DKG-507 User Manual V-01.13
INSTALLATION
Term Function Technical data Description
1 GENERATOR CONTACTOR Relay output, 16A-AC This output provides energy to the generator
contactor. If the generator phases do not have
acceptable voltage or frequency values, the
generator contactor will be de-energized. In
order to provide extra security, the normally
closed contact of the mains contactor should
be serially connected to this output.
2 U Generator phase
inputs, 0-300V-AC
Connect the generator phases to these inputs.
The generator phase voltages upper and
lower limits are programmable.
3 V
4 W
5 GENERATOR NEUTRAL Input, 0-300V-AC Neutral terminal for the generator phases.
6 MAINS NEUTRAL Input, 0-300V-AC Neutral terminal for the mains phases.
7 T Mains phase inputs,
0-300V-AC
Connect the mains phases to these inputs.
The mains voltages upper and lower limits are
programmable.
8 S
9 R
Term Function Technical data Description
10 MAINS CONTACTOR Relay output, 16A-AC This output provides energy to the mains
contactor. If the mains phases do not have
acceptable voltages, the mains contactor will
be de-energized. In order to provide extra
security, the normally closed contact of the
generator contactor should be serially
connected to this output.
11 GROUND O VDC Power supply negative connection.
12 BATTERY POSITIVE +12 or 24VDC The positive DC Supply terminal for both 12V
and 24V battery systems.
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Term Function Technical data Description
13 FUEL LEVEL SENDER Input, 0-5000 ohms Analogue fuel level sender connection. Do not
connect the sender to other devices. The input
is programmed for VDO type senders.
14 OIL PRESSURE SENDER Input, 0-5000 ohms Analogue oil pressure sender connection. Do
not connect the sender to other devices. The
input has programmable characteristics and
connects to any kind of sender.
15 COOLANT TEMP. SENDER Input, 0-5000 ohms Analogue high temperature sender
connection. Do not connect the sender to
other devices. The input has programmable
characteristics and connects to any kind of
sender.
16 CHARGE Input and output Connect the charge alternator’s D+ terminal to
this terminal. This terminal will supply the
excitation current and measure the voltage of
the charge alternator.
17 RELAY-2 (HORN RELAY) Output 10A/28VDC This relay has programmable function,
selectable from a list.
18 RELAY-1 (STOP RELAY) Output 10A/28VDC This relay has programmable function,
selectable from a list.
19 START RELAY Output 10A/28VDC This relay controls the engine cranking.
20 FUEL RELAY Output 10A/28VDC This relay is used for fuel solenoid control. It is
internally connected to terminal 16 for
supplying the charge alternator’s excitation
current.
21 EMERGENCY STOP Digital inputs These inputs have programmable
characteristics selected via the program
menu. Each input may be driven by a
‘normally closed’ or ‘normally open’ contact,
switching either battery+ or battery-. The
effect of the switch is also selectable from a
list. See PROGRAMMING section for more
details.
22 SPARE-2
23 PROGRAM LOCK
24 SPARE-1
25 COOLANT LEVEL
26 HIGH TEMP
27 LOW OIL PRESSURE
28 RECTIFIER FAIL
29 CURR_U+ Current transformer
inputs, 5A-AC
Connect the generator current transformer
terminals to these inputs. Do not connect the
same current transformer to other instruments
otherwise a unit fault will occur. Connect each
terminal of the transformer to the unit’s related
terminal. Do not use common terminals. Do
not use grounding. Correct polarity of
connection is vital. If the measured power is
negative, then change the polarity of each 3
current transformers. The rating of the
transformers should be the same for each of
the 3 phases. The secondary winding rating
shall be 5 Amperes. (For ex. 200/5 Amps).
30 CURR_U-
31 CURR_V+
32 CURR_V-
33 CURR_W+
34 CURR_WDKG-
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3. DISPLAYS
3.1 Led Displays
The unit has 30 LEDs, divided in 4 groups:
-Group_1: Operating mode: This group indicates the genset function.
-Group_2: Mimic diagram: This group indicates the current status of the mains and genset
voltages and contactors.
-Group_3: Warnings and alarms: This group indicates the existence of abnormal conditions encountered
during operation.
-Group_4: Unit: This group indicates the unit of the value displayed in the bottom display.
Function Color Description
MAINS ON Green The LED will turn on when all 3 mains phase voltages
are within the limits.
MAINS OFF Red The LED will turn on when at least one of the mains
phase voltages is outside limits.
GENERATOR Yellow The LED will turn on when all 3 generator phase
voltages are within the programmed limits.
LOAD GENERATOR Yellow It turns on when the generator contactor is activated.
LOAD MAINS Green It turns on when the mains contactor is activated.
LOAD TEST Yellow It turns on when the related operation mode is
selected. One of these LEDs is always on and
indicates which operation mode is selected.
If the operation of the genset is disabled by the
weekly operation schedule, then the AUTO led will
flash.
TEST Yellow
OFF Yellow
AUTO Green
SERVICE REQUEST Red Engine periodic maintenance request indicator. It
turns on when the preset engine hours or time
duration after previous service has elapsed.
ALARM GROUP Red If a fault condition resulting to the engine shutdown
has occurred, the related alarm led turns on steadily.
If a warning condition has occurred, the related led
flashes. The alarms work on a first occurring basis.
The occurrence of a fault will disable other faults of
lower or equal priority.
UNIT GROUP Red This group indicates the unit of the value displayed in
the bottom displays. Different values may be scrolled
by pressing the MENU key.
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3.2 Digital Displays
The unit has 6 seven segment displays. They show:
-Measured parameters,
-Service counters,
-Statistical counters,
-Program parameters.
The navigation between different screens in a group is made with the MENU button. Holding the MENU
button pressed for 1 second makes the display to switch to the next group.
VOLTAGE DISPLAY: This display shows:
-phase R voltage if the load is on mains
-Phase U voltage if the load is on the genset
By pressing the MENU key, below values may be displayed:
-(R-S-T) mains phase to neutral voltages
-(U-V-W) generator phase to neutral voltages
-(RS-ST-TR) mains phase to phase voltages
-(UV-VW-WU) generator phase to phase voltages
If the service counters group is displayed, then this display will show the counter name.
In programming mode it displays (PGM).
CURRENT DISPLAY: This display will show the current values measured using the current transformers. Using the
programming menu, current transformers within the range of 10/5A to 9000/5A may be programmed.
In programming mode it displays the program number.
OIL PRESSURE DISPLAY: This display will show the oil pressure value measured using the sender.
TEMPERATURE DISPLAY: This display will show the coolant temperature value measured from the sender.
MULTIFUNCTION DISPLAY (LEFT): By pressing the MENU key below values may read:
-generator frequency (Hz)
-generator active power (KW)
-fuel level (%)
In programming mode it displays the program value.
MULTIFUNCTION DISPLAY (RIGHT): By pressing the MENU key below values may read:
-battery voltage (V-DC),
-generator cos
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4. ALARMS AND WARNINGS
Alarms indicate an abnormal situation in the generating set are divided into 2 priority levels:
1- ALARMS: These are the most important fault conditions and cause:
- The related alarm led to be on steadily,
- The genset contactor to be released immediately,
- The engine to be stopped immediately,
- The Horn, Alarm and Alarm+Warning relays output to operate, (if selected via programming
menu)
2- WARNINGS: These conditions cause:
- The related alarm led to flash,
- The Horn and Alarm+Warning relay outputs to operate, (if selected via programming menu)
If the ALARM MUTE button is pressed, the Horn relay output will be deactivated; however the existing
alarms will persist and disable the operation of the genset.
Alarms operate in a first occurring basis:
-If an alarm is present, following alarms and warnings will not be accepted,
-If a warning is present, following warnings will not be accepted.
Alarms may be of LATCHING type following programming. For latching alarms, even if the alarm condition is
removed, the alarms will stay on and disable the operation of the genset.
The existing alarms may be canceled by pressing one of the operating mode buttons (LOAD TEST / TEST /
OFF / AUTO).
Most of the alarms have programmable trip levels. See the programming chapter for settable alarm limits.
LOW OIL PRESSURE: Set if a signal is detected at the Low Oil Pressure Switch input or the oil pressure value
measured from the sender is below the programmed limit. Warning (P_015) and alarm (P_016) limits are
separately programmable for the oil pressure sender input. This fault will be monitored with holdoff timer (P_023)
delay after the engine is running. Also if the oil pressure switch is open at the beginning of a start attempt, then the
engine will not be started and the oil pressure led will flash. When the oil pressure switch closes normal operation
will be resumed.
HIGH TEMPERATURE: Set if a signal is detected at the High Temperature Switch input or the coolant temperature
value measured from the sender is above the programmed limit. Warning (P_017) and alarm (P_018) limits are
separately programmable for the temperature sender input.
SPEED: Set if the generator frequency is outside programmed limits (overspeed/Underspeed). This fault will be
monitored with holdoff timer (P_023) delay after the engine is running. Different low and high limits for warning and
alarm are separately programmable. (P_008/P_009/P_010/P_011)
START FAIL: Set if the engine is not running after programmed number of start attempts. (P_035)
STOP FAIL: Set if the engine has not stopped before the expiration of the Stop Timer (P_034).
OVERLOAD: Set if at least one of the genset phase currents goes over the Overcurrent Limit (P_002) or if the
genset power (KW) supplied to the load goes over the Excess Power (P_003) limit for Overcurrent / Excess Power
Timer (P_024). If the currents and power goes below the limits before expiration of the timer then no alarm will be
set.
VOLTAGE: Set if any of the generator phase voltages goes outside programmed limits (P_006/P_007). This fault
will be monitored with holdoff timer (P_023) delay after the engine is running.
FUEL LEVEL: Set when the fuel level falls below 10%.
COOLANT LEVEL: Set when a signal is detected from the coolant level switch input.
BATTERY: Set if the battery voltage goes outside programmed limits. During engine cranking this fault is not
monitored. Warning level for low battery voltage (P_012) and both warning (P_013) and alarm (P_014) levels for
high battery voltage are programmable.
CHARGE: Set if a charge alternator failure (or broken belt) occurs. This fault condition may result to a warning or
alarm following programming. (P_038)
RECTIFIER FAIL: Set if a signal is detected at the rectifier fail input. This input is only monitored when mains
voltages are present.
EMERGENCY STOP: Set if a signal is detected at the emergency stop input.
SPARE-1 / SPARE-2: Set if a signal is detected from the related spare fault input.
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5. MODES OF OPERATION
The modes of operation are selected by pushing the front panel keys. Changing the operation mode while
the genset is running will result to a behavior suitable for the new operating mode. For example, if the LOAD TEST
mode is selected when genset is running at TEST mode, then the genset will take the load.
OFF: In this mode, the mains contactor will be energized if mains phase voltages are within the programmed limits.
The engine will be stopped.
AUTO: It is used for genset and mains automatic transfer. If at least one of the mains phase voltages is outside limits
(P_004/P_005), the mains contactor will be deactivated.
The diesel will be started for programmed times (P_035) after the wait period (P_0026). When the engine runs, the
crank relay will be immediately deactivated. The engine will run without load during engine heating period (P_029).
After this, if alternator phase voltages and frequency are within limits, then the unit will wait for the generator
contactor period (P_032) and the generator contactor will be energized.
When all the mains phase voltages are within the limits, the engine will continue to run for the mains waiting period
(P_030). At the end of this period the generator contactor is deactivated and the mains contactor will be energized. If
a cooling period is given (P_031), the generator will continue to run during cooling period. At the end of the period,
the fuel solenoid will be de-energized and the diesel will stop. The unit will be ready for the next mains failure.
If the operation of the genset is disabled by the weekly schedule, then the AUTO led will flash, and the operation of
the genset will be as in the OFF mode.
TEST: It is used to test the generator when the mains are on, or keep the generator running in the emergency
backup mode (P_041). The operation of the generator is similar to the AUTO mode, but the mains contactor will not
be deactivated if the mains are not off. If the mains are off, mains contactor will be deactivated and the generator
contactor will be activated. When the mains are on again, a changeover to the mains will be made, but the engine will
be kept running unless another mode is selected. To stop the engine, select AUTO or OFF mode.
LOAD TEST: It is used to test the genset under load. Once this mode is selected, the engine will run and the load will
be transferred to the genset. The genset will feed the load indefinitely unless another mode is selected.
6. OTHER FEATURES
6.1 Remote Start Operation
The unit offers the possibility of REMOTE START mode of operation. If the program parameter P_042 is
set to 1 then the unit will enter to the Remote Start operation. The Remote Start signal should be connected to
the SPARE_2 (22) input.
The REMOTE START signal may be a NO or NC contact, switching to either battery positive or battery
negative. These selections are made using programming menu.
It is also necessary to set the program parameter P_119 to 3 in order to prevent the alarms generated from
this input.
In this mode the mains phases are not monitored. If the REMOTE START signal is present then the
mains will be supposed to fail, inversely if the REMOTE START signal is absent, then mains voltages will be
supposed to be present. The front panels mimic diagram’s mains LEDs will reflect the status of the REMOTE
START input.
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6.2 Sender type Selection
The unit has the ability to adapt to any type of oil pressure and temperature senders. The commonly used
standard sender characteristics are recorded in memory and selectable from a list. However non standard
senders may also be used by entering their characteristics to the table.
Oil Pressure Sender Type Selection:
The oil pressure sender is selected using parameter P_019. The selectable sender types are:
0: The sender characteristics are defined in table using parameters P_131 to P_142.
1: VDO 0-7 bars (10-180 ohms)
2: VDO 0-10 bars (280-20 ohms)
3: DATCON 0-7 bars (240-33 ohms)
4: DATCON 0-10 bars (240-33 ohms)
5: DATCON 0-7 bars (0-90 ohms)
6: DATCON 0-10 bars (0-90 ohms)
7: DATCON 0-7 bars (75-10 ohms)
Temperature Sender Selection:
The temperature sender is selected using parameter P_020. The selectable sender types are:
0: The sender characteristics are defined in table using parameters P_143 to P_154.
1: VDO
2: DATCON DAH type
3: DATCON DAL type
Fuel Level Sender Selection:
The fuel level sender input is factory set for VDO 0-100% (10-180 ohms) and not adjustable.
6.3 Engine Heating Operation
Especially on engine without a body heater, or with a failing one, it may be desired that the genset should
not take the load before reaching a suitable temperature. The unit offers 2 different ways of engine heating.
1. Timer controlled heating:
This operation mode is selected when the parameter P_037 is set to 0. In this mode, the engine will run during
parameter P_029, and then the genset will take the load.
2. Timer and temperature controlled heating:
This operation mode is selected when the parameter P_037 is set to 1. In this mode, at first the engine will run
during parameter P_029, then it will continue to run until the measured coolant temperature reaches the limit
defined in parameter P_022. When the requested temperature is reached, the load will be transferred to the
genset. This operation mode may be used as a backup to the engine body heater. If the engine body is warm the
heating will be skipped.
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6.4 Service Request Display
This led is designed to help the periodic maintenance of the genset to be made consistently.
The periodic maintenance is basically carried out after a given engine hours (for example 200 hours), but
even if this amount of engine hours is not fulfilled, it is performed after a given time limit (for example 12 months).
The SERVICE REQUEST led has no effect on the genset
operation.
The unit has both programmable engine hours and maintenance time limit. The engine hours is
programmable with 50-hour steps (P_044), the time limit is programmable between with 1 month steps (P_045). If
any of the programmed values is zero, this means that the parameter will not be used. For example a maintenance
period of 0 months indicates that the unit will request maintenance only based on engine hours, there will be no time
limit. If the engine hours is also selected as 0 hours this will mean that the SERVICE REQUEST display will be
inoperative.
When the engine hours OR the time limit is over, the SERVICE REQUEST led (red) will start to flash.
To turn off the led, and reset the service period, press together the ALARM MUTE and LAMP TEST
keys for 5 seconds. The upper display will show “SER”.
The remaining engine hours and the remaining time limit are kept stored in a non-volatile memory and are
not modified by power supply failures.
The remaining time and engine hours to service may be checked via the statistics menu selected by pressing
the MENU key for 1 second.
For the engine hours, the upper display will show “HtS” (hours to service). The mid display will show the first
3 digits of the engine hours to service and the bottom display the last 3 digits.
For the time, the upper display will show “ttS” (time to service). The mid display will show the first 3 digits of
days to service and the bottom display the last 3 digits.
6.5 Engine Hour Meter
The unit features a non-erasable incremental engine hour meter. The hour meter information is kept in a nonvolatile
memory and is not modified by power supply failures.
The engine hours may be displayed via the statistics menu selected by pressing the MENU key for 1
second.
For the engine hours, the upper display will show “EnH” (engine hours). The mid display will show the first 3
digits of the engine hours and the bottom display the last 3 digits.
6.6 Modem Connection
The unit offers the remote monitoring and programming features over the telephone network via a
modem connection. The program used for remote monitoring and programming is the same as the program used
for RS-232 connection.
If the modem is connected, the program parameter P_043 should be set to 1, otherwise faulty operation
may occur.
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6.7 Remote Monitoring and Programming
Thanks to its standard serial RS-232 port, the unit offers the remote monitoring and programming feature.
The remote monitoring and programming PC software may be downloaded from www.datakom.com.tr
internet site.
The software allows the visualization and recording of all measured parameters. The recorded
parameters may then be analyzed graphically and printed. The software also allows the programming of the unit
and the storage of the program parameters to PC or the downloading of stored parameters from PC to the unit.
For PCs without a serial port, below USB to serial adapters are tested and approved :
DIGITUS USB 2.0 TO RS-232 ADAPTER (PRODUCT CODE: DA70146 REV 1.1)
DIGITUS USB 1.1 TO RS-232 ADAPTER (PRODUCT CODE: DA70145 REV 1.1)
FLEXY USB 1.1 TO SERIAL ADAPTER (PRODUCT CODE BF-810)
CASECOM USB TO SERIAL CONVERTER (MODEL: RS-01)
6.8 Exerciser
The unit offers automatic exerciser operation. The exercise operation may be done on a daily, weekly or
monthly basis.
The start day and time of the exercise is programmable as well as its duration. The exercise may be done
with or without load following programming.
The program parameters related to the exerciser are:
P_155: Exercise start day and hour
P_156: Exercise duration
P_157: Exercise off_load/on_load
P_158: Daily / Weekly / Monthly Exercise
Please refer to the programming section for a more detailed description of the above parameters.
When the start day and hour of exercise has come, the unit will automatically switch to either TEST or
LOAD TEST mode. The engine will run and if the on_load exercise is selected then the load will be transferred to
the genset.
If a mains failure occurs during the off-load exercise, the load will not be transferred to the genset unless
the Emergency Backup Operation is allowed by setting the parameter P_041 to 1. Thus it is highly
recommended that the Emergency Backup mode enabled with off-load exerciser.
At the end of the exercise duration, the unit will switch back to the initial mode of operation.
If any of the mode selection keys are pressed during exercise, then the exercise will be ended.
Using the daily exercise mode, the unit may feed the load from the genset during predefined hours of the
day. This operation may be used in high tariff periods of the day.
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7. WEEKLY OPERATION SCHEDULE
In most applications, the genset is requested to operate only in working hours. Thanks to the weekly
program feature unwanted operation of the genset may be prohibited.
The unit has one programmable turn-on/turn-off time pairs for each day of week. These programmable
parameters allow the genset to operate automatically only in allowed time limits.
The weekly operation schedule is only active in AUTO mode. In other modes it will not affect the genset
operation.
In AUTO mode, if the operation of the genset is disabled by the weekly schedule, then the AUTO led will
flash (instead of a steady on state).
Each turn-on/turn-off time is defined in 10 minute steps. These parameters are defined in the parameters
P_051 to P_064. On the display, the parameters are shown with 3 digits, the first 2 digit are the hour and the last
digit is the first digit of the minutes. For example 19.3 will mean 19:30.
Unused programs should be set to 24.0.
An example setup may be as follows:
P_051: 07.0 (Monday morning 07:00 turn on)
P_052: 18.0 (Monday evening 18:00 turn off)
P_053: 07.0 (Tuesday morning 07:00 turn on)
P_054: 18.0 (Tuesday evening 18:00 turn off)
P_055: 07.0 (Wednesday morning 07:00 turn on)
P_056: 18.0 (Wednesday evening 18:00 turn off)
P_057: 07.0 (Tuesday morning 07:00 turn on)
P_058: 18.0 (Tuesday evening 18:00 turn off)
P_059: 07.0 (Friday morning 07:00 turn on)
P_060: 18.0 (Friday evening 18:00 turn off)
P_061: 07.0 (Saturday morning 07:00 turn on)
P_062: 13.3 (Saturday noon 13:30 turn off)
P_063: 24.0 (Sunday no turn on time, last operation mode continues)
P_064: 24.0 (Sunday no turn off time, last operation mode continues)
If the same time is used for turn on and turn off, then it will be considered as a turn-on time.
The unit has a battery backed-up precision real time clock circuit. The real time clock circuit will continue
its operation even in power failures. The real time clock is precisely trimmed using the program parameter P_046.
For more details check the programming section.
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8. EVENT LOGGING
The unit keeps records of the last 12 events in order to supply information for the service personal.
The events are recorded with a date and time stamp. The date and time information comes from the
internal battery backed-up real time clock circuit of the unit. The real time clock circuit will continue its operation
even in power failures. The real time clock is precisely trimmed using the program parameter P_046. For more
details check the programming section.
The events are stored in a circular memory. This means that a new coming event will erase the oldest
recorded event.
The events are only displayed on the PC screen using the remote monitoring and programming software.
They can not be displayed on the unit.
The event sources are:
-Genset on load,
-Genset off load,
-Alarms,
-Warnings.
9. STATISTICAL COUNTERS
The unit provides a set of non resettable incremental counters for statistical purposes.
The counters consist on:
-total engine cranks,
-total genset runs,
-total genset on load.
These counters are kept in a non-volatile memory and are not affected from power failures.
The statistical counters are only displayed on the PC screen using the remote monitoring and
programming software. They can not be displayed on the unit.
10. MAINTENANCE
DO NOT OPEN THE UNIT
There are NO serviceable parts inside the unit.
Wipe the unit, if necessary with a soft damp cloth. Do not use chemical agents
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10. PROGRAMMING
The program mode is used to program the timers, operational limits and the configuration of the unit.
To enter the program mode, press the MENU button for 5 seconds. The program mode is only allowed
if the PROGRAM LOCK input (terminal_23) is left open. If this input is tied to GROUND, the program value
modification will be disabled to prevent unauthorized intervention. It is advised to keep the PROGRAM LOCK
input tied to GROUND.
The program mode will not affect the operation of the unit. Thus programs may be modified anytime,
even while the genset is running.
When the program mode is entered, the upper display will show “PGM”. The central display will show the
program parameter number and the lower display the program parameter value. The first program number is
“000”
Each depression of the MENU key will cause the display to switch to the next program parameter. If the
MENU key is hold pressed the program numbers will increase by steps of 10. After the last parameter, the
display switches back to the first parameter. The displayed parameter value may be increased or decreased using
“ ” and “ ” keys. If these keys are hold pressed, the program value will be increased/decreased by steps of 10.
Program parameters are kept in a non-volatile memory and are not affected from power failures.
To exit the program mode press one of the mode selection keys. If no button is pressed during 1 minute
the program mode will be cancelled automatically.
Pgm Definition Unit Std Val Description
0
Current Transformer
Primary
A 500
This is the rated value of current transformers.
All transformers must have the same rating.
The secondary of the transformer will be 5
Amps. For values over 990A use 10% of the
value. These values will be displayed as KAmperes.
(for ex. 1.85KA) Values under 100A
may be used by multiplying with 10 in order to
enable the current display with 0.1A precision.
(for ex: 35.7A)
1
Current Transformer
Decimal Point
0
This parameter determines the display range of
current and active power:
0: 000-999
1: 0.00-9.99
2: 00.0-99.9
2 Overcurrent Limit A 500
If the current goes above this limit, during the
period defined in P_024 an OVERLOAD alarm
will be generated. Enter this information with the
same format as parameter P_000.
3 Excess Power Limit KW 350
If the active power goes above this limit, during
the period defined in P_024 an OVERLOAD
alarm will be generated. Enter this information
with the same format as parameter P_000.
4 Mains Voltage Low Limit V 170
If one of the mains phases goes under this
limit, it means that the mains are off and it
starts the transfer to the genset in AUTO and
TEST modes.
5 Mains Voltage High Limit V 270
If one of the mains phases goes over this limit,
it means that the mains are off and it starts the
transfer to the genset in AUTO and TEST
modes.
6 Gen. Voltage Low Limit V 180
If one of the generator phase voltages goes
under this limit when feeding the load, this will
generate a VOLTAGE alarm and the engine will
stop.
7 Gen. Voltage High Limit V 270
If one of the generator phase voltages goes over
this limit when feeding the load, this will generate
a VOLTAGE alarm and the engine will stop.
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Pgm Definition Unit Std Val Description
8 Low Freq. Alarm Hz 30
If the genset frequency goes under this limit, a
SPEED alarm will be generated and the engine
will stop. This alarm will be monitored after delay
defined in P_023 when the engine runs.
9 Low Freq. Warning Hz 40
If the genset frequency goes under this limit, a
SPEED warning will be generated. This warning
will be monitored after delay defined in P_023
when the engine runs.
10 High Freq. Warning Hz 54
If the genset frequency goes over this limit, a
SPEED warning will be generated. This warning
will be monitored after delay defined in P_023
when the engine runs.
11 High Freq. Alarm Hz 57
If the genset frequency goes over this limit, a
SPEED alarm will be generated and the engine
will stop. This alarm will be monitored after delay
defined in P_023 when the engine runs.
12
Low Battery Voltage
Warning
V 9.0
If the battery voltage falls below this limit, this
will generate a BATTERY warning.
13
High Battery Voltage
Warning
V 31.0
If the battery voltage goes over this limit, this
will generate a BATTERY warning.
14
High Battery Voltage
Alarm
V 33.0
If the battery voltage goes over this limit, this
will generate a BATTERY alarm and the
engine will stop.
15
Low Oil Pressure
Warning
Bar 1.5
If the oil pressure measured from the analog
input falls below this limit, this will generate an
OIL PRESSURE warning. This input will be
monitored after delay defined in P_023 when the
engine runs.
16 Low Oil Pressure Alarm Bar 1.0
If the oil pressure measured from the analog
input falls below this limit, this will generate an
OIL PRESSURE alarm. This input will be
monitored after delay defined in P_023 when the
engine runs.
17
High Temperature
Warning
ºC 90
If the coolant temperature measured from the
analog input goes over this limit, this will
generate a HIGH TEMP. warning.
18 High Temperature Alarm ºC 98
If the coolant temperature measured from the
analog input goes over this limit, this will
generate a HIGH TEMP. alarm and the engine
will stop.
19 Oil pressure sender type - 1
This parameter selects the oil pressure sender
type.
0: Non standard sender. The sender
characteristics are defined in table using
parameters P_131 to P_142.
1: VDO 0-7 bars (10-180 ohms)
2: VDO 0-10 bars (10-180 ohms)
3: DATCON 0-7 bars (240-33 ohms)
4: DATCON 0-10 bars (240-33 ohms)
5: DATCON 0-7 bars (0-90 ohms)
6: DATCON 0-10 bars (0-90 ohms)
7: DATCON 0-7 bars (75-10 ohms)
20 Temperature sender type - 1 This parameter selects the temperature sender
type:
0: The sender characteristics are defined in
table using parameters P_143 to P_154.
1: VDO
2: DATCON DAH type
3: DATCON DAL type
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Pgm Definition Unit Std Val Description
21 Hysteresis Voltage V 8 This parameter provides the mains and genset
voltage limits with a hysteresis feature in order
to prevent faulty decisions.
For example, when the mains are present, the
mains voltage low limit will be used as the
programmed low limit P_004. When the mains
fail, the low limit will be used as P_004+P_021.
It is advised to set this value to 8 volts.
22 Engine Heating
Temperature
ºC 50 If it is requested that the engine runs without
load until reaching a certain temperature, this
parameter defines the temperature.
23 Holdoff timer sec 8 This parameter defines delay after the engine
runs and before the fault monitoring is enabled.
24 Overcurrent / Excess
Power / FrequencyTimer
sec 3 This is the period between the current or active
power goes out of the limits (P_002/P_003/) and
OVERLOAD alarms occurs.
This is also the period between the frequency
goes out of the limits (P_008/P_011) and SPEED
FAULT alarm occurs.
25 Wait before Fuel min 0 This is the time between the mains fails and the
fuel solenoid turns on before starting the
genset. It prevents unwanted genset operation
in battery backed-up loads.
26 Preheat timer sec 1 This is the time after the fuel solenoid is
energized and before the genset is started.
During this period the PREHEAT relay output is
energized (if defined by programming)
27 Start Timer sec 6 This is the maximum start period. Starting will
be automatically cancelled if the genset fires
before the timer.
28 Wait between Starts sec 10 This is the waiting period between two start
attempts.
29 Engine Heating Timer sec 3 This is the period used for engine heating
following the program parameter P_037.
30 Mains Waiting Timer min 0.5 This is the time between the mains voltages
entered within the limits and the generator
contactor is deactivated.
31 Cooling Timer min 1.0 This is the period that the generator runs for
cooling purpose after the load is transferred to
mains.
32 Generator Contactor
Timer
sec 1 This is the period after the mains contactor has
been deactivated and before the generator
contactor has been activated.
33 Mains Contactor Timer sec 1 This is the period after the generator contactor
has been deactivated and before the mains
contactor has been activated.
34 Stop Timer sec 10 This is the maximum time duration for the
engine to stop. During this period the STOP
relay output is energized (if defined by
programming). If the genset has not stopped
after this period, a STOP FAIL alarm will occur.
35 Start Attempts - 3 This is the maximum number of start attempts.
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Pgm Definition Unit Std Val Description
36 Horn Timer sec 10 This is the period during which the HORN relay
is active. If the period is set to 0, this will mean
that the period is unlimited.
37 Engine Heating Type - 0 This parameter defines the engine heating
method. The genset will not take the load
before engine heating is completed.
0: engine is heated during the period defined
by the Engine Heating Timer (P_029).
1: engine is heated until the coolant
temperature reaches the temperature defined
by Engine Heating Temperature (P_022) and
at least during the period defined by the
Engine Heating Timer (P_029).
38 Charge input alarm - 0 0: The charge input generates CHARGE
warning, and does not stop the engine.
1: The charge input generates CHARGE alarm,
and stops the engine.
39 Genset L-L Voltages - 0 0: Display genset Line to Neutral voltages,
1: Display genset Line to Line voltages.
40 Mains L-L Voltages - 0 0: Display mains Line to Neutral voltages,
1: Display mains Line to Line voltages.
41 Emergency Backup
Operation
- 0 0: In TEST mode, the load will not be
transferred to the genset even if the mains fail.
1: In TEST mode, the load will be transferred to
the genset if the mains fail.
42 Remote Start Operation - 0 0: Not REMOTE START mode, the engine
runs when the mains fail.
1: REMOTE START mode, the unit does not
monitor mains voltages, the engine runs when
a signal from the REMOTE START (22) comes.
43 Modem Connection - 0 0: No modem connection, the serial port is
connected to PC
1: Modem connected.
44 Maintenance Period
(Engine Hours)
hours 200 The SERVICE REQUEST led indicator will turn
on after this quantity of engine hours from the
last service. If the period is set to ‘0’ no
SERVICE REQUEST will be generated
depending on engine hours.
45 Maintenance Period
(Months)
month 6 The SERVICE REQUEST led indicator will turn
on after this amount of time from the last
service. If the period is set to ‘0’ no SERVICE
REQUEST will be indicated depending on time
46 Real Time Clock trimming - 0 This parameter is intended to trim precisely the
real time clock speed.
Values from 0 to 63 speed up the clock with
0.25sec/day steps.
Values from 127 to 64 slow down the clock with
0.25sec/day steps.
47 Not used
48 Not used
49 Low Fuel Warning - 0 0: Low Fuel causes engine shutdown.
1: Low Fuel causes warning.
50 Not used
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The parameters from P_051 to P_064 program the weekly operation schedule feature. For each day of
week, one turn_on time and one turn_off time are provided. Times are defined with 10 minute steps and are
shown in the 3 digit display as the hours and the first digit of the minutes. If no operation is needed for a certain
day of week, then the related time will be defined as 24.0; thus the last definition will continue to be valid. For
example if the turn_on and turn_off times for Sunday are given as 24.0 then the unit will not operate automatically
from Saturday turn_off time to Monday turn_on time. If the AUTO mode is disabled by the weekly operation
schedule, then the AUTO led will flash, otherwise it is steadily on.
Pgm Definition Unit Std Description
51 Monday turn_on - 24.0
52 Monday turn_off - 24.0
53 Tuesday turn_on - 24.0
54 Tuesday turn_off - 24.0
55 Wednesday turn_on - 24.0
56 Wednesday turn_off - 24.0
57 Thursday turn_on - 24.0
58 Thursday turn_off - 24.0
59 Friday turn_on - 24.0
60 Friday turn_off - 24.0
61 Saturday turn_on - 24.0
62 Saturday turn_off - 24.0
63 Sunday turn_on - 24.0
64 Sunday turn_off - 24.0
The parameters from P_065 to P_082 define the functions of relay outputs. The unit has 6 relay outputs
and 2 of them have programmable functions. The fixed function relays are Fuel, Start, Mains Contactor and
Generator Contactor.
The relays may be extended up to 22 using Relay Extension Modules. RELAY-1 and RELAY-2 with
programmable functions are inside the unit. Other relays are in the optional Extension Modules.
The function of a programmable relay output may be selected from the below list.
RELAY FUNCT ON LIST
Pgm Description Std
65 RELAY-1 function 01
66 RELAY-2 function 03
67 RELAY-3 function 16
68 RELAY-4 function 17
69 RELAY-5 function 18
70 RELAY-6 function 19
71 RELAY-7 function 20
72 RELAY-8 function 21
73 RELAY-9 function 22
74 RELAY-10 function 23
75 RELAY-11 function 24
76 RELAY-12 function 25
77 RELAY-13 function 26
78 RELAY-14 function 27
79 RELAY-15 function 28
80 RELAY-16 function 29
81 RELAY-17 function 30
82 RELAY-18 function 31
00 Fuel
01 Horn
02 Start
03 Stop
04 Gen. Contactor
05 mains Contactor
06 Choke
07 Preheat
08 Alarm
09 Warning
10 Alarm+Warning
11 Automatic ready
12 Week. on time
13 Exerciser on
14 -
15 -
16 Oil switch alarm
17 Temp switch alarm
18 Level switch alarm
19 Rectifier alarm
20 Emerg.Stop alarm
21 Spare-1 Alarm
22 Spare-2 Alarm
23 Low Fuel Alarm
24 Oil sender alarm
25 Temp sender alarm
26 Speed alarm
27 Start fail alarm
28 Charge alarm
29 Overload alarm
30 Voltage alarm
31 Battery High alarm
32 Oil switch warning
33 Temp switch warn.
34 Level switch warn.
35 Rectifier warning
36 Emerg Stop warn.
37 Spare-1 warning
38 Spare-2 warning
39 Low Fuel Warning
40 Oil sender warning
41 Temp sender warn.
42 Speed warning
43 Stop Fail warning
44 Charge warning
45 Battery low warning
46 -
47 Battery high warn.
DKG-507 User Manual V-01.13 (10.06.2009)
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Parameters from P_083 to P_130 program the functions of the digital inputs. The programmable
properties of digital inputs are:
-action to be taken upon arrival of the fault signal (alarm, warning,etc...),
-when the fault monitoring will be enabled,
-latching of the fault signal,
-contact type (NO/NC)
-switching (bat+, bat-)
-response delay
LOW OIL PRESSURE SWITCH INPUT
Pgm Description Std
83 Operation 0 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
84 Fault monitoring 1 0: Always
1: After holdoff timer
2: When mains present
85 Latching 1 0: Non latching
1: Latching
86 Contact type 0 0: Normally open
1: Normally closed
87 Switching 0 0: Battery negative
1: Battery positive
88 Response delay 0 0: No delay
1: Delayed (4sec)
HIGH TEMPERATURE SWITCH INPUT
Pgm Description Std
89 Operation 0 0: Alarm (the engine stops and horn relay operates))
2 Warning (the horn relay operates)
3 No operation
90 Fault monitoring 0 0: Always
1: After holdoff timer
2: When mains present
91 Latching 1 0: Non latching
1: Latching
92 Contact type 0 0: Normally open
1: Normally closed
93 Switching 0 0: Battery negative
1: Battery positive
94 Response delay 0 0: No delay
1: Delayed (4sec)
COOLANT LEVEL SWITCH INPUT
Pgm Description Std
95 Operation 0 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
96 Fault monitoring 0 0: Always
1: After holdoff timer
2: When mains present
97 Latching 0 0: Non latching
1: Latching
98 Contact type 0 0: Normally open
1: Normally closed
99 Switching 0 0: Battery negative
1: Battery positive
100 Response delay 1 0: No delay
1: Delayed (4sec)
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RECTIFIER FAIL INPUT
Pgm Description Std
101 Operation 2 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
102 Fault monitoring 2 0: Always
1: After holdoff timer
2: When mains present
103 Latching 1 0: Non latching
1: Latching
104 Contact type 0 0: Normally open
1: Normally closed
105 Switching 0 0: Battery negative
1: Battery positive
106 Response delay 1 0: No delay
1: Delayed (4sec)
EMERGENCY STOP INPUT
Pgm Description Std
107 Operation 0 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
108 Fault monitoring 0 0: Always
1: After holdoff timer
2: When mains present
109 Latching 0 0: Non latching
1: Latching
110 Contact type 0 0: Normally open
1: Normally closed
111 Switching 0 0: Battery negative
1: Battery positive
112 Response delay 0 0: No delay
1: Delayed (4sec)
SPARE-1 FAULT INPUT
Pgm Description Std
113 Operation 0 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
114 Fault monitoring 0 0: Always
1: After holdoff timer
2: When mains present
115 Latching 0 0: Non latching
1: Latching
116 Contact type 0 0: Normally open
1: Normally closed
117 Switching 0 0: Battery negative
1: Battery positive
118 Response delay 0 0: No delay
1: Delayed (4sec)
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SPARE-2 FAULT INPUT
Pgm Description Std
119 Operation 2 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
120 Fault monitoring 0 0: Always
1: After holdoff timer
2: When mains present
121 Latching 0 0: Non latching
1: Latching
122 Contact type 0 0: Normally open
1: Normally closed
123 Switching 0 0: Battery negative
1: Battery positive
124 Response delay 0 0: No delay
1: Delayed (4sec)
PROGRAM LOCK INPUT
Pgm Description Std
125 Operation 3 0: Alarm (the engine stops and horn relay operates))
2: Warning (the horn relay operates)
3: No operation
126 Fault monitoring 0 0: Always
1: After holdoff timer
2: When mains present
127 Latching 0 0: Non latching
1: Latching
128 Contact type 0 0: Normally open
1: Normally closed
129 Switching 0 0: Battery negative
1: Battery positive
130 Response delay 0 0: No delay
1: Delayed (4sec)
Parameters from P_131 to P_142 define the ohm-bar characteristics of the oil pressure sender. The
sender characteristics will be defined using maximum 6 points. The values should be entered in the increasing
order of ohm values. For unused points, ohm values should be entered as 0. An example table is given below.
The sensor characteristics used in this table are:
0.0 bar.......240 ohms
1.0 bar........218 ohms
5.0 bar........153 ohms
10.0 bar......103 ohms
Pgm Description Unit Value
131 Point_1 resistor ohm 103
132 Point_1 pressure bar 10.0
133 Point_2 resistor ohm 153
134 Point_2 pressure Bar 5.0
135 Point_3 resistor Ohm 218
136 Point_3 pressure Bar 1.0
137 Point_4 resistor Ohm 240
138 Point_4 pressure Bar 0.0
139 Point_5 resistor Ohm 0
140 Point_5 pressure Bar 0.0
141 Point_6 resistor Ohm 0
142 Point_6 pressure bar 0.0
DKG-507 User Manual V-01.13 (10.06.2009)
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Parameters from P_143 to P_154 define the ohm-degrees characteristics of the temperature sender. The
sender characteristics will be defined using maximum 6 points. The values should be entered in the increasing
order of ohm values. For unused points, ohm values should be entered as 0. An example table is given below.
The sensor characteristics used in this table are:
38 ºC........342 ohms
82 ºC..........71 ohms
104 ºC........40 ohms
121 ºC........30 ohms
Pgm Description Unit Value
143 Point_1 resistor ohm 30
144 Point_1 temperature ºC 121
145 Point_2 resistor ohm 40
146 Point_2 temperature ºC 104
147 Point_3 resistor ohm 71
148 Point_3 temperature ºC 82
149 Point_4 resistor ohm 342
150 Point_4 temperature ºC 38
151 Point_5 resistor ohm 0
152 Point_5 temperature ºC 0
153 Point_6 resistor ohm 0
154 Point_6 temperature ºC 0
DKG-507 User Manual V-01.13 (10.06.2009)
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The parameters from P_155 to P_158 define the exerciser operation.
Pgm Definition Unit Std Val Description
155 Exercise start day and
hour
- 168 This parameter defines the start day and hour
of the exerciser.
Values higher or equal to 168 mean that the
exerciser is off.
The exercise may be selected to start at the
beginning of the any hour of the week. The
parameter value is the hour count of the start
time.
Examples:
0 = exercise starts at Monday 00:00
1 = exercise starts at Monday 01:00
8 = exercise starts at Monday 08:00
24 = exercise starts at Tuesday 00:00
167 = exercise starts at Sunday 23:00
168 = exerciser off
If a daily exercise is selected with parameter
P_158=0, then the day information is don’t
care and the exercise will be performed every
day regardless of the day selection.
If the monthly exercise is selected with
parameter P_158=2 then the exercise will be
performed during the first 7 days of each month
at the programmed day and hour.
156 Exercise duration min. 10 This parameter defines the exercise duration
and programmed in 10 minute steps up to 24
hours.
157 Exercise off_load/on_load - 0 If this parameter is set to 0 the genset will not
feed the load during exercise. If it is set to 1,
then the load will be transferred to the genset
during the exercise.
158 Daily / Weekly / Monthly
Exercise
- 1 0: exercise every day (the exercise will be
performed every day regardless of the day
selection with parameter P_155).
1: exercise once per week
2: exercise once per month (the exercise will
be performed during the first 7 days of each
month at the programmed day and hour).
The parameters from P_159 to P_164 adjust the date and time.
Pgm Definition Unit Std Val Description
159 Year - 00-99 Last two digits of the current year.
160 Month - 01-12 Current month.
161 Date - 01-31 Current day of the month.
162 Day - 0-6 Current day of the week.(0=Monday,
1=Tuesday, 2=Wednesday, 3=Thursday
4=Friday, 5=Saturday, 6=Sunday)
163 Hour - 00-23 Current hour of the day.
164 Minute - 00-59 Current minute of the hour.
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12. TROUBLESHOOTING
The genset operates while AC mains are OK or continues to operate after AC mains are OK:
-Check engine body grounding.
-AC mains voltages may be outside programmed limits, measure the phase voltages.
-Check the AC voltage readings by pressing the MENU button.
-Upper and lower limits of the mains voltages may be too tight. Check the parameters P_004 and P_005.
Standard values are 170/270 volts.
-The hysteresis voltage may be given to excessive. Check the parameter P_021, the standard value is 8
volts.
AC voltages or frequency displayed on the unit are not correct:
-Check engine body grounding, it is necessary.
-The error margin of the unit is +/- 3 volts.
-If there are faulty measurements only when the engine is running, there may be a faulty charging
alternator or voltage regulator on the engine. Disconnect the charging alternator connection of the engine
and check if the error is removed.
-If there are faulty measurements only when mains are present, then the battery charger may be failed.
Turn off the rectifier fuse and check.
Phase-to-Phase AC voltages are not correct although Phase to Neutral voltages are correct:
-Incorrect phase order. Please connect phase voltages in the correct order.
KW and cos readings are faulty although the Amp readings are correct:
-Current transformers are not connected to the correct inputs or some of the CTs are connected with
reverse polarity. Determine the correct connections of each individual CT in order to obtain correct KW
and cos for the related phase, and then connect all CTs.
Short circuit the outputs of unused Current Transformers.
When the AC mains fails the unit energizes the fuel solenoid, but does not start and OIL
PRESSURE led flashes:
The unit is not supplied with battery (-) voltage at the oil pressure input.
-Oil pressure switch not connected.
-Oil pressure switch connection wire cut.
-Oil pressure switch faulty.
-Oil pressure switch closes too lately. If oil pressure switch closes, the unit will start. Optionally oil
pressure switch may be replaced.
The engine does not run after the first start attempt, then the unit does not start again and OIL
PRESSURE led flashes:
-The oil pressure switch closes very lately. As the unit senses an oil pressure, it does not start. When oil
pressure switch closes the unit will start. Optionally the oil pressure switch may be replaced.
DKG-507 User Manual V-01.13 (10.06.2009)
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When the AC mains fails, the engine starts to run but the unit gives START FAIL alarm and then
the engine stops:
-The generator phase voltages are not connected to the unit. Measure the AC voltage between terminals
U-V-W and Generator Neutral at the rear of the unit while the engine is running. A fuse protecting the
generator phases may be failed. A misconnection may be occurred. If everything is OK, turn all the fuses
off, and then turn all the fuses on, starting from the DC supply fuse. Then test the unit again.
The unit is late to remove engine cranking:
-The generator voltage rises lately. Also the generator remnant voltage is below 20 volts. The unit
removes starting with the generator frequency, and needs at least 20 volts to measure the frequency. If
this situation is to be avoided, the only solution is to add an auxiliary relay. The coil of the relay will be
between BATTERY (-) and charging alternator D+ terminal. The normally closed contact of the relay will
be connected serially to the unit's START output. So the starting will also be removed when the D+ pulls
to battery positive.
The unit is inoperative:
Measure the DC-supply voltage between terminals 11 and 12 at the rear of the unit. If OK, turn all the
fuses off, then turn all the fuses on, starting from the DC supply fuse. Then test the unit again.
Programming mode can not be entered:
The program lock input disables programming mode entry. Disconnect the program lock input from
battery negative before modification. Do not forget to make this connection again to prevent unauthorized
program modifications.
Saturday, September 10, 2011
Monday, May 23, 2011
Frekwensi
Frekwensi adalah karakteristik dari tegangan yang dihasilkan oleh generator. frekwensi 50 hz, maksudnya tegangan yg dihasilkan suatu generator berubah-ubah nilainya terhadap waktu, nilainya berubah secara berulang-ulang sebanyak 50 cycle setiap detiknya. jadi tegangan dari nilai nol ke nilai maksimum (+) kemudian nol lagi dan kemudian ke nilai maksimum tetapi arahnya berbalik (-) dan kemudian nol lagi dst (kalau digambarkan secara grafik akan membentuk gelombang sinusoidal) dan ini terjadi dalam waktu yg cepat sekali, 50 cycle dalam satu detik. Jadi kalau kita perhatikan beban listrik seperti lampu, sebenarnya sudah berulang kali tegangan nya hilang (alias nol) tapi karena terjadi dalam waktu yg sangat cepat maka lampu tersebut tetap hidup.
Jadi kalau kita amati fenomena ini dan mencoba bereksperimen, coba kita buat seandainya kalau frekwensinya rendah, kita ambil yg konservatif misalnya 1 hz, apa yg terjadi maka setiap satu detik tegangan akan hilang dan barulah kelihatan lampu akan hidup-mati secara berulang-ulang seperti lampu flip-flop (lihat animasi disebelah kanan).
Dari analisa diatas kita bisa tarik kesimpulan bahwa untuk kestabilan beban listrik dibutuhkan frekwensi yg tinggi supaya tegangan menjadi benar-benar halus (tidak terasa hidup-matinya). Nah sekarang timbul pertanyaan kenapa 50 hz atau 60 hz kenapa gak dibuat saja yg tinggi sekalian 100 hz atau 1000 hz biar benar-benar halus. untuk memahami ini terpaksa kita harus menelusuri analisa sampai ke generatornya. Tegangan yg berfrekwensi ini yg biasa disebut juga tegangan bolak-balik (alternating current) atau VAC, frekwensinya sebanding dengan putaran generator. Secara formula N = 120f/P
N = putaran (rpm)
f = frekwensi (hz)
P = jumlah kutub generator, umumnya P = 4
Dengan menggunakan rumus diatas, untuk menghasilkan frekwensi 50 hz maka generator harus diputar dengan putaran N = 1500 rpm, dan untuk menghasilkan frekwensi 60 hz maka generator perlu diputar dengan putaran 1800 rpm, jadi semakin kencang kita putar generatornya semakin besarlah frekwensinya. Nah setelah itu apa masalahnya? kenapa gak kita putar saja generatornya dengan putaran super kencang biar menghasilkan frekwensi yg besar sehingga tegangan benar2 halus. Kalau kita ingin memutar generator maka kita membutuhkan turbine, semakin tinggi putaran yg kita inginkan maka semakin besarlah daya turbin yg dibutuhkan, dan selanjutnya semakin besarlah energi yg dibutuhkan untuk memutar turbin. Kalau sumber energinya uap maka makin banyaklah uap yg dibutuhkan, dan makin besar jumlah bahan bakar yg dibutuhkan, dst dst.
Para produsen generator maupun turbine tentunya mempunyai batasan dan tentunya setelah para produsen bereksperimen puluhan tahun dengan mempertimbangkan segala sudut teknis maka dibuatlah standard yangg 50 hz dan 60 hz itu, yg tentunya dinilai cukup efektif untuk kestabilan beban dan effisien dari sisi teknis maupun ekonomis. Eropa menggunakan 50 hz dan Amerika menggunakan 60 hz. Setelah adanya standarisasi maka semua peralatan listrik di desain mengikuti ketentuan ini. Jadi logikanya kalau 50 hz atau 60 hz saja sudah mampu membuat lampu tidak kelihatan kedap-kedip untuk apalagi dibuat frekwensi lebih tinggi yg akan memerlukan turbine super kencang dan sumber energi lebih banyak sehingga tidak efisien.
Baik tegangan maupun frekwensi dari generator bisa berubah-ubah besarnya berdasarkan range dari beban nol ke beban penuh. sering kita temui spesifikasi menyebutkan tegangan plus minus 10% dan frekwensi plus minus 5%. Ini artinya sistim supplai listrik/generator harus di desain pada saat beban penuh tegangan tidak turun melebihi 10% dan pada saat beban nol tegangan tidak naik melebihi 10%, begitu juga dengan frekwensi
Frekwensi adalah karakteristik dari tegangan yang dihasilkan oleh generator. frekwensi 50 hz, maksudnya tegangan yg dihasilkan suatu generator berubah-ubah nilainya terhadap waktu, nilainya berubah secara berulang-ulang sebanyak 50 cycle setiap detiknya. jadi tegangan dari nilai nol ke nilai maksimum (+) kemudian nol lagi dan kemudian ke nilai maksimum tetapi arahnya berbalik (-) dan kemudian nol lagi dst (kalau digambarkan secara grafik akan membentuk gelombang sinusoidal) dan ini terjadi dalam waktu yg cepat sekali, 50 cycle dalam satu detik. Jadi kalau kita perhatikan beban listrik seperti lampu, sebenarnya sudah berulang kali tegangan nya hilang (alias nol) tapi karena terjadi dalam waktu yg sangat cepat maka lampu tersebut tetap hidup.
Jadi kalau kita amati fenomena ini dan mencoba bereksperimen, coba kita buat seandainya kalau frekwensinya rendah, kita ambil yg konservatif misalnya 1 hz, apa yg terjadi maka setiap satu detik tegangan akan hilang dan barulah kelihatan lampu akan hidup-mati secara berulang-ulang seperti lampu flip-flop (lihat animasi disebelah kanan).
Dari analisa diatas kita bisa tarik kesimpulan bahwa untuk kestabilan beban listrik dibutuhkan frekwensi yg tinggi supaya tegangan menjadi benar-benar halus (tidak terasa hidup-matinya). Nah sekarang timbul pertanyaan kenapa 50 hz atau 60 hz kenapa gak dibuat saja yg tinggi sekalian 100 hz atau 1000 hz biar benar-benar halus. untuk memahami ini terpaksa kita harus menelusuri analisa sampai ke generatornya. Tegangan yg berfrekwensi ini yg biasa disebut juga tegangan bolak-balik (alternating current) atau VAC, frekwensinya sebanding dengan putaran generator. Secara formula N = 120f/P
N = putaran (rpm)
f = frekwensi (hz)
P = jumlah kutub generator, umumnya P = 4
Dengan menggunakan rumus diatas, untuk menghasilkan frekwensi 50 hz maka generator harus diputar dengan putaran N = 1500 rpm, dan untuk menghasilkan frekwensi 60 hz maka generator perlu diputar dengan putaran 1800 rpm, jadi semakin kencang kita putar generatornya semakin besarlah frekwensinya. Nah setelah itu apa masalahnya? kenapa gak kita putar saja generatornya dengan putaran super kencang biar menghasilkan frekwensi yg besar sehingga tegangan benar2 halus. Kalau kita ingin memutar generator maka kita membutuhkan turbine, semakin tinggi putaran yg kita inginkan maka semakin besarlah daya turbin yg dibutuhkan, dan selanjutnya semakin besarlah energi yg dibutuhkan untuk memutar turbin. Kalau sumber energinya uap maka makin banyaklah uap yg dibutuhkan, dan makin besar jumlah bahan bakar yg dibutuhkan, dst dst.
Para produsen generator maupun turbine tentunya mempunyai batasan dan tentunya setelah para produsen bereksperimen puluhan tahun dengan mempertimbangkan segala sudut teknis maka dibuatlah standard yangg 50 hz dan 60 hz itu, yg tentunya dinilai cukup efektif untuk kestabilan beban dan effisien dari sisi teknis maupun ekonomis. Eropa menggunakan 50 hz dan Amerika menggunakan 60 hz. Setelah adanya standarisasi maka semua peralatan listrik di desain mengikuti ketentuan ini. Jadi logikanya kalau 50 hz atau 60 hz saja sudah mampu membuat lampu tidak kelihatan kedap-kedip untuk apalagi dibuat frekwensi lebih tinggi yg akan memerlukan turbine super kencang dan sumber energi lebih banyak sehingga tidak efisien.
Baik tegangan maupun frekwensi dari generator bisa berubah-ubah besarnya berdasarkan range dari beban nol ke beban penuh. sering kita temui spesifikasi menyebutkan tegangan plus minus 10% dan frekwensi plus minus 5%. Ini artinya sistim supplai listrik/generator harus di desain pada saat beban penuh tegangan tidak turun melebihi 10% dan pada saat beban nol tegangan tidak naik melebihi 10%, begitu juga dengan frekwensi
Saturday, January 15, 2011
How do I convert Watts to AMPS?
Volts, Watts, AMPS, KVA, KW and Horse Power Conversions
It is not really a conversion as such but a formula
where any two values are needed to be known to enable
the third to be calculated.
1. Convert Watts to Volts:
Voltage = Watts / AMPS
E = P ÷ I
2. Convert Watts to AMPS:
AMPS = Watts / Voltage
I = P ÷ E
Example:
2,300 WATTS = 2300w divided by 120v = 19.1 AMPS
(for 3 Phase divide by 1.73)
3. Convert AMPS to Watts:
Watts = Voltage x Amps
P = E x I
Example: 19.1 AMPS multiplied by 120v = 2300 Watts
(for 3 phase multiply by 1.73)
4. Convert Horse Power to AMPS:
HORSEPOWER= (V x A x EFF)÷746
EFFICIENCY= (746 x HP)÷(V x A)
Multiply Horse Power by 746w (1 HP = 746 Watts)
Find Circuit Voltage and Phase
Example:
30 HP at 480 (3 Phase) - 746 multiplied by 30 = 22380
22380 divided by 480 (3 Phase) = 46.5
46.5 divided by 1.73 = 29.5AMPS
Multiply all the motor loads by 1.50% and go to the next circuit size.
5. Convert KVA to AMPS:
Multiply KVA by 1000/voltage
Example:
30 KVA multiplied by 1000v = 30,000 Watts
30,000 Watts divided by 480 = 62.5 AMPS
(for 3 phase divide by 1.73)
6. Convert KW to AMPS:
Multiply KW by 1000/voltage and then by power factor
Example:
30KW multiplied by 1000v = 30,000
30,000 divided by 480 = 62.5 x .90 = 56.25amps
(for 3 phase divide by 1.73)
Symbolic
E =VOLTS or (V = VOLTS)
P =WATTS or (W = WATTS)
R = OHMS or (R = RESISTANCE)
I =AMPERES or (A = AMPERES)
HP = HORSEPOWER
PF = POWER FACTOR
kW = KILOWATTS
kWh = KILOWATT HOUR
VA = VOLT-AMPERES
kVA = KILOVOLT-AMPERES
C = CAPACITANCE
EFF = EFFICIENCY (expressed as a decimal)
It is not really a conversion as such but a formula
where any two values are needed to be known to enable
the third to be calculated.
1. Convert Watts to Volts:
Voltage = Watts / AMPS
E = P ÷ I
2. Convert Watts to AMPS:
AMPS = Watts / Voltage
I = P ÷ E
Example:
2,300 WATTS = 2300w divided by 120v = 19.1 AMPS
(for 3 Phase divide by 1.73)
3. Convert AMPS to Watts:
Watts = Voltage x Amps
P = E x I
Example: 19.1 AMPS multiplied by 120v = 2300 Watts
(for 3 phase multiply by 1.73)
4. Convert Horse Power to AMPS:
HORSEPOWER= (V x A x EFF)÷746
EFFICIENCY= (746 x HP)÷(V x A)
Multiply Horse Power by 746w (1 HP = 746 Watts)
Find Circuit Voltage and Phase
Example:
30 HP at 480 (3 Phase) - 746 multiplied by 30 = 22380
22380 divided by 480 (3 Phase) = 46.5
46.5 divided by 1.73 = 29.5AMPS
Multiply all the motor loads by 1.50% and go to the next circuit size.
5. Convert KVA to AMPS:
Multiply KVA by 1000/voltage
Example:
30 KVA multiplied by 1000v = 30,000 Watts
30,000 Watts divided by 480 = 62.5 AMPS
(for 3 phase divide by 1.73)
6. Convert KW to AMPS:
Multiply KW by 1000/voltage and then by power factor
Example:
30KW multiplied by 1000v = 30,000
30,000 divided by 480 = 62.5 x .90 = 56.25amps
(for 3 phase divide by 1.73)
Symbolic
E =VOLTS or (V = VOLTS)
P =WATTS or (W = WATTS)
R = OHMS or (R = RESISTANCE)
I =AMPERES or (A = AMPERES)
HP = HORSEPOWER
PF = POWER FACTOR
kW = KILOWATTS
kWh = KILOWATT HOUR
VA = VOLT-AMPERES
kVA = KILOVOLT-AMPERES
C = CAPACITANCE
EFF = EFFICIENCY (expressed as a decimal)
Friday, January 14, 2011
What is a Charging System?
The modern charging system hasn't changed much in over 40 years. It consists of the alternator, regulator (which is usually mounted inside the alternator) and the interconnecting wiring.
The purpose of the charging system is to maintain the charge in the vehicle's battery, and to provide the main source of electrical energy while the engine is running.
If the charging system stopped working, the battery's charge would soon be depleted, leaving the car with a "dead battery." If the battery is weak and the alternator is not working, the engine may not have enough electrical current to fire the spark plugs, so the engine will stop running.
If the battery is "dead", it does not necessarily mean that there is anything wrong with it. It is just depleted of its charge. It can be brought back to life by recharging it with a battery charger, or by running the engine so that the alternator can charge it. For more information on the battery, Click Here
.The main component in the charging system is the ALTERNATOR. The alternator is a generator that produces Alternating Current (AC), similar to the electrical current in your home. This current is immediately converted to Direct Current (DC) inside the alternator. This is because all modern automobiles have a 12 volt, DC electrical system.
A VOLTAGE REGULATOR regulates the charging voltage that the alternator produces, keeping it between 13.5 and 14.5 volts to protect the electrical components throughout the vehicle.
There is also a system to warn the driver if something is not right with the charging system. This could be a dash mounted voltmeter, an ammeter, or more commonly, a warning lamp. This lamp is variously labeled "Gen" Bat" and "Alt.". If this warning lamp lights up while the engine is running, it means that there is a problem in the charging system, usually an alternator that has stopped working. The most common cause is a broken alternator drive belt.
The alternator is driven by a belt that is powered by the rotation of the engine. This belt goes around a pulley connected to the front of the engine's crankshaft and is usually responsible for driving a number of other components including the water pump, power steering pump and air conditioning compressor. On some engines, there is more than one belt and the task of driving these components is divided between them. These belts are usually referred to as: Fan Belt, Alternator Belt, Drive Belt, Power Steering Belt, A/C Belt, etc. More common on late model engines, one belt, called a Serpentine Belt will snake around the front of the engine and drive all the components by itself.On engines with separate belts for each component, the belts will require periodic adjustments to maintain the proper belt tension. On engines that use a serpentine belt, there is usually a spring loaded belt tensioner that maintains the tension of the belt, so no periodic adjustments are required. A serpentine belt is designed to last around 30,000 miles. Check your owner's manual to see how often yours should be replaced.
Alternator output is measured in both voltage and amperage. To understand voltage and amperage, you must also know about resistance, which is measured in ohms. An easy way to picture this is to compare the movement of electricity to that of running water. Water flows through a pipe with a certain amount of pressure. The size (diameter) of the pipe dictates how much resistance there will be to the flowing water. The smaller the pipe, the more resistance. You can increase the pressure to get more water to flow through, or you can increase the size of the pipe to allow more water to flow using less pressure. Since too much pressure can burst the pipe, we should probably restrict the amount of pressure being used. You get the idea, but how is this related to the flow of electricity?
Well, voltage is the same as water pressure. Amperage is like the amount or volume of water flowing through, while resistance is the size of the wire transmitting the current. Since too much voltage will damage the electrical components such as light bulbs and computer circuits, we must limit the amount of voltage. This is the job of the voltage regulator. Too much water pressure and things could start breaking. Too much voltage and things could start burning out.
Let's get technical
Now, let's go a little deeper and see how these charging system components actually work to produce the electrical power that a modern automobile requires.
The Alternator
The alternator uses the principle of electromagnetism to produce current. The way this works is simple. If you take a strong magnet and pass it across a wire, that wire will generate a small voltage. Take that same wire and loop it many times, than if you pass the same magnet across the bundle of loops, you create a more sizable voltage in that wire. There are two main components that make up an alternator. They are the rotor and the stator. The rotor is connected directly to the alternator pulley. The drive belt spins the pulley, which in turn spins the rotor. The stator is mounted to the body of the alternator and remains stationary. There is just enough room in the center of the stator for the rotor to fit and be able to spin without making any contact.
The stator contains 3 sets of wires that have many loops each and are evenly distributed to form a three phase system. On some systems, the wires are connected to each other at one end and are connected to a rectifier assembly on the other end. On other systems, the wires are connected to each other end to end, and at each of the three connection points, there is also a connection to the rectifier. More on what a rectifier is later.
The rotor contains the powerful magnet that passes close to the many wire loops that make up the stator. The magnets in the rotor are actually electro magnets, not a permanent magnets. This is done so that we can control how much voltage the alternator produces by regulating the amount of current that creates the magnetic field in the rotor. In this way, we can control the output of the alternator to suit our needs, and protect the circuits in the automobile from excessive voltage. Now we know that every magnet has a north and a south pole and electro magnets are no exception. Our rotor has two interlocking sections of electro magnets that are arranged so that there are fingers of alternating north and south poles. that are evenly distributed on the outside of the rotor.
When we spin the rotor inside the stator and apply current to the rotor through a pair of brushes that make constant contact with two slip rings on the rotor shaft. This causes the rotor to become magnetized. The alternating north and south pole magnets spin past the three sets of wire loops in the stator and produce a constantly reversing voltage in the three wires. In other words, we are producing alternating current in the stator.Now, we have to convert this alternating current to direct current current. This is done by using a series of 6 diodes that are mounted in a rectifier assembly. A diode allows current to flow only in one direction. If voltage tries to flow in the other direction, it is blocked. The six diodes are arranged so that all the voltage coming from the alternator is aligned in one direction thereby converting AC current into DC current.
There are 2 diodes for each of the three sets of windings in the stator. The two diodes are facing in opposite directions, one with its north pole facing the windings and the other with its south pole facing the windings. This arrangement causes the AC current coming out of the windings to be converted to DC current before it leaves the alternator through the B terminal. Connected to the B terminal of the alternator is a fairly heavy wire that runs straight to the battery.Current to generate the magnetic field in the rotor comes from the ignition switch and passes through the voltage regulator. Since the rotor is spinning, we need a way to connect this current from the regulator to the spinning rotor. This is accomplished by wires connected to two spring loaded brushes that rub against two slip rings on the rotor's shaft. The voltage regulator monitors the voltage coming out of the alternator and, when it reaches a threshold of about 14.5 volts, the regulator reduces the current in the rotor to weaken the magnetic field. When the voltage drops below this threshold, the current to the rotor is increased.
There is another circuit in the alternator to control the charging system warning lamp that is on the dash. Part of that circuit is another set of diodes mounted inside the alternator called the diode trio. The diode trio takes current coming from the three stator windings and passes a small amount through three diodes so that only the positive voltage comes through. After the diodes, the wires are joined into one wire and sent out of the alternator at the L connection. It then goes to one side of the dash warning lamp that is used to tell you when there is a problem with the charging system. The other side of the lamp is connected to the run side of the ignition switch. If both sides of the warning lamp have equal positive voltage, the lamp will not light. Remove voltage from one side and the lamp comes on to let you know there is a problem.
This system is not very efficient. There are many types of malfunctions of the charging system that it cannot detect, so just because the lamp is not lit does not mean everything is ok. A volt meter is probably the best method of determining whether the charging system is working properly
The Voltage Regulator
The voltage regulator can be mounted inside or outside of the alternator housing. If the regulator is mounted outside (common on some Ford products) there will be a wiring harness connecting it to the alternator.
The voltage regulator controls the field current applied to the spinning rotor inside the alternator. When there is no current applied to the field, there is no voltage produced from the alternator. When voltage drops below 13.5 volts, the regulator will apply current to the field and the alternator will start charging. When the voltage exceeds 14.5 volts, the regulator will stop supplying voltage to the field and the alternator will stop charging. This is how voltage output from the alternator is regulated. Amperage or current is regulated by the state of charge of the battery. When the battery is weak, the electromotive force (voltage) is not strong enough to hold back the current from the alternator trying to recharge the battery. As the battery reaches a state of full charge, the electromotive force becomes strong enough to oppose the current flow from the alternator, the amperage output from the alternator will drop to close to zero, while the voltage will remain at 13.5 to 14.5. When more electrical power is used, the electromotive force will reduce and alternator amperage will increase. It is extremely important that when alternator efficiency is checked, both voltage and amperage outputs are checked. Each alternator has a rated amperage output depending on the electrical requirements of the vehicle.
Charging system gauge or warning lampThe charging system gauge or warning lamp monitors the health of the charging system so that you have a warning of a problem before you get stuck.
When a charging problem is indicated, you can still drive a short distance to find help unlike an oil pressure or coolant temperature problem which can cause serious engine damage if you continue to drive. The worst that can happen with a charging system problem is that you get stuck in a bad location.
A charging system warning lamp is a poor indicator of problems in that there are many charging problems that it will not recognize. If it does light while you are driving, it usually means the charging system is not working at all. The most common cause of this is a broken alternator belt.
There are two types of gauges used to monitor charging systems on some vehicles: a voltmeter which measures system voltage and an ammeter which measures amperage. Most modern cars that have gauges use a voltmeter because it is a much better indicator of charging system health. A mechanic's voltmeter is usually the first tool a technician uses when checking out a charging system
A modern automobile has a 12 volt electrical system. A fully charged battery will read about 12.5 volts when the engine is not running. When the engine is running, the charging system takes over so that the voltmeter will read 14 to 14.5 volts and should stay there unless there is a heavy load on the electrical system such as wipers, lights, heater and rear defogger all operating together while the engine is idling at which time the voltage may drop. If the voltage drops below 12.5, it means that the battery is providing some of the current. You may notice that your dash lights dim at this point. If this happens for an extended period, the battery will run down and may not have enough of a charge to start the car after shutting it off. This should never happen with a healthy charging system because as soon as you step on the gas, the charging system will recharge the battery. If the voltage is constantly below 14 volts, you should have the system checked. If the voltage ever goes above 15 volts, there is a problem with the voltage regulator. Have the system checked as soon as possible as this "overcharging" condition can cause damage to your electrical system.
If you think of electricity as water, voltage is like water pressure, whereas amperage is like the volume of water. If you increase pressure, then more water will flow through a given size pipe, but if you increase the size of the pipe, more water will flow at a lower pressure. An ammeter will read from a negative amperage when the battery is providing most of the current thereby depleting itself, to a positive amperage if most of the current is coming from the charging system. If the battery is fully charged and there is minimal electrical demand, then the ammeter should read close to zero, but should always be on the positive side of zero. It is normal for the ammeter to read a high positive amperage in order to recharge the battery after starting, but it should taper off in a few minutes. If it continues to read more than 10 or 20 amps even though the lights, wipers and other electrical devices are turned off, you may have a weak battery and should have it checked. There are a number of things that can go wrong with a charging system:
- Insufficient Charging Output
If one of the three stator windings failed, the alternator would still charge, but only at two thirds of its normal output. Since an alternator is designed to handle all the power that is needed under heavy load conditions, you may never know that there is a problem with the unit. It might only become apparent on a dark, cold rainy night when the lights, heater, windshield wipers and possible the seat heaters and rear defroster are all on at once that you may notice the lights start to dim as you slow down. If two sets of windings failed, you will probably notice it a lot sooner
It is more common for one or more of the six diodes in the rectifier to fail. If a diode burns out and opens one of the circuits, you would see the same problem as if one of the windings had failed. The alternator will run at a reduced output. However, if one of the diodes were to short out and allow current to pass in either direction, other problems will occur. A shorted diode will allow AC current to pass through to the automobile's electrical system which can cause problems with the computerized sensors and processors. This condition can cause the car to act unpredictably and cause all kinds of problems. - Too much voltage A voltage regulator is designed to limit the voltage output of an alternator to 14.5 volts or less to protect the vehicle's electrical system. If the regulator malfunctions and allows uncontrolled voltage to be released, you will see bulbs and other electrical components begin to fail. This is a dangerous and potentially costly problem. Fortunately, this type of failure is very rare. Most failures cause a reduction of voltage or amperage.
- NoiseSince the rotor is always spinning while the engine is running, there needs to be bearings to support the shaft and allow it to spin freely. If one of those bearings were to fail, you will hear a grinding noise coming from the alternator. A mechanic's stethoscope can be used to confirm which of the spinning components driven by the serpentine belt is making the noise.
The most common repair is the replacement of the alternator with a new or rebuilt one. A properly rebuilt alternator is as good as a new alternator and can cost hundreds less than purchasing a brand new one.
Labor time to replace an alternator is typically under an hour unless your alternator is in a hard to access location. Most alternators are easily accessible and visible on the top of the engine.
Replacing an alternator is usually an easy task for a backyard mechanic and rebuilt alternators are readily available for most vehicles at the local auto parts store. The most important task for the do-it-yourselfer is to be careful not to short anything out. ALWAYS DISCONNECT THE BATTERY BEFORE REPLACING AN ALTERNATOR.
Alternators can be repaired by a knowledgeable technician, but in most cases, it is not economical to do this. Also, since the rest of the alternator is not touched, a repair job is usually not guaranteed.
In some cases, if the problem is diagnosed as a bad voltage regulator, the regulator can be replaced without springing for a complete rebuild. The problem with this is that there will be an extra labor charge for disassembling the alternator in order to get to the internal regulator. That extra cost, along with the cost of the replacement regulator, will bring the total cost close to the cost of a complete (and guaranteed) rebuilt.
This is not the case when the regulator is not inside the alternator. In those cases, the usual practice is to just replace the part that is bad.
Tuesday, January 4, 2011
GTR-168 Generator Controller Manual
GTR-168 is low cost but multi-function diesel engine generator controller. It applies a key switch and provides 3 kinds of operation mode: Manual, Auto, Off. No special training is required due to the easy operation. Fault protection includes: Emergency stop, Over speed, High water temperature, Low oil pressure, and Over crank.
GTR-168 also displays the low battery voltage warring, and indicates the running status and power status.GTR-168 equips with high firm continental-type terminal that provides easy plug in and removal.
GTR-168 also displays the low battery voltage warring, and indicates the running status and power status.GTR-168 equips with high firm continental-type terminal that provides easy plug in and removal.
Furthermore, GTR-168 has 10 pins Dip switch for adjusting parameter according to system requirements, and make it not only reducing stock but also meeting the various system specifications. GTR-168 build-in 5 output powers relays which perform high power capacity reach to 5 Amp (DC) that saves the wring for connection with extra power relays. No matter in function, protection or operation performance. GTR-168 is your best choice.
2. Profile
A、LED Indication
1. Emergency / Auxiliary Shutdown
2. Low Battery Warning
3. Over Speed Shutdown
4. High Water Temperature Shutdown
5. Low Oil Pressure Shutdown
6. Over Crank
7. Run
8. Power
Fig.1 168 Front Panel
B、Operation Key Switch
a. ATS
Auto Start function by detect ATS terminal 12 grounded.
b. Off
Stop running engine or stand still / Reset Alarm.
c. Manual
Manual start engine directly.
Number Description Code
1 Input power (Battery +) ++
2 Ground (Battery -) GND
3 Output starter relay Motor
4 Output fuel valve relay Valve
5 Output alarm relay Alarm
6 Output stop relay Stop
7 Idle/Pre-heat relay PreHeat
8 Charge fire point Charge
9 Aux. switch shutdown Em.Stop
10 Input , High water temp. H.W.T.
11 Input, Low oil press. L.O.P.
12 Input , Auto start ATS
13 Input , Frequency detect terminal F.D1
14 Input , Frequency detect terminal F.D2
A、Dip switch settings function
1. Pin 1 & Pin 2：Valve on to stop engine timer
Pin1 Pin2 Valve on stop engine delay
OFF OFF 5 sec
ON OFF 10 sec
OFF ON 15 sec
ON ON 20 sec
List 2 Stop Period
Pin3：System frequency【ON：50Hz；OFF：60Hz】
Pin4：Escape motor by oil pressure switch【ON：Enable；OFF：Disable】
Pin5：Pressure switch type【ON：Normal Open；OFF：Normal Close】
Pin6：Idle / Pre-heat output delay time【ON：10（120）Sec；OFF：1（10）Sec】
Pin7：Low DC Volt【ON：10.5VDC；OFF：21VDC】
Pin8 & Pin9 Cooling time：
Pin8 Pin9 Cooling time
OFF OFF 0 Sec
ON OFF 60 Sec
OFF ON 150 Sec
ON ON 300 Sec
List 3 Cooling Time
Pin10：Idle / Pre-heat Function Select【ON：Idle；OFF：Pre-heat】
4. Case Dimension
Fig. 3 GTR-168 Case Dimension of Back View Fig. 3 GTR-168 Case Dimension of Back Vi
5. Specifications
DC supply：
8~36 VDC
Power Consumption：
Max.5 W
Measuring Frequency：
0～75 Hz (min AC Volt. 5V ; max AC Volt. 300V)
Relay Output ：
Start output：5A
Valve output：5A
Idle / Pre-heat output：5A
Alarm Output：5A
Stop output：5A
Dimension (W * H * D)：
72mm × 72 mm × 58 mm
Panel cut-out (W * H)：
68 mm × 68 mm
Weight：
190 g (0.42 lb.)
6. Protections and parameters：
Auxiliary shutdown protection: 1 Sec., Normal Close
Low battery warning: 5 Sec., 10.5 / 21 VDC
Over speed protection: 2 Sec., 55/66 Hz
High water temp. protection: 2 Sec., Normal Open
Low oil pressure protection: 2 Sec., Normal Open / Normal Close
Over crank: 3 attempts
Cranking speed up limited: 0.5 Sec., 16Hz
Safety on timer: 5 Sec (*)
(*) All alarms are ignored until safety on timer expired, except the emergency stop and over speed.
Friday, August 27, 2010
Petunjuk Keamanan Pengoperasian Genset
1. Mengoperasikan dengan benar
Jalankan mesin sesuai dengan petunjuk yang di berikan dalam buku petunjuk pengoperasian genset. Jangan menjalankan mesin jika tidak mengetahui dengan baik perihal pengoperasian genset. Pastikan bahwa operator genset mengetahui cara cara pengoperasian yang benar. Berilah penjelasan yang detail sesuai dengan buku petunjuk.
2. Jauhkan genset dari tempat yang basah
Menjalankan genset di tempat yang langsung terkena hujan, lembab atau genangan air dapat beresiko untuk terjadinya sengatan listrik. Dianjurkan untuk memasang grounding pada genset dan beban.
3. Lingkungan sekitar genset.
Jangan meletakkan barang barang yang tidak penting di sekitar genset. Genset harus di letakkan pada tempat yang permukaannya rata dan cukup keras.
4. Jagalah kebersihan genset
Genset harus di jaga dengan baik dan anggaplah sebagai partner dalam bisnis anda. Rawatlah genset anda agar selalu dalam keadaan bersih. Jangan biarkan kebocoran kebocoran yang terjadi berlangsung lama, dan bersihkan debu dan kotoran yang menempel pada radiator.
5. Lakukan perawatan genset secara teratur.
Rawatlah genset dengan baik dan ikuti petunjuk pada buku manual genset. Pakailah bahan bakar dan oli pelumas sesuai dengan yang di sarankan oleh pabrik pembuat mesin. Gantilah sparepart yang original agar genset anda dapat beroperasi dalam jangka waktu lama dan lancar.
6. Perhatikan sirkulasi udara.
Jika genset dioperasikan di dalam ruangan, maka harus di buat ventilasi udara yang baik. Jauhkan gas buang mesin dari manusia dan hewan piaraan. Udara panas dari radiator juga harus di keluarkan langsung melalui ducting atau cerobong dan tidak boleh ada aliran balik agar mesin tidak panas.
7. Matikan mesin segera jika ada kejadian yang tidak normal.
Jika genset di ketahui beroperasi secara tidak wajar atau menunjukkan ketidak normalan seperti getaran yang tinggi, suara yang kasar, atau tersendat sendat maka segera matikan mesin dan perbaiki masalahnya secepat mungkin.
8. Merawat kabel kabel instrumen dengan teratur.
Kerusakan kabel kabel instrument dapat berakibat dengan fatal dan dapat membahayakan manusia. Segera perbaiki atau ganti jika ditemukan ada kabel yang terkelupas, sambungan kabel yang kendor, atau jika tercium kabel yang terbakar.
9. Hindari beban lebih atau overload
Generator di berikan sebuah circuit breaker untuk pengaman beban lebih, yang mana akan bekerja jika terjadi kelebihan beban. Jika hal ini terjadi maka harus dilakukan pengurangan beban pada genset tersebut.
10. Jangan sentuh terminal output
Jangan sentuh terminal output pada saat genset beroperasi karena dapat menimbulkan sengatan listrik. Putuskan circuit breaker apabila akan melakukan instalasi kabel power.
11. Pasanglah kabel dengan baik dan benar.
Kabel power harus terpasang dengan benar untuk menghindari hubungan singkat. Kencangkan setiap kabel yang di pasang dan jangan sampai kendor karena bisa berbahaya.
12. Berhati hatilah terhadap kebakaran.
Bahan bakar dan minyak pelumas adalah bahan yang mudah terbakar. Jagalah jangan sampai minyak berceceran di sekitar genset. Jagalah kebersihan di bagian dalam ruangan genset. Jauhkan genset dari lingkungan kerja yang banyak menggunakan api.
Jalankan mesin sesuai dengan petunjuk yang di berikan dalam buku petunjuk pengoperasian genset. Jangan menjalankan mesin jika tidak mengetahui dengan baik perihal pengoperasian genset. Pastikan bahwa operator genset mengetahui cara cara pengoperasian yang benar. Berilah penjelasan yang detail sesuai dengan buku petunjuk.
2. Jauhkan genset dari tempat yang basah
Menjalankan genset di tempat yang langsung terkena hujan, lembab atau genangan air dapat beresiko untuk terjadinya sengatan listrik. Dianjurkan untuk memasang grounding pada genset dan beban.
3. Lingkungan sekitar genset.
Jangan meletakkan barang barang yang tidak penting di sekitar genset. Genset harus di letakkan pada tempat yang permukaannya rata dan cukup keras.
4. Jagalah kebersihan genset
Genset harus di jaga dengan baik dan anggaplah sebagai partner dalam bisnis anda. Rawatlah genset anda agar selalu dalam keadaan bersih. Jangan biarkan kebocoran kebocoran yang terjadi berlangsung lama, dan bersihkan debu dan kotoran yang menempel pada radiator.
5. Lakukan perawatan genset secara teratur.
Rawatlah genset dengan baik dan ikuti petunjuk pada buku manual genset. Pakailah bahan bakar dan oli pelumas sesuai dengan yang di sarankan oleh pabrik pembuat mesin. Gantilah sparepart yang original agar genset anda dapat beroperasi dalam jangka waktu lama dan lancar.
6. Perhatikan sirkulasi udara.
Jika genset dioperasikan di dalam ruangan, maka harus di buat ventilasi udara yang baik. Jauhkan gas buang mesin dari manusia dan hewan piaraan. Udara panas dari radiator juga harus di keluarkan langsung melalui ducting atau cerobong dan tidak boleh ada aliran balik agar mesin tidak panas.
7. Matikan mesin segera jika ada kejadian yang tidak normal.
Jika genset di ketahui beroperasi secara tidak wajar atau menunjukkan ketidak normalan seperti getaran yang tinggi, suara yang kasar, atau tersendat sendat maka segera matikan mesin dan perbaiki masalahnya secepat mungkin.
8. Merawat kabel kabel instrumen dengan teratur.
Kerusakan kabel kabel instrument dapat berakibat dengan fatal dan dapat membahayakan manusia. Segera perbaiki atau ganti jika ditemukan ada kabel yang terkelupas, sambungan kabel yang kendor, atau jika tercium kabel yang terbakar.
9. Hindari beban lebih atau overload
Generator di berikan sebuah circuit breaker untuk pengaman beban lebih, yang mana akan bekerja jika terjadi kelebihan beban. Jika hal ini terjadi maka harus dilakukan pengurangan beban pada genset tersebut.
10. Jangan sentuh terminal output
Jangan sentuh terminal output pada saat genset beroperasi karena dapat menimbulkan sengatan listrik. Putuskan circuit breaker apabila akan melakukan instalasi kabel power.
11. Pasanglah kabel dengan baik dan benar.
Kabel power harus terpasang dengan benar untuk menghindari hubungan singkat. Kencangkan setiap kabel yang di pasang dan jangan sampai kendor karena bisa berbahaya.
12. Berhati hatilah terhadap kebakaran.
Bahan bakar dan minyak pelumas adalah bahan yang mudah terbakar. Jagalah jangan sampai minyak berceceran di sekitar genset. Jagalah kebersihan di bagian dalam ruangan genset. Jauhkan genset dari lingkungan kerja yang banyak menggunakan api.
Saturday, July 10, 2010
Panel DC Genset
Secara umum, panel ini berfungsi untuk menghidupkan dan mematikan mesin secara manual. Posisi panel biasanya tertempel pada mesin dengan landasan karet mounting
agar getaran-getaran mesin tidak mempengaruhi komponen-komponen pada panel tersebut.
Berbagai komponen yang berhubungan dengan sistem kerja panel DC yang terpasang pada tubuh mesin meliputi :
1. Motor starter
Motor starter akan menggerakkan roda gigi gila dan akan menghidupkan mesin.Apabila mesin sudah hidup, maka motor starer inipun akan berhenti bergerak.
2. Solenoid
Ada berbagai macam bentuk solenoid. Masing-masing mempunyai sistem dan cara kerja yang berbeda-beda tergantung daripada sistem fuel dari mesin tersebut. Secara umum sistem fuel ada dua macam, yaitu tarik hidup dan tarik mati. Tarik hidup berarti bahwa solenoid bekerja untuk membuka sistem fuel atau membuka arus bahan bakar, sedang tarik mati berarti solenoid bekerja untuk menutup sistem fuel atau menutup arus bahan bakar. Dua perbedaan inilah yang juga akan membedakan sistem wiring dari panel DC tersebut.
3. Dinamo Starter.
Dinamo starter berfungsi untuk mengisi atau mencharge accu supaya accu selalu dalam kondisi yang maksimal sehingga semua kompoen-komponen yang menggunakan arus DC dapat berjalan dengan norml. Dinamo starter berputar dengan perantaraan v-belt yang di hubungkan poros utama pada mesin. Semula arus yang keluar pada dinamo ini adalah arus bolak balik atau AC kemudian di searahkan melalui Dioda.
4. Oil pressure sender.
Oil pressure sender berguna untuk mendeteksi tekanan oli yang beredar pada saat mesin di jalankan. Peralatan ini akan mengirim sinyal kepada oil pressure gauge atau metering oil pressure, sehingga kita bisa membaca tekanan oli tersebut. Tekanan oli tergantung dari putaran mesin. Pada putaran nominal, tekanan oli adalah 4-5 bar{kg/cm2}.
5. Oil pressure switch
Komponen ini akan bekerja bila tekanan oli tidak naik pada saat mesin di jalankan. Atau tekanan oli melemah pada saat mesin sedang hidup. Melalui switch inilah kemudian panel akan mematikan mesin dengan menutup sistem fuel pada mesin tersebut.
6. Water temperature sender
Berfungsi untuk mendeteksi suhu air pendingin pada mesin. Alat ini kemudian di hubungkan dengan metering water temperatur pada panel. Suhu air pendingin harus selalu di amat amati. Suhu yang baik harus diantara 75 dan 85 derajat.
7. Water Temperatur Switch
Switch ini berfungsi untuk mematikan mesin apabila suhu air pendingin terlalui tinggi dari batas normal.
agar getaran-getaran mesin tidak mempengaruhi komponen-komponen pada panel tersebut.
Berbagai komponen yang berhubungan dengan sistem kerja panel DC yang terpasang pada tubuh mesin meliputi :
1. Motor starter
Motor starter akan menggerakkan roda gigi gila dan akan menghidupkan mesin.Apabila mesin sudah hidup, maka motor starer inipun akan berhenti bergerak.
2. Solenoid
Ada berbagai macam bentuk solenoid. Masing-masing mempunyai sistem dan cara kerja yang berbeda-beda tergantung daripada sistem fuel dari mesin tersebut. Secara umum sistem fuel ada dua macam, yaitu tarik hidup dan tarik mati. Tarik hidup berarti bahwa solenoid bekerja untuk membuka sistem fuel atau membuka arus bahan bakar, sedang tarik mati berarti solenoid bekerja untuk menutup sistem fuel atau menutup arus bahan bakar. Dua perbedaan inilah yang juga akan membedakan sistem wiring dari panel DC tersebut.
3. Dinamo Starter.
Dinamo starter berfungsi untuk mengisi atau mencharge accu supaya accu selalu dalam kondisi yang maksimal sehingga semua kompoen-komponen yang menggunakan arus DC dapat berjalan dengan norml. Dinamo starter berputar dengan perantaraan v-belt yang di hubungkan poros utama pada mesin. Semula arus yang keluar pada dinamo ini adalah arus bolak balik atau AC kemudian di searahkan melalui Dioda.
4. Oil pressure sender.
Oil pressure sender berguna untuk mendeteksi tekanan oli yang beredar pada saat mesin di jalankan. Peralatan ini akan mengirim sinyal kepada oil pressure gauge atau metering oil pressure, sehingga kita bisa membaca tekanan oli tersebut. Tekanan oli tergantung dari putaran mesin. Pada putaran nominal, tekanan oli adalah 4-5 bar{kg/cm2}.
5. Oil pressure switch
Komponen ini akan bekerja bila tekanan oli tidak naik pada saat mesin di jalankan. Atau tekanan oli melemah pada saat mesin sedang hidup. Melalui switch inilah kemudian panel akan mematikan mesin dengan menutup sistem fuel pada mesin tersebut.
6. Water temperature sender
Berfungsi untuk mendeteksi suhu air pendingin pada mesin. Alat ini kemudian di hubungkan dengan metering water temperatur pada panel. Suhu air pendingin harus selalu di amat amati. Suhu yang baik harus diantara 75 dan 85 derajat.
7. Water Temperatur Switch
Switch ini berfungsi untuk mematikan mesin apabila suhu air pendingin terlalui tinggi dari batas normal.
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