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Waukesha L7044GSI PLANOS ESM2
Waukesha L7044GSI PLANOS ESM2
Waukesha L7044GSI PLANOS ESM2
Waukesha gas engines
Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 2018, General Electric Co.
All rights reserved.
California California
Proposition 65 Warning Proposition 65 Warning
The engine exhaust from this product Certain components in this product and its
contains chemicals known to the state of related accessories contain chemicals
California to cause cancer, birth defects known to the state of California to cause
or other reproductive harm. cancer, birth defects or other reproductive
harm. Wash hands after handling.
DISCLAIMERS:
All information, illustrations and specifications in this manual are based on the latest information available at the time
of publishing. The illustrations used in this manual are intended as representative reference views only. Products are
under a continuous improvement policy. Thus, information, illustrations and/or specifications to explain and/or
exemplify a product, service or maintenance improvement may be changed at any time without notice.
NOTICE
Review all applicable Service Bulletins and other documentation, and check with your Authorized Distributor for
updates that may supersede the contents of this manual.
ALL RIGHTS RESERVED:
No part of this publication may be reproduced or used in any form by any means – graphic, electronic or mechanical,
including photocopying, recording, taping or information storage and retrieval systems – without the written permission
of General Electric.
DIVERSION CONTROL STATEMENT:
Any technology, including technical data, or software contained herein were originally exported from the United States,
or the originating country of this transmission, in accordance with the U.S. Export Administration Regulations and/or
originating jurisdiction Export Regulations. Diversion (export, reexport, transfer, sale, review, use, disclosure, or
distribution) contrary to such law(s) is prohibited. This prohibition includes no diversion to Cuba, Iran, Myanmar, North
Korea, Sudan and Syria; plus any additional sanctioned country of the originating country of this transmission if not
originating from the United States.
DISPOSAL STATEMENT:
Disposal requirements for waste electrical and electronic equipment:
NOTICE
Electrical and electronic equipment can contain harmful substances which can affect the environment and human
health.
WEEE symbol (Waste of Electrical and Electronic Equipment): The symbol for the separated disposal of electrical
and electronic equipment is a crossedout waste bin on wheels (Directive 2012/19/EU Waste Electrical and Electronic
Equipment).
You must not dispose any electrical and electronic equipment marked with this symbol (batteryoperated electrical
appliances, measurement equipment, lightbulbs, etc.) in the domestic waste but dispose of these separately. Always
use the waste return and collection systems locally available and contribute to the reuse, recycling and all other forms
of use for waste electrical and electronic equipment.
Form 100631
© Copyright 2018, General Electric Co.
Contents
Form 100631
i © Copyright 2018, General Electric Co.
Contents
POWER DISTRIBUTION BOX................... 2.008 FAILURE OF MAGNETIC PICKUP ............. 2.203
SMART THERMOCOUPLE UNIT .............. 2.008 OVERCRANK........................................ 2.203
ELECTRIC THROTTLE ACTUATOR .......... 2.008 ENGINE STALL ..................................... 2.203
FUEL CONTROL VALVES ....................... 2.008 ECU INTERNAL FAULTS......................... 2.203
SECURITY VIOLATION ........................... 2.203
Section 2.05 – ESM2 SPEED CONTROL
HIGH EXHAUST TEMPERATURE ............. 2.203
SPEED GOVERNING INPUTS AND
CRANKCASE PRESSURE ....................... 2.204
CALIBRATIONS........................................... 2.052
HIGH MAIN BEARING
SPEED GOVERNING MODES ........................ 2.053
TEMPERATURES .................................. 2.204
SPEED CONTROL MODE ....................... 2.053
LOAD CONTROL MODE ......................... 2.056 Section 2.25 – STARTSTOP CONTROL
FEEDFORWARD (LOAD COMING INPUT)........ 2.056 STARTSTOP CONTROL .............................. 2.251
SYNCHRONIZER (ALTERNATE DYNAMICS DIGITAL START SEQUENCE ..................................... 2.251
INPUT)....................................................... 2.057 NORMAL SHUTDOWN SEQUENCE................ 2.252
EMERGENCY SHUTDOWN SEQUENCE.......... 2.252
Section 2.10 – IGNITION SYSTEM
CRITICAL EMERGENCY SHUTDOWN
IPMD ........................................................ 2.101
SEQUENCE ................................................ 2.253
IGNITION THEORY ...................................... 2.102
PRELUBING THE ENGINE WITHOUT
KNOCK DETECTION .................................... 2.102
STARTING ................................................. 2.253
KNOCK DETECTION THEORY................. 2.103
CRANKING THE ENGINE OVER WITHOUT STARTING
KNOCK DIAGNOSTICS........................... 2.103
AND WITHOUT FUEL ................................... 2.253
MISFIRE DETECTION............................. 2.104
AIRSTART VALVE....................................... 2.253
IGNITION DIAGNOSTICS .............................. 2.105
AIR PRELUBE VALVE................................... 2.253
IGNITION ENERGY FIELD ....................... 2.105
MONITORING SPARK REFERENCE Section 2.30 – HMI OVERVIEW
NUMBER.............................................. 2.105 DESCRIPTION ............................................ 2.301
INSTALLATION ........................................... 2.302
Section 2.15 – ESM2 MAIN FUEL
HMI CONNECTION OVERVIEW ..................... 2.304
SHUTOFF VALVE
USER LOGIN AND SETTINGS........................ 2.304
CONTROL
NAVIGATION .............................................2.3010
Section 2.20 – ALARMS AND HEADER BAR ......................................2.3010
SHUTDOWNS NAVIGATION BAR ................................2.3012
DESCRIPTION USER INFORMATION BAR.....................2.3013
OVERVIEW................................................. 2.201 MAIN VISUALIZATION SCREEN
ALARMS .............................................. 2.201 ICONS ................................................2.3014
SHUTDOWNS ....................................... 2.201 HMI TROUBLESHOOTING ...........................2.3015
EMERGENCY SHUTDOWNS ......................... 2.201 ALARM SCREEN AND FAULT
CUSTOMERINITIATED EMERGENCY HISTORY ............................................2.3016
SHUTDOWN ......................................... 2.201 MESSAGE BOARD .....................................2.3020
LOW OIL PRESSURE ............................. 2.202 CREATING MESSAGES.........................2.3021
ENGINE OVERSPEED ............................ 2.202 READING MESSAGES...........................2.3024
CUSTOMERSELECTABLE EMERGENCY EXPORTING DATA FROM HMI......................2.3026
SHUTDOWNS ....................................... 2.202 SYSTEM FUNCTIONS ...........................2.3026
ENGINE OVERLOAD .............................. 2.203 DIA.NE XT4 HMI SYSTEM
UNCONTROLLABLE ENGINE KNOCK....... 2.203 REQUIREMENTS..................................2.3026
HIGH COOLANT TEMPERATURE............. 2.203 INSTALLATION ....................................2.3026
HIGH INTAKE MANIFOLD START................................................2.3026
TEMPERATURE .................................... 2.203 ESTABLISHING THE CONNECTION ........2.3026
HIGH OIL TEMPERATURE ...................... 2.203 LOGIN ................................................2.3027
Form 100631
ii © Copyright 2018, General Electric Co.
Contents
Form 100631
iii © Copyright 2018, General Electric Co.
Contents
CRANKSHAFT MAGNETIC PICKUP .......... 2.609 SPARK PLUGS, SPARK PLUG CARRIER
ENGINE PROTECTION SYSTEM EXTENSIONS AND SPARK PLUG
MAINTENANCE........................................... 2.609 SLEEVES ............................................. 4.001
KTYPE THERMOCOUPLE IGNITION COILS.................................... 4.001
INSPECTION ........................................ 2.609 SPARK PLUG EXTENSIONS.................... 4.002
ENGINE EMERGENCY STOP (ESTOP)
Section 2.65 – TROUBLESHOOTING
BUTTONS ............................................ 4.002
USING ESM2
ADDITIONAL ASSISTANCE ........................... 2.651 Section 4.05 – IGNITION SYSTEM
ESM2 SYSTEM FAULT CODES ...................... 2.652 MAINTENANCE
IDENTIFYING FAULTS BY THEIR IGNITION SYSTEM ...................................... 4.051
CATEGORIES ....................................... 2.652 IGNITION SYSTEM GENERAL MAINTENANCE
ESM2 SYSTEM DIAGNOSTICS .....................2.6518 AND INSPECTION ................................. 4.051
IPMD MAGNETIC PICKUP
Section 2.70 – INITIAL ENGINE SETUP
INSTALLATION ..................................... 4.052
PRESTART INSPECTION .............................. 2.701
SPARK PLUG.............................................. 4.053
WKI PARAMETER SETTING .......................... 2.703
SPARK PLUG REMOVAL ........................ 4.053
LOAD INERTIA PARAMETER SETTING ........... 2.704
SPARK PLUG INSPECTION..................... 4.054
FUEL SYSTEM SETUP ................................. 2.707
CLEANING SPARK PLUG CARRIER SEALING
SURFACE ............................................ 4.055
CHAPTER 3 – FUEL SYSTEM SPARK PLUG SLEEVE AND CARRIER
EXTENSION REMOVAL .......................... 4.056
Section 3.00 – FUEL SYSTEM
SPARK PLUG SLEEVE AND CARRIER
DESCRIPTION
EXTENSION INSTALLATION ................... 4.056
FUEL SYSTEM COMPONENT
VALVE COVER INSTALLATION................ 4.058
DESCRIPTION ............................................ 3.001
SPARK PLUG INSTALLATION.................4.0510
MAIN FUEL PRESSURE
REGULATORS ...................................... 3.001
EMISSION CONTROL SENSORS ............. 3.001 CHAPTER 5 – AIR INTAKE SYSTEM
THEORY OF OPERATION ....................... 3.003 Section 5.00 – AIR INTAKE SYSTEM
SETUP FOR CATALYST CONTROL .......... 3.003 DESCRIPTION
Section 3.05 – FUEL SYSTEM AIR INTAKE SYSTEM COMPONENT
MAINTENANCE DESCRIPTION ............................................ 5.001
FUEL SYSTEM MAINTENANCE ..................... 3.051 INTERCOOLERS ................................... 5.001
TURBOCHARGER SYSTEM COMPONENT AUXILIARY WATER REMOTE HEAT TRANSFER
DESCRIPTION ............................................ 6.001 DEVICE (CUSTOMER SUPPLIED) ............ 7.002
TURBOCHARGERS ............................... 6.001 AUXILIARY WATER PUMP ...................... 7.003
WASTEGATES ...................................... 6.001 INTERCOOLERS ................................... 7.003
OIL COOLER ........................................ 7.003
Section 6.05 – TURBOCHARGER SYSTEM
AUXILIARY WATER TEMPERATURE CONTROL
MAINTENANCE
VALVE ................................................. 7.003
TURBOCHARGER SYSTEM
MAINTENANCE........................................... 6.051 Section 7.05 – COOLING SYSTEM
TURBOCHARGER INSPECTION .............. 6.051 MAINTENANCE
TURBOCHARGER LUBRICATION COOLING SYSTEM MAINTENANCE ............... 7.051
CHECK ................................................ 6.052 COOLING SYSTEM ADDITIVES ............... 7.051
PRELUBE PRESSURE CHECK VALVE COOLING SYSTEM SPECIFICATIONS AND
INSPECTION .............................................. 6.052 RECOMMENDATIONS ........................... 7.052
JACKET COOLING CIRCUIT – INITIAL FILL ...... 7.053
Section 6.10 – TURBOCHARGER
AUXILIARY COOLING CIRCUIT – INITIAL
TROUBLESHOOTING
FILL........................................................... 7.054
TURBOCHARGER CONDITION CHECK .......... 6.101
COOLING CIRCUITS – AIR BLEED.................. 7.054
TOOLS REQUIRED ................................ 6.101
COOLING SYSTEM CIRCUITS – DRAIN AND
AXIAL ENDPLAY ................................... 6.101
FLUSH....................................................... 7.055
RADIAL ENDPLAY ................................. 6.102
IDLER PULLEY BEARING LUBRICATION ......... 7.057
COMPRESSOR WHEEL FOREIGN OBJECT
AUXILIARY WATER PUMP BEARING
DAMAGE ............................................. 6.103
LUBRICATION ............................................ 7.057
TURBINE WHEEL FOREIGN OBJECT
GREASE RECOMMENDATIONS .................... 7.058
DAMAGE ............................................. 6.103
JACKET WATER PUMP DRIVE BELT
BEARING SYSTEM SMOOTHNESS ......... 6.104
REPLACEMENT .......................................... 7.058
ENGINE RELATED PROBLEMS THAT ARE OFTEN
JACKET WATER PUMP DRIVE BELT TENSION
MISDIAGNOSED AS TURBOCHARGER
PROCEDURE.............................................. 7.059
PROBLEMS ................................................ 6.104
AUXILIARY WATER PUMP DRIVE BELT
OIL LEAKAGE INTO THE COMPRESSOR OR
REPLACEMENT .........................................7.0513
TURBINE STAGE................................... 6.104
AUXILIARY WATER PUMP DRIVE BELT TENSION
LOW MANIFOLD PRESSURE / REDUCED ENGINE
PROCEDURE.............................................7.0514
POWER ............................................... 6.104
JACKET / AUXILIARY WATER PUMP
OTHER GOOD PRACTICES........................... 6.105
INSPECTION .............................................7.0517
JACKET WATER PUMP INSPECTION ......7.0517
CHAPTER 7 – COOLING SYSTEM AUXILIARY WATER PUMP
INSPECTION .......................................7.0518
Section 7.00 – COOLING SYSTEM
DESCRIPTION
COOLING SYSTEM COMPONENT CHAPTER 8 – LUBRICATION SYSTEM
DESCRIPTION ............................................ 7.001 Section 8.00 – LUBRICATION SYSTEM
JACKET WATER HEADER / JACKET DESCRIPTION
WATER................................................ 7.001
LUBRICATION SYSTEM COMPONENT
EXHAUST MANIFOLDS .......................... 7.001
DESCRIPTION ............................................ 8.001
JACKET WATER PUMP .......................... 7.002
PRELUBE SYSTEM COMPONENTS.......... 8.001
WATER MANIFOLD................................ 7.002
INTERNAL OIL CONTROL ....................... 8.001
CLUSTER THERMOSTAT HOUSING......... 7.002
OIL PAN AND PICKUP ............................ 8.004
REMOTE HEAT TRANSFER DEVICE (CUSTOMER
OIL PUMP ............................................ 8.004
SUPPLIED) ........................................... 7.002
OIL COOLER ........................................ 8.004
Form 100631
v © Copyright 2018, General Electric Co.
Contents
TEMPERATURE CONTROL VALVE .......... 8.005 EXHAUST SYSTEM INSPECTION............. 9.051
OIL FILTERS AND HOUSING ................... 8.005
PRESSURE REGULATING VALVE ............ 8.006
CHAPTER 10 – CRANKCASE BREATHER
CENTRIFUGAL OIL FILTER CLEANABLE OIL
SYSTEM
FILTERING SYSTEM .............................. 8.006
PRELUBE OPERATION ................................ 8.006 Section 10.00 – CRANKCASE BREATHER
PRELUBE PUMP / MOTOR ...................... 8.007 SYSTEM DESCRIPTION
INLINE LUBRICATOR ............................. 8.008 CRANKCASE BREATHER SYSTEM COMPONENT
OIL LEVEL REGULATOR (OPTIONAL)............. 8.008 DESCRIPTION ...........................................10.001
PRELUBE SYSTEM COMPONENT BREATHER PRESEPARATOR ...............10.001
DESCRIPTION ............................................ 8.009 CRANKCASE PRESSURE REGULATOR
PRELUBE PUMP AND MOTOR ................ 8.009 VALVE ................................................10.002
INLINE LUBRICATOR ............................. 8.009 BREATHER SEPARATOR
PILOTOPERATED PRELUBE VALVE ........ 8.009 ASSEMBLY .........................................10.002
BREATHER CHECK VALVE....................10.002
Section 8.05 – LUBRICATION SYSTEM CRANKCASE PRESSURE RELIEF VALVES
MAINTENANCE (OPTIONAL) ........................................10.003
OIL FILL – INITIAL PROCEDURE .................... 8.051
CRANKCASE OIL LEVEL CHECKING .............. 8.052 Section 10.05 – CRANKCASE BREATHER
OIL CHANGE ........................................ 8.052 SYSTEM MAINTENANCE
OIL PAN MAINTENANCE .............................. 8.053 BREATHER PRESEPARATOR SCREEN ........10.051
OIL COOLER .............................................. 8.054 BREATHER PRESEPARATOR SCREEN
OIL FILTER ................................................. 8.055 REMOVAL ...........................................10.051
OIL FILTER REPLACEMENT.................... 8.055 BREATHER PRESEPARATOR SCREEN
INLINE LUBRICATOR ................................... 8.055 CLEANING AND INSPECTION ................10.052
MAGNETIC PLUG ........................................ 8.056 BREATHER PRESEPARATOR SCREEN
TURBOCHARGER MAGNETIC PLUG ........ 8.056 INSTALLATION ....................................10.052
CYLINDER HEAD MAGNETIC PLUGS ....... 8.056 CRANKCASE PRESSURE REGULATOR
OIL PRESSURE ADJUSTMENT ...................... 8.056 VALVE ......................................................10.052
PRELUBE YSTRAINER ................................ 8.057 BREATHER SEPARATOR ASSEMBLY ...........10.053
CENTRIFUGAL OIL FILTER ........................... 8.058 RETURN LINE CHECK VALVE ................10.054
CENTRIFUGE MAINTENANCE................. 8.058 CRANKCASE PRESSURE RELIEF VALVES
(OPTIONAL) ..............................................10.054
CRANKCASE PRESSURE CHECK (PREFERRED
CHAPTER 9 – EXHAUST SYSTEM
METHOD) .................................................10.055
Section 9.00 – EXHAUST SYSTEM
DESCRIPTION
CHAPTER 11 – STARTING AND
EXHAUST SYSTEM COMPONENT
CHARGING SYSTEMS
DESCRIPTION ............................................ 9.001
EXHAUST MANIFOLDS .......................... 9.001 Section 11.00 – AIR / GAS STARTER
EXHAUST THERMOCOUPLES................. 9.002 DESCRIPTION
COMPONENT DESCRIPTION .......................11.001
Section 9.05 – EXHAUST SYSTEM START SYSTEM...................................11.001
MAINTENANCE STARTER MOTOR – ELECTRIC
EXHAUST SYSTEM MAINTENANCE ............... 9.051 START................................................11.001
EXHAUST SYSTEM BACKPRESSURE STARTER MOTOR – AIR / GAS ...............11.001
MEASUREMENT ................................... 9.051 PILOTOPERATED STARTER PREENGAGE
EXHAUST SYSTEM TEMPERATURE VALVE / STARTER MOTOR – CUSTOMER
MONITORING ....................................... 9.051 SUPPLIED ...........................................11.002
Form 100631
vi © Copyright 2018, General Electric Co.
Contents
Form 100631
vii © Copyright 2018, General Electric Co.
Contents
SUGGESTED HORIZONTAL MOUNTING
ARRANGEMENT ..................................15.055
Section 15.10 – CATALYST
REPLACEMENT
PROCEDURES
CATALYST ELEMENT REPLACEMENT ..........15.101
REMOVAL ...........................................15.101
INSTALLATION ....................................15.104
ELEMENT COVER GASKET
REPLACEMENT ...................................15.106
Section 15.15 – CATALYST MAINTENANCE
CATALYST MAINTENANCE
PROCEDURE.............................................15.151
PHYSICAL INSPECTION ........................15.151
CATALYST CONDITION.........................15.151
CORROSION .......................................15.153
LUBRICATING OIL
RECOMMENDATIONS ..........................15.153
MAINTENANCE SCHEDULE.........................15.153
CATALYST HARNESS MAINTENANCE ..........15.153
CATALYST CLEANING PROCEDURE ............15.154
INTRODUCTION...................................15.154
BACKGROUND AND
PREPARATION ....................................15.154
PROCEDURE.......................................15.155
DISPOSAL OF SPENT WASH
SOLUTION ..........................................15.156
APPENDIX A – WARRANTY
APPENDIX B – SCHEMATICS
Form 100631
viii © Copyright 2018, General Electric Co.
HOW TO USE THIS MANUAL
Your purchase of a GE Waukesha VHP Series Five 12 Chapter 13 – Maintenance – Provides engine
Cylinder Extender engine with ESM2 and emPact maintenance schedule and valve adjustment
Emission Control System was a wise investment. Thank procedures.
you for your order. In the industrial engine field, the name
Chapter 14 – Troubleshooting and Storage – Provides
GE Waukesha stands for quality and durability. With
basic engine troubleshooting and storage procedures.
proper care and maintenance, this engine will provide
many years of reliable service. Chapter 15 – Catalytic Converter – Provides converter
description, installation, element and maintenance
BEFORE PLACING THE ENGINE IN SERVICE, READ
procedures.
AND UNDERSTAND CHAPTER 1, SAFETY AND
GENERAL INFORMATION, AND CHAPTER 12, ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
OPERATION. WITHIN THE MANUAL TEXT. THESE WARNINGS
PRECEDE INFORMATION THAT IS CRUCIAL TO
Always be alert for the special warnings within the
YOUR SAFETY AS WELL AS OTHER PERSONNEL
manual text. These warnings precede information that is
WORKING ON OR NEAR THE ENGINE. CAUTIONS,
crucial to your safety as well as other personnel working
NOTICES OR NOTES IN THE MANUAL CONTAIN
on or near the engine.
INFORMATION THAT RELATES TO POSSIBLE
Section 1.00 – Safety Labels and Locations – Provides DAMAGE TO THE ENGINE OR ITS COMPONENTS
the location of all warning tags and labels and a duplicate DURING ENGINE OPERATION OR MAINTENANCE
of each tag is illustrated in case the labels or tags PROCEDURES.
become lost or damaged.
Recommendations and data contained in the manual
Section 1.05 – Safety – Provides a list of dangers, are the latest information available at the time of this
warnings, cautions and notices to make you aware of the printing and are subject to change without notice.
dangers present during operation and maintenance of Consult your local distributor or GE Waukesha Service
the engine. READ THEM CAREFULLY AND FOLLOW Operations Department for updated information as well
THEM COMPLETELY. as information on subjects beyond the scope of this
manual.
Section 1.10 – Rigging and Lifting Engines – Provides
information on engine weights and proper lifting
procedures.
Section 1.15 – General Information – Provides basic
engine data such as nameplate data, component
weights, torque specifications and clearances. This
section also supplies torque values of metric and
standard capscrews as well as conversion data.
Chapter 2 – ESM2 – Provides an overview of the Engine
System Manager 2 (ESM2), including the Human
Machine Interface (HMI).
Chapter 3 through Chapter 11 – Engine Systems –
Provides basic engine systems description and
operator’s maintenance information for each engine
system.
Chapter 12 – Operation – Provides prestart inspection
and routine startup and shutdown procedures, and
describes operation of the engine.
Form 100631
ix © Copyright 2018, General Electric Co.
This Page Intentionally Left Blank
Form 100631
x © Copyright 2018, General Electric Co.
SAFETY AND GENERAL INFORMATION
SECTION 1.00
SAFETY LABELS AND LOCATIONS
! WARNING SAFETY LABELS
The safety labels have specific placement and must be
All safety labels must be legible replaced if they are defaced or removed for any reason.
to alert personnel of safety
!
Figure 1.001 through Figure 1.004 show exact location
hazards. Replace any illegible or of each label.
missing labels immediately.
Safety labels removed during
any repair work must be
replaced in their original
position before the engine is
placed back into service. Do not
operate the engine if there are
missing or badly worn safety
labels.
Form 100631
1.001 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
Table 1.001: Safety Labels
PART NUMBER DESCRIPTION
214598Y LABEL, Warning Hot Surface (Vertical)
214598C LABEL, Warning Safety Guards
214598D LABEL, Warning Barring Device
214598E LABEL, Warning Gas Pressure 60 PSI (4.1 bar)
214598F LABEL, Warning Symbol Only Ground
214598G LABEL, Caution Valve Position
214598N LABEL, Warning Gas Venting Refer to the Manual
214598R LABEL, Caution Explosion Hazard
Form 100631
1.002 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
214598N
214598C
Figure 1.001: Safety Label Locations – Front View
Form 100631
1.003 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
214598Y
Figure 1.002: Safety Label Locations – Rear View
Form 100631
1.004 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
214598D
214598E 214598N
Figure 1.003: Safety Label Locations – Left View
Form 100631
1.005 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
214598Y 214598 214598R
Figure 1.004: Safety Label Locations – Right View
Form 100631
1.006 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
211920E
211920E
Figure 1.005: Catalyst Caution Label Locations
214598
Form 100631
1.007 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
214598Y
214598E
214598F
214598C
214598D
Form 100631
1.008 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
214598G
214598N
214598R
Form 100631
1.009 © Copyright 2018, General Electric Co.
SAFETY LABELS AND LOCATIONS
This Page Intentionally Left Blank
Form 100631
1.0010 © Copyright 2018, General Electric Co.
SECTION 1.05
SAFETY
SAFETY INTRODUCTION This safety alert symbol appears with
most safety statements. It means
!
The following safety precautions are published for your
information. GE Waukesha does not, by the publication attention, become alert, your safety is
involved! Please read and abide by
of these precautions, imply or in any way represent that
the message that follows the safety
they are the sum of all dangers present near industrial
alert symbol.
engines.
If you are installing, operating, or servicing a GE ! DANGER
Waukesha product, it is your responsibility to ensure full
compliance with all applicable safety codes and Indicates a hazardous situation which, if not
requirements. All requirements of the Federal avoided, will result in death or serious injury.
Occupational Safety and Health Act must be met when
GE Waukesha products are operated in areas that are
under the jurisdiction of the United States of America. ! WARNING
GE Waukesha products operated in other countries
must be installed, operated and serviced in compliance Indicates a hazardous situation which, if not
with any and all applicable safety requirements of that avoided, could result in death or serious injury.
country. Site Lockout/Tagout requirements must be
followed when servicing the equipment.
For details on safety rules and regulations in the United ! CAUTION
States, contact your local office of the Occupational
Safety and Health Administration (OSHA). Indicates a hazardous situation which, if not
avoided, could result in minor or moderate injury.
The words DANGER, WARNING, CAUTION and
NOTICE are used throughout this manual to highlight
important information. Be certain that the meanings of
these alerts are known to all who work on or near the NOTICE
equipment.
Indicates a situation which can cause damage to the
Follow the safety information throughout this manual in engine, personal property and/or the environment, or
addition to the safety policies and procedures of your cause the equipment to operate improperly.
employer.
NOTE: Indicates a procedure, practice or condition that
should be followed in order for the engine or component
to function in the manner intended.
Form 100631
1.051 © Copyright 2018, General Electric Co.
SAFETY
Table 1.051: Safety Symbol Definitions
Symbol Description
Symbol Description
A black graphical symbol inside a yellow Burst/Pressure Hazard
triangle with a black triangular band
defines a safety sign that indicates a
hazard.
A black graphical symbol inside a red
circular band with a red diagonal bar Crush Hazard (Hand)
defines a safety sign that indicates that an
action shall not be taken or shall be
stopped.
A white graphical symbol inside a blue Crush Hazard (Side)
circle defines a safety sign that indicates
that an action shall be taken to avoid a
hazard.
Warnings
Crush Hazard (Side Pinned)
! Safety Alert Symbol
Crush Hazard (Top)
Asphyxiation Hazard
Electrical Shock Hazard
Burn Hazard
Entanglement Hazard
Burn Hazard (Chemical)
Explosion Hazard
Burn Hazard (Hot Liquid)
Fire Hazard
Burn Hazard (Steam)
Form 100631
1.052 © Copyright 2018, General Electric Co.
SAFETY
Flying Object Hazard Sharp Element
Prohibitions
Hazardous Chemicals
Do not operate with guards removed
HighPressure Hazard
Do not leave tools in the area
Impact Hazard
Drugs and Alcohol Prohibited
PinchPoint Hazard
Lifting/Transporting only by qualified
personnel
Pressure Hazard
Welding only by qualified personnel
Mandatory Actions
Puncture Hazard
Read Manufacturer’s Instructions
Sever Hazard
Wear Environment Suit
Sever Hazard (Rotating Blade)
Wear Eye Protection
Form 100631
1.053 © Copyright 2018, General Electric Co.
SAFETY
Symbol Description
Wear Personal Protective Equipment
(PPE)
Wear Protective Gloves to avoid cuts and
burns
Miscellaneous
ERGENC
M
E
Emergency Stop
STOP
Grounding Point
PE Physical Earth
Use Emergency Stop (EStop); Stop
Engine
Form 100631
1.054 © Copyright 2018, General Electric Co.
SAFETY
! WARNING Make sure site personnel who are
performing installation, commissioning
The safety messages that follow have WARNING
level hazards. ! and maintenance have been trained in
proper site procedures for working with
and around GEsupplied equipment per
safe site work practices.
SAFETY LABELS
ACIDS
All safety labels must be legible to alert
personnel of safety hazards. Replace any Always read and comply with the acid
! illegible or missing labels immediately.
Safety labels removed during any repair
work must be replaced in their original
manufacturer’s recommendations for
proper use and handling of acids.
position before the engine is placed back
into service.
BATTERIES
EQUIPMENT REPAIR AND SERVICE
Always read and comply with the battery
Always stop the engine before cleaning, manufacturer’s recommendations for
servicing or repairing the engine or any procedures concerning proper battery
driven equipment. Be sure to follow the use and maintenance.
procedures listed below and apply site
Lockout/Tagout requirements.
• Place all controls in the OFF position Batteries contain sulfuric acid and
and disconnect or lock out starters to generate explosive mixtures of hydrogen
prevent accidental restarting. and oxygen gases. Keep any device that
• If possible, lock all controls in the OFF may cause sparks or flames away from
position and remove the key. the battery to prevent explosion.
• Put a sign on the control panel warning
that the engine is being serviced. Always wear protective glasses or
• Close all manual control valves. goggles and protective clothing when
• Disconnect and lock out all energy working with batteries. You must follow
sources to the engine, including all fuel, the battery manufacturer’s instructions on
electric, hydraulic and pneumatic safety, maintenance and installation
connections. procedures.
• Disconnect or lock out driven
equipment to prevent the possibility of
the driven equipment rotating the
BODY PROTECTION
disabled engine.
Always wear OSHAapproved body,
Allow the engine to cool to room sight, hearing and respiratory system
temperature before cleaning, servicing or protection. Never wear loose clothing,
repairing the engine. Some engine jewelry or long hair around an engine.
components and fluids are extremely hot
even after the engine has been shut
down. Allow sufficient time for all engine
components and fluids to cool to room CHEMICALS
temperature before attempting any
service procedure. GENERAL
Exercise extreme care when moving the
engine or its components. Never walk or Always read and comply with the safety
stand directly under an engine or labels on all containers. Do not remove or
component while it is suspended. Always deface the container labels.
consider the weight of the engine or the
components involved when selecting
hoisting chains and lifting equipment. Be
positive about the rated capacity of lifting
equipment. Use only properly maintained
lifting equipment with a lifting capacity that
exceeds the known weight of the object to
be lifted.
Form 100631
1.055 © Copyright 2018, General Electric Co.
SAFETY
CLEANING SOLVENTS ELECTRICAL
Always read and comply with the solvent GENERAL
manufacturer’s recommendations for
proper use and handling of solvents. Do Equipment must be grounded by qualified
not use gasoline, paint thinners or other personnel in accordance with IEC
highly volatile fluids for cleaning. (International Electric Code) and local
electrical codes.
LIQUID NITROGEN
Do not install, set up, maintain or operate
Always read and comply with the liquid
any electrical components unless you are
nitrogen manufacturer’s
a technically qualified individual who is
recommendations for proper use and
familiar with the electrical elements
handling of liquid nitrogen.
involved.
Disconnect all electrical power supplies
before making any connections or
COMPONENTS servicing any part of the electrical system.
HEATED OR FROZEN
Always wear protective equipment when Always label “high voltage” on engine
installing or removing heated or frozen mounted equipment over 24 volts
components. Some components are nominal.
heated or cooled to extreme
temperatures for proper installation or
removal.
INTERFERENCE FIT IGNITION
Always wear protective equipment when Avoid contact with ignition units and
installing or removing components with wiring. Ignition system components can
an interference fit. Installation or removal store electrical energy, and if contacted,
of interference components may cause can cause electrical shock.
flying debris.
Properly discharge any electrical
COOLING SYSTEM component that has the capability to store
electrical energy before connecting or
Always wear protective equipment when servicing that component.
venting, flushing or blowing down the
cooling system. Operational coolant
temperatures can range from 180° –
250°F (82° – 121°C). EMERGENCY SHUTDOWN
Do not service the cooling system while An Emergency Shutdown must never be
the engine is operating or when the used for a normal engine shutdown.
coolant or vapor is hot. Operational Doing so may result in unburned fuel in
coolant temperatures can range from the exhaust manifold. Failure to comply
180° – 250°F (82° – 121°C). increases the risk of an exhaust
explosion.
EXHAUST
Do not inhale engine exhaust gases.
Ensure that exhaust systems are leak
free and that all exhaust gases are
properly vented to the outside of the
building.
Form 100631
1.056 © Copyright 2018, General Electric Co.
SAFETY
Do not touch or service any heated PRESSURIZED FLUIDS / GAS / AIR
exhaust components. Allow sufficient
time for exhaust components to cool to Never use pressurized fluids/gas/air to
room temperature before attempting any clean clothing or body parts. Never use
service procedure. body parts to check for leaks or flow rates.
Observe all applicable local and federal
regulations relating to pressurized fluids/
FIRE PROTECTION gas/air.
See local and federal fire regulations for PROTECTIVE GUARDS
guidelines for proper site fire protection.
Provide guarding to protect persons or
structures from rotating or heated parts. It
is the responsibility of the engine owner to
specify and provide guarding. See OSHA
standards on “machine guarding” for
FUELS details on safety rules and regulations
concerning guarding techniques.
GENERAL
Ensure that there are no leaks in the fuel SPRINGS
supply. Engine fuels are highly
combustible and can ignite or explode. Use appropriate equipment and
protective gear when servicing or using
products that contain springs. Springs,
under tension or compression, can eject
if improper equipment or procedures are
GASEOUS used.
Do not inhale gaseous fuels. Some
components of fuel gas are odorless,
TOOLS
tasteless and highly toxic.
ELECTRICAL
Do not install, set up, maintain or operate
Shut off the fuel supply if a gaseous any electrical tools unless you are a
engine has been cranked excessively technically qualified individual who is
without starting. Crank the engine to familiar with them.
purge the cylinders and exhaust system
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
HYDRAULIC
engine and exhaust system can result in
an explosion.
Do not install, set up, maintain or operate
any hydraulic tools unless you are a
LIQUIDS technically qualified individual who is
familiar with them. Hydraulic tools use
Use protective equipment when working extremely high hydraulic pressure.
with liquids and related components.
Liquids can be absorbed into the body. Always follow recommended procedures
when using hydraulic tensioning devices.
INTOXICANTS AND NARCOTICS
Do not allow anyone under the influence
of intoxicants and/or narcotics to work on
or around industrial engines. Workers
under the influence of intoxicants and/or
narcotics are a hazard to both themselves
and other employees.
Form 100631
1.057 © Copyright 2018, General Electric Co.
SAFETY
PNEUMATIC
! CAUTION
Do not install, set up, maintain or operate
any pneumatic tools unless you are a The safety message that follows has a CAUTION
technically qualified individual who is level hazard.
familiar with them. Pneumatic tools use
pressurized air.
Ensure that all tools and other objects are
removed from the unit and any driven
WEIGHT equipment before restarting the unit.
Always consider the weight of the item
being lifted and use only properly rated
lifting equipment and approved lifting
methods.
Never walk or stand under an engine or
component while it is suspended.
WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.
Form 100631
1.058 © Copyright 2018, General Electric Co.
SAFETY
NOTICE
The safety messages that follow have NOTICE level
hazards.
Ensure that the welder is properly grounded before
attempting to weld on or near an engine.
Disconnect the ignition harness and electronically
controlled devices before welding with an electric arc
welder on or near an engine. Failure to disconnect the
harnesses and electronically controlled devices could
result in severe engine damage.
Inspect equipment for chipped paint or exposed metal,
and maintain painted surfaces for proper corrosion
resistance, especially in offshore applications.
Form 100631
1.059 © Copyright 2018, General Electric Co.
SAFETY
This Page Intentionally Left Blank
Form 100631
1.0510 © Copyright 2018, General Electric Co.
SECTION 1.10
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING Table 1.101: Engine Dry Weight
WEIGHT
! WARNING
24,300 lb 11,022 kg
Exercise extreme care when
LOCATION OF THE LIFTING EYES
moving the engine or its
components. Never walk or ! WARNING
stand directly under an engine
or component while it is
suspended. Always consider Always lift the engine using the
the weight of the engine or the approved lifting eyes. The 12
components involved when cylinder gas engines are
selecting hoisting chains and equipped with two pairs of lifting
lifting equipment. Be positive eyes, one pair on each cylinder
about the rated capacity of bank. Lifting eyes are only
lifting equipment. Use only meant for lifting the engine. Do
properly maintained lifting not use to lift driven or auxiliary
equipment with a lifting capacity equipment that may be attached
which exceeds the known to the engine.
weight of the object to be lifted.
ALWAYS include the weight of CORRECT METHOD OF RIGGING AND LIFTING
the engine, the components and ENGINE
the lifting device to ensure the
VHP Series Five engines require the use of 91/2 ton
lifting equipment’s capacity is
W.L.L. (Working Load Limit) standard anchor shackles
not exceeded when calculating
equipped with screw pins (see Figure 1.101).
the weight to be lifted.
Lifting chains should be positioned so that they do not
rub or bind against parts of the engine. A properly rigged
Table 1.101 shows the approximate dry weight of the engine will be able to be lifted in such a manner that the
VHP 12cylinder gas engines. chains will not damage the engine. See Figure 1.102
and Figure 1.103 for examples of engine lifting with the
! WARNING spreader beam.
Always inspect lifting device
and hardware for cracks and or
other damage before attempting
to lift the engine.
Form 100631
1.101 © Copyright 2018, General Electric Co.
RIGGING AND LIFTING ENGINES
Figure 1.101: Typical Lifting Shackle
! WARNING
Follow approved rigging
procedures to ensure that no
undue strain is placed on the
lifting eyes and hoisting chains/
cable sling when the engine is
raised. Use the proper spreader
beam to avoid damage to the
Figure 1.102: Correct Method of Lifting Engine – Rear
engine.
View
Figure 1.103: Correct Method of Lifting Engine – Side Views
Form 100631
1.102 © Copyright 2018, General Electric Co.
SECTION 1.15
GENERAL INFORMATION
GENERAL INFORMATION AFR2
VHP S5 engines are 4cycle; 12cylinder veeconfigured GE Waukesha’s next generation air/fuel ratio controller
engines (see Figure 1.151). All engines rotate in the for richburn engines. Control is based on precatalyst
standard counterclockwise direction, as viewed from the oxygen setpoints. System includes fuel control valves
rear (flywheel) end. (instead of steppers), an enhanced oxygen sensor
optimized for gaseous fuels, and Human Machine
Interface (HMI) display panel. The display panel
provides onscreen AFR2 setup instructions, realtime
engine operating parameters without a laptop, and
buttons to adjust the system richer or leaner.
EMPACT* EMISSION CONTROL SYSTEM
(EMPACT)
GE Waukesha’s complete emission solution for rich
burn engines capable of achieving 0.5 g/bhphr NOx /
1.0 g/bhphr CO or 0.15 g/bhphr NOx / 0.30 g/bhphr
CO. Includes engine, 3way catalyst, and enhanced air/
fuel ratio controller. Control is based on postcatalyst
oxygen, allowing system to automatically adjust air/fuel
ratio based on feedback from emissions coming out of
catalyst, simplifying compliance across range of
speeds, loads, and other operating conditions. System
Figure 1.151 includes fuel control valves (instead of steppers),
Table 1.151: Engine Model enhanced pre and postcatalyst oxygen sensors
optimized for gaseous fuels, pre and postcatalyst
MODEL NUMBER temperature and pressure sensors, and Human/
L7044GSI S5 Machine Interface (HMI) display panel. The display
panel provides onscreen emPact setup instructions,
“GSI” engines are rich combustion (stoichiometric) realtime engine operating parameters without a laptop,
engines equipped with turbochargers that “force” high and buttons to adjust the system richer or leaner.
velocity ambient air through the intercoolers,
carburetors and intake manifolds before entering the * Trademark of General Electric Company
combustion chamber.
ENGINE FEATURES AND BENEFITS
See Figure 1.154 through Figure 1.157 for engine
The design features of the VHP S5 engine family include
identification views.
the following:
The key features of this generation of VHP S5 GSI • GE Waukesha Engine System Manager 2 (ESM2), a
engines are the updates to the fuel control system. total engine management system designed to
optimize engine performance and maximize uptime.
• Robust cylinder head assembly offering improved
reliability and durability.
Form 100631
1.151 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
• Ignition coils mounted directly on the valve rocker • Efficient air cleaner designed for fast element
covers, improving ignition characteristics. replacement.
• Water piping routed above the engine for easier • Power distribution junction box designed for simplified
maintenance. troubleshooting.
• Watercooled turbocharger center sections and • Maintenancefree mounted TDI starter.
additional heat shielding. • Single connection point fuel inlet.
• Highperformance pistons. • Deep sump oil pan for longer oil drain intervals.
• Better fuel ignition.
SERIAL NUMBERS AND ENGINE NAMEPLATE
• Better fuel efficiency.
• Longer spark plug life and increased oil change For ease in identification, the engine model, serial and
interval specification numbers are stamped on a nameplate (see
Figure 1.152).
Extender Series engines also have the following
features:
• Selfregulating closed breather system with less
particulate matter (PM) emissions.
Figure 1.152: Nameplate
The engine nameplate provides the following When requesting information, you will need to reference
information: model number, serial number, date both the engine model and serial numbers. If the
inspected, special application approval number (power nameplate is defaced or detached, the serial number
approval), valve clearance, compression ratio, firing may be obtained directly from the crankcase. To locate
order, governed speed, elevation limit at which an it, look directly above the nameplate location, on the
engine derate takes place, and primary and secondary cylinder head deck of the crankcase.
fuel ratings which show the fuel, minimum WKI value,
ignition timing, rated output in horsepower and kilowatts,
and overload rating in horsepower and kilowatts. This
nameplate is located on the lower left side of the
crankcase, adjacent to the front of the engine.
Form 100631
1.152 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
BASIC ENGINE DESCRIPTION
The crankcase is gray cast iron. The main bearings are
replaceable. The counterweighted crankshaft is made
of forged steel and has seven main bearing journals.
Each engine is equipped with a viscous vibration
damper.
There are interchangeable cylinder heads, each with
two intake and two exhaust valves. Both exhaust and
intake valve seats are replaceable. Rollertype cam
followers and hydraulic pushrods are standard. The
camshaft is heavyduty for long life. The connecting rods
are made from dropforged steel and are rifledrilled.
The cylinders have replaceable wet cylinder sleeves.
The pistons use a fullfloating piston pin. The flywheel is
machined and has a ring gear attached.
The exhaustdriven turbocharger compresses intake air.
This compressed air is cooled in the intercooler and then
enters the carburetor and mixes with pressurized fuel.
The turbocharged air/fuel mixture enhances the
engine’s power and performance. Figure 1.153: Cylinder Head Cutaway View
The pressurized lubricating system consists of an oil
CRANKCASE
sump, pump, piping network, fullflow filters, centrifugal
bypass filter and cooler. The fullflow oil filters are The crankcase is a gray iron casting. For assembled
mounted on the front gear cover. rigidity, the main bearing caps are attached to the
crankcase with both vertical studs and lateral tie bolts.
The cooling system has two water pumps. The main
This feature makes the crankcase assembly more rigid
water pump circulates the jacket water of the engine.
and lengthens the life of the main bearings.
The auxiliary water pump circulates water for the oil
cooler and the intercooler. The engine jacket, cylinder
CRANKSHAFT
heads, exhaust manifold and intercooler are all water
cooled. The underslung crankshaft is made of a low alloy, high
tensile strength forged steel. The crankshaft is
BASIC ENGINE COMPONENT counterweighted to achieve a near perfect balance of
rotating forces.
DESCRIPTIONS
A viscous vibration damper is installed on the forward
CYLINDER HEAD AND VALVES end of the crankshaft along with a gear that drives the
Each cylinder head has four valves, two intake and two front end gear train and accessories. The flywheel, with
exhaust (see Figure 1.153). The new cylinder heads ring gear, is installed on the rear end of the crankshaft
offer the following features: and is machined to accept several options.
• Improved cooling CONNECTING RODS
• Superior valve life The connecting rods are machined to ensure maximum
• Increased overhaul interval strength, precise balance and consistent weight
• Rigid valve bridge assembly between cylinders. They are made of a low alloy, high
tensile strength forged steel, and are rifledrilled to
supply pressurized lube oil from the crankshaft to the
piston pin bushings. The split line of the rod and cap
allows for removal of the connecting rod assembly up
through the cylinder sleeve bore.
Form 100631
1.153 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
The serrated split line ensures precise alignment and WKI
transfer of loads. The caps and rods are match
numbered to ensure that each cap is mated with the The WKI* is an analytical tool developed by GE as a
correct blade during reassembly. method for calculating the knock resistance of gaseous
fuels. It is a calculated numeric value used to determine
The connecting rod cap fasteners, like all critical optimum engine settings based on a specific site’s fuel
fasteners used on the engine, are torqued to specific gas composition.
values.
The WKI value can be determined using the WKI
PISTONS computer program for Microsoft Windows operating
system that is distributed to GE Power’s Waukesha gas
The pistons are machined from onepiece castings. The engines Technical Data Book holders, and which is also
dimension of the piston skirt at room temperature is available by contacting a Distributor or GE Power’s
slightly larger at a point 90° to the piston pin bore. This Waukesha gas engines Sales Engineering Department,
feature allows the piston to expand from a shape that is or by downloading it from the Distributed Power (DP)
somewhat oval to one that is almost perfectly round portal (www.powergen.gepower.com).
when operating at stabilized engine temperatures.
The WKI program is also built into the latest version of
CYLINDER SLEEVES EngCalc, which is a Microsoft Excelbased computer
program that allows users to obtain sitespecific engine
Each wettype cylinder sleeve has a flange at its upper data based on their input site conditions and fuel
end to locate it in the crankcase upper deck. The sleeves analysis. The WKI program will calculate the WKI value
have three external ring grooves to hold the lower from a customer’s fuel analysis breakdown. EngCalc
crankcase bore seals. expands the WKI program to allow the input of fuel
contaminants, such as H2S and siloxanes, to determine
CAMSHAFTS
if they are within the fuel contaminant limits.
With the integration of Miller Cycle engine technology, a
new camshaft lobe profile improves fuel efficiency and NOTE: The latest version of EngCalc is available for
engine performance, while reducing exhaust emissions. download at the DP portal
(www.powergen.gepower.com).
* Trademark of General Electric Company
Form 100631
1.154 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
TRADEMARKS ACRONYMS AND DEFINITIONS
The following is a list of trademarked products and See latest edition of Form 6379, Glossary of Terms for a
equipment that may be used throughout this manual. For complete list of acronyms and definitions used in this
sealant, adhesive, lubricant and cleaner trademark manual. The acronyms and definitions stated in the
information, see Table 1.153 Sealants, Adhesives and Glossary of Terms apply to GE Waukesha gas engines.
Lubricants on page 1.156. Where possible, brand Definitions are not general definitions applicable to all
names are listed in the procedure. situations.
Table 1.152: Trademarks New to this manual:
• STU – Smart Thermocouple Unit
Deutsch
• DTC – Diagnostic Trouble Code
Lookout
• NSD – Normal Shutdown
Magnaflux Products: Penetrant (SKLHF/S) Developer
(SKDNFZP9B) Cleaner/Remover (SKCNF/ZC7B) (USA • ESD – Emergency Shutdown
8476575300) (UK +44 0 1793 524566)
• cESD – Critical Emergency Shutdown
Microsoft Windows • PM – Particulate Matter
MODBUS
National Instruments
Permatex Non Drying Prussian Blue (Bluing Agent) (mfg. by
Loctite Corporation) (8773762839)
Plastigage – used for measuring small clearances
(2483547700)
Waukesha Knock Index / WKI
Woodward
Form 100631
1.155 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
INDEX OF SEALANTS, ADHESIVES, ! WARNING
LUBRICANTS AND CLEANERS
The following is a list of sealants, adhesives and Read the manufacturer’s
instructions and warnings on
!
lubricants that may be required to perform the tasks in
this manual. Where possible, brand names are listed in the container when using
the procedure. When brand names are not used, general sealants, adhesives, lubricants
names are used. This index may be used to match the and other shop aids.
general description to a specific product or its equivalent
(i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant
with Teflon or its equivalent). GE Waukesha does not
endorse one brand over another. In all cases, equivalent
products may be substituted for the brand name listed.
All part numbers listed are the manufacturer’s numbers.
Table 1.153: Sealants, Adhesives and Lubricants
NAME USED IN TEXT BRAND NAME / DESCRIPTION
Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and
Actrel 3338L
distributed by SafetyKleen Corp. (8006695750)
FELPRO C5A, P/N 51005 (2483547700) or Loctite AntiSeize 767/
AntiSeize (High Temperature) Copper based antiseize compound (USA 800Loctite/Germany
+498992 680)
AntiSeize Bostik Never Seez/Antiseize and lubricating compound (9877770100)
G.E. Silmate* Silicone Rubber (USA 8002558886) (Europe
Black Silicone 00.800.4321.1000)
* Trademark of General Electric Company
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation)
Blueing Agent
(8773762839)
Cleaning Solvent/Mineral Spirits Amisol Solvent (mfg. by Standard Oil) (9056088766)
Dielectric Silicone Grease Dow Corning DC200, G.E. G624, GC Electronics 25 (9894964400)
Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/
Epoxy Sealant
Ns. A and B (3M ID No. 62326674306 PA) (8003623550)
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No.
Gasket Adhesive
62084775303 (8003623550)
Gear Oil Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (8006624525)
Krytox GPL206 High Temperature Grease (P/N 489341) (USA
Krytox GPL206
8004247502) (Europe +32.3.543.1267)
CITGO Lithoplex Grease NLGI No. 2 Product Code 55340/a
Lithium Grease molybdenumbased grease or Dow Corning Molykote Paste G
(8002484684)
Item No. 74756 (mfg. by Loctite Corporation) (USA 8005628483/
Locquic Primer “T”
Germany +498992 680)
Loctite Item No. 22220/low strength thread locker (USA 8005628483/
Loctite 222
Germany +498992 680)
Loctite Item No. 24241/a blue colored removable thread locking compound
Loctite 242
(USA 8005628483/Germany +498992 680)
Form 100631
1.156 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
NAME USED IN TEXT BRAND NAME / DESCRIPTION
Loctite Item No. 2422/Ultra High Temperature, Medium Strength, Blue
Threadlocker, locks/seals fastener threads exposed to maximum
Loctite 2422
temperature of 650°F (343°C). (mfg. by Loctite Corporation) (USA
8005628483/ Germany +498992 680)
Loctite Item No. 37419/medium strength thread locker (USA
Loctite 243
8005628483/Germany +498992 680)
Loctite Item No. 27141/a red colored thread locking compound (USA
Loctite 271
8005628483/Germany +498992 680)
Loctite Item No. 56931 thread sealant/hydraulic sealant (USA
Loctite 569
8005628483/Germany +498992 680)
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker
Loctite 5699 Gray
(USA 8005628483/Germany +498992 680)
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA
Loctite 59675
8005628483/Germany +498992 680)
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure
Loctite 648
(USA 8005628483/Germany +498992 680)
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA
Loctite Compound 40
8005628483/Germany +498992 680)
Loctite Hydraulic Sealant Loctite Item No. 56941 (USA 8005628483/Germany +498992 680)
Loctite Item No. 7471/primer / activator, anaerobic product primer activator
Loctite Primer 7471 (mfg. by Loctite Corporation) (USA 8005628483/ Germany +498992
680)
Loctite RC 609 Loctite Item No. 60931 (USA 8005628483/Germany +498992 680)
LubeLok 1000 or equivalent/ceramic bonded high temperature solid film
LubeLok
lubricant (8002421483)
Loctite Item No. 62040/High Temperature Retaining Compound (USA
Loctite 620
8005628483/Germany +498992 680)
Lubriplate No. 105 Lubriplate No. 105/lubricating grease (8003475343)
Magnaflux Products: Penetrant (SKLHF/S) Developer (SKDNFZP9B)
Magnaflux Cleaner/Remover (SKCNF/ZC7B) (USA 8476575300) (UK +44 0 1793
524566)
MultiPurpose Grease/molyfortified mineral oil grease Dow Corning
Molykote BR2 Plus
(9894964400)
Molykote GN Extremepressure lubricant/Dow Corning (9894964400)
Molykote GRapid Plus Assembly and runin paste/Dow Corning (9894964400)
Non hardening sealant/ORAPI Sealing Compound: Canada
OraSeal Service Part Number 495407
(5147353272)
Parker Super OLube/dry silicone lubricant (USA 8002727537) (Europe
ORing Lubricant
00800 27 27 5374)
Permatex Aviation FormAGasket Sealant Liquid Loctite Item No. 3D (8773762839)
Permatex FormAGasket No. 2 Sealant Loctite Item No. 2C (8773762839)
Permatex High Tack SprayAGasket Sealant Loctite Item No. 99MA (8773762839)
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA
Pipe Sealant
8007140170) (UK +44 0 1962 711661)
Plastigage Plastigage /used for measuring small clearances (2483547700)
RTV Dow Corning RTV #734 or GE Red RTV 106 (9894964400)
Form 100631
1.157 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
NAME USED IN TEXT BRAND NAME / DESCRIPTION
Slide Rite 220 CITGO/lubricating oil (8002484684)
Superior Industries/Hightemperature lubricant and sealant
Superior Seal & Assist #5000
(4238990467 or www.superiorindustries.com)
WD40 WD40 is a registered trademark of the WD40 Company (8883247596)
Form 100631
1.158 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS
1
2 3 6 7
4
5
8
10
11
12
22
21
13
14
20
19 18 17 16 15
Figure 1.154: RightSide View
1 Crankcase Pressure Regulator Valve 12 Oil Pressure Regulator
2 Wastegate 13 Lube Oil Pump
3 Exhaust Manifold Assembly 14 Power Distribution Junction Box (PDB)
4 Water Piping 15 Engine Leveling Bolts
5 Fuel Control Valve (FCV) 16 Lube Oil Dipstick
6 Thermostat Cluster Housing 17 Gas Regulator
7 EStop Button 18 Carburetor
8 Oil Cooler 19 Engine Control Unit (ECU)
9 Water Inlet 20 Single Fuel Inlet
10 Governor Actuator 21 Water Jacket Drains
11 Oil Filters 22 Air Cleaner
Form 100631
1.159 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
2 3 4
13
12 11 10 9 8 7
Figure 1.155: LeftSide View
1 Centrifuge 8 Engine Leveling Bolts
2 EStop Button 9 Lube Oil Pan Leveling Bolts
3 Fuel Control Valve (FCV) 10 Carburetor
4 Water Manifold 11 Gas Regulator
5 Breather Separator Assembly 12 Inline Lubricator
6 Oil Fill Pipe 13 Prelube Motor/Pump Assembly
7 Barring Device
Form 100631
1.1510 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
1
2
Figure 1.156: Rear View
1 Lifting Eye 4 Oil Drain
2 Crankcase Pressure Regulator Valve 5 Breather Separator Assembly
3 Lifting Eye
Form 100631
1.1511 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
3 4
2 5
1
6
Figure 1.157: Front View
1 Lifting Eye 5 Oil Cooler
2 Wastegate 6 Lifting Eye
3 Flexible Exhaust Connection 7 Oil Drain
4 Wastegate 8 Sight Glass
Form 100631
1.1512 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
MAXIMUM SOUND PRESSURE LEVEL
! WARNING
Always wear Personal
Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.
Table 1.154: Maximum Sound Pressure Level
MODEL dB(A)
L7044GSI S5 113 dB(A)
NOTE: Sound pressure levels measured
approximately 1 m (3.3 ft) distance from engine at a
height of 1.6 m (5.2 ft) from bottom of base.
Maximum level measured at front of engine near
turbocharger.
ENGINE SPECIFICATIONS
NOTICE
Alarm and shutdown values are based on dry natural
gas (900 BTU/cu. ft SLHV). See latest edition of
Gaseous Fuel Specification Sheet S7884 and Service
Bulletin 121880 for typical changes in operation
temperatures for jacket water and oil when running on
landfill or digester gas fuels.
Table 1.155: VHP 12Cylinder S5 Engine Specifications
GENERAL SPECIFICATIONS
Type 4cycle
Aspiration, GSI Turbocharged and intercooled
Number of cylinders V12, 4 valves per cylinder
Bore x stroke 9.375 x 8.50 in. (238 x 216 mm)
Displacement 7040 cu. in. (115 L)
Compression ratio 9.7:1
900 – 1200 rpm
Speed range
(see engine nameplate)
Low idle 700 rpm
Form 100631
1.1513 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
GENERAL SPECIFICATIONS
Lubrication System
Sump capacity, including filter and cooler* 190 gal (719 L)
Extender
152 gal (575 L)
Oil pan (Low level mark)
173 gal (655 L)
Oil pan (Full level mark)
ShallowPan Option
80 gal (303 L)
Oil pan (Low level mark)
110 gal (416 L)
Oil pan (Full level mark)
Oil filter capacity 7 gal (26.5 L)
(7.25 in. x 52 in.)
Oil cooler capacity
5 gal (19 L)
Paper filter 25 micron at 98.6% efficiency (absolute)
Microfiberglass filter 20 micron at 90% efficiency (minimum)
Normal oil pressure 55 ± 5 psi (380 ± 35 kPa)
Low oil pressure alarm setpoint 35 psi (241 kPa)
Low oil pressure shutdown setpoint 30 psi (207 kPa)
Recommend: 3 minutes before starting.
Prelube duration
Required Minimum: 30 seconds or until pressure is obtained.
Prelube pressure in header 1 – 4 psi (7 – 31 kPa)
Postlube duration (after hot shutdown) 5 minutes
Normal oil header temperature 180°F (82°C)
Oil header temperature alarm setpoint 195°F (91°C)
Oil header temperature shutdown setpoint 205°F (96°C)
Air/Gas Starter
Pneumatic prelube motor, inline lubricator 0.5 pint (0.2 liter)
Cooling System (Jacket and Auxiliary Cooling Circuits)
Standard air cooler inlet temperature 130°F (54°C)
Jacket coolant capacity, engine only 107 gal (405 L)
Surge tank capacity (optional) 45.5 gal (172 L)
Intercooler coolant capacity 5.50 gal (21 L)
Oil cooler coolant capacity 6.5 gal (24.6 L)
See JACKET WATER PUMP DRIVE BELT TENSION
Jacket water pump belt tension (new or used)
PROCEDURE on page 7.059.
See AUXILIARY WATER PUMP DRIVE BELT TENSION
Auxiliary water pump belt tension (new or used)
PROCEDURE on page 7.0514.
Exhaust System
18 in. (457 mm) at full load and speed (158 BMEP/1,200 rpm –
Maximum permissible backpressure @ rated load and speed see Technical Data Sheet S7567–03 for adjustments based on
speed and load.
Crankcase Breather System
Crankcase vacuum 3 [negative] to 0 inchH2O. (76 [negative] to 0 mmH2O)
Form 100631
1.1514 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
GENERAL SPECIFICATIONS
Jacket Water Outlet Temperature
Normal: 180°F (82°C) for continuous and intermittent rating
Standard cooling system Alarm: 190°F (88°C) (ESM2monitored)
Shutdown: 200°F (93°C) (ESM2monitored)
Intake Manifold Temperature
Normal: Up to 10°F (12°C) above design intercooler water inlet
temperature
GSI engines
Alarm: 145°F (63°C) (ESM2monitored)
Shutdown: 150°F (66°C) (ESM2monitored)
Intake Manifold Pressure
Contact GE Waukesha Sales Engineering Department
Fuel System
Natural gas pressure at regulator 24 – 50 psi (165 – 345 kPa)
Air Induction System
Maximum permissible restriction @ rated load and speed 15 inchH2O (381 mmH2O)
Required filtering efficiency (coarse dust test per SAE726C) 99.7%
Starting System
Electric starting 24 volts DC
150 psi (1,034 kPa) (MAX)
Air starting pressure
Pressure is based on 50°F (10°C) oil temperature
SAE 10W oil at 32°F (0°C) and above.
Prelube inline lubricator lubricant Use No. 2 Diesel Oil when ambient temperatures fall below 32°F
(0°C)
Miscellaneous
See Table 1.157 13/16 in. Reach Spark Plugs for P/N 205002
Spark plug gap
Series Cylinder Heads on page 1.1516.
Engine timing See Engine Nameplate
Main bearing temperature shutdown 250°F (121°C)
Overspeed shutdown 10% over governed speed/ESM2monitored
Flywheel ring gear 208 teeth
Valve Train
Valve clearance – hydraulic valve lifters See VALVE ADJUSTMENT on page 13.051.
* Total capacity of oil system. Fill oil pan, filter, cooler, etc. Run engine, then add oil as required to bring oil level in oil pan back
to high mark. Record total amount for future reference.
Form 100631
1.1515 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
Table 1.156: GE Waukesha Preservative Oil Application
3.77 gal
12 31/2 oz (103.5 cc) 42 oz (1,242 cc) 190 gal (719 L) 4.1 gal (15.50 L)
(14.27 L)
NOTICE SERVICE TOOLS LIST
See latest edition of Form 398, GE Waukesha Special
13/16 in. reach spark plugs must be used with P/N Tools Catalog, for a complete listing of tools available for
205002 series cylinder heads. Failure to use the your engine. To order these tools, contact your local GE
proper reach spark plugs will cause damage to Waukesha Distributor. In some instances, substitute
equipment. items may be used but only if specifically approved by
GE Waukesha.
NOTICE
Use of another spark plug may cause light load misfire.
Table 1.157: 13/16 in. Reach Spark Plugs for P/N 205002
Series Cylinder Heads
P/N GAP
0.015 in.
69919H
(0.381 mm)
Form 100631
1.1516 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS
Table 1.158: Metric Diameter to HexHead Wrench Size Conversion Table
METRIC STANDARD METRIC STANDARD
METRIC DIAMETER METRIC DIAMETER
WRENCH SIZE WRENCH SIZE
M3 6 mm M18 27 mm
M4 7 mm M20 30 mm
M5 8 mm M22 32 mm
M6 10 mm M24 36 mm
M7 11 mm M27 41 mm
M8 13 mm M30 46 mm
M10 16 or 17 mm M33 50 mm
M12 18 or 19 mm M36 55 mm
M14 21 or 22 mm M39 60 mm
M16 24 mm M42 65 mm
Table 1.159: English to Metric Formula Conversion Table
Degrees Fahrenheit to Degrees Fahrenheit minus 32 divided by 1.8
(212°F 32) ÷ 1.8 = 100°C
Degrees Centigrade equals degrees Centigrade.
Form 100631
1.1517 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
Table 1.1510: Metric to English Formula Conversion Table
Newtonmeters to Inch Newtonmeters multiplied by 8.85 equals inch
40.7 N·m = 40.7 x 8.85 = 360 in.lb
Pounds pounds.
Newtonmeters to Foot Newtonmeters multiplied by 0.7375 equals
197 N·m = 197 x 0.7375 = 145 ftlb
Pounds foot pounds.
Bar to Pounds per Square Bar multiplied by 14.5 equals pounds per
685 bar = 685 x 14.5 = 9932.5 psi
Inch square inch.
Kilograms per Square
Kilograms per square centimeter multiplied by
Centimeter to Pounds per 3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
14.22 equals pounds per square inch.
Square Inch (psi)
Kilopascals to Pounds per Kilopascals multiplied by 0.145 equals
310 kPa = 310 x 0.145 = 45 psi
Square Inch (psi) pounds per square inch.
Cubic Centimeters to Fluid Cubic centimeters multiplied by 0.0338
236 cc = 236 x 0.0338 = 7.98 oz
Ounces equals fluid ounces.
Liters to Gallons Liters multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Centigrade multiplied by 1.8 plus 32
100°C = (100 x 1.8) + 32 = 212°F
Degrees Fahrenheit equals Degrees Fahrenheit.
Table 1.1511: BHP or kWb to BMEP Formula
CONVERSION FORMULA
Brake Horse Power (BHP) to Brake Mean Effective
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Power (BMEP) in Pounds Per Square inch (psi)
Kilowatts (kWb) to Brake Mean Effective Power
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
(BMEP) in Bar
Form 100631
1.1518 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
TORQUE VALUES
Table 1.1512 lists the standard torque values required
for VHP S5 engines.
Table 1.1512: Critical Engine Torque Values
NOTICE
13/16 in. reach spark plugs must be used with P/N 32 – 38 – 43 – 52
205002 series cylinder heads. Failure to use the
proper reach spark plugs will cause damage to
equipment.
Lubrication System
Oil Pain Door Capscrew 18 – 20 – 24 – 27
ESM2
Knock Sensors – 177 (dry) 20 (dry)
Air Intake System
Air Cleaner Outer Flange Nuts 50 – 67.8
Form 100631
1.1519 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
GENERAL TORQUE VALUES
GENERAL TORQUE RECOMMENDATIONS
The values specified in the following tables are to be
used only in the absence of specified torquing
instructions and are not to be construed as authority to
change existing torque values. A tolerance of ±3 percent
is permissible on these values, which are for oiled
threads.
Table 1.1513: Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
Form 100631
1.1520 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO PROPERTY
8.8 10.9 12.9
CLASS
Form 100631
1.1521 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
Table 1.1514: Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
Form 100631
1.1522 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO PROPERTY
8.8 10.9 12.9
CLASS
Form 100631
1.1523 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
Table 1.1515: U.S. Standard Capscrew Torque Values
SAE
GRADE
NUMBER
GRADE 1 OR 2 GRADE 5 GRADE 8
SIZE/
THREADS TORQUE in.lb (N·m) TORQUE in.lb (N·m) TORQUE in.lb (N·m)
PER INCH
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 – 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 73 (8) 142 (16) 133 (15) 124 (14)
1/4 – 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 – 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16 – 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 – 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ftlb (N·m) ftlb (N·m) ftlb (N·m)
3/8 – 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 – 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 – 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 – 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 – 20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16 – 12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16 – 18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8 – 11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8 – 18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4 – 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 – 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 – 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 (465) 605 (820) 545 (739) 484 (656)
7/8 – 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
910 819
1.0 – 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 728 (987)
(1,234) (1,110)
990 891 792
1.0 – 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782)
(1,342) (1,208) (1,074)
NOTE:
• Dry torque values are based on the use of clean, dry threads.
• Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
• Plated torque values have been reduced by 20% for new plated capscrews.
• Oiled torque values should be reduced by 10% from dry when nickelbased antiseize compound is used as a lubricant.
• Capscrews which are threaded into aluminum may require a torque reduction of 30% or more.
• The conversion factor from ftlb to in.lb is ftlb x 12 equals in.lb.
Form 100631
1.1524 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
DECLARATION OF CONFORMITY
Form 100631
1.1525 © Copyright 2018, General Electric Co.
GENERAL INFORMATION
DECLARATION OF INCORPORATION
Form 100631
1.1526 © Copyright 2018, General Electric Co.
ESM2
SECTION 2.00
ESM2 DESCRIPTION OF OPERATION
INTRODUCTION • Local and remote monitoring capability used to trend
engine performance
GE’s Waukesha Engine System Manager 2 (ESM2) is
the next generation of a total engine management • Easy integration into a data acquisition system
system designed to optimize engine performance and This information is displayed on the HMI.
maximize uptime. The ESM2 system provides
integrated spark timing control, speed governing, In addition, the ESM2 provides engine shutdowns to
detonation detection, misfire detection, startstop protect the engine. See ALARMS AND SHUTDOWNS
control, air/fuel control, diagnostic information, DESCRIPTION on page 2.201.
continuous data logging and engine protection. The See Figure 2.001 for a block diagram of the complete
ESM2 system provides: ESM2 system.
• Extensive system diagnostics
• Simplified troubleshooting of engines
Form 100631
2.001 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
Human
Machine
Interface (HMI)
Customer
Control
Power Panel (PLC)
Distribution (Customer
Box Supplied)
Ignition
Module
Pressure
Sensors
Temperature
Sensors
Throttle
Magnetic Actuator
Pickups
Knock
Sensors
Thermocouples
STU ENGINE
CONTROL
UNIT Fuel Control
Catalyst Valves
(ECU)
Sensors
Figure 2.001: ESM2 System Block Diagram
Form 100631
2.002 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
ESM2 SYSTEM EQUIPMENT
The ESM2 system, including the modules and cables,
meets Canadian Standards Association (CSA) Class I,
Division 2, Groups A, B, C and D, hazardous location
requirements. On 12cylinder VHP engines, the ESM2
system includes the following, with the sensor quantity
listed in parentheses:
• Engine Control Unit (ECU)
• Ignition Power Module with Diagnostics (IPMD)
• Human Machine Interface (HMI)
• Power Distribution Box (PDB)
• Smart Temperature Unit (STU)
• Electric throttle actuator Figure 2.002: Camshaft Magnetic Pickup
• Fuel Control Valves (FCV) (2)
The ESM2 system includes the following sensors:
• Camshaft Magnetic Pickup (1)
• Crankshaft Magnetic Pickup (1)
• Intake Manifold Pressure Sensors (2)
• Intake Manifold Temperature Sensor (1)
• Jacket Water Temperature Sensor (1)
• Knock Sensors (12)
• Oil Pressure Sensor (1)
• Oil Temperature Sensor (1)
• Oil PreFilter Pressure Sensor (1)
• Exhaust Temperature Post Turbocharger Sensors (2)
• Crankcase Pressure Sensor (1) Figure 2.003: Crankshaft Magnetic Pickup
• Boost Pressure Sensors (2)
• Cylinder Exhaust Temperature Sensors (12)
• Main Bearing Temperature Sensors (7)
• TriCan Sensor (1)
• PreCatalyst Oxygen Sensors (2)
• PreCatalyst Temperature Sensor (1)*
• PostCatalyst Temperature Sensor (1)*
• PreCatalyst Pressure Sensor (1)*
• PostCatalyst Pressure Sensor (1)*
• PostCatalyst Oxygen Sensor (1)*
* With emPact emission control system
Form 100631
2.003 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
1
2
Figure 2.004 Figure 2.007: Oil Pressure Sensor
1 Intake Manifold 2 Intake Manifold
Temperature Pressure Sensor
Sensor
Figure 2.008: Oil Temperature Sensor
Figure 2.005: Jacket Water Temperature Sensor
Figure 2.009: Oil Pressure PreFilter Sensor
Figure 2.006: Knock Sensor
Form 100631
2.004 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
Figure 2.0010: Post Turbocharger Exhaust Temperature
RTD Sensors
Figure 2.0013: Boost Pressure Sensor
Figure 2.0011: PreCatalyst Oxygen Sensors
Figure 2.0014: Cylinder Exhaust Temperature Sensor
Figure 2.0012: Crankcase Pressure Sensor
Figure 2.0015: Main Bearing Temperature Sensor
Form 100631
2.005 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
Figure 2.0016: TriCan Sensor (Behind Right Air Cleaner
Assembly)
Figure 2.0017: emPact Emission System Sensors
1 Exhaust Sample Probe 4 PreCatalyst Temperature RTD Sensor
2 PostCatalyst Oxygen Sensor 5 PostCatalyst Pressure Sensor
3 PostCatalyst Temperature RTD Sensor 6 PreCatalyst Pressure Sensor
Form 100631
2.006 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
ENGINE CONTROL UNIT
The Engine Control Unit (ECU) is the central module or
“hub” of the ESM2 system (see Figure 2.0018). The
ECU is the single entry point of system control for easy
interface and usability. Based on system inputs, the ECU
logic and circuitry drive all the individual subsystems.
The ECU has one green status LED. The green LED is
on whenever power is applied to the ECU and the ECU
is responsive.
Figure 2.0019: IPMD
HUMAN MACHINE INTERFACE
The Human Machine Interface (HMI) is a fully interactive
touch screen display that is a user portal into ESM2 (see
Figure 2.0020). The HMI provides engine data,
adjustable parameters, status and faults information,
documentation and EHelp troubleshooting program.
See HMI OVERVIEW on page 2.301. The HMI
communicates with the ECU via CAN.
Figure 2.0018: Engine Control Unit (ECU)
IGNITION POWER MODULE WITH DIAGNOSTICS
The ignition system uses the capacitor discharge
principle that provides a high energy, precisiontimed
spark for maximum engine performance. The spark
timing is determined by calibration and can vary with
engine speed, intake manifold pressure, WKI value, etc.
The Ignition Power Module with Diagnostics (IPMD) is
needed to fire the spark plug at the required voltage (see
Figure 2.0019). Based on the precalibrated information
and readings, the ECU sends an electronic signal to the
IPMD that energizes the ignition coils to fire the spark
plug. The ECU’s signal triggers the IPMD to release the Figure 2.0020: Human Machine Interface (HMI)
energy stored in the capacitor. See IPMD on page 2.10
1.
Form 100631
2.007 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
POWER DISTRIBUTION BOX
The Power Distribution Box (PDB) (see Figure
2.0021) is used to protect and distribute 24 VDC power
to all the components on the engine that require power,
such as the ECU, IPMD and throttle actuator; no other
power connections are necessary. It also triggers
controlled devices such as the prelube motor and fuel
valve. The PDB contains circuitry to limit input voltage to
a safe level before distribution. It disables individual
output circuits from highcurrent events such as a short
circuit. The PDB current and trip status information is
displayed on the HMI to report current and trip status for
each output, as well as system voltages and over
voltage trip status. Circuit trips can be reset on the HMI
(recommended) using the Advanced Setting
Parameters screen or by pressing the reset button on Figure 2.0022: Smart Thermocouple Unit (STU)
the PDB. See ESM2 SYSTEM POWER AND WIRING
on page 2.451 for more information. ELECTRIC THROTTLE ACTUATOR
The ECU controls engine speed with the throttle
actuator, which regulates the flow of air and fuel into the
engine (see Figure 2.0023).
Figure 2.0021: Power Distribution Box (PDB)
SMART THERMOCOUPLE UNIT
The Smart Thermocouple Unit (STU) provides the Figure 2.0023: Electric Actuator and Throttle
exhaust port temperatures and the main bearing
temperatures to the ECU (see Figure 2.0022). The FUEL CONTROL VALVES
temperature information is displayed on the HMI.
A Fuel Control Valve (FCV) is located on each engine
bank. The FCV is an electronically controlled valve used
to adjust fuel flow into each carburetor. The ECU
controls the air/fuel ratio with the FCV, which regulates
the amount of fuel allowed into the mixture.
See INITIAL ENGINE SETUP on page 2.701.
Form 100631
2.008 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
Figure 2.0024: Fuel Control Valve
Form 100631
2.009 © Copyright 2018, General Electric Co.
ESM2 DESCRIPTION OF OPERATION
This Page Intentionally Left Blank
Form 100631
2.0010 © Copyright 2018, General Electric Co.
SECTION 2.05
ESM2 SPEED CONTROL
In order to control the engine speed, the ECU needs to
know the following:
• Current engine speed
• Desired engine speed or torque
Engine speed is determined by the ECU through the use
of a crankshaft magnetic pickup. The ECU maintains the
desired engine speed by regulating air and fuel flow into
the engine. This is done through control of the throttle
actuator position (see Figure 2.051).
NOTE: Wiring diagrams are in Appendix B and are
intended for reference only.
Figure 2.051: Electric Actuator and Throttle
Form 100631
2.051 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
SPEED GOVERNING INPUTS AND CALIBRATIONS
ESM2 PARAMETERS
LOAD SHARING MODULE SIGNAL
ENGINE PRESSURES
AND TEMPERATURES
Figure 2.052: ESM2 Speed Governing System Inputs, Engine Pressures and Temperatures
Form 100631
2.052 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
Figure 2.052 illustrates the types of inputs to the ESM2 Fixed Speed
for speed governing control.
NOTICE
NOTE: The actual inputs required to the ECU depend
on the governing control desired. Never set the high idle speed above the safe working
Customer inputs are communicated to the ECU via the limit of the driven equipment. If the GOVREMSP signal
customer’s local control panel. These inputs include a goes out of range, the engine will revert to low idle
remote speed, remote speed enable, idle/rated speed speed. If the GOVREMSEL signal is lost, then the
signal, an auxiliary rpm input for load control, and engine will run at the speed determined by the status
synchronizer mode enable. Using these customer of GOVHL IDL and calibrated low or high idle speeds.
inputs, the ESM2 speed governing system can be
configured to run in either speed control mode or load
control mode. When fixed speed control is selected, the ECU will
maintain a constant engine speed regardless of load
Engine speed governor control is further customized for (within the capacity of the engine).
site and application requirements through user
selectable parameters, such as the moment of inertia of There are two fixed speeds available: low idle and high
driven equipment, idle speeds, and Proportional, idle. Low idle speed is the default, and high idle is
Integral and Derivative Gains (PID) adjustments. These obtained by connecting a digital input to the ECU of +24
adjustments can be modified on the HMI Governor VDC nominal. Low idle speed is preset for each engine
screen. It is important to enter the moment of inertia of family. The low idle speed can be offset lower or higher
the driven equipment for proper governor operation than the preset value. High idle speed is also adjustable,
before operating the engine. See LOAD INERTIA but is constrained to be higher than low idle speed and
PARAMETER SETTING on page 2.704 for more no higher than the maximum rated speed of the engine.
information. The digital signal input to the ECU must be connected to
+24 VDC (8.6 – 32 volts) for rated speed. The idle speed
SPEED GOVERNING MODES and remote speed setting enable (GOVREMSEL) circuit
must be open. When using the remote speed/load
Using inputs from the user’s panel or PLC, the ESM2 is setting, GOVHL IDL should be set to a safe mode. “Safe
set to run in one of two control modes: mode” means that if the wire that enables remote rpm
• Speed Control Mode operation (GOVREMSEL) fails, the speed setpoint will
– Fixed Speed default to the GOVHL IDL idle value. Consider all
process/driven equipment requirements when adjusting
– Variable Speed idle requirements.
• Load Control Mode
SPEED CONTROL MODE
Speed control mode allows the engine operator to
choose a setpoint speed, and the ECU will run the
engine at that speed. The control can be either fixed
speed or variable speed.
Form 100631
2.053 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
CUSTOMER OPTION
LOAD COMING
Figure 2.053: Logic Diagram Showing Fixed Speed
Variable Speed Table 2.051: Engine Speed Range
Variable speed is used to synchronize the output of SPEED RANGE
multiple generator sets driving an isolated electrical grid. (4 – 20 mA or 0.5 – 4.5 VDC RANGE)
The ECU will allow the engine to slow down slightly 700 – 1,206 rpm
under load. Variable speed is used to simulate the
situation with mechanical governors where the engine The ECU checks for an outofrange input that is greater
will run at a slightly higher rpm than the setpoint when no than 22 mA or greater than 4.7 volts. If an outofrange
load is placed on the engine. speed setpoint is detected, the engine will then run at
low idle. The engine speed setpoint range is already
When operating an engine for variablespeed preadjusted to go from minimum to maximum engine
applications, user connections determine the rpm speed using the 4 – 20 mA or 0.5 – 4.5 VDC input.
setpoint. When the remote speed select input signal is
high (24 volts nominal), the “Remote RPM” field on the
Governor Visualization screen is blue and displays
“YES.”
Connecting the GOVREMSEL digital input to the ECU
at +24 VDC enables variable speed mode. The speed
setpoint can then be varied with either a 4 – 20 mA or a
0.5 – 4.5 volt input (see Table 2.051).
Form 100631
2.054 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
LOGIC GND
DIGITAL (24V) 1608 REMOTE SPEED ENABLE
Figure 2.054: Connection Options for Variable Speed Setting Input
NOTE: See USERADJUSTABLE PARAMETERS on
page 2.401 for instructions on selecting input type.
LOGIC GND
Figure 2.055: Logic Diagram Showing Variable Speed
NOTE: If Remote Speed Selection Digital Input goes open circuit, then engine will run at Calibrated Low or High Idle
rpm depending on status of Low/High Idle Digital Input.
Form 100631
2.055 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
LOAD CONTROL MODE
Load control mode is used when a generator set is
synchronized to a grid. In this case, the grid controls
speed, and the ESM2 speed governing system controls
the engine load using signals from an external device.
LSMI+
The SYNC rpm is adjusted so that the actual engine
LSMI
speed setpoint is approximately 0.2% higher than
synchronous speed. For example, if the grid frequency
is 50 Hz (1,000 rpm), the high idle is adjusted so that the 35 36
engine speed setpoint is 1.002 times 1,000 rpm, which
is 1,002 rpm. This ensures that the electric phasing of
the grid and the engine are different so that the phases
will “slide” past each other. When an external
synchronizer determines that the voltage and phase of
the generator match the grid, the breaker is closed.
The load of the engine can now be controlled by an
external load control such as the Load Sharing Module
through the GOVAUXSIG and GOVAUXGND 0 – 5 V or
4 – 20 mA input of the ESM2 (see Figure 2.056 and
4 – 20 mA
Figure 2.057).
Figure 2.057: External Load Control – Load Sharing
Module – 4 – 20 mA
The speed bias output of most load sharing modules can
be configured to match the 0 – 5 V or 4 – 20 mA of the
LSM BIAS (load sharing module) inputs. See the load
sharing module manual for information on how to
3 configure the range and offset of the speed bias output
of your load sharing module. Next, start the engine and
adjust the proportional and integral gains of the load
sharing module to obtain stable operation of the engine
power output. See the load sharing module manual for
more information on how to set the gains of the device.
FEEDFORWARD (LOAD COMING INPUT)
Feedforward (or load coming input) is a proactive rather
than a reactive feature that allows the engine to accept
larger load additions than normal. Feedforward works by
0 – 5 V
immediately opening the throttle based on a user
adjusted torque request when a digital input goes high
(8.6 – 32 volts). For example, when starting a large
electric motor that is operating in island electric power
Figure 2.056: External Load Control – Load Sharing generation mode, the moment the electric motor is
Module – 0 – 5 V started, or a second or two before, the feedforward
digital input is raised high, and the ECU opens the
throttle to produce more power. Unlike standard
governing, the ECU does not have to wait for the engine
speed to drop before opening the throttle.
Form 100631
2.056 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
SYNCHRONIZER (ALTERNATE DYNAMICS
DIGITAL INPUT)
Synchronizer (alternate dynamics digital input) is a
feature used at low loads, which modifies the throttle
gains to provide better speed stability. Raising a high
digital input (8.6 – 32 volts) puts the ECU speed
governing system in alternate dynamics.
The Alternate Dynamics Digital Input is a blue indicator
on the HMI. When the alternate dynamics digital input is
high, the field displays “ENABLED”. When the alternate
dynamics digital input is low, the field displays
“DISABLED”.
Form 100631
2.057 © Copyright 2018, General Electric Co.
ESM2 SPEED CONTROL
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Form 100631
2.058 © Copyright 2018, General Electric Co.
SECTION 2.10
IGNITION SYSTEM
The ESM2 system controls ignition timing with a digital Two magnetic pickups are used to input information to
capacitive discharge ignition system. The ignition the ECU. One pickup reads a magnet on the camshaft,
system uses the capacitor discharge principle that and the other senses reference holes in the flywheel.
provides a variable energy, precisiontimed spark for See Figure 2.101 for the ESM2 ignition system diagram.
maximum engine performance.
Figure 2.101: ESM2 Ignition System Diagram
IPMD
The IPMD is needed to fire the spark plug at the required
voltage (see Figure 2.102). The IPMD is CSA approved
for Class I, Division 2, Group D, hazardous location
requirements.
Figure 2.102: IPMD (Typical)
Form 100631
2.101 © Copyright 2018, General Electric Co.
IGNITION SYSTEM
IGNITION THEORY
The ECU is designed to control spark timing. Timing can
vary with engine speed, intake manifold pressure, knock
detection and several other variables that optimize
engine performance.
Ignition timing is determined by the ECU based on
engine operating conditions. The ECU sends an
electronic signal to the IPMD that energizes the ignition
coils to fire the spark plug. The IPMD provides
automatically controlled dual voltage levels depending
on the operating conditions. See IGNITION
DIAGNOSTICS on page 2.105 for more information.
The IPMD is a highenergy, capacitive discharge, solid Figure 2.104: Crankshaft Magnetic Pickup – Flywheel
state ignition module. The power supply voltage is used Housing
to charge the energy storage capacitor. This voltage is
then stepped up by the ignition coils. A signal from the Since the camshaft disc rotates at half the engine speed,
ECU triggers the IPMD to release the energy stored in the crankshaft must rotate twice for the engine cycle to
the capacitor. When the IPMD receives the signal, the end.
energy in the ignition coil is used to fire the spark plug.
KNOCK DETECTION
ESM2equipped engines have an index disc mounted
on the camshaft gear and a magnetic pickup mounted The ESM2 system includes knock detection and
on the gear cover of the engine (see Figure 2.103). The protects GE Waukesha sparkignited gas engines from
camshaft magnetic pickup determines which part of the damage due to knock. Knock, also known as detonation,
fourstroke cycle the engine is in. is the uncontrolled ignition of end gas after spark ignition
has occurred. Many variables such as site conditions,
fuel quality or combustion chamber deposits can
influence engine knock.
The ESM2 system detects detonation by monitoring
vibrations at each cylinder with enginemounted knock
sensors (see Figure 2.105 and Figure 2.106). When
knock is detected, the ESM2 system retards timing
incrementally on an individual cylinder basis to keep the
engine and each cylinder out of detonation.
Figure 2.103: Camshaft Pickup – Gear Cover
The output of the crankshaft magnetic pickup is used by
the ECU to determine engine speed (see Figure
2.104).
Figure 2.105: Knock Sensor
Form 100631
2.102 © Copyright 2018, General Electric Co.
IGNITION SYSTEM
Table 2.101: Knock Promoters and Reducers
PROMOTERS REDUCERS
Higher cylinder temperature Lower cylinder temperatures
Lower WKI fuels Higher WKI fuels
More advanced spark timing Less advanced spark timing
Higher compression ratios Lower compression ratios
Higher coolant temperatures Lower coolant temperatures
Figure 2.106: Knock Sensor
Higher IMAT Lower IMAT
The following are the main features of the ESM2 knock
Lower atmospheric humidity Higher atmospheric humidity
detection:
Higher engine load Lower engine load
• ESM2 system monitors for knock during every
combustion event. Stoichiometric AFR Lean or rich AFR
(Rich burn engine) (without engine overload)
• A perevent measure of the knock level is compared
to a reference level to determine if knock is present. Rich AFR (lean burn engine) Lean AFRs
• Action taken by the ESM2 when knock is detected is Cylinder misfire on
–
proportional to the knock intensity identified. neighboring cylinders
• ESM2 requires no calibration of the knock detection KNOCK DIAGNOSTICS
system by onsite personnel. The ESM2 knock
detection system is selfcalibrating. The ESM2 senses knock with a technique called
“windowing.” This technique allows the ESM2 to look for
• If uncontrolled knock is detected and the engine is shut
knock only during the combustion time when knock
down:
could be present.
– ECU records that knock occurred and which
cylinder(s) were affected The “window” opens shortly after the spark plug fires to
eliminate the effects of ignition noise. This noise is
– Engine operating data are stored in the HMI caused from the firing of the spark plug and subsequent
– The HMI displays knock information “ringout” of coils. This “sample” window is closed near
the end of the combustion event at a predetermined
KNOCK DETECTION THEORY angle ATDC in crankshaft degrees (see Figure 2.107).
Knock is due to the ignition of the end gas after spark
ignition has occurred. The end gas is the remaining air
fuel charge that has not yet been consumed in the
normal flamefront. When the end gas mixture beyond
the boundary of the flamefront is subjected to a
sufficiently high combination of heat and pressure,
knock will occur. If the knock has enough force, the
pressure in the chamber will spike, causing the structure
of the engine to resonate, and an audible “ping” or
“knock” will be heard.
The likelihood of detonation (knock) occurring depends
on many factors. See Table 2.101.
Avoiding knock conditions is critical since knock is
typically destructive to engine components. Severe
knock often damages pistons, cylinder heads, valves
and piston rings. Damage from knock will eventually lead
to complete failure of the affected part. Knock can be
prevented; however, the conditions that promote knock
are extremely complex and many variables can promote
knock at any one time.
Form 100631
2.103 © Copyright 2018, General Electric Co.
IGNITION SYSTEM
In the event the ESM2 senses knock that exceeds the
1 knock threshold, ignition timing will be retarded at an
amount proportional to intensity of knock sensed.
5 2 Ignition timing will then be retarded until either the signal
from the knock sensor falls below the knock threshold or
3 the most retarded timing position is reached. As soon as
conditions permit, the ESM2 will advance spark timing
4
to the maximum setpoint at a predetermined rate.
If after a predetermined time, conditions do not permit
timing to be advanced from the most retarded timing
position, the ECU will perform one or more of the
following actions:
• KNOCK (DTC2037 – 2048): Specific cylinder was at
its maximum retarded timing due to knock and
exceeded an absolute threshold.
• ABSOLUTE KNOCK (DTC2233 – 2244): A knock
TDC sensor output value of a specific cylinder exceeded an
absolute threshold programmed to ECU.
Figure 2.107: Windowing Chart
MISFIRE DETECTION
1 Pressure, PSIA 4 Ignition Spark
2 Detonation 5 Open Sample The misfire detection feature utilizes knock sensors and
3 End of Sample Window signal processing, much like knock detection. This
Window functionality is independent of the ignitionrelated faults
During knock, a unique vibration called “knock and allows for misfire detection when the ignition system
frequency” is produced. Knock frequency is just one of is operating properly. Advantages of this include added
many frequencies created in a cylinder during engine catalyst protection and early indication of degraded or
operation. The knock sensors mounted at each cylinder endoflife spark plug performance.
convert engine vibrations to electrical signals that are Knock sensor based misfire detection in ESM2 is
routed to the ECU. capable of detecting misfire on each individual
The ECU removes the electrical signals that are not combustion event. Each time a misfire is detected on a
associated with knock using a builtin filter. When the given cylinder, it is added to that cylinder’s misfire count.
filtered signal exceeds a predetermined limit (knock After a short amount of time, that misfire event is
threshold), ESM2 retards the ignition timing for the removed from the total. If the number of detected
cylinder associated with that sensor by communicating misfires exceeds a threshold on a specific cylinder, a
internally with the ignition circuitry that controls the misfire alarm is activated for that cylinder. The number
IPMD. The amount of timing retarded is directly of recently detected misfires for each cylinder can be
proportional to knock intensity. So, when intensity viewed on the HMI CYL > Cylinder Specific Values
(loudness) is high, ignition timing is retarded more than screen (see Figure 2.108). Note that this functionality is
when knock intensity is low. active above approximately 50% load.
The ESM2 controls timing between two limits: Maximum
Advanced Timing and Most Retarded Timing.
Maximum advanced timing is variable and depends on
rpm, load and WKI value. The most retarded timing is a
predetermined limit.
The maximum advanced timing value is used in two
different ways. First, under normal loads, maximum
advanced timing is the timing limit. Second, when the
engine is under light load and cannot be knocking, it is
used as the timing for all cylinders.
Form 100631
2.104 © Copyright 2018, General Electric Co.
IGNITION SYSTEM
NOTE: The IPMD default values are appropriate for all
engine applications.
NOTE: Improper use of these adjustments may limit the
effectiveness of IPMD diagnostics.
IGNITION ENERGY FIELD
The Ignition Energy Level field on the Ignition
Visualization screen indicates at what level of energy the
IPMD is firing the spark plugs: Level 1 (low) or Level 2
(high).
During normal engine operation, the IPMD fires at a
Level 1 (normal) ignition energy. The IPMD fires at a
Level 2 (high) ignition energy on engine startup or as a
result of spark plug wear. When sufficient spark plug
Figure 2.108: Cylinder Specific Values Screen wear is detected, IPMD raises the power level of the
ignition coil. If the ignition energy is raised to Level 2
IGNITION DIAGNOSTICS (except on startup), an alarm is triggered to alert the
operator.
The IPMD provides diagnostic information for both
primary and secondary sides of the ignition coil. The Once Level 2 energy is applied, the spark reference
IPMD detects shorted spark plugs and ignition leads, number will decrease initially, but the Fault Log will
as well as spark plugs that require a boosted energy level indicate the cylinder number of the spark plug that is
to fire or that do not fire at all. The diagnostic information wearing out.
is provided through a Controller Area Network (CAN) link
MONITORING SPARK REFERENCE NUMBER
between the ECU and IPMD, and then to HMI and the
customer’s local control panel via MODBUS. Predictive diagnostics based on a spark reference
number for each cylinder is used to monitor each spark
There are four different levels of alarm:
plug’s life. The spark reference number is an arbitrary
• Primary: Indicates a failed ignition coil or faulty number based on relative voltage demand at the spark
ignition wiring. plug and is calculated each time the cylinder fires. The
• Low Voltage: Indicates a low voltage demand spark reference number is displayed for each cylinder
condition that may have resulted from a shorted coil or on the HMI Ignition Visualization screen.
secondary lead, deposit buildup or a failed spark plug Spark reference numbers can be used to represent
(failure related to “balling” or shorting). spark plug electrode wear (gap) and can be monitored
• High Voltage: Indicates that a spark plug is becoming and trended to predict the time of spark plug failure. The
worn and will need to be replaced. When this limit is usefulness of the spark reference number lies in how
exceeded, the “Ignition Energy” is raised to a level 2. much a number changes over time as a spark plug
See IGNITION ENERGY FIELD on page 2.105. erodes. Based on a thorough trend analysis of the spark
• No Spark: Indicates that a spark plug is worn and must reference numbers, the user may wish to adjust the high,
be replaced. low or no spark voltage limits. It will take some testing
and adjustment to obtain thresholds that optimize the
When the spark reference number reaches one of the use of these features. For maximum benefit, the spark
four calibrated thresholds, an alarm is triggered. Three reference number for each cylinder should be recorded
of these four thresholds (low voltage, high voltage and at normal operating load with new spark plugs installed
no spark) were designed to be adjustable so the user and then monitored over a period of time for changes.
can customize IPMD predictive diagnostics to fit the HMI logging and data review capabilities with the ESM2
specific needs of each engine. Using the HMI, the user system can also be used to monitor and track spark plug
can adjust the fault’s alarm point to compensate for site (and overall engine) condition.
conditions and minor variations in spark reference
numbers between individual coils.
See IPMD ADJUSTING on page 2.406 for
adjustment information.
Form 100631
2.105 © Copyright 2018, General Electric Co.
IGNITION SYSTEM
The Spark Reference Number fields on the HMI Ignition
Visualization screen display the spark reference number
for each cylinder. As the secondary voltage increases,
the spark reference number also increases. A gradual
increase in the spark reference number is expected over
time as the spark plug wears. The closer to end of spark
plug life, the faster the spark reference number will
increase.
Form 100631
2.106 © Copyright 2018, General Electric Co.
SECTION 2.15
ESM2 MAIN FUEL SHUTOFF VALVE CONTROL
This section describes how the ESM2 system controls See latest edition of S665623 “Natural Gas Pressure
the main fuel shutoff valve. Limits to EngineMounted Regulator” in the GE
Waukesha Technical Data Manual (General Volume) for
NOTICE minimum fuel pressure required for your application.
Wire the customersupplied fuel gas shutoff valve so
it is controlled by the ESM2 system. If the fuel shutoff
valve is controlled independently of the ESM2 system,
fault codes will occur when the fuel shutoff valve is not
actuated in sequence by the ESM2 system.
The electrical interference from solenoids and other
electrical switches will not be cyclic and can be as high
as several hundred volts. This could cause faults
within the ESM2 system that may or may not be
indicated with diagnostics. GE Waukesha requires a
“freewheeling” diode (1N4002 or equivalent rated for
100V and 1A) be added across the coils of relays and
solenoids to suppress high induced voltages that may
occur when equipment is turned off. Failure to comply
will void product warranty.
The customer must supply a fuel shutoff valve that is to
be installed and wired to the power distribution box (see
Appendix B schematics). The ESM2 system has
software to correctly sequence the main fuel shutoff
valve on and off during starting and stopping. If the fuel
shutoff valve is controlled independently of the ESM2
system, expect fault codes to occur when the fuel shutoff
valve is not actuated in sequence by the ESM2 system.
The fuel shutoff valve should be a 24 VDC energizedto
open valve. A circuit in the power distribution box
supplies the fuel valve with up to 5 amps at battery
voltage.
NOTE: All inductive loads such as a fuel shutoff valve
must have a suppression diode installed across the
valve coil as close to the valve as is practical.
Terminals are provided in the connection area of the
PDB for connecting the fuel valve wiring, The wiring may
be brought into the box in conduit through one of the
available knockout holes.
Form 100631
2.151 © Copyright 2018, General Electric Co.
ESM2 MAIN FUEL SHUTOFF VALVE CONTROL
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Form 100631
2.152 © Copyright 2018, General Electric Co.
SECTION 2.20
ALARMS AND SHUTDOWNS DESCRIPTION
OVERVIEW When a shutdown occurs, several internal actions and
external visible effects take place. Each shutdown will
The ESM2 system provides numerous engine alarms cause the following actions to occur:
and shutdowns to protect the engine from damage and
notifies the operator of abnormal operating conditions. • Fuel valve closes.
While all shutdowns protect the engine from damage, • Ignition disables.
certain shutdowns are safety shutdowns because if not • The digital output from the ECU to the customer is
corrected they could result in serious injury or death to changed to indicate to the customer’s driven
personnel in the vicinity of the engine. A list of these equipment or PLC that the ESM2 system has shut
safety shutdowns follows: down the engine and something is not operating as
• Engine Overspeed expected.
• Driven Equipment Overspeed • An entry is added to the fault log and can be viewed
• Customer Initiated Shutdown (EStop or control panel) on the HMI.
ALARMS EMERGENCY SHUTDOWNS
Alarms notify the operator of abnormal operating
CUSTOMERINITIATED EMERGENCY SHUTDOWN
conditions on the HMI but do not shut the engine down.
If an alarm is tripped, a digital output on the ECU will go If the customer emergency shutdown circuit opens
from open circuit to +24 VDC nominal. The cause of either because of some driven equipment problem or
alarm can be seen on the engine status and message failure of the wire, the engine will perform an emergency
display on the HMI. See ESM2 SYSTEM FAULT shutdown.
CODES on page 2.652 for list of ESM2 system alarm
and shutdown codes. ! WARNING
SHUTDOWNS Never use the Customer
Shutdowns stop the engine from running and may be Emergency Shutdown for a
either customerinitiated or ECUinitiated. There are normal engine shutdown. Doing
three types of shutdowns on the ESM2 system: so may result in unburned fuel
in the exhaust manifold. Failure
• Normal Shut Down (NSD) – Operatorinitiated to comply increases the risk of
shutdown to temporarily end engine operation under an exhaust explosion, which
normal circumstances could result in death or serious
• Emergency Shut Down (ESD) – Emergency Shutdown personal injury. It will also abort
– Operator or ECUinitiated shutdown to prevent the range check and stop the
damage to the engine postlube process that is so
• critical Emergency Shut Down (cESD) – Operator or beneficial to engine
ECUinitiated immediate shutdown to prevent major components.
damage to the engine or safety risks to personnel
NOTE: The details of each of shutdown are described
in STARTSTOP CONTROL on page 2.251.
Form 100631
2.201 © Copyright 2018, General Electric Co.
ALARMS AND SHUTDOWNS DESCRIPTION
To initiate an immediate engine shutdown, the LOW OIL PRESSURE
Emergency Shutdown input must go “low.” Once the
The ESM2 system is calibrated by GE Waukesha to both
Emergency Shutdown input goes low, even if only
alarm and shut down on low oil pressure but has a user
momentarily, the engine will stop and record a DTC2001
adjustable offset. The alarm and shutdown points are
CUST ESD fault.
listed in latest editions of S83822 or Service Bulletin
Emergency Stop (EStop) Buttons 12620 for each engine family. The ESM2 system uses
several techniques to avoid falsely tripping on low oil
When an EStop button is pressed, the engine performs pressure when either starting or stopping the engine.
an emergency stop. The low oil pressure alarm and shutdown points are a
function of engine speed. In addition, low oil pressure
! WARNING alarm and shutdowns are inhibited for a period of time
calibrated by GE Waukesha after engine start.
Use an emergency shutdown to
stop the engine to avoid ENGINE OVERSPEED
imminent personal injury or
The ESM2 system is calibrated by GE Waukesha to
property damage. Never use an
perform an immediate emergency shutdown upon
emergency shutdown to stop
detection of engine speed greater than 110% of rated
the engine under normal
rpm. In addition, the ESM2 system will shut down an
circumstances, as this may
engine that is consistently run above rated rpm. For
result in unburned fuel in the
example, running a 1,200 rpm VHP engine at 1,250 rpm
exhaust system. Failure to
will cause a shutdown after a period of time calibrated
comply increases the risk of an
by GE Waukesha.
exhaust explosion, which could
result in death or serious In addition to the engine overspeed calibrated by GE
personal injury. Waukesha, the user has the option to calibrate an engine
overspeed shutdown to protect driven equipment for
Always apply your company’s
situations where the driven equipment is rated at a lower
lockout/tagout procedure to
! prevent accidental starting of
the engine once the engine is
shut down. The only exception
speed than the engine. Driven equipment overspeed is
calibratable from 0 to 2,200 rpm on the HMI Engine >
Governor Parameters screen. If the calibrated value of
user overspeed for the driven equipment exceeds
is if the engine is in a standby
engine overspeed, the engine overspeed value takes
mode. Failure to comply
precedence. For example, a VHP has a factory
increases the risk of death or
calibrated engine overspeed trip point of 1,320 rpm. If
serious personal injury.
the driven equipment overspeed is set to 1,500 rpm, and
the engine speed exceeds 1,320 rpm, the engine will be
NOTE: Normal shutdown is performed through the shut down.
engine control panel (control panel is either GE If the driven equipment overspeed is set to 1,100 rpm
Waukesha–supplied, packagersupplied or customer and the engine speed exceeds 1,100 rpm, but is less
supplied). than 1,320 rpm, the engine will be shut down.
NOTE: VHP S5 engines are equipped with sealed CSA
CUSTOMERSELECTABLE EMERGENCY
ignition systems with sealed emergency stop button (E
SHUTDOWNS
Stop).
The user can choose to have the engine shut down if any
of the sensors listed on the Advanced > User Shutdowns
screen show a fault. These sensors are calibrated by GE
Waukesha to first trip an alarm. If the alarm is active for
a calibrated period of time and the sensor is enabled, an
ESD will occur. See ADV PARAMETER SCREENS on
page 2.4012.
Form 100631
2.202 © Copyright 2018, General Electric Co.
ALARMS AND SHUTDOWNS DESCRIPTION
ENGINE OVERLOAD HIGH OIL TEMPERATURE
The following values are for mechanical systems The ESM2 is calibrated by GE Waukesha to both alarm
application only. The values are meant as a guide only and shut down on high oil temperature. The amount of
and cannot be applied without limit. time the engine is allowed to run at the high temperature
is determined by GE Waukesha. The high oil
Fuel quality, altitude, temperature adjustments and
temperature alarm and shutdown setpoints can be offset
other factors will affect these values.
in the Advanced > Advanced Settings Parameters
Reference EngCalc for your applicationspecific load screen. Setpoints can only be offset in a safe direction
capabilities or contact GE Waukesha sales engineering and cannot exceed factory limits.
department for additional information.
FAILURE OF MAGNETIC PICKUP
When the engine is operating at up to 107% load, the
fault status symbol on the HMI will be green, indicating Failure of the camshaft or crankshaft magnetic pickups
no alarm or shutdown is active. or wiring will trigger an emergency engine shutdown.
When engine load reaches 108%, the fault status OVERCRANK
symbol on the HMI turns yellow and a warning triangle
appears. DTC2121 becomes active. If the engine is cranked longer than the time calibrated
by GE Waukesha, the starting attempt is terminated, the
If the engine is run at value greater than 110%, the fault ignition and fuel are stopped, and the starter motor is de
status symbol on the HMI turns red and a warning energized.
triangle appears. DTC2122 becomes active and the
engine will shut down. ENGINE STALL
NOTE: The fault status symbol is located on the header If the engine stops rotating without the ECU receiving a
bar of the HMI screen. shutdown signal from the customer’s equipment, then
the ESM2 system will perform an emergency shutdown.
UNCONTROLLABLE ENGINE KNOCK One reason for an engine stall would be failure of an
Uncontrollable engine knock will shut the engine down upstream fuel valve starving the engine of fuel and
after a period of time calibrated by GE Waukesha. A causing a shutdown. The ESM2 system then shuts off
digital output from the ECU indicates that uncontrollable the engine fuel shutoff valve and stops ignition so that
knock is occurring so that the customer can initiate a should the upstream problem be fixed, the engine does
knock reduction strategy such as reducing engine load. not accidentally start again.
HIGH COOLANT TEMPERATURE ECU INTERNAL FAULTS
The ESM2 system is calibrated by GE Waukesha to both Certain ECU internal faults will trigger an engine
alarm and shut down upon high coolant temperature emergency shutdown.
detection, but it has a useradjustable offset. The alarm
and shutdown points are listed in latest editions of SECURITY VIOLATION
S83822 or Service Bulletin 12620 for each engine The ECU is protected from unauthorized recalibrating.
family. High coolant temperature alarm and shutdowns In addition, the calibrations programmed to the ECU are
are inhibited for a period of time calibrated by GE enginespecific. If the user attempts to adjust the ESM2
Waukesha after engine start or stop. system with the wrong engine information, a security
fault will occur.
HIGH INTAKE MANIFOLD TEMPERATURE
The ESM2 system is calibrated by GE Waukesha to both HIGH EXHAUST TEMPERATURE
alarm and shut down upon high intake manifold The ESM2 is calibrated by GE Waukesha to shut down
temperature detection, but it has a useradjustable on high cylinder exhaust temperature on the left and right
offset. The alarm and shutdown points are listed in latest side. The user can adjust the cylinder exhaust
editions of S83822 or Service Bulletin 12620 for each temperature offset from 0° to 360°F (0° to 182°C).
engine family. High intake manifold temperature alarm Cylinder exhaust temperature offsets are always
and shutdowns are inhibited for a period of time negative. Cylinder exhaust temperature alarms/
calibrated by GE Waukesha after engine start or stop. shutdown values can never be greater than what was set
at the factory.
Form 100631
2.203 © Copyright 2018, General Electric Co.
ALARMS AND SHUTDOWNS DESCRIPTION
CRANKCASE PRESSURE
The ESM2 is calibrated by GE Waukesha to shut down
on high crankcase pressures.
HIGH MAIN BEARING TEMPERATURES
The ESM2 is calibrated by GE Waukesha to shut down
on high main bearing temperatures.
Form 100631
2.204 © Copyright 2018, General Electric Co.
SECTION 2.25
STARTSTOP CONTROL
STARTSTOP CONTROL After receiving a start signal with the emergency stop
and run/stop signals high, the ECU first prelubes the
The ESM2 system manages the start, normal stop and engine for a useradjusted period of time. At the end of
emergency stop sequences of the engine, including pre the time, the useradjustable oil pressure threshold must
and postlube. Logic to start and stop the engine is built be exceeded. If it has not been exceeded, the start
into the ECU. The logic is triggered by the customer sequence will stop and DTC2210 will be displayed on
supplied inputs. The HMI provides useradjustable the HMI.
parameters for startstop control.
Once the prelube is complete, the starter is activated.
The startstop process is controlled by three mandatory The ignition is energized after the engine has rotated
digital inputs: Start, Run/Stop and Emergency Stop. The through a minimum of two complete engine revolutions
start signal is used to indicate to the ECU that the engine and a useradjusted purge timer has expired.
should be started and two shutdown signals (normal and
emergency) are used to give “permission” to run the NOTICE
engine.
If an electric starter motor is used and a start attempt
START SEQUENCE fails, wait at least 2 minutes (or a time period per the
manufacturer’s instructions) before attempting an
See Figure 2.252 for Start Sequence Diagram. engine restart. The starter motor must cool down
After the start sequence is initiated, the ESM2 system before engine restart to prevent damage to the starter
performs the following steps: motor.
1. Prelubes engine
2. Engages starter motor Once the starter is activated, a timing circuit begins that
3. Turns ignition on causes a shutdown on overcrank if the engine does not
reach a minimum speed within an amount of time
4. Turns fuel on calibrated by GE Waukesha.
5. Disengages starter. Engine running.
When the engine speed reaches an rpm determined by
For the engine to start, the start signal must be GE Waukesha, the main fuel valve is energized. The
configured as a momentary event such that it goes “high” engine then increases speed until it reaches its
(nominal 24 volts) for at least 1/2 second. In addition, to governed rpm.
start the engine the shutdown signals must both be
The starter motor is disabled at an rpm calibrated by GE
“high.” Although the start signal must go “low” after
Waukesha factoring in a user offset rpm (+/−).
initiating a start, the shutdown signals must remain high
for the engine to run. If the ESD goes low, even for a If the engine is being used for standby electric power
fraction of a second, the engine will stop. generation and needs to be producing power within a
short period of time after a start signal is received, then
NOTE: The NSD can go low and back high if in
it is the packager’s responsibility to control the prelube
cooldown.
motor and to prelube the engine. In this situation, the
user prelube and oil pressure threshold times must be
set to zero.
Form 100631
2.251 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
See “Lubrication System” in the latest edition of Form
! WARNING
1091, Installation of GE Waukesha Engines & Enginator
Systems Manual, for lubrication requirements in standby
applications. The Customer Emergency
Shutdown must never be used
for a normal engine shutdown.
NORMAL SHUTDOWN SEQUENCE
Doing so may result in unburned
Normal shutdown is used for routine stopping of the fuel in the exhaust manifold.
engine. Failure to comply increases the
risk of an exhaust explosion,
See Figure 2.253 for Normal Shutdown Sequence
which could result in death or
Diagram.
serious personal injury. It will
After the normal shutdown sequence is initiated, the also abort the actuator range
ESM2 system performs the following steps: check and stop the postlube
1. Engine running process that is beneficial to
engine components.
2. Begins cooldown period
3. Shuts off fuel once cooldown is completed
4. Stops ignition when engine stops rotating EMERGENCY SHUTDOWN SEQUENCE
5. Postlubes engine See Figure 2.255 for emergency shutdown sequence
6. Performs actuator range check diagram.
The engine should be stopped by causing the normal If the ESM2 system detects a serious engine fault and
stop (or run/stop) input to go “low” (< 7.0 volts). This will shuts the engine down, an emergency shutdown will be
turn off the fuel supply before ignition is halted, triggered, the corresponding DTC will be recorded and
eliminating unburned fuel. It will also run the postlube visible on the HMI, and a digital output from the ECU will
supplying oil to vital engine components. The be energized so the operator will know the ECU shut the
emergency shutdown input should remain “high” engine down.
(nominal 24 volts) at all times unless an emergency To initiate an emergency shutdown, the fuel is
situation occurs that requires the immediate shutdown immediately disabled. The ignition remains on for a few
of the engine. seconds and is then disabled, resulting in a fast
If the run/stop digital input to the ECU goes low and after shutdown. The DTC is recorded and available on the
a useradjusted cooldown period, the engine is stopped HMI. Postshutdown sequence then occurs, including
by first disabling the main fuel and then deenergizing the actuator range check and postlube.
the ignition as the engine speed drops to zero. When the The emergency shutdown sequence is (see ESM2
engine stops after a normal shutdown, it is postlubed SYSTEM FAULT CODES on page 2.652 for a
for a useradjusted period of time. If the engine fails to complete list of alarms, ESDs and cESDs):
stop in a precalibrated period of time (typically less than
1. Engine running
1 minute) after the fuel valve has been disabled, the
ignition is disabled, forcing a shutdown. 2. ESD conditions identified by controller
During an actuator range check, the actuator goes 3. Fuel disabled immediately
through the full range of motion. If there is a disparity, 4. After a factorycalibrated time (about 5 seconds),
DTC2135, Actuator Disparity, will be shown on the HMI. ignition is disabled
If the engine does not stop within 1 minute of the fuel 5. Engine rpm reaches zero
valve being disabled, DTC2208, Main Fuel Valve, will be 6. Postshutdown sequence triggered
shown on the HMI.
Form 100631
2.252 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
CRITICAL EMERGENCY SHUTDOWN CRANKING THE ENGINE OVER WITHOUT
SEQUENCE STARTING AND WITHOUT FUEL
See Figure 2.254 for critical shutdown sequence The following describes how to turn the engine over
diagram. without starting the engine and without fuel.
Certain faults require that the engine come to a stop as Using the StartStop parameters screen, adjust the
quickly as possible to reduce the risk of major engine “Purge Time” field to the maximum time of 180 seconds
damage or personal injury or death. These faults are (3 minutes). Then begin the start sequence. After a GE
cESD faults. The shutdown sequence for cESD faults Waukesha–calibrated crank time, DTC2206 Overcrank
disables the fuel and ignition simultaneously to ensure shutdown fault will trip and the engine will stop cranking.
the engine comes to a complete stop as quickly as Repeat if necessary. Be sure to readjust the purge time
possible. In some cases, the postshutdown sequence to the previous value and save to permanent memory.
is disabled, as well.
During a critical emergency shutdown sequence, the AIRSTART VALVE
ESM2 system performs the following steps: Once the ESM2 system receives an engine start signal
1. Engine running from the user’s panel, the ESM2 system controls the
2. cESD conditions identified by the controller entire start process, including the sequence of events
shown in Figure 2.252. Part of the start process includes
3. Fuel and ignition are disabled immediately engaging the starter. When the solenoid on the airstart
4. Engine rpm reaches zero valve receives the electronic voltage signal from the
5. Postshutdown sequence triggered power distribution junction box to engage the starter, the
airstart valve allows air to flow to the starter.
NOTE: This shutdown sequence only applies to critical
emergency shutdowns: If the air starter option is ordered from GE Waukesha,
only venting is required by the packager. If the packager
• DTC2000 Engine Lockout is supplying the air starter, the packager needs to
• DTC2001 Customer ESD interface with the enginemounted airstart valve.
• DTC2014 Low Oil Pressure Shutdown The airstart valve requires two vent connections: a 1/4
• DTC2205 Engine Absolute Overspeed in. NPT vent for the airstart valve and a 1/8 in. NPT vent
for the airstart valve solenoid. The packager is
• DTC3027 Engine Driven Equipment Overspeed
responsible for venting this system to meet applicable
• DTC2054 Heavy Knock Shutdown local codes. If the packager is supplying the air starter,
• DTC2176 – 2186 Main Bearing Temperature the airstart valve supply connection is 1/4 in. NPT.
Failure to interface through the airstart valve provided
NOTE: Postshutdown sequence will be disabled for will result in ESM2 system fault codes.
the following faults:
NOTE: Electric start is available as an option.
• DTC2000 Engine Lockout
• DTC2001 Customer ESD AIR PRELUBE VALVE
• DTC2014 Low Oil Pressure Shutdown
The air prelube valve requires user connections for the
two vents: a 1/2 in. NPT vent for the air prelube valve and
PRELUBING THE ENGINE WITHOUT a 1/8 in. NPT vent for the air prelube valve solenoid. The
STARTING packager is responsible for venting this system to meet
applicable local codes.
The following describes how to prelube the engine
without starting the engine.
Using the StartStop parameters screen, adjust the
“Lube Pre Time” field to the maximum time of 3,600
seconds (60 minutes). Then begin the start sequence.
After the engine prelubes for a sufficient time and before
the end of 60 minutes, perform a normal shutdown
sequence to cancel the start attempt. Be sure to re
adjust the prelube time to the previous value and save
value to permanent memory.
Form 100631
2.253 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
NOTE: Electric prelube is available as an option.
1 2
Figure 2.251: Air Valves
1 Air Prelube Valve 2 AirStart Valve
Form 100631
2.254 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
* CRANK TIME DEPENDS
START > 8.6V ON CALIBRATION
FOR LONGER
THAN 1/2 SECOND
IS CRANK TIME
< 30 SECONDS? * NO
IS ESD INPUT
HIGH? NO YES
YES
NO
MAIN FUEL VALVE ON
PRELUBE ON
IS RPM >
300 RPM +
STARTE R OFF RPM IS CRANK TIME
PROGRAMMED ON NO > 30 SECONDS?*
IS NO
HMI?
PRELUBE
COMPLETE? NO YES
YES
YES
STARTER DISENGAGED
DOES
GALLEY OIL
ENGINE RUNNING
PRESSURE EXCEED NO OVERCRANK
THRESHOLD? DTC2206
ACTIVE
WIRE LABEL SHOWN IN BOLD
Figure 2.252: Start Sequence Diagram
Form 100631
2.255 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
RUN/STOP GOES
LOW
HAS
COOLDOWN
TIMER EXPIRED AS
PROGRAMMED ON
HMI? NO
YES
THROTTLE
ACTUATOR POSTLUBE
RANGE CHECK MOTOR ON
MAIN FUEL VALVE OFF
NO
POSTLUBE MOTOR
ENG ESD DIGITAL TURNED OFF
OUTPUT GOES
TO 24 VDC
ECU RECORDS
DTC2208
(MAIN FUEL VALV E)
SEQUENCE COMPLETE
IGNITION
DISABLED
Figure 2.253: Normal Shutdown Sequence Diagram
Form 100631
2.256 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
THROTTLE
ACTUATOR POSTLUBE
RANGE CHECK MOTOR ON
YES
SEQUENCE COMPLETE
Figure 2.254: cESD Sequence Diagram
Form 100631
2.257 © Copyright 2018, General Electric Co.
STARTSTOP CONTROL
ESD FAULT
DOES POSTLUBE
TIME EXCEED
THRESHOLD? NO
YES
ENG ALM DIGITAL OUTPUT
GOES TO 24V
POSTLUBE MOTOR
TURNED OFF
CALIBRATED
DELAY TIME
(ABOUT 5 SECONDS)
SEQUENCE COMPLETE
IGNITION
DISABLED
Figure 2.255: ESD Sequence Diagram
Form 100631
2.258 © Copyright 2018, General Electric Co.
SECTION 2.30
HMI OVERVIEW
DESCRIPTION
The HMI is an industrial PC with touch screen display
functionality (see Figure 2.301). 12 in. screen size is
standard, and option codes are available for 15 in. and
19 in. The HMI features a realtime multitasking
operating system to ensure timecritical and safety
relevant tasks as part of engine regulation, engine
monitoring and engine control.
Figure 2.301: HMI
Form 100631
2.301 © Copyright 2018, General Electric Co.
HMI OVERVIEW
INSTALLATION In order to guarantee sufficient air circulation, the
specified amount of space above, below, to the side and
NOTE: The ambient temperature rating for the HMI is behind the device must be provided. The minimum
4° – 140°F (20° – 60°C). specified spacing is indicated in Figure 2.302.
NOTICE
When installing the HMI, be sure to leave sufficient
spacing for air circulation as well as additional space
for operation and maintenance of the device.
S2
S3
S4
S3
S1 S1
S2
Figure 2.302: Spacing for Air Circulation
S1 S2 S3 S4
0.80 in. (20 mm) minimum 1.96 in. (50 mm) minimum 3.94 in. (100 mm) minimum 1.96 in. (50 mm) minimum
NOTICE
The spacing specifications for air circulation are based
on the worstcase scenario for operation at the
maximum specified ambient temperatures. The
maximum specified ambient temperature must not be
exceeded.
Form 100631
2.302 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Z
Y
Figure 2.303: Installation Diagram
X Y Z (Minimum – Maximum) Number of Clips
12 in. (304 mm) 8.97 in. (228 mm) 0.04 – 0.24 in. (1 – 6 mm) 10 pieces
15 in. (359 mm) 11 in. (277 mm) 0.04 – 0.24 in. (1 – 6 mm) 10 pieces
19 in. (429 mm) 13.7 in. (347 mm) 0.04 – 0.24 in. (1 – 6 mm) 12 pieces
A hexhead screwdriver is needed to tighten and loosen
the screws on the retaining clips. The maximum
tightening torque for the retaining clips is 9 in.lb (1 N·m).
Form 100631
2.303 © Copyright 2018, General Electric Co.
HMI OVERVIEW
HMI CONNECTION OVERVIEW
(2) (1)
(5) (4) (3)
(7) (6)
(10) (9) (8)
(12) (11)
(13) (13)
Figure 2.304: HMI Connection Overview
1 24 VDC Power 8 CFAST
2 Functional Ground Connection 9 Reset Button
3 USB2 10 ETH1
4 USB1 11 On/Off (NOTE: Set to ON for active resistance)
5 Power Button 12 L1, L2, L3
6 Power, CFast, Link, Run 13 X1, X2 IF Option
7 ETH2
USER LOGIN AND SETTINGS
Guest access (not logged in) does not have the ability to
change parameters. Only VISUALIZATION, GRAPH
and SYSTEM tabs are available.
Figure 2.305: Login Screen
Form 100631
2.304 © Copyright 2018, General Electric Co.
HMI OVERVIEW
To change the user profile, select the desired profile and
a keypad will appear (see Figure 2.306).
Figure 2.306: Keypad
Form 100631
2.305 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.307 shows a customer login. The
VISUALIZATION, PARAMETERS, GRAPH and
SYSTEM tabs are now available. The user has the ability
to change any of the parameters, as well. To add a user,
you must be connected with a computer. A CAT 5 cable
must be used between the computer and the ETH2 port
of the HMI.
Figure 2.307: Customer Login
Form 100631
2.306 © Copyright 2018, General Electric Co.
HMI OVERVIEW
The UserSpecific Settings button opens a dialog box for
setting the userspecific settings (see Figure 2.308).
Each of the parameter units can be set individually to
accommodate each user or location preferences. The
desired format for displaying the time and date can be
selected. The decimal point or comma can be selected.
Units (e.g.: °C or °F for temperatures) can be specifically
selected by the user.
Figure 2.308: UserSpecific Settings
Form 100631
2.307 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Selecting the SYSTEM tab brings up a new set of icons
on the bottom of the screen (see Figure 2.309).
Figure 2.309: SYSTEM Tab
Form 100631
2.308 © Copyright 2018, General Electric Co.
HMI OVERVIEW
SYSTEM > Time brings up the time screen (see Figure
2.3010), which allows you to connect to a time server
or to change date/time.
Figure 2.3010: System > Time Screen
Form 100631
2.309 © Copyright 2018, General Electric Co.
HMI OVERVIEW
NAVIGATION
Figure 2.3011: Navigation
HEADER BAR
The header bar contains the Engine Identification,
Engine Status and Message Display, Fault Status
Symbol, and RPM and Load Display.
1 2 3 4
Figure 2.3012: Header Bar
1 Engine Identification 3 Fault Status Symbol
2 Engine Status and Message Display 4 RPM and Load Display
Form 100631
2.3010 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Engine Identification • OFFLINE – ECU to HMI Communication – The
OFFLINE state indicates that there is no
This field shows the engine that the HMI is monitoring.
communications between the ECU and the HMI. The
Engine Status and Message Display OFFLINE state does not affect engine operation.
This box shows the engine status in plain text and also * Faults that inhibit postshutdown functions are:
the last outstanding message. Clicking on this display • DTC2000 Engine Lockout
shows the last 15 messages, as well. The maximum
• DTC2001 Customer ESD
number of messages in the header can be changed
under SYSTEM > Client. • DTC2014 Low Oil Pressure Shutdown
Engine status and messages displayed in the header Fault Status Symbol
box are:
This symbol shows whether an information alert, alarm
• OFF – Engine Not Running, Ready To Start – The or engine shutdown (ESD and cESD) is active. Selecting
OFF operating state indicates the engine is not the symbol once a fault is active will open the Alarm
rotating and that ignition and fuel are not enabled screen for viewing.
• INIT – Engine Prelubing – The INIT operating state
indicates engine prestart functions are being carried No alarm or engine shutdown is active. If an
out. This may include prestart diagnostics and pre information alert becomes active, the message
lube functions will display in the engine status and message
display box.
• CRANK – Engine Cranking – The CRANK operating
state indicates conditions have been met to rotate the In the event of an alarm, the color of the symbol
engine. The starter motor is enabled and fuel/ignition changes to yellow and a warning triangle
appears. If an alarm becomes active, the
may be enabled based on parameter setpoints and
message will display in the engine status and
engine speed. message display box.
• RUN – Engine Running – The RUN operating state In the event of an engine shutdown (ESD or
indicates the engine has met engine run conditions cESD), the color of the symbol changes to red
The RUN state includes normal engine running and a warning triangle appears. If an ESD or
conditions as well as engine cooldown. cESD becomes active, the message will display
• NSD – Normal Shutdown in Progress – The NSD in the engine status and message display box.
operating state indicates the run input from the
RPM and Load Display
customer has gone low and no emergency faults are
active. The main fuel valve will be deactivated and the
ignition will remain enabled until the engine has
stopped rotating.
• ESD – Emergency Shutdown – The ESD operating
state indicates there is an active emergency shutdown
fault. The main fuel valve is deactivated immediately; The current engine RPM is displayed. The percent rated
the ignition remains enabled for about 5 seconds to load is shown by the bar. The bar grows from left to right.
burn any remaining fuel. When the bar reaches the righthand end, the engine
has reached its maximum load. The percent rated load
• cESD – Critical Emergency Shutdown – The cESD
is an estimate of percent rated torque (load). The
operating state indicates there is a critical emergency
estimate is based on ECU inputs and engine operating
fault. Ignition and the main fuel valve will be
factors.
deactivated immediately. A cESD may also include
actuators going to a safe state and inhibiting post NOTE: The bar indicates 100% load, with each small
shutdown functions.* box in the bar representing 10%. When load is over
108%, the bar becomes yellow.
Form 100631
2.3011 © Copyright 2018, General Electric Co.
HMI OVERVIEW
NAVIGATION BAR
The navigation bar contains the PopOut/New Window
Button, Print Button and Clipboard button on the left
hand side; four Navigation Tabs in the center; and the
Logout Button, Back Button and Forward Button on the
righthand side.
Figure 2.3013: Navigation Bar
PopOut/New Window Button VISUALIZATION – Visualization (Guest and Customer
access). The visualization screens allow viewing of user
The current screen pops out to a new adjustable parameters.
window.
PARAMETERS – Parameters (Customer access). The
parameters screens allow editing of useradjustable
parameters.
Print Button
GRAPH – Graph (Guest and Customer access). The
The current screen is printed. graph screens show graphic representation of engine
data values.
SYSTEM – System (Guest and Customer access). The
system screens allow editing of system preferences and
Clipboard Button settings such as time.
The current screen is copied to Clipboard Logout and Backward/Forward Buttons
and can be attached to a message portal.
Current Screen
This field displays the name of the current screen The number of screens for navigating forward and
displayed. backward is limited to 10 and can be adjusted under
SYSTEM > Client. The default value is 5.
Navigation Tabs
Form 100631
2.3012 © Copyright 2018, General Electric Co.
HMI OVERVIEW
USER INFORMATION BAR
1 2 3 4
Figure 2.3014: User Information Bar
1 Plant Name – Engine identification and type 3 Online Users – Displays the number of users
2 Date and Time currently connected. Selecting the display shows
further details (users, role computer name).
4 User Identity – Displays the user identity and role,
and whether the simple or expert view is active.
Form 100631
2.3013 © Copyright 2018, General Electric Co.
HMI OVERVIEW
MAIN VISUALIZATION SCREEN ICONS • Main Bearing Temps – shows the temperature of each
main bearing.
There are five Main Visualization Screen icons:
• Engine (ENG) Submenus
• Ignition (IGN) Selecting a main menu icon provides access to its
• Air/Fuel Ratio (AFR) submenus.
• Advance (ADV)
• Cylinder (CYL)
Figure 2.3015: Main Visualization Screen Icons
ENG (Engine)
• Engine Screen – contains the most common
information needed while operating the engine.
• Exhaust & Main Bearing Screen – contains the
information needed to monitor the exhaust system
temperatures and the main bearing temperatures.
• Governor Screen – contains the fields that monitor the
Figure 2.3016: Engine Visualization Submenu
speed governing system.
• Start Stop Screen – contains the fields that affect Alarm, Notes and User
starting and stopping the engine.
Alarm management symbol – Displays
IGN (Ignition) the Alarm screen
Selecting the Ignition icon allows monitoring of the
ignition system.
AFR (Air/Fuel Ratio)
Message portal symbol – Allows
Selecting the Air/Fuel Ratio icon allows viewing of the operators to leave and read messages left
air/fuel ratio settings. by other operators on matters related to
the operation or maintenance of the
ADV (Advanced) engine. See MESSAGE BOARD on page
• Service Screen – allows viewing of parameter and 2.3020.
settings that are not unique to any screen but a
collection of values for troubleshooting or advanced User symbol – Displays user login and
settings
evaluation of the operating parameters of the engine.
• Setpoints Screen – allows viewing of alarm and
shutdown limits.
• PDB Screen – allows viewing of the status of driver and
distribution circuits of the PDB.
CYL (Cylinder)
• Cylinder Specific Values – provides cylinderspecific
information on ignition timing, spark references,
exhaust temperatures and misfiring cylinder.
Form 100631
2.3014 © Copyright 2018, General Electric Co.
HMI OVERVIEW
HMI TROUBLESHOOTING
The ESM2 system provides extensive engine
diagnostics that allow rapid troubleshooting and repair
of engines. If an information alert, alarm or engine
shutdown (ESD or cESD) is detected, the operator is
informed of a fault by the fault status symbol. Selecting
the fault status symbol in the header bar or the alarm
management symbol once a fault is active will open the
Alarm screen for viewing (see Figure 2.3017).
Figure 2.3017: Viewing Alarm Screen
1 Fault Status Symbol 2 Alarm Management Symbol
The fault status symbol shows alarm or engine shutdown
(ESD and cESD).
No alarm or engine shutdown is active. If an
information alert becomes active, the message
will display in the engine status and message
display box.
In the event of an alarm, the color of the symbol
changes to yellow and a warning triangle
appears. If an alarm becomes active, the
message will display in the engine status and
message display box.
In the event of an engine shutdown (ESD or
cESD), the color of the symbol changes to red
and a warning triangle appears. If an ESD or
cESD becomes active, the message will display
in the engine status and message display box.
Form 100631
2.3015 © Copyright 2018, General Electric Co.
HMI OVERVIEW
ALARM SCREEN AND FAULT HISTORY
7 8 9
4
3
10
11
Figure 2.3018: Alarm Screen – Filtering Set to Display Faults Only
1 Fault Type 7 Time Selection Bar
2 Time Stamp 8 Fault History Button
3 Search Field 9 Help Button
4 Sorting Button 10 Export Button
5 Fault Number 11 Filtering Buttons (Filtering Set to Display Faults Only)
6 Fault Message Text
Form 100631
2.3016 © Copyright 2018, General Electric Co.
HMI OVERVIEW
7 8 9
4
3
10
11
Figure 2.3019: Alarm Screen – No Filtering
1 Fault Type 7 Time Selection Bar
2 Time Stamp 8 Fault History Button
3 Search Field 9 Help Button
4 Sorting Button 10 Export Button
5 Fault Number 11 Filtering Buttons (No Filtering Set)
6 Fault Message Text
Form 100631
2.3017 © Copyright 2018, General Electric Co.
HMI OVERVIEW
1 – Fault Type 7 – Time Selection Bar
There are various types or classifications of messages. The desired time span for the displayed faults can be
These are marked by an appropriate icon and have the specified. The range can be set by selecting a “from”
following meanings. date and a “to” date, or it can be set by selecting a time
period in day, hours, minutes and seconds.
ESD Icon
Faults indicate failures and trigger automatic
engine shutdowns. The cause must be
corrected. The engine can then be restarted.
Alarm Icon
Alarms indicate unusual operating
conditions but do not trigger automatic
shutdowns directly. Correct the cause of the
alarm as soon as possible.
Information Alert Icon
Information Alert shows unusual operating
conditions that are not critical. The engine
can continue to operate in such cases.
Correct the cause at the next opportunity.
User Change Icon
The recorded user actions in the list can be Figure 2.3020: Selecting “From” Date
displayed with this button in addition to the
messages. All value changes, control
commands and user logins are recorded and
can be displayed in this list. The associated
information such as user, old value, new
value, etc., is shown for each user action.
2 – Time Stamp
The time stamp displays of the point in time (date and
time) when the fault occurred. The time is shown to
millisecond precision. The faults are sorted by this time
stamp. The most recent fault appears at the top of the
list, though sorting can be changed by pressing the
sorting button.
3 – Search Field
Figure 2.3021: Selecting Time Period
Entering text in the search field will filter the list and only
those faults that include the entered text are displayed. 8 – Fault History Button
4 – Sorting Button Select this button to view a history of all notifications.
The sort order can be selected by clicking in the header 9 – Help Button
of the desired column [Type], [Date/Time] or [No.]. An
arrow symbol indicates the sorting currently set. Sorting Select this button to view the help files on specific
can be carried out in ascending and descending order notifications.
by the time the message occurred, the message type or
10 – Export Button
the message number.
Select this button to export the fault message list to a
5 – Fault Number Microsoft Excel file (*.xlsx).
Each fault has a unique DTC number.
6 – Fault Message Text
Each fault has a description listed under Fault Message
Text.
Form 100631
2.3018 © Copyright 2018, General Electric Co.
HMI OVERVIEW
11 – Filtering Buttons
Alarm screen notifications can be filtered using the
filtering buttons. To remove a fault type from the
displayed faults, press its button. The button will turn
gray, indicating that items falling under that fault type are
no longer displayed. To add fault types to the displayed
faults, press the desired buttons. They will turn blue,
indicating that items falling under that fault type are now
displayed.
Figure 2.3018 shows the filtering set to display faults
only. Figure 2.3019 shows no filtering, with all types of
faults displayed.
Form 100631
2.3019 © Copyright 2018, General Electric Co.
HMI OVERVIEW
MESSAGE BOARD
The NOTES button at the bottom righthand corner of
the menu bar (see Figure 2.3022) opens the message
board (see Figure 2.3023). The message board allows Figure 2.3022: NOTES Button
the user to save messages with text and/or images such
Because the HMI has no keyboard input, a user on the
as screenshots.
HMI panel has viewing privileges only unless a keyboard
is attached (see Inputting Text on page 2.3022).
Figure 2.3023: Message Board – No Saved Messages
Form 100631
2.3020 © Copyright 2018, General Electric Co.
HMI OVERVIEW
CREATING MESSAGES
To create a message, add an attachment and/or text.
Adding Attachments
Press the clipboard button to browse for and attach an
image file to the message. Supported file types are
*.png, *.jpg and *.bmp. The file must not exceed a Figure 2.3024: Clipboard Button
maximum size of 500 kB.
NOTE: More than one attachment can be added to a
To attach a screenshot to the message, press the message.
clipboard button (see Figure 2.3024) at the top of the
screen to be captured. Then, navigate to the message
board and press the “Attach screen” button. The
screenshot will then be attached.
Form 100631
2.3021 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Inputting Text
The HMI does not have a keyboard for text input. To add
text input to messages, such as adding text to a
screenshot or logging maintenance details, connect a
laptop to the HMI panel or establish a remote session.
See Figure 2.3025.
Figure 2.3025: Inputting Text
Form 100631
2.3022 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Sending a Message
To save a message, press the Send button. The
message will appear in the center pane.
NOTE: Each message will be viewable by users with
the same user access level or higher. If a user is not
logged in while viewing the message board, the user will
see messages from users that had been logged in when
the message was saved only if the message author
changes the user role (see Figure 2.3026).
Figure 2.3026: Select User Role
Form 100631
2.3023 © Copyright 2018, General Electric Co.
HMI OVERVIEW
READING MESSAGES
Once there is at least one entry on the message board,
the message(s) will appear in the center pane (see
Figure 2.3027). The last 100 messages are stored.
Figure 2.3027: Message Board
1 Saved Message 2 Bubble Indicator
Form 100631
2.3024 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Select an entry to see the selected message details at
the top of the screen, including the attachment(s) (see
Figure 2.3028), for viewing.
Figure 2.3028: Overview.png
Form 100631
2.3025 © Copyright 2018, General Electric Co.
HMI OVERVIEW
EXPORTING DATA FROM HMI INSTALLATION
DIA.NE XT4 HMI software is available for download To install the DIA.NE XT4 HMI software on your
(see INSTALLATION on page 2.302) to any Windows computer, or any updates, download and install:
based PC for remote operation and observation of https://myplant.gepower.com/diane/DianeXT4HMI/
engine/plant operating data. After installation, a DianeXT4ClientSetup.exe
connection can be established with an ESM2 HMI over Start the file with a double click and follow the installation
Ethernet with the DIA.NE XT4 Client software. The instructions.
myPlant® option allows remote monitoring over an
available internet connection. Remotely connecting with The path “C:\DianeXT4\Client” is selected as the
DIA.NE XT4 Client software on a PC will offer features installation directory by default. However, this can be
like remote error diagnosis, asset monitoring from a changed during the installation if required.
control room, and/or asset monitoring from home/travel.
START
SYSTEM FUNCTIONS After the installation, the icon can be double clicked on
• User management your desktop:
• System settings
• Network settings
• System diagnostic functions (logs, trends)
• Execution of software updates
• Version information display
• Export of historic data
Figure 2.3029: Icon
DIA.NE XT4 HMI SYSTEM REQUIREMENTS
The program can also be started by doubleclicking the
Display: Minimum resolution support of 1024x768 file C:\DianeXT4\Client\GE.Diane.Client.exe in
Input: Keyboard with mouse or touch screen Windows Explorer.
Operating System: Windows XP SP3, Windows 7, ESTABLISHING THE CONNECTION
Windows 8, Windows 10
Connect a laptop to the ETH2 Ethernet Port on the back
Graphics Card: Support for DirectX 9.0 or higher, at least of the HMI, and ensure the laptop is set to DHCP mode
64 MB graphics memory shown below:
Memory: 1 GB RAM minimum
Free Hard Disk Capacity: 100 MB
Form 100631
2.3026 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3030: Properties
After starting the DIA.NE XT4 HMI Client software, the Alternatively, the connection can be established by
dialogue box for establishing the connection with the entering the IP address and pressing the [CONNECT]
ESM2 HMI appears in the available modules section: button. This is necessary if the HMI is not found on the
network automatically for technical reasons associated
with the network.
192.168.123.11 is the default IP address for the HMI.
LOGIN
After the DIA.NE XT4 HMI program has started and the
connection to the ESM2 HMI has been established, the
following window appears for the user login. Appropriate
authentication is still required for remote access.
Figure 2.3031: Available Modules
Form 100631
2.3027 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3032: User Login Window
All the local users of the HMI and all the license (global) A license can be requested or updated directly with
users are displayed on the PC. Select your user and then [Request License]. This requires an Internet Connection
enter your 6digit user code (password). The and an active myPlant® account.
visualization start screen is then shown.
The display can be updated with [Refresh].
Form 100631
2.3028 © Copyright 2018, General Electric Co.
HMI OVERVIEW
USER MANAGEMENT
Figure 2.3033
The ESM2 HMI comes with a unique password For the
Customer Account / Customer User Role, printed on a
label and applied to the back of the HMI panel. If you
would like to create additional users for tracking changes
and/or limiting access to specific personnel, then Figure 2.3034: Global User Symbol
proceed to Creating Local Users on page 2.3030.
Users without this symbol are local users of the asset.
List of Available Users These are managed in the local user administration and
are only available on this asset. Local users are not
All available users are listed. The current user logged in subject to any time restrictions. Other users can be
is highlighted in blue and displayed at the top of the list. selected in the [Others] selection box.
The user name and user role are displayed, as is the Press the desired user button to initiate the login
remaining duration of the license validity for timelimited process. The login dialogue then appears.
global users (license users).
The following symbol indicates a global user, in other
words one authenticated by means of a license.
Licenses are only valid for a specified time and must be
updated regularly.
Form 100631
2.3029 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Enter a 6digit access code (password) and press
[Login].
NOTE: After 5 unsuccessful attempts (incorrect
password entered), the user is locked out for 10 minutes.
Only then can the input be attempted again.
Creating Local Users
Establish a connection to the ESM2 HMI using a laptop.
Login as the Customer account and factory supplied
Customer Account password. Navigate in the system
tab to the Users screen and you will see the following
screen:
Figure 2.3035: Login Dialog
Form 100631
2.3030 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3036: Local User Settings Screen
Click Add. Enter a Username. Example: “User1”
Enter a User Code: 6 digit numerical password.
Select User Role (Only Customer available at this time).
Select Default Language.
And click Save.
The local user is now permanently added to the HMI and
is accessible via the panel and remote connections.
Figure 2.3037: Save User Screen
Form 100631
2.3031 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3038
Figure 2.3039
User License Request (Only on PC Client)
This brings up the dialogue box for requesting a license
or updating the user's own license.
Form 100631
2.3032 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Exclusive Mode (Only at the Local Panel)
This blocks changes to the parameters and set values
and also the execution of control commands by other PC
clients. So long as exclusive mode is activated, no other
values can be changed by other users on remote DIA.NE
XT4 clients.
This exclusive mode is indicated by the following symbol
at the bottom right of the screen.
Figure 2.3041: Exclusive Mode Symbol
Figure 2.3040: Request a License Screen NOTE: This mode can only be activated and
To request a license, enter the user name and password deactivated on the panel.
from myPlant®. Then select a random 6digit code as the
DIA.NE XT4 password. EXPORTING .CSV DATA
To export historical data to .CSV (Comma Separated
Registration as a myPlant® user, allocation of a
Variable), requires a user to be connected with a laptop,
corresponding DIA.NE XT4 user role for this user and an
logged in with Customer (or higher) login privileges and
Internet connection at the time of requesting the license
to be connected to the HMI with the DIA.NE XT4 HMI
together constitute the precondition for obtaining a
Client software.
license.
In the system tab, navigate to System > ExportImport
User Specific Settings
This button opens the dialogue box for setting the user
specific settings. The desired format for displaying the
time and date can be selected. The decimal point or
comma can be selected. Units (e.g.: °C or °F for
temperatures) can be specifically selected by the user.
These are then always displayed expressed in the
selected units.
Transferring the User License to the Panel (Only on
PC Client)
This transfers the license of the user currently logged in
(global users only) to the DIA.NE XT4 panel in the control
cabinet. The global user can then log in and use the
associated extended functionality at the panel. The
license at the panel is deleted automatically after 24
hours.
Remove User License from the Panel (Only at the
Local Panel)
This prematurely removes the user license transferred
to the panel. This avoids any misuse of transferred
licenses. The license is removed automatically for
security reasons after 24 hours.
Figure 2.3042
Form 100631
2.3033 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3043: ExportImport
This function supports exporting historical runtime data
to both XT4 Raw Format (.dvx) (used for sending data
back to GE Waukesha for service) and a common
readable CSV file. This file can easily be opened with
MS Excel or any other tool which can read comma
separated ASCII files.
For CSV files, selecting an appropriate time interval is
dependent on maximum number of rows during export.
If the quantity of data available in the time selected is
larger than the maximum row export count, an error will
prompt in regards to the number of rows to be exported: Figure 2.3044
You will be given an opportunity to select which data you
would like to export:
Form 100631
2.3034 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3045: Export Historical Data Screen
Once exported, the file will prompt to be downloaded: The exported file(s) will remain available for download
in the Exported Files section:
Figure 2.3046: File Download Screen
Form 100631
2.3035 © Copyright 2018, General Electric Co.
HMI OVERVIEW
Figure 2.3047: Exported Files Screen
Selecting a file will make a download option available:
Figure 2.3048
Form 100631
2.3036 © Copyright 2018, General Electric Co.
SECTION 2.35
HMI SCREEN DESCRIPTIONS
This section provides a description of each HMI screen
and the fields found on each screen.
ENGINE SCREENS
There are four visualization screens available when
selecting the ENG icon (see Figure 2.351):
• Overview
• Exhaust & Main Bearing
• Governor
• Start Stop
Figure 2.351: ENG Visualization Submenu
Form 100631
2.351 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
OVERVIEW VISUALIZATION SCREEN
The Overview Visualization screen contains the most
common information needed while operating the engine.
This is display only and there are no parameters
displayed that can be adjusted.
Figure 2.352: Overview Visualization Screen
Form 100631
2.352 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
The following fields display actual engine function • AFR Mode In Use
values: • Intake Manifold Temperature
• Intake Manifold LB Pressure • Coolant Temperature
• Intake Manifold RB Pressure • Oil Temperature
• Boost LB Pressure • Ambient Temperature
• Boost RB Pressure • Ambient Pressure
• Reserve LB Pressure • Relative Humidity
• Reserve RB Pressure • Engine RPM Setpoint
• Pre Filter Oil Pressure • Power
• Engine Oil Pressure • Percent Engine Load
• Oil Delta Pressure • Percent Engine Derate
• Crankcase Pressure • ECU Run Time
• Throttle Position Feedback • ECU On Time
• FCV Position LB • WKI In Use
• FCV Position RB
Form 100631
2.353 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
EXHAUST & MAIN BEARING VISUALIZATION NOTE: Adjustments are made in the parameters tab.
SCREEN
The Exhaust & Main Bearing Visualization screen
contains the information needed to monitor the exhaust
system temperatures and the main bearing
temperatures.
Figure 2.353: Exhaust & Main Bearing Visualization Screen
The following fields display actual engine function • Post Catalyst Exhaust Temperature
values: • Catalyst Delta Exhaust Temperature
• Cylinder Exhaust Temperatures • Cylinder Exhaust Temp ALM Limit
• Main Bearing Temperatures • Cylinder Exhaust Temp SD Limit
• Post Turbine Exhaust Temperature • Exhaust Deviation Threshold
• Pre Catalyst Exhaust Temperature • Main Bearing Temp SD Limit
Form 100631
2.354 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
GOVERNOR VISUALIZATION SCREEN NOTE: Adjustments are made in the parameters tab.
The Governor Overview Visualization screen contains
the information needed to monitor the speed governing
system.
Figure 2.354: Governor Visualization Screen
Alternate Dynamics – This field signals when the • Engine RPM Setpoint
alternator governor dynamics is synchronized to the • Remote RPM Setpoint
electric power grid. The color Blue indicates the status
of the function. • Percent Engine Load
• Boost Average Pressure
Load Coming – This field signals when the engine can
accept large load additions. The color Blue indicates the • IMAP Average Pressure
status of the function. • Throttle Reserve Average Pressure
Remote RPM – This field signals when the remote rpm • Proportional Adjust Gain
is on or off. The color Blue indicates the status of the • Integral Adjust Gain
function.
• Derivative Adjust Gain
Idle – This field signals when low idle or high idle is
• Proportional Sync Adjust Gain
active. The color Blue indicates the status of the function.
• Idle High RPM
The following fields display actual engine function
values: • Idle Adjust
• Throttle Position Feedback • Low Idle RPM
• Throttle Position Command • User Overspeed Limit
Form 100631
2.355 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
• Load Inertia • Load Sharing mA
• Feed Forward Delay • Load Sharing Voltage
• Feed Forward Torque Value • LSM Select
• Sync RPM • Remote Speed
• Droop
Form 100631
2.356 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
STARTSTOP VISUALIZATION SCREEN NOTE: Adjustments are made in the parameters tab.
The Start Stop Visualization screen contains the
information needed to monitor starting and stopping of
the engine.
Figure 2.355: Start Stop Visualization Screen
Engine Alarm – This field signals when an engine alarm User ESD – This field signals when an emergency
is active. When this field indicates an alarm, a 24 VDC shutdown is in process based on a customer input. The
signal to the customer (through the Customer Interface color, blue or red, indicates the status of the function.
Harness) is provided. The color, blue or yellow, indicates
Engine Lockout – This field signals when any engine
the status of the function.
mounted engine lockout switch is depressed. The color,
Engine ESD – This field signals when an emergency blue or red, indicates the status of the function.
shutdown (ESD or cESD) is in process. The color, blue
Starter Flag – This field signals when the starter motor
or red, indicates the status of the function.
is engaged. The starter motor is engaged based on
Engine Running – This field signals when the engine is “Starter Off RPM” and “Purge Time” settings. The color,
in the run state: above start RPM, engine rotating and blue or green, indicates the status of the function.
not in shutdown. The color, blue or green, indicates the
Ignition Enable – This field indicates when the IPMD
status of the function.
is enabled and is ready to receive a signal from the ECU
User Run/Stop – This field signals when a normal to fire each spark plug. The color, blue or green,
shutdown is in process based on a customer input. The indicates the status of the function.
color, blue or green, indicates the status of the function.
Form 100631
2.357 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
Main Fuel – This field signals when the main fuel valve • PreLube Time
is engaged by the ECU. The color, blue or green, • Purge Time
indicates the status of the function.
• Cool Down Time
Start Signal – This field signals when the digital start
• PostLube Time
signal, a digital input to the ECU, is high (24V nominal)
or low (<3.3 volts). The color, blue or green, indicates • PreLube Countdown (actual time in seconds left)
the status of the function. • Cool Down Counter (actual time in seconds left)
Lube Pump – This field signals when the prelube pump • Post Lube Counter (actual time in seconds left)
output is on either from the ECU or from the customer • Engine Oil
prelube input. The color, blue or green, indicates the
status of the function. • Throttle Position Feedback
• Starter Off RPM
NOTE: The ECU determines if the prelube signal
should be on regardless of the customer input (that is, if • Start RPM Offset
the engine is rotating the prelube pump output is • Fuel On RPM
disabled).
• Fuel RPM Offset
Customer Lube – This field signals when a customer
initiated engine lube is in process. The color, blue or
green, indicates the status of the function.
The following fields display actual engine function
values:
• PreLube Pressure Target
Form 100631
2.358 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
The Ignition Visualization screen contains the
information needed to monitor the ignition system.
Figure 2.356: Ignition Visualization Screen
Ignition Energy Level – This field indicates the level of Remote WKI In Use – This field indicates if the remote
energy at which the IPMD is firing the spark plugs: Level WKI is in use. The color blue indicates the status of the
1 (low) or Level 2 (high). The color blue indicates the function.
status of the function.
The following fields display actual engine function
Ignition Enable – This field indicates when the IPMD values:
is enabled and is ready to receive a signal from the ECU • Ignition Timing
to fire each spark plug. The color, blue or green,
indicates the status of the function. • Spark References
• High Voltage Ignition Limit
Ignition Feedback – The color, blue or green, indicates
the status of the function. • Low Voltage Ignition Limit
Engine Knocking – This field alerts the user that knock • Misfire Ignition Limit
is present when the cylinder timing is at maximum retard. • IMAP Average
The color, blue or yellow, indicates the status of the • High Volt Adjust Calibration
function.
• Low Volt Adjust Calibration
Form 100631
2.359 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
• Misfire Adjust Calibration • Set WKI
• WKI In Use
Form 100631
2.3510 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
Selecting Air/Fuel Ratio icon allows you to view the air/
fuel ratio settings. The AFR setup procedure will set the
fuel pressure regulator and carburetor screws as well as
synchronize and center the right and left bank fuel
control valves. See AFR PARAMETERS SCREEN on
page 2.409.
Figure 2.357: AFR Visualization Screen
AFR Mode Selected and AFR Mode in Use – The • PreCatalyst O2 Target
control mode will display Manual, Pre Catalyst or Post • PreCatalyst O2 LB
Catalyst.
• PreCatalyst O2 RB
The following fields display actual engine function
• PostCatalyst O2 Setpoint
values:
• Post Catalyst O2
• FCV Position LB
• IMAP Average
• FCV Position RB
• Pre Catalyst Exhaust Pressure
• FCV Manual Position LB
• Post Catalyst Exhaust Pressure
• FCV Manual Position RB
• Catalyst Delta Pressure
• FCV Lower Fence
• Post Turbine LB Temperature
• FCV Upper Fence
• Pre Turbine RB Temperature
• FCV Start Position
Form 100631
2.3511 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
• Pre Catalyst Temperature • RPM
• Post Catalyst Temperature • IMAP
• Catalyst Delta Temperature • EXT
The AFR valid indicators (green and blue) are displayed
for:
• O2
Figure 2.358: Fuel System Setup Screen
Once enabling conditions are met, the AFR enable flags
turn green, indicating the system is controlling.
Form 100631
2.3512 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
ADV VISUALIZATION SCREEN
There are three visualization screens available when
selecting the ADV icon (see Figure 2.359):
• Service
• Setpoints
• PDB
Figure 2.359: ADV Visualization Submenu
Form 100631
2.3513 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
SERVICE
Selecting Service allows you to view parameter and
settings that are not unique to any screen but a collection
of values for troubleshooting or advanced evaluation of
the operating parameters of the engine.
Figure 2.3510: Advanced Service Visualization Screen
Form 100631
2.3514 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
SETPOINTS
Selecting Setpoints allows you to view alarm and
shutdown limits.
Figure 2.3511: Advanced Setpoints Visualization Screen
Form 100631
2.3515 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
PDB
Drive Circuits and Distribution Circuits are switched on
and off by the ECU to run the engine.
Figure 2.3512: Advanced PDB Visualization Screen
CYL VISUALIZATION SCREEN CYLINDER SPECIFIC VALUES
There are two visualization screens available when The Cylinder Specific Values screen provides cylinder
selecting the CYL icon (see Figure 2.3513): specific information on ignition timing, spark references,
exhaust temperatures and misfiring cylinder.
• Cylinder Specific Values
• Main Bearing Temps
Figure 2.3513: CYL Visualization Submenu
Form 100631
2.3516 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
Figure 2.3514: Cylinder Specific Values Screen
Form 100631
2.3517 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
MAIN BEARING TEMPS
The Main Bearing Temps screen shows the temperature
of each main bearing.
Figure 2.3515: Main Bearing Temps Screen
Form 100631
2.3518 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
GRAPH FUNCTION
The graph function is available for many screens and
shows graphic representation of engine data values.
1 2 3 4 5 6 7 8 9 10
Figure 2.3516: Engine Overview Graph Screen
1 Show Alarms 6 Show/Hide Band
2 Zoom (Coarse) – Magnifying Glass 7 Show/Hide Markers
3 Zoom (Fine)/Move Mode – Hand 8 Show/Hide Cursors
4 Automatic YAxis Fit 9 Show Incidents
5 Automatic XAxis Fit 10 Reset Line Chart
Form 100631
2.3519 © Copyright 2018, General Electric Co.
HMI SCREEN DESCRIPTIONS
This Page Intentionally Left Blank
Form 100631
2.3520 © Copyright 2018, General Electric Co.
SECTION 2.40
USERADJUSTABLE PARAMETERS
INTRODUCTION If this is the initial startup of the ESM2 system on the
engine, complete ALL the procedures provided in
This section provides the steps necessary to make INITIAL ENGINE SETUP on page 2.701. If the
adjustments to the engine using the HMI. Very little engine has been operating with the ESM2 system, it may
adjusting is required. To operate an engine with the be necessary to complete only applicable subsections
ESM2 system installed, WKI value and Load Inertia must of the provided adjustment instructions.
be entered. Other useradjustable fields, however, may
be adjusted to set user preferences and to finetune
engine operation.
Figure 2.401: Overview Screen
Form 100631
2.401 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
EDITING USERADJUSTABLE
PARAMETERS
NOTE: Useradjustable fields are identified by a white
text box. User role determines if parameters are
accessible or not. If customer is logged in, parameters
can be adjusted within the setting limits. If Guest is
logged in, no parameter adjustments are allowed.
Two fields require user entry: the WKI value and Load
Inertia. See WKI PARAMETER SETTING on page 2.70 Figure 2.403: Typical Confirmation Popup
3 and LOAD INERTIA PARAMETER SETTING on 4. Select “Yes” to change the value. The new value is
page 2.704. now stored in the ECU software.
The other fields allow the finetuning of engine operation,
such as pre and post lube and low/high idle setpoints. ENG PARAMETER SCREENS
Review each parameter screen and determine what
See Figure 2.404.
fields need to be adjusted based on user preference and
engine performance. See INITIAL ENGINE SETUP on
GOVERNOR PARAMETERS
page 2.701.
1. Select the field to be edited. The appropriate keypad VariableSpeed Applications
will appear (see Figure 2.402). When operating an engine for variablespeed
applications, user connections determine the rpm
setpoint. When the Remote Speed Selection input signal
is high (8.6 – 32 volts), the “Remote RPM” field on the
Governor Visualization screen is blue and shows “Yes”,
signaling the user that it is on. The speed setpoint is
varied with either a 4 – 20 mA or a 0.5 – 4.5 volt input (the
display value in mA only).
If an outofrange speed setpoint is detected or if the wire
that enables remote rpm operation fails, the speed
setpoint will default to the low/highidle values. The
“Idle” field on the Governor Visualization screen
indicates whether the LOW or HIGH signal is active. The
idle speeds must be set to a safe rpm.
FixedSpeed Applications
There are two fixed speeds available: lowidle and high
idle.
Lowidle speed is the default and highidle is obtained
by connecting a digital input on the ECU to +24 VDC
nominal. When the voltage signal goes high (8.6 – 32
Figure 2.402: Typical Keypad
volts), highidle speed is active. Lowidle speed is preset
for each engine family, but the lowidle speed can be
NOTE: The keypad will indicate the lower and upper offset lower or higher than the preset value. Highidle
limits that are associated with the field. The value speed is also adjustable but is constrained to be higher
entered must be within this range. than lowidle speed and no higher than the maximum
2. Enter the new value on the keypad. rated speed of the engine.
3. Select the return tab on the keypad. The
confirmation popup will appear (see Figure 2.403).
Form 100631
2.402 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Feedforward Control (LoadComing) Raising a high digital input (8.6 – 32 volts) to the ECU
puts the ESM2 system’s governor in synchronizer
Feedforward control is used to greatly improve engine
control. The user can adjust a small speed offset (“Sync
response to large loads. One example of how this
RPM” field) to aid in synchronization.
feature can be used would be in standalone electric
powergeneration applications where the engine is The “Sync RPM” field must be adjusted so that the actual
supplying variable loads such as lights, miscellaneous engine speed setpoint is approximately 0.2% higher
small loads and one large electric motor. than synchronous speed. The additional rpm adjusted
in this field is added to the setpoint rpm when “Enable”
For example, the contactor for a large load could be
of the “Alternate Dynamics” field is active. For example,
routed to a PLC so that a request to add the load would
if the grid frequency is 60 Hz (1,200 rpm), the “High Idle”
go through the PLC. When the PLC received the request
field is adjusted so that the engine speed setpoint is
to add the load, it first would set the large loadcoming
1.002 times 1,200 rpm, which is 1,202 rpm.
digital input on the ECU high for 0.5 seconds and then 1
second later actually close the contactor to add the load. This ensures that the electric phasing of the grid and the
This would give the ESM2 system a 1 second head start engine are different so that the phases will slide past
to open the throttle, even before the load was applied each other. When an external synchronizer determines
and the engine speed dropped. (Times used are that the voltage and phase of the generator match the
examples only.) grid, the breaker is closed. The load of the engine can
now be controlled by an external load control.
The behavior of the large loadcoming digital input can
be customized through trial and error. The percent of NOTE: When an error exists between the “Engine
rated load of the electric motor is set in the “Feed Speed” field (on the Header Bar) and the “Engine RPM
Forward Torque Value” field on the Governor screen. Setpoint” field, a proportional synchronous gain
The “Feed Forward Delay” is the lag time of the ESM2 calibrated by GE Waukesha is multiplied to the speed
system from receipt of the Load Coming signal until error. The gain is multiplied to increase or decrease
action is taken. As the LRG LOAD digital input goes high throttle response to correct the speed error. The
(8.6 – 32 volts), the engine speed should go above “Proportional Gain Adjust” field allows finetuning for
setpoint rpm for approximately 1 second before the load best throttle response for site conditions.
is applied. Typically the “Feed Forward Torque Value”
field is set to 125% and “Feed Forward Delay” is adjusted
to optimize the system’s behavior.
Synchronizer Control (Alternate Dynamics)
Synchronizer control or alternate dynamics are governor
dynamics that can be used to rapidly synchronize an
engine to the electric power grid. These lower gain
values can also be used to minimize actuator movement
when the engine is synchronized to the grid and fully
loaded to maximize actuator life.
Form 100631
2.403 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Figure 2.404: Governor Parameters Screen
The following are useradjustable fields: Feed Forward Delay – This field allows the user to
adjust the forward delay timer of load coming. When the
Droop – This field allows the user to adjust the percent
loadcoming signal goes high, the forward delay must
of droop. Droop allows steadystate speed to drop as
expire before the throttle opens to the adjusted torque
load is applied. Droop is expressed as a percentage of
percent. Units are in seconds. The forward delay can be
normal average speed. Droop can be adjusted from 0 to
adjusted from 0 to 60 seconds.
5%.
Feed Forward Torque Value – This field allows the
Sync RPM – This field allows the user to adjust a
user to adjust the forward torque amount of loadcoming.
synchronous rpm to allow easier synchronization to the
When the loadcoming signal goes high, and after the
electric grid. The additional rpm adjusted in this field is
forward delay timer has expired, the throttle opens by the
added to the engine setpoint rpm if the “Alternate
adjusted torque percent. The forward torque can be
Dynamics” field is on. The synchronous rpm can be
adjusted from 0 to 125%.
adusted from 0 to 64 rpm.
Proportional Gain Adjust – This field allows the user
Idle Adjust – This field allows the user to adjust the low
to adjust proportional gain by a multiplier of 0.8 to 1.20.
idle rpm setting. The lowidle setting is used when the
Proportional gain is a correction function to speed error
High/Low Idle digital input is low (<3.3 volts) and
that is proportional to the amount of error. When an error
“Remote Speed Selection” is off. The user can adjust the
exists between actual engine speed and engine speed
idle speed 50 to 100 RPM from the factory idle rpm
setpoint, a proportional gain calibrated by GE Waukesha
setpoint.
is multiplied to the speed error. This is done to increase
Idle High RPM – This field allows the user to adjust the or decrease throttle response to correct speed error.
highidle rpm. The highidle setting is used when the Although the user can adjust the proportional gain
rated speed/idle speed digital input is high 24V nominal multiplier with this field to finetune throttle response, it
and “Remote Speed Selection” is off (remote speed is typically not adjusted. “Integral Gain Adjust” and
digital input low). The highidle rpm can be adjusted from “Derivative Gain Adjust” are also used to correct speed
700 to 1,206 rpm (not to exceed a precalibrated error.
maximum speed). Internal adjustments prevent the
engine from running faster than rated speed +10%.
NOTE: The lowidle rpm cannot be set above the high
idle rpm.
Form 100631
2.404 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Integral Gain Adjust – This field allows the user to Proportional Sync Adjust – This field allows the user
adjust integral gain by a multiplier of 0.8 to 1.2. Integral to adjust proportional synchronous gain by a multiplier
gain is a correction function to speed error that is based of 0.5 to 1.00. Proportional synchronous gain is a
on the amount of time the error is present. When an error correction function to speed error that is proportional to
exists between actual engine speed and engine speed the amount of error when operating in Alternate
setpoint, an integral gain calibrated by GE Waukesha is Dynamics mode only. Proportional synchronous gain
multiplied to the integral of the speed error. This is done may be a lower multiplier than proportional gain because
to increase or decrease throttle response to correct or of the need to synchronize to the electric grid. When an
reduce speed error. Although the user can adjust the error exists between actual engine speed and engine
integral gain multiplier with this field to “finetune” throttle speed setpoint, a GE Waukesha–calibrated proportional
response, it is typically not adjusted. “Proportional Gain synchronous gain is multiplied to the speed error. This
Adjust” and “Derivative Gain Adjust” are also used to is done to increase or decrease throttle response to
correct speed error. See speed error correction equation correct speed error. Although the user can adjust the
under “Proportional Gain Adjust”. proportional synchronous gain multiplier with this field to
finetune throttle response, it is typically not adjusted.
Derivative Gain Adjust – This field allows the user to
“Integral Gain Adjust” and “Derivative Gain Adjust” are
adjust differential gain by a multiplier of 0 to 1.20.
also used to correct speed error. See speed error
Differential gain is a correction function to speed error
correction equation under “Proportional Gain Adjust”.
that is based on direction and rate of change. When an
error exists between actual engine speed and engine Load Inertia – This field must be adjusted by the user
speed setpoint, a differential gain calibrated by GE for proper engine operation. Adjusting the load inertia or
Waukesha is multiplied to the derivative of the speed rotating mass moment of inertia of the driven equipment
error. This is done to increase or decrease throttle results in the governor gain being preset correctly, which
response to correct or reduce speed error. Although the aids in rapid startup of the engine. If this field is
user can adjust the differential gain multiplier with this calibrated correctly, there should be no need to adjust
field to finetune throttle response, it is typically not gain (see “Proportional Gain Adjust”, “Integral Gain
adjusted. “Proportional Gain Adjust” and “Integral Gain Adjust” and “Derivative Gain Adjust”). The rotating mass
Adj” are also used to correct speed error. See speed moment of inertia must be known for each piece of driven
error correction equation under “Proportional Gain equipment and then added together. See LOAD
Adjust”. INERTIA PARAMETER SETTING on page 2.704 for
more information.
Correction =
Remote Speed – This field allows the user to adjust the
remote speed selection to:
speed error × proportional gain × proportional gain adjust +
• TRUE = 1
• FALSE = 0
x
Form 100631
2.405 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
STARTSTOP PARAMETERS
Figure 2.405: Start Stop Parameters Screen
The following are useradjustable fields. PreLube Target Offset – This field allows the user to
set parameters for the prelube target offset. Units for
Fuel on RPM Adjust – This field allows the user to
pressure can be set in the user settings. Prelube target
adjust an offset to the fuel on RPM value. The Fuel On
offset is the offset to the prelube pressure target. Pre
RPM displays the actual RPM value the fuel valve will be
lube target offset can be adjusted from 15 to 15 psig.
enabled. A value of 0 to 100 RPM can be adjusted. The
fuel on RPM field will be updated to reflect the
adjustment. IGNITION PARAMETERS SCREEN
Starter Off RPM Adjust – This field allows the user to See Figure 2.406.
adjust the rpm at which the starter motor is turned off.
Starter off RPM Adjust parameters can be set from 0 – IPMD ADJUSTING
100 rpm. The Ignition Parameters screen provides information on
PreLube Time – This field allows the user to adjust finetuning ESM2 IPMD predictive diagnostics.
engine prelube timing. Prelube time can be adjusted Although the IPMD’s default values are appropriate for
from 0 to 3,600 seconds (0 to 60 minutes). all applications, the user can finetune the default values
to compensate for site conditions and minor variations
PostLube Time – This field allows the user to adjust between individual ignition coils.
engine postlube timing. Units are in seconds. Postlube
timing can be adjusted from 0 to 3,600 seconds (0 to 60 IPMD provides diagnostic information for both the
minutes). primary and secondary sides of the ignition coil. The
IPMD detects shorted spark plugs and ignition leads as
Purge Time – This field allows the user to adjust a purge well as spark plugs that require a boosted energy level
time. Units are in seconds. Purge time is the amount of to fire or do not fire at all.
time after first engine rotation that must expire before the
fuel valve and ignition are turned on. Purge time Four thresholds calibrated by GE Waukesha have been
parameters can be set from 0 to 180 seconds. calibrated into the ECU to trigger four different levels of
alarm:
NOTE: Setting a purge time greater than 30 seconds
• Primary: Indicates a failed ignition coil or faulty
will prevent the engine from starting.
ignition wiring
Cool Down Time – This field allows the user to adjust
NOTE: Another possible cause of a primary alarm
engine cool down. Units are in seconds. Cool down is
would be the activation of the red lockout or EStop
the amount of time that the engine will continue to run
button on the side of the engine while the engine is
after a normal shutdown is activated. Cool down can be
running.
adjusted from 0 to 3,600 seconds (0 to 60 minutes).
• Low Voltage: Indicates a failed spark plug or shorted
Oil Pressure Differential Limit – This field allows the ignition coil secondary wire
user to set parameters for the oil pressure differential
limit. Units for pressure can be set in the user settings. • High Voltage: Indicates that a spark plug is getting
Oil pressure differential limit is the limit of the delta oil worn and will need to be replaced
pressure. Oil pressure differential limit can be adjusted • No Spark: Indicates that a spark plug is worn and must
from 0 to 30 psig. be replaced
Form 100631
2.406 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
When the spark reference number reaches one of the NOTE: When using MODBUS the cylinder number is in
four calibrated thresholds, an alarm is triggered. Three firing order. For example, if No. 5 cylinder triggers an
of these four thresholds (low voltage, high voltage and alarm for having a wornout spark plug, the user should
no spark) were designed to be adjustable so the user check the spark plug of the fifth cylinder in the firing
can customize IPMD predictive diagnostics to fit the order. Engine firing order is stamped on the engine
specific needs of each engine. Using the Ignition nameplate.
Parameters screen, the user can adjust the faults’ alarm
points to compensate for site conditions and minor MONITORING SPARK REFERENCE NUMBER
variations in spark reference numbers between
The spark reference number is an arbitrary number
individual coils.
based on relative voltage demand at the spark plug and
NOTE: The IPMD default values are appropriate for all is calculated each time the cylinder fires.
engine applications.
The usefulness of the spark reference number lies in
NOTE: Improper use of these adjustments may limit the how much a number changes over time as a spark plug
effectiveness of IPMD diagnostics. erodes. Based on a thorough trend analysis of the spark
reference numbers, the user may want to adjust the high,
MONITORING IGNITION ENERGY FIELD low or no spark voltage limits. It will take some testing
and adjustment to obtain thresholds that optimize the
The “Ignition Energy Level” field on the Ignition
use of these features. For maximum benefit, the spark
Visualization screen indicates the level of energy the
reference number for each cylinder should be recorded
IPMD is firing the spark plugs at: Level 1 (low) or Level
at normal operating load with new spark plugs installed
2 (high). The “Ignition Energy Level” field will signal the
and then monitored over a period of time for changes.
user whether the ignition level is LEVEL 1 or LEVEL 2.
The “Spark Reference” fields on the Ignition
During normal engine operation, the IPMD fires at a
Visualization screen display the spark reference number
Level 1 (normal) ignition energy. The IPMD fires at a
for each cylinder. As the voltage increases, the spark
Level 2 (high) ignition energy on engine startup or as a
reference number also increases. A gradual increase in
result of spark plug wear. When sufficient spark plug
the spark reference number is expected over time as the
wear is monitored, IPMD raises the power level of the
spark plug wears. The closer to end of spark plug life,
ignition coil. If the ignition energy is raised to Level 2
the faster the spark reference number will increase.
(except on startup), an alarm is triggered to alert the
operator.
Once Level 2 energy is applied, the spark reference
number will decrease initially but the Fault Log will
indicate the cylinder number of the spark plug that is
wearing out.
Figure 2.406: Ignition Parameters Screen
The following are useradjustable fields:
WKI – This field MUST be entered by the user for proper
engine operation. The user must enter the Waukesha
Knock Index (WKI) value of the fuel. The “WKI”
(Waukesha Knock Index) field on the Ignition screen
must be entered by the user for proper engine operation.
See WKI PARAMETER SETTING on page 2.703 for
more information.
Form 100631
2.407 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
IPMD Hi Volt Adjust – This field allows the user to The “IPMD Low Voltage Adjust” field allows the user to
adjust the highvoltage alarm limit setting. The high adjust the actual setting by entering a value from 30 to
voltage limit is based on the spark reference number. +30. When an adjustment is entered, the actual “IPMD
When a cylinder’s spark reference number exceeds the Low Voltage Limit” is updated to reflect the adjustment.
highvoltage limit, the ignition energy is raised to a Level
NOTE: The “Low Voltage Limit” field has a defined
2 (high) ignition energy and an alarm is triggered. Based
range (minimum/maximum) that can be adjusted. If the
on a thorough trend analysis of the spark reference
user adjusts a positive or negative adjustment that
numbers, the user may want to adjust the highvoltage
exceeds this defined range, the “Low Voltage Limit” field
limit to fit the specific needs of the engine. Improper use
will display the actual lowvoltage setting even though
of this adjustment may limit the effectiveness of IPMD
the adjustment entered may calculate to be different. For
diagnostics. Adjusting the “IPMD Hi Volt Adjust” to a
example, if the default lowvoltage limit is 100 but cannot
positive number will delay triggering the highvoltage
exceed 120 for the engine (a factory setting), the “Low
limit alarm until the spark plugs are more worn. Likewise,
Voltage Limit” field will display the actual lowvoltage
reducing the “IPMD Hi Volt Adjust” will advance
setting. So if the user adjusts an adjustment of +30
triggering the highvoltage limit alarm, allowing more
(which exceeds 120), “30” will appear in the “IPMD Low
time between when an alarm is triggered and spark plug
Volt Adjust” field and “120” will appear in the “Low
failure.
Voltage Limit” field. The same holds true for negative
The “IPMD Hi Volt Adjust” field allows the user to adjust adjustments.
the actual setting by entering a value from 30 to +30.
IPMD Misfire Adjust – This field allows the user to
When an adjustment is entered, the actual High Voltage
adjust the misfire alarm limit setting. The misfire limit is
Limit is updated to reflect the adjustment.
based on the spark reference number. When a cylinder’s
NOTE: The “High Voltage Limit” field has a defined spark reference number exceeds the misfire limit, an
range (minimum/maximum) that can be adjusted. If the alarm is triggered, indicating that a spark plug is worn
user adjusts a positive or negative adjustment that and must be replaced. Based on a thorough trend
exceeds this defined range, the “High Voltage Limit” field analysis of the spark reference numbers, the user may
will display the actual highvoltage setting even though want to adjust the nospark limit to fit the specific needs
the adjustment entered may calculate to be different. For of the engine. Improper use of this adjustment may limit
example, if the default highvoltage limit is 170 but the effectiveness of IPMD diagnostics. Typically this
cannot exceed 190 for the engine (a factory setting), the limit is not adjusted.
“High Voltage Limit” field will display the actual high
voltage setting. So if the user adjusts an adjustment of
+30 (which exceeds 190), “30” will appear in the “High
Voltage Adjust” field and “190” will appear in the “High
Voltage Limit” field. The same holds true for negative
adjustments.
IPMD Low Volt Adjust – This field allows the user to
adjust the lowvoltage alarm limit setting. The low
voltage limit is based on the spark reference number.
When a cylinder’s spark reference number goes below
the lowvoltage limit, an alarm is triggered, identifying a
lowvoltage demand condition that may have resulted
from a shorted coil or secondary lead, deposit buildup or
a failed spark plug (failure related to “balling” or shorting).
Based on a thorough trend analysis of the spark
reference numbers, the user may want to adjust the low
voltage limit to fit the specific needs of the engine.
Improper use of this adjustment may limit the
effectiveness of IPMD diagnostics. Typically this limit is
not adjusted.
Form 100631
2.408 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
AFR PARAMETERS SCREEN
The AFR parameters screen allows the user to input air/
fuel system values (see Figure 2.407).
Figure 2.407: AFR Parameters Screen
AFR Mode: FCV Manual Mode Position / Flag – When the FCV
1. MAN (Manual) – Selection for system to operate in Manual Mode Flag is checked, the technician can
manual mode manually set the FCV valves to any position independent
of the O2 sensor(s) reading. This is valuable when
2. PRE (PreCatalyst) – Selection for system to operate troubleshooting. The engine should never be left in the
in precatalyst mode manual mode under normal operating situations.
3. POST (PostCatalyst) – Selection for system to
FCV Start Position – FCV Start Position is the position
operate in postcatalyst mode
of the fuel valve prior to start and during engine starting
Post Cat O2 Setpoint – Used to finetune the A/F for (engine cranking). This value can be adjusted from 0 to
best catalyst out emissions. The factory default setting 100%.
is 0.720 volts. If NOx reading is high, increase the
FCV Upper and Lower Fence – The low and high
voltage setpoint (A/F goes rich). If CO reading is high,
fences are factoryset at 10% and 100% respectively.
decrease the voltage setpoint (A/F goes lean).
These values can be raised or lowered to accommodate
PreCat Mode Setpoint – Used to finetune the A/F for rich or lean limits based on site and operational
best engine out emissions. The factory default setting is conditions.
1.430 volts. If NOx reading is high, decrease the voltage
setpoint (A/F goes rich). If CO reading is high, increase
the voltage setpoint (A/F goes lean).
Form 100631
2.409 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
FUEL SYSTEM SETUP
The Fuel System Setup screen describes how to set up
the fuel system (see Figure 2.408). See INITIAL
ENGINE SETUP on page 2.701 for more
information.
Figure 2.408: Fuel System Setup Screen
Form 100631
2.4010 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Factory Default
0.720V postcat
1.43V precat
CO NOx
NOx CO
Rich Lean
• Higher voltage (>0.72) Catalyst Window
• Lower voltage (<0.72)
postcat postcat
• Lower voltage (<1.43) 0.720V postcat • Higher voltage (>1.43)
precat 1.43V precat precat
Figure 2.409: Fuel System Adjustments
Form 100631
2.4011 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
ADV PARAMETER SCREENS • Advanced Governor
ADVANCED PARAMETERS User Shutdowns Screen
Advanced Parameters consists of three screens: The User Shutdowns screen (see Figure 2.4011) allows
the user to select if they want the engine to shut down if
• Advanced Settings any of the sensors show a fault.
• User Shutdowns
Figure 2.4010: Advanced Parameters – User Shutdowns
Form 100631
2.4012 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Advanced Settings Screen
The Advanced Settings screen (see Figure 2.4011)
allows the user to input useradjustable parameters such
as analog outputs and system offsets.
Figure 2.4011: Advanced Parameters – Advanced Settings
Programmable Output 1 – The operator can select up IMAT ALM/SD Offset – This field allows the user to
to three engine operating conditions to view by entering adjust the intake manifold temperature offset. An offset
in on the keypad according to Table 2.508 Available of 10°F changes the alarm threshold to 155°F (from
Analog Outputs on page 2.5011. 165°F), and the shutdown threshold to 160°F (from
170°F). Intake manifold temperature offsets are always
Programmable Output 2 – The operator can select up
negative. Intake manifold temperature alarm/shutdown
to three engine operating conditions to view by entering
values can never be greater than what was set at the
in on the keypad according to Table 2.508 Available
factory.
Analog Outputs on page 2.5011.
Programmable Output 3 – The operator can select up
to three engine operating conditions to view by entering
in on the keypad according to Table 2.508 Available
Analog Outputs on page 2.5011.
Form 100631
2.4013 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Oil Temperature ALM/SD Offset – This field allows the Cylinder Exhaust Temperature ALM/SD Offset –
user to adjust the oil temperature offset. An offset of 5°F This field allows the user to adjust the cylinder exhaust
changes the alarm threshold to 190°F (from 195°F) and temperature offset from 0° to 392°F (0° to 200°C).
the shutdown threshold to 200°F (from 205°F). Oil Cylinder exhaust temperature offsets are always
temperature offsets are always negative. Oil negative. Cylinder exhaust temperature alarm/
temperature alarm values can never be greater than shutdown values can never be greater than what was set
what was set at the factory. at the factory.
Coolant Temperature ALM/SD Offset – This field EXT Deviation Threshold – This field allows the user
allows the user to adjust the jacket water temperature to adjust the temperature threshold exhaust temperature
offset. An offset of 5°F changes the alarm threshold to deviation offset. Temperature threshold exhaust
185°F (from 190°F) and the shutdown threshold to temperature deviation offsets are always negative.
195°F (from 200°F). Jacket water temperature offsets Temperature threshold exhaust temperature deviation
are always negative. Jacket water temperature alarm/ values can never be greater than what was set at the
shutdown values can never be greater than what was set factory.
at the factory.
MODBUS Baud Rate – This field allows the user to
Oil Pressure ALM/SD Offset – This field allows the enter the MODBUS baud rate.
user to adjust the oil pressure offset. An offset of 5 psi
MODBUS Slave ID – This field allows the user to enter
changes the alarm threshold to 40 psi (from 35 psi) and
the MODBUS slave ID.
the shutdown threshold to 35 psi (from 30 psi). Oil
pressure offsets are always positive. Oil pressure alarm/
shutdown values can never be less than what was set at
the factory.
Form 100631
2.4014 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
Advanced Governor Screen
The Advanced Governor screen (see Figure 2.4012)
allows the user to input lead compensator gain, center
frequency and pole/zero ratio.
Figure 2.4012: Advanced Parameters – Advanced Governor
Figure 2.4013: PDB Reset on HMI
Form 100631
2.4015 © Copyright 2018, General Electric Co.
USERADJUSTABLE PARAMETERS
This Page Intentionally Left Blank
Form 100631
2.4016 © Copyright 2018, General Electric Co.
SECTION 2.45
ESM2 SYSTEM POWER AND WIRING
WIRING REQUIREMENTS • In cases where wires do not run over the engine, they
should be fastened to rigid, nonmoving bodies with
All electrical equipment and wiring shall comply with insulated clips when possible, or tie wraps. Fasteners
applicable local codes. The GE Waukesha standard should be spaced at no more than 12 in. (30 cm)
defines additional requirements for GE Waukesha gas intervals.
engines, as listed below.
• When wires run through holes, rubber grommets
! WARNING should be installed in holes to protect the wires. Wires
should never be run over rough surfaces or sharp
edges without protection (see the following bullet
Do not install, set up, maintain point).
or operate any electrical
components unless you are a NOTICE
technically qualified individual
who is familiar with the electrical Use electricalgrade RTV. Nonelectrical RTVs can
elements involved. Failure to emit corrosive gases that can damage electrical
comply will result in increased connectors.
risk of electrocution, which may
cause death or serious personal • Each end of flexible metal conduit must have an
injury. insulating sleeve to protect wires from chafing.
Disconnect all electrical power • An electricalgrade RTV should be applied around the
supplies before making any wires entering all electrical devices such as Murphy
connections or servicing any Junction Boxes and gas valves, Syncro Start speed
part of the electrical system. switches, microswitch boxes used in conjunction with
Failure to comply will result in safety equipment, solenoids, etc. An electricalgrade
increased risk of electrocution, RTV is to be applied immediately after wire installation.
which may cause death or
serious personal injury. • A small “drip loop” should be formed in all wires before
entering the electrical devices. This drip loop will
reduce the amount of moisture entering an electrical
NOTE: Wiring diagrams are in Appendix B and are device via the wires if an electricalgrade RTV does
intended for reference only. not seal completely.
• Whenever two or more wires run together, they should • The following procedures should be followed for wires
be fastened together at no more than 4 – 6 in. (10 – 15 entering engine junction boxes:
cm) intervals, closer where necessary, with tie wraps – Bottom entrance is best, and side entrance is
or tape. second best.
• All wires should be mounted off hot areas of the engine – Insert grommet in opening to protect wires.
with insulated clips, at intervals of no more than 12 in. – Wires should contain “drip loop” before entering
(30 cm), closer where necessary. Wires must never box, except where bottom entrance is used.
be run closer than 6 in. (15 cm) to exhaust manifolds,
turbochargers or exhaust pipes. – When installing flexible conduit, use straight
connector for side entrance. If top entrance is
required, use elbow connector.
Form 100631
2.451 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
• If wire harness has a covering, clamp harness so
! WARNING
openings of covering are downward.
• The routing of wires should be determined for reliability
Do not install, set up, maintain
and appearance and not by shortest distance.
or operate any electrical
• Installation connection wire must be coiled and components unless you are a
secured to provide protection during shipment. technically qualified individual
who is familiar with the electrical
! WARNING elements involved. Failure to
comply may result in increased
Always label “HIGH VOLTAGE” risk of electrocution, which may
on enginemounted equipment cause death or serious personal
over 24 volts nominal. Failure to injury.
comply may result in increased Disconnect all electrical power
risk of electrocution, which may supplies before making any
cause death or serious personal connections or servicing any
injury. part of the electrical system.
Failure to comply may result in
increased risk of electrocution,
• All enginemounted electrical equipment over 24 volts
which may cause death or
nominal shall have “HIGH VOLTAGE” warning decal.
serious personal injury.
Decal is to be attached to all the equipment and
junction boxes on visible surface (vertical surface
whenever possible).
• Wiring that is routed in rigid or flexible conduit shall
NOTICE
have all wire splices made only in junction boxes, Disconnect all engine harnesses and electronically
outlet boxes or equipment boxes. Wire splices shall controlled devices before welding on or near an
not be located in the run of any conduit. engine. Failure to comply will void product warranty.
POWER SUPPLY REQUIREMENTS
The ESM2 system requires 18 – 32 VDC, with a nominal
NOTE: It is recommended that each engine has its own
voltage of 24 VDC. The peaktopeak voltage ripple must
power supply.
be less than 2 volts.
All power connections must be in accordance with
If a noise of more than 2 volts peaktopeak is present,
applicable electrical codes. The power supply should be
the following list is possible causes:
rated correctly for the applications. Verify power peak
topeak ripple requirements by completing ESM2 • Undersized wiring or the wiring is too close to an AC
POWER SUPPLY OSCILLOSCOPE TESTING on page power source.
2.459. NOTE: A minimum of #6 copper wire is recommended
for the power feed to the power distribution box from the
batteries or power supply. The batteries or power supply
should be mounted as close as practical to the power
distribution box to minimize unwanted voltage drop.
• Remote sensing wires are not properly connected to
the main junction box terminals.
• Power solenoid not protected by diode (1N4002 or
equivalent rated for 100V and 1A).
NOTE: A diode is used across the leads of the solenoid
to suppress/prevent sudden voltage spikes on the power
lines when the coil is deenergized.
• The power supply is being used to power more than
one engine.
Form 100631
2.452 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
The ESM2 system will run on 18 – 32 VDC, but if the GROUND CONNECTIONS
voltage drops below 21 VDC, the ESM2 system will
trigger an alarm (DTC2186). DTC2186 is triggered when To prevent electrical interference with the ESM2 system
the battery voltage is soon to be or is out of specification. from other components (especially high current devices
DTC2186 is a warning to the operator that some action such as solenoid valves, ignition systems and motors),
must be taken to prevent possible future power loss complete the following grounding procedure:
below 18 VDC and engine shutdown. When DTC2186 All grounds must be referenced to the same point. This
is active, the engine continues to operate as long as the reference point is the engine’s crankcase.
supply voltage continues to power components on the
engine. The large 24 VDC ground cables in the ESM2 junction
box, the 24 VDC negative cable from the power supply
For example, fuel valves typically require 18 VDC to and the 24 VDC negative cable from the PLC (if used)
open, so if the voltage falls below this level, the engine must be connected to the 1/2 in. ground stud on the
will stop. engine’s crankcase (see Figure 2.451).
NOTE: The 21 VDC DTC2186 trip point was chosen
because a leadacid battery is at approximately 10%
state of charge at 21 VDC.
Batteries are the preferred method of supplying the
ESM2 system with clean, stable power. In addition,
batteries have the advantage of continued engine
operation should there be a disruption in the source of
electric power. A minimum of #6 copper wire is
recommended for the power feed to the power
distribution box from the batteries or power supply. The
batteries or power supply should be mounted as close
as practical to the power distribution box to minimize
unwanted voltage drop.
The alternator is not to be connected directly to the
power distribution box. The optional GE Waukesha
alternator is connected to the alternator junction box. Figure 2.451: Crankcase Ground Stud
The battery cables are connected to the positive and
negative studs in the alternator junction box and then to An earth ground wire (2/0 AWG minimum) must be
the batteries. The batteries filter the ripple output of the connected from the engine’s crankcase as shown in
alternator. Figure 2.452 to an earth ground. A minimum of an 8 ft
(2.4 m) grounding rod is recommended.
Power can also be supplied to the ESM2 system by
connecting a DC power supply directly to the power
distribution box. The disadvantage of the DC power
supply is that if the AC power is lost, the engine shuts
down immediately. In addition, there is no noise filtering
done by a battery, so a more expensive power supply
may be needed.
See Figure 2.453 through Figure 2.455, and see Table
2.451 for wiring diagrams.
NOTE: The wiring diagrams in this manual are to be
used as a reference only.
See 24 VDC POWER on page 2.4510 for information
on connecting power inside the Power Distribution Box.
Figure 2.452: Crankcase Earth Ground
Form 100631
2.453 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
BATTERY REQUIREMENTS Always keep the engine batteries in good operating
condition and at full charge. Failure to do so may affect
! WARNING the performance of the ESM2 and other electronic
controls.
Comply with the battery Sulfation of batteries starts when specific gravity falls
manufacturer’s below 1.225 or voltage measures less than 12.4 V.
recommendations for Sulfation hardens the battery plates, reducing and
procedures concerning proper eventually destroying the ability of the battery to
battery use and maintenance. generate power or to dampen ripples (noise) caused by
Failure to comply will result in battery charging or loads with switching power supplies.
increased risk of electrocution, Failure of the battery to adequately dampen ripples may
which may cause death or lead to malfunction of batterypowered devices. See
serious personal injury. BATTERY MAINTENANCE on page 11.052.
Batteries contain sulfuric acid
and generate explosive
NOTICE
mixtures of hydrogen and
Always turn the battery charger off first, before
oxygen gases. Keep any device
disconnecting the batteries. Then disconnect the
that may cause sparks or flames
battery negative () cable before beginning any repair
away from the battery to prevent
work. Failure to turn battery charger off before
explosion. Failure to comply will
disconnecting the batteries may cause electronic
result in increased risk of
component damage and void warranty.
explosion, which may cause
death or serious personal
injury.
Always wear protective glasses
or goggles and protective
clothing when working with
batteries. You must follow the
battery manufacturer’s
instructions on safety,
maintenance and installation
procedures. Failure to comply
may result in death or serious
personal injury.
Form 100631
2.454 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
ESM2 SERIES ENGINES – POWER SUPPLY WITH AIR START AND ALTERNATOR
ALT POWER
BOX DISTRIBUTION
BOX
+ - + -
1/2 INCH
GROUND STUD
ALT
ENGINE CRANKCASE
EARTH GROUND
2/0 AWG MIN.
Figure 2.453: Power Supply with Air Start and Alternator (Extender Series Engines)
A = A minimum of #6 copper wire is recommended for the power feed to the power distribution box from the batteries
or power supply. The batteries or power supply should be mounted as close as practical to the power distribution box
to minimize unwanted voltage drop.
NOTE: Any charging equipment must be connected directly to the batteries.
NOTICE
Always turn the battery charger off first, before disconnecting the batteries. Then disconnect the battery negative
() cable before beginning any repair work.
Form 100631
2.455 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
ESM2 SERIES ENGINES – POWER SUPPLY BY CUSTOMER
+
24 VDC
POWER SUPPLY
POWER -
DISTRIBUTION
BOX
1/2 INCH
GROUND STUD + - + -
EARTH GROUND
2/0 AWG MIN.
Figure 2.454: Power Supply by Customer (Extender Series Engines)
A = A minimum of #6 copper wire is recommended for the power feed to the power distribution box from the batteries
or power supply. The batteries or power supply should be mounted as close as practical to the power distribution box
to minimize unwanted voltage drop.
NOTE: Any charging equipment must be connected directly to the batteries.
NOTICE
Always turn the battery charger off first, before disconnecting the batteries. Then disconnect the battery negative
() cable before beginning any repair work.
Form 100631
2.456 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
ESM2 SERIES ENGINES – POWER SUPPLY WITH ELECTRIC START AND ALTERNATOR
POWER + - + -
DISTRIBUTION
BOX STARTE R
B
1/2 INCH
GROUND STUD
STARTE R
+ - + -
Figure 2.455: Power Supply with Electric Start and Alternator (Extender Series Engines)
A = A minimum of #6 copper wire is recommended for the power feed to the power distribution box from the batteries
or power supply. The batteries or power supply should be mounted as close as practical to the power distribution box
to minimize unwanted voltage drop.
B = Size per Table 2.451 Battery Cable Lengths for 24 or 32Volt DC Starting Motor Circuits on page 2.458 for
60 amps.
NOTE: Any charging equipment must be connected directly to the batteries.
NOTICE
Always turn the battery charger off first, before disconnecting the batteries. Then disconnect the battery negative
() cable before beginning any repair work.
Form 100631
2.457 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
Table 2.451: Battery Cable Lengths for 24 or 32Volt DC Starting Motor Circuits
2 2
(C) ( C)
2 2 (B)
3 3
(A) (B)
(A)
- -
+ +
4 4
1 Typical Starting Motor Circuits 3 Starting Motor
2 Starting Motor Contactor 4 Battery
SELECT SIZE OF CABLE FROM LISTING BELOW USING FIGURE POINTS A, B AND C ABOVE:
TOTAL CABLE LENGTH (A + B + C) USE SIZE OF CABLE
Less than 16 ft (4.9 m) #0
16 – 20 ft (4.9 – 6.1 m) #00
20 – 25 ft (6.1 – 7.6 m) #000
25 – 32 ft (7.6 – 9.8 m) #0000 or (2) #0
32 – 39 ft (9.8 – 11.9 m) (2) #00
39 – 50 ft (11.9 – 15.2 m) (2) #000
50 – 64 ft (15.2 – 19.5 m) (2) #0000
NOTE: Information based on 0.002 ohm total cable resistance for 24 or 32volt systems. Consult factory if ambient temperature
is below 50°F (10°C) or above 120°F (49°C).
NOTE: When contactor is an integral part of starting motor, a bus connection is used. (A) + (B) will then be total cable length.
Form 100631
2.458 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
ESM2 POWER SUPPLY OSCILLOSCOPE 4. With the oscilloscope input reading channel 1,
TESTING connect the probe to the (+) power lead attached to
the 3/8 in. stud located in the power distribution box
An oscilloscope is needed to measure the peaktopeak labeled “BATT +”. Connect the ground to the 3/8 in.
ripple on the DC power supply to the ESM2 system. The stud in the power distribution box labeled
ESM2 system will not accept a peaktopeak ripple “BATT −” (see Figure 2.456).
greater than 2.0 V (top to bottom of waveform).
5. View the oscilloscope. The trace should have moved
NOTE: An oscilloscope and test probe are required to up to a location corresponding with the actual DC
perform these tests. A 10:1 probe may be necessary for supply voltage (18.0 – 32.0 VDC).
detecting random power spikes. A multimeter cannot be 6. Switch the power setting to “AC COUPLING” or “AC
used to determine ripple, as the line interference may not COUPLED.” Lower the Yaxis from 5 to 1 volt/div.
be a sine waveform. In addition, a multimeter cannot be Using the Yaxis position adjustment, place the
used to detect random, short duration power spikes. waveform so that the lowest position is on a
The 24 VDC+ (positive battery) is connected to the 3/8 horizontal grid line. The highest position of the
in. stud located under the red cover in the Power waveform must not be no more than two divisions (2
Distribution Junction Box labeled “BATT +” (see Figure volts) from the lowest position.
2.456). The 24 VDC– is connected to the 3/8 in. stud in NOTE: Five milliseconds was selected for the Xaxis as
the power distribution box labeled “BATT −”. it best corresponds to the ESM2 Ignition Power Module
Diagnostic (IPMD) firing frequency. Any power supply
1 interference from the ignition should be detected at this
setting. However, at lower engine speeds, 10
milliseconds may be more appropriate.
2
7. Slowly pan through the time range of the
oscilloscope by turning the sec/div dial from 0.1 s to
3 10 microseconds (µs). The peaktopeak voltage
MUST be less than 2.0 volts.
8. If available, connect a 10X probe to the power
supply. Follow the manufacturer’s instructions on
how to set up 10X probe. Pan through the time range
with the Yaxis set at 1 volt/div. View the oscilloscope
for a considerable period of time to see if there are
any random, short duration power spikes.
NOTE: The electrical interference from solenoids and
Figure 2.456: Power Distribution Box other electrical switches will not be cyclic and can be
significant. This could cause faults within the ESM2
1 Positive (+) Battery 3 Terminal Block system that may or may not be indicated with diagnostic
Connection codes. Therefore, it is important to watch the trace at the
2 Negative (−) above settings for a period of time. This is especially
Battery Connection important if solenoid valves or other sources of electro
1. Ground probe or set oscilloscope switch to magnetic interference are present on site.
“GROUND”. Using the X and Yaxis position dials, NOTE: Make sure that emergency power, if used, is
center the reference trace so that it is reading across large enough to handle the ESM2 maximum current
the bottom of the screen. draw amp rating. This power supply should also conform
2. Set the oscilloscope to read from channel 1. Verify to the specification above.
that the oscilloscope is set to read a DC input often
called “DC COUPLING” or “DC COUPLED.”
3. Set the Xaxis (sec/div) at 5 ms/div (5 m/div). Set the
Yaxis at 5 volts/div.
Form 100631
2.459 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
POWER DISTRIBUTION BOX 24 VDC POWER
The packager needs to supply 24 VDC power to the
! WARNING power distribution box. The 24 VDC power is distributed
from the power distribution box to all other components
Do not install, set up, maintain on the engine that require power, such as the IPMD and
or operate any electrical ECU, so no other power connections are necessary.
components unless you are a
See Table 2.452 for the ESM2 system’s current draw
technically qualified individual
information.
who is familiar with the electrical
elements involved. Failure to See POWER SUPPLY REQUIREMENTS on page 2.45
comply will result in increased 2 for information on the ESM2 system’s power
risk of electrocution, which may specifications.
cause death or serious personal
injury. Table 2.452: ESM2 System Current Draw
MAXIMUM CURRENT
ENGINE MODEL
DRAW (AMPS)
This section describes the connections the packager
must make to the ESM2 system’s power distribution box. L7044GSI S5 25*
Engine off, ESM2 powered up for all engines – 1 AMP
ADDING CUSTOMERSUPPLIED WIRING TO PDB
* This value includes the User Power 24V for U (5 amps max).
When adding customersupplied wiring to the PDB, all
connectors, fittings and grommets used must have an
equivalent NEMA 4 rating. Using connectors, fittings or
grommets other than NEMA 4 rated style could allow
water to enter the PDB, causing problems up to and
including failure of the PDB. See Figure 2.457.
Figure 2.457: Proper CSA 4 Style Connector
As shipped from the factory, the PDB has several
openings meant for unused electrical options and/or
customer connections. These openings are factory
sealed with either a pushin, selfcentering, rubber plug
(11/2 in.) or a steel with rubber gasket plug that must be
manually centered and tightened with an internal wing
nut (3/4 in.). These plugs must remain firmly in place at
all times unless the opening is used for wiring.
Form 100631
2.4510 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
Making Power Connection Inside Power
Distribution Box
Depending on the distance from either the batteries or
power supply, choose appropriate cable diameters for
ground and power using.
Table 2.453: Conversion Between AWG, mm2 and
Circular mils
Form 100631
2.4511 © Copyright 2018, General Electric Co.
ESM2 SYSTEM POWER AND WIRING
To make the ground and power connections:
1
! WARNING
2
Disconnect all electrical power
supplies and batteries before 3
making any connections or
servicing any part of the
electrical system. Failure to
comply will result in increased
risk of electrocution, which may
cause death or serious personal
injury.
1. Locate the 1/2 in. ground stud on the right bank side
of the crankcase. The ground stud is adjacent to the Figure 2.458: Power Distribution Box
No. 4 cylinder’s oil pan access door. The ground stud
1 Positive (+) Battery 3 Terminal Block
will have two ground cables attached to it from the
Connection
power distribution box.
2 Negative (−)
2. Remove the outer nut from the stud. Do not loosen Battery Connection
or remove the factoryinstalled ground cables.
5. Attach prelube motor solenoid contracts to correctly
3. Attach ground cable to the ground stud using
labeled terminals (if customersupplied).
hardware as required.
6. Attach fuel valve solenoid contact to correctly
4. Replace outer nut to the ground stud.
labeled terminals.
5. Apply corrosion protection material such as Krylon
1307 or K1308 Battery Protector (or equivalent) to Customer Interface Harness Connection
the ground connection. +24VFOR U and GND FOR U
Power Distribution Box Connection
NOTICE
1. Choose an appropriately sized sealing gland for the
+24 VDC power cable. Never attempt to power the engine using the
2. Feed the positive and negative terminals of the +24VFOR U wire. The +24VFOR U wire is for
power cable through the power cord grip. customer use to provide 24 VDC power to other
equipment.
3. Install an appropriately sized ring terminal on the
power cable.
4. Attach the power ring terminal to the positive 3/8 in. Power (24 VDC, 5 amps maximum) is available for items
stud located in the power distribution box (see such as panel meters. The 24 VDC wires are labeled
Figure 2.458). +24VFOR U and GND FOR U. DO NOT POWER THE
ENGINE THROUGH THIS CONNECTOR!
ESTOP SW
The wires labeled ESTOP SW can be used to complete
a circuit to turn on a light or horn if either of the red
emergency stop buttons on the sides of the engine is
pushed in. Pushing either of the red emergency stop
buttons on the sides of the engine completes a circuit
between the ESTOP SW wires.
The contact ratings for ESTOP SW are:
24 – 28 VDC = 2.5 A
28 – 600 VDC = 69 VA
Form 100631
2.4512 © Copyright 2018, General Electric Co.
SECTION 2.50
CUSTOMER SYSTEM WIRING OVERVIEW
NOTE: The wiring diagrams in this manual are to be
! WARNING
used as a reference only.
Do not disconnect equipment
CUSTOMER INTERFACE HARNESS
unless power has been
switched off or the area is NOTE: The Customer Interface Harness must be
known to be nonhazardous. properly grounded to maintain CE compliance.
Failure to comply will result in
Customer electrical connections to the ECU are made
increased risk of electrocution,
through the Customer Interface Harness (shipped
which may cause death or
loose). The Customer Interface Harness is available in
serious personal injury.
several harness lengths (see Table 2.501).
Do not install, set up, maintain
Table 2.501: Customer Interface Harness Lengths
or operate any electrical
components unless you are a P/N LENGTH
technically qualified individual
who is familiar with the electrical 741239 25 ft (8 m)
elements involved. Failure to 741239A 50 ft (15 m)
comply will result in increased 741239B 100 ft (30 m)
risk of electrocution, which may
cause death or serious personal 741239C 200 ft (60 m)
injury. The terminated end of the harness connects to a
bulkhead connector under the oil filters. The
unterminated end of the harness connects to customer
NOTICE connections. Table 2.502 Customer Interface Harness
Loose Wire Identification on page 2.502 provides
Disconnect all engine harnesses and electronically information on each of the unterminated wires in the
controlled devices before welding on or near an Customer Interface Harness.
engine. Failure to comply will void product warranty.
Some connections of the Customer Interface Harness
The electrical interference from solenoids and other are required for ESM2 system operation. See
electrical switches will not be cyclic and can be as high REQUIRED CONNECTIONS on page 2.507 for
as several hundred volts. This could cause faults more information. See OPTIONAL CONNECTIONS on
within the ESM2 system that may or may not be page 2.509 for more information on optional
indicated with diagnostics. GE Waukesha requires a connections.
“freewheeling” diode (1N4002 or equivalent rated for
100V and 1A) be added across the coils of relays and
solenoids to suppress high induced voltages that may
occur when equipment is turned off. Failure to comply
will void product warranty.
Form 100631
2.501 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
All digital inputs and outputs are referenced to battery
negative.
Table 2.502: Customer Interface Harness Loose Wire Identification
Customer Interface Harness Loose Wire Identification
SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
WIRE LABEL DESCRIPTION
NAME TYPE COLOR PIN SIZE SIZE #
A digital input to the
ECU from the local
control that must be
Emergency
high for the engine to
ESD Engine Digital I/P Yellow 15 18 20 1606
run. If ESD goes low,
Shutdown
the engine performs
an emergency
shutdown.
A digital input to the
ECU from the local
control that must be High = OK to
high for the engine to Run
RUN/STOP Digital I/P Yellow 25 18 20 1611
run. If RUN/STOP Low = Normal
goes low, the engine Shutdown
performs a normal
shutdown.
Momentary (>1/2
second and <60
seconds) digital
signal input to ECU to
begin the starting
START process, must Start Engine Digital I/P Yellow 24 18 20 1609
momentarily be
connected to +24
VDC nominal (8.6 –
32 volts) for the ECU
to start the engine.
CAN Communication
CAN HI CAN CAN Yellow 1 20 20 1300
High
CAN Communication
CAN LO CAN CAN Green 5 20 20 1301
Low
CAN Communication
CAN GND SHIELD CAN Drain 6 20 20 1302
Shield
Digital input to the
ECU that changes the
operating rpm of the
engine from low idle
to high idle. Used for
fixed speed
applications only. The Rated Speed/
GOVHL IDL desired speed is set Idle Speed Digital I/P Yellow 37 18 20 1616
on the HMI. select
• +24 VDC nominal
(8.6 – 32 volts) for
rated speed
• Open circuit for idle
speed
Form 100631
2.502 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Customer Interface Harness Loose Wire Identification
SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
WIRE LABEL DESCRIPTION
NAME TYPE COLOR PIN SIZE SIZE #
Used for remote
speed setting using a Remote
0.5 – 4.5 V
GOV 40 voltage input for Speed Setting Tan 40 18 20 1618
DC I/P
control (0.5 – 4.5V Mode Select
signal).
Used for remote
speed setting using a
current input for Remote
control (4 – 20 mA Speed Setting 4 – 20 mA
GOVREMSP+ Light Green 39 18 20 1614
signal). See Figure 4 – 20 mA I/P+
2.501 for an example Signal +
showing the user 4 –
20 mA analog inputs.
Used for remote
speed setting using a
current input for Remote
control (4 – 20 mA Speed Setting 4 – 20 mA
GOVREMSP Light Blue 27 18 20 1613
signal). See Figure 4 – 20 mA I/P
2.501 for an example Signal
showing the user 4 –
20 mA analog inputs.
Digital input to the
ECU that switches
between either
remote speed setting
input or high/low idle Remote
GOVREMSEL Digital I/P Yellow 22 18 20 1608
input. Must be used to Speed select
enable remote speed
input. Not typically
used for power
generation.
Used as the negative
connection point for Customer
LOGIC GND signal inputs (voltage Reference Ground Black 4 16 16 1111
and current) (4 – 20 Ground
mA and 0 – 5 volt).
A digital output from
the ECU that
Digital HSD
ENG ALM indicates that the Engine Alarm White 14 18 20 1604
O/P
ECU is in either alarm
or shutdown mode.
A digital output from
the ECU that
indicates the engine
is knocking and will Engine Digital HSD
KNK ALM White 47 18 20 1617
shut down unless Knocking O/P
some action is taken
to bring the engine out
of knock.
Form 100631
2.503 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Customer Interface Harness Loose Wire Identification
SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
WIRE LABEL DESCRIPTION
NAME TYPE COLOR PIN SIZE SIZE #
A digital output from
the ECU that
indicates that the Emergency Digital HSD
ENG ESD White 42 18 20 1607
ECU is in shutdown Shutdown O/P
mode. Output is NOT
latched.
A 4 – 20 mA analog
input to the ECU that
represents the real
time WKI rating of the
fuel. Use not
Fuel Quality 4 – 20 mA
WKI+ necessary for most Light Green 30 18 20 1623
(WKI) Signal + I/P+
applications. Table
2.509 Changing
Fuel/WKI Inputs on
page 2.5014 for
scaling information.
A 4 – 20 mA analog
input to the ECU that
represents the real
time WKI rating of the
fuel. Use not
Fuel Quality 4 – 20 mA
WKI necessary for most Light Blue 31 18 20 1622
(WKI) Signal I/P
applications. Table
2.509 Changing
Fuel/WKI Inputs on
page 2.5014 for
scaling information.
A 4 – 20 mA output
from the ECU that
represents an engine
operating parameter.
See Table
Analog Output 4 – 20 mA
PROG OP 1+ 2.508 Available Dark Green 21 18 20 1600
1+ O/P+
Analog Outputs on
page 2.5011 for
listing of parameters,
scaling and other
information.
NEG for 4 – 20 mA Analog Output 4 – 20 mA
PROG OP 1 Black 26 18 20 1647
PROG OP 1 1– O/P
A 4 – 20 mA output
from the ECU that
represents an engine
operating parameter.
See Table
Analog Output 4 – 20 mA
PROG OP 2+ 2.508 Available Dark Green 3 18 20 1601
2+ O/P+
Analog Outputs on
page 2.5011 for
listing of parameters,
scaling and other
information.
NEG for 4 – 20 mA Analog Output 4 – 20 mA
PROG OP 2 Black 18 18 20 1648
PROG OP 2 2– O/P
Form 100631
2.504 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Customer Interface Harness Loose Wire Identification
SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
WIRE LABEL DESCRIPTION
NAME TYPE COLOR PIN SIZE SIZE #
A 4 – 20 mA output
from the ECU that
represents an engine
operating parameter.
See Table
Analog Output 4 – 20 mA
PROG OP 3+ 2.508 Available Dark Green 11 18 20 1602
3+ O/P+
Analog Outputs on
page 2.5011 for
listing of parameters,
scaling and other
information.
NEG for 4 – 20 mA Analog Output 4 – 20 mA
PROG OP 3 Black 13 18 20 1649
PROG OP 3 3– O/P
RS485 MODBUS,
see MODBUS
COMMUNICATIONS
RS 485A RS485 A Comms Green 2 18 20 1305
on page 2.551 for
additional
information.
RS485 MODBUS,
see MODBUS
COMMUNICATIONS
RS 485B+ RS485 B+ Comms Yellow 23 18 20 1306
on page 2.551 for
additional
information.
A digital input to the
ECU that can be used
to indicate a customer User Defined
USER DIP 1 Digital I/P Yellow 16 18 20 1627
alarm. See Figure Digital Input 1
2.503 for additional
information.
A digital input to the
ECU that can be used
to indicate a customer User Defined
USER DIP 2 Digital I/P Yellow 17 18 20 1628
alarm. See Figure Digital Input 2
2.503 for additional
information.
FUTURE Spare Spare Red 7 20 20 1636
FUTURE Spare Spare Black 8 20 20 1637
A digital output from
the ECU that Engine
ENG RUN Digital O/P White 12 18 20 1646
indicates that the Running
engine is running.
Power (24V DC, 5
amps maximum)
available for items +24 VDC
+24VFOR U User Power Red 32 18 16 1020
such as a local control nominal
panel and panel
meters
GND FOR U User Ground User Ground Ground Black 33 18 16 1120
Form 100631
2.505 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Customer Interface Harness Loose Wire Identification
SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
WIRE LABEL DESCRIPTION
NAME TYPE COLOR PIN SIZE SIZE #
Emergency
Emergency Stop
Stop Switch, Customer
ESTOP SW Switch, Normally Tan 44 18 16 1802
Normally supplied
Open
Open
Emergency
Emergency Stop
Stop Switch, Customer
ESTOP SW Switch, Normally Tan 45 20 16 1804
Normally supplied
Open
Open
Customer PreLube Customer Pre +24 VDC
PREL CTRL Brown 34 20 16 1679
Control Request Lube Control digital I/P
FUTURE Spare Spare Black 46 18 20 1640
Used for compatible Aux. Input 0.5 – 4.5V
GOVAUXSIG+ Red 28 20 20 1615
loadsharing input. Signal I/P+
0.5 – 4.5V I/P
referenced to
Used for compatible Aux. Input
GOVAUXGND logic ground Black 29 20 20 1110
loadsharing input. Signal
pin 4 / wire
1111
Used as a shield for
Aux. Input
GOVAUXSHD compatible load Shield Drain 43 22 20 1137
Shield
sharing input.
Alternate governor
dynamics. Used for
power generation Alternate
GOVALTSYN applications only to Governor Digital I/P Yellow 10 18 20 1620
obtain a smooth idle Dynamics
for fast paralleling to
the grid.
Digital input to the
ECU that “kicks” the
governor to help the
engine accept large
LRG LOAD Load Coming Digital I/P Yellow 20 18 20 1631
load additions. Mainly
useful for standalone
power generation
applications.
Used for compatible 4 – 20 mA 4 – 20 mA
LSMI+ Red 35 20 20 1651
loadsharing input. Signal + I/P+
Used for compatible 4 – 20 mA 4 – 20 mA
LSMI Black 36 20 20 1652
loadsharing input. Signal – I/P
Form 100631
2.506 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
REQUIRED CONNECTIONS • All 4 – 20 mA outputs from the ECU are internally
powered with a maximum drive voltage of 24 volts.
• Digital High Side Driver (HSD) outputs can drive a
maximum of 700 mA (0.7 amps).
• All 4 – 20 mA inputs to the ECU are across an internal
220 Ω resistance.
2
1
9 10
5
3 39
6
7
4 27
8
Figure 2.501: Example Connecting User 4 – 20 mA Analog Inputs to a PLC
1 Customer Interface Harness 6 Positive
2 Typical PLC 7 4 – 20 mA Signal
3 GOVREMSP+ 8 Negative
4 GOVREMSP 9 Isolated Current Output Card
5 4 – 20 mA Signal + 10 Main
Table 2.503: Customer Interface Harness – Required Connections – All Installations
WIRE NUMBER
SIGNAL
FUNCTION WIRE DESCRIPTION
TYPE
DESCRIPTION
Momentary Momentary (>1/2 second and <60 seconds) digital signal input to ECU to
1609
Start Engine digital input begin the starting process, must momentarily be connected to +24 VDC
START
(24V) nominal (8.6 – 32 volts) for the ECU to start the engine.
Digital input 1611 • +24 VDC nominal for the engine to run.
Run / Stop
(24V) RUN/STOP • If goes open circuit, the engine performs a normal shutdown.
Emergency Digital input 1606 • +24 VDC nominal for the engine to run.
shutdown (24V) ESD • If ESD goes open circuit, the engine performs an emergency shutdown.
CAN
1300
communication CAN CAN communication between the ECU and HMI
CAN
high
CAN
1301
communication CAN CAN communication between the ECU and HMI
CAN
low
CAN
1302
communication CAN CAN communication between the ECU and HMI
CAN
shield
Form 100631
2.507 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Table 2.504: Additional Connections for Rated/Idle Speed Control
WIRE NUMBER
SIGNAL
FUNCTION WIRE DESCRIPTION
TYPE
DESCRIPTION
Rated Speed/Idle
• +24V DC nominal (8.6 – 32 volts) for rated speed
Speed (Fixed Digital input 1616
• Open circuit for idle speed and remote speed wire 1608 (GOVREMSEL)
Speed (24V) GOVHL IDL
must be open circuit.
Application)
Table 2.505: Additional Connections for Remote Variable Speed Control
WIRE NUMBER
SIGNAL
FUNCTION WIRE DESCRIPTION
TYPE
DESCRIPTION
Customer 1111 Used as the negative connection point for signal inputs (voltage and current)
Ground
reference ground LOGIC GND (4 – 20 mA and 0 – 5 volt).
Remote speed
setting enable Digital input 1608
24 VDC nominal to enable remote speed/load setting
(variable speed (24V) GOVREMSEL
application)
Remote speed
1618
Setting (using 0.5 – 4.5 volt 0.5 – 4.5 VDC signal +
GOV 40
voltage input)
1614 1614 + signal
Remote speed
GOVREMSP+ 1613 – signal
setting (using 4 – 20 mA
1613 NOTE: Inputs below 2 mA and above 22 mA are invalid. See Figure
current input)
GOVREMSP 2.501 for an example showing the user 4 – 20 mA analog inputs.
LOGIC GND
DIGITAL (24V) 1608 REMOTE SPEED ENABLE
Figure 2.502: Connection Options for Variable Speed Setting Input
Form 100631
2.508 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
OPTIONAL CONNECTIONS
Table 2.506 lists optional connection descriptions of the
unterminated wires of the Customer Interface Harness.
Table 2.506: Optional Connection Descriptions – Customer Interface Harness
DESCRIPTION PHYSICAL CONNECTION
4 – 20 mA analog outputs from the ECU that can be used to read engine parameters such
Analog Outputs as oil pressure, coolant outlet temperature, engine speed and intake manifold pressure (see
Table 2.507). PROG OP 1 through PROG OP 3
The ECU is a MODBUS RTU slave on “two wire” RS485 hardware. Current operating values
such as oil pressure and fault information are available. Baud rate and slave ID are
MODBUS
programmed via the HMI. See MODBUS COMMUNICATIONS on page 2.551.
RS485A and RS485B+
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage
Engine OK / Emergency Shutdown
– 1 volt) when ECU performs an emergency shutdown. ENG ESD
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage
– 1 volt) when ECU detects engine problem. Output remains +24 VDC nominal while an
Engine Alarm
alarm is active. As soon as alarm condition is resolved, digital signal returns to open circuit.
ENG ALM
A 4 – 20 mA input to the ECU that allows the customer to change the input fuel quality (WKI)
WKI Value
in real time. (4 mA = 20 WKI; 20 mA = 135 WKI) WKI+ and WKI
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage
Uncontrolled Knock – 1 volt) when ECU cannot control engine knock. Allows customer knock control strategy
such as load reduction instead of the ECU shutting down the engine. KNK ALM
A 5 volt input to the ECU used for compatibility to generator control products (or other
Aux Speed Input
comparable control products). GOVAUXSIG+ and GOVAUXGND
Digital signal input to the ECU when +24 VDC nominal (8.6 – 32 volts) allows synchronizer
Synchronizer Mode/Alternate
mode/alternate governor dynamics. User can adjust a small speed offset to aid in
Governor Dynamics
synchronization. GOVALTSYN
Digital signal input to the ECU when +24 VDC nominal (8.6 – 32 volts) is applied, signals the
ECU that a large load will be applied to the engine. This input can be used to aid in engine
Load Coming
load acceptance. User can adjust delay time from receipt of digital signal to action by the
ECU and amount of throttle movement action. LRG LOAD
Two digital signal inputs to the ECU when +24 VDC nominal (8.6 – 32 volts) is applied allows
user to wire alarm and/or shut down digital outputs of the local control into ESM2. The
Two Digital Inputs
purpose of these two digital inputs to the ECU is to aid in troubleshooting problems with the
driven equipment. USER DIP 1 and USER DIP 2
Engine Running A digital output from the ECU that indicates that the engine is running. ENG RUN
Power (24V DC, 5 amps maximum) available for items such as a local control panel and
User Power
panel meters +24VFOR U
User Ground User ground GND 4 U
Emergency Stop Switch, Normally
Emergency Stop Switch, Normally Open ESTOP SW
Open
Customer Prelube Control
Customer PreLube Control Request PREL CTRL
Request
Compatible loadsharing input Used for compatible loadsharing input LSMI+ and LSMI
NOTE: BOLD letters in table match wire label names.
Form 100631
2.509 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
LOCAL CONTROL PANEL LOCAL DISPLAYS
See MODBUS COMMUNICATIONS on page 2.55 The ESM2 system has three 4 – 20 mA analog outputs
1 for ESM2 outputs. that can be either read into a PLC or read with a local
display. Each analog output can be configured to one of
This section describes how the ESM2 system interacts 11 different values. See Table 2.508 for the display
with a local customersupplied control panel. With the output and scale values.
ESM2 system, the packager may choose any
compatible control panel providing the packager
flexibility.
Table 2.507: Adjustment of Analog Outputs
Form 100631
2.5010 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Table 2.508: Available Analog Outputs
USER DIGITAL INPUTS The following examples explain how the USER DIP
inputs can be used in the field.
There are two digital inputs, labeled USER DIP 1 and
USER DIP 2, in the Customer Interface Harness. When Example 1
a +24 VDC signal is applied to one of these inputs,
DTC1089 (User DIP 1) or DTC1090 (User DIP 2) is An example using one of these USER DIP inputs would
activated by the ESM2 system. The alarm is recorded in be to wire an oil level alarm into the ESM2 system. This
the Fault Log. level sensor is of the Normally Open type, where the
contacts are open when the oil is at proper level, and the
The purpose of these two digital inputs is to provide contacts close to complete a signal path when the oil
system diagnostic capability for customersupplied level falls too low (see Figure 2.503).
equipment. Since nonvolatile memory is not always
available with the local control package, the USER DIP When the oil level is low, the contacts complete a +24
makes it possible to wire external signals into the ESM2 VDC signal into the USER DIP and DTC1089 for USER
system so that a service technician can more quickly find DIP 1 is activated.
the source of customer equipment problems. Note that NOTE: The negative side of the 24 VDC supply must
only an alarm signal is activated – no other control action be connected to the customer reference ground wire
is taken by the ESM2 when one of the USER DIPs goes labeled LOGIC GND.
high.
Form 100631
2.5011 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
Example 2 Example 3
If a solidstate level sensor is used, of the type that The oil level sensor can also be used to trigger an engine
completes a path to ground (called an open collector), shutdown. Since the ESD digital input must remain at
when the oil falls below a certain level, the logic must be +24 VDC for the engine to run, and opening the circuit
inverted. Remember that the USER DIP needs +24 VDC will cause a shutdown, inverted logic can be used with a
to activate an alarm condition. A Normally Open relay Normally Closed relay contact to properly manipulate
contact is used to generate the correct signal. This the signal. This example is shown in Figure 2.505.
example is shown in Figure 2.504.
When the oil level becomes low, the relay is energized
When the oil level is high, the sensor does not activate, as in the previous example, and the ESD input is opened,
so it holds the base of the relay coil at supply voltage. resulting in an engine shutdown and shutdown code
The relay contacts remain open, and the USER DIP is DTC2001.
low. When the oil level becomes low, the sensor
NOTE: The engine cannot be restarted until the fault
completes the circuit to ground by sinking current, and
condition, in this example the low oil level, is corrected.
the relay coil energizes. This causes the contacts to
close and +24 VDC is applied to the USER DIP and
DTC1089 is activated.
1
(+) (– )
4
3
Figure 2.503: Example: User Digital Input Used with Oil Level Switch (Normally Open Type)
1 24 VDC 3 User DIP 1
2 Oil Level Switch 4 ECU
Form 100631
2.5012 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
(+ ) (– )
2
4
3
Figure 2.504: Example: User Digital Input Used with SolidState Level Sensor (Open Collector)
1 24 VDC 4 ECU
2 Relay 5 Oil Level Switch
3 User DIP 1
1
(+) (– )
3
5
Figure 2.505: Example: User Digital Input Used to Trigger an Engine Shutdown
1 24 VDC 4 ESD
2 Relay 5 ECU
3 User DIP 1 6 Oil Level Switch
Form 100631
2.5013 © Copyright 2018, General Electric Co.
CUSTOMER SYSTEM WIRING OVERVIEW
WKI See Appendix B schematics.
For applications with changing fuel conditions, such as
a wastewater treatment plant with natural gas backup,
the ECU can be signaled about the fuel’s changing WKI
value in real time using the two WKI analog input wires
in the Customer Interface Harness. The adjustment of
the customer interface wires, WKI+ and WKI, is shown
in Table 2.509. An input greater than 22 mA indicates a
wiring fault, and the default WKI value is used instead.
Table 2.509: Changing Fuel/WKI Inputs
Form 100631
2.5014 © Copyright 2018, General Electric Co.
SECTION 2.55
MODBUS COMMUNICATIONS
MODBUS (RS485) COMMUNICATIONS Table 2.551: Communication Parameters
Form 100631
2.551 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
NOTE: Typically, short distances of 32 ft (10 m) would Function codes are located in Table 2.553 through
not require termination resistors; however, if you Table 2.554.
experience communication errors, first check the
Table 2.552: MODBUS Function Codes
calibrated baud rate. The baud rate to be calibrated is
determined by the MODBUS master. If communication FUNCTION MODBUS NAME ADDRESS ID
errors persist, termination resistors may be necessary, CODE
even at short distances.
01 NOT USED
PROTOCOL 02 DIP/DOP ID 1XXXX
The MODBUS protocol can be used in two different 03 NOT USED
modes: RTU and American Standard Code of 04 AOP/AIP ID 3XXXX
Information Interchange (ASCII). The ESM2 system
works only in the RTU mode. In RTU mode, every NOTE: When performing the device addressing
element is represented by 8 bits (except data that can procedure, it is of great importance that there are not two
consist of a variable number of successive bytes). devices with the same address. In such a case, the
whole serial bus can behave in an abnormal way, with it
FUNCTIONALITY being impossible for the master to communicate with all
present slaves on the bus.
The ECU is a MODBUS slave and will provide data to a
MODBUS master device. The data that will be made
available will include most filtered analog input values
and some derived values. No control is done through
MODBUS.
DATA TABLES
The MODBUS function codes supported are codes 02
and 04. Table 2.552 lists the address IDs that are
associated with each function code. The subsequent
sections set out the message IDs in detail.
Form 100631
2.552 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
Table 2.553: Function Code 02 (1XXXX Messages) (DIP/DOP)
MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
1 = on
10001 Main Fuel Valve Status of the main fuel valve
0 = off
Prechamber Fuel 1 = on
10002 Status of the prechamber fuel valve
Valve 0 = off
1 = running
10003 Engine Running Whether the engine is running or not running
0 = off
1 = engaged
10004 Starter Motor Whether the starter motor is engaged or not
0 = off
1 = running
10005 Pre/Post Lube Whether the pre/post lube pump is running
0 = off
1 = on
10006 Engine Alarm Whether a validated alarm is active
0 = off
1 = ESD
10007 Engine Shutdown Customer ESD input
0 = ok
Whether the engine is in uncontrollable 1 = on
10008 Engine Knocking
knock 0 = off
1 = misfire
10009 Misfire Whether the engine is misfiring
0 = OK
1 = on
10010 Ignition Enabled Whether ignition is enabled
0 = off
Malfunction Indicator
1 = on
10011 Light for EPA Cert Whether the MiL is active
0 = off
engines
1 = on, driver circuit has been tripped
10012 PDB Driver circuit 1 Whether the PDB driver circuit is tripped
0 = off
1 = on, driver circuit has been tripped
10013 PDB Driver circuit 2 Whether the PDB driver circuit is active
0 = off
1 = on, driver circuit has been tripped
10014 PDB Driver circuit 3 Whether the PDB driver circuit is tripped
0 = off
1 = on, driver circuit has been tripped
10015 PDB Driver circuit 4 Whether the PDB driver circuit is tripped
0 = off
1 = on, driver circuit has been tripped
10016 PDB Driver circuit 5 Whether the PDB driver circuit is tripped
0 = off
1 = on, driver circuit has been tripped
10017 PDB Driver circuit 6 Whether the PDB driver circuit is tripped
0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10018
Circuit 1 tripped 0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10019
Circuit 2 tripped 0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10020
Circuit 3 tripped 0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10021
Circuit 4 tripped 0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10022
Circuit 5 tripped 0 = off
Form 100631
2.553 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10023
Circuit 6 tripped 0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10024
Circuit 7 tripped 0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10025
Circuit 8 tripped 0 = off
Whether the ignition module is outputting 1 = high power
10026 Ignition High Power
high or low power 0 = low power
10027 Reserved for Future Use
10028 Reserved for Future Use
10029 Reserved for Future Use
10030 Reserved for Future Use
10031 Reserved for Future Use
10032 Reserved for Future Use
10033 Reserved for Future Use
10034 Reserved for Future Use
10035 Reserved for Future Use
10036 Reserved for Future Use
1 = start engine signal high
10037 Start engine signal Whether the start engine signal is active
0 = start signal low
Whether the normal shutdown signal is 1 = normal shutdown
10038 Normal shutdown
active 0 = OK to run
Whether the emergency shutdown signal is 1 = emergency shutdown
10039 Emergency shutdown
active 0 = OK to run
Whether the remote RPM analog input is 1 = remote RPM select active
10040 Remote RPM select
active or inactive 0 = remote RPM select inactive
Whether the run high idle digital input is 1 = run engine at high idle
10041 Run high idle
active 0 = run engine at low idle
Whether the load coming digital input is 1 = load coming digital input active
10042 Load coming
active 0 = load coming digital input inactive
Alternate dynamics / Whether the alternate governor dynamics is 1 = alternate gov dynamics is active
10043
synchronizer mode active 0 = alternate gov dynamics is inactive
Whether the lockout button has been 1 = lockout active
10044 Lockout button
depressed 0 = lockout inactive
1 = user DIP 1 active
10045 User digital input 1 Whether user digital input 1 is active
0 = user DIP 1 inactive
1 = user DIP 2 active
10046 User digital input 2 Whether user digital input 2 is active
0 = user DIP 2 inactive
1 = active
10047 Customer prelube flag Whether the prelube is active
0 = inactive
1 = service tool connect
10048 Service Tool flag Whether the service tool is connected
0 = not connected
Fuel Control Valves 1 = yes
10049 Whether the fuel control is in manual mode
Manual Flag 0 = no
Form 100631
2.554 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
1 = on
10050 PDB Overvoltage Trip Whether the PDB overvoltage trip is active
0 = off
Form 100631
2.555 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
Table 2.554: Function Code 04 (3XXXX Messages) (AOP/AIP)
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
30001 Reserved for Future Use
Available 16 bit unsigned integer which
30002 (Value * 10) in percent (Value / 10) in percent
Engine Load goes from 0 – 100%
Current engine
30003
operating hours (Value * 1) in seconds (Value / 1) in seconds 32 bit unsigned integer – full range
30004
(in seconds)
Countdown
30005 until engine (Value * 1) in seconds (Value / 1) in seconds 16 bit unsigned integer – full range
starts
30006 Reserved for Future Use
30007 Reserved for Future Use
30008 Reserved for Future Use
30009 Reserved for Future Use
30010 Reserved for Future Use
30011 Reserved for Future Use
30012 Reserved for Future Use
30013 Reserved for Future Use
30014 Reserved for Future Use
30015 Reserved for Future Use
16 bit unsigned integer which
30016 Average RPM (Value * 1) in rpm (Value / 1) in rpm
goes from 0 – 2,200 rpm
16 bit unsigned integer which
30017 Oil Pressure (Value * 1) in kPa gauge (Value / 1) in kPa gauge
goes from 0 – 1,034 kPa gauge
Intake Manifold
16 bit unsigned integer which
30018 Absolute (Value * 1) in kPa (Value / 1) in kPa
goes from 0 – 344 kPa
Pressure
Boost Absolute 16 bit unsigned integer which
30019 (Value * 1) in kPa (Value / 1) in kPa
Pressure goes from 0 – 344 kPa
IMAP left bank 16 bit unsigned integer which
30020 (Value * 1) in kPa (Value / 1) in kPa
(rear) goes from 0 – 344 kPa
IMAP right bank 16 bit unsigned integer which
30021 (Value * 1) in kPa (Value / 1) in kPa
(front) goes from 0 – 344 kPa
Crankcase 16 bit unsigned integer which
30022 (Value + 10) * 100 kPa (Value / 100 ) 10 kPa
Pressure goes from 3.5 – 3.5 kPa
Reserve
16 bit unsigned integer which
30023 Pressure (1 / (Value * 10) in kPa (Value / 10) in kPa
goes from 0 – 344 kPa
left)
Reserve
16 bit unsigned integer which
30024 Pressure (2 / (Value * 10) in kPa (Value / 10) in kPa
goes from 0 – 344 kPa
right)
Barometric
16 bit unsigned integer which
30025 pressure (Value * 1) in kPa (Value / 1) in kPa
goes from 0 – 252 kPa
(TRICAN)
Form 100631
2.556 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Pre Catalyst 16 bit unsigned integer which
30026 (Value * 100) in kPa (Value / 100) in kPa
Pressure goes from 0 – 6.8 kPa
Post Catalyst 17 bit unsigned integer which
30027 (Value * 100) in kPa (Value / 100) in kPa
Pressure goes from 0 – 6.8 kPa
Delta CAT 18 bit unsigned integer which
30028 (Value * 100) in kPa (Value / 100) in kPa
Pressure goes from 0 – 6.8 kPa
Boost pressure 16 bit unsigned integer which
30029 (Value * 1) in kPa (Value / 1) in kPa
Left goes from 0 – 344 kPa
Boost pressure 16 bit unsigned integer which
30030 (Value * 1) in kPa (Value / 1) in kPa
Right goes from 0 – 344 kPa
16 bit unsigned integer which
goes from 0 to 6
0 = OFF
Engine 1 = INIT
30031 Operating (Value * 1) (Value / 1) 2 = CRANK
mode 3 = RUN
4 = NSD
5 = ESD
6 = cESD
Coolant outlet 16 bit unsigned integer which
30032 (Value + 40) * 10 in °C (Value / 10) 40 in °C
temperature goes from 40 – 150°C
Intake Manifold
16 bit unsigned integer which
30033 Air (Value + 40) * 10 in °C (Value / 10) 40 in °C
goes from 40 – 150°C
Temperature
Oil 16 bit unsigned integer which
30034 (Value + 40) * 10 in °C (Value / 10) 40 in °C
Temperature goes from 40 – 150°C
1st Exhaust
Temperature
(preturbine for 16 bit unsigned integer which
30035 (Value + 40) * 1 in °C (Value / 1) 40
lean burn, post goes from 40 – 880°C
turbine for rich
burn)
2nd Exhaust
Temperature
(preturbine for 16 bit unsigned integer which
30036 (Value + 40) * 1 in °C (Value / 1) 40
lean burn, post goes from 40 – 880°C
turbine for rich
burn)
1st Catalyst 16 bit unsigned integer which
30037 (Value + 40) * 1 in °C (Value / 1) 40
Temperature goes from 40 – 880°C
2nd Catalyst 16 bit unsigned integer which
30038 (Value + 40) * 1 in °C (Value / 1 ) 40
Temperature goes from 40 – 880°C
Ambient
16 bit unsigned integer which
30039 temperature (Value + 40) * 10 in °C (Value / 10) 40 in °C
goes from 40 – 100°C
(TRICAN)
Catalyst
16 bit unsigned integer which
30040 Temperature (Value + 40) * 10 in °C (Value / 10) 40 in °C
goes from 40 – 880°C
Delta
30041 Reserved for Future Use
Form 100631
2.557 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Exhaust
16 bit unsigned integer goes from
30042 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 1
Exhaust
16 bit unsigned integer goes from
30043 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 2
Exhaust
16 bit unsigned integer goes from
30044 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 3
Exhaust
16 bit unsigned integer goes from
30045 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 4
Exhaust
16 bit unsigned integer goes from
30046 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 5
Exhaust
16 bit unsigned integer goes from
30047 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 6
Exhaust
16 bit unsigned integer goes from
30048 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 7
Exhaust
16 bit unsigned integer goes from
30049 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 8
Exhaust
16 bit unsigned integer goes from
30050 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 9
Exhaust
16 bit unsigned integer goes from
30051 temperature, (Value + 40) * 1 in °C (Value 40)
40 – 880°C
cylinder 10
Exhaust
16 bit unsigned integer goes from
30052 temperature, (Value + 40) * 1 in °C (Value 40)
40 – 880°C
cylinder 11
Exhaust
16 bit unsigned integer goes from
30053 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 12
Exhaust
16 bit unsigned integer goes from
30054 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 13
Exhaust
16 bit unsigned integer goes from
30055 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 14
Exhaust
16 bit unsigned integer goes from
30056 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 15
Exhaust
16 bit unsigned integer goes from
30057 temperature, (Value + 40) * 1 in °C (Value / 1) 40
40 – 880°C
cylinder 16
Form 100631
2.558 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Main bearing 16 bit unsigned integer goes from
30058 (Value + 40) * 1 in °C (Value / 1) 40
temperature 1 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30059 (Value + 40) * 1 in °C (Value / 1) 40
temperature 2 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30060 (Value + 40) * 1 in °C (Value / 1) 40
temperature 3 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30061 (Value + 40) * 1 in °C (Value / 1) 40
temperature 4 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30062 (Value + 40) * 1 in °C (Value / 1) 40
temperature 5 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30063 (Value + 40) * 1 in °C (Value / 1) 40
temperature 6 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30064 (Value + 40) * 1 in °C (Value / 1) 40
temperature 7 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30065 (Value + 40) * 1 in °C (Value / 1) 40
temperature 8 40 – 200°C
Main bearing 16 bit unsigned integer goes from
30066 (Value + 40) * 1 in °C (Value / 1) 40
temperature 9 40 – 200°C
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30067 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 1
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30068 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 2
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30069 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 3
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30070 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 4
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30071 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 5
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30072 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 6
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30073 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 7
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30074 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 8
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30075 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 9
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30076 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 10
Form 100631
2.559 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30077 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 11
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30078 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 12
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30079 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 13
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30080 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 14
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30081 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 15
Displayed
(Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30082 spark timing
btdc btdc goes from 15 – 45 °BTDC
cylinder 16
Desired base (Value + 15) * 10 in degrees (Value / 10) 15 in degrees 16 bit unsigned integer which
30083
spark timing btdc btdc goes from 15 – 45 °BTDC
16 bit unsigned integer which
30084 RPM Set Point (Value * 1) in RPM (Value / 1) in RPM
goes from 0 – 2,200 RPM
Ambient
relative
16 bit unsigned integer which
30085 humidity as (Value * 1) in percent (Value / 1) in percent
goes from 0 – 100%
reported from
TRICAN sensor
16 bit unsigned integer which
30086 WKI input (Value + 16) * 1 in WKI (Value / 1) 16
goes from 16 – 144 WKI
30087 Reserved for Future Use
Exhaust Nox
30088 (Value * 1) in ppm (Value / 1) in ppm 16 bit unsigned integer – full range
Level
30089 Reserved for Future Use
30090 Reserved for Future Use
30091 Reserved for Future Use
30092 Reserved for Future Use
O2 Voltage
16 bit unsigned integer which
30093 Target (All AFR (Value * 10,000) in Volts (Value / 10,000) in Volts
goes from 0 to 2 Volts
Control Modes)
16 bit unsigned integer – full range
1= open loop
AFR Mode Left 2 = precat
30094 (Value * 1) (Value / 1)
Bank 3 = postcat
4 = manual
5 = start
Form 100631
2.5510 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
16 bit unsigned integer – full range
1= open loop
AFR Mode 2 = precat
30095 (Value * 1) (Value / 1)
Right Bank 3 = postcat
4 = manual
5 = start
Post CAT O2 16 bit unsigned integer which
30096 (Value * 1000) in Volts (Value / 1000) in Volts
Voltage goes from 0 – 1 Volt
LSU Voltage 16 bit unsigned integer which
30097 (Value * 1000) in Volts (Value / 1000) in Volts
Left Bank goes from 0 – 3.6 Volts
LSU Voltage 16 bit unsigned integer which
30098 (Value * 1000) in Volts (Value / 1000) in Volts
Right Bank goes from 0 – 3.6 Volts
Post Catalyst
16 bit integer which goes from 0 –
30099 O2 Voltage (Value * 1000) in Volts (Value / 1000) in Volts
1 Volt
Setpoint
Fuel Control
Valve Left 16 bit unsigned integer which
30100 (Value * 10) in percent (Value / 10) in percent
Position In goes from 0 – 100%
percent
Fuel Control
Valve Right 16 bit unsigned integer which
30101 (Value * 10) in percent (Value / 10) in percent
Position In goes from 0 – 100%
percent
Fuel Valve Max 16 bit unsigned integer which
30102 (Value * 1) in percent (Value / 1)
position goes from 0 – 100%
Fuel Valve Min 16 bit unsigned integer which
30103 (Value * 1) in percent (Value / 1)
Position goes from 0 – 100%
Fuel Valve Start 16 bit unsigned integer which
30104 (Value * 1) in percent (Value / 1)
Position goes from 0 – 100%
30105 Purge Time (Value * 1) in seconds (Value / 1) 16 bit unsigned integer – full range
TQ Input from
16 bit unsigned integer which
30106 driven (Value * 1) in Nm (Value / 1)
goes from 0 to 9,500 Nm
equipment
30107 Reserved for Future Use
30108 Reserved for Future Use
Spark
16 bit unsigned integer which
30109 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 1
Spark
16 bit unsigned integer which
30110 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 2
Spark
16 bit unsigned integer which
30111 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 3
Spark
16 bit unsigned integer which
30112 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 4
Form 100631
2.5511 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Spark
16 bit unsigned integer which
30113 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 5
Spark
16 bit unsigned integer which
30114 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 6
Spark
16 bit unsigned integer which
30115 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 7
Spark
16 bit unsigned integer which
30116 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 8
Spark
16 bit unsigned integer which
30117 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 9
Spark
16 bit unsigned integer which
30118 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 10
Spark
16 bit unsigned integer which
30119 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 11
Spark
16 bit unsigned integer which
30120 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 12
Spark
16 bit unsigned integer which
30121 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 13
Spark
16 bit unsigned integer which
30122 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 14
Spark
16 bit unsigned integer which
30123 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 15
Spark
16 bit unsigned integer which
30124 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 16
The RPM
modification
16 bit unsigned integer which
30125 value from a (Value + 50) * 1 in RPM (Value / 1) 50
goes from 50 – 50 rpm
Generator
control
16 bit unsigned integer which
30126 Engine torque (Value * 10) in percent (Value / 10) in percent
goes from 0 – 125 %
30127 Reserved for Future Use
Number of
16 bit unsigned integer which
30128 misfiring (Value * 1) (Value / 1)
goes from 0 – 20
cylinders
Engine Power 16 bit unsigned integer which
30129 (Value * 1) in kW (Value / 1) in kW
Output goes from 0 – 11,852 kW
Form 100631
2.5512 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Throttle 16 bit unsigned integer which
30130 (Value * 1) in percent (Value / 1) in percent
Position goes from 0 – 100%
30131 Reserved for Future Use
30132 Reserved for Future Use
30133 Reserved for Future Use
30134 Reserved for Future Use
30135 Reserved for Future Use
Gauge prefilter 16 bit unsigned integer which
30136 (Value * 1) in kPa (Value / 1) in kPa
oil pressure goes from 0 – 1,034 kPa gauge
30137 Reserved for Future Use
30138 Reserved for Future Use
Oil filter
16 bit unsigned integer which
30139 differential (Value * 1) in kPa (Value / 1) in kPa
goes from 0 – 1,034 kPa gauge
pressure
30140 Reserved for Future Use
Average
16 bit unsigned integer which
30141 exhaust (Value + 40) * 1 in °C (Value / 1) 40
goes from 40 – 880°C
temperature
16 bit unsigned integer which
30142 System Voltage (Value * 10) in Volts (Value / 10) in Volts
goes from 0 – 40 VDC
30143 Reserved for Future Use
30144 Reserved for Future Use
30145 Reserved for Future Use
30146 Reserved for Future Use
30147 Reserved for Future Use
30148 Reserved for Future Use
30149 Reserved for Future Use
30150 Reserved for Future Use
Form 100631
2.5513 © Copyright 2018, General Electric Co.
MODBUS COMMUNICATIONS
MODBUS EXCEPTION RESPONSES
The ECU will respond with exception responses
wherever applicable and possible.
When a master device sends a signal to a slave device,
it expects a normal response. Four possible responses
can occur from a master’s signal:
• If the slave device receives the signal errorfree and
can handle the signal normally, a normal response is
returned.
• If the slave device does not receive an errorfree
signal, no response is returned. The master program
will eventually process a timeout condition for the
signal.
• If the slave device receives the signal but detects an
error, no response is returned. The master program
will eventually process a timeout condition for the
signal.
• If the slave device receives the signal errorfree but
cannot handle it, the slave will return an exception
response informing the master of the nature of the
error. See Table 2.555 for exception responses.
Table 2.555: MODBUS Exception Responses
COMMON MODBUS TROUBLESHOOTING
If ECU and control panel are not communicating:
1. Verify slave ID is same in panel and ECU
Default setting for ECU: slave ID = 1.
2. Verify baud rate for panel and ECU are same:
Default setting in ECU: Baud Rate = 19,200
3. Verify wires are properly connected:
• RS485 communication wires are sometimes not
identified the same.
• Reverse connections for MODBUS (make positive
the negative connection and negative the positive
connection)
4. Install a 120Ω terminating resistor (usually only
required when communications run is longer than
100 ft [30 m]).
Form 100631
2.5514 © Copyright 2018, General Electric Co.
SECTION 2.60
ESM2 SYSTEM MAINTENANCE
MAINTENANCE CHART NOTICE
This section describes the recommended maintenance
procedures for ESM2 system components. Minimal Continue to perform standard engine maintenance as
maintenance is required for the ESM2 system. Table provided in the applicable engine’s operation and
2.601 provides a list of the recommended maintenance maintenance manual.
items and includes a description of the service required,
the service interval and the page number where specific
maintenance information is found for that item in this
manual.
Table 2.601: Maintenance Chart for ESM2 System Components
INFORMATION
ITEM SERVICE INTERVAL
PROVIDED ON PAGE
Fault History Review Every month 2.602
Inspect, Lubricate, Test, Check
Throttle Actuator Linkage Every year or as needed 2.602
Adjustment
Alternator Belts (if equipped) Inspect Every year 11.101
Knock Sensors Inspect Every year 2.606
Inspect Wiring/Harnesses, Secure
Connections, Check Ground
ESM2 System Wiring Every year 2.607
Connections, Verify Incoming Power Is
Within Specification
Inspect Water Level, Corrosion,
Batteries Semiannual 11.052
Specific Gravity, Test
Inspect for corrosion and loose
Power Distribution Junction Box Every year 2.607
connections
Form 100631
2.601 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
FAULT HISTORY
1
Every month, review the Fault History. Look for patterns 9
of faults that may have occurred over the lifetime of the 2 3
ECU. By reviewing the Fault History, you can see if fault
patterns exist that require additional troubleshooting
and/or inspection.
The alarm screen displays the following: 4
• Alarm type
• Date and time of the fault 5
• DTC fault number 8
• Description of the fault
In addition, the alarm screen will display engine
information and any changes made at the HMI. See
ALARM SCREEN AND FAULT HISTORY on page 2.30 6
16 for more information.
THROTTLE ACTUATOR LINKAGE
ADJUSTING LINKAGE
The following steps describe the procedure for properly
setting the governor linkage rod and levers on the 7
actuator and the throttle shaft.
1. Install the governor lever (see Figure 2.601) on the
governor terminal shaft to the angle shown in the
appropriate figure (see Figure 2.602). The terminal
shaft must be in the NO FUEL position. Secure with
capscrew and nut.
Figure 2.601: Governor Linkage
1 Nut Stop 6 Splined Bushing
2 Washer 7 Capscrew
3 Capscrew 8 Washer
4 Governor Lever 9 Governor Rod
5 Nut Stop Assembly
Form 100631
2.602 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
1
2
113q
45q
4
0q
Figure 2.603: Butterfly Valve Cross Shaft Angles
Figure 2.602: Governor Terminal Shaft Angles
NOTE: For the depictions in Figure 2.603, the throttle
1 MAXIMUM FUEL 3 Top View of lever is mounted on the far side of butterfly valve
Position Actuator housing.
2 NO FUEL Position 4 Governor Lever NOTE: For the depictions in Figure 2.603, the butterfly
2. Install the throttle lever on the regulating crossshaft valve is viewed from the right bank side.
to the angle shown for your engine type in Figure
2.603. The butterfly valve must be in the CLOSED INSPECTION AND MAINTENANCE OF THROTTLE
position. Secure with capscrew, washers and nut. ACTUATOR LINKAGE
3. Attach lefthand side of governor rod assembly to the Every year, or as needed, the throttle actuator linkage
lever on the butterfly valve. Tighten nuts on governor must be inspected and lubricated. To perform
rod assembly. maintenance to the throttle actuator linkage, complete
the following.
4. With the governor terminal shaft in the NO FUEL
position and with the butterfly valve held CLOSED,
adjust the governor rod for length so that the rod end
and the hole in the governor lever align.
5. Attach righthand side of governor rod assembly to
the lever on the governor terminal shaft. Tighten nuts
on governor rod assembly.
6. Check for throttle and governor travel to angles
specified in Figure 2.602 or Figure 2.603.
7. Check to ensure that no binding occurs.
8. Check all fasteners on the rod and levers for
tightness. Thread engagement on all rod ends must
be a minimum of seven threads.
Form 100631
2.603 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
1. Shut down engine.
! WARNING
2. Inspect rod ends. If worn, replace.
Always stop the unit before 3. Using a grease gun, lubricate the grease fittings on
cleaning, servicing or repairing the throttle actuator linkage with CITGO Lithoplex
the unit or any driven Grease NLGI2 (service temperature range 20° –
equipment. Be sure to follow the 250°F [7° – 121°C]) or equivalent (see Figure
procedures listed below and 2.604).
apply site Lockout/Tagout
requirements. Failure to comply
may result in death or serious
personal injury.
• Place all controls in the OFF
position and disconnect or
lock out starters to prevent
accidental restarting.
• If possible, lock all controls in
the OFF position and remove
the key.
• Put a sign on the control
panel warning that the engine
is being serviced.
• Close all manual control
valves.
• Disconnect and lock out all
energy sources to the engine,
including all fuel, electric,
hydraulic and pneumatic
connections.
• Disconnect or lock out driven
equipment to prevent the
possibility of the driven
equipment rotating the
disabled engine.
Form 100631
2.604 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
Figure 2.604: Grease Fittings on Throttle Actuator Linkage
Form 100631
2.605 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
KNOCK SENSORS NOTICE
Every year each knock sensor must be inspected for an
accumulation of dirt/grit, connector wear and corrosion. The knock sensor surface must be flat, smooth (RMS
If a knock sensor has an accumulation of dirt, carefully 63) and perpendicular to the drilled hole. Make sure
clean visible end of knock sensor and surrounding area. knock sensor mounting surface is free of paint. If the
If a knock sensor connector looks worn or if corrosion is knock sensor is not mounted flush with the mounting
evident, remove the knock sensor to clean or replace as surface or if the surface is not within RMS 63, the knock
necessary. sensor WILL provide incorrect signals to the ESM2
system.
To reinstall a knock sensor, complete the steps in
INSTALLING KNOCK SENSORS on page 2.606. 2. Verify that the mounting surface is flat and smooth
The knock sensors must be properly tightened and (RMS 63) using a Profilometer. Although it is
seated flat against the mounting surface as the recommended to use a Profilometer, if one is not
instructions explain. available, lightly run your finger over mounting
surface. The surface should be free of any ripples
and imperfections and should be polished smooth.
NOTICE
When completing Step 3 and Step 4, verify that the
knock sensor is seated flat against the mounting
surface. See Verifying Knock Sensor Is Seated Flat
Figure 2.605: Knock Sensor on page 2.606 for necessary steps.
INSTALLING KNOCK SENSORS
NOTE: Knock sensor should have at least 3 in. (76 mm) NOTICE
of clearance parallel to the knock sensor surface.
Never drop or mishandle knock sensor. If knock
1. Thoroughly clean knock sensor mounting hole and sensor is dropped or mishandled, it must be replaced.
area around mounting hole. The knock sensors are
installed just below the intake ports on the sides of
3. Install knock sensor into the threaded mounting hole
the engine crankcase (see Figure 2.606).
(see Figure 2.606).
1 2 NOTICE
Never overtighten knock sensor. Overtightening will
cause damage to the knock sensor.
4. Tighten knock sensor. See ESM2 in Table
1.1512 Critical Engine Torque Values on page 1.15
19.
5. Repeat this mounting procedure for each knock
sensor.
Verifying Knock Sensor Is Seated Flat
Use the following method to verify that the knock sensor
is seated flat against the mounting hole surface.
Figure 2.606: Knock Sensor 1. Apply a very thin coat of a blueing paste, such as
Permatex Prussian Blue (or equivalent), to seating
1 Knock Sensor 2 Intake Manifold
surface of knock sensor (see Figure 2.607).
Form 100631
2.606 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
NOTICE
Disconnect all engine harnesses and electronically
controlled devices before welding on or near an
engine.
Figure 2.607: Knock Sensor Seating Surface Inspect the harness routing to make sure:
2. Install and remove knock sensor. • There is no fraying or chafing on engine components.
3. Examine imprint left by blueing agent on the • Cable mounting hardware is secure and in place.
crankcase and sensor seating surface. • Wireways are securely fastened to the manifolds.
• If the imprint on the crankcase and sensor seating • Internal wireways do not have missing mounting,
surface is uniform, the sensor has fullface contact fraying or worn insulation.
with mounting surface.
• Internal wireway grounds are tight, clean and
• If the imprint on the crankcase and sensor seating corrosionfree.
surface is NOT uniform, the sensor does not have
• Wireway covers are intact with all mounting hardware.
fullface contact with mounting surface. The
mounting hole will have to be plugged and re • There is no excessive dirt, grease, oils or coolant on
tapped to make the hole perpendicular to the the wiring or connections.
mounting surface. • Wiring is not subjected to highheat areas.
4. Reinstall knock sensor by completing Step 3 and • There is no excessive strain on wiring from external
Step 4 of knock sensor installation. components.
• Engine grounds are tight, clean and corrosionfree.
ESM2 SYSTEM WIRING
For information on ESM2 system wiring, harness
! WARNING connections and power supply requirements, see
POWER SUPPLY REQUIREMENTS on page 2.452,
POWER DISTRIBUTION BOX on page 2.4510 and
Do not install, set up, maintain
CUSTOMER SYSTEM WIRING OVERVIEW on page
or operate any electrical
2.501.
components unless you are a
technically qualified individual
who is familiar with the electrical POWER DISTRIBUTION BOX
elements involved. Failure to MAINTENANCE
comply may result in increased
There is minimal maintenance that is associated with the
risk of electrocution, which may
power distribution box. Once a year, inspect and check
cause death or serious personal
the following.
injury.
• Inspect connectors and connections to the PDB and
Disconnect all electrical power verify they are secure.
supplies before making any
connections or servicing any • Remove cover to the PDB and verify all terminals are
part of the electrical system. tight, secure and corrosionfree.
Failure to comply may result in • Verify the capscrews securing the PDB to the bracket
increased risk of electrocution, and engine are tight.
which may cause death or
serious personal injury. INSTALLING PDB COVER
Be sure to properly reinstall the PDB cover any time that
it has been removed (see Figure 2.608) for wiring. DO
NOT leave the cover off when work is not actively being
done. This includes indoors or overnight. When
reinstalling the cover, all four latches must properly
engage the cover and the latch screws must be tight.
Form 100631
2.607 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
Figure 2.608: PDB Cover Latch and Screw Figure 2.609: IPM Camshaft Magnetic Pickup
CAMSHAFT MAGNETIC PICKUP
1. The camshaft magnetic pickup is located on the top
front of the engine (see Figure 2.609).
A
2
Figure 2.6010: IPM Camshaft Pickup Adjustment
1 Magnetic Pickup 2 Camshaft
A = 0.040 in. (1.02 mm)
Form 100631
2.608 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
CRANKSHAFT MAGNETIC PICKUP
NOTE: The crankshaft pickup is located on the left rear
side of the flywheel housing.
1. Thread crankshaft pickup into housing until it makes
contact with flywheel (see Figure 2.6011).
Figure 2.6011: IPM Crankshaft Magnetic Pickup
2. Using a grease pencil, place a reference mark
across pickup extending onto flywheel housing.
3. Using reference mark, back out pickup 3/4 turn.
Tighten jam nut while holding pickup.
ENGINE PROTECTION SYSTEM
MAINTENANCE
Maintenance of the engine protection system is
generally limited to visual inspection of components.
KTYPE THERMOCOUPLE INSPECTION
! WARNING
Thermocouples can be
extremely hot. Allow the engine
to cool prior to handling
thermocouple. Failure to
comply may result in burn
injuries, which may cause death
or serious personal injury.
1. Inspect thermocouples to verify they are securely
seated.
2. Inspect connecting cables and wires for loose
connections, broken wires or insulation.
Form 100631
2.609 © Copyright 2018, General Electric Co.
ESM2 SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
2.6010 © Copyright 2018, General Electric Co.
SECTION 2.65
TROUBLESHOOTING USING ESM2
ADDITIONAL ASSISTANCE Have the following information available:
GE Waukesha’s worldwide distribution network 1. Engine serial number
provides customers with parts, service and warranty 2. ECU serial number
support. Each distributor has a vast inventory of genuine 3. ECU calibration part number (this is displayed under
GE Waukesha parts and factorytrained service the SYSTEM tab > CPU Info) on the HMI
representatives. GE Waukesha distributors are on call
24 hours a day, with the parts and service personnel 4. ECU faults list
ready to provide quick and responsive solutions to 5. Detailed description of the problem
customers’ needs. Please contact your local GE 6. List of what troubleshooting has been performed so
Waukesha Distributor for assistance. far and the results of the troubleshooting
Form 100631
2.651 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
ESM2 SYSTEM FAULT CODES • 2xxx Functional faults
Functional faults may be fault limits such as customer
IDENTIFYING FAULTS BY THEIR CATEGORIES emergency shutdown, over temperature, overload,
Faults are categorized by the following unique codes for knock, lockout switch, etc. These faults will be
ease of troubleshooting. detected by the control and are not a failure of the
controller or hardware.
• 0xxx Internal fault (Internal ECU faults)
• 3xxx Customer faults
Internal faults may be memory errors or hardware
failures that would be validated by the ECU itself. These faults may be configured by the customer to
These could be power failures or power cycling to the shut down the engine in the event of a circuit fault. In
ECU, sensor power wiring shorted to ground or some applications it may be desirable to run with a
internal ECU failures. circuit fault (1xxx) while in other applications the
customer may want to shut the engine down. For
• 1xxx Circuit faults example, if a coolant temperature circuit DTC1003
Circuit faults may be wiring, sensor, actuators or becomes active at an unmanned site it may be
communication faults as detected by the ECU. These desirable to shut down the engine. In a critical
will typically be wiring, connector or other hardware application or on a manned site it may be desirable to
failures and not the fault of the ECU itself. continue to run the engine while in alarm. The 3xxx
fault will always be associated with its corresponding
1xxx fault.
Table 2.651: VHP 12Cylinder Firing Order Position
FAULT DESCRIPTION CYLINDER LOCATION
IGN 1ST CYL 1R
IGN 2ND CYL 6L
IGN 3RD CYL 5R
IGN 4TH CYL 2L
IGN 5TH CYL 3R
IGN 6TH CYL 4L
IGN 7TH CYL 6R
IGN 8TH CYL 1L
IGN 9TH CYL 2R
IGN 10TH CYL 5L
IGN 11TH CYL 4R
IGN 12TH CYL 3L
Form 100631
2.652 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
Table 2.652: Internal Fault (Internal ECU Faults)
Form 100631
2.653 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
Table 2.653: Circuit Faults
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Oil Temperature Circuit 1001 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Intake Manifold Temperature 1002 Alarm Fault indicating there is an electrical problem with the wiring or
Circuit sensor that will require repair
Coolant Temperature Circuit 1003 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Exhaust Temperature Circuit LB 1004 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Exhaust Temperature Circuit 1005 Alarm Fault indicating there is an electrical problem with the wiring or
RB sensor that will require repair
Oil Pressure Post Filter Circuit 1006 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Oil Pressure Pre Filter Circuit 1007 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Intake Manifold Pressure Circuit 1008 Alarm Fault indicating there is an electrical problem with the wiring or
LB/FT sensor that will require repair
Intake Manifold Pressure Circuit 1010 Alarm Fault indicating there is an electrical problem with the wiring or
RB/BK sensor that will require repair
Boost Pressure Circuit LB 1012 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Boost Pressure Circuit RB 1013 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Crankcase Pressure Circuit 1017 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Catalyst Pre Pressure Circuit 1018 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Catalyst Post Pressure Circuit 1019 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Oxygen Sensor Circuit RB 1020 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Oxygen Sensor Circuit LB 1021 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Oxygen Sensor Circuit Post Cat 1022 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
RPM Request Input Circuit mA 1023 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Torque Request Input Circuit 1024 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
WKI Input Circuit 1025 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 1 Circuit 1026 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 2 Circuit 1027 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Form 100631
2.654 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Knock Sensor 3 Circuit 1028 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 4 Circuit 1029 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 5 Circuit 1030 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 6 Circuit 1031 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 7 Circuit 1032 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 8 Circuit 1033 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 9 Circuit 1034 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 10 Circuit 1035 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 11 Circuit 1036 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Knock Sensor 12 Circuit 1037 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Ign Comms Fault 1042 Alarm Fault indicating there is a problem with wiring or the IPMD
communication
Fuel Control Valve Comms 1045 Alarm Fault indicating there is a problem with wiring or the fuel valve
Fault LB communication
Fuel Control Valve Actuator 1046 Alarm Fault indicating there is a problem internal to the FCV that is
Fault LB communicated to the ECU by the FCV itself. The FCV is likely
defective.
Fuel Control Valve Comms 1047 Alarm Fault indicating there is a problem with wiring or the fuel valve
Fault RB communication
Fuel Control Valve Actuator 1048 Alarm Fault indicating there is a problem internal to the FCV that is
Fault RB communicated to the ECU by the FCV itself. The FCV is likely
defective.
STU Module Comms Fault 1049 Alarm Fault indicating there is a problem with wiring or the STU module
communication
STU Module 2 Comms Fault 1050 For future use.
HMI CAN Bus Error 1051 None Fault indicating there is a problem with wiring or the HMI
communication. This fault can only be seen after communication
is reestablished.
PreTurbine Exhaust 1052 For future use.
Temperature LB Circuit
PreTurbine Exhaust 1053 For future use.
Temperature RB Circuit
Main Bearing Temp Circuit 10 1055 For future use.
Exhaust Temp Circuit Cyl 1 1056 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Form 100631
2.655 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Exhaust Temp Circuit Cyl 2 1057 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 3 1058 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 4 1059 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 5 1060 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 6 1061 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 7 1062 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 8 1063 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 9 1064 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 10 1065 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 11 1066 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Exhaust Temp Circuit Cyl 12 1067 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 1 1072 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 2 1073 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 3 1074 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 4 1075 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 5 1076 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 6 1077 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Main Bearing Temp Circuit 7 1078 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
Catalyst Pre Temperature 1081 Alarm Fault indicating there is an electrical problem with the wiring or
Circuit sensor
Catalyst Post Temperature 1082 Alarm Fault indicating there is an electrical problem with the wiring or
Circuit sensor
ECM Temperature Circuit 1083 Alarm Fault indication there is an electrical problem with the internal ECM
temperature circuit
Crank Mag Pickup Circuit 1084 Alarm Fault indicating there is no output from the sensor at a calibrated
reference window
Cam Mag Pickup Circuit 1085 Alarm Fault indicating there is no output from the sensor at a calibrated
reference window
Form 100631
2.656 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Alternator Circuit 1086 Alarm There is no feedback pulse from the alternator
User DIP 1 1089 Alarm The user digital inputs has gone from low to high
User DIP 2 1090 Alarm The user digital inputs has gone from low to high
LSM Circuit Fault mA 1092 Alarm Fault indicating there is an electrical problem with the customer
supplied load sharing module
RPM Request Input Circuit Volt 1093 Alarm Fault indicating there is an electrical problem with the wiring or the
request input
LSM Circuit Fault V 1094 Alarm Fault indicating there is an electrical problem with the customer
supplied load sharing module
TriCan Fault 1095 Alarm Fault indicating there is a problem internal to the device that is
communicated to the controller by the device itself
TriCan Comms Fault 1096 Alarm Fault indicating there is a problem with wiring or the device
communication
Throttle Feedback Circuit 1097 ESD A fault indicating there is an electrical problem with the 4 – 20 mA
Shutdown throttle feedback to the ECU
Crank Mag Pickup Sync Fault 1098 ESD Fault indicating there is an electrical problem with the wiring or
sensor
Cam Mag Pickup Sync Fault 1099 ESD Fault indicating there is an electrical problem with the wiring or
sensor
Table 2.654: Functional Faults
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Engine Lockout 2000 cESD Red lockout button(s) on engine depressed or there is a circuit fault
Customer Emergency 2001 cESD DIP customer initiated emergency shutdown
Shutdown
High Ambient Temperature 2002 Alarm Ambient air temperature exceeds a calibrated alarm limit
Alarm
High Oil Temperature Alarm 2003 Alarm Oil temperature exceeds a calibrated alarm limit
High Oil Temperature 2004 ESD Oil temperature exceeds a calibrated shutdown limit
Shutdown
High Intake Manifold 2005 Alarm Intake manifold temperature exceeds a calibrated alarm limit
Temperature Alarm
High Intake Manifold 2006 ESD Intake manifold temperature exceeds a calibrated shutdown limit
Temperature Shutdown
High Coolant Temperature 2007 Alarm Coolant temperature exceeds a calibrated alarm limit
Alarm
High Coolant Temperature 2008 ESD Coolant temperature exceeds a calibrated shutdown limit
Shutdown
High Exhaust Temp Alarm LB 2009 Alarm Exhaust LB temperature exceeds a calibrated alarm limit
High Exhaust Temp Shutdown 2010 ESD Exhaust LB temperature exceeds a calibrated shutdown limit
LB
High Exhaust Temp Alarm RB 2011 Alarm Exhaust RB temperature exceeds a calibrated alarm limit
High Exhaust Temp Shutdown 2012 ESD Exhaust RB temperature exceeds a calibrated shutdown limit
RB
Form 100631
2.657 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Low Oil Pressure Alarm 2013 Alarm Oil pressure is below a calibrated alarm limit
Low Oil Pressure Shutdown 2014 cESD Oil pressure is below a calibrated shutdown limit
High Oil Filter Pressure 2015 Alarm Oil filter pressure differential exceeds a calibratable limit
Differential
Pre Filter / Post Filter Disparity 2016 Alarm Post filter pressure is higher than pre filter pressure
High Intake Manifold Pressure 2017 Alarm Intake manifold pressure LB/FT exceeds a calibratable limit
LB/FT
High Intake Manifold Pressure 2020 Alarm Intake manifold pressure RB/BK exceeds a calibratable limit
RB/BK
High Boost Pressure LB 2021 Alarm Boost pressure LB exceeds a calibratable limit
High Boost Pressure RB 2022 Alarm Boost pressure RB exceeds a calibratable limit
Low Barometric Pressure 2027 Alarm Barometric pressure is below a calibratable limit
High Barometric Pressure 2028 Alarm Barometric pressure is above a calibratable limit
High Crankcase Pressure 2029 Alarm Crankcase pressure exceeds a calibrated alarm limit
Alarm
High Crankcase Pressure 2030 ESD Crankcase pressure exceeds a calibrated shutdown limit
Shutdown
High Catalyst Pre Pressure 2031 Alarm Catalyst pre pressure exceeds a calibrated alarm limit
Alarm
High Catalyst Pre Pressure 2032 ESD Catalyst pre pressure exceeds a calibrated shutdown limit
Shutdown
High Catalyst Post Pressure 2033 Alarm Catalyst post pressure exceeds a calibrated alarm limit
Alarm
High Catalyst Post Pressure 2034 ESD Catalyst post pressure exceeds a calibrated shutdown limit
Shutdown
Catalyst Pressure Delta Alarm 2035 Alarm Catalyst delta pressure exceeds a calibrated alarm limit
Catalyst Pressure Delta 2036 ESD Catalyst delta pressure exceeds a calibrated shutdown limit
Shutdown
Knock Cyl 1* 2037 ESD Specific cylinder was at its maximum retarded timing due to knock
and exceeded an absolute threshold
Form 100631
2.658 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Form 100631
2.659 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Form 100631
2.6510 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Form 100631
2.6511 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Throttle Actuator WOT Fault 2136 Alarm Throttle actuator command and feedback delta value exceeds a
calibratable limit There is likely a mechanical failure.
High Exhaust Temp Cyl 1 2138 Alarm A specific cylinder exhaust temperature exceeds a calibratable
Shutdown* limit
Form 100631
2.6512 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Form 100631
2.6513 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Form 100631
2.6514 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Form 100631
2.6515 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
High Exhaust Temp Cyl 4 2254 ESD A specific cylinder exhaust temperature exceeds a calibratable
Alarm* limit
Form 100631
2.6516 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
High PreTurbine Exhaust 2285 For future use.
Temp RB
High PreTurbine Exhaust 2286 For future use.
Temp LB Shutdown
High PreTurbine Exhaust 2287 For future use.
Temp RB Shutdown
* Refers to firing order position – see Table 2.651.
** See sheet 1 in Appendix B for more information on each circuit/driver input.
Table 2.655: Customer Faults
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
User Oil Temperature Circuit 3001 ESD Oil Temp Circuit DTC1001 valid and user has DTC3001 set to
shutdown
User Intake Manifold 3002 ESD Intake Manifold Temp Circuit DTC1002 valid and user has
Temperature Circuit DTC3002 set to shutdown
User Coolant Temperature 3003 ESD Coolant Temp Circuit DTC1003 valid and user has DTC3003 set
Circuit to shutdown
User Exhaust Temp Circuits 3004 ESD Any Exhaust Temp Circuit fault is valid and user has DTC3004 set
(All) to shutdown
User Main Bearing 3005 ESD Any main bearing temp Circuit fault is valid and user has DTC3005
Temperature circuits (All) set to shutdown
User Oil Pressure Circuit 3006 ESD Oil Pressure Circuit DTC1006 valid and user has DTC3006 set to
shutdown
User Oil Pre Filter Circuit 3007 ESD Oil Pre Filter Circuit DTC1007 valid and user has DTC3007 set to
shutdown
User Intake Manifold Pressure 3008 ESD Intake Manifold Pressure Circuit LB/FT DTC1008 or Intake
Circuit Manifold Pressure Circuit RB/BK DTC1010 are valid, and user has
DTC3008 set to shutdown
User Boost Pressure Circuit 3012 ESD Boost Pressure Circuit LB DTC1012 or Boost Pressure Circuit RB
DTC1013 are valid, and user has DTC3012 set to shutdown
User Crankcase Pressure 3017 ESD Crankcase Pressure Circuit DTC1017 valid and user has
Circuit DTC3017 set to shutdown
User Catalyst Pressure Circuit 3018 ESD Catalyst Pressure Circuit DTC1018 or DTC1019 valid and user
has DTC3018 set to shutdown
Oxygen Sensor Circuit Fault 3020 ESD Any oxygen sensor fault is valid and the user has DTC3020 set to
shutdown
User Knock Sensor Circuit (All) 3023 ESD A knock sensor or multiple knock sensor DTC1026 – 1041 is valid
and the user has DTC3023 set to shutdown
Engine Driven Equipment 3027 cESD Engine speed exceeded the customer overspeed setpoint
Overspeed
TriCan Fault 3029 ESD A TriCan sensor fault is valid an the user has DTC3029 set to
shutdown
Form 100631
2.6517 © Copyright 2018, General Electric Co.
TROUBLESHOOTING USING ESM2
NOTICE
The following critical ESDs will prevent postshutdown
functionality from occurring:
• 2000 Engine Lockout
• 2001 Customer ESD
• 2014 Low Oil Pressure Shutdown
ESM2 SYSTEM DIAGNOSTICS
The ESM2 system performs selfdiagnostics using the
input and output values from the ECU, the sensors and
engine performance. The ECU detects faulty sensors
and wires by:
• Checking for sensor readings that are out of calibrated
limits
• Crosschecking sensor readings with other sensor
readings for correct operation
• Completing checks that determine whether or not a
sensor is operating out of the normal operating range
When a fault occurs, several actions may take place as
a result. A fault can have both internal actions and
external visible effects. Each fault detected will cause
one or more of the following actions to occur:
• The fault status symbol on the HMI will change from
green to yellow if an alarm becomes active or will
change to red if an ESD or cESD becomes active. The
engine status and message display on the HMI will
also show the fault number and description.
• The fault is logged by the ECU and appears in the HMI
software’s Alarm screen. See TROUBLESHOOTING
USING ESM2 on page 2.651 for more information.
• When a sensor fault is detected, the ECU uses a
default value allowing the engine to continue to run
(unless as a result of the fault a shutdown fault occurs).
• Alarm or shutdown signal is transmitted over the
customer interface (RS485 MODBUS and digital
output).
• An alarm is triggered when the ignition energy is raised
to Level 2.
Form 100631
2.6518 © Copyright 2018, General Electric Co.
SECTION 2.70
INITIAL ENGINE SETUP
PRESTART INSPECTION Always follow all safety messages stated in this manual
and site safety manual when performing these checks.
! WARNING
Do not allow anyone under the
influence of intoxicants and/or
narcotics to work on or around
industrial engines. Workers
under the influence of
intoxicants and/or narcotics are
a hazard both to themselves and
other employees. Failure to
comply may result in death or
serious personal injury.
Be sure that the clutch, circuit
breaker or other main power
transmission device is
disconnected. Failure to comply
may result in increased risk of
electrocution, which may cause
death or serious personal
injury.
Table 2.701: Intial Prestart Checks
Form 100631
2.701 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
Form 100631
2.702 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
WKI PARAMETER SETTING Complete the following steps to enter the WKI value.
1. View the Ignition Parameters screen (see Figure
NOTICE 2.701).
Ensure an accurate WKI value is entered. Failure to
enter the WKI value correctly could lead to poor engine
performance and the potential for engine detonation.
The “WKI” (Waukesha Knock Index) must be entered by
the user for proper engine operation. The WKI value can
be determined using the EngCalc application program.
The program will calculate the WKI value from a
customer’s gas analysis breakdown. The WKI value
must be based on the composition of a fuel sample taken
from the engine site and analyzed using the EngCalc
program or as dictated on a Special Application
Approval (SAA). Contact your local Distributor for
additional information.
Figure 2.701: Ignition Parameters Screen
Form 100631
2.703 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
LOAD INERTIA PARAMETER SETTING
NOTICE
Make sure the correct rotating moment of inertia (load
inertia) is entered for the engine’s driven equipment.
Failure to enter the moment of inertia for the driven
equipment on the engine will lead to poor steadystate
and transient speed stability.
NOTE: The engine must not be running when the load
inertia value is being changed.
The “Load Inertia” field must be entered by the operator
for proper engine operation.
Adjusting the load inertia or the rotating moment of
inertia of the driven equipment results in the governor
gain being preset correctly, which aids in rapid startup
of the engine.
The rotating moments of inertia must be known for each
Figure 2.702: WKI Keypad piece of driven equipment and then added together.
3. Enter the WKI value of the fuel. The WKI value must Rotating moment of inertia is needed for all driven
be based on the composition of a fuel sample taken equipment. Rotating moment of inertia is not the weight
from the engine site and analyzed using the or mass of the driven equipment.
application program or as dictated on a Special NOTE: The rotating moment of inertia of driven
Application Approval (SAA). Contact your local equipment is an inherent property of the driven
Distributor for additional information. equipment and does not change with engine speed or
4. Select the return tab on the keypad. The “Change: load. Contact the coupling or driven equipment
WKI” confirmation popup will appear (see Figure manufacturer for the moment of inertia value.
2.703).
To determine the rotating moment of inertia for ALL
driven equipment, determine the rotating moment of
inertia for each piece of driven equipment (being
consistent with U.S./English and metric units). Once you
have the value for each piece of driven equipment, sum
all the values. The summed value is what is adjusted on
the Engine > Governor Parameters screen.
Complete the following steps to adjust the rotating
moment of inertia.
NOTE: Setting the rotating moment of inertia (or load
Figure 2.703: WKI Confirmation Popup inertia) is part of setting up an engine with the ESM2
system and must be done with the engine not rotating.
5. Select “Yes” to change the WKI value.
Table 2.702: VHP Generator Set Moment of Inertia
GENERATOR ROTATING MOMENT OF INERTIA
MODEL RPM
MANUFACTURER lbfin.sec2 kg*m2
Kato 6P62350 1,000 508 57
Kato 6P62500 1,200 538 61
Kato 6P62850 1,000 606 68
Kato 6P61900 1,200 421 48
Form 100631
2.704 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
GENERATOR ROTATING MOMENT OF INERTIA
MODEL RPM
MANUFACTURER lbfin.sec2 kg*m2
Magnetek MTG846/B/C 1,000/1,200 770 87
Table 2.703: VHP Generator Set (with Bearings) Moment of Inertia
GENERATOR ROTATING MOMENT OF INERTIA
MODEL BEARINGS RPM
MANUFACTURER lbfin.sec2 kg*m2
Leroy Somer North
LS66101 1 1,000/1,200 511 57.7
America
Leroy Somer North
LS66103 1 1,000/1,200 624 70.5
America
Leroy Somer North
LS66104 1 1,000/1,200 680 76.8
America
Leroy Somer North
MTG636 1 1,000/1,200 283 32
America
Leroy Somer North
LS66104 2 1,000/1,200 656 74.1
America
Leroy Somer North
LS66105 2 1,000/1,200 712 80.4
America
Leroy Somer North
LS66106 2 1,000/1,200 795 89.8
America
Leroy Somer North
LS66107 2 1,000/1,200 874 98.8
America
Table 2.704: Compressor Moment of Inertia
COMPRESSOR ROTATING MOMENT OF INERTIA
MODEL RPM
MANUFACTURER lbfin.sec2 kg*m2
Ariel JGK/4 1,200 49 6
Ariel JGD/2 1,200 61 7
Table 2.705: Coupling Moment of Inertia
COUPLING ROTATING MOMENT OF INERTIA
MODEL
MANUFACTURER lbfin.sec2 kg*m2
Rexnord Thomas 600CMR* 69 7.8
Rexnord Thomas 700CMR* 90 10.2
Form 100631
2.705 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
COUPLING ROTATING MOMENT OF INERTIA
MODEL
MANUFACTURER lbfin.sec2 kg*m2
Woods 80FSH 156 18
Woods 75FSH 113 13
Woods 70FSH 68 8
Renold Hi Tec RB5.5 103 11.6324
* For 28.875 in. diameter coupling
1. Shut down engine but do not remove power from the 4. For driven equipment including either a speed
ECU. increaser or a speed reducer, you must square the
2. Determine the rotating moment of inertia for each ratio of the speed increase (or speed decrease) and
piece of driven equipment. See the tables identified multiply that by the rotating moment of inertia of the
for typical generator, compressor and coupling driven equipment that is not running at the engine
moment of inertia values: speed. See Example Number 2.
• Table 2.702 lists typical rotating moments of Example Number 1:
inertia for generator sets. The following example shows how the moment of
• Table 2.703 lists typical rotating moments of inertia for driven equipment is determined for an
inertia for generator sets with bearings. engine using the tables provided.
• Table 2.704 lists typical rotating moments of Engine Application: L7044GSI compressor application
inertia for compressors. Compressor: Ariel JGK/4
• Table 2.705 lists typical rotating moments of Coupling: Rexnord 750CMR
inertia for couplings.
According to Table 2.704 and Table 2.705:
NOTE: If your driven equipment is not listed in these Compressor Moment of Inertia = 49 lbfin.sec2
tables, contact the coupling and/or driven equipment
manufacturer for moment of inertia value data. Coupling Moment of Inertia = 104 lbfin.sec2
Also note the following: This means that the total rotating moment of inertia
for the driven equipment is:
• The table inertia data for coupling and driven
equipment are approximate values. 49 lbfin.sec2 + 104 lbfin.sec2 = 153 lbfin.sec2
• Coupling inertias can vary within a specific The total load inertia, 153 lbfin.sec2 is then
coupling model. adjusted on the Governor Parameters screen.
• Driven equipment inertias can vary within a Example Number 2:
specific driven equipment model. NOTE: If a speed increaser or reducer is used, the ratio
• There are times an inertia ring is added to the of the speed increase must be squared and then
coupling to reduce torsional response. multiplied by the rotating moment of inertia of the driven
equipment that is not running at engine speed.
If there is a question about the total nonengine
inertia for the HMI value, check with GE Waukesha, Engine Application: F3521GSI water pump application
the vendor of the torsional vibration analysis, the Water Pump: Byron Jackson 16GM water pump (7Stage
coupling manufacturer and/or the driven equipment pump including line shafting and HSG output shafting
manufacturer for the correct total nonengine inertia inertia totaling 7.79 lbfin.sec2).
value for the HMI.
Coupling: UJoint coupling and Amarillo gear Model
3. Add together all the moment of inertia values of the SSH750A (speed increaser ratio of 1.5 with LSFG input
driven equipment to determine the moment of inertia shafting inertia totaling 12.29 lbfin.sec2).
value to be adjusted in HMI. See Example Number
1 below. This means that the driven load inertia (referred back
to the engine speed) is:
12.29 lbfin.sec2 + (7.79 x 1.52) = 29.82 lbfin.sec2
The driven load inertia, 29.82 lbfin.sec2 (3.37 kg
m2), is then adjusted on Governor Parameters
screen.
Form 100631
2.706 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
5. View the Governor Parameters screen.
Figure 2.704: Governor Parameter Screen
NOTE: The units for load inertia are set on the HMI via
the user settings.
6. Select the “Load Inertia” field. The Load Inertia
keypad will appear (see Figure 2.705).
Figure 2.706: Load Inertia Acknowledgement Popup
9. Select “Yes” to change the load inertia.
FUEL SYSTEM SETUP
The AFR setup procedure will set the fuel pressure
regulator and carburetor screws as well as synchronize
and center the right and left bank fuel control valves at a
low speed/load setting and a high speed/load setting.
This will account for the fuel being used and ensure the
FCVs are in the optimum position throughout the
operating range. Adjust the fuel system using the AFR
Visualization screen. See Figure 2.408 Fuel System
Setup Screen on page 2.4010.
1. With the engine off, turn both carburetor screws in
until they are fully closed. Back out the carburetor
Figure 2.705: Load Inertia Keypad screws 5 full turns (see Figure 2.707).
7. Enter the sum of the moment of load inertia values
of all driven equipment.
8. Select the return tab on the keypad. The Load Inertia
acknowledgement popup will appear (see Figure
2.706).
Form 100631
2.707 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
3. See Figure 2.709 to establish the desired FCV valve
position for the highest attainable speed and load for
the site. Find the % load on the X axis and locate the
box associated with the engine speed to determine
the target FCV valve position.
Figure 2.707: Carburetor Screws
2. Set the regulator pilot screws to 1.25 in. (32 mm) out
from the cap (see Figure 2.708).
1.25 in
(32 mm)
Figure 2.708: Regulator Pilot Screw Adjustment
Form 100631
2.708 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
Figure 2.709: FCV Position vs Engine Load (For Reference Only)
4. Start the engine and run unloaded at approximately • Out: to open the FCV
800 rpm. Adjust the current FCV position on each Monitor your adjustments on the Visualization>AFR
bank to 25 – 30%. This is done by adjusting the screen on the HMI.
regulator pilot screw:
• In: to close the FCV
Form 100631
2.709 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
Figure 2.7010: Setting the FCV – Low Speed and Load
5. Run the engine at the highest speed and load that
can be achieved (within the 1,200 rpm – 100% load
limits). Adjust the current FCV position on each bank
to match the value established using FCV position
vs load and speed chart. For example, an engine
running at 90% load and 1,100 rpm would have a
target FCV position of 45 – 50%. This is done by
adjusting the carburetor screws out to close the FCV
or in to open the FCV. Monitor your adjustments on
the Visualization>AFR screen.
Form 100631
2.7010 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
Figure 2.7011: Setting the FCV – High Speed and Load
6. Select the AFR Control State Fuel control modes: PreCat Mode O2 Setpoint – Used to finetune the
• MAN (Manual) – Indicates the system is operating air/fuel ratio for best engine out emissions. The
in manual mode factory default setting is 1.430 volts. If NOx reading
is high, decrease the voltage setpoint (air/fuel ratio
• PRE (PreCatalyst) – Indicates the system is goes rich). If CO reading is high, increase the voltage
operating in precatalyst mode setpoint (air/fuel ratio goes lean).
• POST (PostCatalyst) – Indicates the system is
NOTE: It takes approximately 10 – 15 minutes for the
operating in postcatalyst mode
postcatalyst O2 setpoint changes to convert to their
Use an emission analyzer to verify emissions. Fine new settings.
tune the setpoint.
Post Cat O2 Setpoint – Used to finetune the air/fuel
ratio for best catalyst out emissions. The factory
default setting is 0.720 volts. If NOx reading is high,
increase the voltage setpoint (air/fuel ratio goes
rich). If CO reading is high, decrease the voltage
setpoint (air/fuel ratio goes lean).
Form 100631
2.7011 © Copyright 2018, General Electric Co.
INITIAL ENGINE SETUP
Figure 2.7012: AFR Parameters Screen
7. Precat and postcat O2 levels can be adjusted from
the HMI. Adjust the O2 rich or lean to obtain the
desired CO or NOx levels. Catalyst design or aging
may have an effect on the emission output when
using precat mode.
Factory Default
0.720V postcat
1.43V precat
CO NOx
NOx CO
Rich Lean
• Higher voltage (>0.72) Catalyst Window
• Lower voltage (<0.72)
postcat postcat
• Lower voltage (<1.43) 0.720V postcat • Higher voltage (>1.43)
precat 1.43V precat precat
Figure 2.7013: Fuel System Adjustments
Form 100631
2.7012 © Copyright 2018, General Electric Co.
FUEL SYSTEM
SECTION 3.00
FUEL SYSTEM DESCRIPTION
FUEL SYSTEM COMPONENT The main fuel gas pressure regulators reduce the
DESCRIPTION incoming fuel supply pressure to approximately 10 in.
(254 mm) of water above the carburetor air pressure, as
The function of the fuel system is to maintain a constant measured at the carburetor inlet.
air/fuel ratio throughout the load range of the engine and
to deliver the air/fuel mixture in the proper quantities. The NOTE: The actual carburetor inlet fuel pressure will
following components comprise the engine fuel system: depend on the heating value of the fuel.
• Engine Control Unit (ECU) From the main fuel gas pressure regulators, the fuel
flows to the fuel control valves.
• Emission Control Sensors
• Main Fuel Pressure Regulators (left and right side) Engine Control Unit
• Fuel Control Valves (left and right side) The Engine Control Unit (ECU) controls the Fuel Control
• Carburetors (left and right side) Valves (FCV). The ECU uses multiple system inputs to
control the FCVs position through the engine’s varying
MAIN FUEL PRESSURE REGULATORS load and speed ranges.
To ensure a steady fuel supply to the carburetors, one The ECU is supplied signals inputs from the:
main fuel gas pressure regulator is located on each bank • Inlet air temperature/pressure/humidity sensor
(see Figure 3.001).
• Flywheel sensor
• Precatalyst temperature RTD sensor*
• Postcatalyst temperature RTD sensor*
• Precatalyst pressure sensor*
• Postcatalyst pressure sensor*
• Precatalyst oxygen sensor (left and right bank)
• Postcatalyst oxygen sensor*
* With emPact emission control system
EMISSION CONTROL SENSORS
PreCatalyst Oxygen Sensor
Each bank has one wideband precatalyst oxygen
sensor. The wideband sensor allows for stable operation
at nearly any setpoint. This optimizes performance for
Figure 3.001: Fuel Pressure Regulator gaseous fuel and minimizes change in oxygen during
fuel swings for steadier emissions with varying fuel.
Form 100631
3.001 © Copyright 2018, General Electric Co.
FUEL SYSTEM DESCRIPTION
Catalyst Health Monitoring Sensors – emPact
Emission System Only
Two RTD sensors (one pre and one postcatalyst)
monitor catalyst temperatures. These values along with
the calculated differential are displayed on the HMI. All
three values have useradjustable alarm and shutdown
setpoints.
Two pressure sensors (one pre and one postcatalyst)
monitor catalyst pressure. These values along with the
calculated differential are displayed on the HMI. All three
values have useradjustable alarm and shutdown
setpoints.
Figure 3.002: PreCatalyst Oxygen Sensors
PostCatalyst Oxygen Sensor – emPact Emission
System Only
A narrowband postcatalyst oxygen sensor is located in
the catalyst. The narrowband sensor provides quicker
response to variation. It also minimizes ammonia
interference, providing a more accurate reading.
Figure 3.003: emPact Emission System Sensors
1 Exhaust Sample Probe 4 PreCatalyst Temperature RTD Sensor
2 PostCatalyst Oxygen Sensor 5 PostCatalyst Pressure Sensor
3 PostCatalyst Temperature RTD Sensor 6 PreCatalyst Pressure Sensor
Form 100631
3.002 © Copyright 2018, General Electric Co.
FUEL SYSTEM DESCRIPTION
TriCan Sensor AFR2/emPact Control
A TriCan sensor, mounted in the right bank air cleaner The engine’s Air/Fuel Ratio (AFR) is controlled by the
housing, provides temperature, humidity and barometric ECU. An engine’s air/fuel ratio is the amount of air
pressure display on the HMI. measured by mass in relation to the mass of fuel
supplied to an engine for combustion. By controlling an
engine’s air/fuel ratio with ECU AFR control, exhaust
emissions are minimized while maintaining peak engine
performance. The AFR control regulates the engine’s
air/fuel ratio even with changes in engine load, fuel
pressure, fuel quality and environmental conditions.
THEORY OF OPERATION
Control Routine Without Factory Supplied Catalyst
The ECU AFR routine controls engine air/fuel ratio by
regulating the quantity of oxygen present in the exhaust
stream.
If the actual oxygen sensor voltage is different from the
oxygen sensor voltage setpoint, the ECU AFR routine
directs the FCV to adjust the gas flow to the carburetor.
Figure 3.004: TriCan Sensor The FCV adjusts in position, within calibrated limits,
increasing or decreasing the fuel flow to the carburetor.
Fuel Control Valves
SETUP FOR CATALYST CONTROL
A Fuel Control Valve (FCV) is located on each engine
bank. The FCV is an electronically controlled valve used The target setting is chosen to optimize engine out
to adjust fuel flow into each carburetor. The FCV is emissions for a threeway catalyst input. Threeway
controlled by input from the ECU. The minimum percent catalysts are used to oxidize carbon monoxide (CO) and
and maximum percent for the open position of the FCVs hydrocarbons (HC), and to reduce oxides of nitrogen
are adjusted through the HMI. (NOx) on rich burn applications. These processes
require high temperature and precise air/fuel ratio
control. Best performance for emissions reduction is
achieved when operating slightly rich of the
stoichiometric air/fuel ratio.
As previously stated, the stoichiometric air/fuel ratio is
the theoretical balance where exactly the required
amount of air (O2) is present to completely burn all of the
fuel with no excess air. In an ideal case, the only products
of this combustion would be water (H2O) and carbon
dioxide (CO2). However, because engine combustion is
not perfect, typical emission byproducts include O2, HC,
NOx and CO. The catalyst then converts most of these
to H2O, CO2 and nitrogen (N2).
The wideband oxygen sensor in the exhaust stream
provides feedback to the ECU. The signal provides a
Figure 3.005: Fuel Control Valve means of controlling air/fuel ratio slightly rich of
stoichiometry.
Carburetors
Control Routine with emPact Emission Control Unit
One carburetor is mounted on each bank just below the
center of each intake manifold. The carburetor produces The emPact Emission Control Unit (ECU) controls the
a combustible mixture by automatically mixing fuel from engine air/fuel ratio by regulating the quantity of oxygen
the FCV and air from the turbocharger. in the exhaust stream.
Form 100631
3.003 © Copyright 2018, General Electric Co.
FUEL SYSTEM DESCRIPTION
In the FULL AUTO mode, if the actual postcatalyst
sensor voltage is different from the sensor’s voltage
setpoint (determined by the user), the value of the pre
catalyst sensor setpoint will be adjusted by the ECU. The
ECU will communicate with the FCVs to adjust until the
new desired precatalyst setpoint is achieved.
Form 100631
3.004 © Copyright 2018, General Electric Co.
SECTION 3.05
FUEL SYSTEM MAINTENANCE
Before performing any service, maintenance or repair
procedures, review SAFETY on page 1.051, RIGGING
AND LIFTING ENGINES on page 1.101 and the
following safety message.
FUEL SYSTEM MAINTENANCE
! WARNING
Ensure that the fuel source is
completely shut off prior to
working on the fuel system
components. Clear the engine
supply lines and piping of
accumulated gas before
performing any maintenance Figure 3.051: Fuel Pressure Regulator
work on the fuel system.
MAINTENANCE SCHEDULE – REGULATOR
Perform the following steps prior to working on any fuel Clean or replace the filter of the main fuel gas pressure
system components: regulators annually. If clogging is suspected in the
1. Run engine at idle with no load. upstream regulator passages, more frequent cleaning
may be required.
2. Close gas shutoff valves upstream from main fuel
gas pressure regulators. FILTER ELEMENT REMOVAL
3. Let engine run. The supply lines are clear when
engine stops. ! WARNING
Another valve between regulator and carburetor, in
Ensure that the fuel source is
addition to FCV, is not recommended.
completely shut off prior to
working on fuel system
GAS REGULATORS components. Clear the engine
To ensure a steady fuel supply to the carburetor(s), all supply lines and piping of
engines have one main fuel gas pressure regulator for accumulated gas before
each bank (see Figure 3.051). performing any maintenance
work on the fuel system.
The main fuel gas pressure regulator(s) reduce the
incoming fuel supply pressure to the carburetor(s).
1. Disconnect pilot chamber supply tube from filter
NOTE: The actual carburetor inlet fuel pressure will
body assembly (see Figure 3.052).
depend on the heating value of the fuel.
From the main fuel gas pressure regulator(s) the fuel
flows into the carburetor(s) where it is mixed with air to
provide the correct mixture to the combustion chambers.
Form 100631
3.051 © Copyright 2018, General Electric Co.
FUEL SYSTEM MAINTENANCE
3. Apply PermaLok Heavy Duty Pipe Sealant to
1 threads of fittings and connect pilot chamber supply
tube (see Figure 3.052) to body of filter assembly.
3 2
Figure 3.052: Regulator Fuel Gas Filter 1
3
1 Filter Body 3 Pilot Chamber
Assembly Supply Tube
2 FilterHead Hex Nut
2. Remove 11/8 in. filterhead hex nut from pilot
chamber orifice pipe nipple.
3. Remove filter assembly. Disassemble as follows:
a. Remove 11/8 in. filterhead hex nut from filter
body.
b. Remove machine screw securing filter element
4
to filter head.
c. Remove two flat washers and filter element.
CLEANING / INSPECTION / REPLACEMENT
1. Thoroughly wash all parts of filter assembly in a non
volatile cleaning solution or solvent. Blow dry with
low pressure compressed air.
5
2. Inspect filter element. Replace as necessary.
FILTER ELEMENT INSTALLATION
1. Reassemble filter assembly as follows (see Figure
3.053):
Figure 3.053: Regulator Filter
a. Place flat washer on support flange inside filter
head hex nut. 1 Filter Element 4 Machine Screw
b. Center filter element on top of washer. 2 FilterHead Hex Nut 5 Filter Body
3 Flat Washer
c. Center second flat washer on top of filter
element.
d. Slide machine screw through center of filter
element. Thread screw into filter head.
e. Thread filterhead hex nut onto filter body.
2. Thread other end of filterhead hex nut onto pilot
chamber orifice pipe nipple.
Form 100631
3.052 © Copyright 2018, General Electric Co.
FUEL SYSTEM MAINTENANCE
REGULATOR ADJUSTMENT
The regulator pilot adjustment screw is located on the
bottom of the regulator and is used during fuel system
adjustment procedure (see Figure 3.054). See FUEL
SYSTEM SETUP on page 2.707.
Figure 3.055: Carburetor Adjustment Screw
FUEL CONTROL VALVE
The FCV does not require maintenance.
Figure 3.054: Fuel Pressure Regulator
Table 3.051: Regulator Settings
GAS OVER AIR PRESSURE DIFFERENTIAL – INCHES
WATER COLUMN
RATED OR
NORMAL
IDLE (INITIAL
MODEL OPERATING
SETTING)
LOAD (FINAL
SETTING)
5 ± 0.5 in.
L7044GSI S5 5.5 in. (140 mm)
(127 ± 13 mm)
The gas over air pressure listed in Table 3.051 are
provided for troubleshooting purposes only. Follow fuel
system adjustments to determine gas over air settings Figure 3.056: Fuel Control Valve
for site and fuel conditions.
CARBURETOR ADJUSTMENT
The carburetor adjusting screw is located on the
carburetor body and is used during fuel system
adjustment procedure (see Figure 3.055). See FUEL
SYSTEM SETUP on page 2.707.
Form 100631
3.053 © Copyright 2018, General Electric Co.
FUEL SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
3.054 © Copyright 2018, General Electric Co.
IGNITION SYSTEM
SECTION 4.00
IGNITION SYSTEM DESCRIPTION
IGNITION SYSTEM COMPONENT NOTICE
DESCRIPTION
All three nuts must be in place to properly retain each
The ignition system consists of the following
coil. Using only one or two of the three capscrews
components:
provided may result in premature coil failure.
• Engine Control Unit (ECU)
• Ignition Power Module with Diagnostics (IPMD)
• Spark Plugs, Spark Plug Carrier Extensions, Spark
Plug Sleeve (one per cylinder)
• Ignition Coil and Harness Assembly, or Ignition Coil
with Integrated Cable (one per cylinder)
• Spark Plug Extensions (one per cylinder)
• CSA Ignition (optional)
SPARK PLUGS, SPARK PLUG CARRIER
EXTENSIONS AND SPARK PLUG SLEEVES
NOTICE
13/16 in. reach spark plugs must be used on VHP S5
engines. Using improper size spark plugs will cause
damage to equipment.
Figure 4.001: Ignition Coil
One 13/16 in. reach spark plug is provided for each of
the cylinders. The spark plugs are threaded through a
removable spark plug sleeve that should not be removed
for normal maintenance. A spark plug carrier extension
connects the spark plug sleeve to the valve cover. A
spark plug extension connects spark plug to ignition coil.
IGNITION COILS
One ignition coil with an integrated cable is provided for
each cylinder. Each coil is attached to the valve covers,
sealing the coil to the valve cover recess and making a
positive coil to spark plug extension connection (see
Figure 4.001).
Form 100631
4.001 © Copyright 2018, General Electric Co.
IGNITION SYSTEM DESCRIPTION
SPARK PLUG EXTENSIONS
Spark plug extensions, made of white Teflon, extend
from the spark plug to the underside of the ignition coils
(see Figure 4.002).
3
1 2
Figure 4.002: Spark Plug Extension
1 Grommet 3 ORing
2 Teflon Tube
ENGINE EMERGENCY STOP (ESTOP) BUTTONS
! WARNING
Use an emergency shutdown to
stop the engine to avoid
imminent personal injury or
property damage. Never use an
emergency shutdown to stop
the engine under normal
circumstances, as this may
result in unburned fuel in the
exhaust system which could
ignite.
Always apply your company’s
!
lockout/tagout procedure to Figure 4.003: EStop Button
prevent accidental starting of
the engine once the engine is NOTE: The emergency shutdown button should be
shutdown. The only exception is pulled out (OFF position) at all times, unless an
if the engine is in a “Standby” emergency situation occurs that requires the immediate
mode. shutdown of the engine.
When an EStop button is pressed, the engine performs
an emergency stop (see EMERGENCY SHUTDOWN
NOTE: Routine gas engine shutdown is performed on page 12.0010).
through the engine control panel (control panel is either
GE Waukesha, packager or customer supplied).
VHP S5 engines are equipped with sealed CSA ignition
systems with sealed emergency stop button
(EStop) (see Figure 4.003). In addition, if the IPMD
power fails, the engine will perform an emergency stop.
Form 100631
4.002 © Copyright 2018, General Electric Co.
SECTION 4.05
IGNITION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair IGNITION SYSTEM GENERAL MAINTENANCE AND
procedures, review SAFETY on page 1.051, RIGGING INSPECTION
AND LIFTING ENGINES on page 1.101 and the
The ignition harness is a combination of conduit boxes
following safety message.
with a heavyduty, plasticjacketed conduit (see Figure
4.052).
IGNITION SYSTEM
NOTICE
Do not pressurewash or steamclean any electronic
devices including the engine control unit (see Figure
4.051). Pressurewashing or steamcleaning can
damage the electronics.
Figure 4.052: Wireway
! WARNING
Disconnect all electrical power
supplies before making any
connections or servicing any
part of the electrical system.
Figure 4.051: ECU
When pressurewashing or steamcleaning an engine,
cover all electronic devices including the Engine Control 1. Inspect cables and wires for broken or cracked
Unit (ECU) and Air/Fuel and IPMD Power Module with insulation. Replace or repair as necessary.
Diagnostic (if equipped). Avoid direct spray/steam
2. Inspect ignition coils, ground wires and brackets for
contact to electronic devices. The modules are
loose hardware. Tighten as necessary.
“splashproof,” but may not withstand a direct high
pressure spray. 3. Inspect spark plug and cable connectors for loose
connections. Tighten as necessary.
Form 100631
4.051 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
IPMD MAGNETIC PICKUP INSTALLATION
The ESM2 ignition system uses the ECU as its central
processor or “brain.” Two magnetic pickups are used to
input information to the ECU. One pickup reads an index 1
magnet located on the camshaft gear and the other
senses 36 reference holes in the flywheel.
Camshaft Magnetic Pickup
1. The camshaft magnetic pickup is located on the top
front of the engine (see Figure 4.053).
A
2
Figure 4.054: IPM Camshaft Pickup Adjustment
1 Magnetic Pickup 2 Camshaft
A = 0.040 in. (1.02 mm)
Crankshaft Magnetic Pickup
NOTE: The crankshaft pickup is located on the left rear
side of the flywheel housing.
1. Thread crankshaft pickup into housing until it makes
contact with flywheel (see Figure 4.055).
Figure 4.053: IPM Camshaft Magnetic Pickup
NOTE: When setting clearance between pickup and
camshaft, verify magnet is not directly below pickup.
Clearance is set between pickup and camshaft, and not
between pickup and magnet.
2. Verify camshaft magnet is not directly below pickup.
3. Thread pickup into camshaft housing until it makes
contact with housing.
4. Using a grease pencil, place a reference mark
across pickup extending onto camshaft housing.
5. Using reference mark, back out pickup 3/4 turn.
Tighten jam nut while holding pickup. This is the
equivalent of 0.040 in. (1.02 mm) clearance between
pickup and camshaft.
6. Tighten jam nut while holding pickup. Figure 4.055: IPM Crankshaft Magnetic Pickup
2. Using a grease pencil, place a reference mark
across pickup extending onto flywheel housing.
3. Using reference mark, back out pickup 3/4 turn.
Tighten jam nut while holding pickup.
Form 100631
4.052 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
SPARK PLUG
SPARK PLUG REMOVAL
1. Disconnect ignition coil harness connector from the
wireway.
Figure 4.057: Extension Pliers
Figure 4.056: Ignition Coil Removal
2. Remove 3 hex nuts and lock washers from ignition
coil (see Figure 4.056).
3. Remove coil and gasket.
NOTICE
Do not crush upper part of spark plug extension during
removal. Use of a pliers to remove the spark plug
extension may crush the insulation.
Figure 4.058: Spark Plug Extension
4. Gently remove spark plug extension using extension 5. Using spark plug socket tool, remove spark plug
pliers (see Figure 4.057 and Figure 4.058). See from cylinder head (see Figure 4.059). See latest
latest edition of Form 398, GE Waukesha Special edition of Form 398, GE Waukesha Special Tools
Tools Catalog, for a complete listing of tools Catalog, for a complete listing of tools available for
available for your engine. your engine.
Form 100631
4.053 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
For spark plug troubleshooting information, see Table
14.002 Spark Plug Troubleshooting* on page 14.00
9.
NOTICE
The presence of oil or grease on the ceramic insulator
of the spark plug can cause flashover. Flashover, a
condition where the spark fails to jump the gap
because of an easier path to ground, results in misfire.
! CAUTION
When using Actrel 3338L for
Figure 4.059: Spark Plug Socket Tool cleaning, always wear rubber
gloves to prevent the cleaner
6. If cylinder inspection is required, insert borescope
from touching the hands, as
through spark plug sleeve into cylinder.
burning may occur.
SPARK PLUG INSPECTION
Inspect the condition of the spark plugs, paying Verify spark plug and extension are clean. If necessary,
particular attention to the firing tip. Spark plugs often use Actrel 3338L dielectric solvent to remove any grease
yield visual clues to abnormal conditions existing in the or oily fingerprints.
engine’s power cylinders. Your observations also can be
used as a guide in establishing the proper service
interval.
Form 100631
4.054 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
CLEANING SPARK PLUG CARRIER SEALING SURFACE
Use spark plug sleeve seat resurfacing tool to clean the sealing surface prior to installing the spark plug carrier.
3
5
4
Figure 4.0510: Spark Plug Sleeve Seat Resurfacing Tool
1 Shaft 4 Inner Bushing
2 Support Disk 1.562 in. (39.7 mm) 5 SocketHead Screw
3 Pilot (white) 6 Abrasive Pad
Form 100631
4.055 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
The tool can be driven by any drill equipped with a 3/8
in. (10 mm) or larger chuck. 2
NOTICE
Do not exceed 2,400 rpm when using the tool and only
1 1
run the drill in the FORWARD position.
SPARK PLUG SLEEVE AND CARRIER EXTENSION
REMOVAL
NOTICE
3
The spark plug sleeve and spark plug carrier extension
should not be removed during normal maintenance.
If necessary to remove sleeve and extension, remove Figure 4.0511: Rocker Arm Assembly Installation
cylinder head for access and watertest.
1 1/2 in. End 3 1/2 in. End
If the spark plug sleeve and spark plug carrier nuts are Capscrews Capscrews
loosened for any reason, the spark plug sleeve must 2 3/8 in. Center
be resealed. Capscrew
4. Remove remaining four capscrews and lock
NOTE: The spark plug sleeve is watercooled. Drain washers from ends of rocker arm assemblies, and
engine coolant before removing the spark plug sleeve. remove assemblies from cylinder heads. Move
1. Drain coolant from engine. rocker arm assemblies to a suitable workbench (see
Figure 4.0511).
2. See SPARK PLUG REMOVAL on page 4.053 and
remove from cylinder head. 5. Tag and remove valve bridge assemblies from
cylinder head.
NOTE: Do not mix parts between rocker arm
6. Remove the spark plug sleeve extension. Discard
assemblies. Lift both sides of the rocker arm assemblies
the Oring.
off together.
7. Remove the two nuts and flat washers retaining the
NOTICE spark plug sleeve flange. Remove the flange.
8. Using Spark Plug/Igniter Sleeve Remover tool,
Always remove the center capscrew first when remove the spark plug sleeve from the cylinder head.
removing rocker arm assemblies to prevent damage
to parts. 9. Remove and discard the three Orings.
10. Remove and discard the sleeve seal from bottom of
3. Remove center capscrew and flat washer from the spark plug sleeve bore.
center of each rocker arm assembly (see Figure
4.0511). SPARK PLUG SLEEVE AND CARRIER EXTENSION
INSTALLATION
1. Lubricate 3 Orings with Oring lubricant and install
them on spark plug sleeve.
2. Clean and degrease lower bore of cylinder head,
being sure to provide a clean surface free of
remaining existing sealant, rust or other materials.
a. Clean and degrease the spark plug carrier
surface where the seal is located.
b. Apply Loctite 7471 Primer T to the spark plug
carrier seal area and allow to dry.
Form 100631
4.056 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
c. Apply Loctite 2422 to the spark plug carrier seal
area in an approximately 1/16 in. (1.6 mm) thick
NOTICE
layer. Use caution when installing the spark plug sleeve to
d. Install the spark plug carrier seal. Be sure to avoid damaging or displacing the seal. The seal must
center the seal once it is in the undercut section be seated properly.
of the spark plug carrier. Centering of the seal is
important (see Figure 4.0512). 3. Assemble the spark plug flange to the spark plug
sleeve using the two pins to align the components.
Position the sleeve into the cylinder head aligning
the flange holes with the two studs in the cylinder
head. Use a suitable diameter wooden dowel or a
rubbercoated hammer to press the sleeve into the
cylinder head (see Figure 4.0514).
1
2
4
3
Figure 4.0512: Seal Washer Pressed into Initial Layer of
Sealer
e. Apply another layer of Loctite 2422 to the upper
surface of the seal. Spread across the whole
sealing area of the carrier to a minimum depth of
1/32 in. (0.8 mm), assuring the entire seal
washer is covered (see Figure 4.0513).
Figure 4.0514: Spark Plug Sleeve Installation
1 Spark Plug Sleeve 3 Spark Plug Sleeve
2 ORing Flange
4 Alignment Pin
4. Secure the spark plug sleeve in the cylinder head
Figure 4.0513: Top Layer of Sealer Applied over the Seal with the two nuts with flat washers. Tighten the nuts
Washer
to specifications. See Ignition System in Table
f. Do not allow the Loctite product to come into 1.1512 Critical Engine Torque Values on page 1.15
contact with the spark plug threads. 19 for specification.
Form 100631
4.057 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
5. Lubricate a new Oring with Oring lubricant and
install it on the spark plug sleeve extension. 2
6. Press the spark plug sleeve extension onto the spark
plug sleeve (see Figure 4.0515).
1 1
Figure 4.0516: Rocker Arm Assembly Installation
1 1/2 in. End 2 3/8 in. Center
Capscrews Capscrews
NOTICE
Tighten the four 1/2 in. outer capscrews on the rocker
arm assemblies first. Once they are tightened, then
tighten the center 3/8 in. capscrew. Failure to follow
the proper tightening sequence can cause damage to
equipment.
7. Apply engine oil to capscrew threads. Install and
tighten four 1/2 in. capscrews with lock washers on
rocker arm assembly to 66 – 70 ftlb (89 – 95 N·m).
8. Move exhaust rocker up and down to check for
interference.
9. Apply engine oil to threads of 3/8 in. center
capscrew. Install center capscrew and washer on
rocker arm assembly and tighten to 17 ftlb (23 N·m).
VALVE COVER INSTALLATION
NOTE: Install valve cover gasket in groove 2 – 3 in. (50
– 75 mm) at a time. Hold gasket in position with one hand
while squeezing gasket down and toward the first with
your other hand. This will ensure that there is no excess
gasket left as you complete the installation around the
valve cover. The valve cover is tapered. Place the
Figure 4.0515: Spark Plug Extension Installation narrow end into the cover (see Figure 4.0517).
1 ORing 2 Spark Plug Sleeve
Extension
Form 100631
4.058 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
2. Seat gasket fully in position with a rubber mallet (see
1 Figure 4.0518).
3. If ignition coil studs are removed, apply Loctite 620,
640 or 648 to side of coil studs to be installed in valve
cover, and install 3 studs in valve cover.
NOTICE
Do not use the ignition coil as a handle to lift the valve
cover. The coil may be damaged.
4. Secure valve cover to cylinder head with 4
capscrews and lock washers and tighten to
specifications. See Cylinder Head in Table
1.1512 Critical Engine Torque Values on page 1.15
19 for specific torque values.
5. Secure ignition coil and new Oring on valve covers
with 3 lock washers and nuts and tighten to
specifications. See Ignition System in Table
1.1512 Critical Engine Torque Values on page 1.15
19 for specific torque values.
Figure 4.0517: Valve Cover Gasket Orientation 6. Connect ignition coil harness to ignition coil.
1 Valve Cover
Groove
NOTICE
Before installation, completely clean valve cover
gasket surfaces free of grease and oil.
1. Install valve cover gasket in groove (see Figure
4.0518).
Figure 4.0518: Valve Cover Gasket Installation
Form 100631
4.059 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
SPARK PLUG INSTALLATION
NOTE: If necessary, perform a borescope inspection before installing the spark plug.
3
1 2
Figure 4.0519: Spark Plug Extension
1 Grommet 3 ORing
2 Teflon Tube
NOTICE NOTICE
The spark plug gasket must be properly seated to seal Exercise caution to avoid bumping the electrodes into
the combustion chamber and transfer heat from the the spark plug carrier. Bumping the electrodes against
plug. the spark plug carrier may change the spark plug gap.
5. Install spark plug into inner sleeve using spark plug
1. Verify steel gasket is installed flat against spark plug socket tool (see Figure 4.0521). See latest edition
seat (see Figure 4.0520). of Form 398, GE Waukesha Special Tools Catalog,
2. If required, install terminal nut (see Figure 4.0520). for a complete listing of tools available for your
engine.
1 2 3
Figure 4.0520: Spark Plug
1 Terminal Nut 3 Spark Plug Seat
2 Krytox GPL206
Grease
3. Set spark plug gap. See ENGINE
SPECIFICATIONS on page 1.1513 for spark plug Figure 4.0521: Spark Plug Socket Tool
specifications. 6. Torque spark plug to specifications. See Ignition
4. Apply a light coat of Krytox GPL206 high System in Table 1.1512 Critical Engine Torque
temperature grease onto ceramic insulator (will Values on page 1.1519 for specific torque values.
contact extension boot) (see Figure 4.0519 and 7. Lightly coat inside surface of extension boot and
Figure 4.0520). Oring on coil end of spark plug extension with Krytox
GPL206 (see Figure 4.0520).
8. Install extension onto spark plug through valve cover
using extension pliers (see Figure 4.057 and Figure
4.0522).
Form 100631
4.0510 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
NOTICE
To maintain CSA certification, all engines with CSA
flangemounted ignition systems require that all
fasteners be reinstalled and properly torqued after
being removed for any service repair.
10. Position coil with the word “TOP” on flange oriented
toward exhaust manifold. Secure coil with 3 lock
washers and hex nuts and tighten to specifications
(see Figure 4.0524). See Ignition System in
Table 1.1512 Critical Engine Torque Values on
page 1.1519 for specific torque values.
Figure 4.0522: Spark Plug Extension
9. Install new Oring on nose of coil.
2
1
3
8
6
Figure 4.0524: Ignition Coil Installation
NOTE: The coil must be secured by all 3 hex nuts to
prevent damage and/or misfire due to loss of ground.
5 4
11. Connect ignition coil harness to the wireway (see
Figure 4.0523).
Figure 4.0523: Spark Plug Assembly (Typical)
1 Coil 5 Stud
2 Nut 6 Spark Plug
3 Lock Washer 7 Spark Plug
4 Valve Cover Extension
8 ORing
Form 100631
4.0511 © Copyright 2018, General Electric Co.
IGNITION SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
4.0512 © Copyright 2018, General Electric Co.
AIR INTAKE SYSTEM
SECTION 5.00
AIR INTAKE SYSTEM DESCRIPTION
AIR INTAKE SYSTEM COMPONENT
DESCRIPTION
The air intake system consists of the following
components:
• Carburetors – see FUEL SYSTEM DESCRIPTION on
page 3.001
• Intercoolers
• Air Filtration System – Air Cleaners
• Turbochargers – see TURBOCHARGER SYSTEM
DESCRIPTION on page 6.001
INTERCOOLERS
Twelvecylinder engines have two intercoolers, one for
each turbocharger. Figure 5.001: Intercooler
The boxtype intercoolers are mounted on the rear of the
engine (see Figure 5.001). Heated compressed air from
the turbochargers enters the intercoolers and flows over
a series of finned tubes through which the auxiliary water
system coolant is circulated. The temperature of the
compressed air is reduced, which makes it denser.
Form 100631
5.001 © Copyright 2018, General Electric Co.
AIR INTAKE SYSTEM DESCRIPTION
AIR CLEANERS
! WARNING
The air cleaner removes dirt and dust from the air
admitted to the engine. A restrictor element must be
Twelvecylinder engines have two air cleaners that are installed in the restriction
sidemounted at the rear (see Figure 5.002). Each air indicator to dampen high
cleaner consists of the air filter frame, main air filter pressure surges from engine
element, air intake restriction indicator and rain shield. backfires. Without the element
the indicator may explode if the
engine backfires, spreading
1 2 plastic shrapnel.
Verify restriction filter is in place between air cleaner tap
and indicator.
1. Turn 7/16 in. hex nut on brass fitting to remove
restriction indicator and filter.
2. Verify filter element is staked in place inside fitting
(see Figure 5.004). Replace filter fitting if any
damage is apparent.
4 3
1 2
Figure 5.002: Air Cleaner Assembly
1 Air Filter Element 3 Latches
2 Rain Shield 4 Air Duct
The air restriction indicators will show “red” if the air
intake restriction is 15 in. (381 mm) of water (see Figure
5.003). This indicates a clogged or dirty main air filter
element.
Figure 5.004: Restriction Filter
1 Stake 2 Filter Element
3. Inspect plastic restriction indicator for cracks.
Replace indicator if damaged or defective. Finger
tighten indicator to filter fitting. No tools are
necessary.
4. Turn 7/16 in. hex nut on brass fitting to install
restriction indicator and filter in air cleaner housing.
Figure 5.003: Air Restriction Indicator
NOTE: Always check the signal of the air restriction
indicator before and after shut down.
Form 100631
5.002 © Copyright 2018, General Electric Co.
SECTION 5.05
AIR INTAKE SYSTEM MAINTENANCE
Before performing any service, maintenance or repair
procedures, review SAFETY on page 1.051, RIGGING
AND LIFTING ENGINES on page 1.101 and the
following safety message.
AIR FILTER MAINTENANCE
NOTICE
On new engines, the cardboard insert between the
rain shield and precleaner pad must be removed
before the engine is started.
The air cleaner has a bolted hinge design plenum
assembly to retain the air cleaner filter/rain shield (see
Figure 5.051 and Figure 5.052).
Figure 5.051: Bolted Hinge Plenum Assembly – Left
Hand
Form 100631
5.051 © Copyright 2018, General Electric Co.
AIR INTAKE SYSTEM MAINTENANCE
4. Close the rain shield and rotate 3 hinge bolts to
engage hinge scallop.
5. Tighten 3 outer flange nuts to specifications (see
Table 1.1512 Critical Engine Torque Values on
page 1.1519).
RAIN SHIELD TO AIR DUCT GAP SETTING
PROCEDURE
The rain shield to air duct gap setting must be adjusted
if the filter gasket crush is lost or becomes excessive.
NOTE: This procedure applies to both blowthru and
drawthru bolted hinge air cleaners.
1. Thread jam nut “A” approximately 21/2 in. (64 mm)
onto the hinge bolt.
2. Thread flange locknut “B” onto the hinge bolt until it
contacts jam nut “A”.
3. Slide washer “C” onto the hinge bolt until it contacts
flange locknut “B”.
4. Repeat Steps 1 – 3 for remaining hinge bolts.
5. Position air cleaner filter (Item 1 in Figure 5.053) and
rain shield (Item 2 in Figure 5.053) centered
between 6 threaded hinge bolts. The air cleaner filter
and rain shield should mate freely to air duct (Item 3
in Figure 5.053) without touching washer “C”.
6. Slide washer “D” and thread flange locknut “E” onto
all 6 hinge bolts. Handtighten flange locknuts “E” in
a sidetoside crossing pattern.
Figure 5.052: Bolted Hinge Plenum Assembly – Right
Hand 7. Tighten flange locknuts “E” three turns total (one
complete turn at a time) using a sidetoside pattern,
AIR CLEANER FILTER REPLACEMENT with a wrench.
NOTE: Air cleaner filter replacement only requires 8. Tighten all washers “C” and flange locknuts “B” to
loosening 3 outer flange nuts on one of the hinges. rain shield scallop (using a wrench).
1. Loosen 3 outer flange nuts on hinge. 9. Tighten all jam nuts “A” to flange locknuts “B” (using
two wrenches to lock the flange locknuts “B” and jam
2. Rotate 3 hinge bolts to clear scalloped portion of
nuts “A” together).
hinge.
3. Swing open the rain shield and replace the filter
element.
Form 100631
5.052 © Copyright 2018, General Electric Co.
AIR INTAKE SYSTEM MAINTENANCE
E
A
D B
A C
B
C
D
E
Figure 5.053: Setting Air Duct Gap
1 Air Cleaner Filter 3 Air Duct Assembly
2 Rain Shield
AIR FILTER RESTRICTION INDICATOR
NOTE: After the restriction problem is corrected, reset
the indicator by depressing the black button on the
plastic housing.
Form 100631
5.053 © Copyright 2018, General Electric Co.
AIR INTAKE SYSTEM MAINTENANCE
! WARNING
The location of the air restriction
indicator relative to the intake
manifold causes it to be
subjected to high pressure if the
engine backfires. A restriction
filter must be installed in the
indicator air passage to dampen
highpressure surges which
would otherwise damage the
indicator. Through the
projection of broken material,
damage to the indicator might
pose a potential danger to
persons standing nearby. The
restriction filter also protects
against the entrance of dust and
dirt in the event that the
restriction indicator is broken
off or removed.
Verify that the restriction filter is in place between the
clean air tap and indicator.
NOTICE
Do not grasp the indicator housing; the plastic may
crack or break.
Form 100631
5.054 © Copyright 2018, General Electric Co.
TURBOCHARGER SYSTEM
SECTION 6.00
TURBOCHARGER SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM COMPONENT
DESCRIPTION
The turbocharger system consists of the following
components:
• Turbochargers
• Connecting Hoses and Piping
• Wastegate
TURBOCHARGERS
The 12cylinder engines have two turbochargers, one
for each cylinder bank (see Figure 6.001). The
turbocharger is wastegatecontrolled and uses a water
cooled center section. The center section consists of a
main shaft that connects the intake compressor and
Figure 6.001: Turbochargers
exhaust turbine wheels. The intake compressor is mated
to the intake manifold, and the exhaust turbine is mated
WASTEGATES
to the exhaust manifold. With the engine running, hot
exhaust gases are forced into the exhaust turbine wheel, A watercooled exhaust wastegate (see Figure 6.003)
causing it to rotate at high speed. This causes the intake is mounted at the outlet of each exhaust manifold. The
compressor wheel to rotate at the same speed because wastegate is a load limiting device. At a predetermined
of the main shaft connection. The highspeed rotation of point, intake manifold pressure counteracts the tension
the intake compressor wheel creates compressed air of a spring, and a valve opens to bypass a portion of the
that is forced into the carburetor. engine exhaust around the turbocharger turbine. In this
way, the air intake boost pressure is held within an
acceptable range.
NOTE: The distance between the crankshaft centerline
and the underside of the intercooler is 24.5 in. (62 cm)
(see Figure 6.002).
Form 100631
6.001 © Copyright 2018, General Electric Co.
TURBOCHARGER SYSTEM DESCRIPTION
Figure 6.004: Exhaust Tee
Figure 6.002: Distance Between Crankshaft Centerline
and Underside of Intercooler
1 Intercooler 2 Crankshaft
Centerline
Figure 6.003: Wastegates
Exhaust gases driving (or bypassing) the turbocharger
turbine exit the engine through the exhaust tee (see
Figure 6.004). Exhaust gases passing through the
flexible exhaust connection (shipped loose) are directed
into the atmosphere through customersupplied exhaust
piping.
Form 100631
6.002 © Copyright 2018, General Electric Co.
SECTION 6.05
TURBOCHARGER SYSTEM MAINTENANCE
Before performing any service, maintenance or repair
procedures, review SAFETY on page 1.051, RIGGING
AND LIFTING ENGINES on page 1.101 and the
following safety messages.
TURBOCHARGER SYSTEM
MAINTENANCE
TURBOCHARGER INSPECTION
! WARNING
Turbocharger components are
extremely hot. Always allow the
turbocharger to cool prior to
conducting an inspection. Figure 6.051: Turbochargers
4. Visually repeat inspection while engine is running.
5. From a safe distance, monitor turbochargers for
unusual vibrations or noise. If excessive vibration is
NOTICE evident, shut down engine and call your GE
Waukesha authorized service agent.
Inspection and repair of turbochargers must be 6. Establish a schedule with your GE Waukesha
performed by a factoryqualified service agent. authorized service agent to inspect interior of
turbocharger compressor for accumulations of dirt.
Dirt can cause compressor wheel to become
1. Inspect engine air cleaner. Service if required.
unbalanced, which reduces efficiency and causes
2. Inspect turbocharger mounting and connections for bearing failure.
oil and air leaks (see Figure 6.051).
NOTICE
Do not run the engine if the air cleaner is not operating
efficiently or if leaks exist in the ducting. Dust leaking
into the air ducting can damage the engine and the
turbochargers.
3. With engine shut down, inspect all air ducting for
loose clamps or connections. Check manifold
connections to turbine inlet and to engine exhaust
manifold gaskets.
Form 100631
6.051 © Copyright 2018, General Electric Co.
TURBOCHARGER SYSTEM MAINTENANCE
TURBOCHARGER LUBRICATION CHECK PRELUBE PRESSURE CHECK VALVE
INSPECTION
NOTICE
To ensure quick lubrication of the turbocharger(s) at
Before operating a new or rebuilt turbocharger (or startup, the external supply line is provided with a check
starting a new engine for the first time), check to valve to keep the oil from draining back into the oil pan
ensure turbocharger is receiving proper lubrication. when the engine is shut down (see Figure 6.052). The
check valve also prevents excessive lubrication of the
turbochargers during continuous or intermittent prelube.
1. Start engine and run at reduced speeds until coolant
temperature gauge indicates a temperature of 100°F
(38°C).
2. Listen for pump and check main oil gallery for oil
pressure to ensure turbocharger is getting
lubrication. If any leaks are detected, contact your
GE Waukesha authorized service agent.
Figure 6.052: Turbocharger Prelube Check Valve
! WARNING
If the prelube oil pressure
reaches or exceeds 5 psi (35
kPa), oil flows through the
supply line check valve into the
turbocharger housings.
Startup of the engine may blow
accumulated oil into the intake
manifold and carburetor,
resulting in oily deposits that
gum up internal surfaces. On the
turbine side, oil leakage around
the turbine housing poses a
potential fire hazard.
Check the prelube oil pressure at least once each year.
Also inspect the operation of the check valve(s).
Form 100631
6.052 © Copyright 2018, General Electric Co.
SECTION 6.10
TURBOCHARGER TROUBLESHOOTING
TURBOCHARGER CONDITION CHECK
TOOLS REQUIRED
Figure 6.101: Magnetic Base with Flexible Arm Figure 6.103: Universal Attachment (Starrett 671 shown)
AXIAL ENDPLAY
Axial endplay will indicate the health of the thrust bearing
system. Endplay greater than specification indicates a
worn thrust bearing system. The procedure to check
axial endplay is as follows:
1. Remove the compressor inlet and exhaust outlet
ducting.
2. Affix a dial indicator to a flex arm with a magnetic
base (see Figure 6.104).
3. The dial indicator’s spindle should be placed against
the nose of the compressor wheel.
4. Manually push the turbine wheel towards the dial
indicator.
5. Manually push the compressor wheel towards the
Figure 6.102: Dial Indicator turbine stage.
6. Note the total travel shown by the dial indicator.
NOTE: The total axial movement shown by the indicator
should be less than 0.005 in.
Form 100631
6.101 © Copyright 2018, General Electric Co.
TURBOCHARGER TROUBLESHOOTING
Figure 6.106: Dial Indicator on Compressor Wheel Nose
3. Hold onto both the compressor and turbine wheel
simultaneously.
4. Manually move the compressor and turbine wheels
together in a direction towards the arm on the
universal attachment.
5. Manually move the compressor and turbine wheels
away from the arm on the universal attachment.
6. Note the total travel shown by the indicator.
• Less than 0.007 in. total radial movement should
Figure 6.104: Axial Endplay Check be measured if both the compressor and turbine
wheels are moved up and down concurrently (see
RADIAL ENDPLAY Figure 6.107).
1. Affix a universal attachment to the dial indicator that
will allow for measurement at right angles to the
indicator’s spindle travel (see Figure 6.105).
Figure 6.105: Universal Attachment
2. Position the dial indicator on the compressor wheel Figure 6.107: Up and Down Concurrent Measurement
nose (see Figure 6.106).
Form 100631
6.102 © Copyright 2018, General Electric Co.
TURBOCHARGER TROUBLESHOOTING
• Up to 0.025 in. total radial movement if the rotating
assembly is rocked (see Figure 6.108).
Figure 6.109: Foreign Object Damage
TURBINE WHEEL FOREIGN OBJECT DAMAGE
Visually inspect the turbine wheel for foreign object
damage without removing the turbine housing. Use a
flashlight to examine the turbine wheel inducer tips (see
Figure 6.1010 and Figure 6.1011).
Figure 6.108: Measuring Rotating Assembly While
Rocking
COMPRESSOR WHEEL FOREIGN OBJECT
DAMAGE
Visually inspect the compressor wheel for evidence of
foreign object damage or bent blades (see Figure
6.109).
NOTICE
The turbocharger should be replaced if there is
evidence of either. Do not attempt to bend a blade
back in position.
Figure 6.1010: Normal Turbine Wheel Inducer Tip
Form 100631
6.103 © Copyright 2018, General Electric Co.
TURBOCHARGER TROUBLESHOOTING
Improperly installed oil drain line – An oil drain line
installed below the oil level in the engine oil sump will
prevent the oil from properly draining, which will likely
result in the oil finding its way somewhere nondesired.
Restriction in the oil drain – Do not use silicone on the
oil drain gasket, since this will cause a restriction that can
cause oil leakage (see Figure 6.1012).
NOTICE
Do not use silicone sealants on the oil drain gasket.
This can impede oil drain flow, which can backup oil
in the center housing and drive oil leakage past the
dynamic compressor and turbine seals.
Figure 6.1011: Damaged Inducer Tips
BEARING SYSTEM SMOOTHNESS
1. Manually spin the compressor wheel by hand.
2. The compressor wheel should spin freely without
any feeling of binding or resistance.
The center housing is likely suffering from oil coking if
there is any evidence of binding, which would most likely
be a symptom of another engine problem, such as:
• Reduced coking threshold of the engine oil due to
contamination
• Repeated hot shutdown events from high load points
• Excessive exhaust gas temperature
• Malfunction of the liquid coolant circuit
Figure 6.1012: Silicone Sealant
ENGINE RELATED PROBLEMS THAT ARE High crankcase pressure due to worn engine piston
OFTEN MISDIAGNOSED AS rings or poor crankcase ventilation can prevent the
turbocharger from properly draining, which will drive an
TURBOCHARGER PROBLEMS
oil leak condition.
Many times an engine related problem presents itself at
the turbocharger, which results in the turbocharger being LOW MANIFOLD PRESSURE / REDUCED ENGINE
misdiagnosed as the cause of the nondesired POWER
condition.
The turbocharger is responsible for providing the
desired intake manifold pressure; however, a perfectly
OIL LEAKAGE INTO THE COMPRESSOR OR
functioning turbocharger may appear to be non
TURBINE STAGE
functional if it's operated outside of its design
If the radial play was measured to be within specification, environment.
oil leaking into the compressor or turbine stage is most
Clogged intake air filter – A clogged intake air filter will
likely an engine related problem. The following engine
reduce the inlet pressure to the turbocharger, which will
conditions can cause oil leakage:
increase the power required to drive the compressor
Clogged inlet air filter – This can reduce the stage. The fault will show up as:
compressor inlet pressure and draw oil past the • Reduced engine efficiency due to high turbine inlet
compressor dynamic oil seal during low engine load pressure to accommodate the increased compressor
conditions. power requirement; and/or
Form 100631
6.104 © Copyright 2018, General Electric Co.
TURBOCHARGER TROUBLESHOOTING
• Low intake manifold pressure/reduced engine power
output for severely clogged conditions which increase
the power required to drive the compressor exceeding
the power capability of the turbine stage. This will
prevent the turbocharger from attaining its manifold
pressure target, which will limit engine power output.
Exhaust system restriction – An excessive exhaust
system restriction will reduce the turbine’s performance.
The exhaust restriction can be the result of a fouled
catalytic converter or other obstruction that inadvertently
finds its way into the exhaust system.
OTHER GOOD PRACTICES
Install a new oil feed line when installing a new
turbocharger.
Form 100631
6.105 © Copyright 2018, General Electric Co.
TURBOCHARGER TROUBLESHOOTING
This Page Intentionally Left Blank
Form 100631
6.106 © Copyright 2018, General Electric Co.
COOLING SYSTEM
SECTION 7.00
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM COMPONENT JACKET WATER HEADER / JACKET WATER
DESCRIPTION The coolant passageways in both the crankcase and
The cooling system consists of the following cylinder heads comprise the jacket cooling circuit. The
components: jacket water header is integrally cast within the
crankcase. Coolant circulates around the cylinder
• Jacket Cooling Circuit sleeves inside the cylinder block. Coolant flows up
– Jacket Water Header/Jacket Water through the passage openings in the deck of each
– Exhaust Manifold cylinder head, flows around the exhaust valve seats and
spark plug carrier, and up to the watercooled exhaust
– Jacket Water Pump manifolds.
– Water Manifold
EXHAUST MANIFOLDS
– Remote Heat Transfer Device (customersupplied)
– Jacket Water Temperature Control Valve From each cylinder head, coolant passes up through the
water outlet elbow connection (see Figure 7.001) to one
– Surge Tank (optional) segment of the waterjacketed exhaust manifolds and
• Auxiliary Cooling Circuit exits through the outlet port to the water manifold (see
– Auxiliary Water Pump Figure 7.002). Each exhaust manifold assembly is
composed of individual watercooled segments.
– Intercoolers
– Oil Cooler
– Auxiliary Water Temperature Control Valve
– Auxiliary Water Heat Transfer Device
(customersupplied)
Form 100631
7.001 © Copyright 2018, General Electric Co.
COOLING SYSTEM DESCRIPTION
JACKET WATER PUMP
2 A beltdriven water pump is mounted on the front of the
engine. Coolant exiting the pump is piped to the jacket
water headers.
1 WATER MANIFOLD
The water manifold (see Figure 7.002) receives the
coolant flowing out of each segment of the exhaust
manifold and routes it to the cluster thermostat housing.
CLUSTER THERMOSTAT HOUSING
The thermostats are enclosed in the cluster thermostat
housing at the outlet end (front) of the water manifold
(see Figure 7.002). By regulating the circulation of
coolant, the thermostats control the jacket water
Figure 7.001: Exhaust Manifold
temperature. The thermostats remain closed while the
1 Exhaust Manifold 2 Water Outlet Elbow engine is warming up, so coolant is circulated through
the engine water jacket only by the jacket water pump.
1 The thermostats start to open as the engine warms up
to its normal operating temperature. A portion of the
coolant is diverted to the remote heat transfer device,
which absorbs the heat and directs the coolant back to
the jacket water pump. The coolant supply from the heat
transfer device mixes with that portion of the coolant
which continues to flow down the bypass tube(s) to
2 provide a blend that is within the normal range.
REMOTE HEAT TRANSFER DEVICE (CUSTOMER
SUPPLIED)
4
3 The remote heat transfer device may be a radiator with
cooling fan, cooling tower, heat exchanger or some
other device.
Figure 7.002: Engine Cooling Components
AUXILIARY WATER REMOTE HEAT TRANSFER
1 Thermostat 3 Auxiliary Water DEVICE (CUSTOMER SUPPLIED)
Housing Pump
2 Water Manifold 4 Jacket Water Pump The auxiliary, or secondary, heat transfer device may be
a radiator, with cooling fan, cooling tower, heat
exchanger or some other device. The heat transfer
device provides cooling for the auxiliary circuit coolant.
Form 100631
7.002 © Copyright 2018, General Electric Co.
COOLING SYSTEM DESCRIPTION
AUXILIARY WATER PUMP OIL COOLER
All auxiliary water pumps are beltdriven. The auxiliary The coolant flows from the intercoolers to the oil cooler.
water pump is located on the lower left front side (see The oil cooler is a tube and baffle type assembly (see
Figure 7.003). Figure 7.005). While the coolant flows through a bundle
of tubes in the oil cooler, the lube oil circulates around
them. Heat from the oil passes through the tubes to the
coolant, which carries it to a heat transfer device for
dissipation. From the heat transfer device, the coolant
passes back to the auxiliary water pump to repeat the
circuit.
Figure 7.003: Auxiliary Water Pump
INTERCOOLERS
The intercoolers cool the inlet air to the turbochargers to
provide denser air to the turbochargers. The intercoolers
are located at the rear of the engine (see Figure
Figure 7.005: Oil Cooler
7.004).
AUXILIARY WATER TEMPERATURE CONTROL
VALVE
One thermostatic valve controls the temperature of the
auxiliary cooling water. To maintain the correct
temperature, the valve controls the flow of coolant from
the heat transfer device.
The thermostatic valve is enclosed in a housing on the
suction side of the auxiliary water pump.
The thermostat housing has one outlet port stamped A
and two inlet ports stamped B (oil cooler) and C (heat
transfer device) (see Figure 7.006). The casting of the
thermostat housing prevents the flow of cooling water
through inlet port C when the thermostat is fully closed.
The flow from the oil cooler enters bypass port B and
exits outlet port A enroute to the auxiliary water pump.
Figure 7.004: Intercooler
Form 100631
7.003 © Copyright 2018, General Electric Co.
COOLING SYSTEM DESCRIPTION
The thermostatic valve begins to open as the engine
warms up to its normal operating temperature. The
casting of the thermostat housing is such that inlet port
B becomes restricted as outlet port C starts to open.
Therefore, a smaller portion of the coolant is received
from the oil cooler, while a greater portion of the cooling
water comes from the heat transfer device (see Figure
7.006). Cool water passing out the heat transfer device
enters port C of the thermostat housing and combines
with hot water passing through bypass port B. The
cooling water exiting outlet port A is a blend that falls
within the normal range.
Figure 7.006: Auxiliary Cooling Water Temperature
Control Valve
1 Outlet Port A (to 5 Lip Seal
auxiliary water 6 Thermostat
pump) Housing
2 Thermostatic Valve 7 Cooling Water Inlet
3 ORing Port C (from heat
4 Bypass Inlet Port B transfer device)
(from oil cooler)
Form 100631
7.004 © Copyright 2018, General Electric Co.
SECTION 7.05
COOLING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair Since it effectively raises the boiling point of the water,
procedures, review SAFETY on page 1.051 and the use of ethylene glycol is also beneficial in hot
RIGGING AND LIFTING ENGINES on page 1.101. temperatures. Therefore, ethylene glycol treated water
is still recommended in those climates where antifreeze
COOLING SYSTEM MAINTENANCE is not normally required (see Table 7.051).
Table 7.051: Water Versus Glycol Concentration
COOLING SYSTEM ADDITIVES
PERCENT WATER / COMMENTS
Standard closed heat exchanger or radiatorcooled
GLYCOL
cooling systems operating up to 250°F (121°C) must be
treated with industrialgrade inhibited antifreeze or with Minimum Glycol for Adequate
70/30
some other effective commercial coolant treatment Antifreeze/Corrosion Protection
product. These products usually provide corrosion Best for Corrosion, Freezing and
50/50
protection by forming a film on the surfaces of the cooling Boiling Protection
system and also act as a scale suppressant by modifying
With heat exchanger cooling systems, it should be
or conditioning the dissolved scaleforming minerals. To
remembered that the circulation of ethylene glycol
work effectively, all antifreeze and water treatment
solution only protects the closed system coolant.
products require a clean system, free of dirt, oil, scale
Therefore, the heat exchanger coolant supply, as well
and rust.
as the auxiliary coolant circuit, must also be protected.
Ethylene Glycol
Propylene Glycol
The most common coolant additive is ethylene glycol.
Propylene glycol has similar cooling properties when
The required proportion normally depends on the lowest
compared to ethylene glycol. Ethylene glycol has the
ambient temperature levels from which the system must
advantage of lower viscosity than propylene glycol at
be protected. A mix of 50% water and 50% ethylene
temperatures less than 0°F (17°C). Propylene glycol
glycol will produce the best results for freezing and
has a low toxicity, and it may be less stringently regulated
boiling protection, but coolant efficiency is reduced by
than ethylene glycol. Propylene glycol also has been
as much as 15%. Since the radiator cooling system
proven to alleviate cavitation erosion that may be
effectiveness drops by approximately 2 – 3% for each
experienced when using ethylene glycol solutions.
10% of glycol concentration, the radiator sizing for the
specified heat rejection value must be taken into account Other treatments the engine operator should consider
to accommodate this relationship. are (see Table 7.052):
A minimum of 30% ethylene glycol is generally
recommended for adequate antifreeze and corrosion
protection. The amount should not exceed 67% to avoid
impairing the heat transfer processes. A concentration
beyond this percentage does not tend to lower the
freezing point any further and may result in engine
damage.
Form 100631
7.051 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
Table 7.052: Other Cooling System Treatments • Overloaded engine
TREATMENT COMMENTS • Airbound system
Although a maximum hardness of • Insufficient air circulation
200 ppm is acceptable for initial fill • Exhaust recirculation
Deionized, Distilled or
and makeup, use only softened
Softened Water
water, where the insolubles may be Cooling System Recommendations
as low as 0.5 ppm.
1. Ensure the rise in coolant temperature does not
Sodium Nitrate Iron and steel corrosion inhibitor. exceed 10°F (5.6°C).
Molybdate Slows the growth of bacteria. 2. Maintain drop in system pressure at 8 – 15 psi (55 –
Tolyltriazole Copper corrosion inhibitor. 103 kPa). Low pressure promotes cavitation
erosion, and high pressure causes water pump seals
Synthetic Polymer Prevents hard scale buildup.
to leak.
Borax Buffer Corrects the water pH to 8.5.
3. Analyze raw water chemistry to verify water does not
General corrosion inhibitor; over contain contaminants and is not too hard. Use only
0.1% concentration is not soft water where insolubles are as low as 0.5 ppm.
recommended for industrial Hard water accelerates the formation of scale
engines. A concentration that is too
deposits.
Silicates high can cause the coolant in the
radiator to gel, resulting in solid 4. Analyze coolant chemistry every month to verify it
deposits. High silicate inhibitor contains proper inhibitor and additive
concentration is used primarily for concentrations.
highspeed aluminum engines.
5. Measure antifreeze content according to lowest
anticipated temperature; refill as needed with same
COOLING SYSTEM SPECIFICATIONS AND
brand.
RECOMMENDATIONS
6. Maintain coolant pH between 8.5 and 10.5; an acidic
Cooling System Specifications coolant with a pH of less than 7 will speed corrosion
Ensure that the temperature of the coolant leaving the of cast iron, aluminum and steel, and a pH of 11 or
engine (as indicated by the temperature gauge) does not higher will accelerate corrosion of aluminum and
exceed 220°F (104°C). solder.
7. Check cooling system level each day or consider
See Table 1.155 VHP 12Cylinder S5 Engine
installation of a coolant lowlevel shutdown switch.
Specifications on page 1.1513 for the jacket water
Even if a high coolant temperature switch is
outlet temperature alarm and safety shutdown setpoints.
provided, it will not shut engine down if system runs
low on coolant.
NOTICE
8. Check cooling system for rust, sludge or other
Customersupplied fuel shutoff type safety equipment foreign matter. Clean and flush entire cooling system
must be provided. once each year, unless evidence of corrosion or
sediment buildup demonstrates need for more
frequent changes. Use only clean, soft water.
Engine overheating, as evidenced by high jacket coolant
9. To eliminate recirculation of particles and
temperatures, may be caused by one or more of the
contaminants in cooling system, install a cleanable
following conditions:
filter (sized at approximately 10 microns) in coolant
• Restricted airflow through the radiator flow. Inspect and clean filter on a regular basis.
• Defective thermostats 10. Frequently inspect hoses and all cooling system
• Worn jacket water pump connections for cracks and leaks. Do this when
engine is operating at normal pressure.
• Excessive jacket water pump suction
11. On a radiator, check for damaged fan blades, a
• Blown head gasket
poorly fitting shroud, sticking shutters or dirt in
• Faulty temperature gauge radiator core. Repair or clean as needed.
• Low coolant level 12. Check radiator cap gasket for proper seal.
Form 100631
7.052 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
13. If a heat exchanger is used, inspect it for scale or NOTE: Always fill the engine from the bottom up to
corrosion and, when necessary, clean inside of minimize the formation of air pockets. As the engine fills,
tubes with a round, softwire brush. Flush with air is pushed up and out.
cleaning solvent.
14. Periodically remove intercooler and clean tubes with
a softwire brush or circulate a suitable cleaning
solution.
15. Consider the installation of the following cooling 1
system safety accessories:
• A high coolant temperature shutdown device
• A low coolant level shutdown device
• A coolant level sight glass
To avoid scored pistons and other serious problems, a
high coolant temperature shutdown device will stop the 4
engine if the coolant gets too hot. A low coolant level
device will shut down the engine if the coolant level drops
excessively, preventing cracked or warped cylinder
heads, exhaust manifolds and water manifolds. A sight
glass is a quick and easy method of visually checking
the coolant level.
2
JACKET COOLING CIRCUIT – INITIAL FILL 3
NOTE: The factory installed petcocks located at the
highest position of the jacket water circuit must be Figure 7.051: Drain Hole Location
removed. Install permanent vent lines to the surge tank.
1 Water Header 3 Ball Valve
Table 7.053: Jacket Air Bleed Petcock Locations
2 Jacket Water Drain/ 4 Plug
NUMBER Fill Port
COOLING
OF LOCATION
CIRCUIT
PETCOCKS ! WARNING
Jacket water pump housing
1 (front center); outlet port to left Antifreeze solution is toxic and
bank jacket water header poisonous. Always wear
Jacket
Cluster thermostat housing protective clothing when
2 (above bypass outlet ports at working with antifreeze
front) solution. Follow the safety
instructions on the container
NOTE: To facilitate draining and flushing of the engine provided by the manufacturer.
jacket water, replace one of the 3/4 in. NPT countersunk
headless pipe plugs with a customersupplied ball valve
(see Figure 7.051). The ball valve must be threaded to 3. Add coolant to engine until coolant level reaches top
accept both a hose connection and pipe plug. See Table of surge tank or radiator. See Table 1.155 VHP 12
7.053 Jacket Air Bleed Petcock Locations on page Cylinder S5 Engine Specifications on page 1.1513
7.053. for jacket cooling circuit capacities.
1. Remove 3/4 in. NPT countersunk pipe plug from 4. Close ball valve and remove hose connection.
drain hole located just below jacket water header
(see Figure 7.051).
2. Attach customersupplied supply line to ball valve
and add treated cooling water to crankcase.
Form 100631
7.053 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
2. Open auxiliary water pump drain petcock.
! WARNING
3. Continue filling circuit with coolant until it flows from
auxiliary water pump drain petcock. Close petcocks
Always install a pipe plug into
when coolant begins to flow out in a solid, steady
!
the ball valve after the hose
stream. See Table 1.155 VHP 12Cylinder S5
connection is removed. If the
Engine Specifications on page 1.1513 for the
lever of the ball valve is
capacities of the various auxiliary cooling system
inadvertently bumped open, the
components.
absence of a plug will cause the
coolant to drain. During NOTE: Customersupplied items and connections not
operation, loss of any coolant included. GE Waukeshasupplied items include the
may result in catastrophic auxiliary water pump, intercooler, oil cooler, and the
engine damage. Escaping enginemounted intercooler water supply and return
steam and/or hot coolant can piping.
cause severe burns. 4. Continue filling auxiliary cooling circuit until level of
coolant reaches top of surge tank or radiator.
5. Apply PermaLok Heavy Duty Pipe Sealant with 5. Carefully inspect auxiliary cooling circuit for coolant
Teflon to pipe plug threads. Install plug in ball valve. leaks while the engine is running.
6. Carefully inspect jacket cooling circuit for coolant NOTICE
leaks while the engine is running.
Air in the cooling system speeds up the formation of
NOTICE rust, increases corrosion and produces hot spots
within the engine.
Air in the cooling system speeds up the formation of
rust, increases corrosion and produces hot spots Air can be drawn into the engine through small leaks
within the engine. in the jacket cooling circuit. The problem is
compounded when the void created by the loss of
Air can be drawn into the engine through small leaks
coolant is filled by more air. If aeration causes the
in the jacket cooling circuit. The problem is
coolant to foam, the probability of engine damage due
compounded when the void created by the loss of
to overheating is greatly increased.
coolant is filled by more air. If aeration causes the
coolant to foam, the probability of engine damage due
to overheating is greatly increased.
COOLING CIRCUITS – AIR BLEED
Air bleeding the system is not required for those areas
AUXILIARY COOLING CIRCUIT – INITIAL on engines that have permanent vent lines installed on
FILL the jacket and auxiliary water circuits that run to a surge
tank. Air bleeding of the cooling system happens
NOTE: The factory installed petcocks located at the automatically and continuously on these engines when
highest position of the auxiliary water circuit must be operating.
removed. Install permanent vent lines to the surge tank.
See Table 7.054 Auxiliary Air Bleed Petcock For engines not equipped with permanent vent lines, use
Locations on page 7.054. the following procedure.
1. Start and run the engine for 10 minutes.
Table 7.054: Auxiliary Air Bleed Petcock Locations
2. Shut off the engine and allow it to cool.
NUMBER
COOLING
OF LOCATION
3. Open the petcocks/vents and allow any trapped air
CIRCUIT to escape.
PETCOCKS
Intercooler coolant inlet/outlet 4. Close the petcocks/vents when a steady stream of
2 coolant begins to run out. No further bleeding of the
bonnets (upper rear)
Auxiliary system should be required under normal operation
Wastegate coolant return tube
2 unless a cooling system component is removed,
(rear right and left bank)
disturbing the integrity of the cooling circuit.
1. From top of surge tank or radiator, add coolant to
auxiliary cooling circuit.
Form 100631
7.054 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
NOTICE ! WARNING
Air can be drawn into the engine through small leaks Slowly loosen the air bleed
in the jacket water circuit. The problem is compounded petcock to relieve any excess
when the void created by the loss of coolant is filled by pressure.
more air. If aeration causes the coolant to foam, the
probability of engine damage due to overheating is
greatly increased.
Always wear protective clothing
when bleeding the cooling
With the engine off, any time maintenance is performed, system on a heated engine.
check the engine for evidence of coolant leakage.
COOLING SYSTEM CIRCUITS – DRAIN
AND FLUSH
2. Verify customersupplied ball valve is in closed
Unless evidence of corrosion or sediment buildup position. Remove pipe plug and attach drain line.
demonstrates the need for more frequent maintenance,
3. Drain coolant from jacket and auxiliary cooling
clean and flush both the jacket and auxiliary cooling
circuits. Avoid delay; coolant should be drained
circuits at least once each year.
before rust and sediment can settle.
Table 7.055: Coolant Drain Petcocks 4. Open all coolant drain petcocks (see Table 7.055).
NUMBER Remove all drain plugs. Place a container beneath
COOLING each petcock before opening.
OF LOCATION
CIRCUIT
PETCOCKS 5. Close all coolant drain petcocks. Apply PermaLok
Jacket water headers (front Heavy Duty Pipe Sealant with Teflon to drain plug
4 (plugs) threads. Install drain plugs.
and rear)
Jacket 2 Water manifold (front and rear) 6. Select and inspect an internal surface that is suitable
for gauging the effectiveness of the cleaning and
Water elbows (front, left and
2
right) descaling solution. If necessary, insert a piece of
welding rod into the coolant passage opening to feel
4 Intercooler (rear, left and right) for an accumulation of lime and mineral scale
1 Auxiliary water pump (bottom) deposits.
Auxiliary Water return pipe (pipe end at 7. Attach the customersupplied supply line to ball
1
crankcase vee, engine front) valve and add clean, soft water to crankcase. Always
Oil cooler inlet and outlet pipes fill engine from bottom up to minimize formation of
2 air pockets. As engine fills, air is pushed up and out.
(engine front)
8. Continue filling jacket cooling circuit until level
1. Start engine. Run engine 10 minutes to stir up rust
reaches top of surge tank or radiator.
or sediment.
9. Attach customersupplied supply line and add clean,
NOTE: To facilitate draining and flushing of the engine soft water to surge tank or radiator of auxiliary
jacket coolant, replace one of the 3/4 in. NPT cooling circuit.
countersunk headless pipe plugs (just below the level of
the jacket water header) with a customersupplied ball 10. Top off surge tank or radiator of jacket cooling circuit.
valve. The ball valve must be threaded to accept both a 11. Continue filling auxiliary cooling circuit until level
hose connection and pipe plug. reaches top of surge tank or radiator.
12. Top off surge tank or radiator of auxiliary cooling
circuit.
Form 100631
7.055 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
18. To ensure contaminants remain in suspension, drain
! WARNING
cooling circuits as quickly as possible.
19. Inspect internal surfaces. If results are not
Slowly loosen the air bleed
satisfactory, refill engine with cleaning solution.
petcock to relieve any excess
Repeat Steps 22 through 26 as necessary.
pressure.
20. Flush system of cleaning solution and any residual
contaminants by filling jacket and auxiliary cooling
circuits with clean, soft water. Drain immediately.
Always wear protective clothing
when bleeding the cooling NOTICE
system on a heated engine.
All antifreeze and water treatment products require a
clean system in order to work effectively. If
contaminants such as dirt, rust, scale, lime, grease, oil
and/or cleaning agents are not completely flushed out,
13. Start engine and let engine run about 10 minutes to they can destroy the corrosion inhibitors and scale
stir up any rust or sediment in cooling system. suppressants intended to keep freshly filled cooling
NOTE: Contaminants left in the cooling circuits will circuits clean.
reduce or deplete the effectiveness of the cleaning
solution. 21. Inspect drain water for cleanliness. Fill and flush
systems again, if necessary. Best results are
! WARNING obtained when drain water runs clear.
22. Fill jacket and auxiliary cooling circuits with coolant.
Slowly loosen the air bleed Be sure coolant has proper inhibitor and additive
petcock to relieve any excess concentrations. Bleed system of trapped air. See
pressure. Table 7.051 and Table 7.052.
NOTICE
Always wear protective clothing
Air can be drawn into the system through small leaks
when bleeding the cooling
in the cooling circuits. The problem is compounded
system on a heated engine.
when the void created by any loss of coolant is filled
by more air. Air in the cooling system speeds up the
formation of rust, increases corrosion and produces
hot spots within the engine. If aeration causes the
coolant to foam, the probability of engine damage due
14. Stop engine. Drain crankcase and all cooling system to overheating is greatly increased.
accessories. Drain auxiliary cooling circuit. Avoid
delay so water is completely drained while rust and
sediment are still in suspension. ! WARNING
15. Attach supply line and fill jacket and auxiliary cooling
circuits with a suitable cleaning solution. Use a non Always install a pipe plug in the
acidic, noncorrosive, biodegradable compound
!
ball valve when the hose
that prevents the loss of metal in the engine and connection is removed from the
avoids damage to internal gaskets and seals. jacket water header. If the lever
of the ball valve is inadvertently
NOTE: Follow the manufacturer’s recommendations
bumped open, the absence of a
for the proper concentration of cleaning solution and
plug will cause the coolant to
length of cleaning time.
drain. During operation, loss of
16. Top off surge tank or radiator of jacket and auxiliary any coolant may result in
cooling circuits. catastrophic engine damage.
17. Start engine. Let it run for at least 10 minutes or until Escaping steam and/or hot
cleaning solution is depleted. coolant can cause severe burns.
Form 100631
7.056 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
23. Carefully inspect jacket and auxiliary cooling circuits
for leaks.
IDLER PULLEY BEARING LUBRICATION
Figure 7.053: Grease Fitting Locations
NOTICE
Do not overgrease the water pump bearings.
Figure 7.052: Water Pump Idler Pulley Bearing Overgreasing causes high bearing temperatures that
shorten bearing service life.
All engines require greasing the ball bearing in the jacket
water pump idler pulley bracket every 720 running hours.
2. Using a handheld grease gun, apply two or three
1. On rightside safety guard assembly, locate idler strokes of Lithoplex Grease No. 2 into grease fittings
pulley grease fitting (see Figure 7.052). (see Figure 7.053).
NOTICE
Do not overgrease the idler pulley bearing.
Overgreasing causes high bearing temperatures that
shorten bearing service life.
2. Using a handheld grease gun, apply one stroke of
Lithoplex Grease No. 2 into grease fitting.
AUXILIARY WATER PUMP BEARING
LUBRICATION
All engines require greasing the ball bearing(s) in the
auxiliary water pump every 720 running hours. The
pump is mounted to a bracket at the front left or right
corner of the oil pan. Depending on the model of the
auxiliary water pump used, the pump may have one or
two grease fittings. Safety guards on some engines may
cover access to grease fittings. In this case, an access
hole is provided to allow the fitting to be greased.
1. Locate grease fitting(s) on auxiliary water pump (see
Figure 7.053).
Form 100631
7.057 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
GREASE RECOMMENDATIONS NOTICE
A Lithium complextype grease is now recommended
over the Lithium soapbased grease because of its Belts are matched and tied in sets. Always replace the
ability to resist water. Lithium complextype grease also drive belts in sets. Never replace just one drive belt
provides superior rust protection qualities (especially even if only one belt is worn. Since the older belts are
steel surfaces), as well as its thermal and mechanical stretched during hours of engine operation, the
stability at high operating temperatures. The Lithium circumference of new belts is slightly smaller. A
complex grease has a continuous operating difference in belt size will cause the new belt to carry
temperature of approximately 350°F (177°C), whereas the full load, resulting in rapid belt failure and possible
the Lithium soapbased grease has an upper operating damage to driven equipment.
temperature limit of approximately 225°F (107°C).
4. Loosen pivot bolt located on idler pulley bracket (see
Figure 7.054). Loosen slotted lock bolt. Belt tension
JACKET WATER PUMP DRIVE BELT
is released as idler pulley bracket rotates.
REPLACEMENT
Check the tension and condition of the jacket water
pump drive belts periodically as specified. Replace the 1
drive belts as specified or more often if necessary. See
MAINTENANCE SCHEDULE on page 13.001 for
belt inspection and replacement interval information.
! WARNING 2
Always install the safety guards
after completing any service
operation. Never operate the
engine with the safety guards
removed.
4 3
1. Remove front safety guard.
NOTICE Figure 7.054: Idler Pulley Bracket Bolts
Form 100631
7.058 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
! WARNING ! WARNING
Always install the safety guards Always install the safety guards
after completing any service after completing any service
operation. Never operate the operation. Never operate the
engine with the safety guards engine with the safety guards
removed. removed.
10. Install safety guards.
JACKET WATER PUMP DRIVE BELT
TENSION PROCEDURE
Check the tension and condition of the jacket water
pump drive belts periodically as specified. Replace the
drive belts as specified or more often if necessary. See
MAINTENANCE SCHEDULE on page 13.001 for
belt inspection and replacement interval information.
Form 100631
7.059 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
Figure 7.055: Jacket Water Pump Drive Belt
Form 100631
7.0510 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
2
4
3
Figure 7.056: Checking Belt Tension
1 Front Drive Belt 3 Large ORing
2 Second Drive Belt 4 Small ORing
1. Remove safety guard.
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using Vbelt tension tool, check the drive belt
tension.
a. Measure belt tension at the midway point of the
Figure 7.057: Position Small ORing
longest span (see Figure 7.055).
d. Measure the belt tension. Place the belt tension
b. Set the bottom of the large span Oring (see
tool squarely on the front drive belt at the midway
Figure 7.055) to the span listed in Table 7.056.
point indicated in figure. Apply pressure until the
bottom of the large span Oring is even with the
NOTICE
top of the second belt.
Tension of the drive belts is the same for a new and e. Read the force (see Figure 7.058). The force is
used belt. indicated by the position of the bottom of the
small Oring on the deflection force scale. The
Table 7.056: Jacket Water Pump Drive Belt Tension
force should be within the range list in Table
7.056.
Belt
Span Force
Deflection*
20 in. 9 – 13 lbf 5/16 in.
(50.8 cm) (40 – 58 N) (7.9 mm)
* Belt deflection measurement is for reference only.
c. Slide the small Oring against the belt tension
tool’s housing (see Figure 7.057).
Form 100631
7.0511 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
NOTICE
Belts that are too tight result in excessive stretching
and overheating. Too much tension may also damage
drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
water pump bearings.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may
Figure 7.058: Determine Drive Belt Force also be sufficient to cause unnecessary wear of the
f. Check the tension on the remaining drive belts pulley grooves.
in the same manner.
3. If belt tension adjustment is necessary, loosen pivot 4. To adjust belt tension, insert a pry bar between upper
capscrew and slotted lock capscrew (see Figure edge of idler pulley bracket and leverage pad located
7.059). Belt tension is released as idler pulley on left side of water pump (see Figure 7.0510). To
bracket rotates upward in a counterclockwise tighten drive belts, use leverage pad as a pivot and
direction. push up on pry bar to move idler pulley bracket
downward.
1
2
1
5
2
3
3
4
Figure 7.0510: Jacket Water Pump Drive Belt Tension
1 Idler Pulley Bracket 3 Pry Bar
2 Leverage Pad
Figure 7.059: Jacket Water Pump Drive Belt Tensioning
5. While holding the pry bar in down position, check the
1 Water Pump Pulley 4 Idler Pulley Bracket tension of the drive belts using the tool.
2 Pivot Bolt 5 Idler Pulley 6. Tighten slotted lock capscrew on idler pulley bracket
3 Slotted Lock Bolt when proper belt tension is obtained. Tighten pivot
capscrew.
7. Inspect belts for proper seating. Vbelts should ride
on sides of pulley sheaves, not on bottom of groove.
8. Verify the tension on the remaining drive belts.
Form 100631
7.0512 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
4. If replacement is necessary, back the upper thin hex
! WARNING
locknut on the threaded rod away from the adjusting
lever (see Figure 7.0511). The pivot point of the idler
Always install the safety guards lever follows the adjusting lever. Movement of the
after completing any service idler pulley releases drive belt tension.
operation. Never operate the
engine with the safety guards
removed. 2 3
9. Install safety guards.
1
AUXILIARY WATER PUMP DRIVE BELT 11
REPLACEMENT
Check the tension and condition of the auxiliary water
pump drive belts periodically as specified. Replace the 6
drive belts as specified or more often if necessary. See 4
MAINTENANCE SCHEDULE on page 13.001 for
belt inspection and replacement interval information.
! WARNING 10
Always install the safety guards 9 5
after completing any service
operation. Never operate the
engine with the safety guards
removed. 8
1. Remove safety guard. 7
6
NOTICE
Figure 7.0511: Adjusting / Idler Lever Assembly
An accumulation of dirt in the sheave grooves impairs
traction and accelerates belt wear. 1 Threaded Rod 7 Plain Washer
2 Idler Lever 8 Thin Hex Locknut
2. Verify that the pulley sheaves are clean and 3 Capscrew 9 Pivot Rod
completely free of grease, oil, dirt and grit. 4 Lock Washer 10 Spacer
3. Inspect the drive belts for fraying, cracks or wear. 5 Stud Anchor 11 Adjusting Lever
Belts must not be glazed, split, peeled or greasy. 6 Elastic Stop
Replace as necessary. Locknut
5. Remove drive belts from auxiliary water pump and
idler pulleys (see Figure 7.0512). Remove belts
from rear crank shaft pulley and discard.
Form 100631
7.0513 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
8. To tighten drive belts, thread upper thin hex locknut
toward adjusting lever. Pivot point of idler lever
follows adjusting lever in a clockwise direction.
Upward movement of idler pulley increases drive
belt tension.
9. See AUXILIARY WATER PUMP DRIVE BELT
TENSION PROCEDURE on page 7.0514 to
adjust belts.
! WARNING
Always install the safety guards
after completing any service
operation. Never operate the
engine with the safety guards
removed.
Figure 7.0512: Auxiliary Pump Drive Belt
Belts are matched and tied in sets of two. Always AUXILIARY WATER PUMP DRIVE BELT
replace the drive belts in pairs. Never replace just one
drive belt even if only one belt is worn. Since the older
TENSION PROCEDURE
belts are stretched during hours of engine operation,
! WARNING
the circumference of new belts is slightly smaller. A
difference in belt size will cause the new belt to carry
the full load, resulting in rapid belt failure and possible Always install the safety guards
damage to driven equipment. after completing any service
operation. Never operate the
6. Inspect condition of new auxiliary water pump drive engine with the safety guards
belts. removed.
7. Place new drive belts in rear groove of rear
crankshaft pulley (directly in front of first jacket water
pump drive belt) (see Figure 7.0512). Slip belts into
grooves of both auxiliary water pump and idler lever
pulleys.
Form 100631
7.0514 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
Figure 7.0513: Auxiliary Water Pump Drive Belt
Form 100631
7.0515 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
2
4
3
Figure 7.0514: Checking Belt Tension
1 Front Drive Belt 3 Large ORing
2 Second Drive Belt 4 Small ORing
1. Remove safety guard.
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using a Vbelt tension tool, check the drive belt
tension.
a. Measure belt tension at the midway point of the
Figure 7.0515: Position Small ORing
longest span (see Figure 7.0513).
d. Measure the belt tension. Place the belt tension
b. Set the bottom of the large span Oring (see
tool squarely on the front drive belt at the midway
Figure 7.0514) to the span listed in Table
point indicated in figure. Apply pressure until the
7.057.
bottom of the large span Oring is even with the
top of the second belt.
NOTICE
e. Read the force (see Figure 7.0516). The force
Tension of the drive belts is the same for a new and is indicated by the position of the bottom of the
used belt. small Oring on the deflection force scale. The
force should be within the range list in
Table 7.057: Auxiliary Water Pump Drive Belt
Tension
Belt
Span Force
Deflection*
25 in. 4.5 – 6.5 lbf 3/8 in.
(63.5 cm) (20 – 29 N) (9.5 mm)
* Belt deflection measurement is for reference only.
c. Slide the small Oring against the belt tension
tool’s housing (see Figure 7.0515).
Form 100631
7.0516 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
9. When correct tension is obtained, thread elastic stop
locknut onto upper end of threaded rod toward
adjusting lever. Be sure locknuts (thin hex and
elastic stop) on each side of adjusting lever are
properly tightened.
! WARNING
Always install the safety guards
after completing any service
operation. Never operate the
Figure 7.0516: Determine Drive Belt Force
engine with the safety guards
f. Check the tension on the remaining drive belts removed.
in the same manner.
3. To loosen drive belts, back upper thin hex locknut on
threaded rod away from adjusting lever. Pivot point 10. Install safety guards.
of idler lever follows adjusting lever in a
counterclockwise direction. Downward movement
of idler pulley releases drive belt tension.
JACKET / AUXILIARY WATER PUMP
INSPECTION
4. When correct tension is obtained, thread 3/8 in.
elastic stop lock on upper end of threaded rod toward JACKET WATER PUMP INSPECTION
adjusting lever. Be sure locknuts (thin hex and
elastic stop) on each side of adjusting lever are 1. Remove safety guard.
properly tightened. 2. Inspect “weep hole” in casting located below water
5. Inspect belts for proper seating. Vbelts should ride pump pulley (see Figure 7.0517). The “weep hole”
on sides of pulley sheaves, not on bottom of groove. drains any coolant that leaks past the ceramic water
pump seal.
6. Because of initial stretching, recheck belt tension
after 10 minutes run time. Check belt tension again NOTICE
after first 30 minutes run time and then every 250
hours thereafter. The presence of coolant at the “weep hole” indicates
that the jacket water pump must be rebuilt. A defective
NOTICE water pump seal results in coolant loss and
contamination of the inner ball bearing grease.
Belts that are too tight result in excessive stretching
and overheating. Too much tension may also damage
drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
water pump bearings.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may
also be sufficient to cause unnecessary wear of the
pulley grooves.
7. To tighten drive belts, back elastic stop locknut on
upper end of threaded rod away from adjusting lever.
Use a 3/8 in. deep well socket for best results.
8. Thread upper thin hex locknut toward adjusting
lever. Pivot point of idler lever follows adjusting lever
in a clockwise direction. Upward movement of idler
pulley increases drive belt tension.
Form 100631
7.0517 © Copyright 2018, General Electric Co.
COOLING SYSTEM MAINTENANCE
AUXILIARY WATER PUMP INSPECTION
The auxiliary water pump should be visually checked for
leaks at shaft seal and housing seal locations (see
Figure 7.0518).
Figure 7.0517: Jacket Water Pump “Weep Hole” – Water
Pump Shown Removed Figure 7.0518: Auxiliary Water Pump Inspection
3. Notify a GE Waukesha certified technician if any
1 Shaft Seal Area 2 Housing Mating
coolant leakage at the “weep hole” is observed.
Surfaces
! WARNING
Always install the safety guards
after completing any service
operation. Never operate the
engine with the safety guards
removed.
4. Install safety guard.
Form 100631
7.0518 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM
SECTION 8.00
LUBRICATION SYSTEM DESCRIPTION
LUBRICATION SYSTEM COMPONENT Oil supply tubes are tapped off the internal oil passage
DESCRIPTION leading to the front main bearing, and supply a
continuous spray of oil to the gear train. The lube oil hole
The lubrication system consists of the following in the lower front main bearing allows pressurized oil to
components: flow down a drilled passageway in the main bearing cap
• Oil Pan and Pickup Screen to lubricate the oil pump idler gear spindle.
• Oil Pump Internal passages in the crankcase casting also direct
• Oil Cooler the flow of pressurized oil to the camshaft bearing
saddles to provide lubrication of the main camshaft
• Temperature Control Valve bearings (bushings). Oil flows through holes in the
• Pressure Regulating Valve camshaft bearing caps and down passageways in the
• FullFlow Oil Filters cam follower housing. Oil lubricates the cam followers
and camshaft lobes, after which it drops back to the oil
• Filter Relief Valve pan.
PRELUBE SYSTEM COMPONENTS An external oil supply line off the main oil header carries
oil to a separate external rocker arm oil header. Supply
• Prelube Pump/Motor
tubes from the rocker arm oil header direct the flow of oil
• PilotOperated Prelube Valve to the rocker arm assemblies and valves.
• Inline Lubricator Excess oil drains down a cored passage in the cylinder
head and runs down the outside of the pushrod tubes to
INTERNAL OIL CONTROL
a drainage passage in the cam follower guides. The
The main oil header is an integral part of the crankcase passage directs the flow of oil to a drain hole in the cam
casting (see Figure 8.001). Internal passages in the follower housing, where it flows back to the oil pan via
crankcase direct the flow of pressurized oil to the main the camshaft recess.
bearings via drillings in the main bearing saddles.
The flow of pressurized oil through the fixed valve
The flow of oil passes from the main bearing journals into adjusting screws of the rocker arm assemblies also
the Tdrilled crankshaft and then up through drilled supplies oil to the cam followers, where the excess oil
passages in the connecting rods. After lubricating the joins the flow from the cored passage in the cylinder
connecting rod bearing, piston pin bushing and piston head.
pin, the pressurized oil passes through an opening in the
The flow of pressurized oil through the external system
top of the rod. The oil spray exiting the rod cools the
is depicted in Figure 8.002.
underside of the piston crown and drains back to the oil
pan. The turbochargers receive oil from the main oil header
via an externally mounted oil supply line. A drain line
connected to the valve lifter housing returns the oil to the
pan after lubrication of the turbocharger bearings.
Form 100631
8.001 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
To ensure quick lubrication of the rocker arm assemblies
and turbochargers at startup, each external supply line
is provided with a check valve to keep the oil from
draining back into the oil pan when the engine is shut
down. The check valves also prevent excessive
lubrication of the rocker arm assemblies, valves and
turbochargers during continuous or intermittent prelube.
1 4
2 5
6
8 5
8
9
10
11
15
12
14
13
Figure 8.001: Internal Oil Flow System
1 Cylinder Head 9 Check Valve
2 Rocker Arm Oil Header 10 Spray Nozzle(s)
3 Cored Passage 11 Gear Train
4 Pushrod Tube 12 Front Main Bearing Cap
5 To Sump 13 Main Bearing
6 Camshaft 14 Crankshaft
7 Turbocharger 15 Internal Oil Header
8 Magnetic Plug
Form 100631
8.002 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
1 4
3
8
5
10
6
A
C B
Figure 8.002: External Oil System Schematic
1 Engine 6 Temperature Control Valve
2 Engine Oil Pump 7 Oil Cooler
3 Oil Pump Relief Valve 8 Prelube Pump
4 Oil Pump Discharge Housing 9 Oil Filter
5 Check Valve 10 Oil Pressure Control Valve (adjust in field at
operating temperature)
Form 100631
8.003 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
OIL PAN AND PICKUP OIL PUMP
The bottom of the crankcase is enclosed by the oil pan. The geardriven oil pump is externally mounted. On VHP
The oil pump draws oil from the lowest point in the oil pan S5 engines, the oil pump is located on the front of the
and delivers it to the oil cooler. The boxshaped oil engine, below the crankshaft (see Figure 8.004). The
pickup screen prevents foreign material in the oil pan oil pump has a pressure relief valve preset at the factory
from entering the oil circuit. to 75 psi (517 kPa). This relief valve protects the oil pump
from high initial oil pressures at startup prior to the
engine oil reaching normal operating temperatures.
Figure 8.003: Oil Pickup
Figure 8.004: Engine Oil Pump (Guards Removed for
Clarity)
OIL COOLER
The oil cooler (see Figure 8.005) is a tube and baffle
type assembly. The auxiliary water pump circulates
coolant through the oil cooler tube bundle. The oil
circulates around the tube bundle. Heat from the oil
passes through the tubes to the coolant, which then
carries it to a heat transfer device for dissipation.
Figure 8.005: Oil Cooler
Form 100631
8.004 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
The auxiliary water thermostat is enclosed in a housing When the oil cooler inlet port thermostat (lead) starts to
mounted at the auxiliary water pump outlet as part of the open, the flow of oil from the oil cooler is enabled. This
system to maintain proper oil temperature (see Figure supply mixes with the flow from the bypass port to
8.006). provide a blend of hot and cool oil. When the oil
temperature rises 5°F (2.8°C) above the “Start to Open”
rating of the lead thermostat, the bypass inlet port
thermostat begins to open. Opening of the thermostat
restricts the bypass inlet port passage, thereby allowing
a greater portion of the oil supply to come from the oil
cooler. The result of this type of operation is rapid
warmup when the thermostatic valves are fully closed
and efficient cooling once the valves open.
OIL FILTERS AND HOUSING
The oil filter housing is mounted on the gear housing,
below the oil cooler. The filtering system consists of five
filter cartridges (see Figure 8.008).
Figure 8.006: Auxiliary Water Thermostat
TEMPERATURE CONTROL VALVE
The oil temperature control is maintained by the
thermostat housing, which contains two thermostatic
valves (see Figure 8.007).
Figure 8.008: Oil Filters and Housing
The oil filters are “fullflow” type. The filter cartridge
contains a bypass valve that prevents the loss of oil
circulation due to a dirty filter.
3 The sight glass allows for inspection to ensure that the
4 filters and base have been drained during filter changes.
Figure 8.007: Oil Temperature Control Valves
1 Seals 3 Lead Thermostat
2 Cover Plates 4 Secondary
Thermostat
Form 100631
8.005 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
PRESSURE REGULATING VALVE CENTRIFUGAL OIL FILTER CLEANABLE OIL
FILTERING SYSTEM
The pressure regulating valve maintains the engine oil
pressure within the proper operating range regardless of The centrifugal oil filter system consists of a centrifuge
engine speed or oil temperature. This pressure range is installed as a bypass system, working in conjunction with
preset at the factory. The pressure regulating valve is the filter elements. The centrifuge is driven by the
mounted in the gear housing at the oil cooler outlet (see engine’s oil pressure. The spinning action of the
Figure 8.009). When the oil pressure exceeds the centrifuge’s internal turbine assembly develops a force
setting of the valve spring, an orifice opens to return that exceeds 2,000 G’s, which compacts the
excess oil to the oil pan. Oil not returned to the pan contaminants against the turbine’s housing. The
passes to the fullflow oil filter. centrifuge will remove oilcontaminating particles as
small as 0.5 microns. See LUBRICATION SYSTEM
MAINTENANCE on page 8.051 for information.
Figure 8.0011: Centrifugal Oil Filter
Figure 8.009: Pressure Regulating Valve
NOTE: Adjust the pressure regulating valve to maintain PRELUBE OPERATION
an oil header pressure of 50 – 60 psi (346 – 414 kPa) with
the oil pressure stabilized at normal operating NOTICE
temperature and the engine fully loaded.
Oil drains back into the oil sump after engine
shutdown, leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to turn before the
oil pump begins to circulate oil, “dry” starts result in
3 bearing damage and an accelerated wear rate.
2
1 The ESM2 system manages the start, stop and
emergency stop sequences of the engine including pre
and postlube.
Figure 8.0010: Pressure Regulating Valve
1 Adjusting Screw 3 Sleeve
2 Spring 4 Stop Nut
Form 100631
8.006 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
PRELUBE PUMP / MOTOR
! WARNING
If the prelube oil pressure 1
reaches or exceeds 5 psi (35 2
kPa) during continuous or
intermittent prelube, oil flows
through the supply line check
valve into the turbocharger
housings. Startup of the engine
may blow accumulated oil into
the intake manifold and
carburetor, resulting in oily
deposits that gum up internal
surfaces. On the turbine side, oil
leakage around the turbine Figure 8.0012: Prelube Motor / Pump Assembly
housing poses a potential fire 1 Prelube Pump 2 Prelube Motor
hazard.
NOTICE
! CAUTION Excessive oiling of the rocker arm assemblies can
cause oil to leak past the valve stem seals resulting in
the formation of carbon deposits in the combustion
If highpressure gas is used to
chamber. A buildup of oily deposits on the valve
drive the air/gas prelube pump
guides and stems can lead to stuck valves.
motor, be sure to vent the motor
exhaust outside if the engine is
indoors. 1. An air/gas driven prelube pump motor is standard in
continuous duty applications where high pressure
air or gas is available. To prelube the engine, hold
NOTICE down the prelube pushbutton on the instrument
panel for a full 30 seconds before each engine start.
Oil drains back into the oil sump after engine Additional prelubing is required if a positive
shutdown, leaving a minimal amount of oil at key wear indication is not seen on the panelmounted oil
points. Since the crankshaft starts to turn before the pressure gauge.
oil pump begins to circulate oil, “dry” starts result in 2. In standby applications, the prelube pump is driven
bearing damage, and accelerated wear rate. by an electric motor, usually for the purpose of
remote starting. Run the prelube system
continuously when the engine is not running.
The function of the prelube system is to purge the
Continuous prelubing may also be required in cold
lubrication system of air and to ensure that all moving
weather applications where oil heating elements are
parts are properly lubricated before the engine is started
used.
(see Figure 8.0012).
3. In intermittent and peak shaving applications, the
prelube pump is driven by an electric motor run
intermittently. A timing device is used to
automatically start and stop the prelube motor. Set
the timer to activate the prelube system for a full 5
minutes every hour that the engine is not running.
Form 100631
8.007 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
INLINE LUBRICATOR OIL LEVEL REGULATOR (OPTIONAL)
! WARNING The regulator is mounted on the left lower side of the
engine (see Figure 8.0014). The regulator maintains the
engine crankcase oil at the correct level. Makeup oil from
If highpressure gas is used to
an elevated tank is supplied at the regulator inlet.
drive the air/gas prelube pump
motor, be sure to vent the motor
exhaust to a safe area in
conformance with all applicable
codes.
The inline lubricator injects oil into a stream of
compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 8.0013). The air/gas
starting system also has a lubrication reservoir. See
STARTING SYSTEM MAINTENANCE on page 11.05
1 for information.
Figure 8.0014: Oil Level Regulator
1 NOTE: The regulator should be adjusted so that when
2 the engine oil is at the proper level, the regulator sight
glass is full to the midpoint.
NOTICE
To prevent the regulator from malfunctioning, the inlet
screen to the regulator should be cleaned regularly.
If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing makeup
Figure 8.0013: Inline Lubricator oil to be added to the crankcase. A contact is available
for a customersupplied low oil warning or shutdown
1 Air/Gas Vent 2 Inline Lubricator system.
(customer
connection)
NOTICE
The lubricator is intended for systems using dry, clean
natural gas. Any appreciable amount of hydrogen
sulfide (H2S), particularly when combined with
moisture, will cause corrosion and adversely affect the
lubricator and its operation.
The maximum operating temperature of the lubricator
is 175°F (79°C).
From the point of use, some oil mist may escape into
the surrounding atmosphere. Users are referred to
OSHA safety and health standards for limiting oil mist
contamination and use of protecting equipment.
Form 100631
8.008 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
PRELUBE SYSTEM COMPONENT INLINE LUBRICATOR
DESCRIPTION The inline lubricator provides the prelube motor with
• Prelube Pump/Motor lubrication during the starting sequence.
• Inline Lubricator The inline lubricator injects oil into a stream of
• Prelube Pushbutton Valve compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
• PilotOperated Prelube Valve prelube pump motor (see Figure 8.0016).
• Oil Pressure Gauge (customersupplied)
PRELUBE PUMP AND MOTOR 1 2
The function of the prelube pump/motor is to purge the
lubrication system of air and to ensure that all moving 3
parts are properly lubricated before the engine is started. 7
The prelube pump and motor (see Figure 8.0015)
circulate the oil through the engine. The ESM2 system
manages the start, stop and emergency stop sequences
of the engine including pre and postlube. Logic to start 4
and stop the engine is built into the ECU, but the
customer supplies the user interface (control panel
buttons, switches, touch screen) to the ESM2 system.
6
NOTE: If pressure supply on prelube is over 90 psi (621 5
kPa), add regulator to keep pressure below 90 psi (621
kPa). Figure 8.0016: Prelube Motor / Pump Assembly
1 Mounting Bracket 5 Prelube Motor
2 Air/Gas Inlet 6 To Oil Pump
1 3 Inline Lubricator 7 Prelube Pump
4 Air/Gas Vent
(customer
connection)
PILOTOPERATED PRELUBE VALVE
2
The pilotoperated prelube valve opens to admit air from
a branch of the main air/gas supply line, which turns the
prelube pump air motor to activate the prelube pump
(see Figure 8.0017).
Figure 8.0015: Prelube Pump and Motor
1 Air/Gas Vent 2 Inline Lubricator
(customer
connection)
Form 100631
8.009 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM DESCRIPTION
2
1
3
11
4
12
7
6
13 5
14 3
10
9 8
Figure 8.0017: PilotOperated Prelube Valve Connections
1
Branch of Main Air/Gas Supply 8 Prelube Motor Bracket
2
Pilot Air/Gas Supply (from prelube pushbutton valve) 9 Tube Clip (to gear housing)
3
Union Elbow Tube Fitting 10 Tube Brace (to left bank lifting eye mounting pad)
4
Tube Clips to Left Bank Exhaust Manifold Sections 11 Bulkhead
(cylinders No. 6, No. 3, and No. 1) 12 VeeMounted Prelube Tube
5 Inline Lubricator 13 Air Valve Bracket
6 Prelube Motor (front left) 14 PilotOperated Prelube Valve (rear right)
7 Air/Gas Exhaust (customer connection)
Form 100631
8.0010 © Copyright 2018, General Electric Co.
SECTION 8.05
LUBRICATION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair
procedures, review SAFETY on page 1.051 and
RIGGING AND LIFTING ENGINES on page 1.101.
1
OIL FILL – INITIAL PROCEDURE
2
The oil capacities listed in Table 1.155 VHP 12Cylinder
S5 Engine Specifications on page 1.1513 represent
approximate amounts. Use the initial fill to determine the
actual amount of oil required.
NOTICE
The oil piping must be purged of all slag and debris
before the engine is started. Before proceeding with
the oil fill procedure, see the purging instructions in this
section. Figure 8.051: Oil Filler Pipe
1 Oil Filler Pipe 2 Oil Filler Pipe
1. Remove oil filler pipe cap located at the lower rear Bracket
left side of engine (see Figure 8.051).
2. Install makeup line and add oil. Periodically remove
dipstick and take note of reading.
3. Continue to add oil until level reaches FULL mark on
dipstick (see Figure 8.052).
4. Stop adding oil and start prelube pump. Prelube
pump must be run to fill oil lines, oil cooler and full Figure 8.052: Dipstick ORing
flow oil filters. It also ensures bearings, 6. Install oil filler cap, start engine and allow oil to warm
turbochargers and other moving parts of engine are up to its normal operating temperature. Shut engine
properly lubricated. down and allow oil to drain back into pan. Check
5. Run prelube pump until pressure is indicated on oil dipstick and add oil to oil pan until level returns to
pressure gauge. Stop prelube pump and allow oil to FULL mark.
drain back into crankcase. Check dipstick and add 7. Check crankcase oil level daily before engine is
oil to oil pan until level returns to FULL mark. started. Blade of dipstick is marked LOW and FULL.
Always maintain oil level at FULL mark. Both marks
on dipstick are “static lines.” The dipstick does not
indicate oil level with engine running.
8. See PRELUBE YSTRAINER on page 8.057
and adjust oil pressure.
Form 100631
8.051 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
CRANKCASE OIL LEVEL CHECKING To change oil, drain oil pan, oil cooler, fullflow oil filter
and oil strainer proceed as follows:
Check the crankcase oil level daily. For convenience, a
dipstick is located on both the right and left sides of the NOTE: Drain oil when warm for best results.
oil pan (see Figure 8.052). The blade of the dipstick is 1. Oil Pan
marked LOW and FULL. Always maintain the oil level at
• Remove 2 in. squarehead drain plug. For
the FULL mark. Both marks on the dipstick are “static
convenience, two drain plugs are provided, one at
lines.” The dipstick does not indicate oil level with engine
each end of the oil pan. Retain an oil sample for oil
running.
analysis. Install drain plugs after oil has drained.
When checking the oil level, carefully examine the
NOTE: Installation of a customersupplied ball valve
condition of the oil on the dipstick. Replace the oil any
and pump facilitates draining of the oil pan.
time it appears diluted, thickened by sludge or otherwise
deteriorated. The useful life of the oil depends on a 2. Oil Cooler
number of factors, which include the engine load, a. Remove drain plug at bottom of oil cooler shell
temperature, fuel quality, atmospheric dirt, moisture and midway between inlet and rear bonnets. Install
the level of maintenance. If oil performance problems drain plug after oil has drained.
arise, consult your oil supplier.
b. Open the drain petcocks in oil cooler tubing.
Always pay close attention to engine operating Close the petcocks after oil had drained.
temperatures. If engine jacket water and oil 3. Oil Filter
temperatures are maintained according to engine
specifications, particularly during periods of lightload • Open drain valve under filter housing to drain oil
operation, the problems resulting from condensation of (see Figure 8.053). Remove filter elements from
corrosive vapors in the crankcase can be minimized. housing.
When using an engine oil for which there is no previous
operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well
monitored maintenance program also should be
established for the first year of usage, and the
performance of the engine should be carefully observed
against all external operating conditions. This procedure
will help to determine if the selected oil is really suitable
for your particular operation.
NOTE: If any questions arise with regard to the
foregoing information, call the GE Waukesha Product
Support or Sales Engineering Department.
OIL CHANGE
! WARNING
Allow oil to cool prior to working
Figure 8.053: Drain Valve
on lube oil system components.
Hot oil can cause severe burns.
Wear protective equipment and
use caution while working on
lube oil system components.
Form 100631
8.052 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
NOTE: Extender Series engine fullflow filters are self
draining.
4. When oil has drained, ensure all drain plugs are
reinstalled.
5. See OIL PAN MAINTENANCE on page 8.053
and clean oil pan.
6. See OIL FILL – INITIAL PROCEDURE on page 8.05
1 and fill engine with clean oil (see Table 1.155 VHP
12Cylinder S5 Engine Specifications on page 1.15
13).
7. See OIL FILTER REPLACEMENT on page 8.05
5 and bleed trapped air from oil system.
Figure 8.054: Sight Glass
OIL PAN MAINTENANCE
1
2
5
6
3
7
4
Figure 8.055: Oil Pan Door Assembly
1 Nut 5 ORing
2 Clamp 6 Washer
3 ORing 7 Capscrew
4 Door
NOTE: Since it is necessary to drain the oil pan and oil
! WARNING
system accessories, schedule the cleaning during a
regular oil change interval.
Allow oil to cool prior to working
on lube oil system components. NOTE: Drain oil when warm.
Hot oil can cause severe burns. 1. Drain oil pan, oil cooler, fullflow oil filter and oil
strainer.
2. Loosen oil pan door clamp capscrews (see Figure
Wear protective equipment and 8.055). Rotate assembly about 45° to remove door
use caution while working on from access hole.
lube oil system components.
Form 100631
8.053 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
3. A small pool of oil about 3/4 in. (19 mm) deep will 2. Clean the oil cooler by either mechanical or chemical
normally accumulate on each end of the oil pan means. The selected method largely depends upon
where the casting is recessed. Only a thin film will the type of deposit and the materials available. Any
cover the other internal surfaces. Using absorbent of the following methods may be considered:
cloths, wipe oil pan clean. Thoroughly clean channel a. Backflushing.
that connects both recessed areas.
b. Circulate hot wash oil or light distillate to remove
4. Install oil pan doors. Position each door with rear sludge or other soft deposits.
clamp 45° from vertical position. Insert clamp into oil
pan access hole. Holding door against face of c. Circulate hot, fresh water to remove soft salt
access hole, rotate door until clamp is in horizontal deposits.
position and tighten door clamp capscrew to d. Commercial cleaning compounds may be used
specifications. See Lubrication System in Table to remove sludge or scale not removed by the
1.1512 Critical Engine Torque Values on page 1.15 above methods. If such compounds are used,
19 for specific torque values. then check material compatibility to avoid
5. See OIL CHANGE on page 8.052 and refill engine possible damage.
with proper quantity and grade of oil (see Table e. Use of a highpressure water jet.
1.155 VHP 12Cylinder S5 Engine Specifications f. Scrapers, rotating brushes or other mechanical
on page 1.1513). means. Nylon brushes are preferred over wire
brushes if mechanically cleaning copper alloy
OIL COOLER tubes.
3. If drills are used to open up tubes that are completely
! WARNING plugged, use extreme caution to avoid drilling into
the wall of the tube.
Allow oil to cool prior to working
4. Use only cold fluid for pressuretesting. Hydraulic
on lube oil system components.
pressure may be used to locate split tubes or leaking
Hot oil can cause severe burns.
tubesheet joints. Test rings are required on
removable tube bundles in order to locate leaks.
5. Use a suitable rollertype tube expander to tighten
Wear protective equipment and loose tube joints. Do not roll tubes that are not
use caution while working on leaking, otherwise the tube wall will be unnecessarily
lube oil system components. thinned.
6. Do not blow steam through individual tubes;
localized overheating can result in expansion strain.
7. Fractured tubes or those that cannot be sealed on
the ends may be plugged, although some cooling
NOTE: Inspect the oil cooler regularly. Plugged tubes
performance will be lost.
or scale deposits inhibit the flow of coolant which
reduces oil cooling effectiveness. Clean the oil cooler if NOTE: Schedule the oil cooler cleaning during a
an increase in oil temperature cannot be traced to a regular oil change interval, since it is necessary to drain
malfunctioning auxiliary water pump, loose belts, a faulty the oil pan and oil system accessories.
thermostat or excessive engine load.
The tube bundle assembly fits inside the outer shell of
the oil cooler. The tubes are water passageways
secured to a fixed tubesheet at the inlet bonnet end. The
tubesheet is held in place between the inlet bonnet and
a protruding flange on the oil cooler shell at the inlet
bonnet end. The opposite end of the tube bundle is held
in place by pressure between the rear bonnet and the
packing seals, which encircle the rear tubesheet.
1. Protect all gasket and seal surfaces.
Form 100631
8.054 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
OIL FILTER 3. Remove oil filters (use filter wrench) (see Figure
8.057).
! WARNING
Allow oil to cool prior to working
on lube oil system components.
Hot oil can cause severe burns.
Wear protective equipment and
use caution while working on
lube oil system components.
Oil filters should be replaced whenever the oil is
changed.
When the filter is new, the drop in oil pressure through
the filter is about 2 – 3 psi (14 – 21 kPa) under normal
operating temperatures. Regularly check the differential
pressure gauge located on the filter housing base. When
the pressure differential rises to 12 – 15 psi (83 – 103
kPa), the filter elements are clogged and must be Figure 8.057: Oil Fillers
replaced.
4. Apply a small amount of oil to filter seal. Install filter
OIL FILTER REPLACEMENT and tighten until seal contacts base. Handtighten
one full turn.
1. The engine must be shut down to service the oil
filters. NOTE: The drain valve handle must be in the vertical
(closed) position at all times except to drain oil.
2. Open the filter drain valve to allow oil to drain back
into oil pan. Use sight glass in filter base to verify that 5. Close the drain valve before starting the engine.
the filter base has drained (see Figure 8.056). 6. Operate the prelube system to fill oil filters.
INLINE LUBRICATOR
See INLINE LUBRICATOR on page 11.053 for
information on this component.
Figure 8.056: Drain Valve
Form 100631
8.055 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
MAGNETIC PLUG CYLINDER HEAD MAGNETIC PLUGS
Inspect and clean the oil supply magnetic plug at each
! WARNING oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil supply
Allow oil to cool prior to working fitting (see Figure 8.059).
on lube oil system components.
Hot oil can cause severe burns.
Wear protective equipment and
use caution while working on
lube oil system components.
TURBOCHARGER MAGNETIC PLUG
Inspect and clean the turbocharger magnetic plug at
each oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil supply
fitting at crankcase (see Figure 8.058). Figure 8.059: Magnetic Plug
2. Cylinder head oil supply header has magnetic plugs
on each end (see Figure 8.059).
3. Clean magnetic plug in solvent, if necessary. Wipe
any ferrous metal debris from plugs.
4. Apply Perma Lok Heavy Duty Pipe Sealant with
Teflon to magnetic plug threads. Install and tighten
plug.
OIL PRESSURE ADJUSTMENT
1. Run engine until oil reaches normal stabilized
operating temperature on customersupplied panel
or HMI screen.
2. Locate pressure regulating valve at gear housing
(see Figure 8.0510). Loosen and back off jam nut
(1/2 in. [13 mm]) on adjusting screw.
Figure 8.058: Turbocharger Magnetic Plug
2. Clean magnetic plug in solvent, if necessary. Wipe
plug clean to ensure that all ferrous metal debris is
removed. Install magnetic plug.
Form 100631
8.056 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
Figure 8.0511: YStrainer
1. Drain oil pan and all oil system accessories: oil
Figure 8.0510: Pressure Regulating Valve cooler, fullflow oil filter and oil strainer.
3. Adjust pressure regulating valve to maintain an oil 2. Remove plug from Ystrainer (see Figure 8.0512).
header pressure of 55 psi (380 kPa) with an oil
temperature of 180°F (82°C) and engine fully
loaded. 3 4
1 2
• To increase oil pressure, turn adjusting screw in.
• To decrease oil pressure, turn adjusting screw out.
• Tighten jam nut (1/2 in. [13 mm]) to lock setting of
adjusting screw.
PRELUBE YSTRAINER
! WARNING
5
Allow oil to cool prior to working
on lube oil system components.
Figure 8.0512: YStrainer Components
Hot oil can cause severe burns.
1 Plug 4 To Prelube Pump
2 Screen 5 From Oil Pan
Wear protective equipment and 3 Strainer Body
use caution while working on 3. Pull out cylindrical steel mesh screen.
lube oil system components.
4. Flush screening element in a nonvolatile cleaning
solution or solvent.
NOTICE
Clean the Ystrainer screen at each oil change (see Highpressure compressed air may damage the
Figure 8.0511). Proceed as follows: screening element.
Form 100631
8.057 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
! WARNING ! WARNING
Never use your hand to check Always stop the unit before
for leaks or determine airflow cleaning, servicing or repairing
rates when using compressed the unit or any driven
air. Compressed air can pierce equipment.
the skin.
Wear protective equipment to Use caution during initial
protect your skin. Wear safety inspection of the centrifugal
glasses to shield your eyes from filter prior to the unit being
flying dirt and debris. installed. The rotor vanes are
sharp. Wear protective gloves.
Hot oil can cause severe burns.
Allow oil to cool prior to working
5. Dripdry screen or use lowpressure compressed on oil system components.
air. Wear protective equipment and
6. Inspect screen for tears or holes. Replace if use caution while working on oil
damaged. system components.
7. Slide screen back into Ystrainer.
8. Apply Perma Lok Heavy Duty Pipe Sealant with
Teflon or equivalent onto male threads of plug and
female threads of Ystrainer body.
9. Install plug into Ystrainer and tighten.
CENTRIFUGAL OIL FILTER
Initial centrifuge servicing should be about 4 weeks after
startup, sooner if the oil is heavily contaminated. Make
sure that the thickness of the dirt deposit inside the rotor
does not exceed approximately 1.38 in. (35 mm). Noting
the buildup will help in establishing a cleaning interval.
Under normal operating conditions, the centrifuge
should be cleaned and its paper insert removed at every
scheduled oil change, or as experience dictates. The
engine must be shut off before any maintenance is
performed on the centrifugal oil filter. See
CENTRIFUGE MAINTENANCE on page 8.058 for
proper procedures.
Figure 8.0513: Centrifugal Oil Filter
CENTRIFUGE MAINTENANCE
1. Stop the flow of oil to the centrifuge by either
stopping the engine or closing the centrifuge
isolating valve (if fitted). Ensure the centrifuge has
come to a complete stop before proceeding.
2. Remove the band clamp, unscrew the cover nut and
remove the centrifuge cover assembly.
Form 100631
8.058 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
3. Allow the oil to drain out of the rotor assembly. This
process may be assisted by raising the rotor on the 2 1
spindle. Withdraw the rotor assembly vertically 3
upward from the spindle. Remove the rotor and
replaced it on the spindle with care in order to ensure 4
that the rotor bearings are not damaged.
5
4. Secure the rotor assembly on the rotor disassembly
tool. Unscrew the rotor cover nut and separate the
rotor cover from the rotor body. 6
5. Remove the standtube.
6. Use a spatula to remove sludge deposits from the
inside of the rotor cover. Clean the rotor components 7
using a suitable cleaning fluid. Ensure that all rotor
components (including the two nozzles located in
the rotor body) are thoroughly cleaned and free from
13
debris before reassembly. 8
7. Examine the rotor assembly Oring for damage and
replace it if necessary.
8. Fit a new paper insert into the rotor cover. 12
9. Reassemble the rotor assembly, ensuring that the 9 10 11
rotor cover slot and rotor body pin are aligned. Do
not interchange rotor covers. Figure 8.0514: Centrifugal Oil Filter Components
10. Replace the rotor on the spindle and check to ensure
1 Cover Nut 8 Centrifuge Body
that the rotor spins freely. ORing
2 Pin
11. Examine the centrifuge body Oring for damage and 3 Cover ORing 9 Shuttle
replace it if necessary. 4 Cover Nut Tube 10 Spring
12. Replace the centrifuge cover and fasten the 5 Rotor Cover Nut 11 Base Gasket
centrifuge cover nut handtight. 6 Paper Insert 12 COV Washer
7 Rotor ORing 13 Plug
13. Replace the band clamp and tighten handtight. The
band clamp must be securely fitted during operation
of the centrifuge.
14. With the centrifuge running, check all joints for leaks.
Form 100631
8.059 © Copyright 2018, General Electric Co.
LUBRICATION SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
8.0510 © Copyright 2018, General Electric Co.
EXHAUST SYSTEM
SECTION 9.00
EXHAUST SYSTEM DESCRIPTION
EXHAUST MANIFOLDS
! WARNING
Each watercooled exhaust manifold assembly is
Do not inhale engine exhaust composed of six individual segments (see Figure
gases. Do not open exhaust 9.001). One exhaust manifold segment is joined to the
system while the engine is next by a manifold pilot. The exhaust port of each
running. Exhaust gases are cylinder head is connected to one waterjacketed
highly toxic. segment of the exhaust manifold. Exhaust gas flows
through the exhaust manifold to the turbocharger
turbine.
EXHAUST SYSTEM COMPONENT
DESCRIPTION
NOTICE
Removal of exhaust heat shields will result in reduced
service life on engine components.
The exhaust system consists of the following
components:
• Turbochargers – see TURBOCHARGER SYSTEM
DESCRIPTION on page 6.001 2
1
• Exhaust Manifolds
• Exhaust Thermocouples
• Exhaust Wastegates – see TURBOCHARGER Figure 9.001: Exhaust Manifold and Water Outlet Elbows
SYSTEM DESCRIPTION on page 6.001
1 Exhaust Manifold 2 Water Outlet Elbow
• Exhaust Piping and Flexible Connections
(customersupplied)
Form 100631
9.001 © Copyright 2018, General Electric Co.
EXHAUST SYSTEM DESCRIPTION
EXHAUST THERMOCOUPLES One thermocouple is mounted in the exhaust port of
each exhaust manifold segment to measure the
Thermocouples are used to monitor engine exhaust
temperature of the exhaust exiting the respective
temperatures. High exhaust temperatures greatly
cylinder head (see Figure 9.002). One thermocouple is
increase the potential for detonation and have a direct
also mounted before each turbocharger and reflects the
impact on the life of many engine components.
exhaust temperature of the cylinder bank (an average of
the exhaust temperatures of each individual cylinder).
2
3
1
13 4
12 9 7 5 3 1
10 5
14
11 10 8 6 4 2
6
8
14 13 12 11 10 98 7 6 54 3 2 1
Figure 9.002: Exhaust Thermocouples Arrangement – 12Cylinder Engines
1 Turbo Exhaust Inlet Elbow 6 Thermocouple Conduit
2 Left Bank 7 Right Bank
3 Exhaust Manifold Section 8 Thermocouple Leads
4 Exhaust Thermocouple 9 Retaining Clip
5 Front 10 Rear
The leads from the exhaust thermocouples enter a
thermocouple conduit. Exiting the conduit through a
flexible cable, the wires lead into side of the STU module
and read at the HMI.
Form 100631
9.002 © Copyright 2018, General Electric Co.
SECTION 9.05
EXHAUST SYSTEM MAINTENANCE
Before performing any service, maintenance or repair EXHAUST SYSTEM TEMPERATURE MONITORING
procedures, review SAFETY on page 1.051 and
Exhaust temperatures can be an important diagnostic
RIGGING AND LIFTING ENGINES on page 1.101.
tool, but there are differences found between rich and
lean burn engines:
EXHAUST SYSTEM MAINTENANCE
• Rich Burn – Very rich mixture will lower exhaust
EXHAUST SYSTEM BACKPRESSURE temperature, and a very lean mixture will also lower
MEASUREMENT exhaust temperature.
• Lean Burn – Very rich mixture will raise exhaust
Monitor the exhaust system backpressure regularly. The
temperature.
maximum backpressure must not exceed specification.
• Both Systems – Very low temperatures are an
See Exhaust System in Table 1.155 VHP 12Cylinder indication of misfiring.
S5 Engine Specifications on page 1.1513 for exhaust
system backpressure values. NOTE: Verification of proper thermocouple readings is
essential.
1. Measure 12 in. (305 mm) downstream from mating
flange of GE Waukeshasupplied flexible exhaust The maximum exhaust temperature variation across the
connection. Measurement must be taken before entire engine should be within 100°F (47°C) for all
silencer or catalyst, if provided, and should be away models.
from any bend or elbow in exhaust piping. At this
Normal exhaust temperatures are modeldependent:
point, drill and tap a 1/4 in. NPT hole in the customer
that is, air/fuel ratio and loaddependant, naturally
supplied exhaust piping.
aspirated, turbocharged, lightly loaded, heavily loaded
2. Install tubing connector in tapped hole. Use only and ignition timing all affect the exhaust temperature.
noncorroding stainlesssteel fittings. See the GE Waukesha Gas Engine Technical Data
3. Connect one end of water manometer to connector, manual for specific details.
and vent free end to atmosphere. Manometer line NOTE: Since air/fuel ratio, ambient air temperature and
fitting must not protrude beyond inner surface of many other factors may affect exhaust gas
exhaust pipe, or an inaccurate reading may result. temperatures, call the GE Waukesha Field Service
4. Measure exhaust backpressure at rated speed and Department if additional information is required.
load. Corrective action must be taken if
Check engine exhaust temperatures for each cylinder
backpressure exceeds specified limit.
daily. Monitor the exhaust temperatures when the
5. Excessive exhaust backpressure may be due to one engine is running at rated speed and load.
or more of the following conditions:
• Undersized piping EXHAUST SYSTEM INSPECTION
• Elbows, bends or sudden enlargements in piping 1. Inspect exhaust manifolds and exhaust piping for
leaks.
• Plugged catalyst
2. Record exhaust manifold temperatures for
• Pipe obstructions reference.
• Exit losses
Form 100631
9.051 © Copyright 2018, General Electric Co.
EXHAUST SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
9.052 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM
SECTION 10.00
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM BREATHER PRESEPARATOR
COMPONENT DESCRIPTION The breather preseparator is located on the crankcase
The purpose of the crankcase breather system is to at the inlet breather tube connection (see Figure
maintain a slight negative pressure in the crankcase. 10.001).
The negative pressure rids the crankcase of harmful
water vapors and combustion gases, and helps to 1
prevent sludge buildup and oil contamination.
Maintaining a negative crankcase pressure is important
to prevent oil leaks and vacate harmful vapors, but too
much vacuum pulls in environmental dust and dirt.
Vacuum lines from both turbocharger compressors
create the draw past engine seals that pulls the gases
from the crankcase. The gases go through a pre
separator and main (coalescing) separator to remove oil
vapor from the gases prior to being drawn into the
engine. The separated oil is returned to the crankcase
though a return tube which contains a oneway check
valve that prevents backflow of oil and/or vapor back into
the separator. The crankcase pressure is regulated by
the pressure regulator valve so the specified negative
pressure in the crankcase is maintained.
The components of the crankcase breather system are
as follows:
• Breather preseparator 2
• Crankcase pressure regulator valve
• Breather separator assembly Figure 10.001: Breather PreSeparator Screen Removal
• Breather check valve 1 Breather Inlet Tube 2 Breather
• Breather insulation blanket to Crankcase PreSeparator
Pressure Regulator
• Breather system tubing Valve
The crankcase pressure relief valves are not part of the The preseparator allows vapors to be vented from the
crankcase breather system. They control crankcase crankcase. It also serves to stop a portion of the oil
pressure rise in the event of a crankcase explosion. carried by these vapors from reaching the oil separator.
As the oil mist and vapors pass out of the crankcase, the
expanded metal elements in the preseparator restrict
the flow of much of the oil, dropping the surplus back into
the oil pan.
Form 100631
10.001 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE PRESSURE REGULATOR VALVE The breather separator is wrapped with an insulation
blanket. This blanket prevents any moisture from the
The crankcase pressure regulator valve is connected to
crankcase vapor from freezing. It also improves blowby
the oil separator inlet piping. The crankcase pressure
gas entrained oil separation efficiency. This blanket
regulator valve automatically adjusts to compensate for
must remain installed (see Figure 10.003).
variations in crankcase pressure due to changes in
engine speed and load to maintain crankcase pressure
to specified levels. See Crankcase Breather System in
Table 1.155 VHP 12Cylinder S5 Engine
Specifications on page 1.1513. The valve assembly
within the crankcase pressure control valve is adjusted
to move up and down in response to turbocharger
source vacuum. This movement opens or closes the
through passage in the valve regulating the volume of air
drawn from the crankcase (see Figure 10.002).
Figure 10.003: Breather Separator Blanket
2
NOTICE
Breather system components and routing have been
specifically designed for this engine and should not be
modified. The breather separator oil drain must exit
below oil pan oil level. The oil pan oil level must be kept
at the FULL mark at all times.
BREATHER CHECK VALVE
Figure 10.002: Breather PreSeparator and Valve The check valve is located at the base of the drain tube.
It allows oil to return to the engine from the separator but
1 Crankcase 2 Breather Separator prevents backflow of oil or vapor.
Pressure Regulator Assembly
Valve
BREATHER SEPARATOR ASSEMBLY
The breather separator assembly is a canister with a
replaceable coalescing element that condenses oil
vapor into liquid form so it can be transferred back to the
crankcase. The crankcase vapors are drawn from the
breather by the turbocharger compressor into the air
induction system and are burned in engine combustion.
Form 100631
10.002 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM DESCRIPTION
Figure 10.004: Breather Check Valve
Figure 10.005: Crankcase Pressure Relief Valve
CRANKCASE PRESSURE RELIEF VALVES
(OPTIONAL) The possibility of combustion is prevented since no
oxygen is allowed to enter the crankcase to support new
! WARNING combustion. The valve does not prevent crankcase
combustion but reduces peak pressures, thereby
minimizing damage.
The number of crankcase
pressure relief valves used on The valve incorporates an internal flame trap to retard
the engine depends on the the emission of flame while the valve is venting. The
volume of the crankcase. Never flame trap is of an oilwetted wire gauze design. The
operate the engine without all cooling capacity of the gauze is doubled when oil
valves on the engine. The ability wetted, a condition caused by the oil mist that normally
of the system to function is exists in the crankcase or by oil spray from the
dependent upon the proper connecting rod bearings. The valve incorporates the
number of relief valves. Do not flame trap as a single unit, and the Oring construction
operate without the proper type eliminates oil leakage.
and number of relief valves, or
The crankcase pressure relief valves are an important
without the relief valves being
part of the engine safety system and must be properly
properly maintained.
maintained. Combustion may occur in the crankcase
when a localized hot spot brings the oil mist above the
Crankcase pressure relief valves are used as a safety flash point temperature (approximately 375° – 480°F
precaution (see Figure 10.005). The valves open fully [191° – 249°C]). If the crankcase is not fitted with the
when the pressure in the crankcase exceeds the preset proper type and number of relief valves or if these relief
specification and close tightly and quickly to prevent the valves are not properly maintained, the oil pan doors
inflow of air after the internal pressure has been relieved. may be blown off and a secondary explosion of greater
intensity might take place, resulting in death or damage
to property.
NOTE: Placement of the pressure relief valves may
vary due to other enginemounted accessories.
Form 100631
10.003 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM DESCRIPTION
This Page Intentionally Left Blank
Form 100631
10.004 © Copyright 2018, General Electric Co.
SECTION 10.05
CRANKCASE BREATHER SYSTEM MAINTENANCE
Before performing any service, maintenance or repair
procedures, review SAFETY on page 1.051 and 1
RIGGING AND LIFTING ENGINES on page 1.101.
NOTE: After cleaning, servicing or replacing any
component of the crankcase breather system, recheck
the crankcase pressure to verify that it is within
specification and that all system components are
functioning properly.
BREATHER PRESEPARATOR SCREEN
BREATHER PRESEPARATOR SCREEN REMOVAL
1. Remove the breather inlet tube from the crankcase
pressure regulator valve and remove the two
capscrews attaching the tube to the crankcase to
access the breather preseparator screen (see
Figure 10.051).
Figure 10.051: Breather PreSeparator
1 Breather Inlet Tube 2 Breather
to Crankcase PreSeparator
Pressure Regulator
Valve
2. Remove capscrews, lock washers and gaskets, and
remove the breather preseparator screen assembly
from top of cylinder block.
3. Preseparator screen inspection and cleaning
should be accomplished at 40,000 hours or major
engine overhaul, whichever is sooner.
Form 100631
10.051 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM MAINTENANCE
BREATHER PRESEPARATOR SCREEN CLEANING 5. Fasten breather preseparator screen, breather inlet
AND INSPECTION tube and breather transition assembly to top of
cylinder block with lock washers and capscrews.
! WARNING
CRANKCASE PRESSURE REGULATOR
Always read and comply with VALVE
the manufacturer’s instructions
and warnings on the container While there is no manual adjustment of the crankcase
when using cleaning solvent. pressure regulator valve, it should be inspected any time
Cleaning solvents may be toxic the crankcase pressure is not within the specified level.
or flammable. Keep away from See MAINTENANCE SCHEDULE on page 13.001
heat or flame. Always use for service interval. Inspect for proper operation of the
approved cleaning solvents in a diaphragm and valve assembly. Clean any
wellventilated area. Do not use accumulation of dirt, grit or sludge that could prevent free
gasoline, paint thinners or other movement of the valve assembly. Verify the vent holes
highly volatile fluids for at the top of the valve body are open. Blockage of these
cleaning. holes will prevent the valve from operating properly.
NOTE: A Diaphragm Service Kit is available. The kit
includes the diaphragm and valve assembly as well as
1. Wash screen in a nonvolatile cleaning solution or the valve body Oring.
solvent, if necessary.
1. Pull up on the clips while holding the valve body.
2. Remove breather preseparator screen and
breather tube assembly.
! WARNING
Never use your hand to check
for leaks or determine airflow
rates when using compressed
air. Compressed air can pierce
the skin.
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
Figure 10.052: Crankcase Pressure Regulator Valve
3. Dry screening element from inside out using low 2. Remove the valve body.
pressure compressed air.
BREATHER PRESEPARATOR SCREEN
INSTALLATION
1. Position a new gasket over the breather pre
separator hole on crankcase. Verify gasket surfaces
are clean and completely free of grease and oil.
2. Install breather preseparator screen in cylinder
block.
3. Install new gasket on top of breather preseparator
screen.
4. Install breather separator tubing.
Form 100631
10.052 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM MAINTENANCE
Figure 10.053: Valve Body Figure 10.055: Diaphragm and Valve Assembly
3. Inspect the diaphragm for tears and deterioration. 6. Inspect the Oring in the valve body. Replace if
Replace the assembly if it is damaged. necessary.
Figure 10.054: Diaphragm Figure 10.056: ORing
4. Inspect the two small holes located at the edge of the 7. Install the diaphragm and valve assembly into the
valve. The holes must be open and free from and dirt valve body. Align the web located between the two
or grit. slots in the tube of the assembly with the center of
5. Remove the diaphragm and valve assembly. The the opening of the inlet and outlet flanges. Position
tube of the assembly must move freely within the the diaphragm on top of the valve body.
valve body. Clean the tube and the valve body if 8. Align the valve body with the valve cover. Latch the
necessary. clips.
BREATHER SEPARATOR ASSEMBLY
See MAINTENANCE SCHEDULE on page 13.001
for service interval.
NOTE: An Element Service Kit is available. The kit
includes the separator element, canister sealing gasket
and two butterfly seals. A Canister Service Kit is
available. The kit includes a canister with clips.
1. To replace the separator element, remove the drain
tube from bottom of the canister.
2. Remove the canister insulation jacket.
Form 100631
10.053 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM MAINTENANCE
3. Pull up on the clips while holding the canister (see
Figure 10.057). Remove the canister.
1 Figure 10.059: Sealing Gasket
10. Align the canister with the breather separator head.
Figure 10.057: PreSeparator Canister Clips Latch the clips.
11. Install the drain tube to the bottom of the canister.
1 Drain Tube 2 Clips
12. Install the insulation jacket.
4. Remove and discard the separator element, two
butterfly seals and canister sealing gasket from RETURN LINE CHECK VALVE
breather separator head.
Open the valve and clean any sludge or deposits (this is
5. Clean the inside of the canister and inspect for done when replacing the separator element).
damage.
6. To install new separator element, position one CRANKCASE PRESSURE RELIEF VALVES
butterfly seal around boss at bottom of the canister. (OPTIONAL)
! WARNING
The number of crankcase
pressure relief valves used on
the engine depends on the
volume of the crankcase. Never
operate the engine without all
valves on the engine. The ability
of the system to function is
dependent upon the proper
number of relief valves. Do not
operate without the proper type
and number of relief valves, or
without the relief valves being
Figure 10.058: Butterfly Seal properly maintained.
7. Position the separator element in the canister.
8. Place the second butterfly seal on the breather
See MAINTENANCE SCHEDULE on page 13.001
separator head.
for service interval. If removed, replace crankcase
9. Place the canister sealing gasket in groove of the pressure relief valves in the same positions as installed
breather separator head. (see Figure 10.0510).
Form 100631
10.054 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM MAINTENANCE
2. Connect one end of manometer to connector, and
vent the free end to the atmosphere (see Figure
10.0512).
1
3
Figure 10.0510: Crankcase Pressure Relief Valve
1. Shut down the engine and allow it to cool. 4
2. Lift the valve off its seat to verify the plate is free to
move.
Figure 10.0512: Manometer
CRANKCASE PRESSURE CHECK
1 Vent 3 To Crankcase
(PREFERRED METHOD)
2 Shutoff Valves 4 Manometer
A negative crankcase pressure must be maintained.
3. Measure crankcase pressure and perform all
See ENGINE SPECIFICATIONS on page 1.1513.
pressure adjustments while engine is operating at
NOTE: Measure the crankcase pressure as specified rated speed and load (see CRANKCASE
or more often if necessary. See MAINTENANCE PRESSURE RELIEF VALVES (OPTIONAL) on
SCHEDULE on page 13.001 for maintenance page 10.054).
interval information. 4. When complete, remove manometer line and tube
1. Remove pipe plug from oil level gauge support and connector. Install pipe plug.
install a 1/8 in. NPT tube connector (see Figure
10.0511).
Figure 10.0511: Typical Water Manometer Connection
1 Oil Level Gauge 2 Install Water
(Dipstick) Manometer Tube
Form 100631
10.055 © Copyright 2018, General Electric Co.
CRANKCASE BREATHER SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
10.056 © Copyright 2018, General Electric Co.
STARTING AND CHARGING SYSTEMS
SECTION 11.00
AIR / GAS STARTER DESCRIPTION
COMPONENT DESCRIPTION
START SYSTEM
• PilotOperated Starter PreEngage Valve/Starter
Motor (customersupplied)
• Starter Motor
! WARNING
From the bulkhead, all gas
vented from the system must be
piped to a safe area in
conformance with all applicable
codes.
Figure 11.001: Electric Starter Motor
NOTICE STARTER MOTOR – AIR / GAS
Oil drains back into the oil sump after engine The air/gas pressure causes the starter pinion to shift
shutdown, leaving a minimal amount of oil at key wear into engagement with the flywheel ring gear and
points. Since the crankshaft starts to turn before the activates the starter motor (see Figure 11.002 and
oil pump begins to circulate oil, failure to prelube the Figure 11.003) to crank the engine.
engine will result in “dry” starts, resulting in bearing
damage and an accelerated wear rate.
STARTER MOTOR – ELECTRIC START
This system functions in much the same way as the
air/gas starting system, with the difference being the use
of electric starting motors (see Figure 11.001). An
additional solenoid is added to the system to replace the
signal normally provided by air/gas pressure.
Form 100631
11.001 © Copyright 2018, General Electric Co.
AIR / GAS STARTER DESCRIPTION
PILOTOPERATED STARTER PREENGAGE
VALVE / STARTER MOTOR – CUSTOMER
SUPPLIED
The pilotoperated starter preengage valve opens to
admit air from a branch of the main air/gas supply line.
The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear. Movement
of the pinion to the engage position opens a passageway
for air pressure to pass through to the pilotoperated
starter valve(s). The pilotoperated starter valve(s) open
to admit air from another branch of the main air/gas
supply line, which activates the starter motor to crank the
engine (see Table 11.001).
Table 11.001: Air Valve Inlet Pressures and Pilot
Pressures to Shift
INLET PILOT TO SHIFT
35 psi (241 kPa) 23 psi (159 kPa)
50 psi (345 kPa) 25 psi (172 kPa)
95 psi (655 kPa) 34 psi (234 kPa)
Figure 11.002: Air / Gas Starter Connections
105 psi (724 kPa) 36 psi (248 kPa)
145 psi (1000 kPa) 43 psi (296 kPa)
155 psi (1069 kPa) 45 psi (310 kPa)
NOTE: Pilot pressure must be sufficient in order for the
pilotoperated prelube valve to function.
Figure 11.003: Air / Gas Starter
Form 100631
11.002 © Copyright 2018, General Electric Co.
AIR / GAS STARTER DESCRIPTION
Figure 11.004: Schematic – Pneumatic Control System for Air / Gas Start and Prelube
Form 100631
11.003 © Copyright 2018, General Electric Co.
AIR / GAS STARTER DESCRIPTION
AIR STARTER PRINCIPLE OF OPERATION
The engine uses one turbinetype air starter (see Figure With an electrical control signal, starter supply air
11.005). The turbine starter consists of the following present at the solenoid valve flows through a control air
components: line to the rear tapped port (IN) and actuates a piston.
The piston compresses the piston spring and moves the
• Starter Motor
drive pinion gear forward to engage/mesh the flywheel
• Air Inlet Connection ring gear. The gear engagement occurs prior to
• Integrated Starter Relay Valve and Controls, which admission of supply air to the turbine motor (pre
include: engagement) prior to admission of supply air to the
turbine motor (preengagement).
– Integral Valve Inlet Filter Screen
– Control Air Solenoid If the pinion gear fails to engage the ring gear, the starter
pinion gear will reindex 1/2° when retracting so
– Control Air Lines engagement will be near 100% on the next start attempt.
• Starter Exhaust Muffler (optional)
Once the drive pinion is fully engaged to the flywheel ring
The turbine starter is powered by a twostage turbine gear, the forward port is uncovered allowing the air
motor, which is designed for air operation. Starter signal to exit the starter through the forward tapped port
lubrication is selfcontained grease packed gears and (OUT) to APP port on the main starter relay valve. The
bearings. External lubrication is not required. main starter relay valve opens and allows supply air to
flow through the turbine motor, starting the cranking
The output speed of the turbine is reduced by internal
cycle. Cranking will continue as long as the starter relay
planetary gearing. The planetary gearing drives a
valve is open.
greaselubricated, secondary spurgear set. The
secondary drive gear turns the output shaft (and pinion If the engine starts running and the starter remains
gear) of starter. engaged to the engine, an internal overrunning clutch
in the starter will prevent overspeed to the starter turbine
rotor, preventing damage. The overrunning clutch will
wear over time. Proper operation will have the starter
1 2 disengaging as soon as the engine is running.
Once the electrical signal to the solenoid is interrupted,
the solenoid closes and the air signal bleeds off from
behind the piston allowing the pinion gear to disengage.
A regulated main air supply pressure of up to 150 psi
(1034 kPa) is required for operation of the turbine starter.
The starter is rated for a dynamic pressure maximum of
150 psi (1034 kPa) measured at the starter inlet (at
Pressure Check Port) while the starter is running. For
maximum starting air efficiency, minimizing flow/
3 pressure losses through the air system piping/regulator
is recommended. Use 2 in. (51 mm) air supply piping and
full flow 2 in. (51 mm) manual (shutoff) valves. Air
Figure 11.005: Turbine Starter (Typical) pressure regulators should have a Cv factor of 40 or
greater.
1 Starter Relay Valve 3 Air Inlet
2 Starter Motor For repair and service information on the turbine starter,
contact: TDI Tech Development, 6800 Poe Avenue, PO
Box 13557, Dayton, OH 454130557.
Form 100631
11.004 © Copyright 2018, General Electric Co.
SECTION 11.05
STARTING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair
procedures, review SAFETY on page 1.051, RIGGING
AND LIFTING ENGINES on page 1.101 and the
following safety messages.
STARTING SYSTEM MAINTENANCE
! WARNING
From the bulkhead, all gas
vented from the system must be
piped to a safe area in
compliance with all applicable
codes.
Figure 11.051: Electric Starter Motor
ELECTRIC STARTER SYSTEM MAINTENANCE
! WARNING
Always disconnect electrical
power during inspection of
electrical components.
Inspect the starter motor and wiring for loose
connections or frayed insulation (see Figure 11.051).
Form 100631
11.051 © Copyright 2018, General Electric Co.
STARTING SYSTEM MAINTENANCE
BATTERY MAINTENANCE BATTERY INDICATED STATE OF CHARGE
NOTE: The battery must be fully charged for several
! WARNING hours before testing. If batteries have been receiving a
charge current within the previous few hours, the open
Comply with the battery circuit voltage may read misleadingly high. The surface
manufacturer’s charge must be removed before testing. To remove
recommendations for surface charge, the battery must experience a load of 20
procedures concerning proper amps for 3plus minutes.
battery use and maintenance. 1. Use a temperaturecompensated hydrometer to
Batteries contain sulfuric acid measure the electrolyte specific gravity readings in
and generate explosive each cell. Record the readings.
mixtures of hydrogen and 2. Measure the opencircuit voltage across the
oxygen gases. Keep any device terminals. Record the reading.
that may cause sparks or flames
away from the battery to prevent 3. Using the recorded values, determine the state of
explosion. charge (see Table 11.051).
4. See Table 14.052 troubleshooting chart.
Always wear protective glasses
or goggles and protective The state of charge listed is an approximation. The
clothing when working with relationship between state of charge and voltage varies
batteries. You must follow the by CCA rating and size. Voltage below 11.90 V may
battery manufacturer’s mean that the battery has a shorted cell or that the plates
instructions on safety, are sulfated and cannot accept a charge. See Table
maintenance and installation 11.051.
procedures.
Table 11.051: Determining State of Charge
STATE OF SPECIFIC
NOTE: Perform an external inspection of the battery VOLTAGE
CHARGE GRAVITY
before checking the indicated state of charge to verify
that the battery is in good physical condition. 12.70 & above 100% 0.280
12.50 75% 0.240
EXTERNAL INSPECTION
12.30 50% 0.200
Periodically inspect batteries and determine their 12.10 25% 0.170
condition. The cost of replacing other components, if
they have been damaged by electrolyte corrosion, could 11.90 & below Discharged 0.140
be alarmingly high and accidental injuries could ensue. Table 11.052: Cranking Amps – Commercial Batteries
Any batteries that have cracks or holes in the container,
cover or vents, through which electrolyte will leak, should 4D 8D
be replaced. Batteries contaminated with electrolyte
CCA @ 0°F
(caused by overtopping with water), which have 1000A 1300A
(18°C)
corroded terminal posts or low electrolyte levels, have
been neglected. CA @ 32°F (0°C) 1200A 1560A
2. Verify electrolyte levels are correct. CCA = Cold Cranking Amps
CA = Cranking Amps
3. See Table 14.052 Battery Troubleshooting on page RC = Reserve Capacity
14.054.
Form 100631
11.052 © Copyright 2018, General Electric Co.
STARTING SYSTEM MAINTENANCE
AIR / GAS STARTER
! WARNING
1
Always disconnect electrical
power during inspection of
electrical components or the
starter solenoid.
A regulated maximum air supply pressure of up to 2
150 psi (1,034 kPa) is required for the airdriven starter
motor. The air inlet pipe diameter should be 2 in. (50.8
mm).
Figure 11.052: Inline Lubricator
STARTER INSPECTION
1 Inline Lubricator 3 Prelube Pump
1. Blow down air storage reservoirs as required.
2 Prelube Motor
NOTE: Blowdown is necessary to prevent the buildup
of water in the tanks and to eliminate or at least reduce NOTICE
the formation of rust and scale in the air starting system.
The lubricator is intended for systems using dry, clean
2. Before starting engine, bleed off some compressed
natural gas. Any appreciable amount of hydrogen
air to help keep moisture from condensing inside air
sulfide (H2S), particularly when combined with
starting system.
moisture, will cause corrosion and adversely affect the
INLINE LUBRICATOR lubricator and its operation.
From the point of use, some oil mist may escape into
! WARNING the surrounding atmosphere. Users are referred to
OSHA safety and health standards for limiting oil mist
If highpressure gas is used to contamination and use of protecting equipment.
drive the air/gas prelube pump
The maximum operating temperature of the lubricator
motor, be sure to vent the motor
is 175°F (79°C).
exhaust to a safe area in
conformance with all applicable
codes.
The inline lubricator injects oil into a stream of
compressed air/gas to provide internal lubrication for the
air/gasoperated prelube pump motor (see Figure
11.052).
Form 100631
11.053 © Copyright 2018, General Electric Co.
STARTING SYSTEM MAINTENANCE
Oil Fill 3. Inspect Oring on neck of oil reservoir for tears, cuts
or general deterioration. Replace as necessary.
Check the level of the inline lubricator daily. The oil level
must always be visible in the sight glass. Refill as follows: 4. Install bleed plug in lubricator housing cover.
1. With inlet pressure shut off, slowly loosen oil fill plug Adjustments
located in lubricator housing cover (see Figure
11.053). Loosening plug will expose a bleed orifice Periodically check the lubricator drip rate. If the prelube
capable of reducing oil reservoir pressure. pump motor exhaust is oilfree or contains an excessive
amount of oil, manual adjustment is necessary.
1. Locate oiler adjusting screw located at top of sight
1 feed dome.
2. Pull lock ring on adjusting screw upward to release
drip rate setting.
2
3. Adjust drip rate only when there is a constant rate of
8 3
air/gas flow through the lubricator. Oil drops are
4 atomized by air/gas flowing through the lubricator
throat. Monitor drip rate through sight feed dome. All
oil drops visible in the dome are delivered to the
prelube pump motor.
4. Adjust lubricator to provide a light oil vapor at prelube
motor exhaust (about four to five drops per minute).
Turn adjusting screw clockwise to decrease drip
7 rate; turn screw counterclockwise to increase it.
5
5. Push lock ring on adjusting screw downward to lock
drip rate setting.
6. Monitor prelube pump motor for a few days following
adjustment. Readjust drip rate if necessary.
6
Cleaning
Clean inline lubricator as required.
Figure 11.053: Inline Lubricator 1. With inlet pressure shut off, slowly loosen oil fill plug
in lubricator housing cover. Loosening plug will
1 Oiler Adjusting 5 Reservoir Level
expose a bleed orifice capable of reducing oil
Screw Sight Glass
reservoir pressure. Remove oil fill plug.
2 Sight Feed Dome 6 Drain Plug
3 Vent Plug 7 8 oz (0.2 L) 2. Remove drain plug at bottom of reservoir. Drain the
4 Air/Gas Outlet Reservoir oil.
8 Air/Gas Inlet 3. Unscrew reservoir from lubricator housing cover.
4. Inspect Oring on upper lip of reservoir for cuts or
NOTICE general deterioration. Replace as necessary.
Ensure that oil level of the inline lubricator is always
visible in the sight glass. DO NOT OVERFILL the
reservoir.
2. Twist to remove reservoir body and fill to proper
level. DO NOT OVERFILL. Oil level must always be
visible in sight glass. Use proper grade of oil. Add
SAE 10W oil at 32°F (0°C) and above. Use No. 2
Diesel Oil when ambient temperatures fall below
32°F (0°C).
Form 100631
11.054 © Copyright 2018, General Electric Co.
STARTING SYSTEM MAINTENANCE
! WARNING
Never use your hand to check
for leaks or determine airflow
rates when using compressed
air. Compressed air can pierce
the skin.
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
5. Clean reservoir using soap and water. Dry parts and
blow out internal body passages using clean, dry
compressed air.
6. Inspect all parts carefully. Replace any damaged
parts.
7. Install reservoir onto lubricator housing cover and
fully tighten reservoir until it stops (approximately
five turns). Unscrew reservoir no more than one full
turn to position sight glass for best visibility.
8. Inspect Oring on neck of oil fill plug for cuts or
general deterioration. Replace as necessary. Install
plug in lubricator housing cover.
9. Install drain plug at bottom of lubricator reservoir.
10. Fill lubricator reservoir with proper grade and
amount of oil. See Oil Fill on page 11.054 to fill inline
lubricator.
11. Periodically check drip rate. Readjust if necessary
(see Adjustments on page 11.054).
Form 100631
11.055 © Copyright 2018, General Electric Co.
STARTING SYSTEM MAINTENANCE
This Page Intentionally Left Blank
Form 100631
11.056 © Copyright 2018, General Electric Co.
SECTION 11.10
ALTERNATOR
VHP S5 engines have an optional 24volt alternator. This • Keep belts at the proper tension. New belts will stretch
alternator can be used to run accessories or recharge shortly after installation. Loose belts will slip, causing
starting system batteries. power loss and heat buildup. Belts that are too tight
will deteriorate rapidly and wear out engine shaft
The alternator option is driven from a pulley installed on
bearings.
the crankshaft (see Figure 11.101).
• To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt over
a pulley.
INSPECTION OF ALTERNATOR BELTS
Every year the alternator belts must be inspected;
however, the frequency of inspection is determined
largely by the type of operating conditions. Highspeed
operation, high temperatures, and dust and dirt all
increase wear.
NOTE: The alternator uses two drive belts to increase
belt life and ensure reliability. These belts are a matched
set and must be replaced as a pair to ensure proper
operation.
! WARNING
Figure 11.101: Alternator
The alternator uses two drive belts to increase belt life Always stop the engine before
and ensure reliability. cleaning, servicing or repairing
NOTE: These belts are a matched set and must be the engine or any driven
replaced as a pair to ensure proper operation. equipment.
ALTERNATOR BELTS Always install the safety guards
after completing any service
ALTERNATOR VBELT MAINTENANCE operation. Never operate the
engine with the safety guards
• Always use new, matching belt sets.
removed.
• When replacing belts, always replace the entire set of
belts, not just the ones that look worn. This will ensure
proper belt operation.
1. Remove the guarding from the alternator.
• To check belt tension, depress the belt with your
fingers. 2. Inspect the alternator belt for fraying, cracks or wear.
Form 100631
11.101 © Copyright 2018, General Electric Co.
ALTERNATOR
ALTERNATOR SERVICING
NOTICE
The frequency of inspection is determined largely by the
Be sure that the belts are cool when the tension is type of operating conditions. Highspeed operation, high
checked or adjusted. The thermal expansion of warm temperatures, dust and dirt all increase the wear of
belts will result in a false tension reading. brushes, slip rings and bearings.
At regular intervals, inspect the terminals for corrosion
3. Check belt tension. See ALTERNATOR DRIVE
and loose connections. Inspect the wiring for frayed
BELT TENSION PROCEDURE on page 11.10
insulation. Inspect the mounting bolts for tightness, and
2.
the belt for alignment, proper tension and wear. Belt
4. Replace belts if necessary. tension should be adjusted on a routine basis.
5. When replacing belts, always replace the entire set
of belts, not just the one that looks worn. Always use ALTERNATOR NOISE
new, matching belt sets to ensure proper belt Noise from an alternator may be caused by worn or dirty
operation. bearings, loose mounting bolts, a loose drive pulley, a
6. To avoid belt damage, always loosen the pulley defective diode or a defective stator. Inspect for any of
adjustment when installing belts. Never pry a belt these causes, and repair or replace as necessary.
over a pulley.
ALTERNATOR DRIVE BELT TENSION PROCEDURE
7. Keep belts at the proper tension.
8. Reinstall the guarding over the alternator. New belts will stretch shortly after installation. Loose
belts will slip, causing power loss and heat buildup. Belts
BATTERY CONNECTION that are too tight will deteriorate rapidly and wear out
alternator shaft bearings. Complete the following steps
• When connecting a battery and alternator, verify the to adjust belt tension.
ground polarity of the battery and the ground polarity
of the alternator are the same. ! WARNING
• When connecting a booster battery, always connect
the negative battery terminals together and the Always stop the engine before
positive battery terminals together. cleaning, servicing or repairing
• When connecting a charger to the battery, connect the the engine or any driven
charger positive lead to the battery positive terminal equipment.
first. The charger negative lead to the battery negative
terminal is connected last. Always install the safety guards
• Never operate the alternator with an open circuit. after completing any service
Verify all connections in the circuit are secure. operation. Never operate the
• Do not short across or ground any of the terminals on engine with the safety guards
the alternator. removed.
• Do not attempt to polarize the alternator.
Form 100631
11.102 © Copyright 2018, General Electric Co.
ALTERNATOR
Figure 11.102: Alternator Drive Belt Measurement Location
Form 100631
11.103 © Copyright 2018, General Electric Co.
ALTERNATOR
2
4
3
Figure 11.103: Checking Alternator Drive Belt Tension
1 Front Drive Belt 3 Large ORing
2 Second Drive Belt 4 Small ORing
1. Remove the guarding from the alternator.
2. Using Vbelt tension tool, check the drive belt
tension.
a. Measure belt tension at the midway point of the
longest span (see Figure 11.102).
b. Set the bottom of the large span Oring (see
Figure 11.103) to the span listed in Table
11.101.
NOTICE
Figure 11.104: Position Small ORing
Tension of the drive belts is the same for a new and d. Measure the belt tension. Place the belt tension
used belt. tool squarely on the front drive belt at the midway
point indicated in figure. Apply pressure until the
Table 11.101: Alternator Drive Belt Tension bottom of the large span Oring is even with the
top of the second belt.
Belt
Span Force e. Read the force (see Figure 11.105). The force
Deflection*
is indicated by the position of the bottom of the
20 in. 3.5 – 5.1 lbf 5/16 in. small Oring on the deflection force scale. The
(50.8 cm) (15.6 – 22.7 N) (7.9 mm) force should be within the range list in Table
* Belt deflection measurement is for reference only.
11.101.
c. Slide the small Oring against the belt tension
tool’s housing (see Figure 11.104).
Form 100631
11.104 © Copyright 2018, General Electric Co.
ALTERNATOR
5. Using a socket and breaker bar, rotate the
adjustment plate using the adjusting stud. Tighten
the adjusting bolt and pivot bolt. Recheck belt
tension using Vbelt tension tool. Repeat procedure
until correct alternator belt tension is achieved.
6. Install the belt guards.
Figure 11.105: Determine Drive Belt Force
f. Check the tension on the remaining drive belts
in the same manner.
3. If belt tension adjustment is necessary, loosen the
pivot bolt on the alternator (see Figure 11.106).
2 3
Figure 11.106: Alternator Belt Adjustment
1 Adjusting Bolt 3 Adjusting Stud
2 Pivot Bolt
4. Loosen the adjusting bolt on the alternator (see
Figure 11.106). Make sure the alternator body
rotates freely around the pivot bolt.
NOTICE
Belts that are too tight result in excessive stretching
and overheating. Too much tension may also damage
alternator components, such as sheaves and shafts,
and lead to premature failure.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may
also be sufficient to cause unnecessary wear of the
pulley grooves.
Form 100631
11.105 © Copyright 2018, General Electric Co.
ALTERNATOR
This Page Intentionally Left Blank
Form 100631
11.106 © Copyright 2018, General Electric Co.
OPERATION
SECTION 12.00
ENGINE STARTUP AND SHUTDOWN
Before performing any service, maintenance or repair Always follow all safety messages stated in this manual
procedures, review SAFETY on page 1.051, RIGGING and site safety manual when performing these checks.
AND LIFTING ENGINES on page 1.101 and the
following safety message.
PRESTART INSPECTION
! WARNING
Do not allow anyone under the
influence of intoxicants and/or
narcotics to work on or around
industrial engines. Workers
under the influence of
intoxicants and/or narcotics are
a hazard both to themselves and
other employees.
Be sure that the clutch, circuit
breaker or other main power
transmission device is
disconnected.
Table 12.001: Initial Prestart Checks
Form 100631
12.001 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
Form 100631
12.002 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
FUEL SYSTEM SETUP
NOTE: If the engine is being started for the first time,
see INITIAL ENGINE SETUP on page 2.701.
The AFR setup procedure will set the fuel pressure
regulator and carburetor screws as well as synchronize
and center the right and left bank fuel control valves at a
low speed/load setting and a high speed/load setting.
This will account for the fuel being used and ensure the
FCVs are in the optimum position throughout the
operating range. Adjust the fuel system using the AFR
Visualization screen. See Figure 2.408 Fuel System
Setup Screen on page 2.4010.
1. With the engine off, turn both carburetor screws in
until they are fully closed. Back out the carburetor
screws 5 full turns (see Figure 12.001).
Figure 12.001: Carburetor Screws
2. Set the regulator pilot screws to 1.25 in. (32 mm) out
from the cap (see Figure 12.002).
Form 100631
12.003 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
3. See Figure 12.003 to establish the desired FCV
valve position for the highest attainable speed and
load for the site. Find the % load on the X axis and
locate the box associated with the engine speed to
determine the target FCV valve position.
1.25 in
(32 mm)
Figure 12.002: Regulator Pilot Screw Adjustment
Figure 12.003: FCV Position vs Engine Load (For Reference Only)
Form 100631
12.004 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
4. Start the engine and run unloaded at approximately • Out: to open the FCV
800 rpm. Adjust the current FCV position on each Monitor your adjustments on the Visualization>AFR
bank to 25 – 30%. This is done by adjusting the screen on the HMI.
regulator pilot screw:
• In: to close the FCV
Figure 12.004: Setting the FCV – Low Speed and Load
5. Run the engine at the highest speed and load that
can be achieved (within the 1,200 rpm – 100% load
limits). Adjust the current FCV position on each bank
to match the value established using FCV position
vs load and speed chart. For example, an engine
running at 90% load and 1,100 rpm would have a
target FCV position of 45 – 50%. This is done by
adjusting the carburetor screws out to close the FCV
or in to open the FCV. Monitor your adjustments on
the Visualization>AFR screen.
Form 100631
12.005 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
Figure 12.005: Setting the FCV – High Speed and Load
6. Select the AFR Control State Fuel control modes: PreCat Mode O2 Setpoint – Used to finetune the
• MAN (Manual) – Indicates the system is operating air/fuel ratio for best engine out emissions. The
in manual mode factory default setting is 1.430 volts. If NOx reading
is high, decrease the voltage setpoint (air/fuel ratio
• PRE (PreCatalyst) – Indicates the system is goes rich). If CO reading is high, increase the voltage
operating in precatalyst mode setpoint (air/fuel ratio goes lean).
• POST (PostCatalyst) – Indicates the system is
NOTE: It takes approximately 10 – 15 minutes for the
operating in postcatalyst mode
postcatalyst O2 setpoint changes to convert to their
Use an emission analyzer to verify emissions. Fine new settings.
tune the setpoint.
Post Cat O2 Setpoint – Used to finetune the air/fuel
ratio for best catalyst out emissions. The factory
default setting is 0.720 volts. If NOx reading is high,
increase the voltage setpoint (air/fuel ratio goes
rich). If CO reading is high, decrease the voltage
setpoint (air/fuel ratio goes lean).
Form 100631
12.006 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
Figure 12.006: AFR Parameters Screen
7. Precat and postcat O2 levels can be adjusted from
the HMI. Adjust the O2 rich or lean to obtain the
desired CO or NOx levels. Catalyst design or aging
may have an effect on the emission output when
using precat mode.
Factory Default
0.720V postcat
1.43V precat
CO NOx
NOx CO
Rich Lean
• Higher voltage (>0.72) Catalyst Window
• Lower voltage (<0.72)
postcat postcat
• Lower voltage (<1.43) 0.720V postcat • Higher voltage (>1.43)
precat 1.43V precat precat
Figure 12.007: Fuel System Adjustments
Form 100631
12.007 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
2. On the Start Stop screen, verify “On” of the “Main
Fuel” tab is blue (see Figure 12.008).
NOTICE
Never idle turbocharged engines for extended
periods. Accumulated carbon may damage the
turbocharger. Instead of idling the engine, shut it down
and restart when needed.
5. Warm the engine by running with little or no load until
oil pressure is 55 ± 5 psi (380 ± 35 kPa) and coolant
temperature reaches 100°F (38°C).
6. Gradually apply load to avoid overloading the
engine.
ESM2 ENGINE CHECKS DURING
OPERATION
Figure 12.008: Start Stop Screen
NOTICE
3. Verify EStop buttons are pulled out (see Figure
12.009). Stop the engine immediately if the oil pressure is low
or fluctuating. Never operate the engine without the
proper oil pressure indication.
1. Observe system readings for oil pressure, oil
temperature and water temperature on the Overview
screen.
2. Check air restriction indicator on each air cleaner
while the engine is running. See AIR INTAKE
SYSTEM MAINTENANCE on page 5.051, and
clean/replace air cleaner elements if air restriction
indicator(s) shows red (see Figure 12.0010).
Figure 12.009: Emergency Stop – Left Side
NOTICE
If the oil pressure display does not indicate sufficient
oil pressure within 15 seconds, shut down the engine
immediately. Never operate the engine without the
proper oil pressure indication.
NOTE: The ESM2 system is calibrated by GE
Waukesha to both alarm and shut down on low oil
pressure. However, low oil pressure alarm and
shutdowns are inhibited for a period of time after engine Figure 12.0010: Air Restriction Indicator
start.
4. On the Start Stop screen, read oil pressure as soon
as the engine starts. See Lubrication System in
Table 1.155 VHP 12Cylinder S5 Engine
Specifications on page 1.1513.
Form 100631
12.008 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
3. Verify engine status using the HMI screens. These
screens display system and component status,
NOTICE
current pressure and temperature readings, alarms, If the engine is being shut down for an extended period
ignition status, governor status, air/fuel control of time, cap the exhaust pipe to prevent moisture or
status (with AFR option) and useradjustable contaminants from entering the engine.
parameters.
4. Listen to the engine. Certain problems, such as
occasional misfiring, turbocharger bearing failure or
water pump problems, may first be noticeable from
engine sound.
5. Observe the governor control rod. Engine misfire
can be seen as an occasional “twitch” of the control
rod.
6. Visually examine fuel, water and lubrication lines for
signs of leaks, damage or corrosion.
ENGINE SHUTDOWN PROCEDURES
ROUTINE SHUTDOWN
! WARNING
Allow engine to cool for at least
10 minutes after shutdown. Do
! not restart an overheated
engine or an engine that has
been shut down by the engine
protection system until the
cause has been determined and
corrected.
1. Gradually reduce engine load.
2. Operate engine at idle speed for 5 minutes to cool
down engine temperatures.
! WARNING
Always ensure that the fuel gas
valve(s) are closed after engine
shutdown.
3. Shut down engine using customersupplied control
panel.
4. Postlube engine for 5 minutes. ESM2 is calibrated to
automatically postlube engine.
Form 100631
12.009 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
EMERGENCY SHUTDOWN MAINTENANCE OF STANDBY UNITS
! WARNING A generator set, or other standby unit, should be
exercised once each week. A record should be
maintained of performance and servicing of both the
Allow engine to cool for at least
engine and driven equipment.
10 minutes after shutdown. Do
! not restart an overheated
engine or an engine that has
been shut down by the engine
! WARNING
protection system until the Never idle turbocharged
!
cause has been determined and engines for extended periods.
corrected. Accumulated carbon may
damage turbocharger. Instead
of idling the engine, shut it down
When the red emergency stop button located on side of and restart when needed.
engine is pressed, the engine will perform an emergency
stop. In addition, if IPMD power fails, the engine will
perform an emergency stop. Always run the engine long enough to stabilize the oil
and water temperatures at the normal operating level
expected under load. Do not operate the engine under
noload conditions for other than very brief periods.
Loads of at least onethird the normal rated capacity are
recommended. Ordinarily, an exercise run of 1 – 2 hours
will be needed.
Some types of driven equipment cannot be operated
without fairly extensive procedures “to put them on the
line.”
Weekly exercise may have to consist of periods long
enough to check the engine’s ability to crank and start,
or check starting circuitry and safety equipment with the
starter disabled. Special attention must be taken to
prevent internal corrosion, sticking and gumming of fuel
controls, and deteriorated starting batteries.
Arrangements should be made to run the engine and
Figure 12.0011: Emergency Stop – Left Side driven equipment under load at least every 90 days.
ENGINE PERFORMANCE RECORD
Engine operating information, recorded during regular
inspections, is necessary to apply proper Routine
Maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, ensuring
needed servicing and providing “trend” information on
general engine condition. See ENGINE
PERFORMANCE RECORD on page 13.005 for
additional information.
Form 100631
12.0010 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
OPERATING AT LIGHT LOADS
The following information gives recommendations for
special operation and maintenance procedures when
operating GE Waukesha natural gas engines at light
loads or no loads for extended periods of time.
Light load operation is typically defined as power levels
less than 50% of the maximum continuous power rating.
Gas engines usually have unstable combustion at light
loads because combustion chamber pressures are
lower, which increases blowby past the piston rings.
This can lead to contamination of the engine oil including
an increase in oil nitration rates and carboning of the
piston ring grooves. Oil analysis is recommended to
determine proper oil change intervals. See latest edition
of Service Bulletin 121880 for GE Waukesha oil
recommendations. Change intervals are usually not
affected by periodic light loading.
If the engine is operated at less than 30% load for long
periods (>300 hours), it is recommended that the engine
be exercised at full load for 2 hours every 400 hours.
Singleelectrode iridium platinum spark plugs are
recommended by GE Waukesha and are available from
GE Waukesha Distributors. See latest edition of Service
Bulletin 111895 for spark plug recommendations for all
GE Waukesha production engines. These spark plugs
have superior corrosion resistance and will significantly
improve the engine stability at part and full load
operation compared to the multielectrode spark plugs.
Engine oil and coolant temperatures should be
maintained within the standard operating ranges.
Always check thermostats for proper operation. General
guidelines are as follows:
• Maintain engine jacket water outlet coolant in standard
range of 180° – 190°F (82° – 89°C).
• Oil header temperature should be above 160°F (71°C)
to ensure proper lubrication of the engine and
minimize oil nitration rates.
See “General Data” Technical Data Book. Under Control
Systems, see Number S8382, “Alarm and Shutdown
Setpoints,” and in the Fuels and Lubrication Section, see
Number S101527, “GE Waukesha Oil
Recommendations.”
The crankcase breather system should be checked for
proper operation, which will ensure that blowby gases
are properly vented from the crankcase. The breather
system should be adjusted to operate at a slight vacuum.
Form 100631
12.0011 © Copyright 2018, General Electric Co.
ENGINE STARTUP AND SHUTDOWN
This Page Intentionally Left Blank
Form 100631
12.0012 © Copyright 2018, General Electric Co.
MAINTENANCE
SECTION 13.00
MAINTENANCE SCHEDULE
The following maintenance schedule assumes normal Regularly inspect the engine during operation (see
operating conditions. It may be necessary to shorten Table 13.001). Duplicate the Engine Performance
maintenance intervals if abnormal operating conditions Record at the end of this section, and use it to record the
such as extreme cold or very dirty conditions are results of regular inspections. By maintaining trend
encountered. When given a choice, always pick the information on general engine condition, the necessary
shortest time listed. corrective action can be taken when a problem first
becomes apparent. An early diagnosis will save money
! WARNING and reduce downtime by preventing the development of
more serious problems.
Always observe the following
maintenance schedule.
Form 100631
13.001 © Copyright 2018, General Electric Co.
MAINTENANCE SCHEDULE
Table 13.001: Routine Maintenance Chart
EVERY 8,000 HOURS/12 MONTHS
EVERY 4,000 HOURS/6 MONTHS*
EVERY 2,000 HOURS/3 MONTHS
EVERY 720 HOURS/1 MONTH
DAILY (OR AS REQUIRED)
ITEM SERVICE
Check/clean or replace (as
Air Cleaner Filter Element •
needed per indicator)
PreLube Motor Lubricator (if equipped) Check/fill •
Cooling Systems Fluid Level (Jacket and Auxiliary)/check for
Check/fill •
leaks
Crankcase Oil Level/check for leaks Check/fill •
HMI Active Fault Screen (if active alarms) If active alarms •
Engine Oil* (per lube oil recommendations) Analysis •
HMI Alarm History Screen Review •
Auxiliary Water Pump Lubricate •
Idler Pulley Bearings (both jacket and auxiliary pumps) Lubricate •
Belts – jacket water and auxiliary water pumps, and alternator (if
Check/adjust •
equipped)
Spark Plugs Replace •
Inspect, replace Oring as
Ignition Coils •
needed
Inspect, replace rubber
Spark Plug Extensions •
boot and Oring as needed
Check per crankcase
Crankcase Pressure breather system •
maintenance
Engine Oil and Filter* Change oil and filter •
Oil Cooler* (Oil Side) (Maintain with appropriate oil change Drain •
interval)
Oil Separator* (Microspin) (Maintain with appropriate oil change Clean per lubrication •
interval) system maintenance
Clean per lubrication
Magnetic Plugs (turbocharger and rocker arm) •
system maintenance
Oxygen Sensors (with AFR2 or emPact options only) Replace** •
Clean/replace per fuel
Gas Regulator Filter •
system maintenance
Cooling Water Analysis Check •
Engine Protection Devices Test and Adjust** •
Form 100631
13.002 © Copyright 2018, General Electric Co.
MAINTENANCE SCHEDULE
EVERY 8,000 HOURS/12 MONTHS
EVERY 4,000 HOURS/6 MONTHS*
EVERY 2,000 HOURS/3 MONTHS
EVERY 720 HOURS/1 MONTH
DAILY (OR AS REQUIRED)
ITEM SERVICE
Adjust per valve
Valve Clearance adjustment procedure and •
specification
Cylinder Compression (align with spark plug change) Check •
Inspect for dirt/grit,
Knock Sensors connector wear and •
corrosion
Clean/inspect per
Turbocharger turbocharger •
maintenance
Cooling System (Jacket and Auxiliary), if no analysis program Clean and flush •
Crankcase Oil Pickup Screen (lowcapacity oil pan only) Clean •
Check per 1091
Engine Mounting and Alignment •
specifications
Check per exhaust system
Exhaust Backpressure •
maintenance
Inspect, lubricate, test (as
Throttle Actuator Linkage •
needed)
Visually inspect wire
harnesses, secure
connections, check
ESM2 (and emPact, if equipped) System Wiring •
ground connections, verify
incoming power is within
specification
IPMD Timing Disc/Pickup Clean/inspect •
Inspect/replace as
Auxiliary Water/Coolant Hoses •
necessary
Oil Pan Clean •
Intercooler (AirSide) Clean/inspect •
Inspect/replace as
Carburetor Air/Gas Valve •
necessary
Carburetor Diaphragm Replace •
Carburetor Gasket Replace •
All Belts (engine) Inspect/replace •
Crankcase Pressure Relief Valves, if equipped Inspect •
Replace per crankcase
Crankcase Breather Element •
breather maintenance
Breather Check Valve Clean/inspect •
Form 100631
13.003 © Copyright 2018, General Electric Co.
MAINTENANCE SCHEDULE
EVERY 8,000 HOURS/12 MONTHS
EVERY 4,000 HOURS/6 MONTHS*
EVERY 2,000 HOURS/3 MONTHS
EVERY 720 HOURS/1 MONTH
DAILY (OR AS REQUIRED)
ITEM SERVICE
Rebuild (replace
diaphragm and Orings)
Crankcase Pressure Regulator Valve ***
per crankcase breather
system maintenance
Wastegate Rebuild •
Catalyst (emPact options), if equipped Inspect, clean (as needed) •
* Because of ongoing evaluation and continual updates to GE Waukesha’s oil recommendations, see the latest edition of Service
Bulletin 121880, GE Waukesha Lube Oil Recommendations.
** Local regulations may require more frequent maintenance
*** Every 12,000 hours or as needed.
Form 100631
13.004 © Copyright 2018, General Electric Co.
MAINTENANCE SCHEDULE
ENGINE PERFORMANCE RECORD
Engine operating information recorded during regular
inspections is necessary to apply proper Routine
Maintenance schedules. Accurate records will help to
control costs by avoiding unnecessary servicing,
ensuring needed servicing and providing trend
information on the general engine condition. It is
recommended that a record of the following information
be kept.
Table 13.002: Engine Performance Form
Date Time
Serial No. Spec. No. Model
Hour Meter Reading RPM Ambient Temperature
Ignition Timing Load Hours on Spark Plugs
Oil Temperature Oil Pressure
Jacket Water Temperature Outlet Inlet
Gas/Air Pressure Supply Pressure
Intake Manifold Pressure Intake Manifold Temperature
Exhaust Manifold Oxygen %
Exhaust Backpressure Crankcase Pressure (Positive/Negative)
Auxiliary Water Temperature In Out
Unusual Noise(s) Vibration
Oil Leaks (Location)
Coolant Leaks (Location)
EXHAUST MANIFOLD TEMPERATURES:
EXHAUST MANIFOLD TEMPERATURE
(PRETURBINE)
1. 1. LB
2. 2. RB
3. 3.
4. 4.
5. 5.
6. 6.
Form 100631
13.005 © Copyright 2018, General Electric Co.
MAINTENANCE SCHEDULE
This Page Intentionally Left Blank
Form 100631
13.006 © Copyright 2018, General Electric Co.
SECTION 13.05
VALVE ADJUSTMENT
Before performing any service, maintenance or repair There are two methods to adjust valves for VHP engines,
procedures, review SAFETY on page 1.051, RIGGING the express method and the traditional method. The
AND LIFTING ENGINES on page 1.101 and the express method allows several valves to be adjusted at
following safety message. one time instead of rotating the crankshaft for each
cylinder. All valves can be adjusted with the crankshaft
NOTE: The cylinder head assemblies used on this
rotated to two positions.
engine are unique to this engine (Miller cycle). The
cylinder head or components of the cylinder head cannot
EXPRESS METHOD
be interchanged or replaced with others (Otto cycle).
Always use the correct parts catalog when ordering NOTICE
replacement parts.
NOTE: To determine if your engine has a Miller cycle or Shut down the engine and allow it to cool for at least 1
Otto cycle cam, measure the max cam lift. hour before adjusting the valves.
Miller Cycle Max Cam Lift:
• Intake 0.3507 in. (8.908 mm) 1. Rotate the crankshaft by barring the engine over in
a counterclockwise direction (when facing the
• Exhaust 0.6735 in. (17.107 mm) flywheel) until the piston of the first cylinder is at top
Otto Cycle Max Cam Lift: dead center (compression stroke).
• Intake 0.6435 in. (16.345 mm) 2. To determine when this piston is at top dead center
(compression stroke), watch the rocker arms and
• Exhaust 0.6735 in. (17.107 mm)
valves on its mating cylinder (see Figure 13.051).
As the exhaust valves on the mating cylinder are
VALVE ADJUSTMENT closing, the intake valves begin to open. At this point,
the mating cylinder is in valve overlap (all four valves
NOTICE partially open). This means that all four valves on the
cylinder to be adjusted are fully closed.
In any procedure where the rocker arms may have
been removed or disturbed, the cylinder head NOTICE
replaced, or if it is suspected that the valves may have
been adjusted incorrectly, do not rotate the crankshaft Accurately barring the engine to Engine Position 1 is
until all rocker arm adjusting screws and valve bridge important. The location of the crankshaft relative to the
adjusting screws have been backed off. Failure to first cylinder in firing order (No. 1 Right Bank cylinder
back off the adjusting screws in these situations, may on Vee engines) top dead center – compression stroke
cause collision between valves and pistons, and must be within ±5°.
severe engine damage.
Under the Express Method, all the valves can be set in
NOTE: All Series Five engines use hydraulic valve one of two engine positions:
lifters.
Engine Position 1: First cylinder in firing order (No. 1
Right Bank cylinder on Vee engines) top dead center –
compression stroke.
Form 100631
13.051 © Copyright 2018, General Electric Co.
VALVE ADJUSTMENT
Engine Position 2: Engine crankshaft rotated 360° from
Engine Position 1 (6 cylinder 6R @ TDC compression
NOTICE
stroke). Failure to follow the sequence outlined in Table
With this technique, half the valves are set at the first 13.051 may result in severe mechanical damage.
position and half the valves are set at the second
position.
NOTE: On 12cylinder engines, right bank and left bank
NOTE: Not all the valves for a single cylinder are are determined by standing at the flywheel end of the
adjusted in each position. Follow Table 13.051 and engine, facing the flywheel. The cylinders farthest from
instructions to determine when to adjust the intake the flywheel on the right and left side are the No. 1R and
valves, the exhaust valves, or both the intake and No. 1L cylinders, respectively.
exhaust valves.
Form 100631
13.052 © Copyright 2018, General Electric Co.
VALVE ADJUSTMENT
Table 13.051: Express Method 12Cylinder Engines
12CYLINDER ENGINE
FIRING ORDER: 1R, 6L, 5R, 2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L
ENGINE POSITION 1 CYL. ENGINE POSITION 2
NO. 1 TDC COMPRESSION CRANKSHAFT ROTATED
STROKE 360° NO. 1 OVERLAP
CYLINDER VALVES SET VALVES SET VALVES
EXHAUST X (DO NOT SET)
1R
INTAKE X (DO NOT SET)
EXHAUST (DO NOT SET) X
2R
INTAKE X (DO NOT SET)
EXHAUST X (DO NOT SET)
3R
INTAKE (DO NOT SET) X
EXHAUST (DO NOT SET) X
4R
INTAKE X (DO NOT SET)
EXHAUST X (DO NOT SET)
5R
INTAKE (DO NOT SET) X
EXHAUST (DO NOT SET) X
6R
INTAKE (DO NOT SET) X
EXHAUST (DO NOT SET) X
1L
INTAKE (DO NOT SET) X
EXHAUST X (DO NOT SET)
2L
INTAKE (DO NOT SET) X
EXHAUST X (DO NOT SET)
3L
INTAKE X (DO NOT SET)
EXHAUST (DO NOT SET) X
4L
INTAKE (DO NOT SET) X
EXHAUST (DO NOT SET) X
5L
INTAKE X (DO NOT SET)
EXHAUST X (DO NOT SET)
6L
INTAKE X (DO NOT SET)
TRADITIONAL METHOD To determine when this piston is at top dead center
(compression stroke), watch the rocker arms and
NOTICE valves on its mating cylinder (see Figure 13.051).
As the exhaust valves on the mating cylinder are
Shut the engine down and allow it to cool for at least 1 closing, the intake valves begin to open. At this point,
hour before adjusting the valves. the mating cylinder is in valve overlap (all four valves
partially open). This means that all four valves on the
cylinder to be adjusted are fully closed.
1. Rotate the crankshaft by barring the engine over in
a counterclockwise direction (when facing the
flywheel) until the piston of the first cylinder is at top
dead center (compression stroke).
Form 100631
13.053 © Copyright 2018, General Electric Co.
VALVE ADJUSTMENT
1 Left Side 5 Firing Order: 1R,
2 2 Front (Gear Side) 6L, 5R, 2L, 3R, 4L,
3 Right Side 6R, 1L, 2R, 5L, 4R,
4 Direction of 3L
1L 1R Flywheel Rotation 6 Rear (Flywheel
Counterclockwise Side)
7 Mating cylinder of
2L 2R the first cylinder in
the firing order
3L 3R NOTICE
1 3
Failure to follow the sequence outlined in Table
13.052 may result in severe mechanical damage.
4L 4R
NOTE: On 12cylinder engines, right bank and left bank
5L 5R are determined by standing at the flywheel end of the
engine facing the flywheel. The cylinders farthest from
the flywheel on the right and left side are the No. 1R and
6L 6R No. 1L cylinders, respectively.
2. Adjust all four valves of the first cylinder while the
piston is at top dead center (TDC).
5
3. Continue to rotate the engine in a clockwise direction
until the next cylinder in the firing order is at top dead
4 center (see Table 13.052). Repeat steps 1 and 2 for
the remaining cylinders.
Table 13.052: Traditional Method Valve Settings
WHEN
SET VALVES VALVES
DEGREES OF DEGREES
ON OVERLAP ON
ROTATION INCREMENTS
CYLINDER MATING
CYLINDER
COLUMN A COLUMN B
6 1R 6R 0° 0°
6L 1L 60° 60°
5R 2R 90° 30°
2L 5L 150° 60°
= 7 3R 4R 180° 30°
4L 3L 240° 60°
Form 100631
13.054 © Copyright 2018, General Electric Co.
VALVE ADJUSTMENT
ADJUSTING VALVES 2. While holding the rocker ball down against the
hydraulic valve lifter plunger, rotate the adjusting
There are two steps to adjusting valves on a VHP Series
screw down until the adjusting screw just contacts
Five engine. The first is setting the valve bridges. The
the center flat of the valve bridge assembly. Then,
second is setting the lifter preload. This must be done for
rotate the adjusting screw down 1/2 turn.
both the intake and the exhaust valves on each cylinder.
3. Hold the adjusting screw in position with a
NOTE: When tightening or loosening the locknuts on screwdriver, and tighten the locknut to lock the
the bridges, the bridge must be supported with an adjusting screw in position.
adjustable wrench to prevent side load of the valve stem
on the fixed side of the bridge (see Figure 13.053).
Setting Valve Bridges
1. Loosen the rocker adjusting screw so there is no
pressure on the bridge.
2. The valve bridge locknut must be loosened and the
adjusting screw backed out to allow the fixed side to
make full contact with the valve stem.
3. Firmly press down on center of the valve bridge
assembly until the nonadjustable foot of the bridge
assembly is in full contact with valve stem (see
Figure 13.052).
4. While maintaining pressure on the valve bridge
assembly, rotate the adjusting screw until it also is in
Figure 13.053: Setting Lifter Preload
full contact with the valve stem.
5. Tighten the locknut to lock the adjusting screw in
position (see Figure 13.052).
Figure 13.052: Setting Valve Bridge
1 Rocker Arm 2 Valve Bridge
Assembly
Setting Lifter Preload
1. Push down on the rocker ball side of the rocker arm
to make sure that the rocker ball on the rocker arm
just contacts, but does not depress, the hydraulic
valve lifter plunger.
Form 100631
13.055 © Copyright 2018, General Electric Co.
VALVE ADJUSTMENT
This Page Intentionally Left Blank
Form 100631
13.056 © Copyright 2018, General Electric Co.
TROUBLESHOOTING AND STORAGE
SECTION 14.00
NONESM2 TROUBLESHOOTING
Form 100631
14.001 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Table 14.001: Troubleshooting Table
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Inspect for leaks in power cylinder
Determine cause and correct.
(hydraulic lock).
Engine crankshaft cannot be barred
Check for internal mechanical
over. Determine cause and correct.
damage.
Seized barring device. Repair or replace as necessary.
Safeties tripped. Determine cause, correct and reset.
Insufficient fuel supply. Check gas pressure.
Excessive load causes engine to
Determine and correct cause of overload.
stall.
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
Engine stops suddenly.
ESM2 sensing detonation condition
in one or more cylinders:
“Hot” or unprocessed gas has gone Determine if “hot” or unprocessed gas has gone
through engine that could cause through engine that could cause detonation. Check
detonation. ESM2 diagnostic codes, and perform appropriate
procedures.
Leaks into power cylinder. Determine cause and correct.
Internal mechanical damage. Determine cause and correct.
Seized barring device. Repair or replace as necessary.
Form 100631
14.002 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Emergency Stop pushbutton in OFF
Place switch in the ON position or replace if defective.
position or defective (if used).
Safeties tripped. Determine cause, correct and reset.
Insufficient cranking speed:
1. Low starting air/gas pressure. 1. Build up air/gas pressure. 100 – 125 rpm required
2. Oil temperature too low or to start engine.
viscosity too high. 2. Change oil or raise the oil temperature.
Fuel system inoperative:
Insufficient fuel supply or fuel Check gas pressure.
pressure.
Faulty ignition system:
1. No power to ignition module. 1. Reconnect.
2. Low or no output from ignition 2. Replace ignition module as required.
Engine will crank, but will not start. module. 3. Reconnect.
Ambient minimum temperature 3. Magnetic pickup disconnected 4. Repair or replace.
50°F (10°C). or damaged. 5. Check gap/replace as required.
4. Broken or damaged wiring.
5. Spark plug(s) not firing.
Insufficient or no air intake:
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
1. Clogged intake air filters. 1. Remove and clean.
2. Clogged/dirty intercooler (air 2. Remove and clean.
side).
Air in fuel line. Bleed air out to a safe area.
Low battery output. Change or replace batteries.
Form 100631
14.003 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Low gas pressure. Check gas fuel system.
Air intake system malfunction:
1. Dirty intake air filters. 1. Remove and clean.
2. Clogged intercooler. 2. Remove and clean.
3. Obstructed exhaust manifold. 3. Locate and remove obstruction.
4. Seizure of main bearings, 4. Replace bearings – clean up or replace
connecting rod, piston pin or crankshaft, camshaft or piston pins, as required.
camshaft. 5. Check oil system; correct cause.
5. Lack of lubrication. 6. Check oil filters.
6. Dirt in oil. 7. Find and correct as required.
7. Air leaks in intake system.
Engine loses power or will not reach Turbocharger malfunction or failure:
rated speed.
1. Low compression pressure. 1. Inspect valves and power cylinders, adjust
2. Misadjusted intake and exhaust valves.
valves (if recently overhauled). 2. Readjust.
3. Ignition misfire. 3. Clean and gap, or replace spark plugs.
4. Exhaust leakage. 4. Locate leak and repair.
5. Wastegate malfunction. 5. Repair or replace as necessary.
6. Leaking wastegate control 6. Repair or replace as necessary.
lines. 7. Repair or replace as necessary.
7. Worn or damaged power 8. Correct as required.
cylinder. 9. Determine and correct cause.
8. Excessive exhaust system
backpressure.
9. Engine overloaded.
Engine will not shut down using
normal stopping procedures.
! WARNING
Shut off the gas
Defective Emergency Stop
supply for positive Shut off fuel supply.
pushbutton.
shutdown of gas
engines. Inspect
the intake manifold
for accumulations
of oil.
Spark plug fouled or not firing,
Replace spark plug. Replace ignition coil.
ignition coil failed.
Individual cylinders misfire.
Extension failed. Replace.
Primary wiring. Repair or replace as necessary.
Engine overloaded. Determine and correct cause of overload.
Improve fuel quality. Determine fuel WKI and re
Low WKI fuel.
Engine detonates. adjust, if required.
Engine misfiring:
Spark plugs misfiring. Clean and regap, or replace spark plugs.
Form 100631
14.004 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Engine misfiring:
Faulty ignition system. Repair or replace components as required.
Emission levels too high. Improve fuel quality.
Incorrect WKI fuel.
Determine fuel WKI and readjust if required.
Improper kW sensing –
Insufficient oil. Add oil as required.
Compare to master gauge. Replace gauge if
Oil pressure gauge inaccurate.
necessary.
Oil gauge line plugged or valve shut. Renew gauge line; open valve.
Oil filters plugged. Change elements; clean filter.
Oil pressure regulating valve stuck
Clean and polish valve.
Low or fluctuating oil pressure. in open position.
Change oil and filter elements. Determine and correct
Oil dilution.
NOTICE source of dilution.
Oil of low viscosity. Change to higher viscosity oil as recommended.
Shut down engine immediately;
Use oil grade recommended. Check for water leaks
investigate cause. Oil foaming.
into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that
Operate within maximum safe tilt angles (see
exceed the maximum safe tilt
Specifications).
specification.
Dirty oil cooler. Clean.
Malfunctioning pressure
Replace.
transducer.
High oil pressure. Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.
Compare to master gauge; replace gauge if
Low jacket water temperature. Gauge or sensor inaccurate.
necessary.
Form 100631
14.005 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
! WARNING
Allow engine to cool.
Gauge or sensor inaccurate.
Compare to master gauge; replace gauge if
necessary.
Low coolant level. Fill cooling system.
High jacket water temperature.
Airbound cooling system. Purge air from cooling system.
Engine overloaded. Determine and correct cause.
Completely thaw cooling system before restarting
Frozen coolant.
engine.
High air temperature into radiator. Determine cause and correct.
Water pump fault. Check and correct pump operation.
Radiator fault. Clean core, inspect fan operation.
Isolation valve closed. Open isolation valves (if applicable).
Static or vent lines closed. Open valves.
Stuck thermostatic valves. Replace thermostat elements.
Compare to master gauge; replace gauge if
Gauge or sensor inaccurate.
necessary.
Broken or loose auxiliary water
Replace or adjust belts.
pump belts.
Clogged heat exchanger or
Clean heat exchanger/intercooler.
intercooler.
High auxiliary water temperature. High air temperature into radiator. Determine cause and correct.
Water pump fault. Check and correct pump operation.
Radiator fault. Clean core, inspect fan operation.
Isolation valve closed. Open isolation valves (if applicable).
Static or vent lines closed. Open valves.
Stuck thermostatic valves. Replace thermostat elements.
Oil leaks in oil system. Locate and repair leaks.
Change to a viscosity recommended for operating
Improper viscosity.
temperatures.
High oil consumption. Worn piston rings or liners. Worn Contact your GE Waukesha Distributor for
valve stem seals. assistance.
High crankcase vacuum. Adjust breather system.
Bad turbocharger seal. Repair or replace as necessary.
Form 100631
14.006 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Oil contaminated with water:
1. Ignitor sleeve leaking. 1. Locate leak and correct.
2. Liner Orings leaking. 2. Locate leak and correct.
3. Leaking head gasket. 3. Locate leak and correct.
Oil contamination. Oil contaminated with dirt:
1. Oil filter bypass valves opening 1. Replace elements.
because elements are plugged. 2. Replace elements.
2. Oil filter elements punctured. 3. Replace air intake filters.
3. Air intake filters punctured.
Engine misfiring. See “Engine detonates.”
Foundation bolts:
Loose. Contact your GE Waukesha Distributor for
assistance.
Vibration damper:
Excessive vibration. Loose. Contact your GE Waukesha Distributor for
assistance.
NOTICE Crankshaft:
1. Broken. 1. Contact your GE Waukesha Distributor for
Stop engine at once; investigate 2. Main bearing nuts loose. assistance.
cause. 3. Crankshaft counterweight 2. Contact your GE Waukesha Distributor for
loose. assistance.
3. Contact your GE Waukesha Distributor for
assistance.
Contact your GE Waukesha Distributor for
Loose flywheel.
assistance.
Misalignment. Correct.
Base deflection. Correct.
Compare to master gauge; replace gauge if
Gauge or sensor inaccurate.
necessary.
Engine overloaded. Determine and correct cause.
Insufficient cooling:
1. High auxiliary water 1. See “High auxiliary water temperature” causes.
High oil temperature. temperature. 2. Clean or replace.
2. Dirty oil cooler. 3. Correct.
3. Water pump fault.
Dirty heat exchanger or radiator. Clean or replace.
Low oil pressure. See “Low or fluctuating oil pressure” causes.
Stuck oil thermostat. Replace thermostat elements.
Form 100631
14.007 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Improve fuel quality. Determine fuel WKI and re
Low WKI fuel.
adjust if required.
Excessive valve clearance. Adjust to specification.
Contact your GE Waukesha Distributor for
Loose bearings (failed).
assistance.
Contact your GE Waukesha Distributor for
Loose piston pins (failed).
Knocking or unusual noises. assistance.
Contact your GE Waukesha Distributor for
Excessive crankshaft endplay.
assistance.
Misfitted or excessively worn timing Contact your GE Waukesha Distributor for
gears. assistance.
Exhaust leaks. Locate and correct.
Air leaks. Locate and correct.
Leaks in fuel system. Locate source and correct.
Engine overloaded. Determine and correct cause.
Excessive fuel consumption. Inaccurate kW meter. Calibrate.
Cylinders misfiring. Correct cause of misfire.
Inaccurate fuel meter. Calibrate meter.
Low oil pressure. Improper bearing
Turbocharger: Excessive noise or lubrication. Load engine before Contact your GE Waukesha Distributor for
vibration. warm oil is supplied to the assistance.
turbocharger.
Form 100631
14.008 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
SPARK PLUG TROUBLESHOOTING
Table 14.002: Spark Plug Troubleshooting*
* If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
Form 100631
14.009 © Copyright 2018, General Electric Co.
NONESM2 TROUBLESHOOTING
Table 14.003: Starter Troubleshooting
Form 100631
14.0010 © Copyright 2018, General Electric Co.
SECTION 14.05
NONCODE ESM2 TROUBLESHOOTING
Table 14.051 provides noncode troubleshooting for
the ESM2 system. Noncode troubleshooting includes
any system faults that do not have ALM, ESD or cESD
alarm codes that are logged in the Fault Log on the HMI.
Table 14.051: NonCode ESM2 System Troubleshooting
Form 100631
14.051 © Copyright 2018, General Electric Co.
NONCODE ESM2 TROUBLESHOOTING
Form 100631
14.052 © Copyright 2018, General Electric Co.
NONCODE ESM2 TROUBLESHOOTING
Form 100631
14.053 © Copyright 2018, General Electric Co.
NONCODE ESM2 TROUBLESHOOTING
Table 14.052: Battery Troubleshooting
IF THEN
Has cracks or holes in the container or cover
Replace battery.
Has corroded terminals posts
Battery Appearance Has black deposits on underside of vent plugs Battery has been overcharged*. Verify battery
Has black “tidemarks” on inside walls about 1 charger is operating correctly and settings are
in. below the cover correct.
Is low Fill electrolyte to correct level.
Electrolyte Level Battery is receiving too much charging current.
Is adjusted frequently Verify battery charger is operating correctly and
settings are correct.
Is 75% or greater Verify battery is good with a highrate load test**.
Is between 25% and 75% Recharge battery***.
State of Charge Is less than 25%
Measured opencircuit voltage is lower than Replace battery.
value given in Table 11.051
Odd cells with specific gravity readings 0.050
Replace battery (internally shortcircuited).
lower than other cells
Specific Gravity of Cells
Verify battery charger is operating correctly and
Is uniformly low
settings are correct, and recharge battery****.
* Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely low electrolyte
levels, black deposits on the underside of the vent plugs, or black “tidemarks” on the inside walls of the container from about
1 in. below the cover. If these signs are present, the battery charger setting must be checked and reset according to the
manufacturer’s instructions before a battery is returned to service. Batteries in which electrolyte levels have to be adjusted
frequently are clearly receiving too much charging current.
** HighRate Load Test – If the state of charge is 75% or higher, the battery should be given a highrate load test. Typically, the
highrate load tester will discharge a battery through an adjustable carbonpile resistance and indicate the terminal voltage as
the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified value (typically 9.6 V) if the
battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps (CCA) (see Table 11.051). The
minimum acceptable voltage reading will vary as battery temperature decreases. Read and follow the manufacturer’s
instructions for the tester.
*** Recharging – Batteries which are at less than 75% state of charge need recharging before proceeding with any further tests.
Observe that the battery does accept a charging current, even though it may be small in amperes, when the charger is switched
on. The battery must be fully charged for several hours before testing. If batteries have been receiving a charge current within
the previous few hours, the opencircuit voltage may read misleadingly high. The surface charge must be removed before
testing. To remove surface charge, the battery must experience a load of 20 amps for 3plus minutes.
**** Batteries with low but uniform specific gravities in each cell that clearly require an extended recharge may have become deeply
discharged. This may be nothing more than a battery charger problem, but the system should be checked out before the
battery is returned to service.
Form 100631
14.054 © Copyright 2018, General Electric Co.
NONCODE ESM2 TROUBLESHOOTING
RESETTING POWER DISTRIBUTION ! WARNING
JUNCTION BOX
Do not install, set up, maintain
MANUAL METHOD
or operate any electrical
Reset the PDB using the HMI (seeHMI METHOD on components unless you are a
page 14.055) and not the internal reset switch. Use technically qualified individual
the reset switch only when the HMI and PDB are not who is familiar with the electrical
communication. elements involved.
The outputs from the power distribution box are
protected against short circuits and current overloads. To manually reset the power distribution box output
power, perform the following procedure:
1. Stop the engine.
2. Press and hold reset switch (about 3 seconds).
3. Release switch.
After completing the Power Distribution Junction Box
reset procedure, if problem is not corrected, contact your
local GE Waukesha Distributor for technical support.
HMI METHOD
The PDB can be reset by selecting the checkbox on the
Advanced > Advanced Settings Parameters screen
(see Figure 14.052).
NOTE: It is ok to use the HMI to reset the PDB while the
engine is running because circuits that are still powered
Figure 14.051: Reset Switch are not interrupted.
Form 100631
14.055 © Copyright 2018, General Electric Co.
NONCODE ESM2 TROUBLESHOOTING
Figure 14.052: PDB Reset on HMI
Form 100631
14.056 © Copyright 2018, General Electric Co.
SECTION 14.10
STORAGE
Before performing any service, maintenance or repair
! WARNING
procedures, review SAFETY on page 1.051.
See Table 1.156 GE Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.1516 for required amounts of that has been stored without
preservative oil.
ENGINE STORAGE – GENERAL
! first cranking it over with the
spark plugs removed. Any oil,
coolant or preservative oil that
might spurt from these
Consider the following factors before deciding how
openings must be removed to
much preservation is required:
prevent a hydraulic lock.
• Whether the engine was used, the length of service Continue to crank the engine
since the last oil change with the starter until liquid is no
• The period of time the engine is likely to be idle or longer ejected from the
inoperative openings. Inspect the intake
passages and manifolds for
• The atmospheric conditions at the time and place of
thickened preservative oil.
storage. For example, the storage problems
Accumulations of thickened
encountered in a tidewater warehouse will differ
preservative oil may thin as the
greatly from those that may be experienced in a dry
engine warms up and be burned
and dusty location.
as fuel, resulting in a runaway
• The hostility of the environment and the accessibility engine.
of the equipment for periodic inspection. An engine on
a showroom floor that is turned over and oiled
occasionally requires less treatment than an engine
abandoned in a dusty warehouse. NOTICE
GE Waukesha engines should be purged of all
WAUKESHA PRESERVATIVE OIL preservative oil from the cylinder head area prior to
Waukesha Preservative Oil offers a practical and startup. Failure to comply with this message may
economical solution to the problems previously result in engine damage.
mentioned. While similar in appearance to SAE 10
lubricating oil, it contains corrosioninhibiting chemicals.
Waukesha Preservative Oil will not protect engine
These chemicals vaporize slowly and diffuse throughout
surfaces in close contact with used engine oil.
an enclosed area, forming an invisible protective layer
Waukesha Preservative Oil will only do an effective job
on the exposed surfaces. All engine outlets must be
if added to clean engine oil. If high sulfur (gas or diesel)
sealed to block the escape of the vaporized corrosion
or dirty oil has left highly corrosive oil in the bearings and
inhibiting chemicals.
closecontact surfaces, the Waukesha Preservative Oil
At time of startup, the preservative oil does not need to vapors will not be able to form a protective layer on these
be removed before adding the engine lube oil. If surfaces. Watercontaminated engine oil will also
preservative oil was added to clean engine lube oil, prevent the preservative oil vapor from forming a
change the engine lube oil as outlined in latest edition of protective layer. Engines with dirty oil should receive an
Service Bulletin 121880. There are no adjustments to oil change and be run long enough to circulate the clean
these recommendations when using preservative oil. oil before adding the Waukesha Preservative Oil.
Form 100631
14.101 © Copyright 2018, General Electric Co.
STORAGE
Waukesha Preservative Oil is not intended as a
! WARNING
protective coating for external surfaces of the engine.
Other excellent products are available for protecting
polished or machined surfaces and should be used Engine preservative oils, such
when needed. as Waukesha Preservative Oil,
contain a petroleum distillate
1. Begin with a cold engine (below 38°C [100°F])
which is harmful or fatal if
containing clean engine oil and filter elements.
swallowed. If taken internally,
2. Add the required amounts of Waukesha do not induce vomiting. Consult
Preservative Oil to the oil pan, oil bath air filters, fuel a physician. If vomiting occurs,
tanks and multiplunger injection pumps. keep head below hips to prevent
3. Crank engine for approximately 20 seconds, if aspiration of liquid into lungs.
possible, to help disperse Waukesha Preservative Avoid breathing of vapor. Vapor
Oil through fuel lines, injectors and injection pumps. is harmful and may cause
4. Remove rocker arm covers, spark plugs or injectors. irritation to eyes, nose and
Add the required amounts of Waukesha throat. Use only with adequate
Preservative Oil to each cylinder through the injector ventilation. If affected by
or spark plug openings and replace the plugs or exposure, move to fresh air
injectors. Apply Waukesha Preservative Oil to the immediately and get medical
rocker area with a brush, by pouring. help. If breathing is difficult, give
oxygen.
NOTE: On GL engines, allow ample time (1 minute
minimum) before installing spark plugs to allow Avoid contact with eyes, skin
Waukesha Preservative Oil to flow through the spark and clothing. Use rubber gloves
plug sleeve prechamber. to protect hands and chemical
goggles to protect eyes. A
NOTE: Wipe engine clean and dry. Apply waxtype National Institute for
masking tape or similar material to all openings in air Occupational Safety and Health
cleaners, exhaust outlets, breathers, magneto vents and (NIOSH) approved respirator is
open line fittings. Use cardboard, plywood or metal required where ventilation is
covers where practical to facilitate closing off openings inadequate to protect from
in the engine. inhaling vapors. If skin contact
5. Engines may be stored up to 1 year after being occurs, immediately wash with
treated with Waukesha Preservative Oil. If storage is soap and water. If eye contact
to exceed this period, inspect engine annually and occurs, flush eyes for at least 15
repeat preservation routine. If deferred startup will minutes and get immediate
be requested, Form 866 (deferred startup Engine medical help. Remove and wash
Inspection form) will also need to be filled out and clothing before reuse.
submitted to the Warranty Administrative Keep the preservative oil
Department. container closed and away from
heat. Always read and observe
NOTICE the safety labels on the
container. Do not remove or
Engines stored outdoors or in humid environments
deface container labels.
may require more frequent preservations and
inspections. Do not heat Waukesha
Preservative Oil beyond 93°C
(200°F). If heating below 93°C
(200°F), the container must be
opened or vented to reduce the
danger of explosion. Direct
heating is dangerous and must
be avoided.
Form 100631
14.102 © Copyright 2018, General Electric Co.
STORAGE
Table 14.101: Engine Preservation Requirements
OTHER PRESERVATIVE OILS AND
MATERIALS
In addition to Waukesha Preservative Oil, the following
preservative oils have been found satisfactory for the
internal protection of engines (see Table 14.102). Other
equally good oils are also available. In general, the
properties that make an oil suitable for preservative
requirements are good aging stability; high resistance to
gumming, oxidation and polymerization; low pour point
and viscosity; and freedom from acids, asphalts, resins,
tars, water and other contaminants.
NOTICE
Waukesha Preservative Oil is not formulated as a
protective coating for external surfaces.
Table 14.102: Preservative Oils
SUPPLIER BRAND NAME
American Oil Company Amoco AntiRust Oil 4V
Gulf Oil Corporation No Rust Engine Oil Grade 1
Mobil Oil Company Mobil Arma 522
Shell Oil Company Donax T6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal Oil A (R O)
Form 100631
14.103 © Copyright 2018, General Electric Co.
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 14.103).
Table 14.103: Protective Materials
INTERNAL SURFACES EXTERNAL SURFACES
U. S. Army Spec. 2126 U.S. Army Spec. 2121
(Available as SAE 10 or SAE 30) (Waxy Coating)
Waukesha Preservative Oil, U.S. Army Ordinance Spec. AXS 673
Mil Spec. MILL46002 Grade 2 (Harder Black Coating)
! WARNING
Do not heat preservative
compounds to temperatures
that exceed 93°C (200°F).
ENGINES RETURNED TO SERVICE AFTER
STORAGE
NOTICE
Never attempt to start an engine that has been stored
without first cranking it over with the spark plugs
removed. Any oil, water or preservative compound
that might spurt from these openings must be removed
to prevent a hydraulic lock. Continue to crank the
engine with the starter until liquid is no longer being
ejected from the openings.
The steps needed to bring an engine into active service
after storage in accordance with these instructions are
about the same as those normally carried out on a new
engine.
Form 100631
14.104 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER
SECTION 15.00
CATALYTIC CONVERTER DESCRIPTION
MONITORING PERFORMANCE Converter housing – The outer stainless steel housing of
the catalyst.
This catalytic converter is sized to meet the EPA
regulations under all stated operating conditions. It has Catalyst elements – The removable catalyst elements
been certified with the engine to achieve this. It is located inside the converter housing.
therefore unnecessary for the end user to monitor The removable element resembles a large honeycomb
emissions. It is only necessary to service and operate disc which consists of a finely wound ferric steel metal
the engine per the manufacturer’s recommendations to foil corrugated substrate material that is coated with
maintain emissions compliance with the EPA precious metals. The entire element is banded into a
regulations. large disc for easy replacement and inspection.
The converter housing is a large chamber made of
CATALYTIC CONVERTER
stainless steel. The catalyst elements are positioned in
The catalytic converter is a TWC (three way catalyst) the center of the housing and held in place by clamp
consisting of a housing and 2 removable elements. An rings. The elements are accessible through a bolted
optional TWC with integrated silencer is offered if sound hatch. At each end of the housing are pipe flanges for
dampening is required. The converter is shipped loose attaching the converter to the exhaust system.
and the following instructions in CATALYTIC
CONVERTER INSTALLATION on page 15.051 are
provided for proper installation.
DEFINITIONS
Catalytic converter – The compete assembly including
the converter housing and the catalyst elements.
Form 100631
15.001 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER DESCRIPTION
7 8 9
10
5
4
11
12
13
Figure 15.001: NonSilenced Housing Option Shown
1 Inlet Flange 8 Flat Hatch Cover
2 Inlet Cone + Center Body Assembly 9 Flat Hatch Cover Bolts
3 Catalyst Lockbolts (3) 10 Outlet Cone Assembly
4 Catalyst (2) 11 Outlet Cone Assembly Bolts (optional construction)
5 Catalyst Retainer Ring 12 Outlet Cone Flange Gasket (optional construction)
6 Catalyst Spacer 13 Name Plate
7 Flat Hatch Gasket
NOTE: Flat and spring washers are removed for clarity.
Form 100631
15.002 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER DESCRIPTION
OVERVIEW
The GE Waukesha Catalytic Converter is designed for
the VHP (rich burn engine) emission control system to
keep the engine fully compliant with the latest air quality
regulations.
The catalyst is classified as a (NSCR) Non Selective
Catalytic Reduction or 3way catalyst. This type of
catalyst is suitable for rich burn engines and is similar to
automotive catalysts as it reduces NOx, CO and HC
simultaneously.
The catalyst elements help control pollutants by
changing the chemical composition of these emissions.
This chemical change (reaction) reduces the amount of
the following pollutants emitted into the atmosphere:
• Oxides of Nitrogen (NOx) – formed by the oxidation of
nitrogen in the combustion chamber
• Carbon Monoxide (CO) – formed by incomplete
combustion of hydrocarbon fuel
• Hydrocarbons (HC) – formed by un reacted and
partially combusted fuel
– Total hydrocarbon (THC)
– Nonmethane hydrocarbons (NMHCs)
– Volatile organic compounds (VOC)
Key factors of the formation and amount of exhaust
pollutants depend on:
• Fuel composition
• Natural gas quality
• Engine combustion dynamics, engine age and
condition.
• Lube oil consumption
• Inlet air conditions (air temperature and humidity)
Special design features of the GE Waukesha catalytic
converter:
• Elements matched to GE Waukesha control for peak
performance
• Embedded nuts for easy element installation and
removal of catalyst elements
• Full width hatch gasket for longlife sealing and easy
seal inspection
Form 100631
15.003 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER DESCRIPTION
This Page Intentionally Left Blank
Form 100631
15.004 © Copyright 2018, General Electric Co.
SECTION 15.05
CATALYTIC CONVERTER INSTALLATION
REQUIRED • An exhaust flexible connection has “spring constants”
(lateral, axial, radial and torsional) that should be
• It is required to mount the converter no more than 15
considered when engineering the exhaust system.
linear feet (4.6 m) of 14 in. (35.6 cm) diameter piping
Transmission of forces to the engine exhaust
away from the transition mounted to the engine
connection must be zero.
exhaust flex flange and upstream of an exhaust
silencer if so equipped. NOTE: Any specific load or bending moment limits
• Sufficient clearance must be allowed from shown on an engine installation drawing must not be
surrounding components to avoid the risk of fire or exceeded.
explosion, due to the high operating temperatures of • The exhaust flexible connection should be designed
the converter. to allow for flexing caused by engine operation:
• Do not lift the converter from the center body area; only acceleration, deceleration, starting and stopping. A
lift it from the end pipe flanges. GE Waukesha exhaust flexible connection (when
supplied) will accommodate engine vibrations with a
• Expansion joints need to be used whenever the solidly mounted unit, but cannot tolerate the additional
converter housing is installed between two fixed points forces/displacement imposed by mounting on spring
to allow for thermal expansion. isolators.
• Do not use anchor supports on both sides of the • Utilize a combination of fixed supports, rollers and
catalyst due to thermal growth. flexible connections to provide a welldesigned
• No external forces can be applied to the converter and exhaust system. See Figure 15.051 and Figure
piping connected to the converter must be properly 15.052 for additional concepts.
supported to prevent cantilevering loads. • The minimum requirements for the design of the
• Install supplied expansion joints between the engine exhaust system should be to contain explosions that
exhaust flange and the converter inlet flange. This will could be encountered during the operation of the
isolate the converter and other downstream engine. GE Waukesha requires the use of carbon steel
components from engine vibration and thermal schedule 20 pipe as a minimum and stainless steel
expansion. schedule 10 pipe is preferred because of its greater
strength properties at elevated temperatures. GE
NOTE: Insulated piping will expand more compared to
Waukesha does not allow using double walled piping
noninsulated piping.
or slip joints on engine exhausts.
• Only use supplied fasteners. Do not substitute with
• Size piping and silencer so that exhaust system
unknown grade fasteners. Contact GE Waukesha
backpressure, as measured at the engine outlet
Parts for replacement parts. High temp antiseize
flange, is less than that indicated in the GE Waukesha
should be used on the fasteners.
Technical Data Engine Specifications.
• The converter must be structurally supported from
beneath the converter center body when mounted NOTE: 14 in. (35.6 cm) diameter piping is required for
horizontally. This structural support needs to allow for the exhaust system.
expansion of the housing due to thermal loads. Do not • The exhaust system must remain air tight at all times
support the converter by the flanges when mounted for proper operation of the converter. Explosion relief
horizontally. valves, flexible connections, flanges, water traps/
• Design the exhaust system so it will not impose drains and piping may leak over time and may require
torsional forces on the exhaust flexible connection. repair or replacement to maintain an air tight exhaust
system.
Form 100631
15.051 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER INSTALLATION
• A burst disk located in the exhaust piping near the RECOMMENDED
engine can protect exhaust components from a
• Provide water traps/drains to prevent exhaust
damaging exhaust explosion. Burst disks must be
condensation and/or rain from reaching the engine.
vented to a safe location to prevent fires or personal
This is especially true on long pipe runs. Use rain caps
injury. These devices will become damaged or leak
where applicable. Slope piping away from engine.
after an exhaust explosion occurs which will require
Exhaust gas contains 10 – 20% water in the form of
replacement or repair. These devices must be air tight.
steam. During startup of a cold system large amounts
• Using a single exhaust system fed by several engines of water will condense and collect in low spots of the
is not allowed by GE Waukesha because an engine exhaust piping which can result in corrosion. Many
which is shut down becomes a path for exhaust gas to silencer and heat recovery equipment manufacturers
leak. This exhaust gas will condense water in the shut provide traps and drains in their equipment.
down engine causing hydraulic lock, valve sticking,
• Utilize smooth transition to final pipe size when a
ring sticking, rust and other engine damage. The
transition in size is required. GE Waukesha
exhaust leak path could also cause poisonous
recommends a diverging angle of no more than 15
exhaust gas to collect in an engine room.
degrees.
NOTE: Exposure to excessive temperatures • To prevent explosions and personal injury the engine
significantly reduces the catalyst life. At no time shall the and the exhaust system are purged by cranking the
catalyst outlet temperature be permitted to exceed engine for several seconds before the ignition is turned
1,350°F (732°C). Normal continuous operating on and the fuel valves are opened. The purge volume
temperature shall not exceed 1,300°F (704°C) for more of the engine is approximately equal to its
than 15 minutes during any 24 hour period. Exposure to displacement for every two revolutions. In case the
temperatures exceeding these values will automatically volume of the exhaust system is such that it will not be
void the warranty. It is for this reason that the use of a purged several times by the cranking of the engine the
high temperature alarm set for 1,250°F (677°C) and customer has to use an alternative means to purge the
shutdown system set for 1,300°F (704°C) at the catalyst exhaust system. The purge cycle can be adjusted in
outlet is required. ESM2 using the HMI.
• Never run hot exhaust pipes near flammable materials
or fuel supply lines. GENERAL NOTES
• Provide clearance to permit use of a chain hoist for • Consider expected life. Cyclic flexing can lead to
removal of heavy components, such as the catalyst premature failure by causing fatigue breakage.
elements.
• Radiated heat can raise the air temperature around the
• Sufficient clearance must be allowed for the convert engine. This could affect the air inlet for the engine or
hatch to open and for element replacement. It is generator.
recommended the hatch is facing upward as each
element is approximately 54 lb (24 kg). • Exhaust temps are higher when utilizing the “hotter”
fuels such as HD5 Propane with higher BTU content.
• The end of the exhaust line must be designed to keep The converter may need to be installed at the 15 ft (4.6
out rain water, dust and dirt. Vertical discharge outlets m) maximum from the exhaust outlet to avoid these
should have a rain cap to prevent moisture, dust and higher temps. On the converse, insulation may be
dirt from entering while an engine is shutdown. needed if the converter inlet temperature drops below
Exhaust discharge and flow path must be away from 850° – 900°F (454°C – 482°C).
radiators and engine air intakes. Miter cut exhausts will
reduce exit noise. • Exhaust system backpressure limits are established
for each engine model. Backpressure limits are
• Exhaust gas is poisonous and must be discharged to available in the GE Waukesha Technical Data Engine
a harmless location. Do not discharge gases near the Specifications for the particular model of interest.
engine air intake system, ventilation ducts, windows Exceeding these backpressure limits can cause
or buildings. The discharge location must have horsepower output to decrease, fuel consumption to
sufficient natural ventilation to carry away the exhaust increase, and breather backpressure to increase,
gas preventing an unhealthy concentration. Observe causing high crankcase pressure. High crankcase
safety and other applicable codes. The discharge pressure will cause numerous oil leaks and may cause
must also be at a safe distance from flammable waste operational problems. Exhaust system backpressure
dump sites and fuel storage areas. Observe local fire can be calculated using the procedure described in
codes and other applicable codes. Form 1091, GE Waukesha Engines & Enginator
Systems Installation.
Form 100631
15.052 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER INSTALLATION
INSTALLATION 3. Align the inlet and outlet flanges with their
connecting flanges and insert supplied gaskets as
CATALYST ASSEMBLY required.
Most of this assembly should be done prior to lifting into 4. Install all supplied mounting fasteners loosely,
place. This will save time and avoid working several feet allowing for movement until final tightening.
above the ground. 5. Check alignment of flanges to make sure flanges are
squarely aligned and no binding is evident.
NOTE: The manufacturer has recommended that the
catalyst be supported from the bottom. A suitable 6. Torque all flange fasteners.
support needs to be added under the bottom of the 7. Make sure that the exhaust system after the
catalyst. converter is independently supported.
1. Install the thermocouples, pre and post into the
catalyst and plug into the harnesses. NOTICE
2. Support the converter housing flange ends and Do not weld to the converter housing.
body, using a suitable lifting device, and lift the
converter housing into position.
NOTICE
Make sure the catalyst flow direction is correct. The
directional arrow on the converter housing must match
the flow direction of exhaust gas.
Form 100631
15.053 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER INSTALLATION
SUGGESTED VERTICAL MOUNTING ARRANGEMENT
1
2 1
3
Figure 15.051: Suggested Vertical Mounting Arrangement
1 Guides 3 Support
2 Expansion Joint 4 Explosion Relief Valve
Form 100631
15.054 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER INSTALLATION
SUGGESTED HORIZONTAL MOUNTING ARRANGEMENT
1 2 2
4
3
4
3
Figure 15.052: Suggested Horizontal Mounting Arrangement
1 Explosion Relief Valve 3 Support
2 Guides 4 Expansion Joint
Form 100631
15.055 © Copyright 2018, General Electric Co.
CATALYTIC CONVERTER INSTALLATION
This Page Intentionally Left Blank
Form 100631
15.056 © Copyright 2018, General Electric Co.
SECTION 15.10
CATALYST REPLACEMENT PROCEDURES
CATALYST ELEMENT REPLACEMENT
NOTICE
The GE Waukesha catalytic converter or catalyst
elements do not pose any specific health or safety
hazards related to catalyst composition or formulation;
however, always wear proper safety clothing and
ensure that all work is performed in a safe manner in
accordance with all OSHA or other applicable safety
regulations currently in effect at your plant facility. This
extends, but is not limited to, the use of ladders, small
tools and mobile/lifting equipment.
The converter and catalyst elements my have sharp
metal edges. Always wear gloves and appropriate
safety gear when working with these components.
REMOVAL
The GE Waukesha converter was designed to allow
easy removal of catalyst elements without having to
remove the converter housing from connected duct Figure 15.101: Catalyst Access Cover
work.
4. Loosen the nut on all three jacking bolts until the lock
When it is necessary for the catalyst to be inspected, washer is fully uncompressed (see Figure 15.102).
cleaned or replaced, the following procedure should be
followed for the efficient removal of the catalyst:
1. With the engine off, allow the converter to cool to the
touch.
2. Perform lockout tagout procedures to ensure
engine and auxiliary equipment are safely locked out
and cannot be engaged.
3. Prior to removing the catalyst access cover; ensure
there are no compressive forces on the converter
housing. Bleed off any residual pressure in the piping
and converter.
Figure 15.102: Loosen Jacking Bolt Nut
Form 100631
15.101 © Copyright 2018, General Electric Co.
CATALYST REPLACEMENT PROCEDURES
5. Loosen all three jacking bolts (see Figure 15.103).
NOTICE
Do not drag, scrape or damage the element during
removal.
The following procedures are provided for
horizontally mounted converters. Horizontally
mounted elements are easier to remove than
vertically mounted elements with the use of a lifting
eye and suitable lifting device.
! WARNING
Catalyst elements weigh
approximately 54 lb (24.5 kg).
Always use suitable rigging and
lifting equipment.
Vertically mounted converters
must have the elements
removed manually with the
assistance of a lifting device.
Figure 15.103: Loosen Jacking Bolts The element can be slid out half
6. Remove the bolts, washers, lock washers and nuts way and then supported and
retaining the element cover (see Figure 15.104). lifted out of the converter using
a suitable lifting device.
8. Remove the element nearest the middle flange bolts
by hand (see Figure 15.105). Remove the element
using a lifting device or two persons lifting the
element using the handles provided on the catalyst.
Figure 15.104: Remove Element Cover
7. Remove the element cover and gasket. Clean the
cover and the catalyst housing to remove any gasket
material.
Form 100631
15.102 © Copyright 2018, General Electric Co.
CATALYST REPLACEMENT PROCEDURES
10. Remove the remaining element (see Figure
15.107).
Figure 15.105: Removing First Element
NOTICE
Do not damage or distort the spacer seal ring during
removal or installation.
Figure 15.107: Remove Remaining Element
9. Remove the spacer ring (see Figure 15.106).
11. If necessary, remove the clamp ring. Before
removing, note orientation of the clamp ring. The
larger flat side must face away from the large middle
flange (see Figure 15.108).
Figure 15.106: Remove Spacer
Form 100631
15.103 © Copyright 2018, General Electric Co.
CATALYST REPLACEMENT PROCEDURES
! WARNING
1
2
Vertically mounted converters
must have the elements
installed manually with the
assistance of a lifting device.
The element can be supported
and lifted into position using a
suitable lifting device, until the
element is half way into the
housing. The element must be
manually slid into the housing
from the halfway position and
the rigging removed.
1. If removed, install the clamp ring with larger flat side
of ring facing away from the large middle flange (see
Figure 15.108: Remove Clamp Ring Figure 15.109).
1 Clamp Ring 2 Large Middle
Flange 1
INSTALLATION
NOTE: Install element closest to clamp ring first before
installing the remaining element.
NOTICE 2
Do not drag, scrape or damage the element during
installation.
! WARNING
Catalyst elements weigh
approximately 54 lb (24.5 kg).
Always use suitable rigging and
lifting equipment.
The following procedures are provided for horizontally
mounted converters. Horizontally mounted elements
are easier to install than vertically mounted elements
with the use of a lifting eye and suitable lifting device.
Figure 15.109: Install Clamp Ring
1 Clamp Ring 2 Large Middle
Flange
Form 100631
15.104 © Copyright 2018, General Electric Co.
CATALYST REPLACEMENT PROCEDURES
2. Install the first element into the housing next to the
clamp ring. Position the handles on the element
toward the housing, with the handles orientated as
shown (see Figure 15.1010).
Figure 15.1011: Install Spacer
4. Install the remaining element (see Figure 15.1012).
Figure 15.1010: Install First Element
3. Install the spacer ring (see Figure 15.1011).
Figure 15.1012: Install Remaining Element
5. Inspect the cover gasket material to ensure it is intact
and provides a uniform seal around the cover
opening. Replace the gasket as necessary with the
recommended gasket material from GE Waukesha.
6. Align and install element cover and latch cover bolts.
Tighten cover bolts to 13 – 17 lbft (18 – 23 N·m).
Form 100631
15.105 © Copyright 2018, General Electric Co.
CATALYST REPLACEMENT PROCEDURES
NOTICE
The clamp ring must secure the elements and seal
rings in place. The elements cannot move or vibrate
during engine operation. Use care when tightening the
clamp ring to ensure the clamp ring does not bind and
the elements are squarely secured in place.
7. Tighten the 3 jacking bolts evenly in a crisscross
pattern. Tighten the hex bolts to 18 – 22 lbft (24 – 30
N·m) and secure locknuts until split lock washers are
fully compressed.
8. Upon engine startup, check for leakage at the
element cover. Make adjustments to the element
cover position and/or clamp nut tightness as
necessary to seal any leakage.
ELEMENT COVER GASKET REPLACEMENT
NOTICE
Always wear gloves and appropriate safety gear when
working with the element cover and fiberglass gasket.
Removal
1. Peel off the fiberglass gasket material and, if
necessary, use a flat razor knife or scraper to remove
any material sticking to the surface. Wear
appropriate safety clothing to avoid injury and
always direct scraping motion away from your body.
2. Use naphtha to remove any adhesive.
3. Clean and dry the surface to allow the pressure
sensitive adhesive to stick when applying new
gasket material.
Installation
NOTE: Each gasket kit contains one gasket that is
custom fit to the specific model converter; order correct
model replacement when ordering replacement parts.
Remove tape backing from one end of new gasket and
attach the gasket tape at one end of the cover.
Form 100631
15.106 © Copyright 2018, General Electric Co.
SECTION 15.15
CATALYST MAINTENANCE
CATALYST MAINTENANCE PROCEDURE
By definition, a catalyst promotes a chemical reaction
without itself being consumed in the reaction. It is,
therefore, an intrinsically maintenancefree item.
Although, there are some nonstandard operating
conditions which can result in premature loss of catalyst
activity. Therefore, a periodic (annual) inspection and
maintenance program will assure the catalyst retains its
full activity.
To inspect the catalyst unit, remove the element see
CATALYST REPLACEMENT PROCEDURES on page
15.101.) and visually examine the catalyst for any
physical damage or obstructed passages, especially on
the inlet face. Excessive cell blockage must be cleared
by cleaning the catalyst.
Figure 15.151: New Catalyst Element
PHYSICAL INSPECTION Following are conditions which will deactivate the
The catalyst should be inspected periodically for catalyst:
physical damage or fouling. For installations where the
gas stream is free of particulate, oil consumption is low, Fouling
and the engine is natural gas fired (such as engines with Fouling occurs when solids actually plug the cells of the
the EPA Mobile Certification), an annual inspection will monolith and block the gas flow through the catalyst
be sufficient. The catalyst should also be inspected any (see Figure 15.152). This can be caused by deposition
time the system suffers a physical upset (as indicated by of organic components (e.g. ash, carbon) as a by
the MIL). product of combustion. (A regular program of routine
To inspect the catalyst unit, remove the element see maintenance can be set up to periodically clean/vacuum
CATALYST REPLACEMENT PROCEDURES on page the catalyst, restoring unrestricted flow through the unit.)
15.101.) and visually examine the catalyst condition per
the following:
CATALYST CONDITION
Normal Condition
Catalyst Appearance/Performance: Note the black,
brown to grayish tan color and the minimal amount of
carbon or ash which clearly indicates the catalyst is
operating within the correct heat range, and has been
operating at near correct air/fuel ratio (see Figure
15.151). No action is required for a catalyst in the normal
condition.
Form 100631
15.151 © Copyright 2018, General Electric Co.
CATALYST MAINTENANCE
Catalyst Appearance/Performance: Catalyst
masking is the build up of combustion deposits
accumulating over an extended period of time resulting
in plugging of the catalyst. Cause: Deposits stem
primarily from burning of oil additives during engine
operation. Action Required: Lower engine lube oil
consumption rate; chemical wash for the catalyst.
Thermal Deactivation
At temperatures greater than 1,250°F (677°C), the
evenly dispersed particles of Platinum Group Metals
(PGM) [in the catalyst washcoat] migrate and tend to
coalesce into a single larger particle reducing PGM
surface area. This process is called sintering.
Excessive sintering leads to a loss in catalyst
performance due to loss of active PGM surface area
Figure 15.152: Physical Masking or Fouling (see Figure 15.153 and Figure 15.154). The rate at
CarbonFouled which sintering occurs is temperature dependent. At
normal engine operating temperatures, the sintering rate
Catalyst Appearance/Performance: Soft, black sooty is very low; the catalyst will not deactivate due to thermal
deposits are easily detected and characteristic of sintering even after years of service.
carbonfouling. Cause: Possible causes of carbon
fouling are clogging of air cleaner, carburetor problem,
or a toorich air/fuel ratio mixture. A weak ignition voltage
or extreme low cylinder compression can also contribute
to carbonfouling. Action Required: Correct engine air/
fuel ratio; chemical wash/sonic clean catalyst.
AshFouled
Catalyst Appearance/Performance: A gray/white
powdery covering of the surface of the catalyst and filling
the catalyst cells is ashfouling. Cause: A toolean air/
fuel ratio tends to stimulate ashfouling. Action
Required: Correct engine air/fuel ratio; chemical wash
for the catalyst.
OilFouled
Catalyst Appearance/Performance: The catalyst will
appear to be dark bronze to black in color. Cause: Oil Figure 15.153: Thermal Deterioration
fouling is caused by too much oil entering the
combustion chamber or a damaged turbocharger. This
is often caused by rings or cylinder walls that are badly
worn. Oil may also be pulled into the chamber because
of excessive clearance in the valve stem guides. Action
Required: Correct engine; chemical wash for the
catalyst.
Masking
Masking occurs when a film of solid material is
deposited over the surface of the catalyst. This
effectively prevents contact between the active catalyst
and the exhaust gas stream. (As with fouling, a periodic
maintenance schedule of cleaning the masking layer
from the catalyst will generally restore near full activity.)
Form 100631
15.152 © Copyright 2018, General Electric Co.
CATALYST MAINTENANCE
• Phosphorous and zinc additives associated with
metallic lubricant packages (i.e. ZDP, etc.) are limited
in concentration to no more than 0.09% wt. for
phosphorous and 0.06 – 0.085% wt. for zinc.
• Sulfated ash content of less than 0.40 – 0.065% wt.
In certain applications, the use of moderate to high ash
lubricating oils may result in the need to clean the
catalyst more frequently. Catalyst cleaning can be
accomplished with procedures available from GE
Waukesha and is considered to be a maintenance item
see CATALYST CLEANING PROCEDURE on page
15.154.).
Based on these requirements, oils recommended for
use with Waukesha catalysts are listed in the technical
data sheets. Each operator is responsible for using oil
Figure 15.154: Thermal Deterioration Close Up
rated for his engine while meeting the poison and ash
Damage due to overtemperature is irreversible. Any limits for the GE Waukesha catalyst.
large upset concentration that will cause the catalyst to Contact GE Waukesha or your local GE Waukesha
exceed its maximum rated temperature (1,350°F representative for additional information concerning
[732°C]) must be avoided. lubricating oil recommendations that will minimize
Catalyst Appearance/Performance: The catalyst has cleaning requirements and maximize catalyst life.
a clean, white powdery appearance. Pinholes can be
observed in the substrate by holding the substrate up to MAINTENANCE SCHEDULE
the light. Cause: This condition is caused by over
advanced ignition timing, poor engine cooling or The maintenance schedule for a typical catalyst
efficiency, lean air/fuel ratio mixture, leaking intake installation will consist of:
manifold, low fuel pressure, or improper crankcase • Physical inspection every 12 months of operation.
ventilation. Action Required: Correct engine • Vacuuming as needed to reduce ash build up and
malfunctions; replace catalyst. associated increased back pressure.
CORROSION • Approved washing procedure (low pH) will be used to
correct a fouled or masked catalyst condition.
GE Waukesha catalyst converter housing is constructed
of a high temperature, corrosion resistant stainless steel.
This material will provide years of trouble free service
CATALYST HARNESS MAINTENANCE
under most operating conditions. At rated operating
! WARNING
temperatures, the material is extremely resistant to
oxidation and attack by condensable corrosive gases
(e.g. HCI and H2SO4). Do not install, set up, maintain
or operate any electrical
LUBRICATING OIL RECOMMENDATIONS components unless you are a
technically qualified individual
Two major factors which influence catalyst durability are who is familiar with the electrical
the type and rate of consumption of engine lubricating elements involved.
oil. Normal engines consume lubricating oil at a rate of
about 0.001 lb/Bhphr with engine overhaul indicated Disconnect all electrical power
when the consumption rate approaches 0.002 lb/Bhp supplies before making any
hr. connections or servicing any
part of the electrical system.
The converter warranty is based upon the following
lubricating oil requirements:
• Consumption rate of less than 0.0015 lb/Bhphr.
Form 100631
15.153 © Copyright 2018, General Electric Co.
CATALYST MAINTENANCE
INTRODUCTION
NOTICE
The oxalic/acetic mixture is an effective acidic (pH range
Disconnect all engine harnesses and electronically 2.1 to 2.2) wash solution for removing many fouling and
controlled devices before welding on or near an masking agents that can accumulate on the surface of a
engine. catalyst element. It is particularly effective against
organic residues and chars. Certain inorganic deposits
are soluble in acidic solutions as well.
Inspect catalyst harness and make sure all connections
are secure. GE Waukesha catalyst elements come in standard
sizes: measure approximately 30 in. (76.2 cm) diameter
by 31/2 in. (8.9 cm) thick; weighing approximately 54 lb
CATALYST CLEANING PROCEDURE
(24.5 kg).
NOTICE Materials
Handling the GE Waukesha Metal Monolith Catalyst • Technical grade oxalic acid
does not pose any particular health or safety hazard • Technical grade acetic acid
related to catalyst composition or formulation.
• DeIonized (DI) water
However, this procedure does not include detailed
safety precautions relative to the operations • Tank(s) for holding chemical wash solutions and
described. catalyst elements
• Spacers for separating catalyst elements (4 per
catalyst element)
When following this procedure, ensure that all work is
performed in a safe manner in accordance with all OSHA • Chemical resistant electric drum pump
or other applicable safety regulations. Request material
BACKGROUND AND PREPARATION
safety data sheets (MSDS) from chemical suppliers.
Consult your company health safety officer for details of Oxalic / Acetic Acid Solution
safe working practices. The oxalic/acetic acid solution must be fresh chloride
Areas of concern include, but are not necessarily limited free technical grade quality. Under no circumstances
to: can the acidic wash solution be reused.
• Safe removal of catalyst from converter housing and If only concentrated oxalic acid and acetic acid solutions
exhaust pipe. (e.g. 50% or 100% by weight) or anhydrous powder/
• Safe handling of chemicals (oxalic acid and acetic pellets are available, the oxalic/acetic acid mixture will
acid): have to be diluted down to 5% wt. (each acid
component) with deionized water for a 5% oxalic/5%
– Ventilation acetic acid mixture. Depending on the extent of dilution,
– Personal protection (gloves, face shield, coveralls, some heat will be generated and result in a temperature
etc.) rise of the solution, some time may be needed to allow
– Safety glasses and shoes for cool down of the solution after mixing. The solution
can only be used if between the temperatures of 60° and
• Safe disposal of spent cleaning solutions in 90°F (16° and 32°C).
accordance with applicable water pollution
regulations AMOUNT REQUIRED: Each cubic foot (1 ft3) of catalyst
requires 15 gal (57 L) of 5% wt. oxalic/5% wt. acetic acid
! WARNING solution for washing.
Preparation of the oxalic/acetic acid solution must be
Read the entire instructions finished before placing the blocks into the solution.
before beginning catalyst Under no circumstances should the catalyst blocks be
washing. If you have any placed into the tank before the 5% wt. oxalic/5% wt.
questions, call GE Waukesha. acetic acid is prepared. See step 1 of PROCEDURE on
page 15.155 for more information.
Form 100631
15.154 © Copyright 2018, General Electric Co.
CATALYST MAINTENANCE
DeIonized (DI) Water Submerge the catalyst elements horizontally in the
5% wt. oxalic/5% acetic acid wash solution, with
NOTE: Local Culligan and Millipore representatives
approximately 3/4 in (19 mm). spacers between
can provide DI water or systems.
elements including the bottom of the tank.
Use only deionized water – no substitutes allowed. The elements should be lowered slowly into the
Deionizer canisters are available that convert tap water solution so that all the cells are contacted and wetted
into deionized water and can be purchased or rented by the solution. Lowering the blocks horizontally into
from water purification companies. the solution will force out air trapped in the catalyst
AMOUNT REQUIRED: The water deionizing canister cells and facilitate wetting the catalyst.
system should be sized large enough to produce at least Cover the tank and allow elements to soak for 4
130 gal (492 L) of deionized water per cubic foot [1 ft3 hours. Exceeding this time will cause damage to the
(0.03 m3)]of catalyst. This amount should cover the DI catalyst elements.
water washing steps, dilution of concentrated oxalic acid The color of the acidic solution after adding the
and concentrated acetic acid and cleaning the washing catalyst can range from light to dark brown.
tank.
! WARNING
Tank(s) for Holding Chemical Solutions and
Catalyst Elements
The catalyst elements must be
One or more tanks can be used to hold the chemical added to the 5% wt. oxalic/5%
wash solution and catalyst elements. The tank(s) must
be clean and impervious to attack by the oxalic/acetic
acidic solution.
! wt. acetic acid solution and not
the other way around. NEVER
place the catalyst elements in
The tank(s) must be large enough and correctly sized to the tank first and then add or mix
completely submerge the catalyst elements in the wash the solution: This will result in a
solution, which also includes accounting for the volume poorly cleaned catalyst since
of the catalyst elements. Also, consideration should be some portions of the catalyst
given to allow for enough hand room for lifting the will be exposed to mostly de
catalyst elements in and out of the tank. ionized water, while others will
be exposed to a high
Spacers for Separating Catalyst Elements (When concentration of acids. Also, air
More Than One Element Is Being Washed) will remain trapped in the
catalyst cells and will prevent
Spacers are needed to separate the catalyst elements
the solution from contacting the
when the elements are placed in the tank for washing.
catalyst.
Use four spacers per element, each should be placed
near the corners of the catalyst elements. The spacers
must be resistant to the acidic solution. The spacers can
be made from 2 in. diameter stainless steel pipe cut to a 2. After the 4 hour soak in oxalic/acetic acid, use an
length of 3/4 in. electric drum pump to transfer spent the wash
solution from the tank to another tank or 55 gal
PROCEDURE drums. DO NOT send spent solution directly down
drain. See DISPOSAL OF SPENT WASH
1. Fill the tank with premixed 5% wt. oxalic/5% wt. SOLUTION on page 15.156.
acetic acid solution or dilute concentrated oxalic and
acetic acid material by adding it to deionized water Run deionized water over catalyst elements to
(alternatively, add anhydrous powder to deionized dilute any oxalic/acetic acid solution remaining on
water). Use 15 gal (57 L) of 5% wt. oxalic/5% wt. elements.
acetic acid solution for each cubic foot of catalyst. Remove catalyst elements from the tank and shake
Preparation of the 5% wt. oxalic/5% wt. acetic acid several times to drain off any excess solution. Not all
solution must be done before the catalyst elements the solution will come off. The wet catalyst elements
are added to the solution. will be quite heavy because the catalyst material acts
like a sponge. Clean any sediment from the tank with
deionized water and drain.
Form 100631
15.155 © Copyright 2018, General Electric Co.
CATALYST MAINTENANCE
3. Fill tank with deionized water at 15 gal (57 L) per 9. Reinstall the catalyst in its housing and then in the
cubic foot of catalyst. Submerge the catalyst exhaust. See CATALYST REPLACEMENT
elements horizontally in the deionized water, with PROCEDURES on page 15.101.
approximately 3/4 in. (19 mm) spacers between 10. Resume normal operation of the reciprocating
elements including the bottom of the tank. engine.
Allow elements to soak in deionized water for 30
minutes. DISPOSAL OF SPENT WASH SOLUTION
4. At the end of the 30 minute soak, use an electric All spent wash solutions should be considered as
drum pump to transfer spent deionized water from hazardous until proven otherwise. Check town, city or
the tank to another tank or 55 gal drums. DO NOT state environmental agencies for safe disposal of spent
send spent solution directly down drain. See wash solutions. If appropriate, the used acid cleaning
DISPOSAL OF SPENT WASH SOLUTION on page solution can be neutralized to a pH 6 to 7 with an
15.156. appropriate basic material before disposal.
Remove catalyst elements from the tank and shake
several times to drain off any excess solution.
Clean any sediment from tank with deionized water
and drain.
5. Repeat steps 3 – 4 until the pH of the deionized
water rinse is between 6 – 9.
6. It is essential that the pH level of last deionized
water rinse is between a range of 6 – 9. If this is not
achieved after the two washings with deionized
water, additional rinse cycles will be necessary
(steps 3 – 4). The pH levels must be met before
proceeding to the next step.
7. The catalyst can be partially dried with an air gun
using only CLEAN, OIL FREE COMPRESSED AIR
or NITROGEN. The air gun should be swept slowly
across the face of the catalyst so as to direct the air
flow through each cell. The pressure should be
adjusted to provide cleaning of fluid from the cells.
The maximum pressure to be used is 30 psi (2.07
bar).
NOTICE
Excessive pressure can damage the catalyst coating.
Do not touch the catalyst face with the tip of the air gun
while it is moving as this may distort the metal foil.
8. If the catalyst is not to be installed in the housing
immediately after wash (within two days), it is
preferred that the catalyst be oven dried at 250° –
300°F (121° – 149°C) for 4 hours to remove residual
moisture before storage. If the catalyst is to be
immediately reinstalled into the housing, oven drying
for 1 hour is preferred. We understand that it is not
always possible to oven dry the catalyst. However,
if feasible, these drying procedures will help to
extend catalyst life.
Form 100631
15.156 © Copyright 2018, General Electric Co.
APPENDIX A – WARRANTY
OR
Select
Document > Service/Warranty
Scroll down to the Waukesha
gas engines Express Limited
Warranty or the appropriate
warranty for your applica
tion. Select the file icon to
begin the download.
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© Copyright 2018, General Electric Co.
This Page Intentionally Left Blank
Form 100631
© Copyright 2018, General Electric Co.
APPENDIX B – SCHEMATICS
Form 100631
© Copyright 2018, General Electric Co.
This Page Intentionally Left Blank
Form 100631
© Copyright 2018, General Electric Co.