Mtu - Technical Documentation: Service

MTU_ValueService
Technical Documentation
Diesel engine-generator sets

with MTU Series 4000 engines
Functional Description
MS13019/00E
© 2009 Copyright MTU Onsite Energy Corp.
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior
written permission of MTU Onsite Energy Corp. This restriction also applies to copyright, distribution, translation,
microfilming and storage or processing on electronic systems including data bases and online services. This handbook
is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Subject to alterations and amendments.
Table of Contents 3
1 Engine-Generator Set 5
1.1 Standby engine-generator sets with S4000 Gx1 engines 5
1.2 Prime power engine-generator sets with S4000 Gx1 engines 9
1.3 Standby engine-generator sets with S4000 Gx3 engines 13
1.4 Prime power engine-generator sets with S4000 Gx3 engines 18
2 Engine 23
2.1 MTU Series 4000 Gx1 engine 23
2.2 MTU Series 4000 Gx3 engine 25
3 Generator 29
3.1 Generator – General information 29

3.2 Generator – Digital voltage regulator display operations 34
4 Engine-Generator Set Control Panel 41
4.1 Control panel with DGC-2020 – General information 41
4.2 Control panel with DGC-2020 – Display operations 49
4.3 Remote annunciator for DGC-2020 53
4.4 Control panel with Power Panel – General Information 56
4.5 Control panel with Power Panel – Display operations 62
5 Air System 67
5.1 Air system 67
5.2 Standard air filter 69
5.3 Heavy duty air filter 71
6 Cooling System 75
6.1 Cooling system for S4000 Gx1 engines 75
6.2 Cooling system for S4000 Gx3 engines – 12/16 V 79
6.3 Cooling system for S4000 Gx3 engines – 20 V 82
6.4 Remote radiator 85
6.5 Jacket water heater 88
7 Exhaust System 91
7.1 Exhaust system 91
7.2 Exhaust silencer 93
8 Fuel System 95
8.1 Fuel system for S4000 Gx1 engines 95
8.2 Fuel system for S4000 Gx3 engines 97
MS13019/00EN © MTU Onsite Energy Corp.

4 Table of Contents
8.3 Fuel prefilter 100
8.4 Single fuel/water separator 102
8.5 Dual fuel/water separator 104
8.6 Fuel cooler 106
9 Electrical System 109
9.1 Starter batteries 109
9.2 Battery charger 111
9.3 Battery charger 113
9.4 Circuit breakers 115
9.5 Automatic transfer switch Series 300 – General information 118

9.6 Automatic transfer switch Series 300 – Display operations 123
9.7 Automatic transfer switch Series 7000 – General information 126
9.8 Automatic transfer switch Series 7000 – Display operations 131
10 Base and Mounting System 137
10.1 Base and mounting system 137
11 Lube Oil Extraction Pump 139
11.1 Lube oil extraction pump 139
12 Abbreviations 141
12.1 Abbreviations 141
© MTU Onsite Energy Corp. MS13019/00EN

Engine-Generator Set 5
1 Engine-Generator Set
1.1 Standby engine-generator sets with S4000 Gx1 engines
The engine-generator set consists mainly of a diesel engine and a generator mounted on a common frame. Upon
demand, the engine will start and drives the generator to produce electrical power. Engine-generator sets are available
in a wide range of power ratings.
The following figures show in overviews the components of a standby engine-generator set with MTU Series 4000
Gx1 engines.
Figure 1: Engine-generator set with S4000 Gx1 engine – view on free end
1 Generator 4 Fuel prefilter (shown: optional dual KGS Engine free end in accordance with
2 Base fuel water separator) DIN ISO 1204
3 Lube oil extraction pump (optional) 5 Engine
6 Air filter (shown: standard air filter)
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MS13019/00EN 12/2009 © MTU Onsite Energy Corp.

Figure 2: Engine-generator set with S4000 Gx1 engine – view on driving end
1 Jacket water heater (optional) 2 Control panel enclosure (optional) KS Engine driving end in accordance with
DIN ISO 1204
Standard scope of supply

• MTU Series 4000 engine with water-to-air charge-air cooling
• Generator with three measurements CTs
• Digital voltage regulator
• Guards for all rotating parts
• Standard air filter
• Base frame
• Control version 1: Terminal box without control function (interface between engine-generator set and customer
control)
• Electric starters
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© MTU Onsite Energy Corp. 12/2009 MS13019/00EN

Available options
• Engine-generator set management and monitoring via control panel:
• Control version 2: Engine-generator set without mains: DGC-2020
• Control version 3: Engine-generator set with ATS: DGC-2020
• Control version 4: Engine-generator set in parallel operation (island mode): DGC-2020
• Control version 5: Engine-generator set with automatic start/stop and power failure monitoring in short time
parallel operation with mains (when mains returns): Power Panel
• Control version 6: Engine-generator set with automatic start/stop and power failure monitoring in permanent
parallel operation with mains: Power Panel
• Remote annunciator (available with control versions 2 to 4)
• Generator accessories:
• Anti-condensation heater
• Bearing RTD
• Digital voltage regulator with VAR/PF control feature [available in control versions 5 and 6 (standard) and in
version 1]
• 3x2 generator winding RTD (standard in control version 1)
• CTs for differential protection (available in control versions 1, 5 and 6; in control versions 5 and 6, additionally
the analysis tool is delivered)
• CT for paralleling [available in control versions 5 and 6 (standard) and in version 1]
• Remote radiator with E-motor drive
• Circuit breaker with 3 or 4 poles, manually- or electrically-operated, with additional options:
• Fused outgoing circuit for remote radiator
• Pacing of radiator fans depending on the coolant temperature
• Undervoltage release
• Battery charger (standard with control versions 2 to 6)
• Automatic transfer switch (available with control version 3)
• Lube oil extraction pump
• Starter batteries with battery rack and cable set
• Fuel prefilter, single or dual fuel/water separator
• Fuel cooler
• Exhaust silencer
• Exhaust bellow
• Heavy duty air filter
• Jacket water heater
• SAM and CCB2 CAN bus board for SAM, both loose supply (available only with control version 1)
Benefits
• Wide range of standardized engine-generator sets to meet customer requirements with regard to power, emission
and other characteristics
• Possibility to choose from different component designs (e.g. air filter)
• Possibility to select options (e.g. starter batteries)
• Latest diesel engine technology
• State-of the-art main components for high efficiency
• Long service life
Technical data
• Application group: 3D, standby operation, fuel stop power
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• Engine with water-to-air charge-air cooling

• 1,800 RPM (for 60 Hz) / 1,500 RPM (for 50 Hz)
• For information on engine-generator set dimensions, refer to the Spec Sheets.

Engine-generator set Engine Gx1 Generator
Model Model Frequency Optimization Model Voltage
DS01445D5SFW 12V4000G21R 50 Hz Fuel 742RSL7050 400/230 V
DS01300D6SRW 12V4000G41R 60 Hz Fuel / Emission* 742RSL7048 480/277 V

Table 1: Standby engine-generator sets – Main technical data
* Emission-optimized without certificate.

Key code
Each model of engine-generator sets is characterized by a key code (identification number) composed of eight
sections.
The key code is defined by the technical data of the model.
Type Application Performance* Fuel Frequency Project Available Cooling

type type voltage variant
D S 01445 D 5 S F W
Diesel engine- Standby Rated power Diesel 50 Hz Standard 400/230 V Water charge-
generator set power (3D) of 1,445 kVA product air cooling
Table 2: Exemplary composition of the key code of engine-generator sets
* The performance (rated power) is given in kW for any 60 Hz engine-generator set and in kVA for any 50 Hz
engine-generator set.
Codes for Application: P – Prime power (3B)

S – Standby power (3D)
Codes for Frequency: 5 – 50 Hz

6 – 60 Hz
Codes for Project type: C – Customized product

S – Standard product
Codes for Available voltage: F – 400/230 V 3-phase (WYE)

R – 480/277 V 3-phase (serial WYE)
Codes for Cooling variant: A – Air-to-air charge-air cooling

W – Water-to-air charge-air cooling
Table 3: Key to codes in model designations of engine-generator sets
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1.2 Prime power engine-generator sets with S4000 Gx1 engines

The following figures show in overviews the components of a prime power engine-generator set with MTU Series 4000
Gx1 engines.
1 Generator 4 Fuel prefilter (shown: optional dual KGS Engine free end in accordance with
2 Base fuel water separator) DIN ISO 1204
3 Lube oil extraction pump (optional) 5 Engine
6 Air filter (shown: standard air filter)
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DIN ISO 1204

• Base frame
control)
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Available options
• Bearing RTD
version 1]
• Fuel cooler
• Exhaust bellow
Benefits
Technical data
• Application group: 3B, prime power operation, 10% overload capability
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DP01290D5SFW 12V4000G21R 50 Hz Fuel / TA-Luft 742RSL7048 400/230 V
DP01180D6SRW 12V4000G41R 60 Hz Fuel / Emission* 742RSL7048 480/277 V

Table 4: Prime power engine-generator sets – Main technical data
* Emission-optimized without certificate.

Key code
sections.
Type Application Performance Fuel Frequency Project Available Cooling variant

* type type voltage
D P 01290 D 5 S F W
Diesel engine- Prime Rated power Diesel 50 Hz Standard 400/230 V Water charge-
generator set power (3B) of 1,290 kVA product air cooling


6 – 60 Hz



TIM ID: 0000000541 - 001

1.3 Standby engine-generator sets with S4000 Gx3 engines

The following figures show in overviews the components of a standby engine-generator set with MTU Series 4000
Gx3 engines.
1 Air filter (shown: optional heavy duty 4 Lube oil extraction pump (optional) KGS Engine free end in accordance with
air filter) 5 Fuel prefilter (shown: optional dual DIN ISO 1204
2 Generator fuel water separator)
3 Base 6 Engine
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DIN ISO 1204

• Base frame
control)
• Exhaust bellow (for 20 V 4000 Gx3 engines)
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Available options
• Bearing RTD
version 1]
• Fuel cooler
• Exhaust bellow (for 12/16 V 4000 Gx3 engines)
Benefits
Technical data
• Application group: 3D, standby operation, fuel stop power
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DS01880D5SFW 12V4000G23 50 Hz Fuel 744RSL7054 400/230 V
DS02595D5SFW 16V4000G63 50 Hz Fuel 1020FSL7004 400/230 V
DS02870D5SFW 20V4000G23 50 Hz Fuel 1030FDL7005 400/230 V
DS03170D5SFW 20V4000G63 50 Hz Fuel 1030FDL7008 400/230 V
DS03310D5SFW 20V4000G63L 50 Hz Fuel 1030FDL7008 400/230 V
DS01665D6SRW 12V4000G43 60 Hz Fuel / EPA 2 743RSL7052 480/277 V
DS02400D6SRW 16V4000G83 60 Hz Fuel / EPA 2 1020FDL7003 480/277 V
DS03315D6SRW 20V4000G83L 60 Hz Fuel / EPA 2 1030FDL7008 480/277 V

Table 7: Standby engine-generator sets – Main technical data
Key code
sections.
Type Application Performance* Fuel Frequency Project Available Cooling variant

type type voltage
D S 01880 D 5 S F W
Diesel engine- Standby Rated power Diesel 50 Hz Standard 400/230 V Water charge-
generator set power (3D) of 1,880 kVA product air cooling
TIM ID: 0000000328 - 001



6 – 60 Hz



TIM ID: 0000000328 - 001

1.4 Prime power engine-generator sets with S4000 Gx3 engines

The following figures show in overviews the components of a prime power engine-generator set with MTU Series 4000
Gx3 engines.
1 Air filter (shown: optional heavy duty 4 Lube oil extraction pump (optional) KGS Engine free end in accordance with
air filter) 5 Fuel prefilter (shown: optional dual DIN ISO 1204
2 Generator fuel water separator)
3 Base 6 Engine
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DIN ISO 1204

• Base frame
control)
• Exhaust bellow (for 20 V 4000 Gx3 engines)
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Available options
• Bearing RTD
version 1]
• Fuel cooler
• Exhaust bellow (for 12/16 V 4000 Gx3 engines)
Benefits
Technical data
• Application group: 3B, prime power operation, 10% overload capability
TIM ID: 0000000329 - 001


DP01435D5SFW 12V4000G23R 50 Hz Fuel / TA-Luft 742RSL7050 400/230 V
DP01670D5SFW 12V4000G23 50 Hz Fuel / TA-Luft 743RSL7052 400/230 V
DP02610D5SFW 20V4000G23 50 Hz Fuel / TA-Luft 1020FSL7004 400/230 V
DP02870D5SFW 20V4000G63 50 Hz Fuel / TA-Luft 1030FDL7005 400/230 V
DP03075D5SFW 20V4000G63L 50 Hz Fuel / TA-Luft 1030FDL7008 400/230 V
DP01430D6SRW 12V4000G43 60 Hz Fuel / EPA 2 742RSL7050 480/277 V
DP02360D6SRW 20V4000G43 60 Hz Fuel / EPA 2 1020FDL7003 480/277 V
DP02600D6SRW 20V4000G83 60 Hz Fuel / EPA 2 1020FDL7004 480/277 V
DP02805D6SRW 20V4000G83L 60 Hz Fuel / EPA 2 1020FDL7004 480/277 V

Table 10: Prime power engine-generator sets – Main technical data
Key code
sections.
Type Application Performance* Fuel Frequency Project Available Cooling

type type voltage variant
D P 03075 D 5 S F W
Diesel engine- Prime Rated power Diesel 50 Hz Standard 400/230 V Water charge-
generator set power (3B) of 3,075 kVA product air cooling
TIM ID: 0000000329 - 001



6 – 60 Hz



TIM ID: 0000000329 - 001

Engine 23
2 Engine
2.1 MTU Series 4000 Gx1 engine
The figure shows a 12 V 4000 Gx1 engine.
Figure 9: 12 V 4000 Gx1 engine

1 Crankcase breather 9 Cylinder head cover 17 Fuel priming pump
2 Oil cooler 10 Engine lifting equipment* 18 Fuel delivery pump
3 Air intake 11 Starter 19 HP fuel pump
4 Exhaust outlet 12 Oil filler neck 20 Oil filter
5 Exhaust turbocharger 13 Crankcase 21 Charge-air coolant pump
6 Intercooler 14 Oil dipstick 22 Engine coolant pump
7 Engine governor 15 Oil pan KGS Engine free end
8 Flywheel 16 Fuel filter
* Do not use these lifting points to lift the entire engine-generator set.
Series 4000 Gx1 engines

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These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
Their injection system unites optimum fuel utilization with compliance to the requirements of all relevant environmental
protection regulations. For detailed information about the engine's components, refer to Functional Description of the
engine, MTU publication No. M013012/... (please contact Service).

24 Engine
Technical data
• Four-stroke diesel engine with four valves per cylinder and direct injection
• 12 cylinders, 90° Vee arrangement
• Displacement:
• Per cylinder = 4.06 liters (248 in3)
• Total for 12 V = 48.72 liters (2,972 in3)
• Counterclockwise rotation
• Electronically controlled fuel injection
• Exhaust turbocharging and charge-air cooling
• Dual-circuit cooling system with water-to-air charge-air cooling
• Piston cooling
• Electric starter
• Resilient engine mounting
Benefits
• High running capacity
• Low fuel consumption
• Engines meet all relevant exhaust emission standards
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Engine 25
2.2 MTU Series 4000 Gx3 engine

MTU 12/16 V 4000 Gx3 engine
The figure shows a 12 V 4000 Gx3 engine but is valid for 16 V, too.

1 Oil cooler 10 Engine lifting equipment* 19 HP fuel pump
2 Crankcase breather 11 Starter 20 Oil filter
3 Air intake 12 Oil filler neck 21 Battery-charging generator
4 Exhaust outlet 13 Oil dipstick 22 Charge-air coolant pump
5 Exhaust turbocharger 14 Crankcase 23 Engine coolant pump
6 Engine governor 15 Oil pan KGS Engine free end
7 Intercooler 16 Fuel priming pump
9 Cylinder head cover 18 Fuel delivery pump
TIM ID: 0000000333 - 001

26 Engine
MTU 20 V 4000 Gx3 engine

1 Oil cooler 10 Engine lifting equipment* 19 Oil filter
2 Crankcase breather 11 Starter 20 HP fuel pump
3 Exhaust outlet 12 Oil filler neck 21 Battery-charging generator
4 Exhaust turbocharger 13 Oil dipstick 22 Charge-air coolant pump
5 Air intake (e.g. air fillers) 14 Oil pan 23 Engine coolant pump
6 Engine governor 15 Crankcase KGS Engine free end
7 Intercooler 16 Fuel priming pump
9 Cylinder head cover 18 Fuel delivery pump
Series 4000 Gx3 engines

These engines are compact, powerful, reliable, maintenance-friendly and extremely economical.
Their injection system unites optimum fuel utilization with compliance to the requirements of all relevant environmental
protection regulations. For detailed information about the engine's components, refer to Functional Description of the
engine, MTU publication No. M013027/... (please contact Service).
TIM ID: 0000000333 - 001

Engine 27
Technical data
• Four-stroke diesel engine with four valves per cylinder and direct injection
• 12, 16, or 20 cylinders, 90° Vee arrangement
• Displacement:
• Per cylinder = 4.77 liters (291 in3)
• Counterclockwise rotation
• Electronically controlled fuel injection
• Exhaust turbocharging and charge-air cooling
• Piston cooling
• Electric starter
• Resilient engine mounting
Benefits
• High running capacity
• Engines meet all relevant exhaust emission standards
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28 Engine
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Generator 29
3 Generator
3.1 Generator – General information
The electrical generator converts mechanical energy (produced by the engine) to electrical energy, generally using
electromagnetic induction.
The figure shows a typical generator with its components.
Figure 12: Generator interior view

1 Digital voltage regulator 6 Drip cover; optional 12 Conduit box
1a Digital voltage regulator – front panel 7 SAE adapter 13 Exciter stator
(display) 8 Fan 14 Louvered cover (air intake)
2 Capacitor 9 Screen assembly (air outlet) 15 Exciter rectifier assembly
3 PMG rotor and stator 10 Generator main body with main stator 16 Exciter rotor assembly
4 Generator lifting point* assembly
5 Main rotor assembly 11 Mounting bracket
* Do not use this lifting point to lift the entire engine-generator set.
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30 Generator
Benefits
• Exclusive unirotor construction
• Long-life bearing
• Easy access and serviceability
• Extended life applications
• Robust voltage regulation in the presence of harmonic distortion caused by non-linear loads
• Low reactance design to minimize the harmonic voltage distortion caused by these loads
• Front end-mounted conduit box to provide ample space for easy connection
Function
The electrical generator converts mechanical energy to electrical energy.
The two main parts of a generator are the rotor (5 (→ Figure 12)) and the stator (in 10) which are integrated in the
generator main body (10).
Controlling
The generator output voltage is controlled by the digital voltage regulator (1). The voltage regulator is powered by
PMG (3).
For further information on the digital voltage regulator, please see section "Digital voltage regulator" (→ Page 32).
Cooling
Generators are forced air air-cooled. Air enters the lower part of the conduit box at the louvered cover (14), passes
through the stator and rotor coils, and is exhausted as hot air at the adapter ring screened openings (9). The cast
unidirectional aluminum alloy ventilation fan (8), driven by the main rotor (5), provides even air flow to maximize cooling
of the generator.
Conduit box
The figure shows the inside of the conduit box (12) which can be equipped in different variants.
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Generator 31
Figure 13: Generator conduit box

1 Digital voltage regulator 5 Exciter stator 9 Diode standard polarity
2 Fuses 6 Exciter rotor assembly 10 Surge suppressor
3 Bar busses 7 Current transformer for measuring 11 Diode reverse polarity
4 Standoff insulator 8 Exciter rectifier assembly
Diodes (9, 11 (→ Figure 13)) perform the function of an "electrical check valve". They conduct in one direction only
and are used to "rectify" AC current into DC current. Three forward polarity diodes (9) and three reverse polarity
diodes (11) are used. The surge suppressor (10) is polarized. Diodes and surge suppressor are located on the exciter
rectifier assembly (8).
Technical data
• Single bearing generator or double bearings generator (for 20V4000 models)
• Voltage range: up to 480 V; 3-phase
• Winding type: form wound
• Meets NEMA MG1-22, BS499, CSA C22.2, IEC 34-1 and VDE 0530 requirements
TIM ID: 0000000344 - 001
Identification number
Each model of a generator is characterized by an identification number composed of seven sections. The identification
number is defined by the technical data of the model and located on the nameplate of the generator.

32 Generator
Frame Winding Bearing Voltage Style Model in Series
1020 F D L 7 003
Frame number Form Double Up to 480 V MTU

Table 13: Exemplary composition of the identification number
Codes for Winding: F – Form wound

R – Random wound
Codes for Bearing: S – Single (1 bearing)

D – Double (2 bearings)
Codes for Voltage: L – Up to 480 V

S – 600 V
M – 1,000 to 6,600 V
Codes for Style: 7 – MTU
Codes for Model in Series: Diverse types and codes

Table 14: Key to codes in generator identification numbers
Digital voltage regulator

The digital voltage regulator monitors the generator output voltage and is mounted inside the conduit box.
The digital voltage regulator is a fully encapsulated, static type with a solid state build up circuit. It is powered by PMG.
Standard features
• Voltage regulation to .25%
• 3-phase RMS sensing
• 50 or 60 Hz operation
• Paralleling, adjustable under-frequency protection
• Overexcitation / overvoltage protection
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Generator 33
Advanced features
• True RMS sensing (1- or 3-phase)
Connect the preferred sensing mode. Senses 95 to 600 V ±10% at 50/60 Hz.
Patented circuitry senses true RMS voltage rather than average for superior load regulation.
• Soft-start ramp on initial start-up
Controlled increase to rated voltage. Limits overshoot of voltage during voltage build-up.
• Engine unloading
Monitors the rate of frequency change during transient conditions.
Provides additional voltage dip during speed drop to allow engine to recover faster.
• Overvoltage shutdown
Provides generator protection during sustained overvoltage.
The overvoltage point is preset at 20% over normal generator operating voltage, with a preset time out of
0.75 seconds.
• VAR/PF controller
The optional digital voltage regulator with additional VAR/PF control feature provides control when paralleled to
utility power.
VAR or PF control can be selected or changed by regulator adjustment.
• Encapsulated design
Maximum protection against moisture or abrasive contamination, which can lead to early regulator failure. Tested
to MIL-STD-705B, method 711.1C; salt fog tested to MIL-STD-810E.
• Auto/Manual mode
Exciter field current can be controlled by the regulator or manually set at a fixed value.
Operating modes
The DVR2000E provides two modes of operation selectable through Windows® or Palm OS® communication
software. Standard features are:
• Automatic voltage regulation mode (AVR)
In AVR mode, the DVR2000E regulates the RMS generator output voltage. This is accomplished by sensing
generator output voltage and adjusting DC output excitation current to maintain voltage at the regulation setpoint.
• Manual mode
In manual mode, also known as field current regulation (FCR) mode, the DVR2000E maintains DC excitation
current at a set level.
With the DVR2000EC, two additional options are availabe including:
• Reactive power control mode (VAR)
In VAR mode, the DVR2000EC maintains generator VAR (volt-amperes, reactive) at a set level when paralleling
with an infinite bus. It calculates generator VAR using the sensed generator output voltage and current quantities
and then adjusts the DC excitation current to maintain VAR at the setpoint.
• Power factor control mode (PF)
In PF mode, the DVR2000EC maintains generator power factor at a set level when paralleling with an infinite
bus. It calculates generator PF using the sensed generator output voltage and current quantities and then adjusts
the DC excitation current to maintain PF at the setpoint.
Digital voltage regulator display operations and software description
All regulator adjustments and LED indicators are located on the display (front panel) for easy use and adjustment.
Push buttons allow adjustment of the various regulator functions.
For further information on the display operations, please refer to (→ Page 34).
For a detailed description of the software, please refer to the MTU Onsite Energy page on the Business Portal.
TIM ID: 0000000344 - 001
Registered trademarks
Windows is a registered trademark of Microsoft Corporation.
Palm OS is a registered trademark of Palm, Inc.

34 Generator
3.2 Generator – Digital voltage regulator display operations

The digital voltage regulator controls the generator output voltage.
All regulator adjustments and LED indicators are located on the display (front panel) for easy use and adjustment.
Push buttons allow adjustment of the various regulator functions. Normally, the display is covered with a protection
plate. The rear panel is accessible from inside the conduit box or inside the control panel (dependent on where the
digital voltage regulator is mounted).
The figure shows the front panel and the rear panel of the digital voltage regulator.
Figure 14: Digital voltage regulator panels

1 Front panel 3 Push button area
2 LED indicator area 4 Rear panel
Front panel – Display

The front panel of the digital voltage regulator consists of twelve red LED indicators and three push buttons. The LEDs
indicate control mode and status conditions and are also used when adjusting settings at the front panel. The push
buttons were used to select adjustments.
TIM ID: 0000000125 - 002
The figure shows the front panel in detail.

Generator 35
Figure 15: Digital voltage regulator front panel

1-12 LED indicators (see below) 14 UP push button
13 SELECT push button 15 DOWN push button
Displaying control mode and status conditions

The LEDs indicate control mode and status conditions. Mode status LEDs blink approximately twice per second.
Panel LED indicators (displaying)
No.* LED Indication
1 Over Voltage Blinks rapidly: The generator output voltage exceeds the
setpoint for 0.75 seconds. The digital voltage regulator
will shut down when a generator overvoltage condition
is detected.
Flashes for 5 seconds: The digital voltage regulator is
powered up following a generator overvoltage condition.
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36 Generator
No.* LED Indication
2 Loss of Sensing Blinks rapidly: A loss of generator sensing voltage is

detected. The digital voltage regulator will shut down.
powered up following shutdown for loss of generator
sensing condition.
3 Manual Mode Blinks rapidly when operating in Manual mode.
4 If – Limit Blinks rapidly: The field current exceeds the

programmed overexcitation limit.
powered up following an overexcitation limiting
condition.
5 VAR/PF Active Blinks rapidly when operating in VAR or PF mode.
7 Under Frequency Blinks rapidlyduring an under frequency condition.
11 Over Temperature Blinks rapidly when the internal temperature of the digital
voltage regulator has exceeded its limit and causes the
unit to shut down.
12 Over Excitation Blinks rapidly: The Over Excitation Protection feature is

enabled and the field voltage exceeds the setpoint (80 V
default) for 15 seconds. The digital voltage regulator will
shut down when an overexcitation condition is detected.
powered up following an overexcitation condition.
* Numbers correspond to the figure (→ Figure 15).

Adjusting settings
Settings can be adjusted during generator installation or service.
Notes:
• To change settings, an appropriate training to the user is required to avoid malfunctions!
• The engine-generator set must be running before conducting adjustments or settings must be adjusted while
engine-generator set is operational.
The adjustments are chosen by means of the three push buttons.
Indication of a setting level is provided by the twelve LEDs. The upper limit of a setting range is represented by the
top LED which is labeled "MAX". The lower limit of a setting range is represented by the bottom LED which is labeled
"MIN".
Panel push buttons
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No.* Button Result
13 SELECT Selects a function for adjustment.

Successive presses of the SELECT push button scrolls
through the list of digital voltage regulator functions to be
adjusted.

Generator 37
No.* Button Result
14 UP Increases the setting level of the function being adjusted

in steps from the current value to "MAX".
15 DOWN Decreases the setting level of the function being

adjusted in steps from the current value to "MIN".

Panel LED indicators for settings
The LEDs refer to the adjusting settings.
No.* LED Indication
1 Coarse Voltage Blinks slowly when the "Coarse Voltage" level is

selected for adjustment via the front panel push buttons.
2 1 – 3 Phase Sensing Blinks slowly when selecting single- or three-phase

sensing via the front panel push buttons.
When in this adjustment mode:
• LED #1 is on if single-phase sensing is selected
• LED #3 is on if three-phase sensing is selected
3 Manual Mode On/Off Blinks slowly when selecting or deselecting "Manual

Mode" (field current regulation) as the active operating
mode via the front panel push buttons.
• LED #1 is on if Manual mode is off
• LED #2 is on if Manual mode is on
4 Manual Mode Adj. Blinks slowly when the "Manual Mode" (field current
regulation) set point is selected for adjustment via the
front panel push buttons.
5 VAR/PF Select For digital voltage regulators with VAR or PF control

only:
Blinks slowly when selecting the programmed mode
(VAR, PF, AVR) via the front panel push buttons.
• LED #1 is on solid for none (AVR mode)
• LED #2 is on solid for PF mode
• LED #3 is on solid for VAR mode
6 VAR/PF Adj. For digital voltage regulators with PAR or PF control

only:
TIM ID: 0000000125 - 002
Blinks slowly when the level of the programmed mode

(VAR or PF) is selected for adjustment via the front panel
push buttons.

38 Generator
No.* LED Indication
7 Under Frequency Blinks slowly when the "Under Frequency" knee point is
8 Droop Blinks slowly when the "Droop" percentage level is

9 Stability Range Blinks slowly when selecting the desired "Stability

Range" via the front panel push buttons.
10 Gain Blinks slowly when the "Gain" adjustment is selected for

fine tuning of loop gain via the front panel push buttons.
11 Fine Voltage Blinks slowly when the "Fine Voltage" level is selected
for adjustment via the front panel push buttons.

Repeatedly pressing the SELECT push button steps through the various adjustments, starting with the "Course
Voltage" adjustment and progressing through to the "Fine Voltage" adjustment. The next press of the SELECT push
button exits the adjustment mode.
When in the adjustment mode, only the adjustment LEDs will be lit. All mode status LEDs will be turned off.
There are two types of adjustment LEDs:
• The first type is the LED that indicates the function being adjusted. This LED blinks slowly (approximately once
per second).
• The second type is the LED that indicates the level of adjustment. This LED is on steady.
The level of adjustment is changed by pressing the UP or DOWN push button. When an adjustment level LED (on
steady) overlaps the function LED (slow blinking), the LED will remain in the slow blinking mode.
If no button is pressed for a period of one minute, the regulator saves the settings and exits the adjustment mode.
If regulator power is interrupted before the automatic save feature is commanded, that level of adjustment will be lost.
When the regulator is not in the adjustment mode and either the UP or DOWN push button is pressed, the regulator
enters the "Fine Voltage" adjustment mode and changes the generator fine voltage set point by 0.1 V. Successive
presses of the UP or DOWN push button shall continue to adjust the fine voltage setting.
Pressing the SELECT push button causes the regulator to exit the adjustment mode. Mode status LEDs blink
approximately twice per second.
Rear panel – Communication port

A communication port is located on the rear panel and consists of a female RS-232 (DB-9) connector. The
communication port serves as an interface for programming (setup) of the digital voltage regulator.
Programming requires a standard 9-pin serial communication cable connected between the digital voltage regulator
and an IBM-compatible PC or handheld computer operating with DVR2000E-32 software.
Digital voltage regulator communications software

DVR2000E-32 is a Windows® 98/NT based and DVR2000E is a Palm OS®-based digital voltage regulator
communication software package, respectively, which is supplied with the digital voltage regulator.
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Both provide a communication link between the digital voltage regulator and the user. The software enables the user
to enter all digital voltage regulator settings and read all system metering values through an easy to use graphical
interface.
Proportional Integral Derivative (PID) software within the application enables the user to establish proper PID
parameters based on a specified generator and/or exciter time constants. Unit settings can be saved in a computer
file and used later to configure other units with the same settings.

Generator 39
For a detailed description of the DVR2000E/DVR2000E-32 software, please refer to the MTU Onsite Energy page on
the Business Portal.
Registered trademarks
Palm OS is a registered trademark of Palm, Inc.
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40 Generator
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Engine-Generator Set Control Panel 41
4 Engine-Generator Set Control Panel

4.1 Control panel with DGC-2020 – General information
The control panel is the local control console and emergency control station for the engine-generator set. Its control
and display elements provide status and alarm information and allow quick start/stop/emergency stop operations. The
screen display is controlled by a key pad beneath the display panel. Command input for generator-set operation and
alarm handling is provided by additional control keys on the display panel and on the front door of the control panel
enclosure.
The control panel communication software allows units to be easily customized for each application.
Digital Genset Controller DGC-2020

The DGC-2020 installed in MTU Onsite Energy engine-generator sets is a highly advanced, integrated engine-
generator set control system. The DGC-2020 is perfectly focused, combining rugged construction and microprocessor
technology to offer a product that will hold up to almost any environment and flexible enough to meet your application's
needs. This device provides engine-generator set control, metering, protection and programmable logic in a simple,
easy-to-use, reliable, rugged, and cost effective package.
A control panel with DGC-2020 is installed in engine-generator sets with management and monitoring via:
• Control version 2: Engine-generator set without mains
• Control version 3: Engine-generator set with ATS
• Control version 4: Engine-generator set in parallel operation (island mode)
The figure shows the control panel enclosure with DGC-2020.
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Figure 16: Control panel enclosure with DGC-2020 – exterior

1 Control panel enclosure 4 Connection plugs for ECU 7 Audible alarm
2 Latch 5 Cable entries point 8 Microprocessor DGC-2020 display
3 Emergency stop button 6 Socket for service plug engine
(Diasys)
The next figure shows the interior of the control panel with DGC-2020.
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Figure 17: Control panel enclosure with DGC-2020 – interior

1 Rear panel of enclosure 5 Electrical connection to DGC-2020 9 Load share module (optional)
2 Battery charger* microprocessor 10 Fuses for battery charger and
3 Starter relais 6 Contact expansion module (optional) DGC-2020 microprocessor
4 Harness wiring 7 CAN bridge
8 Analog expansion module
(optional)**
* For a detailed description of the battery charger, please refer to (→ Page 111).
** The Analog expansion module (if fitted) lays beneath the Load share module (if fitted).
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Features
• Engine metering and protection
• Emergency stop
• Current sensing (5 A CT inputs)
• System protection and supervision:
• Undervoltage
• Overvoltage
• Underfrequency
• Overfrequency
• Undercurrent
• AC time overcurrent
• Overload relay
• Loss of field, reactive power, or impedance
• Bus undervoltage
• Bus overvoltage relay
• Bus frequency supervision
• 15 contact outputs:
• Factory utilized: three 30 A DC and two 2 A DC rated contacts
• User-defined: ten 2 A DC rated contacts
• 16 inputs
• Battery backup for Real Time Clock (RTC)
• LCD heater
• Modbus communications (via RS-485 communications port and Modbus RTU protocol)
• MCS5 CAN bus engine ECU communications
• Extremely rugged, fully encapsulated design
• Wide ambient temperature range
• UL/CSA approvals: cURus approved to UL 508 R and CSA C22.2 No. 14
• HALT (Highly Accelerated Life Tests) tested
• IP54 front panel rating with integrated gasket
• NFPA 110 level compatible
• Windows® based control panel communication software
• Programming and setup software – intuitive and powerful
• Programmable logic
• USB communications
• Multilingual capability (eight languages, e.g. English, Spanish, Chinese)
• Event recording
Accessories depending on the control version

• Load share module → for engine-generator set in parallel operation without main
• Analog expansion module → for winding and bearing RTD (generator accessories)
• Contact expansion module → for potential-free contacts
• DGC-2020 advanced level: Automatic synchronizer → for engine-generator set in parallel operations (required
for control version 4)
Load share module
The load share module is an easy-to-connect and use optional module for the DGC-2020 to allow the DGC-2020 to
control the kW load sharing of a paralleled engine-generator set. The load share module communicates to the
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DGC-2020 via J1939 CAN bus communications.

The load share module provides one analog input to control the power factor (PF) or the kVar setpoint when paralleled
to the utility.
The load share module has three analog outputs:
• one is connected to the voltage regulator
• one is connected to the speed governor
• one is connected to the load sharing lines

This module also adds demand start/stop control and generator sequencing to the feature packed DGC-2020.
The generator sequencing can be selected by priority number, generator size, service hours remaining, and balanced
service hours. This sequencing function is even smart enough to determine if all the connected controllers are in the
same mode.
Analog expansion module
The analog expansion module is a remote auxiliary device that provides additional DGC-2020 analog inputs and
outputs. Its features include:
• Eight RTD inputs (six for winding, two for bearing); for monitoring engine-generator set temperature (protect
against high temperature conditions)
• Communications to the DGC-2020 via SAE J1939 CAN bus
Contact expansion module
The contact expansion module is programmed to display operating conditions (potential-free contacts):
• Global (Pre-alarm)
• Global (Alarm)
• Not in AUTO
• Low fuel level (Pre-alarm)
• Fuel leak
• Low coolant level
• Low oil pressure (Pre-alarm)
• Low oil pressure (Alarm)
• High engine temperature (Pre-alarm)
• High engine temperature (Alarm)
• Low engine temperature (Pre-alarm)
• Generator breaker closed
• Generator breaker tripped
• Engine running
• Overcrank
• Overspeed (Alarm)
• Battery overvoltage (Pre-alarm)
• Low battery voltage (Pre-alarm)
• Emergency system supplying load
The communications to the DGC-2020 takes place via SAE J1939 CAN bus.
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Functions
Engine-generator set protection
• Generator protection (standard)
• Undervoltage
• Overvoltage
• Reverse power
• Loss of excitation
• Underfrequency
• Overfrequency
• Overcurrent
• Engine alarms, protected by DGC-2020
• Low oil pressure
• Engine sender unit failure
• Overcrank
• Overspeed
• High coolant temperature
• Low fuel level
• Fuel leak/fuel sender failure
• Emergency stop
• Engine pre-alarms, protected by DGC-2020
• Low coolant temperature
• Battery overvoltage
• Battery charger failure
• Weak battery
• Engine sender unit failure
• Engine kW overload low
• Maintenance interval timer
• Fuel leak detect
• Low fuel level
Engine-generator set metering
• Generator parameters include voltage, current, frequency, real power (watts), apparent power (VA), and reactive
power factor (PF).
• Engine parameters include oil pressure, coolant temperature, RPM, battery voltage, fuel level, engine runtime,
and various J1939 supported parameters.
Engine control
• Cranking control
• Engine cool-down: smart cool-down function saves fuel and engine life
• Successful start counter: counts and records successful engine starts
• Timers:
• Engine cool-down timer
• Pre-alarm time delays for weak/low battery voltage
• Alarm time delay for overspeed
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• Alarm time delay for sender failure

• Continuous or cycle cranking time delay
• Arming time delays after crank disconnect:
• If an ATS is used, the ATS controls the unit.

Event recording
The DGC-2020 has an event recorder that provides a record of alarms, pre-alarms, engine starts, engine runtime
loaded, engine runtime unloaded, last run date, and many other events that are all date and time stamped to help the
user determine the cause and effect of issues related to the engine-generator set. It contains 30 event records each
retaining up to 99 occurrences in memory. Time, date and engine hour detail is available for the most current 30
occurrences within each event record.
Optional transfer switch control (mains failure)
If the engine-generator set is equipped with an ATS, the ATS monitors utility (mains) and determines if it is providing
power that is suitable for the loads.
If the utility (mains) goes beyond predetermined levels, the generator is started and the utility (mains) is disconnected
from the load and the generator is connected.
When the utility (mains) returns to acceptable levels for a sufficient time, the generator is disconnected and the utility
(mains) is reconnected to the load. It also includes appropriate adjustable timers or time delays for establishing stable
utility (mains) operation.
For further information on the ATS, please refer to (→ Page 118).
Technical data
Operating power
Nominal 12 or 24 V DC
Range 6 to 32 V DC
Power consumption in sleep mode 5 W with all relays non-energized
Power consumption in typical operation 14.2 W in RUN mode, with LCD heater on and 6 relays energized
mode
Battery ride through Withstands cranking ride-through down to 0 V for 50 ms (typical)
Environmental conditions
Temperature Operating: -40° to 70° C (-40° to 158° F)
Storage: -40° to 85° C (-40° to 185° F)
Humidity IEC 68-2-38
Salt Fog ASTM B 17-73, IEC 68-2-11 (tested while operational)
Ingress Protection IEC IP54 for front panel
Shock 15 G in 3 perpendicular planes
Vibration 5 to 29 to 5 Hz: 1.5 G peak for 5 min.

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29 to 52 to 29 Hz: 0.036" double amplitude for 2.5 min.
52 to 500 to 52 Hz: 5 G peak for 7.5 min.
Swept over the following ranges for 12 sweeps in each of three mutually
perpendicular planes with each 15-minute sweep

Display operations
The front panel display is used to make settings changes and to display metering values. The wide temperature-range
LCD with backlighting can be viewed under a wide range of ambient light and temperature conditions.
For further information to the main display operations, please refer to (→ Page 49).
A remote display panel is optionally available. For further information to this remote annunciator, please refer to
(→ Page 53).
Control panel communication software

For a detailed description of the communication software, please refer to the MTU Onsite Energy page on the Business
Portal.
Registered trademark
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4.2 Control panel with DGC-2020 – Display operations

Front panel display
The front panel display is used to make settings changes and display metering values.
The wide temperature-range LCD with backlighting can be viewed under a wide range of ambient light and temperature
conditions. The figure shows the display of the DGC-2020 in detail.
Figure 18: Control panel with DGC-2020 - controls and indicators

1 ALARM SILENCE push button 5 RUN push button and mode indicator 9 "Not in AUTO" indicator
2 LAMP TEST push button 6 RESET push button 10 Alarm indicator
3 AUTO push button and mode indicator 7 Arrow push buttons 11 Supplying load indicator
4 OFF push button and mode indicator 8 EDIT push button 12 Liquid Crystal Display (LCD)
Panel LED indicators
No.* LED Indication
3 Auto Green - Indicates the unit is in the AUTO mode of

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operation.
4 Off Red - Indicates the DGC is in the OFF mode.
5 Run Green - Indicates the DGC is in the RUN mode.

No.* LED Indication
9 Not in Auto Red - Indicates unit is not in the AUTO mode.
10 Alarm Red - Indicates an alarm situation by continuous

illumination.
Indicates a pre-alarm by flashing.
11 Supplying Load Green - Indicates the system is supplying current to a

connected load.
* Numbers correspond to the figure.

Panel push buttons
No.* Button Result
1 ALARM SILENCE Stops the currently occurring audible alarm.
2 LAMP TEST Tests the DGC-2020 indicators by exercising all LCD

pixels and lighting all LEDs.
3 AUTO Places the DGC-2020 in AUTO mode. The green LED

lights when AUTO mode is active.
4 OFF Places the DGC-2020 in OFF mode. The red LED lights
when OFF mode is active.
5 RUN Places the DGC-2020 in RUN mode. The green LED

lights when RUN mode is active.
6 RESET Cancels an editing session and discards any settings

changed.
When pressed, this button also resets the Breaker
Management Pre-alarms.
7 (arrows) Navigates through the front panel display menus and

modifies settings.
The left- and right-arrow buttons are used to navigate
through the menu levels. The right-arrow button is
pressed to move downward through the menu levels and
the left-arrow button is pressed to move upward.
Within a level, the up-arrow and down-arrow buttons are
used to move among items within the menu level.
Pressing the down-arrow button moves to items lower in
the list. Pressing the up-arrow button moves to items
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higher in the list.

During an editing session, the up- and down-arrow
buttons are used to raise and lower the value of the
selected setting.

No.* Button Result
8 EDIT Starts an editing session and enables changes to

DGC-2020 settings.
At the conclusion of an editing session, the Edit
pushbutton is pressed again to save the setting chances.
Login/logout and permissions

Note: To change settings, an appropriate training to the user is required to avoid malfunctions!
1. To login, navigate to the SETTINGS → ENTER PASSWORD screen and press the EDIT push button.
2. Enter the password.
Use the up/down-arrow push buttons to scroll through the characters.
Use the left/right-arrow push buttons to enter more characters.
3. Press the EDIT push button to login.
The LOGOUT selection now appears in the list of SETTINGS.
4. ... select your further operations ...
5. To logout, navigate to SETTINGS → LOGOUT and press the EDIT push button.
The LOGOUT selection is removed from the list of SETTINGS.
Summary screen
Note: To change settings, an appropriate training to the user is required to avoid malfunctions!
The summary screen can be set to standard or scrolling.
1. Click right arrow to select a standard or scrolling summary.
2. Navigate to the SETTINGS → GENERAL SETTINGS → FRONT PANEL HMI screen.
3. Click EDIT. Enter user ID and password as needed.
4. Edit the SUMMARY VIEW.
The SCROLL DELAY setting is also found on the screen.
When set to standard, the following values are displayed:
VOLT* PH* OIL TEMP
AMP* Hz FUEL BATT
* Information for each phase is obtained by pressing the up- or down-arrow buttons on the front panel.
When the summary screen is set to scrolling, you can select/configure the metering values that are displayed. Up to
20 values can be displayed and these values will scroll at a delay time specified by the user.
1. To select the scrolling values, navigate to the SETTINGS → GENERAL SETTINGS → FRONT PANEL HMI screen.
2. Edit the CONFIGURABLE METERING.
The following values may be selected by the user to be placed in the scrolling summary:
NONE* BATT V GEN VAB GEN VAN KW A KVA A GEN Hz GEN IA
BLANK** RPM GEN VBC GEN VBN KW B KVA B GEN PF GEN IB

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OIL P RPM SRC GEN VCA GEN VCN KW C KVA C BUS Hz GEN IC
TEMP FUEL RUN HRS KWH KW TOT KVA TOT BUS V
* Removes a line from the scrolling list.

** Shows nothing on this line.

Remote access
If communications access is active through the modem or USB, the front panel will display "REMOTE COMMS,
FRONT PANEL IS READ ONLY" and the summary screen. This informs that the front panel can only be used for
viewing metering data and settings information. Remote access must be ended before modifying settings through the
front panel.
Sleep mode
The sleep mode serves as a power saving feature. If the DGC-2020 is in OFF mode or AUTO mode not running and
a key is not pressed for more than 15 minutes, the front panel LCD backlight and LCD heater are turned off. The
DGC-2020 resumes normal display operation when any front panel button is pressed or the engine-generator set is
started remotely via the ATS input.
The DGC-2020 will not go to sleep while in an alarm state. If needed, the sleep mode can be permanently disabled
via the control panel communication software or the front panel menu.
As a default, the sleep mode is disabled at the factory, however, it can be re-initiated.
Control panel communication software

For a detailed description of the communication software, please refer to the MTU Onsite Energy page on the Business
Portal.
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4.3 Remote annunciator for DGC-2020

The remote annunciator is used in conjunction with the DGC-2020 (→ Page 41) to provide remote annunciation of the
engine-generator set. The DGC-2020 detects alarm or pre-alarm conditions and communicates via Modbus
communications with RS-485 to the remote annunciator.
The figure shows the remote annunciator front panel.
Figure 19: Remote annunciator for DGC-2020 – Front panel

1 Front panel* 5 LAMP TEST push button 9 "Not in AUTO" LED indicator
2 LED indicator for power on 6 ALARM SILENCE push button 10 Audible alarm
3 LED indicator for supplying load 7 LED indicator**
4 LED indicators for pre-alarms 8 LED indicators for alarms
* The dashed line indicates the outside edges when semi-flush mounted. Otherwise, the full line denotes the
edges.
** In your application, this LED indicates "Fuel Leak/Fuel Sender Failed".
Functions
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The remote annunciator has 18 LEDs to indicate alarms (8), pre-alarms (4) and operating conditions (2, 3, 9) of the
engine-generator set as detected by the DGC-2020.
If an alarm or pre-alarm is indicated, an audible alarm (10) appears.

Push buttons and LED indications
No.* LED Indication
2 Display Panel On Green - Indicates that power is applied to the remote

annunciator.
3 EPS Supplying Load Green - Indicates the system is supplying more than two
percent of rated current to a connected load.
4 Pre-alarm Conditions Yellow - Indicates:

• Low coolant Temperature
• Low fuel level
• Weak battery
• Battery charger failure
7 Airbox Closed Red - In your application, this LED is on when a "Fuel

Leak/Fuel Sender Failure" condition is indicated.
8 Alarm Conditions Red - Indicates:

• Overcrank
• Overspeed
• Emergency stop activated
• Fuel leak/Fuel sender failure (see No. 7 above)
• Sender failure
9 Switch Not in Auto Red - Indicates unit is not in the AUTO mode.
No.* Button Result
5 LAMP TEST Tests the indicators by lighting all LEDs and exercises
the audible alarm.
6 ALARM SILENCE Stops the currently occurring audible alarm.
Benefits
• Monitoring main operating conditions and (pre-)alarms from a distance, e.g. from an office
• RS-485 communications reduces the number of interconnection wires to four
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• Conduit box is included for easy installation

• Independent of environmental needs for operating the engine-generator set, the remote annunciator itself is
designed for use in harsh environments

Technical data
• Power input from the starter batteries at 24 V DC or with an AC source at 120 V AC
• Port RS-485 interface
• Distance between annunciator and DGC-2020: up to 1,200 m (4,000 feet)
• Radio Frequency Interference:
• Meets the requirements of NFPA-110
• UL recognized, File E97035, and CSA certified, File LR23-23131
• Two mounting configurations: surface and semi-flush mount
Temperature Operating: -40° to 70° C (-40° to 158° F)
Storage: -40° to 85° C (-40° to 185° F)
Salt Fog Qualified to ASTM 117B-1989
Shock 15 G
Vibration Withstands 2 G in each of three mutually perpendicular planes
Swept over the range of 10 to 500 Hz for a total of six sweeps, 15 minutes
each sweep, without structural damage or degradation of performance
Sound Alarm horn rated at 80 dB (from a distance of 60 cm (2 feet))

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4.4 Control panel with Power Panel – General Information

The control panel is the local control console and emergency control station for the engine-generator set. Its control
and display elements provide status and alarm information and allow quick start/stop/emergency stop operations. The
screen display is controlled by a key pad beneath and beside the display. Command input for generator-set operation
and alarm handling is provided by additional control keys on the display panel and on the front door of the control
panel enclosure.
The control cabinet contains functions for engine-associated system components. Various closed-loop control
systems and auxiliary drive controls are integrated in the system.
Power Panel Series 400

Power Panel 400 products are designed to automate complete systems. Integrated control functionality and drive
technology act together with modular interfaces for connecting peripheral devices for the process. A wide range of
models meets all requirements for series machine manufacturing. The display shows an abundance of information in
a small amount of space, and images can be shown in detail. Entries are made using push buttons.
The MTU engine management (engine governor) contains the monitoring and control systems required for diesel
engine operation. Communication with the control panel (e.g. fault indications and current engine data, like analog
values or status indications) is performed via a CAN bus protocol and digital signals.
A control panel with Power Panel is installed in engine-generator sets with management and monitoring via:
parallel operation with mains (when mains returns)
parallel operation with mains
The figure shows the control panel enclosure with Power Panel.
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Figure 20: Power Panel PP400/X20 – Enclosure

1 Power Panel enclosure 4 Fastener 7 Plug for engine interface (X1)
2 Power Panel display 5 Release switch 8 Plug for power supply engine governor
3 Emergency stop button 6 Air screen (X3)
The figure shows the rear view of a Power Panel.

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Figure 21: Power Panel PP400/X20 – Rear view

1 Battery storage 6 Serial interface COM 11 Power button
2 CompactFlash slot 7 Ethernet interface 12 Grounding clip
3 Operating mode switch (x1) 8 USB ports (two) 13 aPCI slot
4 Operating mode switch (x16) 9 Voltage supply to panel
5 Status LEDs (two) 10 Reset button (hardware reset)
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Features
• Power Panel PP451
• Measure module
• Multilingual capability
• Circuit breaker
• Battery charger 10 A
• DC/DC changer
• c(UL)us recognized, CSA certified, CE approved
• IP65 front panel rating (dust and sprayed water proofed)
• Advanced Technology Extended (ATX) power supply compatibility
• Wide ambient temperature range
• Fan-free operation
• Timer, counters for active power and operating hours
• System monitoring (monitoring of all I/O cards)
• Battery backup for Real Time Clock (RTC)
• CAN bus engine governor communications
• CompactFlash card (type I) slot
• Ethernet 10/100 MBit interface; two USB 2.0 ports
• RS-232 interface, modem-capable, not electrically isolated
• Modbus communications with RS-485
• Ethernet communications UDP
• 28 digital inputs
• 16 analog inputs:
• Six for voltage
• Two for current 4 to 20 mA
• Six for PT100
• Two for resistance 25 to 250
• 24 digital outputs
• Two analog outputs +/- 10 V, 0 to 20 mA
• Signal interface for centralized instrumentation and control (ZLT)
• Emergency stop and safety chain
• Programming in accordance with IEC 1131-3
• Automation Runtime operating system:
• Possesses a multi-tasking operating system adapted specially for use with control technology
• Ensures that all application programs are executed within defined time periods, proving itself to be a
configurable, deterministic real-time multi-tasking system
• Selection (local or remote) of operating mode (for engine-generator sets with permanant parallel operation only):
• Fixed value mode
• Mains draw mode
• External power default mode
Functions
Engine-generator set metering by measure module
• Generator parameters include voltage (U12, U23, U31), current (L1, L2, L3), frequency, actual power (kW), actual
reactive power (kVAr), actual apparent power (VA), work (kWh), power factor (cosphi), winding and bearing
temperature (optional).
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• Engine parameters include oil pressure, coolant temperature, RPM, battery voltage, fuel level, engine runtime,
fuel prefilter status, and various other parameters.
• Bus bar monitoring includes bus voltage (U12, U23, U31) and frequency.
• Mains monitoring includes mains voltage (U12, U23, U31) and frequency.
• Common controlling includes auxiliary drives, lube oil solenoid valve, and engine preheating.

Engine-generator set protection

• Differential protection (optional with ESDR4)
• All monitored generator events are programmable as alarms or pre-alarms.
• Generator protection
• Under- and overvoltage
• Under- and overfrequency
• Overcurrent step 1 and step 2
• Overload
• Load imbalance
• Reverse power
• Winding temperature (optional)
• Bearing temperature (optional)
• Current differential (optional)
• Engine alarms and pre-alarms, protected by Power Panel
• Engine Sender unit failure
• Overcrank
• Overspeed
• Low and high coolant temperature
• Low and high fuel level
• Low and high fuel pressure
• Fuel sender failure
• Fuel leak
• Fuel leak detect
• Weak battery
• Low and high ECU power supply voltage
Triggering
• Room ventilation devices
• Generator circuit breaker
• Main circuit breaker
• Power circuit breaker (for maintenance issues)
• Cranking control
• Optional: Day tank (potential-free)
• Optional: Electrical motors for remote radiator fans (depending on the coolant temperature)
Alarm and event recording
The Power Panel has an alarm and event log system that provides a logbook for alarms and pre-alarms and a logbook
for events, such as engine starts, currently active mode, user log-in, as well as all alarms and pre-alarms.
All alarms and events are date and time stamped. Alarm and event recording help the user determine the cause and
effect of issues related to the engine-generator set.
Option: Current differential protection relay ESDR4

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The ESDR4 relay provides a three-phase current differential protection for interconnected generators and motors.
Features include a true RMS 6x current measurement, a three-phase system on both sides of the protected zone,
configurable delays, four alarm relays and three discrete inputs (for blocking, acknowledgement, and configuration).
Tripping characteristic and independent thresholds for differential and stabilizing current protection are configurable.

Technical data
Electrical characteristics
Rated voltage 18 to 30 V DC
Rated current 0.63 A
Starting current 1.2 A maximum
Power consumption in typical operation 15 W

mode
Temperature Operating: 0° to 50° C (32° to 122° F)
Storage: -20° to 60° C (-4° to 140° F)
Humidity 20 to 85% in operating mode
Ingress Protection IEC IP65/NEMA 250 type 4X: Dust and sprayed water protection for front panel
Shock Operating: 15 G (11 ms)
Storage: 30 G (15 ms)
Vibration Operation continuous: 2 to 9 Hz: 1.75 mm amplitude

9 to 200 Hz: 0.5 G
Operation occasional: 2 to 9 Hz: 3.5 mm amplitude

9 to 200 Hz: 1 G
Storage: 2 to 8 Hz: 7.5 mm amplitude

8 to 200 Hz: 2 G
200 to 500 Hz: 4 G
Display operations
The front panel display is used to make settings changes and to display metering values. For further information for
the main display operations, please refer to (→ Page 62).
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4.5 Control panel with Power Panel – Display operations

Front panel display
The front panel display is used to make settings changes and display metering values. All information is shown on
the LCD. The LCD can be viewed under a wide range of ambient light and temperature conditions.
The figure shows the display of a Power Panel PP400.
Figure 22: Power Panel PP400/X20 – Controls and indicators

1 Liquid Crystal Display (LCD) 8 Arrow push buttons 15 SERVICE MENU push button and LED
2 ALARM push button and LED 9 OVERVIEW push button and LED 16 INFO push button and LED
3 STATUS push button and LED 10 ENGINE push button and LED 17 MANUAL/AUTO push button and LED
4 TRENDING push button and LED 11 ELECTRIC push button and LED 18 ON-SITE/REMOTE push button and
5 COUNTER push button and LED 12 OPERATING MODE push button LED
6 Functional key push buttons and LEDs and LED 19 START push button and LED
7 Numerical block push buttons 13 PASSWORD push button and LED 20 STOP push button and LED
14 ACK push button and LED
Push buttons and LED indications

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Most of the push buttons have an LED included. The LED flashes if its push button is activated or a special selection
is active (e.g. push button 17).
By repeatedly pressing one of the push buttons 2 to 5 or 9 to 12 or 15, the display switches through the requested
menu, page by page. Coming to the last page within one menu, the next push results in displaying the first page again.

No. * Button Result
2 ALARM Shows the current alarm list and alarm logger.

1. push: Alarm indication
2. push: Alarm logbook
3 STATUS Shows the current status indications and logger.

1. push: Status indication
2. push: Status logbook
4 TRENDING Shows trends.

1. push: Trigger trending
2. push: Current trending
5 COUNTER Shows counters.

1. push: Start / running times
2. push: Setting counters
6 Functional keys F1 to F6 On each shown page valid functional keys and

meanings are listed.
Their functions are context-sensitive and depend on the
selected page (change from page to page).
7 (numerical block), ESC, DEL, ENTER (without LEDs);

These keys are required to make parameter inputs and
to acknowledge (ENTER), delete (DEL) or reject (ESC)
them.
8 (arrows), TAB (without LEDs);

The arrow keys can be used to navigate in a page and
switch to the different parameters.
The TAB key returns to the display previously selected.
9 OVERVIEW Shows all the overview displays or plant components

which are controlled or monitored in addition to the
1. push: Overview
2. push: Electrical overview
3. push: Tank overview
4. push: Room ventilating fans
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No. * Button Result
10 ENGINE Shows everything directly associated with engine

management, such as e.g. engine governor.
1. push: Start sequence
2. push: ADEC analog values 1
3. push: ADEC analog values 2
4. push: ADEC status
5. push: Drives 1 (Heating and Lubrications)
6. push: Drives 2 (Heating and Lubrications)
11 ELECTRIC Shows electrical parameters, such as e.g.

synchronization, frequency, load regulation (rotational
speed), and mains system protection.
1. push: Emergency generation
2. push: Speed / Power
3. push: Measurement module
4. push: Generator
5. push: Voltage / Power factor regulator
12 OPERATING MODE Shows the operating mode and timer.

1. push: Operating mode preselection
2. push: Timer
3. push: Mains feed-in control
13 PASSWORD Logs the user in and out.
14 ACK Acknowledges alarms.

This is only possible if the alarm page was selected
before (with ALARM push button). Only visible alarms
can be acknowledged, i.e. follow-up alarms are not yet
acknowledged. Alarms on the second page are not yet
acknowledged if acknowledgement has been performed
on the first page.
15 SERVICE MENU Shows the settings of the basic parameters.

1. push: System information
2. push: Setting time / date
3. push: Recordings
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4. push: Parameters
5. push: Data transfer
6. push: Confirming maintenance
16 INFO Information on the page currently set.

No. * Button Result
17 MANUAL/AUTO Switches between MANUAL and AUTO selection.

MANUAL: The engine can be started without the
generator circuit breaker being synchronized
independently.
AUTO: The engine starts and synchronizes
automatically to the mains.
The LED flashes when MANUAL is selected.
18 ON-SITE/REMOTE Switches between ON-SITE and REMOTE selection.

ON-SITE: The engine-generator set can be requested
with the START key or the timer.
REMOTE: The engine-generator set is requested via a
digital contact or the bus.
The LED flashes when ON-SITE is selected.
19 START Starts the engine-generator set.

The LED blinks when the requested start is active.
The LED flashes when the engine is running.
20 STOP Stops the engine-generator set.

The LED flashes when engine stop is requested or an
alarm with engine shutdown is active.

Displayed pages
The selected pages provide information about engine-generator set details and offer possibilities to set or change
parameters.
Each page is built of a header and the requested content. The header contains the name of the current page, the time
stamp and a red/yellow alarm indicator (R/Y). When "R" flashes a red alarm is applied, when "Y" flashes a yellow
alarm (warning or pre-alarm) is applied. Empty boxes indicate that no alarm applied.
Analog values are shown more clearly with the bar graph (e.g. menu ENGINE → ADEC analog values 1). Limit values
of the displayed measuring point are shown on the bar graph with characters. The direction of the arrow indicates
whether the limit value is a value which triggers a fault indication in the event of a rising (arrow pointing upwards) or
falling (arrow pointing downwards) measured value. Up to four limits can be displayed for each bar graph (LO, LOLO,
HI, HIHI).
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Login/logout
Per display
1. To login, press the PASSWORD push button (13).
The page "Password input" appears.
2. Enter the password (4 digits), and press the F1 push button.
The password will be verified.
• If the password is correct, the appropriate permission level will be displayed. The password is reset to "0000".
• If the password is incorrect, try again.
4. To logout, there are two different ways:
• Press the PASSWORD push button (13) to enter the page "Password input", and only press the F1 push
button.
• You will be automatically logged out after the pre-defined "Auto logout" time is expired.
Per USB stick (dongle)
1. To login, press the PASSWORD push button (13).
The page "Password input" appears.
2. Insert the USB stick in the "USB 1" port on the rear side of the Power Panel.
3. Press F2 push button to check the permit.
If the registration is correct, the appropriate permission level will be displayed.
5. To logout, there are two different ways:
• Press the PASSWORD push button (13) to enter the page "Password input", and only press the F1 push
button. Remove the USB stick.
• You will be automatically logged out after the pre-defined "Auto logout" time is expired.
Detailed menu description

For a detailed description of all available menus, please refer to the MTU Onsite Energy page on the Business Portal.
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Air System 67
5 Air System
5.1 Air system
The air system provides the engine with filtered, cooled air for the combustion process.
The figure is valid for 12/16/20 V 4000 Gx1 and Gx3 engines. The air system works alike for both variants. The figure
shows the air system of a 16 V 4000 Gx3 engine.
Figure 23: Air system

1 Exhaust turbocharger 5 Intercooler a Intake air (clear arrows)
2 Turbine housing 6 Air supply pipe b Exhaust gas (filled arrows)
3 Compressor housing 7 Inlet duct KGS Engine free end
4 Air intake pipe 8 Air intake, connection for air filter
Technical data
• Water-to-air charge-air cooling
• Internal engine mounted charge-air cooler (intercooler)
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• Air filter in different versions available
Benefits
• Optimum load application characteristics
• High degree of engine efficiency

68 Air System
Function
An engine-mounted intercooler cools the charge-air by removing the gaseous heat energy from the engine charge-
air circuit.
The turbine wheel (in 2) and compressor wheel (in 3) are positioned on one shaft. The compressor wheel draws air
over an intake pipe (4) from the air filter (on 8) and compresses it. The compressed air flows to the intercooler (5).
The heat energy of the compressed charge-air is removed by the water circuit of the intercooler. This is the water-to-
air charge-air cooling principle. The cooled charge-air flows through air supply lines (6) via the the charge-air manifold
to the inlet ducts (7) of the cylinder head.
The intercooler warms the charge-air in low-load operation and cools the charge-air in load operation, thereby, allowing
optimum operational behavior of the engine to be achieved.
The following air system components are available as alternatives:
• Standard air filter (standard)
• Heavy duty air filter (option)
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Air System 69
5.2 Standard air filter

The dry-type air filters clean the incoming air used for combustion to prevent internal damage to major components.
The air filters feature single-stage, easy to service filters.
The figure shows a standard air filter with air inlet on side and outlet on end.
Figure 24: Standard air filter

1 Air filter housing 3 Engine air intake 5 High torque hose clamp
2 Filter service indicator 4 Intake elbow
Technical data
• Single-stage engine air filter operating in light to medium dust conditions
• Non-metallic, non-corrosive, tough materials
• Air filter housing and filter media as a unit
• Three airflow styles available:
• Air inlet on side, outlet on end
• Air inlet on end, outlet on the same end
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• Air inlet on end, outlet on the opposite end

• Direct installation
• Horizontal or vertical installation
• 42 to 2118 CFM airflow throughput per air filter

70 Air System
Benefits
• Various filter media types available to fit different environmental conditions (e.g. high pulsation or high humidity)
• Variety of sizes to fit customer needs
• Compact design, vibration-resistant
• Improved reliability and durability with reduced weight and cost
• Mounted filter service indicator
• Flexible, easy installation
• Easy and fast service
• Completely disposable
Function
Through the inlet, air is inducted into the air filter housing (1). The air flows through the filter media from outside to
inside and then flows to the engine via intake elbow(4) and engine air intake (3). Dust particles suspended in the air
are retained by the filter media.
Replaced air filters can be disposed in normal trash.
Filter service indicator

This engine-generator is equipped with a filter service indicator (2) on the intake elbow.
Filter service indicators, whether electrical, visual, pressure, or differential, signal when filters should be replaced.
These restriction measurement tools provide a dependable assessment of filter service life that is not possible by
visual inspection alone. Although a filter may look "dirty", in most cases it can be used for several more hours. Attaching
a filter service indicator to an air filter in the ducting ensures the longest possible filter life and provides the best engine
protection.
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Air System 71
5.3 Heavy duty air filter

The heavy duty air filters clean the incoming air used for combustion to prevent internal damage to major components.
The air filters feature two-stage, easy-to-service filters that deliver a better seal and greater protection for the engine
when the engine-generator set is installed in severe environments.
The figure shows a heavy duty air filter in horizontal installation.
Figure 25: Heavy duty air filter – mounted

1 Heavy duty air filter 5 Large media valve a Air
2 Inlet pipe 6 Pipe and filter support b Filtered air
3 Outlet pipe 7 Mounting brackets
4 Outlet hose 8 Mounting clamps
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72 Air System
Technical data
• Two-stage engine air filter operating in medium to heavy dust conditions
• Proofed RadialSeal™ technology
• Two different housings:
• Style A with bolt/clamp service cover and 82 to 795 CFM airflow throughput per air filter;
material: metal body, coated with corrosion- and chemical-resistant polymer paint
• Style B with latch service cover and 270 to 1,600 CFM airflow throughput per air filter;
material: metal body, with injection molded, high strength polymer service cover
• Double throughput by using two units
• Filter insert and filter element combined
• Airflow: air inlet on side, outlet on end
• For outdoor use, an optional inlet cap prevents moisture ingestion (e.g. rain or snow)
• Horizontal installation
Benefits
• Compact design, vibration-resistant
• Improved reliability and durability with reduced weight and cost
• Models with additional filter element ensure engine protection also during filter service
• Durable, long-lasting finish, corrosion-free
• Mounted filter service indicator
• Removing of 99.99% of dust and dirt particles that enters the engine airstream
• Easy installation on the engine-generator set base frame
• Easy and fast service
Function
The figure shows a heavy duty air filter (Style B with latches).
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Air System 73
Figure 26: Heavy duty air filter (Style B with latches)

1 Access cover 4 Filter insert 7 Air outlet to engine
2 Latch 5 Filter element 8 Indicator connection
3 Large media valve 6 Air filter housing 9 Air inlet
Through the inlet pipe on the side (9 (→ Figure 26)), air is inducted into the air filter housing (6) where the inner
architecture conducts the air around the filter insert (4), a radial seal filter inside. The radial seal filter is one piece
where molded urethane end caps encase the filter media and liners. The inside surface of the filter's open end is the
sealing surface.
The air is cleaned by passing through the filter insert and the filter element (5) and leaves on the outlet pipe (7) to the
engine. The airflow through the air filter housing takes place from the inlet on side to the outlet on end.
In the first stage of cleaning, when the air passes through the filter insert, the large media valve (3) automatically
releases already removed dust and dirt particles.
The access cover (1) tightened by latches (2) guarantees an easy access for the operator (e.g. for filter replacement).
Filter service indicator

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This engine-generator set is provided with a visual filter service indicator. It is located on the outlet pipe/hose of the
heavy duty air filter.
Filter service indicators, whether electrical, visual, pressure, or differential, signal when filters should be replaced.
These restriction measurement tools provide a dependable assessment of filter service life that is not possible by
visual inspection alone. Although a filter may look "dirty", in most cases, it can be used for several more hours.
Attaching a filter service indicator to an air filter in the ducting (to reduce maintenance costs) ensures the longest
possible filter life and provides the best engine protection.

74 Air System
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Cooling System 75
6 Cooling System
6.1 Cooling system for S4000 Gx1 engines
The cooling system on an engine-generator set with a water-to-air charge-air cooled engine consists of:
• Circuit for engine coolant
• Circuit for charge-air coolant
• Generator cooling
The cooling circuits on the engine work by means of an engine-mounted intercooler and a remote radiator. The
generator cooling does not need an additional device.
Technical data
• Engine coolant HT (high-temperature)
• Charge-air coolant LT (low-temperature)
• Two pumps, one for each circuit:
• Engine coolant pump
• Charge-air coolant pump
• System solution for separate arrangement with optional remote radiator
• Thermostat-controlled coolant circuits
Benefits
• Engine, oil and charge-air reach optimum operating temperature very quickly
• Engine coolant cooling equipment can be arranged separately from the engine-generator set
• Flexible, individual facility and system planning
• Charge-air cooling during load-operation
Circuit for engine coolant

The engine coolant circuit is a high-temperature circuit (HT circuit). A remote radiator cools the engine coolant by
removing the liquid heat energy from the engine coolant circuit.
The figure shows the engine coolant circuit.
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76 Cooling System
Figure 27: Engine coolant circuit for S4000 Gx1 engines

1 Oil cooler 4 Engine coolant pump 7 Cylinder head
2 Restrictor 5 Coolant collecting line A Outlet from engine to cooler
3 Thermostat 6 Cylinder liner B Inlet from cooler to engine
Once the engine has started, the engine coolant pump (4 (→ Figure 27)) pumps engine coolant through the coolant
ducts in the crankcase to the cylinder chambers. It flows around the cylinder liners (6) before passing to the cylinder
heads (7), flows through the coolant chambers and bores in the cylinder heads and then proceeds to the thermostat
(3) via the coolant collecting lines (5) on the left and right. A part of the engine coolant flows upstream of the thermostat
(3) directly back to the engine coolant pump (4) via a restrictor (2).
When the engine is cold, the thermostat (3) diverts the remaining engine coolant directly to the engine coolant pump
(4) through the oil cooler (1). Bypassing the engine coolant cooler allows the engine, lube oil and engine coolant to
reach operating temperature quickly.
When the engine is under load (warm engine), the thermostat (3) diverts the engine coolant to the engine coolant
cooler (A). Cooled engine coolant coming from the engine coolant cooler (B) then flows through the oil cooler (1)
before returning to the engine coolant pump (4).
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The engine coolant expansion tank is installed at the highest point of the cooling system. It compensates engine
coolant quantity and pressure and is connected to the circuit by an expansion and vent line.
Drain plugs are provided at the lowest points of the engine coolant circuit.
Engine coolant preheating
Coolant preheating is provided by an optional coolant preheating unit (e.g. jacket water heater (→ Page 88)).

Cooling System 77
Circuit for charge-air coolant

The charge-air coolant circuit is a low-temperature circuit (LT circuit). The figure shows the coolant flow for charge-
air cooling.
Figure 28: Charge-air coolant circuit

1 Thermostat 3 Intercooler B Inlet from cooler to engine
2 Charge-air coolant pump A Outlet from engine to cooler
The cooled charge-air flows through the outlet of the intercooler to the engine where it is consumed during fuel
combustion. In low-load operation, the intercooler warms the charge-air. Fresh, compressed, and therefore, heated
air flows through the intercooler. There, the charge-air is "water-cooled" by means of the charge-air coolant (water)
circuit during load operation.
The charge-air coolant circulates in its own circuit. The charge-air coolant pump (2 (→ Figure 28)) installed on the
engine, pumps the coolant to the intercooler (3) where the coolant cools the charge-air.
When the engine is cold, the charge-air coolant passes to the thermostat (1) which leads the charge-air coolant directly
to the charge-air cooling pump (2).
When the engine is at operating temperature, the charge-air coolant passes to the remote radiator via the outlet (A).
TIM ID: 0000000361 - 001
The remote radiator cools the charge-air coolant. Then, re-cooled charge-air coolant flows via the inlet (B) to the
charge-air cooling pump (2) and from there again to the intercooler (3).
The charge-air coolant expansion tank is installed at the highest point of the cooling system. It compensates charge-
air coolant quantity and pressure and is connected to the circuit by an expansion and vent line.
Drain plugs are provided at the lowest points of the charge-air coolant circuit.

78 Cooling System
Intercooler
The intercooler (3) is installed in the intake air system and is connected to the charge-air coolant system. The charge-
air flowing through the air side of the cooler core is heated or cooled by the engine coolant flowing in a cross-
counterflow pattern. The coolant passes through the intercooler inlet chamber in the upper water box, flows through
the cooling tubes, is diverted in the water boxes and leaves the intercooler via the coolant outlet chamber in the upper
water box. A drain line is installed on the charge-air inlet cover.
For a figure of the charge-air flow (→ Page 67).
Generator cooling
Generators are air-cooled. The air enters the lower part of the conduit box through the louvered cover (air gaps).
The shape of the conduit box properly directs outside ventilating air through the generator. The generator "hot air"
passes through the stator and rotor coils and out the adapter ring screened openings.
The cast unidirectional aluminum alloy ventilation fan (driven by the main rotor) provides even air flow to maximize
cooling of the generator.
For a figure of the generator parts (→ Page 29).
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Cooling System 79
6.2 Cooling system for S4000 Gx3 engines – 12/16 V

Technical data
Benefits
Function
The figure shows the engine coolant circuit and the charge-air coolant circuit.
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80 Cooling System
Figure 29: Engine coolant circuit and charge-air coolant circuit for 12/16 V 4000 Gx3 engines
1 Engine coolant pump 11 Outlet from engine coolant preheater 21 Engine coolant outlet to engine coolant
2 Oil cooler (optional) cooler
3 Crankcase 12 Engine coolant drain plug 22 Engine coolant inlet from engine
4 Flow restrictor 13 Charge-air coolant pump coolant cooler
5 Coolant collecting line 14 Intercooler 23 Charge-air coolant outlet to charge-air
6 Thermostat 15 Thermostat, LT coolant cooler
7 Engine coolant cooler 16 Charge-air coolant cooler 24 Charge-air coolant inlet from charge-
8 Engine coolant expansion tank, HT 17 Charge-air coolant expansion tank, air coolant cooler
circuit LT circuit 25 Supply connection to room heating
9 Expansion and vent line, HT circuit 18 Expansion and vent line, LT circuit system
10 Inlet to engine coolant preheater 19 Charge-air coolant drain plug 26 Return connection from room heating
(optional) 20 Engine coolant temperature sensor system
P Pressure measuring point
T Temperature measuring point

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Following the start of the engine, the engine coolant pump (1) pumps part of the coolant through the oil cooler (2) into
the coolant chambers of the crankcase (3). The other part of the coolant flows there directly via a flows restrictor (4).
The coolant flows around the cylinder liners and into the cylinder heads. It flows through the coolant chambers and
bores in the cylinder heads and then proceeds to the thermostat (6) via the coolant collecting lines (5) on the left and
right.

Cooling System 81
When the engine is cold, the thermostat (6) leads the engine coolant directly to the engine coolant pump (1). Bypassing
the engine coolant cooler (7) allows the engine, lube oil and engine coolant to reach operating temperature quickly.
cooler (7). Cooled engine coolant coming from the engine coolant cooler (7) then returns to the engine coolant pump
(1).
The engine coolant expansion tank (8) is installed at the highest point of the cooling system. It compensates engine
coolant quantity and pressure and is connected to the circuit by an expansion and vent line (9).
Drain plugs (12) are provided at the lowest points of the engine coolant circuit.

The charge-air coolant circuit is a low-temperature circuit (LT circuit).
The charge-air coolant pump (13) installed on the engine pumps the charge-air coolant to the intercooler (14). The
charge-air coolant passes to the thermostat (15) via the intercooler (14).
When the engine is cold, the thermostat (15) leads the charge-air coolant directly to the charge-air coolant pump (13).
When the engine is at operating temperature, the charge-air coolant passes to the charge-air coolant cooler (16) via
the thermostat (15). Cooled charge-air coolant coming from the charge-air coolant cooler (16) flows to the charge-air
coolant pump (13).
Drain plugs (19) are provided at the lowest points of the charge-air coolant circuit.
The charge-air coolant expansion tank (17) is installed at the highest point of the cooling system. It compensates
charge-air coolant quantity and pressure and is connected to the circuit by an expansion and vent line (18).
Intercooler
Generator cooling
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82 Cooling System
6.3 Cooling system for S4000 Gx3 engines – 20 V

Technical data
Benefits
Function
The figure shows the engine coolant circuit and the charge-air coolant circuit.
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Cooling System 83
Figure 30: Engine coolant circuit and charge-air coolant circuit 20 V 4000 Gx3 engines
1 Engine coolant pump 11 Engine coolant vent line, HT circuit 21 Charge-air coolant drain plug
2 Oil cooler 12 Inlet to engine coolant preheater 22 Engine coolant outlet to engine coolant
3 Flow restrictor (option) cooler
4 Crankcase 13 Outlet from engine coolant preheater 23 Engine coolant inlet from engine
5 Exhaust turbocharger, right side (option) coolant cooler
6 Exhaust turbocharger, left side 14 Engine coolant drain plug 24 Charge-air coolant outlet to charge-air
7 Coolant collecting line 15 Charge-air coolant pump coolant cooler
8 Engine coolant thermostat, HT circuit 16 Intercooler 25 Charge-air coolant inlet from charge-
9 Engine coolant cooler 17 Charge-air coolant thermostat, LT air coolant cooler
10 Engine coolant expansion tank, HT circuit 26 Supply connection to room heating
circuit 18 Charge-air coolant cooler system
19 Charge-air coolant expansion tank, 27 Return connection from room heating
LT circuit system
20 Charge-air coolant vent line, LT P = Pressure measuring point
circuit, engine coolant temperature T = Temperature measuring point
sensor

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Following the start of the engine, the engine coolant pump (1) pumps part of the coolant through the oil cooler (2) into
the coolant chambers of the crankcase (4). The other part of the coolant flows there directly via a flows restrictor (3).
The coolant flows around the cylinder liners and into the cylinder heads.
It flows through the coolant chambers and bores in the cylinder heads and then proceeds to the thermostat (8) via the
coolant collecting lines (7) on the left and right.
When the engine is cold, the thermostat (8) diverts engine coolant directly to the engine coolant pump (1). Bypassing
the engine coolant cooler (9) allows the engine, lube oil and engine coolant to reach operating temperature quickly.

84 Cooling System
cooler (9). Cooled charge-air coolant coming from the engine coolant cooler (9) then flows back to the engine coolant
pump (1).
The exhaust turbochargers (5, 6) are included in the engine coolant circuit.
The engine coolant expansion tank (10) is installed at the highest point of the cooling system. It compensates engine
coolant quantity and pressure and is connected to the circuit by an expansion and vent line (11).
The engine is generally equipped with a preheating device (12, 13).
Drain plugs (14) are provided at the lowest points of the engine coolant circuit.

The charge-air coolant circuit is a low-temperature circuit (LT circuit).
The charge-air coolant pump (15) installed on the engine pumps the charge-air coolant to the intercooler (16).
The charge-air coolant passes to the thermostat (17) via the intercooler (16). The charge-air coolant passes to the
charge-air coolant cooler (18) via the thermostat (17) when the engine is at operating temperature. Cooled charge-
air coolant coming from the charge-air coolant cooler (18) flows to the charge-air coolant pump (15).
The thermostat (17) diverts charge-air coolant directly to the charge-air coolant pump (15) when the engine is cold.
The charge-air coolant expansion tank (19) is installed at the highest point of the cooling system. It compensates
charge-air coolant quantity and pressure and is connected to the circuit by an expansion and vent line (20).
Drain plugs (21) are provided at the lowest points of the charge-air coolant circuit.
Intercooler
Generator cooling
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Cooling System 85
6.4 Remote radiator

The remote radiator is a combined cooler for the engine coolant and the charge-air coolant.
Different variants of remote radiators are available (→ Page 86). The figure shows a typical remote radiator.
Dependent on mounting options, the locations of the coolant pipes and the electrical motor(s) can differ.
Figure 31: Remote radiator

1 Pressure cap 6 Drive mounting and guard 11 Motor belt drive
2 Core face 7 Mounting brackets/supports 12 Charge-air coolant pipe from engine to
3 Core jacket water 8 Engine coolant pipe from radiator to radiator (after cooler circuit)
4 Core after cooler engine (jacket water circuit) 13 Engine coolant pipe from engine to
5 Fan with complete fan guard 9 Electrical motor radiator (jacket water circuit)
10 Charge-air coolant pipe from radiator a Charge-air coolant (clear arrows)
to engine (after cooler circuit) b Engine coolant (filled arrows)
Technical data
• Double-circuit cooling system with water-to-air charge-air cooling
• Flexible selection of radiator size for different ambient air temperatures
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• Electrical motor-driven

86 Cooling System
Benefits
• Variable installation positions according to user's requirements
• Option to locate the remote radiator for lowest noise exposure to noise-sensitive/noise-restricted areas
• Option to locate the engine-generator set in places with limited footprint while the remote radiator is mounted
exterior
• Modular variants B and C (see "Remote radiator variants" below) can help save costs:
• The shipping expense for two smaller radiators is less than for one big size radiator because of standardized
transportation boxes (containers).
• Energy costs during operation can be saved due to the optional feature to automatically switch on/off the half
of the cooling zone depending on the coolant temperature; especially for partial-load operational range.
• The cost price of four small electrical motors is normally less than one large motor with the same power.
Function
The remote radiator is a combined cooler for the engine coolant (in the jacket water circuit) and the charge-air coolant
(in the after cooler circuit). The coolants are cooled by means of fan circulation. The radiator fan (5 (→ Figure 31)) is
driven by an electrical motor (9).
Dependent on mounting options and number of fans, the location and number of the electrical motor(s) can differ. The
motor is mounted either at the bottom of the radiator frame and turns the fan via a belt drive (11, as shown in the
figure), or axial with direct connection to the fan hub. Each fan has its own electrical motor.
The two cores are mounted behind one another. The after cooler core is always mounted nearest to the fan, in the
colder air stream. Behind it – and nearest to the core face (2) – the jacket water core (3) is mounted.
After cooler circuit
Fresh, compressed, and therefore, heated charge-air (coming via air filters and turbocharger) must be cooled before
it is consumed during fuel combustion. The cooling of the charge-air is done in the intercooler by a liquid charge-air
coolant which flows in the after cooler circuit.
The charge-air coolant (a) flows through the intake charge-air coolant pipes (12) to the after cooler core (4) where it
is cooled. The cooled charge-air coolant flows through outlet charge-air coolant pipes (10) to the engine-mounted
intercooler where it cools the fresh, heated charge-air. Thereby, the coolant is warmed and must be cooled again in
the after cooler core.
Jacket water circuit
The engine coolant (b) is cooled in the jacket water core (3) of the radiator by means of fan (5) circulation.
From the jacket water core (3), the engine coolant is pumped via the engine coolant pipe (8) to the engine and cools
the cylinders during work. Depending on coolant temperature after passing the cylinders, an engine-mounted
thermostat routes a part of the engine coolant via the engine coolant pipe (13) back to the jacket water core where
the coolant is re-cooled.
The coolant expansion tank is installed at the highest point of the cooling system, usually on the radiator. It allows
compensation of coolant quantity and pressure variations. As the coolant expands with increasing temperature, its
pressure in the closed system increases, too. The coolant expansion tank is equipped with pressure overflow device,
a vent line connection, and a level sensor connection.
Remote radiator variants

The figure shows the different remote radiator variants and configurations.
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Cooling System 87
Figure 32: Remote radiator variants A, B, and C

1 Electrical motor 2 Fan
The remote radiators can be configured as follows:

• Variant A:
• One radiator with one large fan, belt-driven by one motor;
• Variant B:
• Two radiators, each with one large fan, each belt-driven by one motor, mounted side by side;
(two fans and two motors)
• Option: Dependent on the engine coolant temperature (monitored by engine sensor B6), the second radiator
is switched on/off to adapt the cooling rating to the actual engine rating.
• Variant C:
• Two radiators, each with four small fans, each directly driven by four motors, mounted side by side;
(eight fans and eight motors)
• The same optional switch on/off principle works as with variant B;
• Additional advantage: Due to the distribution of four fans, the covering of the radiator's surface is better than
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with one large, centered fan. Thus, the cooling effect in the edges is increased and the cooling effect is
distributed more equally.

88 Cooling System
6.5 Jacket water heater

The jacket water heater is a coolant heating system designed to heat and circulate coolant throughout the engine’s
water galleries to efficiently maintain an engine at optimum starting temperatures. Maintaining jacket water
temperatures ensures easy starting, reduces harmful emissions at start-up and allows engines to go to full power
without needless idling.
The figure shows a standard forced circulation jacket water heating system.
Figure 33: Jacket water heating system

1 Control box with electro-mechanical 4 Mounting bracket 7 Centrifugal pump
controls 5 Electrical connections 8 Adapter to fill line (heating tank –
2 Coolant heating tank with heating 6 Electrical box with adjustable engine)
element thermostatic control a Engine coolant
3 End of return line (engine – heating
tank)
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Cooling System 89
Technical data
• c(UL)us (60 Hz models) - UL file No. E250789
• CE compliant (50 Hz models)
• Single or 3-phase system:
• 240 V, 60 Hz model: single phase
• 480 V, 60 Hz model: 3-phase
• 400 V, 50 Hz model: 3-phase
• Available for engines ranging in size from 15 to 100 liters (4 to 26.5 gallons (US))
• Flow rate of 38 l/min (10 GPM)
• Adjustable thermostat from 32° to 55° C (90° to 130° F)
Benefits
• Forced circulation of coolant provides uniform engine heating
• Reduced outlet temperature extends hose life and reduces heater maintenance
• Reduced electrical consumption on engine startup
• Includes all required controls for automatic operation
• Compact design requires minimal material, space, and time for mounting
• Simple to install
• Offers more efficient heating than thermo-siphon tank heaters, delivering uniform heating throughout the engine
Function
The jacket water heater is powered by an external power supply. It works during the out-of-operation time of the
• For engine-generator sets with control panel version 1 (only terminal box), a 24 V DC signal is required to de-
energize the system while the engine is running.
• For engine-generator sets with control panel versions 2 to 6 (management and monitoring via control panel), the
system will be de-energized while the engine is running.
Upon energizing the system, engine coolant is circulated via the centrifugal pump (7), through the heating tank (2)
and back to the engine. The pump stays on and continues this circulation process even when the heating elements
are off to ensure uniform engine temperatures. An adjustable thermostat in the electrical box (6) cycles the heating
element on and off based on coolant temperature.
The coolant flows through the return line (3) from the engine to the jacket water heater. The circulating heating system
consists of a coolant heating tank (2), with a low-watt density heating element inside, an adjustable thermostatic control
with optional temperature settings in the electrical box (6), a centrifugal pump (7), a control box (1) with electro-
mechanical controls and the contactor and mounting brackets (4). The coolant leaves the jacket water heater through
the fill line (8) to the engine.
If the heating system is configured with user supplied, non-restrictive shut-off valves (isolation valves) in the coolant
lines between jacket water heater and engine, maintenance on the heating system is allowed without draining the
complete engine coolant.
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90 Cooling System
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Exhaust System 91
7 Exhaust System
7.1 Exhaust system
The figure is valid for 12 V 4000 Gx1 and 12/16/20 V 4000 Gx3 engines. The exhaust system works alike for both
variants. The figure shows the exhaust system of a 16 V 4000 Gx3 engine.
Figure 34: Exhaust system

1 Exhaust turbocharger 4 Exhaust manifold b Exhaust gas (filled arrows)
2 Exhaust outlet 5 Exhaust duct KGS Engine free end
3 Turbine housing a Intake air (clear arrows)
Technical data
• Single-stage exhaust with two turbochargers
• Exhaust elbow with vertical outlet
• Exhaust turbochargers:
• 12 V and 16 V engines: four exhaust turbochargers
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• 20 V engines: two exhaust turbochargers

• Dry exhaust manifolds

92 Exhaust System
Benefits
• Low exhaust emissions
• Straight forward connection to external exhaust gas system
• High torque at low speeds
• Optimum load application characteristics
Function
The exhaust gases flow from the combustion chambers via exhaust manifolds (1) to the exhaust turbochargers (2).
The exhaust gas rushing into the turbine housing (3) drives the turbine wheel of the rotor assembly of the exhaust
turbocharger, which consists of the turbine wheel and the compressor wheel mounted on one common shaft. In doing
so, the exhaust flow provides the mechanical power to compress the combustion air. The exhaust gas is routed from
the turbocharger outlet via the exhaust pipework (4) to the atmosphere.
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Exhaust System 93
7.2 Exhaust silencer

Exhaust silencers reduce the diesel engine exhaust gas noise level. The figure shows an exhaust silencer.
Figure 35: Exhaust Silencer

1 Enclosure 3 Assembly eyes 5 Outlet with flange
2 Mark of exhaust flow direction 4 Inlet with flange a Exhaust gas
Technical data
• Mounted pair
• Material: Carbon steel, welded
• Axial inlet and outlet direction
• Noise reduction: 10 dB(A), 30 dB(A), or 40 dB(A)
• Exhaust gas volume:
• For S2000 engines: 2.0 to 4.4 m3/s
• For S4000 engines: 3.4 to 12.3 m3/s
• Maximum exhaust flow velocity: 50 m/sec
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• Horizontal or vertical installation

• Welded flanges with gaskets
• Counterflanges for connection provided
• Painted with high temperature resistant color
Benefit
• Low exhaust gas noise emission regarding to emission law

94 Exhaust System
Function
The silencers are mounted in the exhaust pipework of the engine, at least one in each of the two lines.
The exhaust gas (a) is routed from the turbocharger outlet via the exhaust pipework flows through the intake (4) into
the silencer (1). The reduction of convection heat is ensured by internal insulation of the silencers.
To muffle the noise, diverse techniques are applied for different applications:
• Industrial 10 dB(A): pure absorptive system made of specially designed rock wool
• Residential 30 dB(A): combination of simple reactive chamber and absorptive system
• Critical 40 dB(A): combination of double interconnected reactive chambers and absorptive system
The muffled exhaust gas leaves the silencers through the outlet (5) and is piped to the atmosphere.
The exhaust flow direction is marked permanently on the surface of the silencer by means of an arrow (2) to ease the
correct mounting.
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Fuel System 95
8 Fuel System
8.1 Fuel system for S4000 Gx1 engines
The fuel system provides the engine with fuel. The fuel source is a fuel tank which can be located below or beside
the engine-generator set or outside the engine-generator set room. The fuel tank is connected to the fuel delivery
pump via fuel hoses.
The fuel system consists of a low-pressure (LP) system and a high-pressure system (HP, common rail system).
Controlled by the electronic engine management system, the common rail injection system determines injection
pressure, timing, and quantity independently of engine speed and guarantee an optimal fuel supply for each
application.
Injection pressures up to 1400 bar ensure optimum fuel injection and combustion conditions.
The figure shows the fuel system for S4000 Gx1 engines.
Figure 36: Fuel system for S4000 Gx1 engines

1 Fuel delivery pump 7 Injector a Fuel supply LP (filled arrows in gray)
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2 Feed line from tank 8 Solenoid valve b Fuel supply HP (filled arrows)
3 Duplex fuel filter 9 Return line from injectors c Fuel return (clear arrows)
4 HP fuel pump 10 Return line from HP fuel pump KGS Engine free end
5 Common rail (pressure accumulator) 11 Return line to fuel tank
6 HP fuel line 12 Fuel priming pump

96 Fuel System
Technical data
Low pressure (LP) system
The low-pressure system comprises:
• Fuel delivery pump, driven by a follower of the HP fuel pump
• Fuel priming pump
• Duplex fuel filter
High pressure (HP) system
The common rail injection system comprises:
• HP fuel pump (with additional oil lubrication on 20V)
• Common pressure accumulator (common rail)
• Single-wall HP lines
• Individual injectors
• Jacketed HP lines (option)
Fuel return system
The fuel return comprises:
• Return lines from the injectors
• Return line from the HP fuel pump
• Return line to the tank
Control system
The fuel system management comprises:
• Control by electronic engine management system
• Electronically controllable (variable) injection start and injection end
Benefits
• Low exhaust emissions and low fuel consumption over the entire power range
• Significant reduction of pollutant emission at low speeds
• Excellent acceleration and load acceptance performance
• Injection time and amount of injected fuel electronically controlled
• Exemplary smooth running and high speed stability
• No power loss at high fuel temperatures
Function
Driven by a follower on the HP fuel pump (4), the fuel delivery pump (1) draws fuel from the fuel tank (2) and delivers
it via the duplex fuel filter (3) to the HP fuel pump (4). The latter boosts the pressure to 1400 bar and delivers the fuel
to the common rail (5).
The common rail stores the pressure and distributes the fuel to the individual injectors (7) via HP lines (6). Injection
timing and quantity are determined by the solenoid valves (8) installed in the injectors (7) controlled by the electronic
engine management system.
Fuel injected by the injectors (7) is distributed evenly in the combustion chamber.
Superfluous fuel runs to the duplex fuel filter (3) through the return line (9). From here, it returns to the tank together
with the superfluous fuel from the return line (10) of the HP fuel pump (4).
A priming pump is fitted on the housing of the fuel duplex filter for filling and venting the LP fuel system.
The start of injection and injection quantity is electronically controlled by the engine governor.
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The following alternative components can be selected as fuel prefilters:

• Fuel prefilter (option)
• Single fuel/water separator (option)
• Dual fuel/water separator (option)
High injection pressure results in high fuel temperatures. To avoid hot fuel flowing back into the fuel tank, an optional
fuel cooler can be mounted in the return line.

Fuel System 97
8.2 Fuel system for S4000 Gx3 engines

The fuel system provides the engine with fuel. The fuel source is a fuel tank which can be located below or beside
the engine-generator set or outside the engine-generator set room. The fuel tank is connected to the fuel delivery
pump via fuel hoses.
The fuel system consists of a low-pressure (LP) system and a high-pressure system (HP, common rail system).
Controlled by the electronic engine management system, the common rail injection system determines injection
pressure, timing, and quantity independently of engine speed and guarantee an optimal fuel supply for each
application.
Injection pressures up to 1800 bar ensure optimum fuel injection and combustion conditions.
The figure shows the fuel system for S4000 Gx3 engines.
Figure 37: Fuel system for S4000 Gx3 engines

1 Common rail (pressure accumulator) 6 Return line to fuel tank 11 HP fuel control block
2 Injector 7 Fuel filter 12 HP fuel pump
3 Solenoid valve 8 Fuel priming pump (option) 13 Fuel distributor
4 Return line from injectors 9 Feed line from tank 14 Pressure limiting valve
5 HP fuel line 10 Fuel delivery pump KGS Engine free end
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Technical data
Low pressure (LP) system
The low-pressure system comprises:

98 Fuel System
• Fuel delivery pump, driven by a follower of the HP fuel pump

• Fuel priming pump
• Fuel filter
High pressure (HP) system
The common rail injection system comprises:
• HP fuel pump
• HP distributor block with pressure relief valve
• Common pressure accumulator (common rail)
• Single-wall HP lines
• Injectors with integrated, individual accumulator and flow restrictor
Fuel return system
The fuel return comprises:
• Return lines from the injectors
• Return line from the HP fuel pump
• Return line to the tank
Control system
The fuel system management comprises:
• Control by electronic engine management system
• Electronically controllable (variable) injection start and injection end
Benefits
• Low exhaust emissions and low fuel consumption over the entire power range
• Significant reduction of pollutant emission at low speeds
• Excellent acceleration and load acceptance performance
• Injection time and amount of injected fuel electronically controlled
• Exemplary smooth running and high speed stability
• No power loss at high fuel temperatures
• Variable pressure in common rail
Function
Driven by a follower on the HP fuel pump (11), the fuel delivery pump (10) draws fuel from the tank (9) and delivers
it to the HP pump (11) via the fuel filter (7). The HP pump increases fuel pressure to up to 1800 bar and delivers fuel
via the HP distribution block (13) to the two rails (1).
HP lines (5) supply the fuel to the injectors (2). Injection timing and quantity are determined by the solenoid valves (3)
installed in the injectors (2) controlled by the electronic engine management system.
The fuel quantity required for the injection process, as well as for the maintenance of the system pressure of up to
1800 bar, is regulated by a fuel control block (11) integrated in the HP fuel pump. The engine electronics determine
fuel quantity depending on system pressure and engine speed and control the HP fuel control block in accordance
with a performance map stored in the electronic system.
Fuel injected by the injectors (2) is distributed evenly in the combustion chamber. Surplus fuel is led from the injectors
via return lines (4) back to the tank. The entire HP fuel system is designed with single-walled lines.
An optional priming pump can be fitted on the housing of the fuel filter for filling and venting the LP fuel system.
The following alternative components can be selected as fuel prefilters:
• Fuel prefilter (option)
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• Single fuel/water separator (option)

• Dual fuel/water separator (option)
High injection pressure results in high fuel temperatures. To avoid hot fuel flowing back into the fuel tank, an optional
fuel cooler can be mounted in the return line.

Fuel System 99
Safety devices
In the event of failure (e.g. of HP fuel pump (11)), the pressure limiting valve (14) installed in HP distributor (13) reduces
the maximum system pressure, thereby protecting the remaining components of the HP system from overpressure.
The fuel drawn off is returned via the return line to the line leading to the tank (6). At decreased system pressure, the
engine can be operated safely at partial load until the next service is possible.
To prevent continuous injection and a potential fuel lock (e.g. if the needle of the injector nozzle seizes), a flow-limiting
valve is integrated in the injector.
The valve interrupts the fuel supply from the accumulator to the injector if the flow rate is excessive.
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100 Fuel System
8.3 Fuel prefilter

The fuel prefilter provides additional fuel filtration before going through the integral on-engine filtration.
It is positioned in the intake line of the fuel delivery pump. It removes any solid contaminants found in the fuel, thus
protecting the delivery pump. The figure shows a fuel prefilter.
Figure 38: Fuel prefilter

1 Fuel inlet connection 3 Fuel outlet connection 5 Adapter
2 Bypass valve 4 Filter bowl with filter element
Technical data
• Filter element material: mesh of high-tin bronze
• Particle retention: 0.1 mm
• Capacity of 0.5 liters
• Removes solid contaminants
Benefits
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• Most compact design

• High efficiency
• Low flow restriction
• Long life filter element
• Easy installation and simple maintenance

Fuel System 101
Function
The filter bowl (4) are screwed on an adapter (5) which is fit to the engine-generator set by means of a mounting
bracket.
The fuel is supplied via the inlet connection (1) to the filter bowl (4), where it flows through the filter element from
outside to inside and is filtered. The cleaned fuel then passes through the outlet connection (3).
If the differential pressure between the outlet and the filter bowl exceeds 4 bar, the bypass valve (2) opens and the
fuel emerges unfiltered from the filter.
Any contaminants suspended in the fuel are retained on the outside of the filter element and collect at the bottom of
the filter bowl.
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102 Fuel System
8.4 Single fuel/water separator

The single fuel/water separator is positioned in the intake line of the fuel delivery pump. It removes solid and liquid
contaminants found in the fuel. The single fuel/water separator is reversible and fully back-flushable.
The single fuel/water separator should be installed on the suction side of the fuel system between the fuel feed tank
and the engine mounted fuel lift pump.
Figure 39: Single fuel/water separator

1 Mounting brackets 4 Fuel inlet connection 7 Drain/filter valve
2 Vent plug 5 Bowl with centrifugal filter 8 Fuel outlet connection
3 Filter housing with filter element 6 Water level probe
Technical data
• Water separator and fuel filter for standard diesel fuel
• 5-stage filtration (multi-stage centrifugal system)
• Water level probes
Benefits
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• High efficiency

Fuel System 103
Function
The single fuel/water separator is an individual filter installed in the intake line of the fuel delivery pump. It filters any
solid and liquid contaminants suspended in the fuel. The single fuel/water separator is back-flushable.
The fuel passes through an inlet connection (4), flows through the filter housing (3), centrifugal filter and the bowl (5)
to the filter element (inside 3). There, the fuel flows from outside to inside and is filtered in five stages.
1st stage The fuel is directed by means of a threaded insert in a swirling motion to the lower section of the filter
housing. The centrifugal power created largely separates the liquid and the solid contaminants, which
then sink to the bottom of the bowl.
2nd stage When the direction of flow in the bowl is reversed, further amounts of liquid and solid contaminants
are separated.
3rd stage The fuel passes between the bowl's inner side and the threaded insert outer jacket and is guided by
spoilers and extraction ducts. The continued centrifugal effect separates more fluid and solid
contaminants, which collect on the guide lines and drop via the return ducts to the bottom of the bowl.
4th stage Still swirling, the fuel reaches a fillet in the bottom section of the filter housing. In the fillet, the remaining
fluid and solid contaminants merge forming larger particles. When a certain size is reached, these
contaminants sink and are likewise directed to the bottom of the bowl via the return ducts.
5th stage The fuel now flows through the paper filter element from the bottom upwards. Fine particles of water
and contaminants remaining in the fuel are filtered out in the filter element.
Table 15: Filter stages
The cleaned fuel then passes through the outlet connection (8).
The water level can be monitored by means of an optional water level probe (6) inserted in the bowl (5). If the water
level rises above the probe, a warning signal is transmitted to the alarm system.
By venting (2) the filter and draining (7) the contaminants and water from the bowl, the filter element can be flushed
in the opposite flow direction and again cleaned.
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104 Fuel System
8.5 Dual fuel/water separator

The dual fuel/water separator is accommodated in the intake line of the fuel delivery pump. It removes solid and liquid
contaminants found in the fuel. The dual fuel/water separator is reversible and fully back-flushable.
The dual fuel/water separator should be installed on the suction side of the fuel system, between the fuel feed tank
and the engine mounted fuel lift pump.
Figure 40: Dual fuel/water separator

1 Mounting brackets 6a Filter housing with filter element– 7b Bowl with centrifugal filter – left side
2 Vent plug right side 8b Water probe – left side
3 Diverter lever 7a Bowl with centrifugal filter – right side 9b Drain/filter valve – left side
4 Fuel outlet connection 8a Water probe – right side
5 Fuel inlet connection 9a Drain/filter valve – right side
6b Filter housing with filter element– left
side
Technical data
• Duplex filter, switchable
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• Water separator and fuel filter for standard diesel fuel

• 5-stage filtration (multi-stage centrifugal system)
• Water level probes

Fuel System 105
Benefits
• High efficiency
• Replacement of filter while engine is running
Function
This dual fuel/water separator is a duplex filter consisting of two single filters, where the second filter element is
redundant. The filter that operates depends on the diverter lever's (3) position. The filter bowls can be taken out of
service alternately by appropriately positioning the three-way valve. This enables the filter element of one filter bowl
to be replaced and the bowl to be cleaned while engine is running.
The fuel is supplied via the inlet connection (5), flows through the filter housing (6a/6b), centrifugal filter and the bowl
(7a/7b) to the filter element (inside 6a/6b). There, the fuel flows from outside to inside and is filtered in five stages.
1st stage The fuel is directed by means of a threaded insert in a swirling motion to the lower section of the filter
housing. The centrifugal power created largely separates the liquid and the solid contaminants, which
then sink to the bottom of the bowl.
2nd stage When the direction of flow in the bowl is reversed, further amounts of liquid and solid contaminants
are separated.
3rd stage The fuel passes between the bowl's inner side and the threaded insert outer jacket and is guided by
spoilers and extraction ducts. The continued centrifugal effect separates more fluid and solid
contaminants, which collect on the guide lines and drop via the return ducts to the bottom of the bowl.
4th stage Still swirling, the fuel reaches a fillet in the bottom section of the filter housing. In the fillet, the remaining
fluid and solid contaminants merge forming larger particles. When a certain size is reached, these
contaminants sink and are likewise directed to the bottom of the bowl via the return ducts.
5th stage The fuel now flows through the paper filter element from the bottom upwards. Fine particles of water
and contaminants remaining in the fuel are filtered out in the filter element.
Table 16: Filter stages
The cleaned fuel then passes through the outlet connection (4).
The water level can be monitored by means of an optional water level probe (8a/8b) inserted in the bowl (7a/7b). If
the water level rises above the probe, a warning signal is transmitted to the alarm system.
A pressure gauge, located at the fuel outlet, monitors the pressure differential between new-status pressure and
deviating pressure during operation.
By venting (2) the inoperative individual filter and draining (9a/9b) the contaminants and water from the bowl, the filter
element can be flushed in the opposite flow direction and again cleaned.
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106 Fuel System
8.6 Fuel cooler

The very high injection pressure in the engine leads to an increase of the fuel temperature when the unused fuel is
depressurized and sent back to the tank via the return line. This can result in extremely hot return fuel that may exceed
the material limitations of the day tank and the injection equipment.
A fuel cooler reduces the fuel temperature in the fuel return line and in the day tank.
The following figure shows the fuel cooler in front and side view.
Figure 41: Fuel cooler

1 Fuel cooler housing 4 Heat exchanger a Fuel (filled arrows)
2 Fuel outlet connection 5 Fuel inlet connection b Air (clear arrows)
3 Electric motor 6 Radial fan with fan guard
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Fuel System 107
Technical data
• Types: OK-EL3H (for 12V) and OK-EL4H (for 16/20V)
• Radial fan with a high level of efficiency, driven by an electric motor
• Heat exchanger made from pressure- and heat-resistant aluminium
• Cooling capability (at 580 l/h volume flow rate):
• OK-EL3H: 0.195 kW/K, with 1,800 m3/h airflow and 84 dB(A) noise level
• OK-EL4H: 0.3 kW/K, with 1,700 m3/h airflow and 75 dB(A) noise level
• Max. operating temperature: 130° C (266° F)
• Max. operating pressure: 16 bar
• Proofed accordingly to EN 1058
• Electric motor:
• 50/60 Hz; 230/400 V or 260/440 V
• CE marked
• Protection class: IP 55
Benefits
• Increase of plant safety due to reduction of fuel temperature in the day tank
• Reduces need for additional coolant, therefore, reduces costs
Function
The fuel cooler is mounted in the fuel return line between engine and fuel tank.
The unused, heated fuel (a) flows through the fuel inlet connection (5) into the heat exchanger (4). Air (b) drawn by a
radial fan (6) across an aluminum matrix dissipates heat from the fuel as it passes through the heat exchanger (4),
made of a series of tubes. The air-cooled fuel is then redirected to the fuel tank via the fuel outlet connection (2).
The radial fan (6) is driven by an electric motor (3). The air (b) is taken drawn into the the fuel cooler housing (1) by
means of rotating fan blades. After cooling the fuel in the heat exchanger, the warmed air leaves the fuel cooler via
the fan guard.
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108 Fuel System
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Electrical System 109
9 Electrical System
9.1 Starter batteries
Starter batteries are necessary to start the engine-generator set. The highest cranking capacity for S4000 engine-
generator sets is ensured by using a combination of four/six 12 V DC batteries arranged in a series-parallel
combination. This will provide the necessary 24 V system voltage.
The figure shows a typical lead-acid starter battery with six cells.
Figure 42: Starter battery

1 Battery block with 6 cells 2 Cell cap 3 Battery terminals (+ and –)
Technical data
• 12 V batteries type COM-8D-P, lead-acid:
• For 12/16 V 4000 engines: Set of four batteries
• For 20 V 4000 engines: Set of six batteries
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• Cold cranking amperes at -18° C (0° F): 1,300 A

• Very low self-discharge rate

110 Electrical System
Benefits
• Immediate start of the engine-generator set due to high quality batteries
• Large tolerance for low ambient temperatures
• Automatic recharge by the engine-driven charging system
• Best battery performance and longest battery life with optional battery charger control system
• Easy installation and maintenance
• Rechargeable
Function
The batteries are connected to the starter. If the start of the engine-generator set is requested, the control panel tells
the starter to operate. The starter itself engages the batteries for DC electricity to supply power to start the engine-
generator set.
After the engine is running, the power supply by the batteries stops. The lost capacity (discharge amount) will be filled
by an automatic recharge by the engine-driven alternator during engine operation.
All starter batteries of an engine-generator set must be of equal size and cold cranking amperes.
SLI batteries have a relatively low degree of discharge on each use. Once the engine is started, the batteries are
recharged by the engine-driven alternator.
The battery charger monitors the batteries' status and helps to keep the batteries in excellent working condition for a
long time.
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9.2 Battery charger

A battery charger monitors and charges the batteries and displays the battery status.
Precise charging and temperature compensation assure the correct battery charge under all conditions.
The figure shows the battery charger with details of the diagnostic display for engine-generator sets with control version
1, 2, 3, or 4.
Figure 43: Battery charger

1 Mounting bracket 6 RED for excessive battery voltage 11 RED for open, wrong voltage, or
2 Battery charger box 7 GREEN for temperature-corrected reversed battery
3 Diagnostic display charge voltage 12 RED for low battery voltage
4 DC Volt/Ampere meter display 8 GREEN for normal AC input 13 RED for low or missing AC input
5 RED for internal charge failure 9 GREEN for normal voltage (float 14 Meter mode selector
charge)
10 YELLOW for boost voltage (fast
charge)
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Technical data
• c(UL)us listed to UL 1236
• CE marked (50/60 Hz units) to EN 60335
• Single phase input: 120, 208–240 V AC
• DC output: 24 V nominal
• Operating temperature: -40° to 60° C (-40° to 140° F);
meets full specification from -20° to 45° C (-4° to 113° F)
• Humidity 5 to 95%, non-condensing
• Vibration resistance to UL 991, Class B
• Lightning transient immunity to ANSI/IEEE C62.41 Cat. Band EN 50082-2 heavy industrial
Benefits
• Easy field adjustments for any battery
• Complete system status and diagnostics
• Enabled or disabled automatic fast charging
• Enabled or disabled automatic temperature compensation, or installation of optional remote temperature sensor
• Dead battery charge feature
• Worldwide operating voltage and frequency ranges
• Float and boost voltage electronically controlled with a fast charge program
Function
Float and boost voltage are selectable at install per specific battery vendor recommendations. Remote temperature
compensation is responsible for accurate float and boost voltage control and to match the negative temperature
coefficient of the battery. The output voltage will increase slightly as the temperature decreases and vice versa.
The output voltage is clamped at 0° and 40° C (32° and 104° F) to protect against extremely high or low output voltage.
The battery charger can operate in automatic 4-rate fast charge program, so float and boost voltage are electronically
controlled.
Display and alarm system
The display and alarm system gives the complete system status and diagnostics available. Optional alarm system
"C" exceeds NFPA-110 requirements The digital meter works accurate to +2% voltage and +5% amperes.
The battery charger issues a battery fault alarm if:
• Battery disconnected or polarity reversed,
• Mismatched charger/battery voltage,
• Open charger to battery connection,
• Open battery cell or excessive internal resistance.
Charger protection
The charger is protected from the following faults and installation errors:
• Reverse battery connection
• Powering up into a shorted battery
• Powering up with the wrong voltage setting (24 V charger with 12 V battery)
• Powering up into an open battery (battery not connected)
• Internal power component failures
• Overheating (over temperature output power reduction)
• Protected against power line transients and surges
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9.3 Battery charger

The battery charger (a DC power supply) monitors and charges the batteries.
The figure shows the battery charger for engine-generator sets with control version 5 or 6.
Figure 44: Battery charger

1 Battery charger box 4 DC output -V 7 AC neutral input
2 Mounting DIN rail 5 LED indicator for DC ON (power on) 8 AC phase input
3 DC output +V 6 Ground
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Technical data
• Protection:
• Short circuit protection
• Overvoltage protection
120 to 150% of rated DC output voltage (30 to 36 V DC)
Protection type: shutdown output voltage; re-power on to recover
• Overload protection
105 to 150% of rated output power
Protection type: constant current limiting; auto recovery after fault condition is removed
• Overtemperature protection
100° C ±5° C (212° F ±9° F), TSW1, detect on heat sink of power transistor
Protection type: shutdown output voltage; auto recovery after temperature goes down
• Installed on DIN rail TS35/7.5 or 15
• LED indication for POWER ON
• Cooling by free air convection
• Worldwide operating voltage and frequency ranges
• Safety standards UL508; UL60950-1; TUV EN60950-1 approved
• EMC standards EN55011; EN55022 Class B; EN55024; EN61000-3-2,3; EN61000-4-2,3,4,5,6,8,11; ENV50204
• Lightning transient immunity to EN61000-6-2 (EN 50082-2) heavy industrial
Operating power
DC output voltage: 24 V nominal
Rated current: 10 A
Rated power: 240 W
Set time / rise time / hold up time @100% load and 230 V AC: 800 ms / 40 ms / 24 ms
AC input voltage range: 85 to 264 V AC
Built in power factor correction (PFC) circuit @100% load and 230 V AC: 0.96
Temperature: Operating @100% load and 230 V AC: -10° to 55° C (14° to 131° F)
Operating @60% load and 230 V AC: -10° to 70° C (14° to 158° F)
Storage: -20° to 85° C (-4° to 185° F)
Relative humidity: Operating: 20 to 90%, non-condensing
Storage: 10 to 95%
Temperature coefficient: ±0.03%/°C at 0 to 50° C (32 to 122° F)

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Vibration: 10 to 500 Hz, 2 G for 10 min./1 cycle, 60 min. each axis

9.4 Circuit breakers

Circuit breakers are electrical switches designed to protect electrical systems from damage caused by overloads,
short circuits, and ground faults. All circuit breakers open (break) and close a circuit by nonautomatic means and open
(break) the circuit automatically on a predetermined overcurrent. Electronic trip case circuit breakers use an electronic
trip system to signal the circuit breaker to open automatically.
The figure shows an NW-type circuit breaker.
Figure 45: Circuit breaker NW-type

1 Release key 4 Opening push button 7 Trip unit
2 Circuit breaker case 5 Closing push button
3 Handle 6 Open/Close indicators
Technical data
• Brand: Square-D, 100% rated; 600 V, electronic trip circuit breakers
• 3-/4-pole, insulated case
• Electrically-operated and manually-operated circuit breakers
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• Protection with Micrologic trip unit 5.0A

• UL489 and IEC 60947-2 available
• Meets CSA C22.2 No.5-02 and NOM/NMX requirements; CE approved
• Shunt trip (opening release), 24 V DC
Options
Undervoltage trip, 24 V DC

Fan excitation included in the circuit breakers cabinet:

• Connection for electrical fans (boosted by generator voltage)
• Maximum two drive levels for the fans depending on coolant temperature
Benefits
• Flexible connection capabilities
• High interrupting ratings and field-installable accessories in a small package
Function
Manually-operated circuit breakers
Circuit breakers have a single operating handle (3 (→ Figure 45)) that acts directly through the operating mechanism
against the contact blades. Multi-pole circuit breakers have a common trip bar for positive action of all poles on manual
and automatic operation. These circuit breakers have a trip-free mechanism that allows them to trip even though the
operating handle may be restricted (by a handle operating mechanism or padlock attachment) in the I (ON) position.
If not restricted, the operating handle moves to a position between I (ON) and O (OFF) when the circuit breaker is
tripped.
The face of the manually-operated circuit breakers is marked with standard ON/OFF and international I/O markings
to indicate handle position. In addition, the I (ON) portion of the circuit breaker handle is color-coded green.
Electrically-operated (motorized) circuit breakers
NW-type circuit breakers are available with a two-step stored-energy mechanism which can be charged manually with
the handle (3) or using a motor. The closing time is less than five cycles. Closing and opening operations can be
initiated by remote control or by push buttons (5) and (6) on the front cover. An O-C-O (open-close-open) cycle is
possible without recharging. The face of electrically-operated circuit breakers is also marked ON/OFF and I/O, and
equipped with position indicators (7) to show contact position.
Push-to-trip button
The push-to-trip button located on the face of each manually-operated circuit breaker is a standard feature. It provides
the ability to manually trip the circuit breaker without risking exposure to live parts. During normal ON-OFF operation,
the handle opens and closes the circuit breaker contact but does not exercise the tripping mechanism. The push-to-
trip button can be used to exercise the circuit breaker mechanism and to check the auxiliary and alarm switch circuits.
Opening and undervoltage releases
The opening voltage release 24 V DC (standard) instantaneously opens the circuit breaker when energized. The
supply can be maintained or automatically disconnected.
As an option, an additional undervoltage trip 24 V DC can be integrated. The undervoltage trip instantaneously opens
the circuit breaker when its supply voltage drops to a value between 35% and 70% of its rated voltage. If the
undervoltage trip is not energized, it is impossible to close the circuit breaker, either manually or electrically. An attempt
to close the circuit breaker produces no movement of the main contacts. Closing is allowed when the supply voltage
of the undervoltage trip reaches 85% of rated voltage.
Trip system
Trip units are designed to protect power circuits and loads.
The trip system causes the circuit breaker to open automatically under overload, short-circuit or equipment ground-
fault conditions. Electronic trip circuit breakers give the customer more versatility to achieve coordination with features
such as adjustable instantaneous pickup and high withstand ratings.
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Micrologic electronic trip system

Micrologic 5.0A trip units protect power circuits and provide current measurements, overload protection, and short-
circuit protection.
The figure shows a Micrologic trip unit 5.0A.

Figure 46: Circuit breakers − Micrologic trip unit 5.0A

1 Indications of tripping cause (LED) 6 Alarm indicator "Overload" (LED) 11 Long-time rating plug screw
2 Test lamp (LED) and reset 7 Cover for adjustment dials 12 Instantaneous pickup
3 Digital LCD screen 8 Adjustment dials 13 Test connector
4 Three-phase bar graph and ammeter 9 Long-time current setting and tripping
5 Navigation/value set and confirm delay
buttons 10 Short-time pickup and tripping delay
The Micrologic 5.0A trip unit measures the true RMS value of currents. It provides continuous current measurement
from 0.2 to 20 x In with an accuracy of 1.5% (including sensors). A digital LCD screen continuously displays the most
heavily loaded phase (Imax) or displays the Ia, Ib, Ic, Ig stored current and setting values by repeatedly pressing the
navigation button.
The Micrologic trip systems consist of a set of current transformers (CTs or sensors) to sense current, a trip unit to
evaluate the current, and a tripping solenoid (tripping coil) to trip the circuit breaker. The tripping coil is a flux transfer
solenoid that requires no external power source. All Micrologic protective functions are completely fault powered.
Features found in Micrologic electronic trip circuit breakers, such as adjustable rating plugs, adjustable long-time
pickups and 100% ratings also provide capacity for future growth.
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The integral equipment ground-fault sensing capabilities available with Micrologic trip systems mean that there are
fewer parts and pieces to purchase, mount and wire. These capabilities include integral ground-fault protection for
equipment, which causes the circuit breaker to trip when a ground fault is detected, as well as integral ground-fault
alarm, which does not trip the circuit breaker but sends an alarm when a ground fault is detected.
Adjustable rotary switches on the trip unit allow the user to set the proper overcurrent or equipment ground-fault current
protection required in the electrical system. If current exceeds a set value for longer than its set time delay, the trip
system opens the circuit breaker. Alarms may be programmed for remote indications. Measurements of current,
voltage, frequency, power, and power quality optimize continuity of service and energy management.

9.5 Automatic transfer switch Series 300 – General information

An Automatic transfer switch (ATS) monitors the normal power supply and senses any interruptions. In case the utility
power fails, the ATS switches to emergency transfer and automatically starts the engine-generator set. After the
generator has reached proper voltage and frequency, the ATS transfers the load within a matter of seconds after the
power failure occurs.
When the utility power has been restored, the ATS automatically switches the load back, and after a time delay, it
initiates the engine shut down.
ATS Series 300

The centerpiece of an ATS Series 300 is the microprocessor controller. It is used with all sizes of power transfer
switches and includes, as standard, all of the voltage, frequency, control, timing and connectivity functions required
for most emergency and standby power applications. The microprocessor controller is located inside of the door; its
panel is front accessible.
The figure shows as example the enclosure of a 200 A rated ATS but is also valid for ATS with different switch ratings.
Figure 47: ATS Series 300 – Enclosure and panel

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1 ATS enclosure 3 Indicators (LEDs)

2 Control and display panel 4 Push buttons for test runs, exercises,
bypasses
Benefits
• Continuous protection and monitoring 24 hours a day, seven days a week
• Automatic test programs keep the engine-generator set ready to start

Standard features
Voltage and frequency sensing
• Adjustable three-phase, close-differential voltage sensing on normal source
• Normal source pickup voltage is adjustable from 90 to 95% of nominal;
dropout is adjustable from 70 to 90% of nominal
• Emergency source pickup voltage is fixed at 90% of nominal;
dropout is fixed at 90% of nominal
• Emergency source pickup frequency is fixed at 95% of nominal;
dropout is fixed at 85% of nominal
Time delays
• Prevention of nuisance starting in case of momentary outages
• Guarantee of smooth load transfer from normal and emergency source and vice versa
Selectable features
• In-phase monitor to transfer motor loads, without any intentional off time, to prevent inrushing currents from
exceeding normal starting levels
• Standard engine exerciser for automatic testing of engine-generator set including control switch for testing with
or without load
• Selective load disconnect, double-throw contact to operate at an adjustable 0 to 20 seconds time delay prior to
transfer and reset 0 to 20 seconds after transfer
• 50 or 60 Hz selectable switch
• Three-phase or single-phase selectable switch
Control and display panel
• Easy to read flush-mounted panel
• LEDs to indicate:
• Transfer switch position (Normal/Emergency)
• Accepted source (Normal/Emergency)
• Engine exerciser status
• Push buttons to activate:
• Transfer test
• Time-delay bypass
• Engine exerciser
For further information to the display operations, please refer to (→ Page 123).
Function
The ATS works in true double-throw operation: The single solenoid design is inherently interlocked and prevents
contacts from stopping between sources or from being in contact with both sources at the same time.
Unique single-solenoid operator derives power to operate from the source to which the load is being transferred to
avoid transferring loads to a dead source. An adjustable time-delay prevents switch from being activated due to
momentary utility power outages and generator dips.
Time delays
Different (adjustable) time delays prevent from nuisance starting in case of momentary outages and ensure a smooth
load transfer from normal and emergency source and vice versa. The time delays can be set during ATS installation
or service. The table below gives an overview of the available time delays.
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Time delay Meaning Adjustment range
"Transfer to emergency" Controlled timing of load transfer to Emergency 0 to 5 minutes;

Bypassing allowed

"Re-transfer to normal" Controlled timing of load re-transfer to Normal 1 second to 30

minutes;
Bypassing allowed
"Unloaded running" Time for cool-down 5 minutes
"Momentary normal source outages" Time on dropout to override momentary outages 1 or 3 seconds
and prevent nuisance starting of engine-generator
set
"Momentary emergency source Time to ignore momentary voltage and frequency 4 seconds
outages" transients during initial engine-generator set
loading (start)
Table 17: Time delay options
Load transfer to emergency source

The ATS with built-in control logic monitors the normal power supply and senses any interruptions.
The sequence for load transfer to emergency source begins automatically when normal source voltage falls below
the preset dropout point. An undervoltage condition on any phase of the normal source is detected by the sensor.
When the normal source voltage fails, the 1 or 3 seconds "Momentary normal source outage" time delay starts to
override momentary outages and prevent nuisance starting of the engine-generator set.
If the normal source voltage returns above the sensor dropout setting before the time delay expires, the sequence for
load transfer to emergency is stopped.
If the normal source voltage does not return above the sensor dropout setting before the time delay expires, the ATS
signals the engine-driven generator to start. At the same time, a voltage and frequency sensor begins monitoring the
emergency source. The sensor will accept the emergency source only when both voltage and frequency reach preset
pickup points. Usually about ten seconds elapse from dropout to acceptance by the sensor. This time span occurs
because the engine-generator set must crank, start, and run up to nominal pickup points.
When the emergency source is accepted by the sensor, the adjustable (0 to 5 min.) timing cycle "Transfer to
emergency" delay starts. For an immediate transfer, the BYPASS TIME DELAY push button must be pressed.
After that, the transfer switch supplies the load from the emergency source. The transfer switch will remain in the
Emergency position until the normal source is restored.
Load re-transfer to normal source
The sequence for load re-transfer to the normal source automatically begins when the voltage sensor detects
restoration of the normal source. The voltage level must rise above the preset pickup point on all phases before the
sensor will accept the normal source.
When the normal source is accepted by the sensor, the adjustable (1 sec. to 30 min.) timing cycle "Re-transfer to
emergency" delay starts. For an immediate re-transfer, the BYPASS TIME DELAY push button must be pressed.
The delay insures that the normal source has stabilized before re-connection of vital loads. If the normal source voltage
falls below the present dropout point before the time delay expires, the timing cycle is reset to zero, and the sequence
for load re-transfer to normal is stopped.
If the emergency source fails for more than 4 seconds during the timing cycle, the load is immediately re-transferred
to the normal source, if that source is acceptable. The transfer switch is now supplying the load from the normal sourc
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again.
After re-transfer to the normal source, the 5 minutes "Unloaded running" time delay begins to keep the engine running
for a cool-down period. After the cool-down period, the ATS signals the engine-generator set to shut down. All circuits
are reset for any future normal source failure.

Transfer tests and exercises

The same mechanism for starting the engine-generator set, transferring the load, and stopping the engine-generator
set occurs for manual transfer tests and automatic exercises. For further information to test runs and exercises, please
refer to (→ Page 123).
Technical data
• Type: Series 300
• UL 1008 and CSA 22.2
• NFPA 110 and NEC
• 30 to 3,000 A
• Single- or three-phase system
• Three or four pole counts
• True double-throw operation
• Unique single-solenoid operator
• Wall or floor mounted
Each model of an ATS is characterized by an identification number composed of seven sections.
The identification number is defined by the technical data of the model and located on the nameplate of the ATS.
Series Neutral Phase poles Amperes Voltage Controller Enclosure
300 3 1200 J 1 C
ATS Series, design Solid Three poles 1200 A 400 V Standard Type 1
Table 18: Exemplary composition of the identification number of ATS
Codes for Neutral: B – Switched

[blank] – Solid
Codes for Phase poles: 2 – Two poles (single-phase)

3 – Three poles (three-phase)
Codes for Voltage: C – 208 V

D – 220 V
E – 230 V
F – 240 V
H – 380 V
J – 400 V
K – 415 V
L – 440 V
M – 460 V
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N – 480 V
P – 550 V
Q – 575 V
R – 600 V

Codes for Controller: 1 – Standard

1X – If optional accessories are ordered
Codes for Enclosure: C – Type 1

F – Type 3R
G – Type 4
H – Type 4X
L – Type 12
M – Type 3R (secure)
N – Type 4 (secure)
[blank] – Open type
Table 19: Key to codes in ATS identification numbers
Display operations
The front-accessible control and display panel informs about the power (transfer) status and allows to initiate manual
transfer tests and automatic exercises, and to bypass the programmed time delays.
For further information to the display operations, please refer to (→ Page 123).
Parameter adjustment and control features

For a detailed description of how to adjust parameters (e.g. time delays) and about control features, please refer to
the MTU Onsite Energy page on the Business Portal. There you can also find further information to additional
accessories, network connections, and connectivity products.
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9.6 Automatic transfer switch Series 300 – Display operations

Display panel
The ATS Series 300 control and display panel provides LED indicators for power transfer position and source
availability and push buttons for tests, exercises, and time delay bypasses.
Figure 48: ATS Series 300 – Display operations

1 "Normal transfer switch position" 4 "Emergency source accepted" 7 BYPASS TIME DELAY push button
indicator indicator 8 TRANSFER TEST push button
2 "Emergency transfer switch position" 5 "Set engine exerciser" indicator
indicator 6 SET ENGINE EXERCISER push
3 "Normal source accepted" indicator button
Panel LED indicators
No.* LED Indication if LED flashes
1 Normal transfer switch position Utility power supply.

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2 Emergency transfer switch position Utility power failed and engine-generator set is running
to provide power.
3 Normal source The normal power supply is stable (again).

4 Emergency source The emergency power supply is stable (the generator

has reached proper voltage and frequency).
5 Set engine exerciser • Blinks rapidly: The SET ENGINE EXERCISER

push button is held. The exercise starts now.
• Blinks slowly: The exercise period has started.
The engine-generator set runs and dependent on
the exercise program, load transfers to
Emergency or not.
Slowly blinking occurs also during generator cool-
down time.
• Flashes continuously: The engine-generator set
is stopped and the exerciser is enabled for weekly
operation.
• Does not flash: The engine-generator set is
stopped an the exerciser is disabled.

Panel push buttons
No.* Button Result
6 SET ENGINE EXERCISER Starts immediately a 20-minutes exercise period, if

pressed for at least 5 seconds, and then at the same time
weekly thereafter.
Dependent on how the exercise was programmed, the
load will transfer to Emergency (exercise with load) or
not (exercise without load).
7 BYPASS TIME DELAY • Bypasses the "Transfer to emergency" delay for

immediate load transfer if a manual test run was
started.
• Bypasses the "Re-transfer to normal" delay for
immediate re-transfer if normal source is stable
again.
• Cancels an active exercise period.
If the exercise was programmed with load
transfer, the load re-transfers to Normal and the
generator runs without load for 5 minutes cool-
down.
If the exercise was programmed without load
transfer, the engine-generator set stops
immediately.
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8 TRANSFER TEST Starts a manual transfer test run, if pressed for 15

seconds.

Displaying power and load (re-)transfer status

If normal utility power supply is available and stable, "Normal transfer switch position" indicator (1) and "Normal source
accepted" indicator (3) flash.
When the utility power fails, the ATS automatically starts the engine-generator set. The "Normal source accepted"
indicator (3) goes out and the "Emergency source accepted" indicator (4) flashes.
After the generator has reached proper voltage and frequency, the ATS transfers the load to Emergency. This happens
in a matter of seconds after the power failure occurs. The "Normal transfer switch position" indicator (1) goes out and
the "Emergency transfer switch position" indicator (2) flashes.
During emergency power supply is available and stable, "Emergency source accepted" indicator (4) and "Emergency
transfer switch position" indicator (2) flash.
When the utility power has been restored and is stable, the ATS automatically switches the load back to Normal. The
indicators (2) and (4) go out and the indicators (1) and (3) flash again. After the "Unloaded running" time delay, the
ATS initiates the engine-generator set shut down.
During normal utility power supply is available and stable, "Normal transfer switch position" indicator (1) and "Normal
source accepted" indicator (3) flash.
Manual test runs

The control panel offers also a manual test run.
As preconditions, the engine-generator set must be ready for operation and in AUTO mode.
By pressing the TRANSFER TEST push button (8) for 15 seconds, a drop or outage of voltage is simulated: The
engine-generator set will be started and the load will be transferred to emergency. The "Transfer to emergency" time
delay can be bypassed by pressing the BYPASS TIME DELAY push button (7).
The transfer switch will remain on emergency until the "Re-transfer to normal" delay times out. The "Re-transfer to
normal" time delay can be bypassed by pressing the BYPASS TIME DELAY push button (7).
Automated weekly exercise

Once installed, the ATS runs a weekly exercise for the engine-generator set with or without load transfer.
If the "Set Engine Exerciser" indicator (5) flashes continuously, these weekly exercises are enabled.
To start the exercise immediately, the SET ENGINE EXERCISER push button (6) must be pressed for at least
5 seconds ("Set Engine Exerciser" indicator (5) blinks rapidly). The exercise starts ("Set Engine Exerciser" indicator (5)
blinks slowly) and weekly at the same time thereafter.
Weekly exercises with load transfer are recommended.
Parameter adjustment and options

For a detailed description for adjusting parameters (e.g. time delays, sensor sensibility) and setting options (e.g. load
transfer yes/no), please refer to the MTU Onsite Energy page on the Business Portal. Further information on additional
accessories, network connections, and connectivity products is also provided.
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9.7 Automatic transfer switch Series 7000 – General information

An ATS monitors the normal power supply and senses any interruptions. In case the utility power fails, the ATS
switches to emergency transfer and automatically starts the engine-generator set. After the generator has reached
proper voltage and frequency, the ATS transfers the load within seconds after the power failure occurs.
When the utility power has been restored, the ATS automatically switches the load back, and after a time delay, it
initiates the engine shut down.
ATS Series 7000

The centerpiece of an ATS Series 7000 is the microprocessor controller (Power Control Center). It is used with all
sizes of power transfer switches and includes, as standard, all of the voltage, frequency, control, timing and
connectivity functions required for most emergency and standby power applications. The Power Control Center is
located inside of the door; its panel is front accessible.
The figure shows as example the enclosure of a 260 A rated ATS but is also valid for ATS with different switch ratings.
Figure 49: ATS Series 7000 – Enclosure

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1 ATS enclosure 4 Field connections terminal block 7 Power connections

2 Transfer control and display panel 5 Transfer control and display, rear 8 Transfer switch
3 Power control center panel side
6 Power control center

Benefits
• Continuous protection and monitoring 24 hours a day, seven days a week
• Automatic test programs keep the engine-generator set ready to start
• Switched or overlapping neutral options provide for reliable operation of ground fault protection systems and
reduction of voltage transients from unbalanced load switching
Standard features
Power Control Center
• Easy access to detailed information on:
• System status and power source parameters
• Voltage, frequency and time delay settings
• Historical event log and statistical system diagnostics
• A four-line, 20 character LCD has a backlit display which enables easy viewing under all conditions
• Navigation through all screens using only six buttons which also allows the selection of:
• 18 different source parameter settings
• 16 standard time delays
• Twelve standard feature settings
• Up to seven independent engine exercise routines (with or without load, daily, weekly, bi-weekly or monthly)
• The display language (e.g. English, German, French, Spanish, Portuguese)
Settings are password-protected to prevent unauthorized settings.
Voltage and frequency sensing
• Adjustable three-phase, close-differential voltage sensing on normal source
• Normal and emergency source pickup voltages are adjustable from 85 to 100% of nominal;
dropout voltages are adjustable from 70 to 98% of nominal
• Normal and emergency source pickup frequencies are adjustable from 90 to 100% of nominal;
dropout frequencies are adjustable from 85 to 98% of nominal
• Normal and emergency overvoltage trips: 102 to 115%
• Normal and emergency overfrequency trips: 102 to 110%
• Normal and emergency voltage unbalance
Time delays
• Prevention of nuisance starting in case of momentary outages
• Guarantee of smooth load transfer from normal and emergency source and vice versa
For a detailed description of the time delays, please refer to section "Function”.
Transfer control switch and indicating LEDs
• Easy to read flush-mounted panel
• 3-positions transfer control switch (Automatic/Test/Reset delay bypass)
• Indicating LEDs:
• Transfer switch position (Normal/Emergency)
• Accepted source (Normal/Emergency)
Function
The ATS works in true double-throw operation: The single solenoid design is inherently interlocked and prevents
contacts from stopping between sources or from being in contact with both sources at the same time.
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Unique single-solenoid operator derives power to operate from the source to which the load is being transferred to
avoid transferring loads to a dead source. An adjustable time-delay prevents switch from being activated due to
momentary utility power outages and generator dips.
Time delays
Different (adjustable) time delays prevent from nuisance starting in case of momentary outages and ensure a smooth
load transfer from normal and emergency source and vice versa. The time delays can be set during ATS installation
or service. The table below provides an overview of the available time delays.

Time delay Meaning Adjustment range
"Transfer to emergency" Controlled timing of load transfer to Emergency 0 to 60 minutes
"Re-transfer to normal" Controlled timing of load re-transfer to Normal 0 to 60 minutes;

Bypassing allowed;
For tests: up to 10
hours
"Unloaded running" Time for cool-down 0 to 60 minutes
"Momentary normal source outages" Time on dropout to override momentary outages 0 to 6 seconds
and prevent nuisance starting of engine-generator
set
"Momentary emergency source Time to ignore momentary voltage and frequency 0 to 6 seconds
outages" transients during initial engine-generator set
loading (start)
Table 20: Time delay options ATS Series 7000
Load transfer to emergency source

The ATS with built-in control logic monitors the normal power supply and senses any interruptions.
The sequence for load transfer to emergency source begins automatically when normal source voltage falls below
the preset dropout point. An undervoltage condition on any phase of the normal source is detected by the sensor.
When the normal source voltage fails, the 0 to 6 seconds "Momentary normal source outage" time delay starts to
override momentary outages and prevent nuisance starting of the engine-generator set.
If the normal source voltage returns above the sensor dropout setting before the time delay expires, the sequence for
load transfer to emergency is stopped.
If the normal source voltage does not return above the sensor dropout setting before the time delay expires, the ATS
signals the engine-driven generator to start. At the same time, a voltage and frequency sensor begins monitoring the
emergency source. The sensor will accept the emergency source only when both voltage and frequency reach preset
pickup points. Usually about ten seconds elapse from dropout to acceptance by the sensor. This time span occurs
because the engine-generator set must crank, start, and run up to nominal pickup points.
When the emergency source is accepted by the sensor, the adjustable (0 to 60 min.) timing cycle "Transfer to
emergency" delay starts.
After that, the transfer switch supplies the load from the emergency source. The transfer switch will remain in the
Emergency position until the normal source is restored.
Load re-transfer to normal source
The sequence for load re-transfer to the normal source automatically begins when the voltage sensor detects
restoration of the normal source. The voltage level must rise above the preset pickup point on all phases before the
sensor will accept the normal source.
When the normal source is accepted by the sensor, the adjustable (0 to 60 min.) timing cycle "Re-transfer to
emergency" delay starts. For an immediate re-transfer, the Transfer Control switch on the Transfer control and display
panel must be switched to "Re-transfer Delay Bypass" position.
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The delay insures that the normal source has stabilized before re-connection of vital loads. If the normal source voltage
falls below the present dropout point before the time delay expires, the timing cycle is reset to zero, and the sequence
for load re-transfer to normal is stopped.
If the emergency source fails for more than the adjustable "Momentary emergency source outages" time (standard
0 to 6 seconds) during the timing cycle, the load is immediately re-transferred to the normal source, if that source is
acceptable. The transfer switch is now supplying the load from the normal source again.

After re-transfer to the normal source, the adjustable (0 to 60 min.) "Unloaded running" time delay begins to keep the
engine running for a cool-down period. In case of 0 minutes "Unloaded running" time, a cool-down period will not
performed. After the cool-down period, the ATS signals the engine-generator set to shut down. All circuits are reset
for any future normal source failure.
Transfer tests and exercises
The same mechanism for starting the engine-generator set, transferring the load, and stopping the engine-generator
set occurs for manual transfer tests and automatic exercises. For further information to test runs and exercises, please
refer to (→ Page 131).
Technical data
• Type: Series 7000, automatic conventional 2-position transfer switch
• UL 1008 and CSA 22.2
• NEC, CE marked, IEC 60947-6-1 compliant
• 30 to 4,000 A
• Single- or three-phase system
• 50 or 60 Hz selectable
• Three or four pole counts
• True double-throw operation
• Unique single-solenoid operator
• Wall or floor mounted
• Available in open, delayed, closed and closed soft load configurations
• Solid, switched, or overlapping neutral conductor options
Each model of an ATS is characterized by an identification number composed of seven sections.
The identification number is defined by the technical data of the model and located on the nameplate of the ATS.
Series Neutral Phase poles Amperes Voltage Controller Enclosure
7ATS A 3 1200 J 5 C
ATS Series, design Solid Three poles 1200 A 400 V Standard Type 1
Table 21: Exemplary composition of the identification number of ATS
Codes for Neutral: A – Solid

B – Switched
C – Overlapping
[blank] – Solid
Codes for Phase poles: 2 – Two poles (single-phase)

3 – Three poles (three-phase)
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Codes for Voltage: A – 115 V

B – 120 V
C – 208 V
D – 220 V
E – 230 V
F – 240 V
G – 277 V
H – 380 V
J – 400 V
K – 415 V
L – 440 V
M – 460 V
N – 480 V
P – 550 V
Q – 575 V
R – 600 V
Codes for Controller: 5 – Standard

5X – If optional accessories are ordered
Codes for Enclosure: C – Type 1

F – Type 3R
G – Type 4
H – Type 4X
L – Type 12
[blank] – Open type
Table 22: Key to codes in ATS identification numbers
Display operations
The ATS offers two front-accessible panels:
• The transfer control and display panel informs about the power (transfer) status and allows to initiate manual
• The power control center panel informs about the ATS and allows to configure the controller.
For further information to both panels, please refer to (→ Page 131).
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9.8 Automatic transfer switch Series 7000 – Display operations

The ATS offers two front-accessible panels:
• The transfer control anddisplay panel informs about the power (transfer) status and allows to initiate manual
• The power control center (Group 5 controller) informs about the ATS and allows to configure the controller.
Both are described in the following sections.
Transfer control and display panel

The ATS transfer control and display panel provides LED indicators for power transfer position and source availability
and push buttons for tests, exercises, and time-delay bypasses.
Figure 50: ATS Series 7000 – Transfer control and display

1 "Transfer switch connected to Normal" 3 Transfer control switch 5 "Emergency source accepted"
indicator 4 "Normal source accepted" indicator indicator
2 "Transfer switch connected to
Emergency" indicator
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Transfer control switch and LED indicators

The transfer control switch (3) is normally in the initial position. It can be turned left or right to two positions:

• "Transfer Test" position

A turn in this position for 15 seconds starts the transfer test. A drop or outage of voltage is simulated. The engine-
generator set will be started, and the load will be transferred to emergency. The ATS will remain on emergency
until the "Re-transfer to normal" delay times out. The "Re-transfer to normal" time delay can be bypassed (see
"Retransfer delay Bypass" position).
All preconditions and precautions and a detailed description of all steps to execute a transfer test can be find in
the appropriate maintenance tasks.
• "Retransfer Delay Bypass" position
A turn in this position bypasses the "Re-transfer to normal" time delay. After a utility power outage the normal
source is restored and accepted by the sensor, the adjustable (0 to 60 min.) timing cycle "Re-transfer to
emergency" delay starts. For an immediate re-transfer, the transfer control switch must be switched to "Re-
transfer Delay Bypass" position.
1 Transfer switch connected to Normal Utility power supply.
2 Transfer switch connected to Emergency Utility power failed and engine-generator set is running
to provide power.
4 Normal source accepted The normal power supply is stable (again).
5 Emergency source accepted The emergency power supply is stable (the generator
has reached proper voltage and frequency).

Displaying power and load (re-)transfer status
If normal utility power supply is available and stable, "Transfer switch connected to Normal" indicator (1) and "Normal
source accepted" indicator (4) flash.
When the utility power fails, the ATS automatically starts the engine-generator set. The "Normal source accepted"
indicator (4) goes out, and the "Emergency source accepted" indicator (5) flashes.
After the generator has reached proper voltage and frequency, the ATS transfers the load to Emergency. This happens
in a matter of seconds after the power failure occurs. The "Transfer switch connected to Normal" indicator (1) goes
out, and the "Transfer switch connected to Emergency" indicator (2) flashes.
During emergency power supply is available and stable, "Emergency source accepted" indicator (5) and "Transfer
switch connected to Emergency" indicator (2) flash.
When the utility power has been restored and is stable, the ATS automatically switches the load back to Normal. The
indicators (2) and (5) go out, and the indicators (1) and (4) flash again. After the "Unloaded running" time delay, the
ATS initiates the engine-generator set shut down.
During normal utility power supply is available and stable, "Transfer switch connected to Normal" indicator (1) and
"Normal source accepted" indicator (4) flash.
Power control center

The power control center (Group 5 controller) is used for sensing, timing and control functions. This microprocessor-
based controller includes a built-in keypad and a four-line, 20 character LCD display.
All monitoring and control functions can be done with the enclosure door closed for greater convenience. In addition,
TIM ID: 0000000221 - 001
all changes in voltage settings (except for nominal voltage) and time delays can be made through a system of menus.

Figure 51: TS Series 7000 – Power control center

1 Four-line LCD display 3 Enter/save push button 5 Escape push button
2 Up/down arrow push button 4 Left/right arrow push buttons
Display information
The display provides easily access to detailed information on status, settings and data logging.
Status System Status Displays system status in clear, concise language, e.g. normal source is
acceptable and load is connected to normal source.
Source Status Displays voltage for each phase, frequency, phase rotation and voltage
unbalance for both normal and emergency sources.
Time Delay Status Displays time remaining until next control event.
Inphase Transfer Displays the relative phase angle between sources and frequency differential
Mode to indicate the controller is awaiting an inphase condition.
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Settings Voltage and Displays voltage and frequency setting values for normal and emergency
Frequency sources. Voltage pick-up, dropout and trip settings are set in percentage of
Settings nominal voltage and are also displayed in RMS voltage values.
Time Delay Displays set time delays.

Settings
Engine Exerciser Displays the settings of up to seven independent programs (load/no load
selection, flexible run times and daily, weekly, bi-weekly and monthly exercise
routines).
Feature Settings Displays feature settings. Standard features can be activated with the keypad.
As an example, when enabled, the "shed load" option causes the transfer switch
to transfer the load off of the specified source. If desired, the load shed transfer
can be made inphase.
Data ATS Statistics Displays statistical information, e.g. on total number of ATS transfers, number
Logging of transfers caused by power failures, and total days controller has been
energized.
Historical Event Displays detailed information for the last 99 events, including time of
Log occurrence, length of event, date and reason for event.
Push buttons
No.* Button Result
2 Increase/Decrease Value (up/down arrows) The up and down arrow push buttons modify a setting
(setup parameter) while in the settings level screens.
3 Enter/Save Settings The Enter/Save Settings push button move from the
status level to the settings level screens. It also is used
to enter a new setting.
4 Menu Scroll (left/right arrows) The left and right arrow push buttons navigate through
the screens.
5 Esc The Esc push button ignores a change and returns to the
status level.

The navigation through all screens is done by using these six push buttons, which also allows the selection of:
• 18 different source parameter settings
• 16 standard time delays
• Twelve standard feature settings
• Up to seven independent engine exercise routines (with or without load, daily, weekly, bi-weekly or monthly)
• The display language (e.g. English, German, French, Spanish, Portuguese)
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Automated exercises
Up to seven independent engine exercise routines (P1 to P7) can be programmed to run the engine-generator set
automatically. Each routine can be programmed with different parameters for load transfer (with or without), time
schedule (daily, weekly, bi-weekly or monthly), runtime, etc. The engine exerciser settings are normally set at the
factory to the default values but can be changed (password-protected to prevent unauthorized settings).
Once installed, the ATS runs an exercise for the engine-generator set with the parameters set.

Weekly exercises with load transfer are recommended.
Set parameters and options

For a detailed description for setting parameters (e.g. time delays, voltage and frequency, sensor sensibility, engine
exercise routines) and setting options (e.g. load transfer yes/no), please refer to the MTU Onsite Energy page on the
Business Portal. Further information on additional accessories, network connections, and connectivity products is also
provided.
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Base and Mounting System 137
10 Base and Mounting System

10.1 Base and mounting system
The base frame provides support for all components of the engine-generator set. The figure shows a base frame for
engine-generator sets with 12V4000 Gx3 engines.
Figure 52: Engine-generator set base frame with mounts

1 Series 4000; generator cross member 3 Series 4000; engine cross member KS Engine driving end
weldment weldment
2 12V4000 side channel – left and right 4 Vibration-isolator pads
The base frame is a steel structure and consists of two side channels (2) and several cross members (1, 3). The cross
members represent a welded structure and are bolted to the side channels. The cross members are fitted with resilient
mounting elements. These vibration-isolator pads (4), constructed mostly from neoprene, reduce vibrations made by
engine and generator while running.
Technical data
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• Bolted/welded steel structure

• Vibration-isolator pads as resilient mounting elements for engine and generator
Exception: For 60Hz, 20V4000 engine-generator sets, only rigid mounting is available (no vibration-isolator pads).

138 Base and Mounting System
Benefits
• One common base to facilitate engine-generator set transportation
• Easy access to all major components
• Optimization of vibrational characteristics (only with resilient mounting)
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Lube Oil Extraction Pump 139
11 Lube Oil Extraction Pump

11.1 Lube oil extraction pump
The lube oil extraction pump is a vane pump and provides a simple mechanical method to remove the oil from the
crankcase during maintenance.
The figure shows a lube oil extraction pump and, in detail, the cross-section of the vane pump housing.
Figure 53: Lube oil extraction pump

1 Assembly eyes 5 Pump intake from oil pan d Suction chamber
2 Pump outlet to used-oil tank a Vane e Suction valve seat
3 Pump hand lever b Pressure chamber
4 Vane pump housing c Valve plate
Technical data
• Mechanical, semi-rotary hand pump
• Vertical installation position, suction connection at bottom
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Benefit
• Electric pump for servicing not needed
Function

140 Lube Oil Extraction Pump
The lube oil extraction pump is a semi-rotary hand pump. The inner chamber of the pump is divided into suction
chamber (d) and pressure chamber (b) by the vane (a). The suction chamber is subdivided into two chambers by the
suction valve seat (e). All chambers are interconnected by the valve plates (c).
Before using the pump, a used-oil tank has to be established and connected to the pump outlet (2), and the attached
valve has to be opened to allow the oil flowing through the pipe.
When the pump hand lever (3) is actuated, the vane in the housing (4) moves to alternately increase the volume of
one suction chamber and decrease the volume of the opposite chamber. A depression is created in the expanding
chamber. The valve plate in the suction valve seat is lifted and allows oil from the rear oil pan drain into the chamber
via the pump intake (5). In the decreasing suction chamber, the valve plate in the suction valve seat is closed and the
valve plate in the vane is opened. The oil is forced into the pressure chamber and from there via the pump outlet (2)
to the used-oil tank.
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Abbreviations 141
12 Abbreviations
12.1 Abbreviations
Abbreviation Meaning Explanation
AC Alternating Current
ADEC Advanced Diesel Engine Control Engine governor
AGA American Gas Association
AEM Analog Expansion Module Option for Digital Genset Controller
AL Alarm Alarm (general)
ANSI American National Standards Institute
ASTM American Society for Testing and Materials
ATS Automatic Transfer Switch
AVR Automatic Voltage Regulation
AWG American Wire Gauge Unit of the cross-sectional size of a wire
BDC Bottom Dead Center
BCI Battery Council International
BHP Brake Horse Power
BMEP Brake Mean Effective Pressure
BTU British Thermal Unit
CA Cranking Amperes Unit of current provided by an battery at 0° C (32° F)
CAD Computer-Aided Design
CAN Controller Area Network Data bus system, bus standard
CCA Cold Cranking Amperes Unit of current provided by an battery at -18° C

(0° F)
CCB CAN Connection Board Plug-in board for CAN bus communication
CE Conformité Européenne Mandatory conformity mark on many products

placed on the single market in the European
Economic Area
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CEM Contact Expansion Module Option for Digital Genset Controller
CFH Cubic Feet per Hour Unit for volumetric flow rate
CFM Cubic Feet per Minute Unit for volumetric flow rate

142 Abbreviations
COM Communication equipment Hardware interface (serial port)
CSA Canadian Standards Association Not-for-profit association for safety and

performance standards, including those for
electrical/electronic/ industrial equipment, boilers
and pressure vessels, environmental protection,
and more
CT Current Transformer
dB Decibel One-tenth of a bel; unit for noise level
DC Direct Current
DGC Digital Genset Controller
DIN Deutsches Institut für Normung e. V. German Standardization Organization, at the same
time identifier of German standards ("Deutsche
Industrie-Norm")
DL Default Lost Alarm: Default CAN bus failure
DVR Digital Voltage Regulator
ECU Engine Control Unit
EPA Environmental Protection Agency U.S. regulatory agency for implementation of

federal laws for environment protection;
establishes standards that will help meet those
laws.
FCR Field Current Regulation
GPM Gallons Per Minute Unit for volumetric flow rate
HALT Highly Accelerated Life Tests
HI High Alarm: Measured value exceeds 1st maximum limit
HIHI High High Alarm: Measured value exceeds 2nd maximum

limit
HMI Human Machine Interface
HP High Pressure
HP Horse Power
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HT High Temperature
IEC International Electrotechnical Committee International standards organization for all

electrical, electronic and related technologies

Abbreviations 143
IEEE Institute of Electrical and Electronic International organization for the advancement of
Engineers technology related to electricity
IP Ingress Protection Classification for environmental protection for

electrical/electronic devices
ISO International Organization for International organization for publishing worldwide

Standardization proprietary industrial and commercial standards
KGS Kraftgegenseite Engine free end in accordance with DIN ISO 1204
KS Kraftseite Engine driving end in accordance with DIN

ISO 1204
LCD Liquid Crystal Display
LED Light Emitting Diode
LO LOW Alarm: Measured value lower than 1st minimum

limit
LOLO Low Low Alarm: Measured value lower than 2nd minimum
limit
LP Low Pressure
LT Low Temperature
LSM Load Sharing Module Option for Digital Genset Controller
MAU Medium Attachment Unit Interface
MCS Monitoring and Control System
MIL-STD Mlitary Standard
NEC National Electrical Code U.S. association for standards
NEMA National Electrical Manufacturer's U.S. association for standards for electrical
Association products
NFPA National Fire Protection Association U.S. association for standards
QL Qualification Level
OEM Original Equipment Manufacturer A company that uses a component made by a

second company in its own product, or sells the
product of the second company under its own
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brand.
OPU Open Power Unit An engine-generator set with no enclosure
PAC Performance Assurance Certificate MTU Onsite Energy statement of assurance
PAN Panel

144 Abbreviations
PF Power Factor
PH Phase
PM Permanent Magnet
PMG Permanent Magnetic Generator
PSI Pounds per Square Inch
PTO Power Take-Off
RCM Reserve Capacity Minutes Unit for battery discharge
RDP Remote Desktop Protocol
RMS Root Mean Square Mathematics: Effective value
RPM Revolutions Per Minute Unit of frequency (1 RPM= 1/60 Hz);

number of rotations completed in one minute
around a fixed shaft
RTC Real Time Clock
RTD Resistive Temperature Device
RTU Remote Terminal Unit Interface for Modbus
SAE Society of Automotive Engineers U.S. standardization organization
SAM Service and Application Module Diagnostic interface
SCA Supplemental Coolant Additive
SD Sensor Defect Alarm: Sensor failure
SS Safety System
TA-Luft Technische Anleitung zur Reinhaltung der German technical regulation for protection of the
Luft air (emission limits for stationary engines in
Germany)
TB — Synonym for: water-to-air charge-air cooling
TCP Transmission Control Protocol Interface for Modbus
TD — Synonym for: air-to-air charge-air cooling

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TDC Top Dead Center
TS Transfer Switch
UDP User Datagram Protocol Network protocol for Ethernet communication

Abbreviations 145
UL Underwriters Laboratories Global not-for-profit organization for product safety

testing and certification
VAR Volt-Amperes Reactive Reactive power control
VAwS Verordnung über Anlagen zum Umgang mit German degree on the protection against water
wassergefährdenden Stoffen hazard substances
VDE Verband Deutscher Elektrotechniker German organization for electrical engineers
ZSI Zone-Selective Interlocking

TIM ID: 0000000159 - 003

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MTU_ValueService

Diesel engine-generator sets

1.1 Standby engine-generator sets with S4000 Gx1 engines 5

1.2 Prime power engine-generator sets with S4000 Gx1 engines 9

1.3 Standby engine-generator sets with S4000 Gx3 engines 13

1.4 Prime power engine-generator sets with S4000 Gx3 engines 18

2.1 MTU Series 4000 Gx1 engine 23

2.2 MTU Series 4000 Gx3 engine 25

3.1 Generator – General information 29

4 Engine-Generator Set Control Panel 41

4.1 Control panel with DGC-2020 – General information 41

4.2 Control panel with DGC-2020 – Display operations 49

4.3 Remote annunciator for DGC-2020 53

4.4 Control panel with Power Panel – General Information 56

4.5 Control panel with Power Panel – Display operations 62

5.1 Air system 67

5.2 Standard air filter 69

5.3 Heavy duty air filter 71

6.1 Cooling system for S4000 Gx1 engines 75

6.2 Cooling system for S4000 Gx3 engines – 12/16 V 79

6.3 Cooling system for S4000 Gx3 engines – 20 V 82

6.4 Remote radiator 85

6.5 Jacket water heater 88

7.1 Exhaust system 91

7.2 Exhaust silencer 93

8.1 Fuel system for S4000 Gx1 engines 95

8.2 Fuel system for S4000 Gx3 engines 97

MS13019/00EN © MTU Onsite Energy Corp.

8.3 Fuel prefilter 100

8.4 Single fuel/water separator 102

8.5 Dual fuel/water separator 104

8.6 Fuel cooler 106

9 Electrical System 109

9.1 Starter batteries 109

9.2 Battery charger 111

9.3 Battery charger 113

9.4 Circuit breakers 115

9.5 Automatic transfer switch Series 300 – General information 118

9.7 Automatic transfer switch Series 7000 – General information 126

9.8 Automatic transfer switch Series 7000 – Display operations 131

10 Base and Mounting System 137

10.1 Base and mounting system 137

11 Lube Oil Extraction Pump 139

11.1 Lube oil extraction pump 139

12.1 Abbreviations 141

© MTU Onsite Energy Corp. MS13019/00EN

MS13019/00EN 12/2009 © MTU Onsite Energy Corp.

Standard scope of supply

© MTU Onsite Energy Corp. 12/2009 MS13019/00EN

• Engine with water-to-air charge-air cooling

MS13019/00EN 12/2009 © MTU Onsite Energy Corp.

Engine-generator set Engine Gx1 Generator

Model Model Frequency Optimization Model Voltage

DS01445D5SFW 12V4000G21R 50 Hz Fuel 742RSL7050 400/230 V

DS01300D6SRW 12V4000G41R 60 Hz Fuel / Emission* 742RSL7048 480/277 V

* Emission-optimized without certificate.

Type Application Performance* Fuel Frequency Project Available Cooling

Codes for Application: P – Prime power (3B)