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TM 9-6115-484-14 Mep-Pu-810a/b Part 2
TM 9-6115-484-14 Mep-Pu-810a/b Part 2
USA TM 9-5115-484-14
DRS RADIAN CTM 01646.1R0253/1R0254
Oil flows into the cylinder head via a hollow locating dowel in the top deck of the cylinder block. Oil
travels to the camshaft bearing journals and the three center rocker arm shaft supports through drilled
passages in the cylinder head. The supports supply oil to each rocker shaft. Oil flows to the bushings of
the injector rocker arm through holes in the rocker arm shaft. This same oil lubricates the valve and the
rollers. Oil flows through drilled passages in the rocker arms. This oil lubricates the roller, the valve
bridge and the contact surfaces of the actuator of the unit injector. The remaining valve system
components are lubricated by splash oil.
When all the components have been lubricated, the excess oil returns to the engine oil pan.
• Oil Pan
• Oil Pump
• Oil Cooler
• Oil Filter
Figure 3.9.2.1-1 illustrates the 3456 EPG Engine Oil Pan. The oil pan bolts to the bottom of the engine.
The oil pan assembly, being the lowest point of the engine assembly, provides a means for housing the
oil pump assembly, attachment of oil drain lines, and reservoir for the engine oil. It has a Sump Capacity
of 13 US gallon (49 Liters).
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Figure 3.9.2.2-1 illustrates the 3456 EPG Engine Oil Pump. The Oil Pump is enclosed in the oil pan at
about the midway point. It provides continuous circulation of oil throughout the engine (Positive
displacement, two-gear type, 38/72 US gallons per minute at 2550 rpm. Also, there is an internal
pressure relief valve to protect pump that opens at about 88 PSI).
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Figure 3.9.2.4-1 illustrates the 3456 EPG Engine Oil Filter. The Oil Filter is located on the
Engine/Alternator Skid facing the engine compartment access doors. This screw-on filter will hold
approximately 1 US gal of multi-viscosity CH-4 or equal oil. A bypass valve is located in filter base
housing and opens at 37PSI ± 3 PSI. The oil filter cleans the oil by collecting metal particles and other
debris that can damage engine parts.
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Figure 3.9.2.5-1 illustrates the Turbocharger Oil Lines. The turbocharger oil lines extend between the
turbocharger and the oil manifold and engine oil pan through the engine block to crankcase. The
turbocharger oil lines provide oil to cool and lubricate turbocharger bearings.
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Figure 3.9.2.6-1 illustrates the oil passages for the 3456 EPG Engine Cylinder Head. The oil passages
are located in the block and head of the engine. The passages provide a conduit for the oil to lubricate
bearings, gears, pistons, liners, valves, etc. The normal Oil pressure range is 38 PSI to 70 PSI.
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The Fume Disposal Collector is located on the Engine/Alternator Skid facing the engine compartment
access doors. Fume Disposal Collector, collects and provides a means of disposal of condensed liquids
from the crankcase (crankcase ventilation).
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Caterpillar, Inc., the manufacturer of the DPDGS 3456 EPG Engine, recognizes The Engine Oil Licensing
and Certification System for engine oils by the American Petroleum Institute. For detailed information
about this system, see the thirteenth edition of the API publication No. 1509. API authorizes engine oils
that bear the API symbol.
Caterpillar Oils have been developed and tested in order to provide the full performance and service life
that has been designed and built into Caterpillar Engines. Caterpillar Engine Oil is used to fill the 3456
EPG Engine at the factory. These oils are available by Caterpillar dealers worldwide for continued use
when the engine oil is changed.
Due to significant variations in the quality and in the performance of commercially available oils,
Caterpillar makes the following recommendations:
Caterpillar multi-grade Diesel Engine Oil is formulated with the correct amounts of detergents,
dispersants, and alkalinity in order to provide superior performance in Caterpillar Diesel Engines.
Caterpillar multi-grade Diesel Engine Oil is available in two grades of viscosity (10W30 and 15W40). To
choose the correct grade for the ambient temperature, see Table 3.9.3.4-1. Multi-grade oils provide the
correct viscosity for a broad range of operating temperatures.
The performance of commercial diesel engine oils is based on classifications that were created by the
American Petroleum Institute (API). These API classifications are developed in order to provide
commercial lubricants for a broad range of diesel engines that operate in various conditions.
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If Caterpillar multigrade Diesel Engine Oil is not used, only use commercial oils that meet the following
classifications:
The following explanations of these API classifications can be used to make the proper choice when
commercial oil is chosen:
• CH-4 is the newest API classification for heavy-duty diesel engine oil. CH-4 oils can be used in
Caterpillar diesel engines that are recommended to use CF-4 oils.
• CG-4 is a new API classification for heavy-duty diesel engine oil. CG-4 oils can be used in
Caterpillar diesel engines that are recommended to use CF-4 oils.
In comparison to CF-4 oils, CG-4 oils provide improvements in the following performance:
CH-4 oils were developed primarily for diesel engines that use a .05 percent level of fuel sulfur. However,
CG-4 oils can be used with higher sulfur fuels. CH-4 oils were the first oils that passed the industry
standard tests for foam control and viscosity shear loss. CG-4 oils must also pass tests that were
recently developed for corrosion and wear.
These oils service a wide variety of modern diesel engines. CF-4 oils provide more stable oil control and
reduced piston deposits in comparison to the obsolete API CE oils. CF-4 oils provide improved soot
dispersion in comparison to API CF and obsolete CD oils. The API CF-4 classification was developed
with a 0.40 percent sulfur diesel fuel. This represents the type of diesel fuels that are commonly available
worldwide.
Some commercial oils that meet the API CG-4 and CF-4 classifications may require reduced oil change
intervals. To determine the oil change interval, closely monitor the condition of the oil and perform a wear
metal analysis. Caterpillar’s S.O.S. oil analysis program is the preferred method.
NOTE: Failure to follow these oil recommendations can cause shortened engine service life due to
deposits and/or excessive wear.
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The minimum ambient temperature during cold engine start-up; and the maximum ambient temperature
during engine operation determine the proper SAE viscosity grade of oil. Table 3.9.3.4-1 presents the oil
viscosities required for starting in minimum and maximum temperatures.
Generally, use the highest oil viscosity that is available to meet the requirement for the temperature at
engine start-up.
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The Engine/Alternator System is comprised on the Caterpillar 3456 EPG engine and the Caterpillar SR4B
Alternator mounted on a common skid.
The MEP-PU-810 A/B Power Unit uses two Caterpillar 3456 EPG Engines. The two 3456 EPG engines
are electronically controlled, mechanically actuated, unit injector diesel engines.
The 3456 EPG Engine is an in-line six-cylinder engine with a bore of 5.5 inch (140 mm) and with a stroke
of 6.7 inch (171 mm). The 3456 EPG Engine has a total displacement of 964.18 Cubic Inches (15.8 L).
The engine is turbocharged and cooled with air-to-air after cooling with electronic unit injection (EUI).
Figure 3.10.1-1 through Figure 3.10.1-5 illustrates the 3456 EPG Engine through the series of Right Side,
Left Side, Top, Rear and Front Views.
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Top View
(1) Fuel Priming Pump (2) Fuel Transfer Pump (7) Exhaust Manifold (8)
Turbocharger (13) Flywheel Housing
Rear View
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Front View
(14) Front Timing Gear Housing (15) Oil Check Gauge (16) Vibration Damper
The electronic control system was designed to provide electronic governing, automatic fuel ratio control,
torque rise shaping, injection timing control, and system diagnostics.
The Electronic Unit Injector system eliminates many of the mechanical components of an in-line pump
system. This system also provides increased control of the timing and of the fuel air ratio. The timing
advance is achieved by the precise control of the injector timing. Adjusting the duration of the injection
controls the engine rpm. A special pulse wheel provides information to the electronic control module for
the detection of the cylinder piston positions and of the engine rpm.
The engine has built-in diagnostics in order to ensure that all of the components are operating properly.
In the event of a system component failure, the operator will be alerted to the condition by the fault or
alarm lights on the GSC+. The GSC+ will display some diagnostic codes and the Caterpillar ET tool can
be used to read the numerical code of the faulty component or its condition. Intermittent faults are logged
and the information is stored in the memory of the ECM.
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The Electronic Control Module (ECM) will automatically provide the correct amount of fuel that is
necessary to start the engine. The ECM controls the starting-aid operation automatically. At engine
coolant temperatures below 32°F (0°C), the ECM will control ether injection. The Electronic Modular
Control Panel (EMCP+), controls the crank cycles and duration of the starter motor. If the engine fails to
start, the EMCP+ will cycle cranking to allow the starter motor to be cooled for the programmed cycle
time.
WARNING
The engine control system performs a cold start strategy for the correct warm-up time after a cold engine
start. The temperature for a cold engine start is less than 64°F (18°C). This cold start strategy is called
cold mode. After being activated, this cold mode will remain active until the coolant temperature rises
above 64°F (18°C) or until the engine has been running for 12 minutes. Cold mode will also vary the fuel
injection amount, the timing for the maximum start-up, and the timing for the control of white smoke. The
time that is necessary for the engine to achieve the normal mode of operation is usually less than the time
that is required for a walk-around inspection of the engine.
The engine is capable of being programmed for several customer-specified parameters. Refer to Annex
B, C, E, and F for each of the DPGDS specified parameters.
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3.10.5 ALTERNATOR
Figure 3.10.5.1-1 illustrates the DPGDS SR4B Alternator. The SR4B is a three-phase, alternating
current, brush less type generator. It is a four-pole design. The stationary main armature bolts to the
engine flywheel housing. A flexible plate type coupling connects the rotor shaft to the engine flywheel.
The rotating main field is keyed directly to the rotor shaft. The generator is self-ventilated with air entry
through screened openings at the rear of the generator and air discharge through screened openings at
the drive-coupling end. The fan attaches to the rotor shaft. A bearing supports the exciter end of the
rotor shaft.
The DPGDS SR4B Alternator is a Permanent Magnet Pilot Excited (PMPE) type.
Figure 3.10.5.1-1 illustrates the components of the SR4B Alternator. An engine supplies the power to
turn the Rotor Shaft. The Exciter Armature (Rotor) and Main Field (Rotor) attach to the Rotor Shaft.
As the Rotor Shaft turns, the Exciter Field (Stator) and Rectifiers generate DC current. This DC
current is supplied to the Main Field (Rotor) and creates a magnetic field around the poles of the Main
Field (Rotor). The Automatic Voltage Regulator (AVR) controls current. As the Main Field (Rotor) turns
with the Rotor Shaft, the magnetic field also rotates and induces an AC voltage into the Main Armature
(Stator). The Main Armature (Stator) is a coil with many turns of wire and the current that flows through
it also flows to the load. The Exciter Field (Stator) supplies DC current to the Main Field (Rotor). Load
(terminal) voltage is controlled, by varying the current to the Exciter Armature (Rotor).
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Figure 3.10.5.3-1 illustrates the PMPE Generator Wiring Diagram. Permanent magnet pilot excited
generators receive power for the voltage regulator from a pilot exciter, rather than from the main armature
as in self-excited generators. The pilot exciter consists of permanent magnet (PM) and Pilot exciter
armature (L5). The pilot exciter operates independently from the generator output voltage. Constant
excitation during large load application is possible, because the irregularities that occur in generator
output voltage (caused by load conditions) are not fed back into the exciter. The independent operation
also allows the generator to supply and sustain excessive currents for short periods of time.
When the engine starts turning the rotating field assembly (RFA), a permanent magnet (PM) induces an
AC voltage in the pilot exciter armature (L5). The pilot exciter armature has three coils of wire and
generates three-phase AC. The resulting AC flows through wires T1 PMG, T2 PMG and T3 PMG to the
voltage regulator. Within the voltage regulator the three-phase AC is rectified to DC and a controlled
amount is fed to exciter field (L1) through terminals Fl and F2.
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DC now flows to the exciter field (L1) and a magnetic field is created, in which exciter armature (L2) is
rotating. The exciter field (L1) and exciter armature (L2) generates three-phase AC. The AC is then
rectified to DC by three-phase full wave bridge rectifier circuit (diodes CR1-CR6). The DC output from the
bridge rectifier is carried to the main field (L3) by conductors, which are routed through a passage in the
generator shaft. Current through the main field (L3) creates the magnetic field of the generator. As the
main field (L3) rotates, it induces a three-phase AC voltage in the main armature (L4), which is sent to
terminals TO, T1, T2 and T3, which are connections for the load.
To keep the output voltage constant with changing loads, it is necessary to control the exciter current.
This control is the function of the voltage regulator. The voltage regulator senses the generator output
voltage at wires 20 GEN, 22 GEN and 24 GEN. The voltage regulator uses the current generated from
the permanent magnet (PM) and pilot exciter armature (L5) at wires T1 PMG, T2 PMG and T3 PMG. This
current is then controlled by the voltage regulator and sent to the exciter through wires Fl and F2.
Permanent magnets (PM) supply the initial magnetism required at start-up. Flashing the field is not
required for start-up of the generator.
• Power for the exciter field is provided by a Permanent Magnet Pilot Excited (PMPE) method of
excitation.
• Bearing location (inboard). The size and vibration characteristics of the engine and generator
determine whether the bearing is located inboard or outboard of the exciter. On the DPGDS, the
bearing is inboard of the exciter.
• On PMPE generators, the pilot exciter is either inboard or outboard of the exciter. On the
DPGDS, the pilot exciter is outboard of the exciter.
• The Rotating Field Assembly (RFA) components attach to rotor shaft, which is supported by the
engine flywheel and bearing.
• The Generator main field rotor is part of the rotating field assembly and rotates with the shaft.
Figure 3.10.5.4-1 illustrates the heat sink on the end of the Rotating Field Assembly (RFA). The 6-diode
rectifier block contains six diodes (CR1-CR6) of the bridge rectifier circuit and Varistor (CR7). The heat
sink also contains an additional varistor (CR8). The two varistors are used to protect the diodes by
suppressing any abnormal transient peak voltages in the generator circuit. The varistor is a voltage
dependant resistor that has a high resistance at low voltage and a low resistance at high voltage. This
allows current to pass through the varistor to ground when voltage spikes are present. The terminals,
marked AC, connect to the wires from the exciter armature (L2). The terminals marked + and – connect to
the main field (L3).
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The 6-diode rectifier block (CR1-CR6) and Varistor CR7 are illustrated in Figure 3.10.5.4-2. The varistor
(CR8), is illustrated in Figure 3.10.5.4-3.
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Figure 3.11.1.1-1 illustrates the Combustion Air Flow within the Air Intake and Exhaust System. The
turbocharger pulls combustion air through the Air Cleaner Assembly into the compressor side of the
turbocharger. The combustion air is compressed which heats it to about 300°F before being pushed to
the aftercooler (ATAAC). The combustion air flows through the aftercooler core and the temperature of
the compressed combustion air is then reduced to around 110°F before entering the Air Inlet Manifold.
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Figure 3.11.1.2-1 illustrates the Exhaust Gas Flow. Exhaust gases & noise are dispersed through top of
the Power Unit (PU). Exhaust gases flow through the exhaust manifold to the turbine side of the
turbocharger to drive the turbine wheel. Air is pulled into the system by the compressor wheel, which is
connected to the turbine wheel by means of a common shaft. After leaving the turbine, exhausted gases
pass out through the Muffler Assembly.
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Figure 3.11.1.3-1 illustrates the Power Unit Internal Cooling Air Flow. Cooling air is drawn into the interior
of the PU from two areas. One entry point is the rear of the trailer at the alternator end. Air removes
ambient heat from the Alternator and Engine and is drawn by hydraulic driven cooling fans, and pushed
through the top of the Power Unit above the radiator. The other entry point is below the radiator
assembly, where hydraulic driven fans push cool air up through for the Radiator and ATAAC then through
the top of the Power Unit.
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The major components of the Air Intake and Exhaust System are:
• Air Cleaner
• Turbocharger
• Muffler Assembly
Figure 3.11.2.1-1 illustrates the Air-to-Air After Cooler. The ATAAC is separate from the coolant radiator
by means of a sheet of metal that forms two separate compartments within Radiator/Air-to-Air After
Cooler Assembly. Contained within ATAAC compartment is the Fuel Cooler. The purpose of the ATAAC
is to cool the compressed combustion air. This makes the air denser so more air will be packed into each
cylinder during the engine intake cycle thereby increasing engine efficiency.
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Figure 3.11.2.2-1 illustrates the Air Filter Assembly. The Filter Housing is located on top of each engine
aft of the cylinder head and directly above the flywheel housing. Unfiltered combustion air is drawn
through an air plenum connected from the Filter Housing to the floor of the PU. The purpose of the Air
Filter is to collect contaminants and prevent dirt from entering the engine. There is only one Air Filter per
engine.
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3.11.2.3 TURBOCHARGER
Figure 3.11.2.3-1 illustrates the Turbocharger. The Turbocharger is situated next to the engine cylinder
head assembly above the Exhaust Manifold. The purpose of the turbocharger is to increase horsepower
output by pumping pressurized combustion air into the engine, allowing fuel to be burned more efficiently.
Exhaust gases flow through the exhaust manifold to the turbine side of the turbocharger to drive the
turbine wheel. Air is pulled into the system by the compressor wheel, which is connected to the turbine
wheel by means of a common shaft. After leaving the turbine, exhausted gases pass out through the
Muffler Assembly. The air is compressed and heated to about 300°F (150°C) before the air is forced
though the ATAAC and the temperature of the compressed air is lowered to about 110°F (43°C). The
combustion efficiency increases because of the cooler inlet manifold air. This helps to provide lowered
fuel consumption and increased horsepower output. The ATAAC is a separate cooler that is mounted in
behind the Radiator. Hydraulic driven fans force ambient air across both cores. This cools the
compressed combustion air and the engine coolant.
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Figure 3.11.2.4-1 illustrates the Air Intake Manifold and Figure 3.11.2.4-2 illustrates the Exhaust Manifold.
The Air Inlet Manifold is located on the left side of the engine near the midway point. The Air Inlet
Manifold is cast integrally with the 3456 engine cylinder head. The Exhaust Manifold is situated on the
right side of the engine just below the turbocharger. The Exhaust Manifold connects directly to the
cylinder heads, whereas the Air Inlet Manifold connects to the cylinder heads through Air Inlet Manifold
Elbow. The Air Inlet Manifold distributes clean filtered air from the turbocharger and after cooler into each
cylinder, while the exhaust manifold collects exhaust gasses from each cylinder and directs them to the
turbocharger, then to the muffler.
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EXHAUST MANIFOLD
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Figure 3.11.2.5-1 illustrates the Muffler Assembly (See Item 1). The Muffler Assembly reduces the
exhaust-gas noise level and vents exhaust gases to atmosphere. Rain caps automatically open by
exhaust gas pressure and close by use of counter weights. The rain cap is located at the end of the
exhaust system and the muffler is an integral part of the PU roof (See Item 9).
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Figure 3.11.2.6-1 illustrates the Air Filter High Differential Pressure Alarm (HAFDPA), located on the
Generator Control Panel (GCP). The Alarm is activated after a fault is detected by continuous monitoring
provided by the Air Filter Differential Gauge as shown in Figure 3.11.2.6-2. The Air Filter Differential
Gauge is located inside the Power Unit below the engine-compartment cooling fan. The Air Filter
Differential Gauge monitors restriction across the Air Filter. When the Air Filter High Differential Pressure
Alarm light is lit, the Air Filter requires replacement.
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• ORT Hardware/Software
• ORT Screens
The ORT provides DPGDS operators with a capability to conduct operations remotely, and provides
maintainers with a capacity to conduct detailed maintenance diagnostics through communications with
the Caterpillar Electronic Modular Control Panel (EMCP+), as well as the Caterpillar Electronic Technician
(ET) Tool.
Figure 3.12-1 illustrates the Operator Remote Terminal (ORT). The ORT is a Panasonic “ToughBook”
notebook computer configured with software required to perform its functions as the ORT.
The ORT Operator’s monitoring software runs on a preinstalled version of Microsoft Windows 2000 or XP.
In addition to monitoring, the ORT includes the software and files necessary to configure and load the
following MEP-PU-810 components: the PLC system and the overcurrent relays. The ORT may be loaded
with Caterpillar’s Electronic Technician software to diagnose and troubleshoot the CAT 3456 engines.
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There are two main screen types used in the ORT. The first screen type is the Overview Screen. This
screen provides the operator with an overview of the complete DPGDS power plant system, up to a
maximum of 4 PUs installed and connected. From this screen, the operator monitors the overall status of
the system. No individual PU controlling is done from this screen. From this screen, the operator
monitors overall system KW, number of generators required, and the following individual generator
parameters: KW, total 3-phase voltage, total current, frequency, and power factor. Additionally, the
operator can tell if the individual generators are running and if they are in automatic or manual mode.
The second type of main screen is the individual PU monitoring/control screens. There is a screen for
each individual PU, up to a maximum of 4. From the individual screen, the operator has control of the
individual generators installed in each PU. This screen provides the operator with all the necessary
information and controls to start, stop, parallel, or change lineup from the ORT. The operator also has
control over the operation of individual PU breakers. This screen also informs the operator as to whether
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the PU is in Battleshort, mode of voltage regulation, engine economizing status and control, and fuel
solenoid valve control.
With the system operating in the automatic mode, by connecting an ORT to the network, the operator can
monitor and control the Power Units from up to 150 feet away. From the ORT, the operator can operate
all breakers and start/stop generators. The ORT has the capability to monitor and control a full system of
four Power Units. From the ORT, the operator will receive indications that an alarm has occurred. The
ORT will display which generator has the alarm. The operators can then make corrections or repair the
problem before it causes the loss of a generator. The ORT also provides the operator with the capability
of changing the lineup of online generators, as long as the number online stays the same. In a multiple
PU lineup, the operator can disable engine economizing. This prevents the RTU from shutting down
lightly loaded generators; however, in the event the load exceeds 85% and additional units are required,
those units are added automatically by the RTU.
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The following screens provide the Operator with information relative to control and monitoring of the
Power Unit:
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Table 3.12.3.2-1 lists Overview Pop-up Screen icons, their titles and functionality. Figure 3.12.3.2-1
illustrates the Overview Pop-up Screen.
7 # of Generators required
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6 5 7
4
2
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Table 3.12.3.3-1 lists PU Control and Monitoring Pop-up Screen icons, their titles and functionality.
Figure 3.12.3.3-1 illustrates the PU Control and Monitoring Pop-up Screen.
Displays remaining engine cool down time on engine in cool down, time in seconds. (Timer not
5
shown in Figure 3.12.3.3-1).
Engine Immediate Stop icon. Click once to stop engine, again to reset. ECS must be put in the
6
OFF/RESET position to clear the remote shutdown.
Engine Start/Stop icon. Functional only when ECS is in AUTO. Text indicates action that will be
8 taken when “clicked” on. Stopping the engine will automatically trip the associated breaker before
putting the engine into cool down.
9 Breaker status (green – open, red – closed), typical of the five breakers.
Toggles the fuel solenoid/pump permissive. Text indicates action that will be taken when “clicked”
11
on.
Engine Economize Mode. This is a global icon – activating it on one screen affects all screens. .
12 Text indicates action that will be taken when “clicked” on. Text below the icon indicates current
mode status.
Tie breaker control icon. Text indicates action that will be taken when “clicked” on. The icon is
13
only active when the SMS is in AUTO.
Generator breaker control icon. . Text indicates action that will be taken when “clicked” on. The
14 icon is only active when the SMS is in AUTO. Opening the breaker with this icon keeps the
breaker open until “clicked” or the engine is shutdown.
Feeder breaker control switch. Text indicates action that will be taken when “clicked” on. The icon
15
is only active when the SMS is in AUTO.
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16 Indicates the current position of the AVRS (Prime Power or Utility Parallel).
17 Indicates the current position of the GMS (Prime Power or Utility Parallel).
18 Indicates the current position of the SMS (Auto, Off, or Manual).
OL Timer
This timer displays the type of overload timer that is active, whether it is the 2 minute
20 timer or the 8 minute timer. It also displays the remaining time until the timer trips off the
affected generator and places it in cooldown.
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1
2
19
3 10
12
20
11
5
13
6
7
9 15
14
18
17
8
16
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Figure 3.12.3.4-1 illustrates the Hardware Alarm Pop-up Screen. This pop-up screen is only visible
whenever a new alarm or fault occurs. This screen also activates the ORT buzzer. Clicking on the
uppermost listed alarm acknowledges that alarm. Acknowledging all alarms silences the buzzer and
allows the Operator to exit the pop-up screen. The 2 minute generator overload alarm can not be
silenced. As long as there is an unacknowledged alarm the exit button is grayed out. Acknowledged
alarms can be reviewed on the Alarm Summary Pop-up Screen.
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Table 3.12.3.5-1 lists the Alarm Pop-up Screen icons, their titles and functionality. Figure 3.12.3.5-1
illustrates the Alarm Pop-up Screen. The screen logs past and current alarms.
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3
4 2
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Table 3.12.3.6-1 lists Alarm Summary Pop-up Screen icons, their titles and functionality. Figure 3.12.3.6-
1 illustrates the Alarm Summary Pop-up Screen.
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11
2 3 4
5 6
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Table 3.12.3.7-1 lists Base-Load Pop-up Screen icons, their titles and functionality. Figure 3.12.3.7-1
illustrates the Base Load Pop-up Screen.
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Table 3.12.3.8-1 lists the Equipment Identification Pop-up Screen icons, their titles and functionality.
Figure 3.12.3.8-1 illustrates the Equipment Identification Pop-up Screen.
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6
7
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Figure 3.12.3.9-1 illustrates the Low Fuel Elapsed Time Pop-up Indicator Screen. The Low Fuel Timer
pop-up appears whenever the Fuel Tank Low Level Fuel Switch (LFTL) closes (See Item 1). The elapsed
time accumulates to 10 minutes. After 10 minutes the timer stops and shuts down both generators.
Neither generator will auto restart until the LFTL resets.
ITEM 1
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Figure 3.12.3.10-1 illustrates the Eight Hour Archive Pop-Up Screen. The Archive pop-up appears every
8 hours at 0800, 1600, and 2400 hrs. This copies, the previous eight hours of archived data to a floppy
disk. The disk to receive the data must be blank or the data will not be copied. Canceling skips copying
the data to the floppy disk; however, the file is saved to the hard drive. The hard drive will hold up to 60,
8-hour archives (20 days), after which the oldest file will begin to be overwritten.
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Figure 3.12.3.11-1 illustrates the Shutdown Archive Pop-Up Screen. The Shutdown Archive Pop-Up
Screen appears when the END key is pressed to shutdown the ORT. A blank floppy is requested to
shutdown the software. The operator can Save to the floppy or hit Cancel and the Data will be saved to
the hard drive.
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Figure 3.12.3.12-1 illustrates the DPGDS One-Line Pop-Up Screen. This screen provides the operator
with a one-line view of the power plant distribution status. The operational status of each generator is
displayed (red – running, green – off) as well as the status of each breaker (red – closed, green – open).
Additionally, the operator may enter text into the boxes under each PU to describe the load connected to
that breaker. Placing the mouse pointer over the box and typing in the desired data enters the
description. (pressing <Enter> writes that data to the box). The box is limited to 10 characters.
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The PLC and ORT overload software does not change the control/operation of the power unit under
normal operating conditions. All operating procedures should be followed as specified in this technical
manual, noting the power rating of the set is 420 kW prime for 60 Hz operation and 350 kW prime for 50
Hz operation. Software updates allow both the ORT and the PLC to warn the operator of an excessive
load applied to the power unit. Additionally, the service pack adds additional functions and features to the
ORT for improved operator interaction.
The primary overload protection for continuous loads on the engine/generator is provided using the
existing Generator Set Controller (GSC) and Programmable Logic Controller (PLC) in the PDC. New
software has been added to the PU that will monitor the load and warn the operator if the power capability
of the engine has been exceeded. If normal load levels are not established through load shedding or
additional generators brought on line within the time allotted the unit will shut down to protect the
engine/generator.
3.12.3.13.3 60 HZ OPERATION
Based on the 420 kW prime, 460 kW (110%) maximum rating of the generator, the load limits
implemented are:
(1) At 470 kW or 600 kVA the load limiting software warns the operator of an overload and the generator
will shutdown in 8 minutes. *
(2) At 480 kW or 615 kVA, the load limiting software warns the operator of an overload and the generator
will shutdown in 2 minutes. *
* The load must exceed this level for 5 seconds to activate the warning.
When the generator load drops below 465 kW and 595 kVA the warnings will be extinguished.
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3.12.3.13.4 50 HZ OPERATION
Based on the 350 kW prime, 385 kW maximum rating of the generator, the load limits implemented are:
(1) At 390 kW or 500 kVA the load limiting software warns the operator of an overload and the generator
will shutdown in 8 minutes. *
(2) At 400 kW or 512 kVA the load limiting software warns the operator of an overload and the generator
will shutdown in 2 minutes. *
* The load must exceed these levels for 5 seconds to activate the warning.
When the generator load drops below 385 kW and 495 kVA the warnings will be extinguished.
3.12.3.13.5 WARNINGS
The operator warning is given in two ways. Additional fault lights indicating an overload have been added
to the PU. When an overload is detected by the PLC, the existing PU fault annunciator will be turned on
and the associated GENERATOR OVERLOAD light(s) will flash. A warning and countdown timer will be
displayed on the Operator Remote Terminal (ORT) if it is in use. Two unique audible alarms have been
implemented on the ORT signaling the 8-minute (470kW) or 2-minute (480kW) countdown periods.
If the load on the unit is not reduced before expiration of the overload countdown timers the generator
breaker will open and the engine will enter cooldown mode. The GENERATOR OVERLOAD lights on the
PU will remain illuminated (steady state). See Figure 3.12.3.13.5-1.
A generator overload fault can only be cleared from the PU using the MSES switch, Not from the ORT.
If the Load is reduced to the 465 kW threshold for 5 seconds before the timers time out, the timers
will reset and the audible alarm/faults will clear.
GENERATOR
OVERLOAD
GEN. 1
GEN. 2
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Activation of the Battle Short switch on the PU will override the shutdown of the unit except for Over
Speed, Generator Basler Over Current Protection Relays, and Emergency Stop. If an overload condition
is present the overload warning will be present but the overload timer will remain at 8 minutes and/or 2
minutes.
WARNING
Operating the unit in Battle Short can result in catastrophic failure of the engine and generator.
When operating in Battle Short mode all PU’s are required to be placed in Battle Short mode.
Two ORT load monitoring pop-up screens have been added to reflect over load timing functions and one
new screen was added that details new features to the Overview Screen.
Upon reaching an overload condition, as outlined above, the following will occur:
(1) An alarm on the ORT is logged that must be acknowledged by the operator and warns of an overload
condition.
(2) An audible alarm on the ORT is activated and remains active as long as the generator is in an
overload condition.
(3) On the Plant Overview Screen, the overloaded generator(s) will flash and an overload countdown
timer will be present as shown in Figure 3.12.3.13.7-1.
(4) Upon reaching the second level of overload detection (480 kW for 60 Hz), a 2-minute warning will be
displayed and a second audible warning (different tone) will sound on the ORT. This audible warning can
only be extinguished by lowering the load on the generator below 465 kW.
(5) When the overload condition reaches the 2-minute load level (480 kW at 60 HZ), this timer will
override the 8-minute timer unless the generator is within 2 minutes of shutdown on the 8-minute timer.
The timer that has the shortest shutdown time will then be displayed on the ORT screen. This means that
if the generator is in an overload condition, (470 kW) and the load increases to 480 kW, the 2-minute
timer will then activate, unless the generator is within 2 minutes of shutdown. If there are 2 minutes or
less on the 8-minute timer, the 2-minute timer will not activate as that will add more time to the engine
shutdown.
(6) If the load is not reduced before the overload period expires the generator breaker opens and the
generator enters the cooldown cycle. To re-enable the generator the fault must be cleared on the PU by
toggling the Master Start Enable Switch for three seconds. The fault is then cleared and normal operation
can resume.
If the operator displays the PU Control and Monitoring Screen, during an overload condition, the screen
will be shown as in Figure 3.12.3.13.7-2:
Figure 3.12.3.13.7-3 shows new features added to the Plant Overview Screen
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Overload timer:
Displays remaining time until PLC trips breaker due
to overload condition.
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This section provides information and component descriptions for the MEP-PU-810A and MEP-PU-810B
trailer running gear systems. Data on the tires, wheels, brake systems, and lighting systems for each
type of unit is included.
3.13.1 TIRES
The tires specified for the MEP-PU810A are size LT235/85R16, load range E. The specified cold inflation
pressure is 80 PSI. Each tire has a rated load capacity of 3,667 lbs at 25 MPH in a dual configuration at
this inflation pressure. Replacement tires must be of this same size and equal or greater load capacity in
a dual configuration at 25 MPH and at 80 PSI, cold inflation pressure.
The tires specified for the MEP-PU810B are size 11R22.5, load range G. The specified cold inflation
pressure is 105 PSI. Each tire has a rated load capacity of 5630 lbs at 60 mph in a dual configuration at
this inflation pressure. Replacement tires must be of this same size and equal or greater load capacity in
a dual configuration at 60 MPH and at 105 PSI, cold inflation pressure.
3.13.2 WHEELS
The wheels specified for the MEP-PU-810A are size 14.5” x 7.00”, 8 studs on 6.50” bolt circle, with dual
wheel configuration offset.
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1
8 6
3 4
5 7
2
8 BOLT
FIGURE 3.13.2.1.1-1 MEP-PU-810A TORQUE PATTERN
It is extremely important to apply and maintain proper wheel mounting torque. The torque requirement for
the MEP-PU-810A wheel nuts is 200-250 Ft-Lbs.
CAUTION
WHEEL NUTS OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE
LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS
SEPARATION OF WHEELS FROM YOUR AXLE.
NOTE: A Special Tool is required for this task; refer to Annex H for recommended tool.
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The wheels specified for the MEP-PU-810B are size 16 1/2 ” x 7”, 10 studs on an 11 1/4” bolt circle, with
dual wheel configuration offset.
1
10 7
4 5
6 3
8 9
2
10 BOLT
It is extremely important to apply and maintain proper wheel mounting torque. Torque wrenches are the
best method to assure the proper amount of torque is being applied to a fastener. The torque
requirement for the MEP-PU-810B wheel nuts is 450-500 Ft-Lbs.
CAUTION
WHEEL NUTS OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE
LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS
SEPARATION OF WHEELS FROM YOUR AXLE.
NOTE: Roadside wheel lug nuts on the MEP-PU-810B are left hand threads. Therefore, to
remove the lug nut you must turn the nut clockwise and to tighten the lug nut you
must turn the nut counterclockwise.
NOTE: A Special Tool is required for this task; refer to Annex H for recommended tool.
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The hydraulic brakes on the MEP-PU-810A are much like those on a car. The hydraulic fluid from a
master cylinder is used to actuate the wheel cylinder, which, in turn, applies force against the brake shoes
and drum. The main difference between automotive hydraulic brakes and hydraulic trailer brakes are the
actuation systems, which transfer the braking signal from the tow vehicle to the brakes.
Figure 3.13.3.1-1 illustrates the MEP-PU-810A Hydraulic Brake Actuator. The Surge Braking System
uses a specially designed trailer hitch coupler, which has a built in master cylinder. When the tow
vehicle applies its brakes, the tow vehicle decelerates causing the trailer to apply a pushing force against
the towing vehicle hitch. This force actuates the surge hitch master cylinder, transferring high-pressure
brake fluid to the wheel cylinder. The trailer brakes are now applied (See Figure 3.13.3.1-1).
Figure 3.13.3.1-2 illustrates the Break-Away Lever and Chain positions. The surge brake system
incorporates a safety breakaway lever and chain that activates the surge brake if the trailer separates
from the tow vehicle. The actuator’s breakaway chain S-hook should be securely attached to one of the
tow vehicle safety chain connection points. Before towing, check that the breakaway lever and chain are
properly positioned as shown in (Figure 3.13.3.1-2). If the breakaway lever and chain are not located
correctly, due to either the chain being pulled during use or by accident, it must be reset prior to moving
the trailer.
Resetting the lever is accomplished by first removing the two rearward bolts, located on each side of the
breakaway lever. These two bolts hold down the breakaway locks. Loosen, but do not remove the
remaining two bolts. This will allow the two locks to be swung aside and the lever can be pushed back
into its resting position. Replace the breakaway locks to their original positions and retighten the four
bolts using a torque wrench to 90-120 inch-pounds of torque.
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DOT4 Brake Fluid is recommended. The Brake Fluid should be checked periodically for the correct level,
dirt, rust, or water contamination. Flush and replace fluid if contamination is present.
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Figure 3.13.3.1.3-1 illustrates the Hydraulic Brake Function Diagram. The Hydraulic Brake utilizes a single
acting cylinder. Upon actuation, the primary shoe is pressed against the brake drum, which causes the
shoe to move in the direction of rotation. This movement in turn actuates the secondary shoe through the
adjuster link assembly.
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Figure 3.13.3.1.4-1 illustrates the Hydraulic Brake Components used in the MEP-PU-810A.
The brakes adjust on both forward and reverse stops. Components include a new adjuster, adjuster lever
arm, adjuster return springs, cable, cable anchor bracket, and an extension spring. The new cable
anchor bracket fits over the anchor post and has a slotted hole. The extension spring attaches the cable
anchor bracket to the primary brake shoe. The brake adjuster cable is routed from the cable anchor
bracket, over the cable guide, to the adjuster lever. The forward stop adjustment is accomplished when
the primary shoe lifts sufficiently far off the anchor post. The extension spring connecting the primary
shoe to the slotted cable anchor bracket pulls the bracket and the cable causing the adjuster lever to
rotate the adjuster screw star wheel. This will continue on each brake until the shoe clearance is
sufficiently small so that the primary shoe movement is insufficient to pull the cable to engage the next
tooth on the adjuster star wheel.
The parking feature for the MEP-PU-810A is a positive mechanical device that clamps against the inside
rear tires when applied. The parking brake is engaged and disengaged using a crank handle located at
the rear of the unit.
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Trailer air brakes are operated by the tractor air supply through a series of relays and check valves.
When braking is desired, the air is supplied to the axle air chamber, which applies a force that is
multiplied by the slack adjuster lever arm length. This force is transmitted rotationally through the
camshaft, which, through the geometry of the S-head, spreads the brake shoes to contact the brake drum
surface.
Figure 3.13.3.2.1-1 illustrates the S-Cam Brake Assembly. The air chambers convert the tractor
compressed air into mechanical force on the slack adjuster. The force on the slack adjuster operates on
the end of the lever and converts the chamber output force to a torque on the S-cam. Federal and state
regulations state the maximum pushrod stroke length as an indication of brake adjustment. The stroke
length is indicated by the Maximum Stroke Indicator, located on the Air Chamber Pushrod. Maximum
allowable stroke is achieved when the indicator is fully extended from the air chamber housing.
For parking and emergency braking, a spring brake chamber is used in conjunction with the standard air
chamber. The Spring Brake contains an additional air diaphragm and a very strong spring. When air
pressure is applied to the spring brake, the spring is held in the off position by the air diaphragm. When
the air pressure is released, the spring provides the braking force to the air chamber pushrod, thus
activating the brakes.
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The Slack Adjuster performs two functions: (1) the slack adjuster acts as a lever arm to convert the linear
pushrod force to rotational camshaft torque. The length of the slack adjuster determines the amount of
torque multiplication provided from the pushrod. (2) Allows a simple external adjustment of the lining to
drum clearance to compensate for shoe lining wear. Slack adjusters require manual adjustment to make
up for the brake lining wear and the associated drum to lining gap that results. Adjustment is usually
performed by rotating the hex nut on the slack adjuster body to set a lining to drum clearance of about
.020-.030”.
SLACK ADJUSTER
AIR CHAMBER
Figure 3.13.3.2.4-1 illustrates the Anti-Lock Brake System (ABS) Wiring Layout. The ABS is made up of
Wheel Speed Sensors, an ABS Relay Valve, an integral Electronic Control Unit (ECU), mounted on the
relay valve, and an ABS indicator light. The ECU monitors wheel speed through two-wheel speed
sensors mounted on the hubs of the axle. When the ECU detects that a wheel is stopping too fast, during
a brake application, the air pressure in the brake chambers of the wheels is reduced via the ABS Relay
Valve, allowing the wheels to recover. The ECU then commands the relay valve to apply additional
pressure unit maximum braking potential is produced. This ABS cycle is repeated roughly five times per
second as needed, or until the vehicle is traveling at less than six miles per hour.
NOTE: The ABS system only functions when the PU is connected to the Tow Vehicles 12VDC
electrical system; ABS will not function when connected to a 24VDC system.
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8 6
1
2
7
8
Figure 3.13.3.2.5-1 illustrates the Hub Odometer. The MEP-PU-810B trailer has one hub odometer
mounted on the curbside rim. This hub odometer has a 500,000-mile warranty and requires no service or
maintenance, for the life of the odometer. If the unit is damaged, replace it with a new one.
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The MEP-PU-810B has lights for clearance, reflectors, turn signals, and tail/stop-lights in accordance with
Department Of Transportation (DOT) and Federal Motor Vehicle Safety Standard (FMVSS), 121, 571.124
standards for commercial operations. For movement using a commercial vehicle, commercial lights are
powered by the vehicles 12VDC electrical system and is provided with a 7-way inter-vehicular cable.
In addition, included for towing with a military vehicle, a set of blackout lights, including clearance,
reflectors, turn signal, and tail/stop-lights. These lights are powered by the vehicles 24VDC electrical
system using a 12-way inter-vehicular cable. When in the blackout mode of operation, the commercial
lights are non-operational.
DOT LIGHTING
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CHAPTER 4
RECEIPT AND MOVEMENT
TABLE OF CONTENTS
4.2.2.1 BATTERY 7
4.3 MOVEMENT 10
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LIST OF FIGURES
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LIST OF TABLES
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CHAPTER 4
RECEIPT AND MOVEMENT
4.1 INTRODUCTION
There are significant differences between the MEP-PU-810A and MEP-PU-810B trailering that requires
specific instructions for each version.
• Batteries
• Fuel system
• Cooling system
• Lubrication system
• Hydraulic system
WARNING
WARNING
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WARNING
WARNING
Remove all tape covering engine openings such as Oil Filler Caps, or Air
1
Filters. Refer to Chapter 20 for reference.
Check for any loose or missing hardware. Refer to Chapter 8 through Chapter
2
19 for reference.
Check for broken or missing fuses and bulbs. Refer to Chapter 12 for
3
reference.
Open and inspect all compartments for proper component mounting, and
4
tightness. Refer to Chapter 8 through Chapter 19 for reference.
Remove the Air Filter Cover and inspect the Air Filter condition. Refer to
6
Chapter 16 for reference.
9 Check for correct Tire air pressure. Refer to Chapter 18 for reference.
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4.2.2.1 BATTERY
WARNING
Connect battery cables to proper Positive (+), and Negative (-) terminal posts
1
(See FO - 37A for additional information).
2 Close Battery Charger circuit breakers (If the PU is connected to a live bus).
3 Connect shore power to the on-board battery chargers and charge as needed.
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WARNING
WARNING
THE MEP-PU-810 IS SHIPPED FROM THE FACTORY WITH THE COOLING SYSTEM
FILLED WITH EXTENDED LIFE COOLANT (ELC). DO NOT MIX WITH ETHYLENE
GLYCOL. ENGINE DAMAGE MAY RESULT.
1 Open the expansion tank caps on each generator set and check coolant level.
Check coolant level from the coolant tank sight gauge. The level should be midway
2
in sight glass.
Add ELC or appropriate coolant if required. Read Shipping Documentation to see
3
what type of coolant was in the system prior to shipment.
Check the engine oil level by pulling the dipstick from Generator #1 and
1 Generator #2 wiping clean, re-inserting completely, and removing and observing
the oil level.
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WARNING
4-9
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4.3 MOVEMENT
Table 4.3.1-1 lists the basic inspection actions required prior to movement of the Power Unit.
Fasten the Breakaway Switch Actuating Chain (MEP-PU-810A Only) to the tow
4
vehicle.
Check the Tire Pressure. Inflate to specifications; inspect tires for cuts,
5
excessive wear, etc.
Check brake fluid level in master cylinder. Insure cylinder is filled to proper
6
level (MEP-PU-810A Only). See Figure 4.3.1-1 for additional information.
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4-11
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WARNING
THE HYDRAULIC PRESSURE HELD IN THE BREAKAWAY LEVER MAY CAUSE THE
LEVER TO SNAP QUICKLY. KEEP HANDS AND FINGERS CLEAR, AS YOU RESET
THE BREAKAWAY MECHANISM. WHEN TOWING, AVOID SHARP TURNS THAT
CAN CAUSE THE ACTUATOR TO BIND AGAINST THE TOW VEHICLE. THIS CAN
DAMAGE THE ACTUATOR AND TRAILER, CAUSING BRAKE FAILURE.
WARNING
CAUTION
CHECK THAT THE PINTLE IS LOCKED AND ANY SAFETY PINS ARE INSERTED TO
PREVENT ACCIDENTAL UN-COUPLING. DON’T PULL THE TRAILER IF EITHER
THE LUNETTE EYE OR PINTLE IS DAMAGED.
CAUTION
INSURE THAT THE TOWING VEHICLE AND PINTLE HAVE A RATING EQUAL TO
OR GREATER THAN THE MEP-PU-810A GROSS VEHICLE WEIGHT OF 25,740 LBS.
Table 4.3.2-1 lists MEP-PU-810A hook-up procedures. See Figure 4.3.2-1 through Figure 4.3.2-4 for
reference.
Couple the power unit to the tow vehicle. Make certain that the lunette eye is
in proper position and secured to the tow vehicle. Check that the pintle is
1
locked and any safety pins are inserted to prevent accidental un-coupling.
Don’t pull the trailer if either the lunette eye or pintle is damaged.
Connect Fasten the Breakaway Switch Actuating Chain to the tow vehicle. see
2
Figure 4.3.2-3 for reference.
Connect breakaway chain S-hook to bumper or hitch. Allow slack for turning,
3 but avoid letting the chain drag on pavement. Provide as straight a connection
as possible.
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4-14
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CAUTION
INSURE THAT THE TOWING VEHICLE AND 5TH WHEEL HAVE A RATING EQUAL
TO OR GREATER THAN THE MEP-PU-810B GROSS VEHICLE WEIGHT OF 29,100
LBS.
Table 4.3.3-1 lists MEP-PU-810B hook up procedures. Figure 4.3.3-1 illustrates the MEP-PU-810B
towing connection.
Raise landing gear of the PU until the plate is level with the horizontal position
1
of the 5th wheel of the towing vehicle see Figure 4.3.3-1for reference.
2 Unlatch and open the fifth wheel locking mechanism.
Back the towing vehicle until the kingpin engages into the 5th-wheel, latch the
3
5th wheel locking mechanism.
Connect the towing vehicle brake air hoses to the air connections on the PU
4
see and Figure 4.3.3-2 for reference.
Connect the towing vehicle lighting cable assembly to the PU see and Figure
5
4.3.3-2 for reference.
6 Raise the PU landing gear to its highest position.
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4-17
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WARNING
WARNING
CAUTION
MEP-PU-810B ONLY
THE ABS BRAKING SYSTEM DOES NOT FUNCTION WHEN SUPPLIED WITH 24VDC.
Table 4.3.4-1 and Table 4.3.4-2 list towing procedures and speed ratings for the MEP-PU-810 A and
MEP-PU-810B.
NOTE: The tires supplied with the MEP-PU-810A power units are:
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Check for proper operation of lights and brakes. Operation of the ABS is
indicated by the small yellow cone shaped lamp located above the axle on the
1
left side of the PU. If the ABS is functioning properly, the ABS light will be on.
Refer to Figure 18.2.1.2.5-3 for reference.
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Table 4.3.5-1 lists backing up procedures for both the MEP-PU-810A and MEP-PU-810B.
On the MEP-PU-810A, insure the parking brakes are released and the safety
2
chain is connected to the tow vehicle.
On the MEP-PU-810B trailer, insure the air hoses are connected to the tow
3
vehicle and the spring brakes release before attempting to back up.
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WARNING
THE HYDRAULIC PRESSURE HELD IN THE BREAKAWAY LEVER MAY CAUSE THE
LEVER TO SNAP QUICKLY. KEEP HANDS AND FINGERS CLEAR, AS YOU RESET
THE BREAKAWAY MECHANISM. WHEN TOWING, AVOID SHARP TURNS THAT
CAN CAUSE THE ACTUATOR TO BIND AGAINST THE TOW VEHICLE. THIS CAN
DAMAGE THE ACTUATOR AND TRAILER, CAUSING BRAKE FAILURE.
Set parking brakes by rotating parking brake handle clockwise until the brake
1
bar is firmly lodged against the inner wheels of the trailer.
Open the tow vehicle pintle hook, move the tow bar to one side, and lower the
3
tow bar to the ground.
4 Drive the tow vehicle slowly forward until it is completely free of the Power Unit.
1 Disconnect air hoses and insure the spring Parking Brake is set.
2 Crank down landing gear until the trailer weight is removed from the fifth wheel.
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Insure the DC control circuit breaker on the Master Control Panel (MCP) is in
1
the “OFF” position.
6 Check all compartments for loose material and secure any loose equipment.
Tape up all air filter vents inside the PDC to prevent the ingress of dirt and
7
moisture during transport.
Attach a CAUTION tag to the DC Control Power Circuit Breaker in the Master
8 Control Panel to alert the operator to remove the tape from the air filter vents
prior to starting the unit.
10 Secure the tow bar in the raised position using the chain and hook provided.
12 Install the four ISO Extenders into the four ISO Fittings located on the PU and
lock them into place. Lower the ISO Frame and guide it into the ISO
Extenders and lock in place. Lift the PU. Refer to Table 4.5-1 for reference.
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WARNING
Lift the power unit from the ground and set the PU on the trailer. Refer to
Figure 4.4.1-1 and Figure 4.4.2-1 for reference.
The Power Unit must be oriented with the PDC end of the PU facing the rear of
14
the trailer to prevent water incursion into the PDC.
15 Insure that the Power Unit is secured to the trailer using the tie-down points.
3 Secure the tow bar in the raised position using the chain and hook provided.
5 Install the four ISO Extenders into the four ISO Fittings located on the PU and
lock them into place. Lower the ISO Frame and guide it into the ISO
Extenders and lock in place. Lift the PU. Refer to Table 4.5-1 for reference.
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WARNING
Lift the power unit from the trailer and set the PU on the ground. Refer to
Figure 4.4.1-1, and Figure 4.4.2-1 for reference.
CAUTION
Remove the tape from all of the PDC air filter vents.
Remove the caution tag from the DC Control Power Circuit Breaker in the
8
Master control panel prior to starting the unit.
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4.5 MEP-PU-810A AND MEP-PU-810B ISO LIFT POINTS USING ISO EXTENDER
This section covers how to properly install the ISO Extender to the PU.
WARNING
WHEN AN ISO LIFTING DEVICE IS USED TO LIFT THE PU, THE ISO EXTENDERS
MUST BE USED TO PREVENT DAMAGE TO THE COOLANT TANK, COOLANT FILL
CAPS AND MUFFLER.
Figure 4.5-1 illustrates the ISO Extender. Four ISO Extenders are required for lifting the PU with a
standard ISO Lifting Frame.
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WARNING
ISO
ISO EXTENDER
EXTENDER
REA
R OF
POW
ER U
NIT
FRO
NT O
F POW
ER U
NIT
Figure 4.5-2 illustrates the ISO Extender in the locked position. This ISO Extender is installed to illustrate
the position of the locking mechanism, however to be properly mounted for lifting the PU, the ISO
Extender would need to be rotated 90 degrees so that the “INSIDE” is always facing inboard to prevent
accidentally unlocking the ISO Extender.
2 Place the ISO Extender into the ISO Fitting on the PU; see Figure 4.5-2.
Move the ISO Extender Locking Handle into the “LOCKED” position, see Figure
3
4.5-2.
4 Perform steps 1 and 2, until all four ISO Extenders are installed, see Figure 4.5-2.
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This section covers how to properly store the ISO Extender Storage containers during transportation and
plant operations.
Move the ISO Extender Locking Handle into the “LOCKED” position, see Figure
2
4.6.1-1.
Carefully place two ISO Extenders into each ISO Extender storage box; see
3
Figure 4.6.1-2.
For transportation place one ISO Extender storage box into each side of the PU in
4 the alternator compartment and secure with 2 rubber stretch cords per box as
illustrated in Figure 4.6.1-3.
During Plant operations place one ISO Extender storage box on each side of the
5 PU below the alternator compartment and place two rubber stretch cords per box
as illustrated in Figure 4.6.1-4.
Figure 4.6.1-1 illustrates an ISO Extender in the LOCKED position. The Locking Handle must be in the
locked position prior to placement in the storage box. This placement will allow easy removal of the ISO
Extenders from the storage box.
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Figure 4.6.1-2 illustrates the packing arrangement of 2 ISO Extenders in each storage box. The Locking
Handle must be in the locked position prior to placement in the storage box. This placement will allow
easy removal of the ISO Extenders from the storage box.
Figure 4.6.1-3 illustrates 1 of 2 ISO Extender storage boxes in the stored position for transportation. The
ISO Extender storage boxes are mounted one on each side of the PU in the alternator compartment, and
secured with 2 rubber stretch cords per box as illustrated.
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Figure 4.6.1-4 illustrates 1 of 2 ISO Extender storage boxes in the stored position for operation. The ISO
Extender storage boxes are placed one on each side of the PU on the ground with the 2 rubber stretch
cords placed in each box.
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Move the ISO Extender Locking Handle into the “LOCKED” position, see Figure
2
4.6.2-1.
Properly place two ISO Extenders into each ISO Extender storage box; see Figure
3
4.6.2-2.
For transportation place both ISO Extender storage boxes into PU storage
4
compartment as illustrated in Figure 4.6.2-3.
During Plant operations place both ISO Extender storage boxes into PU storage
5
compartment as illustrated in Figure 4.6.2-3.
Figure 4.6.2-1 illustrates an ISO Extender in the LOCKED position. The Locking Handle must be in the
locked position prior to placement in the storage box. This placement will allow easy removal of the ISO
Extenders from the storage box.
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Figure 4.6.2-2 illustrates the packing arrangement of 2 ISO Extenders in each storage box. The Locking
Handle must be in the locked position prior to placement in the storage box. This placement will allow
easy removal of the ISO Extenders from the storage box.
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Figure 4.6.2-3 illustrates the packing arrangement of 2 ISO Extender storage boxes within the PU. This
arrangement is used for transportation and plant operations.
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CHAPTER 5
OPERATING INSTRUCTIONS
TABLE OF CONTENTS
5.3 TWO PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL MODE 5-51
5.4 TWO PU, PRIME POWER, NO EXTERNAL SWITCH, AUTOMATIC MODE 5-69
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CHAPTER 5.1
OPERATING INSTRUCTIONS
SINGLE PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL
MODE
TABLE OF CONTENTS
SECTION TITLE PAGE
5.1 SINGLE PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL MODE 6
5.1.3.1 GROUNDING 7
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LIST OF FIGURES
5-4
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LIST OF TABLES
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a. Safety precautions must be observed while operating or maintaining the PU. Safety
precautions must be observed to ensure that the operator/technician cannot have contact with the
following:
b. Minor Troubleshooting can be performed while both engines are running as long as safety
precautions are taken. Refer to the appropriate troubleshooting section for recommendations.
a. Position the PU in such a way as to allow the plant operator to have full vision of the operator
control panels on the unit.
b. Level the MEP-PU-810B front to rear with the trailer leveling hand crank.
c. Position the PU to provide a minimum of 10 feet of clearance for maintenance access on all
sides of each unit. Ensure that there are no overhead obstructions around the exhaust outlets.
WARNING
FUEL SPILLAGE CAN OCCUR IF THE POWER UNIT LEVEL IS GREATER THAN + 5
DEGREES.
d. Ensure that the ground is capable of supporting the weight of the PU. The site surface should be
as level as possible (+ 5 degrees).
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5.1.3.1 GROUNDING
WARNING
a. Drive an 8-foot ground rod into the earth and should be within 6 feet of the PU and at a location
that minimizes the tripping hazard, until only 6 inches (15 cm) protrudes above the surface.
b. Connect all of the grounding rods together with a #2 AWG copper conductor creating a central
ground grid.
c. Using a #2 AWG copper conductor, secure one end of a ground cable to one of the slotted
ground studs on the PU, see Figure 5.1.3.1-1 or Figure 5.1.3.1-3. Secure the other end of the
ground cable to the ground rod.
d. Test Ground Resistance using Ground Resistance Test Equipment. Resistance must be 25Ω or
less. Refer to Annex H for special equipment required for this task.
e. Remove parking stand plates from their transportation positions inside each rear, side PU door
and slide them into their respective operating positions on the sides of the PDC.
f. Connect the parking stand ground wires to either of the two chassis ground lugs on the PU.
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WARNING
ENSURE THAT THE FUEL LINES ARE PROTECTED FROM ALL ELECTRICAL
CABLES AND ARE ROUTED TO MINIMIZE THE POTENTIAL FOR PHYSICAL
DAMAGE OR CAUSING A TRIPPING HAZARD.
a. Lay out the fuel hoses between the PU, the fuel manifold, and the fuel bladders to establish the
fuel supply system see Figure 5.1.3.2-1.
b. Install the external fuel hose for the PU to the Fuel Transfer Pump at the Tow end of the PU.
c. Connect the other end of the fuel hose to the fuel manifold outlets.
d. Connect the 3” hose, with quick-disconnect hose ends, from the fuel manifold to the fuel
bladders.
f. Open only the appropriate fuel manifold valves (once connected to the PU) to supply fuel to the
power units and check for leaks.
5-9
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WARNING
WARNING
WARNING
a. Lay out and park the load cables for each phase (A, B, & C) between the PU feeder output
parking stations and the load (if used).
d. Connect the feeder cables to the appropriate phase connector at the PU and the load; ensure
there are no cross-phase connections.
f. Lay out and park the load cables for each phase (A, B, & C) between the PU tie output parking
stations and the load (if used).
i. Connect the load cables to the appropriate connector at the PU and the load; ensure there are
no cross-phase connections.
5-10
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(1) Press the [▲] key to get to the top-level menu “1 REPORT STATUS”.
(4) Press the [►] key 2 times to display “6.3 POWER SYSTEM SETTINGS”.
(6) Verify the “P” and “N” values match the following table:
(10) Verify the 50TP “PU” and “TD” settings in Table 5.1.3.4-2. In order to edit values, Press
the “Edit” key. Select correct value and press “Edit” again to save changes. Ensure
light is off otherwise you can accidentally change value again.
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(18) Verify the 51P “PU”, “TD”, and “C” settings in Table 5.1.3.4-3.
(21) Press the [▲] key 3 times to display “5 PROTECTION LOGIC USER”.
c. Use the following procedure to verify the Generator 1 and Generator 2 GSC+ settings in step “d”:
NOTE: Refer to the “EMCPII+ Reference Chart”, located on the interior Generator Control Panel
Door (Look-up)
(2) Press SERVICE MODE key to enter service mode. OP1 is showing on the lower display.
(4) Press SELECT key. “PE -“with the first dash flashing is showing.
(5) Press SCROLL RIGHT key. “PE 1”-with the second dash flashing is showing.
(6) Press SCROLL DOWN key. “PE 13–“with the third dash flashing is showing.
(7) Press SCROLL UP key. “PE 132–“with the fourth dash flashing is showing.
(8) Press SCROLL DOWN key. “PE 1323–“with the fifth dash flashing is showing.
(9) Press SCROLL RIGHT key. “PE13231” -with all digits not flashing is showing.
(12) Press SCROLL UP key until “OP5-0” is showing on the lower display.
(13) Press SELECT key. “POO1” followed with the value of the setpoint is showing.
(14) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use Table 5.1.3.4-4 for the parameter values to be verified. Repeat until the desired
setpoints are verified.
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(18) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use Table 5.1.3.4-5 OP5-1 Setpoints for the parameter values to be verified. Repeat until
all the desired setpoints are verified.
(21) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use “OP6” Setpoints, Table 5.1.3.4-6 for the parameter values to be verified. Repeat until
all the desired setpoints are verified.
NOTE: If an incorrect setpoint value is displayed, the value must be changed to match the DPGDS
setpoint value as follows:
(a) With the setpoint with the incorrect value showing on the display, press the
SELECT key. The incorrect value flashes on the display.
(b) Press SCROLL UP or SCROLL DOWN key until the correct value appears
flashing on the display.
(c) Press ENTER. The correct value stops flashing on the display.
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P005 - Coolant Loss Sensor Installed: tells whether or 0-for gensets without a coolant loss sensor
not the optional engine coolant loss sensor is installed on 0 1
the genset. 1-for gensets with coolant loss sensor
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P020④ - AC Voltage: nominal AC voltage of the generator. 700, 150, 300, 500, 600, 750, 3.0k,
The GSC+ measures the AC voltage and shows it on the 4.5k, 5.20k, 5.25k, 9.0k, 15.0k, 18.0k, 700 5.20k
display. 30.0k
P021 - AC Current Full Scale: nominal full scale AC current 75, 100, 150, 200, 300, 400, 600, 800,
of the generator. AC current full scale is equal to the ratio of 1000, 1200, 1500, 2000, 2500, 3000, 600A 100A
the external current transformers in the generator housing. and 4000A
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① The setpoints (stored or being programmed) must match the specified DPGDS setpoints.
② When oil pressure drops to within 5PSI (34kPa) of the P013 or P014 setpoint, a low oil pressure alarm
is issued by the GSC+.
③ When coolant temperature rises to within 11ºF (6ºC) of the P015 setpoint, a high coolant temperature
alarm is issued by the GSC+.
④ The values other than the default (700V) are for switchgear applications and require the use of external
potential transformers and the removal of the AC voltage range jumper located in the relay module.
The DPGDS unit is factory configured for the 5.20 K value. See the Caterpillar Electronic Modular
Control Panel II+ manual topic AC Voltage Range Selection in the Testing and Adjusting section.
⑤ After setpoint P022 is reprogrammed, the GSC+ must be power cycled (powered down and then
powered up)
5-16
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5-17
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5-18
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5-19
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5-20
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③ Battleshort and 50Hz Mode are unique features to DPGDS for spare indicators 2 and 3.
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DRS RADIAN CTM 01646.1R0253/1R0254
(4) Press the [▲] key to change the value to “0015” enables parameter editing.
(5) Press the [◄►] key to accept change and display the parameter number.
(6) Press the [▲] key to the next parameter needed to change.
(9) Press the [◄►] key to accept change and display the parameter number.
(10) Repeat steps ‘5’ through ‘9’ for the each parameter needing to be changed.
NOTE: Parameters 20, 21, 22, 36, 37, and 38 are displayed but not used.
NOTE: Parameters 23 to 29, 39 to 49, 59 and 61 to 89 are not displayed and not used.
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33③ KVAR Reference Program Per Unit 00.00-01.00 0000 0.10 0.10
①- Default value for output voltage is different depending on regulator sensing voltage. If the regulator is
designed for 120 volts sensing, then the default output voltage is 4160 volts. All other sensing types
have the default output voltage set to 480 volts.
②- Digital Voltage Regulators with earlier software (KD and earlier) have 1 less digit to the right of the
decimal point.
③- Optional feature.
④- New parameter on serial number prefixes KE and later Digital Voltage Regulators.
⑤- Previous range of 0001-099.9 and default value of 002.0
⑥-Previous range of 0001-099.9 and default value of 002.0
(14) Press the [▼] key to change the value to “0009”. disables DVR parameter editing.
(15) Press the [◄►] key to accept change and display the parameter number.
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Starting from the left rear of the PU and working around the PU in a clockwise direction, perform the
following checks (Gen. 1 is on the left and Gen. 2 is on the right):
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① The Battery Parallel Switch should be left in the OFF position except in extreme conditions where
the additional DC power is required to crank an engine. Once started, return the switch to the OFF
position.
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WARNING
ENSURE ALL PERSONNEL ARE CLEAR AND THE PU DOORS ARE CLOSED
PRIOR TO STARTING A GENERATOR.
WARNING
WARNING
WARNING
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6 Verify the engine accelerates to 1800RPM Verify the engine accelerates to 1500RPM
7 Adjust the generator frequency to 60Hz Adjust the generator frequency to 50Hz using
using the Frequency Adjust Rheostat (FAR) the Frequency Adjust Rheostat (FAR)
8 Adjust the generator voltage to 4295VAC Adjust the generator voltage to 3915VAC
using the Voltage Adjust Rheostat (VAR) using the Voltage Adjust Rheostat (VAR)
9 Close BCSG1, toggle the Phase Rotation Test Light switch, verify that light ABC lights,
open BCSG1
12 Verify the engine accelerates to 1800RPM Verify the engine accelerates to 1500RPM
13 Adjust the generator frequency to 60Hz Adjust the generator frequency to 50Hz using
using the Frequency Adjust Rheostat (FAR) the Frequency Adjust Rheostat (FAR)
14 Adjust the generator voltage to 4295VAC Adjust the generator voltage to 3915VAC
using the Voltage Adjust Rheostat (VAR) using the Voltage Adjust Rheostat (VAR)
15 Close BCSG2, toggle the Phase Rotation Test Light switch, verify that light ABC lights,
open BCSG2
① If the wrong frequency light is on, open the Master Control Door and change the Frequency
Selector Switch (FSS) to the desired frequency.
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a. Remove the ORT from its case and set it up on a flat and level surface.
b. Remove the mouse from the case and plug it into the mouse (PS2) port on the back of the ORT.
c. If 120 VAC power is available, connect the ORT power supply cord to the 120 VAC power. The
ORT can operate up to three hours on its batteries.
d. Connect one end of the 150-foot patch cable to the ORT networking port on the PU.
e. Route the cable from the PU to the ORT and connect the cable to the ORT port.
h. Select the Equip ID pop-up screen and enter the necessary information for the units. This
includes the Trailer ID number, the Engine ID number, and the Generator ID number for each
PU.
i. Select the One line pop-up screen and enter the descriptor for the main load connected to the
feeders.
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Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
① With the SMS in the OFF position, the 50/60Hz lights indicate the position of the Frequency
Selector Switch (FSS). If the wrong light is on, open the door and change the switch position.
② No more than one switch can be in the same position in any multi-PU line-up. With the SMS in
OFF, none of the USI lights will be on and any previously set address on the PU is cleared.
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a. Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
c. Observe the generator starts and accelerates to operating voltage and frequency.
d. At the MCP, place the Sync Source Switch (SSS) in the GEN 1 position.
i. Observe the generator starts and accelerates to operating voltage and frequency.
k. Close BCSG2 when the two green triangular LEDs at 12 o’clock on the Synchroscope are
energized, by cycling BCSG2 to the CLOSE position. For detailed instructions on manual
synchronizing, refer to Section 5.9.6.14.
n. Close the required Feeder/Tie Breaker(s) from the Local Control Panel (LCP).
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In this mode of operation the ORT provides no remote operation capability. It will provide monitoring of
the generator parameters.
a. Unload all generators by opening all feeder breakers. This must be done locally from the LCP or
ORT.
WARNING
NEVER REMOVE POWER CABLES BY HAND, USE HOT STICK AND HIGH
VOLTAGE GLOVES. NEVER TOUCH A HIGH VOLTAGE LEAD OR TERMINAL UNTIL
IT HAS BEEN DISCHARGED TO GROUND. FAILURE TO OBSERVE THIS WARNING
MAY RESULT IN DEATH BY ELECTROCUTION.
CAUTION
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b. Disconnect the fuel hose from the PU fuel connection and the fuel supply.
c. Drain any fuel from the hoses into an auxiliary fuel supply and store the hoses.
a. Remove ground connections from the PU and store with the ground rod.
c. Remove the parking stations from their operating positions and reinstall them in their
transportation locations on the inside of the PU rear side access doors.
The power unit may be safely shipped with oil, fuel, and coolant at maximum capacities or less. Draining
fluids is not required unless federal, state, or local regulations prohibit shipment with fluids present. Refer
to Section 14.3.1.1, Section 13.4.5.5 and Section 6.5.3 for procedures for draining the oil, coolant and fuel
liquids respectively.
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CHAPTER 5.2
OPERATING INSTRUCTIONS
5.2.3.1 GROUNDING 38
5.2.5.2 DESCRIPTION 47
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TABLE OF CONTENTS
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LIST OF FIGURES
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LIST OF TABLES
5-36
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a. Safety precautions must be observed while operating or maintaining the PU. Safety
precautions must be observed to ensure that the operator/technician cannot have contact with
the following:
b. Minor Troubleshooting can be performed while both engines are running as long as safety
precautions are taken. Refer to the appropriate troubleshooting section for recommendations.
a. Position the PU in such a way as to allow the plant operator to have full vision of the operator
control panels on the unit.
b. Level the MEP-PU-810B front to rear with the trailer leveling hand crank.
c. Position the PU to provide a minimum of 10 feet of clearance for maintenance access on all
sides of each unit. Ensure that there are no overhead obstructions around the exhaust
outlets.
WARNING
FUEL SPILLAGE CAN OCCUR IF THE POWER UNIT LEVEL IS GREATER THAN +
5 DEGREES.
d. Ensure that the ground is capable of supporting the weight of the PU. The site surface should
be as level as possible (+ 5 degrees).
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5.2.3.1 GROUNDING
WARNING
a. Drive an 8-foot ground rod into the earth and should be within 6 feet of the PU and at a
location that minimizes the tripping hazard, until only 6 inches (15 cm) protrudes above the
surface.
b. Connect all of the grounding rods together with a #2 AWG copper conductor creating a
central ground grid.
c. Using a #2 AWG copper conductor, secure one end of a ground cable to one of the slotted
ground studs on the PU, see Figure 5.2.3.1-1 or Figure 5.2.3.1-3. Secure the other end of the
ground cable to the ground rod.
d. Test Ground Resistance using Ground Resistance Test Equipment. Resistance must be 25Ω
or less. Refer to Annex H for special equipment required for this task.
e. Remove parking stand plates from their transportation positions inside each rear, side PU
door and slide them into their respective operating positions on the sides of the PDC.
f. Connect the parking stand ground wires to either of the two chassis ground lugs on the PU.
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WARNING
ENSURE THAT THE FUEL LINES ARE PROTECTED FROM ALL ELECTRICAL
CABLES AND ARE ROUTED TO MINIMIZE THE POTENTIAL FOR PHYSICAL
DAMAGE OR CAUSING A TRIPPING HAZARD.
a. Lay out the fuel hoses between the PU, the fuel manifold, and the fuel bladders to establish
the fuel supply system see Chapter 5.1 Figure 5.1.3.2-1 External Fuel Supply.
b. Install the external fuel hose for the PU to the Fuel Transfer Pump at the Tow end of the PU.
c. Connect the other end of the fuel hose to the fuel manifold outlets.
d. Connect the 3” hose, with quick-disconnect hose ends, from the fuel manifold to the fuel
bladders.
f. Open only the appropriate fuel manifold valves (once connected to the PU) to supply fuel to
the power units and check for leaks.
5-39
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WARNING
WARNING
WARNING
a. Lay out and park the load cables for each phase (A, B, & C) between the PU feeder output
parking stations and the load (if used).
d. Connect the feeder cables to the appropriate phase connector at the PU and the load; ensure
there are no cross-phase connections.
f. Lay out and park the load cables for each phase (A, B, & C) between the PU tie output
parking stations and the load (if used).
i. Connect the load cables to the appropriate connector at the PU and the load; ensure there
are no cross-phase connections.
k. Connect the (A) (B) communication cable to the “B” side of the PU. Leave the loose end
capped.
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(1) Press the [▲] key to get to the top-level menu “1 REPORT STATUS”.
(4) Press the [►] key 2 times to display “6.3 POWER SYSTEM SETTINGS”.
(6) Verify the “P” and “N” values match Chapter 5.1 Table 5.1.3.4-1, CT Ratio Settings.
(10) Verify the 50TP “PU” and “TD” settings match Chapter 5.1 Table 5.1.3.4-2,
Instantaneous Trip Settings. In order to edit values, Press the “Edit” key. Select
correct value, and press “Edit” again to save changes. Ensure light is off otherwise
you can accidentally change value again.
(18) Verify the 51P “PU”, “TD”, and “C” settings in Chapter 5.1 Table 5.1.3.4-3 Time
Overcurrent Settings.
(21) Press the [▲] key 3 times to display “5 PROTECTION LOGIC USER”.
c. Use the following procedure to verify the Generator 1 and Generator 2 GSC+ settings:
NOTE: Refer to the “EMCPII+ Reference Chart”, located on the interior Generator Control Panel
Door (Look-up)
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(2) Press SERVICE MODE key to enter service mode. OP1 is showing on the lower
display.
(4) Press SELECT key. “PE “ with the first dash flashing is showing.
(5) Press SCROLL RIGHT key. “PE 1 “ with the second dash flashing is showing.
(6) Press SCROLL DOWN key. “PE 13 “ with the third dash flashing is showing.
(7) Press SCROLL UP key. “PE 132 “ with the fourth dash flashing is showing.
(8) Press SCROLL DOWN key. “PE 1323 “ with the fifth dash flashing is showing.
(9) Press SCROLL RIGHT key. “PE13231” with all digits not flashing is showing.
(12) Press SCROLL UP key until “OP5-0” is showing on the lower display.
(13) Press SELECT key. “POO1” followed with the value of the setpoint is showing.
(14) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is
showing. Use Chapter 5.1 Table 5.1.3.4-4 OP5-0 Setpoints for the parameter values to
be verified. Repeat until all OP5-0 setpoints are verified.
(18) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is
showing. Use Chapter 5.1 Table 5.1.3.4-5 OP5-1 Setpoints for the parameter values to
be verified. Repeat until all OP5-1 Setpoints are verified.
(22) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is
showing. Using Chapter 5.1 Table 5.1.3.4-6 OP6 Setpoints for the parameter values to
be verified. Repeat until all OP6 Setpoints are verified.
NOTE: If an incorrect setpoint value is displayed, the value must be changed to match the
DPGDS setpoint value as follows:
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(a) With the setpoint with the incorrect value showing on the display, press the
SELECT key. The incorrect value flashes on the display.
(b) Press SCROLL UP or SCROLL DOWN key until the correct value appears
flashing on the display.
(c) Press ENTER. The correct value stops flashing on the display.
(d) Press SCROLL UP or SCROLL DOWN key to continue to verify the remaining
parameter values.
e. At the AVR verify the operation settings using Chapter 5.1 Table 5.1.3.4-7 AVR
Parameter/Setpoints:
(4) Press the [▲] key to change the value to “0015”. Enables parameter editing.
(5) Press the [◄►] key to accept change and display the parameter number.
(6) Press the [▲] key to the next parameter needed to change.
(9) Press the [◄►] key to accept change and display the parameter number.
(10) Repeat steps ‘5’ through ‘9’ for the each parameter needing to be changed.
NOTE: Parameters 20, 21, 22, 36, 37, and 38 are displayed but not used.
(14) Press the [▼] key to change the value to “0009”. Disables DVR parameter editing.
(15) Press the [◄►] key to accept change and display the parameter number.
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DRS RADIAN CTM 01646.1R0253/1R0254
Starting from the left rear of the PU and working around the PU in a clockwise direction, perform the
checks identified in Chapter 5.1 Table 5.1.3.5-1 Pre-Operation Checklist. (Gen. 1 is on the left and
Gen. 2 is on the right):
Perform the pre-operation run using Chapter 5.1 Table 5.1.3.6-1 Pre-Operation Run Instruction
Sequence.
WARNING
ENSURE ALL PERSONNEL ARE CLEAR AND THE PU DOORS ARE CLOSED
PRIOR TO STARTING A GENERATOR.
WARNING
WARNING
WARNING
5-44
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DRS RADIAN CTM 01646.1R0253/1R0254
a. Remove the ORT from its case and set it up on a flat and level surface.
b. Remove the mouse from the case and plug it into the mouse (PS2) port on the back of the
ORT.
c. If 120 VAC power is available, connect the ORT power supply cord to the 120 VAC power.
The ORT can operate up to three hours on its batteries.
d. Connect one end of the 150-foot patch cable to the ORT networking port on the PU.
e. Route the cable from the ORT to the PU and connect the cable to the ORT port.
h. Select the EquipID pop-up screen and enter the necessary information for the units. This
includes the Trailer ID number, the Engine ID number, and the Generator ID number for each
PU.
i. Select the Oneline pop-up screen and enter the descriptor for the main load connected to the
feeders.
Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
① With the SMS in the OFF position, the 50/60Hz lights indicate the position of the Frequency
Selector Switch (FSS). If the wrong light is on, open the door and change the switch position.
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WARNING
ONCE THE SYSTEM STATUS LIGHTS TURN GREEN AND THE MSES IS ENABLED,
THE PU WILL START. ENSURE PERSONNEL ARE CLEAR OF THE PU.
WARNING
a. Complete the switch arrangements according to the following Table, and verify the
lamp indicators:
① Hold the MSES in an ENABLE position until the selected USI indicator energizes. The switch
returns to the center position when released. This sets the PU networking address and
enables the control and monitoring.
② No more than one of each indicator can be on for multi-PU operations. The light on should
match USS position. The USI light will de-energize after the SMS has been in OFF for 3
seconds.
③ With the SMS in AUTO any generator started, manually or automatically, will automatically
parallel to the bus. To prevent the generator from paralleling to the bus put the generator’s
breaker in the Pull-To-Lock position.
NOTE: The automatic economizing feature will shutdown one generator every 3 minutes until the
system load is at or below the 360kW/450kVA per generator threshold.
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b. At A-unit, observe Generator 1 automatically starts and accelerates to operating voltage and
frequency.
e. At A-unit, observe Generator 2 automatically starts and accelerates to operating voltage and
frequency.
This mode of operation places control of all generator starting, stopping, synchronizing, and load
management under the auspices of the Remote Terminal Unit (RTU) system. As long as the SMS is
in AUTO, any generator started, manually or automatically, is automatically synchronized to the
system bus. Care must be taken when starting a generator manually when the SMS is in AUTO.
Either place the associated BCS in Pull-To-Lock (prevent closing to the bus) or ensure it has the red
target visible (allow paralleling to the bus) before starting the engine. The only exception is automatic
operation of the feeder breakers. Auto Mode does not automatically close feeder breakers; it only
enables remote operation of the feeder breakers from the ORT.
5.2.5.2 DESCRIPTION
The master controller (the designated “A” unit) will control all connected generators based on the total
system KW/KVA load. The controller shuts down one of the generators after 3 minutes should the
system load drop below a level where the remaining generator load would not exceed 85% (360kW) if
a generator is shutdown. If the load of the remaining generator exceeds 85% (360kW) for one minute,
a standby generator is started and paralleled to the bus. A change of system load is recognized by the
control system and appropriate action is taken to maintain generator load in the 85% (360kW/450
KVA) range. The system never automatically shuts down the final generator under normal operating
conditions. The shutdown of the final generator must be done following manual operating procedures.
The default configuration is Economizing Mode on. The economizing mode can be turned off from the
ORT. Through the ORT, the AUTO shut down is disabled but the AUTO start-up remains active to
prevent overloading the online generator(s).
5-47
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DRS RADIAN CTM 01646.1R0253/1R0254
a. Unload all generators by opening all Feeder/Tie Breakers. This must be done locally from the
LCP or ORT.
WARNING
NEVER REMOVE POWER CABLES BY HAND, USE HOT STICK AND HIGH
VOLTAGE GLOVES. NEVER TOUCH A HIGH VOLTAGE LEAD OR TERMINAL UNTIL
IT HAS BEEN DISCHARGED TO GROUND. FAILURE TO OBSERVE THIS WARNING
MAY RESULT IN DEATH BY ELECTROCUTION.
CAUTION
a. Disconnect the (A)(B) communication cable from the PU, install the cable receptacle cover,
and store inside the PU (one per unit).
b. Disconnect the fuel hose from the PU fuel connection and the fuel supply.
c. Drain any fuel from the hoses into an auxiliary fuel supply and store the hoses.
5-48
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a. Remove ground connections from the PU and store with the ground rod.
c. Remove the parking stations from their operating positions and reinstall them in their
transportation locations on the inside of the PU rear side access doors.
The Power Unit may be safely shipped with oil, fuel, and coolant at maximum capacities or less.
Draining fluids is not required unless federal, state, or local regulations prohibit shipment with fluids
present. Refer to Section 14.3.1.1, Section 13.4.5.5 and Section 6.5.3 for procedures for draining the
oil, coolant and fuel liquids respectfully.
5-49
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5-50
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CHAPTER 5.3
OPERATING INSTRUCTIONS
TWO PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL MODE
TABLE OF CONTENTS
5.3.3.1 GROUNDING 55
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LIST OF FIGURES
5-52
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LIST OF TABLES
5-53
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DRS RADIAN CTM 01646.1R0253/1R0254
a. Safety precautions must be observed while operating or maintaining the PU. Safety
precautions must be observed to ensure that the operator/technician cannot have contact with
the following:
b. Minor Troubleshooting can be performed while both engines are running as long as safety
precautions are taken. Refer to the appropriate troubleshooting section for recommendations.
a. Position the PU in such a way as to allow the plant operator to have full vision of the operator
control panels on the unit.
b. Level the MEP-PU-810B front to rear with the trailer leveling hand crank.
c. Position the PU to provide a minimum of 10 feet of clearance for maintenance access on all
sides of each unit. Ensure that there are no overhead obstructions around the exhaust
outlets.
WARNING
FUEL SPILLAGE CAN OCCUR IF THE POWER UNIT LEVEL IS GREATER THAN +
5 DEGREES.
d. Ensure that the ground is capable of supporting the weight of the PU. The site surface should
be as level as possible (+ 5 degrees).
5-54
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DRS RADIAN CTM 01646.1R0253/1R0254
5.3.3.1 GROUNDING
WARNING
a. Drive an 8-foot ground rod into the earth and should be within 6 feet of the PU and at a
location that minimizes the tripping hazard, until only 6 inches (15 cm) protrudes above the
surface.
c. Connect all of the grounding rods together with a #2 AWG copper conductor creating a
central ground grid.
d. Using a #2 AWG copper conductor, secure one end of a ground cable to one of the slotted
ground studs on the PU, see Figure 5.3.3.1-1 or Figure 5.3.3.1-3. Secure the other end of the
ground cable to the ground rod.
f. Test Ground Resistance using Ground Resistance Test Equipment. Resistance must be 25Ω
or less. Refer to Annex H for special equipment required for this task.
g. Remove parking stand plates from their transportation positions inside each rear, side PU
door and slide them into their respective operating positions on the sides of the PDC.
h. Connect the parking stand ground wires to either of the two chassis ground lugs on the PU.
5-55
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WARNING
ENSURE THAT THE FUEL LINES ARE PROTECTED FROM ALL ELECTRICAL
CABLES AND ARE ROUTED TO MINIMIZE THE POTENTIAL FOR PHYSICAL
DAMAGE OR CAUSING A TRIPPING HAZARD.
a. Lay out the fuel hoses between the PU, the fuel manifold, and the fuel bladders to establish
the fuel supply system see Chapter 5.1, Figure 5.1.3.2-1 External Fuel Supply.
b. Install the external fuel hose for the PU to the Fuel Transfer Pump at the Tow end of the PU.
c. Connect the other end of the fuel hose to the fuel manifold outlets.
d. Connect the 3” hose, with quick-disconnect hose ends, from the fuel manifold to the fuel
bladders.
f. Open only the appropriate fuel manifold valves (once connected to the PU) to supply fuel to
the power units and check for leaks.
5-56
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DRS RADIAN CTM 01646.1R0253/1R0254
WARNING
WARNING
WARNING
a. Lay out and park the load cables for each phase (A, B, & C) between the PU Tie Output
parking stations on all Power Units.
c. Lay out and park the load cables for each phase (A, B, & C) between the PU Feeder Output
parking stations and the load (if used).
f. Connect the Tie Output Cables to the appropriate phase connectors; ensure there are no
cross-phase connections.
i. Connect the Feeder cables to the appropriate phase connectors; ensure there are no cross-
phase connections.
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l. Connect the (A) (B) communication cable to the (B) side of the first PU.
m. Route (A) (B) communication cable to second PU and Connect to the (A) side of the PU.
n. Connect the (A) (B) communication cable to the (B) side of the second PU. Leave the end of
second cable loose and capped.
(1) Press the [▲] key to get to the top-level menu “1 REPORT STATUS”.
(4) Press the [►] key 2 times to display “6.3 POWER SYSTEM SETTINGS”.
(6) Verify the “P” and “N” values match Chapter 5.1 Table 5.1.3.4-1 CT Ratio Settings.
(10) Verify the 50TP “PU” and “TD” settings in Chapter 5.1 Table 5.1.3.4-2 Instantaneous
Trip Settings. In order to edit values, Press the “Edit” key. Select correct value, and
press “Edit” again to save changes. Ensure light is off otherwise you can accidentally
change value again.
(11) Press the [►] key to display “5.1.1.2 50TN”.
(18) Verify the 51P “PU”, “TD”, and “C” settings in Chapter 5.1 Table 5.1.3.4-3 Time
Overcurrent Settings.
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(21) Press the [▲] key 3 times to display “5 PROTECTION LOGIC USER”.
c. Use the following procedure to verify the Generator 1 and Generator 2 GSC+ settings:
NOTE: Refer to the “EMCPII+ Reference Chart”, located on the interior Generator Control Panel
Door (Look-up)
(2) Press SERVICE MODE key to enter service mode. OP1 is showing on the lower
display.
(4) Press SELECT key. “PE -“ with the first dash flashing is showing.
(5) Press SCROLL RIGHT key. “PE 1 -“ with the second dash flashing is showing.
(6) Press SCROLL DOWN key. “PE 13 –“ with the third dash flashing is showing.
(7) Press SCROLL UP key. “PE 132 –“ with the fourth dash flashing is showing.
(8) Press SCROLL DOWN key. “PE 1323 –“ with the fifth dash flashing is showing.
(9) Press SCROLL RIGHT key. “PE13231” with all digits not flashing is showing.
(12) Press SCROLL UP key until “OP5-0” is showing on the lower display.
(13) Press SELECT key. “POO1” followed with the value of the setpoint is showing.
(14) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is
showing. Use Chapter 5.1 Table 5.1.3.4-4 OP5 Settings for the parameter values to be
verified. Repeat until the desired setpoints are verified.
(18) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is
showing. Use Chapter 5.1 Table 5.1.3.4-5 OP5-1 Settings for the parameter values to
be verified. Repeat until the desired setpoints are verified.
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(22) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use Chapter 5.1 Table 5.1.3.4-6 OP6 Settings for the parameter values to be verified.
Repeat until the desired setpoints are verified.
NOTE: If an incorrect setpoint value is displayed, the value must be changed to match the
DPGDS setpoint value as follows:
(a) With the setpoint with the incorrect value showing on the display, press the
SELECT key. The incorrect value flashes on the display.
(b) Press SCROLL UP or SCROLL DOWN key until the correct value appears
flashing on the display.
(c) Press ENTER. The correct value stops flashing on the display.
e. At the AVR verify the operation settings using Chapter 5.1 Table 5.1.3.4-7 AVR
Parameter/Setpoints:
(4) Press the [▲] key to change the value to “0015”. Enables parameter editing.
(5) Press the [◄►] key to accept change and display the parameter number.
(6) Press the [▲] key to the next parameter needed to change.
(9) Press the [◄►] key to accept change and display the parameter number.
(10) Repeat steps ‘5’ through ‘9’ for the each parameter needing to be changed.
NOTE: Parameters 20, 21, 22, 36, 37, and 38 are displayed but not used.
NOTE: Parameters 23 to 29, 39 to 49, 59 and 61 to 89 are not displayed and not used.
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(14) Press the [▼] key to change the value to “0009”. Disables DVR parameter editing.
(15) Press the [◄►] key to accept change and display the parameter number.
Starting from the left rear of the PU and working around the PU in a clockwise direction, perform the
checks identified in Chapter 5.1 Table 5.1.3.5-1 Pre-Operation Checklist. (Gen. 1 is on the left and
Gen. 2 is on the right):
WARNING
ENSURE ALL PERSONNEL ARE CLEAR AND THE PU DOORS ARE CLOSED
PRIOR TO STARTING A GENERATOR.
WARNING
WARNING
WARNING
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4① Verify the 60Hz light is on① Verify the 50Hz light is on①
6 Verify the engine accelerates to 1800RPM Verify the engine accelerates to 1500RPM
7 Adjust the generator frequency to 60Hz Adjust the generator frequency to 50Hz using
using the Frequency Adjust Rheostat (FAR) the Frequency Adjust Rheostat (FAR)
8 Adjust the generator voltage to 4295VAC Adjust the generator voltage to 3915VAC
using the Voltage Adjust Rheostat (VAR) using the Voltage Adjust Rheostat (VAR)
9 Close BCS-G1, toggle the Phase Rotation Test Light switch, verify that light ABC lights,
open BCSG1
12 Verify the engine accelerates to 1800RPM Verify the engine accelerates to 1500RPM
13 Adjust the generator frequency to 60Hz Adjust the generator frequency to 50Hz using
using the Frequency Adjust Rheostat (FAR) the Frequency Adjust Rheostat (FAR)
14 Adjust the generator voltage to 4295VAC Adjust the generator voltage to 3915VAC
using the Voltage Adjust Rheostat (VAR) using the Voltage Adjust Rheostat (VAR)
15 Close BCSG2, toggle the Phase Rotation Test Light switch, verify that light ABC lights,
open BCSG2
① If the wrong frequency light is on, open the Master Control Door and change the Frequency
Selector Switch (FSS) to the desired frequency.
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a. Remove the ORT from its case and set it up on a flat and level surface.
b. Remove the mouse from the case and plug it into the mouse (PS2) port on the back of the
ORT.
c. If 120VAC power is available, connect the ORT power supply cord to the 120 VAC power.
The ORT can operate up to three hours on its batteries.
d. Connect one end of the 150-foot patch cable to the ORT networking port on the PU.
e. Route the cable from the ORT to the PU and connect the cable to the ORT port.
h. Select the EquipID pop-up screen and enter the necessary information for the units. This
includes the Trailer ID number, the Engine ID number, and the Generator ID number for each
PU.
i. Select the Oneline pop-up screen and enter the descriptor for the main load connected to the
feeders.
Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
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WARNING
a. Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
① Hold the MSES in an ENABLE position until the selected USI indicator illuminates. The switch
returns to the center position when released. This sets the PU networking address and
enables the control and monitoring.
② No more than one of each indicator can be on for multi-PU operations. The light on should
match USS position. The USI light will de-energize after the SMS has been in OFF for 3
seconds.
b. At the A-unit GCPG1, place the Engine Control Switch (ECS) in MANUAL.
c. Observe the generator starts and accelerates to operating voltage and frequency.
d. At the A-unit MCP, place the Sync Source Switch (SSS) in the GEN 1 position.
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j. At the A-unit GCPG2, place the Engine Control Switch (ECS) in MANUAL.
k. Observe that the generator starts and accelerates to operating voltage and frequency.
l. At the A-unit MCP, place the Sync Source Switch (SSS) in the GEN 2 position.
m. Close BCSG2 when the two green triangular LEDs at 12 o’clock on the Synchroscope are
energized by cycling BCS-G2 to the CLOSE position. For detailed instructions on manual
synchronizing, refer to Chapter 5.9, Section 5.9.6.14.
t. Observe the engine starts and accelerates to operating voltage and frequency.
u. At the B-unit MCP, place the Sync Source Switch (SSS) in the GEN1 position.
v. Close BCSG1 when the two green triangular LEDs at 12 o’clock on the Synchroscope are
energized by cycling BCS-G1 to the CLOSE position. For detailed instructions on manual
synchronizing, refer to Chapter 5.9, Section 5.9.6.14.
X Observe the engine starts and accelerates to operating voltage and frequency.
y. At the B-unit MCP, place the Sync Source Switch (SSS) in the GEN 2 position.
z. Close BCSG2 when the two green triangular LEDs at 12o’clock on the Synchroscope are
energized by cycling BCS-G2 in the CLOSE position. For detailed instructions on manual
synchronizing refer to Chapter 5.9 Section 5.9.6.14.
bb. Close the required feeder breaker(s) from the Local Control Panels.
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Note: If adjustment is needed for KVAR balance, start with the generator that is the furthest from the
average KVAR (either too low or too high). Make minor adjustments of the Voltage Adjust Rheostat (VAR)
until the KVAR sharing between generators are within +/– 10% of the average plant KVAR load. This
adjustment will typically be required only once during initial power plant setup and is intended to
compensate for meter variations among generators.
CAUTION
Improper adjustment of the VAR can cause a reverse KVAR shutdown of a generator.
In this mode of operation the ORT provides no remote operation capability. It will provide monitoring
of the generator parameters.
a. Unload all generators by opening all feeder breakers. This must be done locally from the
LCP.
WARNING
NEVER REMOVE POWER CABLES BY HAND, USE HOT STICK AND HIGH VOLTAGE
GLOVES. NEVER TOUCH A HIGH VOLTAGE LEAD OR TERMINAL UNTIL IT HAS BEEN
DISCHARGED TO GROUND. FAILURE TO OBSERVE THE WARNING MAY RESULT IN
DEATH BY ELECTROCUTION.
CAUTION
ALLOW ALL OPERATING ENGINES TO SHUT DOWN AND COOL DOWN COMPLETELY.
a. Disconnect the (A)(B) communication cables from between the PUs and store inside the PUs
(one per unit).
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b. Disconnect the fuel hose from the PU fuel connection and the fuel supply.
c. Drain any fuel from the hoses into an auxiliary fuel supply and store the hoses.
a. Remove ground connections from the PU and store with the ground rod.
c. Remove the parking stations from their operating positions and reinstall them in their
transportation locations on the inside of the PU rear side access doors.
The Power Unit may be safely shipped with oil, fuel, and coolant at maximum capacities or less.
Draining fluids is not required unless federal, state, or local regulations prohibit shipment with fluids
present. Refer to Section 14.3.1.1, Section 13.4.5.5 and Section 6.5.3 for procedures for draining the
oil, coolant and fuel liquids respectively.
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CHAPTER 5.4
OPERATING INSTRUCTIONS
TABLE OF CONTENTS
5.4.3.1 GROUNDING 74
5.4.5.2 DESCRIPTION 85
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TABLE OF CONTENTS
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LIST OF FIGURES
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LIST OF TABLES
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a. Safety precautions must be observed while operating or maintaining the PU. Safety
precautions must be observed to ensure that the operator/technician cannot have contact with the
following:
b. Minor Troubleshooting can be performed while both engines are running as long as safety
precautions are taken. Refer to the appropriate troubleshooting section for recommendations.
a. Position the PU in such a way as to allow the plant operator to have full vision of the operator
control panels on the unit.
b. Level the MEP-PU-810B front to rear with the trailer leveling hand crank.
c. Position the PU to provide a minimum of 10 feet of clearance for maintenance access on all
sides of each unit. Ensure that there are no overhead obstructions around the exhaust outlets.
WARNING
FUEL SPILLAGE CAN OCCUR IF THE POWER UNIT LEVEL IS GREATER THAN + 5
DEGREES.
d. Ensure that the ground is capable of supporting the weight of the PU. The site surface should be
as level as possible (+ 5 degrees).
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5.4.3.1 GROUNDING
WARNING
a. Drive an 8-foot ground rod into the earth and should be within 6 feet of the PU and at a location
that minimizes the tripping hazard, until only 6 inches (15 cm) protrudes above the surface.
c. Connect all of the grounding rods together with a #2 AWG copper conductor creating a central
ground grid.
d. Using a #2 AWG copper conductor, secure one end of a ground cable to one of the slotted
ground studs on the PU, see Figure 5.4.3.1-1 or Figure 5.4.3.1-3. Secure the other end of the
ground cable to the ground rod.
f. Test Ground Resistance using Ground Resistance Test Equipment. Resistance must be 25Ω or
less. Refer to Annex H for special equipment required for this task.
g. Remove parking stand plates from their transportation positions inside each rear, side PU door
and slide them into their respective operating positions on the sides of the PDC.
h. Connect the parking stand ground wires to either of the two chassis ground lugs on the PU.
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WARNING
ENSURE THAT THE FUEL LINES ARE PROTECTED FROM ALL ELECTRICAL CABLES
AND ARE ROUTED TO MINIMIZE THE POTENTIAL FOR PHYSICAL DAMAGE OR CAUSING
A TRIPPING HAZARD.
a. Lay out the fuel hoses between the PU, the fuel manifold, and the fuel bladders to establish the
fuel supply system see Chapter 5.1 Figure 5.1.3.2-1 External Fuel Supply.
b. Install the external fuel hose for the PU to the Fuel Transfer Pump at the Tow end of the PU.
c. Connect the other end of the fuel hose to the fuel manifold outlets.
d. Connect the 3” hose, with quick-disconnect hose ends, from the fuel manifold to the fuel
bladders.
f. Open only the appropriate fuel manifold valves (once connected to the PU) to supply fuel to the
power units and check for leaks.
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5.4.3.3 DISTRIBUTION AND CONTROL CABLING
WARNING
DO NOT PERFORM THE FOLLOWING TASK WHEN THE GENERATOR SET IS OPERATING.
DO NOT TOUCH EXPOSED ELECTRICAL CONNECTION WHEN A SOURCE OF POWER
SUCH AS UTILITY POWER OR ANOTHER GENERATOR SET IS CONNECTED TO THE
LOAD TERMINALS. DEATH OR INJURY MAY RESULT FROM FAILURE TO OBSERVE THIS
WARNING.
WARNING
HIGH VOLTAGE MAY CAUSE SEVERE INJURY OR DEATH UPON CONTACT DURING
CHECKOUT OR MAINTENANCE OF THIS EQUIPMENT. USE CAUTION AND AVOID
CONTACT WITH ENERGIZED COMPONENTS. USE HOT STICK WHEN LOAD CABLES ARE
HANDLED.
WARNING
a. Lay out and park the load cables for each phase (A, B, & C) between the PU Tie Output parking
stations on all Power Units.
c. Lay out and park the load cables for each phase (A, B, & C) between the PU Feeder Output
parking stations and the load.
f. Connect the Tie Output Cables to the appropriate phase connectors; ensure there are no cross-
phase connections.
g. Close and lock (when required) the Tie Output connector covers.
i. Connect the Feeder cables to the appropriate phase connectors; ensure there are no cross-
phase connections.
l. Connect the (A) (B) communication cable to the (B) side of the first PU.
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m. Route (A) (B) communication cable to second PU and Connect to the (A) side of the PU.
n. Connect the (A) (B) communication cable to the (B) side of the second PU. Leave the end of
second cable loose and capped.
(1) Press the [▲] key to get to the top-level menu “1 REPORT STATUS”.
(4) Press the [►] key 2 times to display “6.3 POWER SYSTEM SETTINGS”.
(6) Verify the “P” and “N” values match Chapter 5.1 Table 5.1.3.4-1 CT Ratio Settings.
(10) Verify the 50TP “PU” and “TD” settings in Chapter 5.1 Table 5.1.3.4-2 Instantaneous Trip
Settings. In order to edit values, Press the “Edit” key. Select correct value, and press
“Edit” again to save changes. Ensure light is off otherwise you can accidentally change
value again.
(11) Press the [►] key to display “5.1.1.2 50TN”.
(18) Verify the 51P “PU”, “TD”, and “C” settings in Chapter 5.1 Table 5.1.3.4-3 Time
Overcurrent Settings.
(21) Press the [▲] key 3 times to display “5 PROTECTION LOGIC USER”.
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c. Use the following procedure to verify the Generator 1 and Generator 2 GSC+ settings:
NOTE: Refer to the “EMCPII+ Reference Chart”, located on the interior Generator Control Panel
Door (Look-up)
(2) Press SERVICE MODE key to enter service mode. OP1 is showing on the lower display.
(4) Press SELECT key. “PE -“ with the first dash flashing is showing.
(5) Press SCROLL RIGHT key. “PE 1 “ with the second dash flashing is showing.
(6) Press SCROLL DOWN key. “PE 13 “ with the third dash flashing is showing.
(7) Press SCROLL UP key. “PE 132 “ with the fourth dash flashing is showing.
(8) Press SCROLL DOWN key. “PE 1323 “ with the fifth dash flashing is showing.
(9) Press SCROLL RIGHT key. “PE13231” with all digits not flashing is showing.
(12) Press SCROLL UP key until “OP5-0” is showing on the lower display.
(13) Press SELECT key. “POO1” followed with the value of the setpoint is showing.
(14) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use Chapter 5.1 Table 5.1.3.4-4 OP5 Settings for the parameter values to be verified.
Repeat until the desired setpoints are verified.
(18) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use Chapter 5.1 Table 5.1.3.4-5 OP5-1 Settings for the parameter values to be verified.
Repeat until the desired setpoints are verified.
(22) Press SCROLL UP or SCROLL DOWN key. The next setpoint with its value is showing.
Use Chapter 5.1 Table 5.1.3.4-6 OP6 Settings for the parameter values to be verified.
Repeat until the desired setpoints are verified.
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NOTE: If an incorrect setpoint value is displayed, the value must be changed to match the DPGDS
setpoint value as follows:
(a) With the setpoint with the incorrect value showing on the display, press the
SELECT key. The incorrect value flashes on the display.
(b) Press SCROLL UP or SCROLL DOWN key until the correct value appears
flashing on the display.
(c) Press ENTER. The correct value stops flashing on the display.
e. At the AVR verify the operation settings using Chapter 5.1 Table 5.1.3.4-7 AVR
Parameter/Setpoints:
(4) Press the [▲] key to change the value to “0015”. Enables parameter editing.
(5) Press the [◄►] key to accept change and display the parameter number.
(6) Press the [▲] key to the next parameter needed to change.
(9) Press the [◄►] key to accept change and display the parameter number.
(10) Repeat steps ‘5’ through ‘9’ for the each parameter needing to be changed.
NOTE: Parameters 20, 21, 22, 36, 37, and 38 are displayed but not used.
NOTE: Parameters 23 to 29, 39 to 49, 59 and 61 to 89 are not displayed and not used.
(14) Press the [▼] key to change the value to “0009”. Disables DVR parameter editing.
(15) Press the [◄►] key to accept change and display the parameter number.
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Starting from the left rear of the PU and working around the PU in a clockwise direction, perform the
checks identified in Chapter 5.1 Table 5.1.3.5-1 Pre-Operation Checklist. (Gen. 1 is on the left and Gen. 2
is on the right):
WARNING
ENSURE ALL PERSONNEL ARE CLEAR AND THE PU DOORS ARE CLOSED PRIOR TO
STARTING A GENERATOR.
WARNING
HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND ENFORCED.
NOISE LEVELS IN EXCESS OF 85 DB EXIST WITHIN AN 88-FOOT RADIUS OF AN
OPERATING DPGDS. PERSONNEL MUST WEAR SINGLE HEARING PROTECTION WITHIN
88 FEET OF AN OPERATING DPGDS.
WARNING
HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND ENFORCED.
DURING MAINTENANCE ACTIVITIES WITH THE SIDEDOORS OPEN, NOISE LEVELS IN
EXCESS OF 113 DB EXIST WITHIN A 12-FOOT RADIUS OF AN OPERATING DPGDS.
PERSONNEL MUST WEAR DOUBLE HEARING PROTECTION WITHIN 12 FEET OF AN
OPERATING DPGDS. EXPOSURE MUST BE LIMITED TO UNDER 2.5 HOURS.
WARNING
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6 Verify the engine accelerates to 1800RPM Verify the engine accelerates to 1500RPM
7 Adjust the generator frequency to 60Hz Adjust the generator frequency to 50Hz using
using the Frequency Adjust Rheostat (FAR) the Frequency Adjust Rheostat (FAR)
8 Adjust the generator voltage to 4295VAC Adjust the generator voltage to 3915VAC
using the Voltage Adjust Rheostat (VAR) using the Voltage Adjust Rheostat (VAR)
9 Close BCS-G1, toggle the Phase Rotation Test Light switch, verify that light ABC lights,
open BCSG1
12 Verify the engine accelerates to 1800RPM Verify the engine accelerates to 1500RPM
13 Adjust the generator frequency to 60Hz Adjust the generator frequency to 50Hz using
using the Frequency Adjust Rheostat (FAR) the Frequency Adjust Rheostat (FAR)
14 Adjust the generator voltage to 4295VAC Adjust the generator voltage to 3915VAC
using the Voltage Adjust Rheostat (VAR) using the Voltage Adjust Rheostat (VAR)
15 Close BCS-G2, toggle the Phase Rotation Test Light switch, verify that light ABC lights,
open BCSG2
① If the wrong frequency light is on, open the Master Control Door and change the Frequency
Selector Switch (FSS) to the desired frequency.
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5.4.3.7 ORT SETUP
a. Remove the ORT from its case and set it up on a flat and level surface.
b. Remove the mouse from the case and plug it into the mouse (PS2) port on the back of the ORT.
c. If 120VAC power is available, connect the ORT power supply cord to the 120VAC power. The
ORT can operate up to three hours on its batteries.
d. Connect one end of the 150-foot patch cable to the ORT networking port on the PU.
e. Route the cable from the ORT to the PU and connect the cable to the ORT port.
h. Select the EquipID pop-up screen and enter the necessary information for the units. This
includes the Trailer ID number, the Engine ID number, and the Generator ID number for each
PU.
i. Select the Oneline pop-up screen and enter the descriptor for the main load connected to the
feeders.
Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
① With the SMS in the OFF position, the 50/60Hz lights indicate the position of the Frequency
Selector Switch (FSS). If the wrong light is on, open the door and change the switch position.
② No more than one switch can be in the same position in any multi-PU line-up. With the SMS in
OFF, none of the USI lights will be on and any previously set address on the PU is cleared.
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WARNING
ONCE THE SYSTEM STATUS LIGHTS TURN GREEN AND THE MSES IS ENABLED,
THE PU WILL START. ENSURE PERSONNEL ARE CLEAR OF THE PU.
WARNING
ONLY ONE PU MAY BE SELECTED TO ANY ONE USS POSITION DURING MULTIPLE
PU OPERATIONS. OPERATING WITH MORE THAN ONE UNIT AT THE SAME ID MAY
CAUSE UNSAFE AND ERRATIC OPERATIONAL CONDITIONS.
a. Complete the switch arrangements according to the following Table, and verify the lamp
indicators:
① Hold the MSES in an ENABLE position until the selected USI indicator energizes. The switch
returns to the center position when released. This sets the PU networking address and enables
the control and monitoring.
② No more than one of each indicator can be on for multi-PU operations. The light on should match
USS position. The USI light will de-energize after the SMS has been in OFF for 3 seconds.
③ With the SMS in AUTO any generator started, manually or automatically, will automatically
parallel to the bus. To prevent the generator from paralleling to the bus put the generator’s
breaker in the Pull-To-Lock position.
NOTE: The automatic economizing feature will shutdown one generator every 3 minutes until the
system load is at or below the 360KW/450KVA per generator threshold.
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b. At A-unit, observe Generator 1 automatically starts and accelerates to operating voltage and
frequency.
f. At A-unit, observe Generator 2 automatically starts and accelerates to operating voltage and
frequency.
h. At B-unit, observe Generator 1 automatically starts and accelerates to operating voltage and
frequency.
j. At B-unit, observe Generator 2 automatically starts and accelerates to operating voltage and
frequency.
Note: If adjustment is needed for KVAR balance, start with the generator that is the furthest from the average
KVAR (either too low or too high). Make minor adjustments of the Voltage Adjust Rheostat (VAR) until the
KVAR sharing between generators are within +/– 10% of the average plant KVAR load. This adjustment will
typically be required only once during initial power plant setup and is intended to compensate for meter
variations among generators.
CAUTION
Improper adjustment of the VAR can cause a reverse KVAR shutdown of a generator.
This mode of operation places control of all generator starting, stopping, synchronizing, and load
management under the auspices of the Programmable Logic Controller (PLC) system. As long as the
SMS is in AUTO, any generator started, manually or automatically, is automatically synchronized to the
system bus. Care must be taken when starting a generator manually when the SMS is in AUTO. Either
place the associated BCS in Pull-To-Lock (prevent closing to the bus) or ensure it has the red target
visible (allow paralleling to the bus) before starting the engine. The only exception is automatic operation
of the feeder breakers. Auto Mode does not automatically close feeder breakers; it only enables remote
operation of the feeder breakers from the ORT.
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5.4.5.2 DESCRIPTION
The master controller (the designated “A” unit) will control all connected generators based on the total
system KW/KVA load. The controller shuts down one of the generators after 3 minutes should the system
load drop below a level where the remaining generator load would not exceed 85% (360kW) if a
generator is shutdown. If the load of the remaining generator exceeds 85% (360kW) for one minute, a
standby generator is started and paralleled to the bus. A change of system load is recognized by the
control system and appropriate action is taken to maintain generator load in the 85% (360 KW/450 KVA)
range. The system never automatically shuts down the final generator under normal operating conditions.
The shutdown of the final generator must be done following manual operating procedures. The default
configuration is Economizing Mode on. The economizing mode can be turned off from the ORT. Through
the ORT, the AUTO shut down is disabled but the AUTO start-up remains active to prevent overloading
the online generator(s).
Start-Up Sequence: The automatic controls will continuously monitor the system load. As load on the
system increases, the controls automatically start and place additional units on line in the following
sequence at 1-minute intervals:
Shutdown Sequence: Based on the loading experienced, the controller shuts down generator sets that
are not needed. For the purpose of explanation, we will assume that all generator sets are on line
following an initial startup. Based on load, the controls shut down generator sets in the following
sequence at 3-minute intervals:
a. Unload all generators by opening all feeder breakers. This must be done locally from the LCP or
ORT.
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WARNING
NEVER REMOVE POWER CABLES BY HAND, USE HOT STICK AND HIGH VOLTAGE
GLOVES. NEVER TOUCH A HIGH VOLTAGE LEAD OR TERMINAL UNTIL IT HAS BEEN
DISCHARGED TO GROUND. FAILURE TO OBSERVE THE WARNING MAY RESULT IN
DEATH BY ELECTROCUTION.
CAUTION
ALLOW ALL OPERATING ENGINES TO SHUT DOWN AND COOL DOWN COMPLETELY.
a. Disconnect the (A)(B) communication cables from between the PUs, Reinstall the
communication cable receptacle covers and store inside the PUs (one per unit).
b. Disconnect the fuel hose from the PU fuel connection and the fuel supply.
c. Drain any fuel from the hoses into an auxiliary fuel supply and store the hoses.
a. Remove ground connections from the PU and store with the ground rod.
c. Remove the parking stations from their operating positions and reinstall them in their
transportation locations on the inside of the PU rear side access doors.
The Power Unit may be safely shipped with oil, fuel, and coolant at maximum capacities or less. Draining
fluids is not required unless federal, state, or local regulations prohibit shipment with fluids present. Refer
to Section 14.3.1.1, Section 13.4.5.5 and Section 6.5.3 for procedures for draining the oil, coolant and fuel
liquids respectively.
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CHAPTER 5.5
OPERATING INSTRUCTIONS
SINGLE OR MULTIPLE PU, PRIME POWER, EXTERNAL SWITCH,
MANUAL MODE
TABLE OF CONTENTS
5.5.3.1 GROUNDING 92
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5.5.6.6 FUEL, OIL, AND COOLANT DRAINAGE 106
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LIST OF FIGURES
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LIST OF TABLES
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5.5 SINGLE OR MULTIPLE PU, PRIME POWER, EXTERNAL SWITCH, MANUAL MODE
a. Safety precautions must be observed while operating and or maintaining the power unit.
Safety precautions must be observed to ensure that the operator/technician cannot have contact
with the following:
b. Minor Troubleshooting can be performed while both engines are running as long as safety
precautions are taken. Refer to the appropriate troubleshooting section for recommendations.
a. Position the PU in such a way as to allow the plant operator to have full vision of the operator
control panels on the unit.
b. Level the MEP-PU-810B front to rear with the trailer leveling hand crank.
c. Position the PU to provide a minimum of 10 feet of clearance for maintenance access on all
sides of each unit. Ensure that there are no overhead obstructions around the exhaust outlets.
WARNING
FUEL SPILLAGE CAN OCCUR IF THE POWER UNIT LEVEL IS GREATER THAN + 5
DEGREES.
d. Ensure that the ground is capable of supporting the weight of the PU. The site surface should be
as level as possible (+ 5 degrees).
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5.5.3.1 GROUNDING
WARNING
a. Drive an 8-foot ground rod into the earth and should be within 6 feet of the PU and at a location
that minimizes the tripping hazard, until only 6 inches (15 cm) protrudes above the surface.
c. Connect all of the grounding rods together with a #2 AWG copper conductor creating a central
ground grid.
d. Using a #2 AWG copper conductor, secure one end of a ground cable to one of the slotted
ground studs on the PU, see Figure 5.5.3.1-1 or Figure 5.5.3.1-3. Secure the other end of the
ground cable to the ground rod.
f. Test Ground Resistance using Ground Resistance Test Equipment. Resistance must be 25Ω or
less. Refer to Annex H for special equipment required for this task.
g. Remove parking stand plates from their transportation positions inside each rear, side PU door
and slide them into their respective operating positions on the sides of the PDC.
h. Connect the parking stand ground wires to either of the two chassis ground lugs on the PU.
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WARNING
ENSURE THAT THE FUEL LINES ARE PROTECTED FROM ALL ELECTRICAL
CABLES AND ARE ROUTED TO MINIMIZE THE POTENTIAL FOR PHYSICAL
DAMAGE OR CAUSING A TRIPPING HAZARD.
a. Lay out the fuel hoses between the PU, the fuel manifold, and the fuel bladders to establish the
fuel supply system. See Chapter 5.1 Figure 5.1.3.2-1 External Fuel Supply.
b. Install the external fuel hose for the PU to the Fuel Transfer Pump at the Tow end of the PU.
c. Connect the other end of the fuel hose to the fuel manifold outlets.
d. Connect the 3” hose, with quick-disconnect hose ends, from the fuel manifold to the fuel
bladders.
f. Open only the appropriate fuel manifold valves (once connected to the PU) to supply fuel to the
power units and check for leaks.
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