause the run relay to de-energize. This will remove the
fuel/ignition supply from the engine and bring it to rest. The Alarm output will be activated giving a
positive DC output. Each alarm channel has it’s 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.

Overspeed Protection (Optional) is achieved by the fitment of an additional PCB in the module.
This provides integral overspeed protection derived from either the generator HZ output or the
engine magnetic pick-up (specified on ordering). The overspeed circuit continuously monitors the
engine speed and will shut down the engine immediately if a pre-set speed level is exceeded. This
trip level is adjustable from 90% to 130% of full rated speed and is suitable of both 50Hz or 60Hz
systems.
SPECIFICATION
DC supply: 9 to 33V Continuous.
Cranking Dropouts: Able to survive voltage dips during cranking. This is achieved without the need
for internal batteries.
Alternator Input Range: 15 - 305V AC RMS
Alternator Input Frequency: 50 - 60 Hz at rated engine speed.
Magnetic Input Range: 0.5V to +/- 80V
Magnetic Input Frequency: 2300Hz to 6000 Hz at rated engine speed.
Start Relay Output: 16 Amp DC at supply voltage.
Run Relay Output: 16 Amp DC at supply voltage.
Alarm Output: 1 Amp DC at supply voltage.
Dimensions: 72 X 72 X 118.5 (Excluding Key-switch)
Operating Temperature Range: -30 to +70°C
Installation: Front panel mounting via suitable cut-out. Retaining clips supplied. Cable connections
via locking plug and socket type connectors.
Calibration: Speed trip setting and meter calibration adjustment potentiometer are accessible from
the rear of the module.

TYPICAL CONNECTIONS

Tachometer

Battery posilive
B

Remote FUEL on 5 11
START
ON
3 12
RUN
13 L1
Charge Alternator 10
Warning lamp 14 Alternator
Neutral
7
4
Speed sensing from 8
main alternator 1
501K-1
Low oil pressure

9
Aux shutdown

2
High temp

6
F A S
Fuel solenoid
Start solenoid
Common alarm
DATAKON
DKG-114 MANUAL AND REMOTE START UNIT

APPLICATIONS
-Manual gesets,
-Automatic gesets with voltage relay
-Diesel pumps
-Marine gensets
-Marine auxiliary gensets
-Marine diesel engines

DESCRIPTION
The DATAKOM model DKG-114 is a low cost,
microprocessor controlled generator control unit designed to
start and stop the genset both manually and remotely. The
manual control is made using the pushbuttons on the front
panel. The remote control is made via the remote start input
signal.
In the STOP position, the DC supply is removed from the
module, thus zero power consumption is achieved.
The unit powers up when the RUN button is pressed or FEATURES
battery+ is applied to the REMOTE START input. This will
Both manual and remote controlled
engine starting and stopping,
also energize the fuel solenoid relay. The engine is Automatic shutdown on fault condition,
automatically started 3 times until operation. Optional cooldown cycle on remote start
Once the engine is running, the device monitors the operation,
Optional energize to stop or preheat output,
internal protections and external fault inputs. Only the first
Survives cranking dropouts,
occurring alarm will be displayed, disabling further alarms. High current relay outputs,
If the STOP button is pressed or the REMOTE START Selectable engine running signal (from genset
signal is removed, the engine will be stopped. Voltage or charge alternator),
Delayed overspeed and underspeed alarm,
The unit offers jumper selectable operating parameters,
Sealed front panel, IP65 protection.
which lets it to be used in a large variety of applications. Plug-in connection system for easy
The jumper options select the operating voltage of the unit, replacement,
the auxiliary relay function, the engine running signal type Low cost,
Small dimensions,
and the cooldown cycle.
Standard panel dimension, (72x72mm)
The unit fits into a standard 72x72mm panel meter
opening and offers a very cost effective and space saving
solution for the basic genset control. Thanks to the
completely sealed structure, IP65 protection degree is
achieved from the front panel.
The unit works on both 12 Volt and 24 Volt gensets.
 DKG-114

1 2 5 8 3 4 10 9 11 7 6

Remote Start D+
F
Emergency A
Stop Charge
L1 Alternator
F Alarm
N Oil
Preheat Temp
ALTERNATOR + Stop Switch
Starter Switch
Spare Alarm Battery Motor
12/24V Fuel
Starter

Battery Negative must be grounded.

DKG-114 TYPICAL CONNECTIONS

INPUT AND OUTPUTS

Storage temp: -40℃ (-40℉) to 80℃ (176℉).
FUEL: Fuel solenoid control. (10 A @28V-DC)
START: Engine starter solenoid control. (10 A @28V Maximum humidity: 95% non-condensing.
-DC) IP Protection: IP65 from front panel, IP30 from the
AUXILIARY: Positive output relay activated by any rear.
alarm condition (or optionally stop solenoid or preheat Dimensions: 72x72x43mm (WxHxD)
Mounting: Front panel mounted with rear retaining
output). (10 A @28V-DC)
steel spring.
LOW OIL PRESSURE SWITCH: negative closing
Panel cut-out dimensions: 68x68mm.
switch input for low oil pressure protection. Weight: 180 g (approx.)
HIGH TEMP SWITCH: negative closing switch input Charge excitation current: 36mA @ 12V-DC.
for engine high temperature protection. Cranking dropouts: survives 0V for 100ms.
DC SUPPLY: 12 or 24 volts DC, (+) and (-) terminals. Genset low frequency limit: 30Hz.
REMOTE START/SPARE FAULT: If the battery Genset high frequency limit: 57Hz.
positive voltage is applied to this input the genset will Frequency error delay: 3 sec.
start. If the positive voltage is removed, it will stop. A Preheat timer: 10 or 30 sec selectable.
battery negative connection will generate a SPARE Number of starts: 3
ALARM. Start duration: 6 sec.
Wait between starts: 10 sec.
CHARGE: This terminal will be connected to the
Cooldown duration: 2 min.
charge alternator D+ terminal. It will supply the
Stop duration: 30 sec.
excitation current and monitor the charge alternator Alarm duration: 1 minute.
status. Protection delay:10 sec.
G: Generator phase voltage. Case Material: Flame Retardant High
NEUTRAL: Generator neutral terminal. Temperature ABS (UL94-V0,110℃)
Conformity (EU directives)
TECHNICAL SPECIFICATIONS -73/23/EEC and 93/68/EEC
-89/336/EEC, 92/31/EEC and 93/68/EEC
Alternator voltage: 300V-AC max.
Norms of reference:
Alternator frequency: 0-200Hz. EN 6101 (safety requirements)
DC Supply Range: 9 to 33 V-DC. EN 50081-2 (EMC requirements)
4 to 33 V-DC while cranking EN 50082-2 (EMC requirements)
Current consumption:
0 ma-DC in OFF mode
250 mA-DC max. (Relay outputs open)
Total DC Current Output Rating: 10A-DC.
Max. Current for each Terminal: 10A-RMS.
Operating temp: -30℃ (-22℉) to 70℃ (158℉).
 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 DIRES 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 FALLS 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
 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 Handbook 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

Handbook.

Water or dirt in fuel Service fuel filters.

Faulty fuel pump. Change or service pump.

7-1
 SECTION SEVEN
FAULT DIAGNOSIS

7.2 ENGINE TURNS BUT WILL NOT FIRE (cont.)

POSSIBLE CAUSE. ACTION.

Injector timing Re-set timing; see

Incorrect. Engine Handbook.

Blocked fuel lines Vent and clean all pipes to engine.

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 Operation and

Clearances Maintenance Manual

7-2
 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 shut-down condition and
the lamp light 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 (if fitted) Inspect turbo-charger; see the Engine

Operation and Maintenance Manual.

7-3
 SECTION SEVEN
FAULT DIAGNOSIS

7.7 LOW LUBRICATION OIL PRESSURE.

POSSIBLE CAUSE. ACTION.

Fuel filters choked Service lub. 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
 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 Cetane 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
 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. Handbook.

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 Handbook.

Low grade fuel Check that the Cetane 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
 SECTION SEVEN
FAULT DIAGNOSIS

ALTERNATOR VOLTAGE FAILS TO BUILD UP (Cont.).

POSSIBLE CAUSE ACTION.

Faulty voltage control Check voltage control unit; see

Unit Alternator Handbook.

Faulty rotating diodes Remove diodes and test; see Alternator

Handbook.

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 Handbook.

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 Handbook.

7-7
 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, tighten where

Necessary.

Voltage control unit gain Adjust stability; see Alternator

Handbook.

Faulty voltage regulator Replace voltage regulator unit.

Unit.

7-8
 SECTION EIGHT
MAINTENANCE AND SERVICING.

SECTION EIGHT

MAINTENANCE AND SERVICING.

Page
No.

8.1 SERVICING PRECAUTIONS 1

8.2 SEALED BEARINGS. 1

8.3 TURBO CHARGER. 1

8.4 TYPICAL SCHEDULE. 1

8.5 EQUIPMENT SERVICING. 4

8.6 CAUTIONARY NOTES. 4

Page 8
 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:

(i) Engine lubricating oil level; top up if necessary.
(ii) Engine coolant level ; top up if necessary.
(iii)Battery charging system.
(iv) Engine radiator and connections.
Coolant hoses and connections.

8-1
 SECTION EIGHT
MAINTENANCE AND SERVICING.

(v) Condition and tension of belts.

(vi) Fuel level and fuel transfer pump.
(vii) Security of all load connections at the alternator and the panel.
(viii)Inspect insulation for evidence of abrasion or chafing.
(ix) Security of bolts at the base frame.
(x) Anti-vibration mounts for evidence of undue wear or fatigue.
(xi) Carry out engine manufacturer’s checks: refer Operation and Maintenance
Manual.
(xii) 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:

(i) Check air filter indicator, replace air filter element if indicator shows red.
(ii) Check fuel line and connections.

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

(ii) Renew lubricating oil filter elements.

(iii) Clean crankcase breather element.

(iv)Chang fuel filter element.

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

6. After 1500 hours running or annually.

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

7. Check the following items annually:

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

(ii) Tighten exhaust manifold and turbo-charger cap screws.

(iii) Check turbo-charger cap screws.

8-2
 SECTION EIGHT
MAINTENANCE AND SERVICING.

(iv) Drain any sediment from fuel tanks.

(v) Clean engine.
(vi) Check instrumentation.
(vii) 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 Operation and
Maintenance Manual.

8.5 EQUIPMENT SERVICING.

Minor servicing and diagnostic fault finding procedures are detailed in the
Engine and Alternator Handbooks. 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.

here equipment are 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
 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