Oil flows into the cylinder head via a hollow locating dowel in the top deck of the cylinder block. Oil travels to the camshaft bearing journals and the three center rocker arm shaft supports through drilled passages in the cylinder head. The supports supply oil to each rocker shaft. Oil flows to the bushings of the injector rocker arm through holes in the rocker arm shaft. This same oil lubricates the valve and the rollers. Oil flows through drilled passages in the rocker arms. This oil lubricates the roller, the valve bridge and the contact surfaces of the actuator of the unit injector. The remaining valve system components are lubricated by splash oil.
When all the components have been lubricated, the excess oil returns to the engine oil pan.
3.9.2 LUBRICATION SYSTEM COMPONENTS
The major components of the lubrication system are: • Oil Pan
• Oil Pump • Oil Cooler • Oil Filter
• Turbocharger Oil Lines
• Oil Passages for the Cylinder-Head and Block • Fume Disposal Collector
Each of these components are discussed in the following sections.
3.9.2.1 OIL PAN
Figure 3.9.2.1-1 illustrates the 3456 EPG Engine Oil Pan. The oil pan bolts to the bottom of the engine. The oil pan assembly, being the lowest point of the engine assembly, provides a means for housing the oil pump assembly, attachment of oil drain lines, and reservoir for the engine oil. It has a Sump Capacity of 13 US gallon (49 Liters).
FIGURE 3.9.2.1-1 3456 EPG ENGINE OIL PAN CUTAWAY
3.9.2.2 OIL PUMP
Figure 3.9.2.2-1 illustrates the 3456 EPG Engine Oil Pump. The Oil Pump is enclosed in the oil pan at about the midway point. It provides continuous circulation of oil throughout the engine (Positive displacement, two-gear type, 38/72 US gallons per minute at 2550 rpm. Also, there is an internal pressure relief valve to protect pump that opens at about 88 PSI).
3.9.2.3 OIL COOLER
Figure 3.9.2.3-1 illustrates the 3456 EPG Engine Oil Cooler. The Oil Cooler is located on the side of engine immediately below the turbocharger. Coolant circulates through the oil cooler providing heat transfer from the oil to the coolant. This lowers the oil temperature and protects the oil properties (Oil cooler delta T, approximately 25 degrees F). Also, there is an oil cooler bypass valve that opens at a delta P of 37PSI ± 3 PSI).
FIGURE 3.9.2.3-1 3456 EPG ENGINE OIL COOLER
3.9.2.4 OIL FILTER
Figure 3.9.2.4-1 illustrates the 3456 EPG Engine Oil Filter. The Oil Filter is located on the Engine/Alternator Skid facing the engine compartment access doors. This screw-on filter will hold approximately 1 US gal of multi-viscosity CH-4 or equal oil. A bypass valve is located in filter base housing and opens at 37PSI ± 3 PSI. The oil filter cleans the oil by collecting metal particles and other debris that can damage engine parts.
FIGURE 3.9.2.4-1 3456 EPG OIL FILTER
3.9.2.5 TURBOCHARGER OIL LINES
Figure 3.9.2.5-1 illustrates the Turbocharger Oil Lines. The turbocharger oil lines extend between the turbocharger and the oil manifold and engine oil pan through the engine block to crankcase. The turbocharger oil lines provide oil to cool and lubricate turbocharger bearings.
3.9.2.6 OIL PASSAGES FOR THE CYLINDER HEAD AND BLOCK
Figure 3.9.2.6-1 illustrates the oil passages for the 3456 EPG Engine Cylinder Head. The oil passages are located in the block and head of the engine. The passages provide a conduit for the oil to lubricate bearings, gears, pistons, liners, valves, etc. The normal Oil pressure range is 38 PSI to 70 PSI.
3.9.2.7 FUME DISPOSAL COLLECTOR
Figure 3.9.2.7-1 illustrates the Fume Disposal Collector.
FIGURE 3.9.2.7-1 FUME DISPOSAL COLLECTOR
The Fume Disposal Collector is located on the Engine/Alternator Skid facing the engine compartment access doors. Fume Disposal Collector, collects and provides a means of disposal of condensed liquids from the crankcase (crankcase ventilation).
3.9.3 LUBRICANT SPECIFICATIONS
3.9.3.1 API AUTHORIZED OILS
Caterpillar, Inc., the manufacturer of the DPDGS 3456 EPG Engine, recognizes The Engine Oil Licensing and Certification System for engine oils by the American Petroleum Institute. For detailed information about this system, see the thirteenth edition of the API publication No. 1509. API authorizes engine oils that bear the API symbol.
3.9.3.2 ENGINE OIL: CATERPILLAR DIESEL ENGINE OIL
Caterpillar Oils have been developed and tested in order to provide the full performance and service life that has been designed and built into Caterpillar Engines. Caterpillar Engine Oil is used to fill the 3456 EPG Engine at the factory. These oils are available by Caterpillar dealers worldwide for continued use when the engine oil is changed.
Due to significant variations in the quality and in the performance of commercially available oils, Caterpillar makes the following recommendations:
• Caterpillar Diesel Engine Oil (10W3O) • Caterpillar Diesel Engine Oil (15W40)
Caterpillar multi-grade Diesel Engine Oil is formulated with the correct amounts of detergents, dispersants, and alkalinity in order to provide superior performance in Caterpillar Diesel Engines.
Caterpillar multi-grade Diesel Engine Oil is available in two grades of viscosity (10W30 and 15W40). To choose the correct grade for the ambient temperature, see Table 3.9.3.4-1. Multi-grade oils provide the correct viscosity for a broad range of operating temperatures.
Multi-grade oils are effective in maintaining the following conditions: • Proper engine lubrication
• Low oil consumption • Low levels of piston deposits
3.9.3.3 ENGINE OILS: COMMERCIAL OILS
The performance of commercial diesel engine oils is based on classifications that were created by the American Petroleum Institute (API). These API classifications are developed in order to provide
If Caterpillar multigrade Diesel Engine Oil is not used, only use commercial oils that meet the following classifications:
• EMA LRG-1 multigrade oil is Preferred Oil • API CH-4 multigrade oil is Preferred Oil • API CG-4 multigrade oil is Preferred Oil • API CF-4 multigrade oil is Acceptable Oil
The following explanations of these API classifications can be used to make the proper choice when commercial oil is chosen:
• CH-4 is the newest API classification for heavy-duty diesel engine oil. CH-4 oils can be used in Caterpillar diesel engines that are recommended to use CF-4 oils.
• CG-4 is a new API classification for heavy-duty diesel engine oil. CG-4 oils can be used in Caterpillar diesel engines that are recommended to use CF-4 oils.
In comparison to CF-4 oils, CG-4 oils provide improvements in the following performance: • Cleanliness of the crankcase
• Cleanliness of the pistons • Soot Dispersion • Viscosity Control
CH-4 oils were developed primarily for diesel engines that use a .05 percent level of fuel sulfur. However, CG-4 oils can be used with higher sulfur fuels. CH-4 oils were the first oils that passed the industry standard tests for foam control and viscosity shear loss. CG-4 oils must also pass tests that were recently developed for corrosion and wear.
These oils service a wide variety of modern diesel engines. CF-4 oils provide more stable oil control and reduced piston deposits in comparison to the obsolete API CE oils. CF-4 oils provide improved soot dispersion in comparison to API CF and obsolete CD oils. The API CF-4 classification was developed with a 0.40 percent sulfur diesel fuel. This represents the type of diesel fuels that are commonly available worldwide.
Some commercial oils that meet the API CG-4 and CF-4 classifications may require reduced oil change intervals. To determine the oil change interval, closely monitor the condition of the oil and perform a wear metal analysis. Caterpillar’s S.O.S. oil analysis program is the preferred method.
NOTE: Failure to follow these oil recommendations can cause shortened engine service life due to deposits and/or excessive wear.
3.9.3.4 LUBRICANT VISCOSITY RECOMMENDATIONS
The minimum ambient temperature during cold engine start-up; and the maximum ambient temperature during engine operation determine the proper SAE viscosity grade of oil. Table 3.9.3.4-1 presents the oil viscosities required for starting in minimum and maximum temperatures.
Generally, use the highest oil viscosity that is available to meet the requirement for the temperature at engine start-up.
TABLE 3.9.3.4-1 ENGINE OIL VISCOSITY
AMBIENT TEMPERATURE CATERPILLAR DEO API CG-4 AND CF4 VISCOSITY
GRADE MINIMUM MAXIMUM
SAE 0W20 -40°C (-40°F) 10°C (50°F)
SAE 5W30 -30°C (-22°F) 30°C (86°F)
SAE 5W40 -30°C (-22°F) 40°C (104°F)
SAE 10W30 -20°C (-4°F) 40 °C (104°F)
3.10 ENGINE/ALTERNATOR SYSTEM
The Engine/Alternator System is comprised on the Caterpillar 3456 EPG engine and the Caterpillar SR4B Alternator mounted on a common skid.
3.10.1 CATERPILLAR 3456 EPG ENGINE
The MEP-PU-810 A/B Power Unit uses two Caterpillar 3456 EPG Engines. The two 3456 EPG engines are electronically controlled, mechanically actuated, unit injector diesel engines.
The 3456 EPG Engine is an in-line six-cylinder engine with a bore of 5.5 inch (140 mm) and with a stroke of 6.7 inch (171 mm). The 3456 EPG Engine has a total displacement of 964.18 Cubic Inches (15.8 L). The engine is turbocharged and cooled with air-to-air after cooling with electronic unit injection (EUI). Figure 3.10.1-1 through Figure 3.10.1-5 illustrates the 3456 EPG Engine through the series of Right Side, Left Side, Top, Rear and Front Views.
Right Side View
(7) Exhaust manifold (8) Turbocharger (9) Temperature Regulator housing (10) Water pump (11) Oil Cooler
Left Side View
(1) Fuel Priming Pump (2) Fuel Transfer Pump (3) Primary Fuel Filter (4) Fuel Distribution Block (5) Secondary Fuel Filter (6) Electronic Control Module (ECM)
Top View
(1) Fuel Priming Pump (2) Fuel Transfer Pump (7) Exhaust Manifold (8) Turbocharger (13) Flywheel Housing
FIGURE 3.10.1-3 CATERPILLAR 3456 EPG ENGINE, TOP VIEW
Rear View
Front View
(14) Front Timing Gear Housing (15) Oil Check Gauge (16) Vibration Damper
FIGURE 3.10.1-5 CATERPILLAR 3456 EPG ENGINE, FRONT VIEW
The electronic control system was designed to provide electronic governing, automatic fuel ratio control, torque rise shaping, injection timing control, and system diagnostics.
The Electronic Unit Injector system eliminates many of the mechanical components of an in-line pump system. This system also provides increased control of the timing and of the fuel air ratio. The timing advance is achieved by the precise control of the injector timing. Adjusting the duration of the injection controls the engine rpm. A special pulse wheel provides information to the electronic control module for the detection of the cylinder piston positions and of the engine rpm.
The engine has built-in diagnostics in order to ensure that all of the components are operating properly. In the event of a system component failure, the operator will be alerted to the condition by the fault or alarm lights on the GSC+. The GSC+ will display some diagnostic codes and the Caterpillar ET tool can be used to read the numerical code of the faulty component or its condition. Intermittent faults are logged
3.10.2 STARTING THE ENGINE
The Electronic Control Module (ECM) will automatically provide the correct amount of fuel that is necessary to start the engine. The ECM controls the starting-aid operation automatically. At engine coolant temperatures below 32°F (0°C), the ECM will control ether injection. The Electronic Modular Control Panel (EMCP+), controls the crank cycles and duration of the starter motor. If the engine fails to start, the EMCP+ will cycle cranking to allow the starter motor to be cooled for the programmed cycle time.
DO NOT MANUALLY SPRAY ETHER INTO THIS ENGINE. EXCESSIVE ETHER (STARTING FLUID) CAN CAUSE PISTON AND RING DAMAGE.
NOTE: Use ether for cold weather starting purposes only.
3.10.3 COLD MODE OPERATION
The engine control system performs a cold start strategy for the correct warm-up time after a cold engine start. The temperature for a cold engine start is less than 64°F (18°C). This cold start strategy is called cold mode. After being activated, this cold mode will remain active until the coolant temperature rises above 64°F (18°C) or until the engine has been running for 12 minutes. Cold mode will also vary the fuel injection amount, the timing for the maximum start-up, and the timing for the control of white smoke. The time that is necessary for the engine to achieve the normal mode of operation is usually less than the time that is required for a walk-around inspection of the engine.
3.10.4 MEP-PU-810 SPECIFIED PARAMETERS
The engine is capable of being programmed for several customer-specified parameters. Refer to Annex B, C, E, and F for each of the DPGDS specified parameters.
3.10.5 ALTERNATOR
3.10.5.1 SR4B ALTERNATOR
Figure 3.10.5.1-1 illustrates the DPGDS SR4B Alternator. The SR4B is a three-phase, alternating current, brush less type generator. It is a four-pole design. The stationary main armature bolts to the engine flywheel housing. A flexible plate type coupling connects the rotor shaft to the engine flywheel. The rotating main field is keyed directly to the rotor shaft. The generator is self-ventilated with air entry through screened openings at the rear of the generator and air discharge through screened openings at the drive-coupling end. The fan attaches to the rotor shaft. A bearing supports the exciter end of the rotor shaft.
FIGURE 3.10.5.1-1 DPGDS SR4B ALTERNATOR 3.10.5.2 GENERATOR THEORY OF OPERATIONS
The DPGDS SR4B Alternator is a Permanent Magnet Pilot Excited (PMPE) type.
3.10.5.3 PERMANENT MAGNET PILOT EXCITER (PMPE)
Figure 3.10.5.3-1 illustrates the PMPE Generator Wiring Diagram. Permanent magnet pilot excited generators receive power for the voltage regulator from a pilot exciter, rather than from the main armature as in self-excited generators. The pilot exciter consists of permanent magnet (PM) and Pilot exciter armature (L5). The pilot exciter operates independently from the generator output voltage. Constant excitation during large load application is possible, because the irregularities that occur in generator output voltage (caused by load conditions) are not fed back into the exciter. The independent operation also allows the generator to supply and sustain excessive currents for short periods of time.
When the engine starts turning the rotating field assembly (RFA), a permanent magnet (PM) induces an AC voltage in the pilot exciter armature (L5). The pilot exciter armature has three coils of wire and generates three-phase AC. The resulting AC flows through wires T1 PMG, T2 PMG and T3 PMG to the voltage regulator. Within the voltage regulator the three-phase AC is rectified to DC and a controlled amount is fed to exciter field (L1) through terminals Fl and F2.
(CR1-CR6) Diodes (CR7) (CR8) Varistors (L1) Exciter Field (stator) (L2) Exciter Armature (rotor) (L3) Main Field (rotor) (L4) Main Armature (stator)
DC now flows to the exciter field (L1) and a magnetic field is created, in which exciter armature (L2) is rotating. The exciter field (L1) and exciter armature (L2) generates three-phase AC. The AC is then rectified to DC by three-phase full wave bridge rectifier circuit (diodes CR1-CR6). The DC output from the bridge rectifier is carried to the main field (L3) by conductors, which are routed through a passage in the generator shaft. Current through the main field (L3) creates the magnetic field of the generator. As the main field (L3) rotates, it induces a three-phase AC voltage in the main armature (L4), which is sent to terminals TO, T1, T2 and T3, which are connections for the load.
To keep the output voltage constant with changing loads, it is necessary to control the exciter current. This control is the function of the voltage regulator. The voltage regulator senses the generator output voltage at wires 20 GEN, 22 GEN and 24 GEN. The voltage regulator uses the current generated from the permanent magnet (PM) and pilot exciter armature (L5) at wires T1 PMG, T2 PMG and T3 PMG. This current is then controlled by the voltage regulator and sent to the exciter through wires Fl and F2. Permanent magnets (PM) supply the initial magnetism required at start-up. Flashing the field is not required for start-up of the generator.
3.10.5.4 GENERATOR COMPONENTS
The SR4B generator design includes:
• Power for the exciter field is provided by a Permanent Magnet Pilot Excited (PMPE) method of excitation.
• Bearing location (inboard). The size and vibration characteristics of the engine and generator determine whether the bearing is located inboard or outboard of the exciter. On the DPGDS, the bearing is inboard of the exciter.
• On PMPE generators, the pilot exciter is either inboard or outboard of the exciter. On the DPGDS, the pilot exciter is outboard of the exciter.
• The Rotating Field Assembly (RFA) components attach to rotor shaft, which is supported by the engine flywheel and bearing.
• The Generator main field rotor is part of the rotating field assembly and rotates with the shaft. Figure 3.10.5.4-1 illustrates the heat sink on the end of the Rotating Field Assembly (RFA). The 6-diode rectifier block contains six diodes (CR1-CR6) of the bridge rectifier circuit and Varistor (CR7). The heat sink also contains an additional varistor (CR8). The two varistors are used to protect the diodes by suppressing any abnormal transient peak voltages in the generator circuit. The varistor is a voltage dependant resistor that has a high resistance at low voltage and a low resistance at high voltage. This allows current to pass through the varistor to ground when voltage spikes are present. The terminals, marked AC, connect to the wires from the exciter armature (L2). The terminals marked + and – connect to the main field (L3).
FIGURE 3.10.5.4-1 RFA HEAT SINK
The 6-diode rectifier block (CR1-CR6) and Varistor CR7 are illustrated in Figure 3.10.5.4-2. The varistor (CR8), is illustrated in Figure 3.10.5.4-3.
3.11 AIR INTAKE AND EXHAUST SYSTEM
The following topics are addressed:
• Air Intake and Exhaust System Operation • System Components
3.11.1 AIR INTAKE AND EXHAUST SYSTEM OPERATION
The following topics are addressed; • Combustion Air Flow • Exhaust Gas Flow
• Power Unit Internal Cooling Air Flow
3.11.1.1 COMBUSTION AIR FLOW
Figure 3.11.1.1-1 illustrates the Combustion Air Flow within the Air Intake and Exhaust System. The turbocharger pulls combustion air through the Air Cleaner Assembly into the compressor side of the turbocharger. The combustion air is compressed which heats it to about 300°F before being pushed to the aftercooler (ATAAC). The combustion air flows through the aftercooler core and the temperature of the compressed combustion air is then reduced to around 110°F before entering the Air Inlet Manifold.
3.11.1.2 EXHAUST GAS FLOW
Figure 3.11.1.2-1 illustrates the Exhaust Gas Flow. Exhaust gases & noise are dispersed through top of the Power Unit (PU). Exhaust gases flow through the exhaust manifold to the turbine side of the turbocharger to drive the turbine wheel. Air is pulled into the system by the compressor wheel, which is connected to the turbine wheel by means of a common shaft. After leaving the turbine, exhausted gases pass out through the Muffler Assembly.
3.11.1.3 POWER UNIT INTERNAL COOLING AIR FLOW
Figure 3.11.1.3-1 illustrates the Power Unit Internal Cooling Air Flow. Cooling air is drawn into the interior of the PU from two areas. One entry point is the rear of the trailer at the alternator end. Air removes ambient heat from the Alternator and Engine and is drawn by hydraulic driven cooling fans, and pushed through the top of the Power Unit above the radiator. The other entry point is below the radiator assembly, where hydraulic driven fans push cool air up through for the Radiator and ATAAC then through the top of the Power Unit.
3.11.2 SYSTEM COMPONENTS
The major components of the Air Intake and Exhaust System are: • Air-to-Air After Cooler (ATAAC)
• Air Cleaner • Turbocharger
• Air Intake and Exhaust Manifold • Muffler Assembly
• Air Filter Service Indicator
3.11.2.1 AIR-TO-AIR AFTER COOLER (ATAAC)
Figure 3.11.2.1-1 illustrates the Air-to-Air After Cooler. The ATAAC is separate from the coolant radiator by means of a sheet of metal that forms two separate compartments within Radiator/Air-to-Air After Cooler Assembly. Contained within ATAAC compartment is the Fuel Cooler. The purpose of the ATAAC is to cool the compressed combustion air. This makes the air denser so more air will be packed into each cylinder during the engine intake cycle thereby increasing engine efficiency.
3.11.2.2 AIR FILTER
Figure 3.11.2.2-1 illustrates the Air Filter Assembly. The Filter Housing is located on top of each engine aft of the cylinder head and directly above the flywheel housing. Unfiltered combustion air is drawn through an air plenum connected from the Filter Housing to the floor of the PU. The purpose of the Air Filter is to collect contaminants and prevent dirt from entering the engine. There is only one Air Filter per engine.
3.11.2.3 TURBOCHARGER
Figure 3.11.2.3-1 illustrates the Turbocharger. The Turbocharger is situated next to the engine cylinder head assembly above the Exhaust Manifold. The purpose of the turbocharger is to increase horsepower output by pumping pressurized combustion air into the engine, allowing fuel to be burned more efficiently.
FIGURE 3.11.2.3-1 TURBOCHARGER
Exhaust gases flow through the exhaust manifold to the turbine side of the turbocharger to drive the turbine wheel. Air is pulled into the system by the compressor wheel, which is connected to the turbine wheel by means of a common shaft. After leaving the turbine, exhausted gases pass out through the Muffler Assembly. The air is compressed and heated to about 300°F (150°C) before the air is forced though the ATAAC and the temperature of the compressed air is lowered to about 110°F (43°C). The combustion efficiency increases because of the cooler inlet manifold air. This helps to provide lowered fuel consumption and increased horsepower output. The ATAAC is a separate cooler that is mounted in behind the Radiator. Hydraulic driven fans force ambient air across both cores. This cools the compressed combustion air and the engine coolant.
3.11.2.4 AIR INLET AND EXHAUST MANIFOLDS
Figure 3.11.2.4-1 illustrates the Air Intake Manifold and Figure 3.11.2.4-2 illustrates the Exhaust Manifold. The Air Inlet Manifold is located on the left side of the engine near the midway point. The Air Inlet Manifold is cast integrally with the 3456 engine cylinder head. The Exhaust Manifold is situated on the right side of the engine just below the turbocharger. The Exhaust Manifold connects directly to the cylinder heads, whereas the Air Inlet Manifold connects to the cylinder heads through Air Inlet Manifold Elbow. The Air Inlet Manifold distributes clean filtered air from the turbocharger and after cooler into each cylinder, while the exhaust manifold collects exhaust gasses from each cylinder and directs them to the turbocharger, then to the muffler.
FIGURE 3.11.2.4-1 AIR INLET MANIFOLD AIR INLET MANIFOLD
ELBOW AIR INLET MANIFOLD
FIGURE 3.11.2.4-2 EXHAUST MANIFOLD EXHAUST MANIFOLD
3.11.2.5 MUFFLER ASSEMBLY
Figure 3.11.2.5-1 illustrates the Muffler Assembly (See Item 1). The Muffler Assembly reduces the exhaust-gas noise level and vents exhaust gases to atmosphere. Rain caps automatically open by exhaust gas pressure and close by use of counter weights. The rain cap is located at the end of the exhaust system and the muffler is an integral part of the PU roof (See Item 9).
3.11.2.6 AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)
Figure 3.11.2.6-1 illustrates the Air Filter High Differential Pressure Alarm (HAFDPA), located on the Generator Control Panel (GCP). The Alarm is activated after a fault is detected by continuous monitoring provided by the Air Filter Differential Gauge as shown in Figure 3.11.2.6-2. The Air Filter Differential Gauge is located inside the Power Unit below the engine-compartment cooling fan. The Air Filter Differential Gauge monitors restriction across the Air Filter. When the Air Filter High Differential Pressure Alarm light is lit, the Air Filter requires replacement.
FIGURE 3.11.2.6-1 AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)
FIGURE 3.11.2.6-2 AIR FILTER DIFFERENTIAL GAUGE AIR FILTER DIFFERENTIAL GAUGE
3.12 OPERATOR'S REMOTE TERMINAL (ORT)
The following topics are addressed: • ORT Hardware/Software • ORT Screens
• ORT Setup Procedures
• Power Plant Control and Monitoring
FIGURE 3.12-1 OPERATOR’S REMOTE TERMINAL
3.12.1 ORT HARDWARE/SOFTWARE
The ORT provides DPGDS operators with a capability to conduct operations remotely, and provides maintainers with a capacity to conduct detailed maintenance diagnostics through communications with the Caterpillar Electronic Modular Control Panel (EMCP+), as well as the Caterpillar Electronic Technician (ET) Tool.
Figure 3.12-1 illustrates the Operator Remote Terminal (ORT). The ORT is a Panasonic “ToughBook” notebook computer configured with software required to perform its functions as the ORT.
3.12.2 ORT SCREENS
3.12.2.1 OVERVIEW SCREEN
There are two main screen types used in the ORT. The first screen type is the Overview Screen. This screen provides the operator with an overview of the complete DPGDS power plant system, up to a maximum of 4 PUs installed and connected. From this screen, the operator monitors the overall status of the system. No individual PU controlling is done from this screen. From this screen, the operator
monitors overall system KW, number of generators required, and the following individual generator parameters: KW, total 3-phase voltage, total current, frequency, and power factor. Additionally, the operator can tell if the individual generators are running and if they are in automatic or manual mode.
FIGURE 3.12.2-1 OPERATOR’S REMOTE TERMINAL 3.12.2.2 INDIVIDUAL PU SCREENS
The second type of main screen is the individual PU monitoring/control screens. There is a screen for each individual PU, up to a maximum of 4. From the individual screen, the operator has control of the individual generators installed in each PU. This screen provides the operator with all the necessary information and controls to start, stop, parallel, or change lineup from the ORT. The operator also has
the PU is in Battleshort, mode of voltage regulation, engine economizing status and control, and fuel solenoid valve control.
With the system operating in the automatic mode, by connecting an ORT to the network, the operator can monitor and control the Power Units from up to 150 feet away. From the ORT, the operator can operate all breakers and start/stop generators. The ORT has the capability to monitor and control a full system of four Power Units. From the ORT, the operator will receive indications that an alarm has occurred. The ORT will display which generator has the alarm. The operators can then make corrections or repair the problem before it causes the loss of a generator. The ORT also provides the operator with the capability of changing the lineup of online generators, as long as the number online stays the same. In a multiple PU lineup, the operator can disable engine economizing. This prevents the RTU from shutting down lightly loaded generators; however, in the event the load exceeds 85% and additional units are required, those units are added automatically by the RTU.
3.12.3 POWER PLANT CONTROL AND MONITORING
3.12.3.1 POWER PLANT CONTROL & MONITORING PROGRAM
The following screens provide the Operator with information relative to control and monitoring of the Power Unit:
(1) Overview Pop-up Screen
(2) PU Control & Monitoring Pop-up Screen (3) Hardware Alarm Pop-up Screen
(4) Alarm Pop-up Screen
(5) Alarm Summary Pop-up Screen (6) Base Load Pop-up Screen
(7) Equipment Identification Pop-up Screen
(8) Low Fuel Elapsed Time Pop-up Indicator Screen (9) Eight Hour Archive Pop-up Screen
(10) Shutdown Archive Pop-up Screen (11) DPGDS One-Line Pop-up Screen
3.12.3.2 OVERVIEW POP-UP SCREEN
Table 3.12.3.2-1 lists Overview Pop-up Screen icons, their titles and functionality. Figure 3.12.3.2-1 illustrates the Overview Pop-up Screen.
TABLE 3.12.3.2-1 OVERVIEW POP-UP SCREEN ICONS
ICON TITLE/FUNCTION
1 Engine Control Switch position (Off, Cool down, Auto, Manual).
2 Engine operating status (Running, Cool down, Off).
3 Breaker status (green – open, red – closed), typical of the five breakers.
4 Generator operating parameters.
5 Total KW load on the system lineup.
6
Left margin icons: a. DPGDS
<Home> Calls Overview Monitoring Page b. PUA - <F1>: Calls PU-A control/monitoring screen c. PUC - <F2>: Calls PU-B control/monitoring screen d. PUC - <F3>: Calls PU-C control/monitoring screen e. PUD - <F4>: Calls PU-D control/monitoring screen
f. 1Line - <F5>: Displays system lineup One line overview page g. <F6>: Displays Alarm page
h. <F7>: Displays Alarm Summary page i. <F8>: Displays the Hardware Alarm page j. <F9>: Displays the Disabled Alarms page k. <esc> Displays last page
7 # of Generators required 8 Log to disk Archive
FIGURE 3.12.3.2-1 OVERVIEW POP-UP SCREEN 6 5 1 2 4 3 7 8
3.12.3.3 PU CONTROL & MONITORING POP-UP SCREEN
Table 3.12.3.3-1 lists PU Control and Monitoring Pop-up Screen icons, their titles and functionality. Figure 3.12.3.3-1 illustrates the PU Control and Monitoring Pop-up Screen.
TABLE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN ICONS
ICON TITLE/FUNCTION
1 Engine and generator operating parameters.
2 Indicates PU Battleshort switch label is in the BATTLESHORT position.
3 Engine Control Switch position (Off, Cool down, Auto, Manual).
4 Engine operating status (Running, Cool down, Off).
5 Displays remaining engine cool down time on engine in cool down, time in seconds. (Timer not shown in Figure 3.12.3.3-1).
6 Engine Immediate Stop icon. Click once to stop engine, again to reset. ECS must be put in the OFF/RESET position to clear the remote shutdown.
7 Engine Control Switch position (Off/Reset, Stop/Cool down, Auto, Manual).
8 Engine Start/Stop icon. Functional only when ECS is in AUTO. Text indicates action that will be taken when “clicked” on. Stopping the engine will automatically trip the associated breaker before putting the engine into cool down.
9 Breaker status (green – open, red – closed), typical of the five breakers.
10 Fuel solenoid/pump status (green – closed/off, red/yellow – AUTO/enabled).
11 Toggles the fuel solenoid/pump permissive. Text indicates action that will be taken when “clicked” on.
12 Engine Economize Mode. This is a global icon – activating it on one screen affects all screens. . Text indicates action that will be taken when “clicked” on. Text below the icon indicates current mode status.
TABLE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN ICONS (CONTINUED)
ICON TITLE/FUNCTION
16 Indicates the current position of the AVRS (Prime Power or Utility Parallel).
17 Indicates the current position of the GMS (Prime Power or Utility Parallel).
18 Indicates the current position of the SMS (Auto, Off, or Manual).
19
Left margin icons:
a. DPGDS - Home>: Calls Overview monitoring page b. PUB - <F2>: Calls PU-B control/monitoring screen c. PUC - <F3>: Calls PU-C control/monitoring screen d. PUD - <F4>: Calls PU-D control/monitoring screen
e. 1Line - <F5>: Displays system lineup One line overview page
f. <F6>: Displays Alarm page
g. <F7>: Displays Alarm Summary page h. <F8>: Displays the Hardware Alarm page i. <F9>: Displays the Disabled Alarms page j. <Esc>: Displays last page
20
OL Timer
This timer displays the type of overload timer that is active, whether it is the 2 minute timer or the 8 minute timer. It also displays the remaining time until the timer trips off the affected generator and places it in cooldown.
FIGURE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN 19 1 2 3 4 12 10 11 9 13 14 15 18 17 16 8 6 7 5 20
3.12.3.4 HARDWARE ALARM POP-UP SCREEN
Figure 3.12.3.4-1 illustrates the Hardware Alarm Pop-up Screen. This pop-up screen is only visible whenever a new alarm or fault occurs. This screen also activates the ORT buzzer. Clicking on the uppermost listed alarm acknowledges that alarm. Acknowledging all alarms silences the buzzer and allows the Operator to exit the pop-up screen. The 2 minute generator overload alarm can not be silenced. As long as there is an unacknowledged alarm the exit button is grayed out. Acknowledged alarms can be reviewed on the Alarm Summary Pop-up Screen.
3.12.3.5 ALARM POP-UP SCREEN
Table 3.12.3.5-1 lists the Alarm Pop-up Screen icons, their titles and functionality. Figure 3.12.3.5-1 illustrates the Alarm Pop-up Screen. The screen logs past and current alarms.
TABLE 3.12.3.5-1 ALARM POP-UP SCREEN ICONS
ICON TITLE/FUNCTION
1
Left margin icons:
a. DPGDS<Home>: Calls Overview monitoring page b. PUA - <F1>: Calls PU-A control/monitoring system c. PUB - <F2>: Calls PU-B control/monitoring screen d. PUC - <F3>: Calls PU-C control/monitoring screen e. PUD - <F4>: Calls PU-D control/monitoring screen f. <F6>: Displays Alarm page
g. <F7>: Displays Alarm Summary Page h. <F8>: Displays the Hardware Alarm page i. <F9>: Displays the Disabled Alarms page j. <Esc>: Displays last page.
2 Tag - Unit that had an alarm
3 Description - Equipment that had alarm
FIGURE 3.12.3.5-1 ALARM POP-UP SCREEN 1
2
3 4
3.12.3.6 ALARM SUMMARY POP-UP SCREEN
Table 1 lists Alarm Summary Pop-up Screen icons, their titles and functionality. Figure 3.12.3.6-1 illustrates the Alarm Summary Pop-up Screen.
TABLE 3.12.3.6-1 ALARM SUMMARY POP-UP SCREEN ICONS
ICON TITLE/FUNCTION
1
Left margin icons:
a. DPGDS - <Home>: Calls Overview monitoring page b. PUA - <F1> Calls PU-A control/monitoring screen c. PUB - <F2>: Calls PU-B control/monitoring screen d. PUC - <F3>: Calls PU-C control/monitoring screen e. PUD - <F4>: Calls PU-D control/monitoring screen f. <F6>: Displays Alarm page
g. <F7>: Displays Alarm Summary Page h. <F8>: Displays the Hardware Alarm page i. <F9>: Displays the Disabled Alarms page j. <Esc>: Displays last page.
2 Date and time of alarm
3 Tag – Unit that had alarm
4 Unit and type of alarm
5 Shows if the alarm has been acknowledged by the operator
FIGURE 3.12.3.6-1 ALARM SUMMARY POP-UP SCREEN
1
12 3 4
3.12.3.7 BASE-LOAD POP-UP SCREEN
Table 3.12.3.7-1 lists Base-Load Pop-up Screen icons, their titles and functionality. Figure 3.12.3.7-1 illustrates the Base Load Pop-up Screen.
TABLE 3.12.3.7-1 BASE-LOAD POP-UP SCREEN ICONS
ICON TITLE/FUNCTION
1 Base-Load Icon. After the power plant has been setup to operate in Utility Parallel. By clicking on F12 will bring the ORT to this screen.
2
Base-Load Slide Icon. Click the right mouse key on the touchpad on the arrow keys below the red and blue arrows. Clicking on the right key will increase the KW load on each generator connected to the load. Clicking on the left key will decrease the load. The blue numbers shows how much load has been dialed into the ORT. The red numbers shows the actual load per generator. The green numbers show plant load.
3
Left margin icons:
a. PUA - <F1>: Calls PU-A control/monitoring screen b. PUB - <F2>: Calls PU-B control/monitoring screen c. PUC - <F3>: Calls PU-C control/monitoring screen d. PUD - <F4>: Calls PU-D control/monitoring screen
e. 1 Line - <F5>: Displays system lineup One line overview page f. <F6>: Displays Alarm page
g. <F7>: Displays Alarm Summary page h. <F8>: Displays the Hardware Alarm page i. <F9>: Displays the Disabled Alarms page j. <Esc>: Displays last page
FIGURE 3.12.3.7-1 BASE-LOAD POP-UP SCREEN 3
2 1
3.12.3.8 EQUIPMENT IDENTIFICATION POP-UP SCREEN
Table 3.12.3.8-1 lists the Equipment Identification Pop-up Screen icons, their titles and functionality. Figure 3.12.3.8-1 illustrates the Equipment Identification Pop-up Screen.
TABLE 3.12.3.8-1 EQUIPMENT IDENTIFICATION POP-UP SCREEN ICONS
ICON TITLE/FUNCTION
1
Left margin icons:
a. PUA - <F1>: Calls PU-A control/monitoring screen b. PUB - <F2>: Calls PU-B control/monitoring screen c. PUC - <F3>: Calls PU-C control/monitoring screen d. PUD - <F4>: Calls PU-D control/monitoring screen
e. 1 Line - F5>: Displays system lineup One line overview page f. <F6>: Displays Alarm page
g. <F7>: Displays Alarm Summary page h. <F8>: Displays the Hardware Alarm page i. <F9>: Displays the Disabled Alarms page j. <Esc>: Displays last page
2 PU A Engine 2 ID Number (User Entered)
3 PU A Generator 2 ID Number (User Entered)
4 PU A Engine 1 ID Number (User Entered)
5 PU A Generator 1 ID Number (User Entered)
6 PU Trailer ID Number (User Entered)
FIGURE 3.12.3.8-1 EQUIPMENT IDENTIFICATION POP-UP SCREEN 1 2 3 4 5 6 7
3.12.3.9 LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN
Figure 3.12.3.9-1 illustrates the Low Fuel Elapsed Time Pop-up Indicator Screen. The Low Fuel Timer pop-up appears whenever the Fuel Tank Low Level Fuel Switch (LFTL) closes (See Item 1). The elapsed time accumulates to 10 minutes. After 10 minutes the timer stops and shuts down both generators. Neither generator will auto restart until the LFTL resets.
FIGURE 3.12.3.9-1 LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN ITEM 1
3.12.3.10 EIGHT-HOUR ARCHIVE POP-UP SCREEN
Figure 3.12.3.10-1 illustrates the Eight Hour Archive Pop-Up Screen. The Archive pop-up appears every 8 hours at 0800, 1600, and 2400 hrs. This copies, the previous eight hours of archived data to a floppy disk. The disk to receive the data must be blank or the data will not be copied. Canceling skips copying the data to the floppy disk; however, the file is saved to the hard drive. The hard drive will hold up to 60, 8-hour archives (20 days), after which the oldest file will begin to be overwritten.
3.12.3.11 SHUTDOWN ARCHIVE POP-UP SCREEN
Figure 3.12.3.11-1 illustrates the Shutdown Archive Pop-Up Screen. The Shutdown Archive Pop-Up Screen appears when the END key is pressed to shutdown the ORT. A blank floppy is requested to shutdown the software. The operator can Save to the floppy or hit Cancel and the Data will be saved to the hard drive.
3.12.3.12 DPGDS ONE-LINE POP-UP SCREEN
Figure 3.12.3.12-1 illustrates the DPGDS One-Line Pop-Up Screen. This screen provides the operator with a one-line view of the power plant distribution status. The operational status of each generator is displayed (red – running, green – off) as well as the status of each breaker (red – closed, green – open). Additionally, the operator may enter text into the boxes under each PU to describe the load connected to that breaker. Placing the mouse pointer over the box and typing in the desired data enters the description. (pressing <Enter> writes that data to the box). The box is limited to 10 characters.
3.12.3.13 PDC AND ORT LOAD LIMITING SOFTWARE
The following topics are addressed in this section:
• PLC and ORT load limiting software description • Power monitor
• 60 Hz operation • 50 Hz operation • Warnings • Battle short
• ORT load monitoring pop-up screens
3.12.3.13.1 PDC AND ORT LOAD LIMITING SOFTWARE DESCRIPTION
The PLC and ORT overload software does not change the control/operation of the power unit under normal operating conditions. All operating procedures should be followed as specified in this technical manual, noting the power rating of the set is 420 kW prime for 60 Hz operation and 350 kW prime for 50 Hz operation. Software updates allow both the ORT and the PLC to warn the operator of an excessive load applied to the power unit. Additionally, the service pack adds additional functions and features to the ORT for improved operator interaction.
3.12.3.13.2 POWER MONITOR
The primary overload protection for continuous loads on the engine/generator is provided using the existing Generator Set Controller (GSC) and Programmable Logic Controller (PLC) in the PDC. New software has been added to the PU that will monitor the load and warn the operator if the power capability of the engine has been exceeded. If normal load levels are not established through load shedding or additional generators brought on line within the time allotted the unit will shut down to protect the engine/generator.
3.12.3.13.3 60 HZ OPERATION
Based on the 420 kW prime, 460 kW (110%) maximum rating of the generator, the load limits implemented are:
(1) At 470 kW or 600 kVA the load limiting software warns the operator of an overload and the generator will shutdown in 8 minutes. *
(2) At 480 kW or 615 kVA, the load limiting software warns the operator of an overload and the generator will shutdown in 2 minutes. *
3.12.3.13.4 50 HZ OPERATION
Based on the 350 kW prime, 385 kW maximum rating of the generator, the load limits implemented are: (1) At 390 kW or 500 kVA the load limiting software warns the operator of an overload and the generator will shutdown in 8 minutes. *
(2) At 400 kW or 512 kVA the load limiting software warns the operator of an overload and the generator will shutdown in 2 minutes. *
(3) At 415 kW or 525 kVA the generator will shutdown in 5 seconds. * The load must exceed these levels for 5 seconds to activate the warning.
When the generator load drops below 385 kW and 495 kVA the warnings will be extinguished.
3.12.3.13.5 WARNINGS
The operator warning is given in two ways. Additional fault lights indicating an overload have been added to the PU. When an overload is detected by the PLC, the existing PU fault annunciator will be turned on and the associated GENERATOR OVERLOAD light(s) will flash. A warning and countdown timer will be displayed on the Operator Remote Terminal (ORT) if itis in use. Two unique audible alarms have been implemented on the ORT signaling the 8-minute (470kW) or 2-minute (480kW) countdown periods. If the load on the unit is not reduced before expiration of the overload countdown timers the generator breaker will open and the engine will enter cooldown mode. The GENERATOR OVERLOAD lights on the PU will remain illuminated (steady state). See Figure 3.12.3.13.5-1.
A generator overload fault can only be cleared from the PU using the MSES switch, Not from the ORT.
If the Load is reduced to the 465 kW threshold for 5 seconds before the timers time out, the timers will reset and the audible alarm/faults will clear.
FIGURE 3.12.3.13.5-1 PU GENERATOR OVERLOAD INDICATOR LIGHTS
GENERATOR
OVERLOAD
GEN. 1
GEN. 2
3.12.3.13.6 BATTLE SHORT
Activation of the Battle Short switch on the PU will override the shutdown of the unit except for Over Speed, Generator Basler Over Current Protection Relays, and Emergency Stop. If an overload condition is present the overload warning will be present but the overload timer will remain at 8 minutes and/or 2
minutes.
WARNING
Operating the unit in Battle Short can result in catastrophic failure of the engine and generator. When operating in Battle Short mode all PU’s are required to be placed in Battle Short mode.
3.12.3.13.7 ORT OVERLOAD POP-UP SCREENS
Two ORT load monitoring pop-up screens have been added to reflect over load timing functions and one new screen was added that details new features to the Overview Screen.
Upon reaching an overload condition, as outlined above, the following will occur:
(1) An alarm on the ORT is logged that must be acknowledged by the operator and warns of an overload condition.
(2) An audible alarm on the ORT is activated and remains active as long as the generator is in an overload condition.
(3) On the Plant Overview Screen, the overloaded generator(s) will flash and an overload countdown timer will be present as shown in Figure 3.12.3.13.7-1.
(4) Upon reaching the second level of overload detection (480 kW for 60 Hz), a 2-minute warning will be displayed and a second audible warning (different tone) will sound on the ORT. This audible warning can only be extinguished by lowering the load on the generator below 465 kW.
(5) When the overload condition reaches the 2-minute load level (480 kW at 60 HZ), this timer will override the 8-minute timer unless the generator is within 2 minutes of shutdown on the 8-minute timer. The timer that has the shortest shutdown time will then be displayed on the ORT screen. This means that if the generator is in an overload condition, (470 kW) and the load increases to 480 kW, the 2-minute timer will then activate, unless the generator is within 2 minutes of shutdown. If there are 2 minutes or less on the 8-minute timer, the 2-minute timer will not activate as that will add more time to the engine shutdown.
(6) If the load is not reduced before the overload period expires the generator breaker opens and the generator enters the cooldown cycle. To re-enable the generator the fault must be cleared on the PU by toggling the Master Start Enable Switch for three seconds. The fault is then cleared and normal operation
FIGURE 3.12.3.13.7-1 PLANT OVERLOAD OVERVIEW SCREEN Overload timer will display here showing remaining time till PLC trips breaker. The time displayed is the lesser of either the 8-minute or 2-minute timer.
FIGURE 3.12.3.13.7-2 PU CONTROL & MONITORING SCREEN Overload timer:
Displays remaining time until PLC trips breaker due to overload condition.
Whichever timer has less time to breaker trip is displayed.
The text was changed on the button to reflect actual button function and avoid confusion with button for normal cooldown and shutdown of the engine.
FIGURE 3.12.3.13.7-3 ORT SERVICE PACK-3 SCREEN Item added to provide the operator with
the number of generators required for the current kW and kVA readings.
Added immediate archive current log file to a blank floppy disk to allow reviewing datafiles without having to wait for scheduled archive.
Value displayed is total generator current, 3 phases, as displayed on GSC+ module.
3.13 TRAILER RUNNING GEAR SYSTEMS
This section provides information and component descriptions for the MEP-PU-810A and MEP-PU-810B trailer running gear systems. Data on the tires, wheels, brake systems, and lighting systems for each type of unit is included.
3.13.1 TIRES
3.13.1.1 MEP-PU-810A TIRES
The tires specified for the MEP-PU810A are size LT235/85R16, load range E. The specified cold inflation pressure is 80 PSI. Each tire has a rated load capacity of 3,667 lbs at 25 MPH in a dual configuration at this inflation pressure. Replacement tires must be of this same size and equal or greater load capacity in a dual configuration at 25 MPH and at 80 PSI, cold inflation pressure.
3.13.1.2 MEP-PU-810B TIRES
The tires specified for the MEP-PU810B are size 11R22.5, load range G. The specified cold inflation pressure is 105 PSI. Each tire has a rated load capacity of 5630 lbs at 60 mph in a dual configuration at this inflation pressure. Replacement tires must be of this same size and equal or greater load capacity in a dual configuration at 60 MPH and at 105 PSI, cold inflation pressure.
3.13.2 WHEELS
3.13.2.1 MEP-PU-810A WHEELS
The wheels specified for the MEP-PU-810A are size 14.5” x 7.00”, 8 studs on 6.50” bolt circle, with dual wheel configuration offset.
3.13.2.1.1 MEP-PU-810A WHEEL TORQUE REQUIREMENTS
FIGURE 3.13.2.1.1-1 MEP-PU-810A TORQUE PATTERN
It is extremely important to apply and maintain proper wheel mounting torque. The torque requirement for the MEP-PU-810A wheel nuts is 200-250 Ft-Lbs.
CAUTION
WHEEL NUTS OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS SEPARATION OF WHEELS FROM YOUR AXLE.
NOTE: A Special Tool is required for this task; refer to Annex H for recommended tool.
8 BOLT
8
3
6
5
2
7
4
1
3.13.2.2.1 MEP-PU-810B WHEELS
The wheels specified for the MEP-PU-810B are size 16 1/2 ” x 7”, 10 studs on an 11 1/4” bolt circle, with dual wheel configuration offset.
3.13.2.2.2 MEP-PU-810B WHEEL TORQUE REQUIREMENTS
FIGURE 3.13.2.2.2-1 MEP-PU-810B TORQUE PATTERN
It is extremely important to apply and maintain proper wheel mounting torque. Torque wrenches are the best method to assure the proper amount of torque is being applied to a fastener. The torque requirement for the MEP-PU-810B wheel nuts is 450-500 Ft-Lbs.
CAUTION
WHEEL NUTS OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS SEPARATION OF WHEELS FROM YOUR AXLE.
NOTE: Roadside wheel lug nuts on the MEP-PU-810B are left hand threads. Therefore, to remove the lug nut you must turn the nut clockwise and to tighten the lug nut you must turn the nut counterclockwise.
NOTE: A Special Tool is required for this task; refer to Annex H for recommended tool.
10 BOLT 6 8 2 9 3 5 7 1 10 4
3.13.3 BRAKE SYSTEMS
3.13.3.1 MEP-PU-810A BRAKE SYSTEM
The hydraulic brakes on the MEP-PU-810A are much like those on a car. The hydraulic fluid from a master cylinder is used to actuate the wheel cylinder, which, in turn, applies force against the brake shoes and drum. The main difference between automotive hydraulic brakes and hydraulic trailer brakes are the actuation systems, which transfer the braking signal from the tow vehicle to the brakes.
3.13.3.1.1 SURGE BRAKING SYSTEM
Figure 3.13.3.1-1 illustrates the MEP-PU-810A Hydraulic Brake Actuator. The Surge Braking System uses a specially designed trailer hitch coupler, which has a built in master cylinder. When the tow vehicle applies its brakes, the tow vehicle decelerates causing the trailer to apply a pushing force against the towing vehicle hitch. This force actuates the surge hitch master cylinder, transferring high-pressure brake fluid to the wheel cylinder. The trailer brakes are now applied (See Figure 3.13.3.1-1).
FIGURE 3.13.3.1-1 HYDRAULIC BRAKE ACTUATOR
Figure 3.13.3.1-2 illustrates the Break-Away Lever and Chain positions. The surge brake system incorporates a safety breakaway lever and chain that activates the surge brake if the trailer separates from the tow vehicle. The actuator’s breakaway chain S-hook should be securely attached to one of the tow vehicle safety chain connection points. Before towing, check that the breakaway lever and chain are properly positioned as shown in (Figure 3.13.3.1-2). If the breakaway lever and chain are not located correctly, due to either the chain being pulled during use or by accident, it must be reset prior to moving the trailer.
Resetting the lever is accomplished by first removing the two rearward bolts, located on each side of the breakaway lever. These two bolts hold down the breakaway locks. Loosen, but do not remove the remaining two bolts. This will allow the two locks to be swung aside and the lever can be pushed back into its resting position. Replace the breakaway locks to their original positions and retighten the four bolts using a torque wrench to 90-120 inch-pounds of torque.
FIGURE 3.13.3.1-2 BREAK-AWAY LEVER AND CHAIN POSITIONS
3.13.3.1.2 BRAKE FLUID
DOT4 Brake Fluid is recommended. The Brake Fluid should be checked periodically for the correct level, dirt, rust, or water contamination. Flush and replace fluid if contamination is present.
3.13.3.1.3 HYDRAULIC BRAKE OPERATION
Figure 3.13.3.1.3-1 illustrates the Hydraulic Brake Function Diagram. The Hydraulic Brake utilizes a single acting cylinder. Upon actuation, the primary shoe is pressed against the brake drum, which causes the shoe to move in the direction of rotation. This movement in turn actuates the secondary shoe through the adjuster link assembly.
3.13.3.1.4 HYDRAULIC BRAKE COMPONENTS
Figure 3.13.3.1.4-1 illustrates the Hydraulic Brake Components used in the MEP-PU-810A.
FIGURE 3.13.3.1.4-1 HYDRAULIC BRAKE COMPONENTS
3.13.3.1.5 SELF-ADJUSTING MECHANISM FOR HYDRAULIC BRAKES
The brakes adjust on both forward and reverse stops. Components include a new adjuster, adjuster lever arm, adjuster return springs, cable, cable anchor bracket, and an extension spring. The new cable anchor bracket fits over the anchor post and has a slotted hole. The extension spring attaches the cable anchor bracket to the primary brake shoe. The brake adjuster cable is routed from the cable anchor bracket, over the cable guide, to the adjuster lever. The forward stop adjustment is accomplished when the primary shoe lifts sufficiently far off the anchor post. The extension spring connecting the primary shoe to the slotted cable anchor bracket pulls the bracket and the cable causing the adjuster lever to rotate the adjuster screw star wheel. This will continue on each brake until the shoe clearance is sufficiently small so that the primary shoe movement is insufficient to pull the cable to engage the next tooth on the adjuster star wheel.
3.13.3.2 MEP-PU-810B BRAKE SYSTEM
Trailer air brakes are operated by the tractor air supply through a series of relays and check valves. When braking is desired, the air is supplied to the axle air chamber, which applies a force that is multiplied by the slack adjuster lever arm length. This force is transmitted rotationally through the camshaft, which, through the geometry of the S-head, spreads the brake shoes to contact the brake drum surface.
3.13.3.2.1 AIR CHAMBERS
Figure 3.13.3.2.1-1 illustrates the S-Cam Brake Assembly. The air chambers convert the tractor compressed air into mechanical force on the slack adjuster. The force on the slack adjuster operates on the end of the lever and converts the chamber output force to a torque on the S-cam. Federal and state regulations state the maximum pushrod stroke length as an indication of brake adjustment. The stroke length is indicated by the Maximum Stroke Indicator, located on the Air Chamber Pushrod. Maximum allowable stroke is achieved when the indicator is fully extended from the air chamber housing.
FIGURE 3.13.3.2.1-1 S-CAM BRAKE ASSEMBLY
3.13.3.2.2 SPRING BRAKES
For parking and emergency braking, a spring brake chamber is used in conjunction with the standard air chamber. The Spring Brake contains an additional air diaphragm and a very strong spring. When air pressure is applied to the spring brake, the spring is held in the off position by the air diaphragm. When the air pressure is released, the spring provides the braking force to the air chamber pushrod, thus activating the brakes.
3.13.3.2.3 SLACK ADJUSTERS
The Slack Adjuster performs two functions: (1) the slack adjuster acts as a lever arm to convert the linear pushrod force to rotational camshaft torque. The length of the slack adjuster determines the amount of torque multiplication provided from the pushrod. (2) Allows a simple external adjustment of the lining to drum clearance to compensate for shoe lining wear. Slack adjusters require manual adjustment to make up for the brake lining wear and the associated drum to lining gap that results. Adjustment is usually performed by rotating the hex nut on the slack adjuster body to set a lining to drum clearance of about .020-.030”.
FIGURE 3.13.3.2.2-1 BRAKE SYSTEM COMPONENTS
3.13.3.2.4 ANTI-LOCK BRAKE SYSTEM (ABS)
Figure 3.13.3.2.4-1 illustrates the Anti-Lock Brake System (ABS) Wiring Layout. The ABS is made up of Wheel Speed Sensors, an ABS Relay Valve, an integral Electronic Control Unit (ECU), mounted on the relay valve, and an ABS indicator light. The ECU monitors wheel speed through two-wheel speed
SLACK ADJUSTER
AIR CHAMBER SPRING BRAKE ASSEMBLY
FIGURE 3.13.3.2.4-1 ABS WIRING LAYOUT
3.13.3.2.5 HUB ODOMETER
Figure 3.13.3.2.5-1 illustrates the Hub Odometer. The MEP-PU-810B trailer has one hub odometer mounted on the curbside rim. This hub odometer has a 500,000-mile warranty and requires no service or maintenance, for the life of the odometer. If the unit is damaged, replace it with a new one.
1. Standard SAE J560
Connector 2. Power Cord 5 pin Connector 3. Power Cord 5 pin Connector 4. ECU Connector 19 Pin 5. ABS Valve with ECU 6. Solenoid Connector 7. Speed Ring Sensor/Exciter 8. Sensors 1A and 1B Connectors
1 2 3 4 5 6 7 8 8
3.13.4 LIGHTING SYSTEMS
3.13.4.1 MEP-PU-810A LIGHTING SYSTEM
The MEP-PU-810A is not equipped with any exterior lighting.
3.13.4.2 MEP-PU-810B LIGHTING SYSTEM
The MEP-PU-810B has lights for clearance, reflectors, turn signals, and tail/stop-lights in accordance with Department Of Transportation (DOT) and Federal Motor Vehicle Safety Standard (FMVSS), 121, 571.124 standards for commercial operations. For movement using a commercial vehicle, commercial lights are powered by the vehicles 12VDC electrical system and is provided with a 7-way inter-vehicular cable. In addition, included for towing with a military vehicle, a set of blackout lights, including clearance, reflectors, turn signal, and tail/stop-lights. These lights are powered by the vehicles 24VDC electrical system using a 12-way inter-vehicular cable. When in the blackout mode of operation, the commercial lights are non-operational.
FIGURE 3.13.4.2-1 MEP-PU-810B LIGHTING BLACK OUT LIGHTING COMBO
CHAPTER 4
RECEIPT AND MOVEMENT
TABLE OF CONTENTS
SECTION TITLE PAGE
4.1 INTRODUCTION 5
4.2 INSPECTION ON RECEIPT 5
4.2.1 INSPECTION REQUIREMENTS UPON RECEIPT 5
4.2.2 SERVICE REQUIREMENTS 7 4.2.2.1 BATTERY 7 4.2.2.2 FUEL SYSTEM 7 4.2.2.3 COOLING SYSTEM 8 4.2.2.4 LUBRICATION SYSTEM 8 4.2.2.5 HYDRAULIC SYSTEM 9 4.3 MOVEMENT 10
4.3.1 MOVEMENT PREPARATION CHECKLIST 10
4.3.2 MEP-PU-810A HOOK-UP PROCEDURES 12
4.3.3 MEP-PU-810B HOOK UP PROCEDURES 16
4.3.4 TOWING PROCEDURES 18
4.3.5 BACKING UP PROCEDURES 20
4.3.6 DISCONNECTING PROCEDURES 21
4.3.6.1 MEP-PU-810A DISCONNECTING PROCEDURES 21
4.3.6.2 MEP-PU-810B DISCONNECTING PROCEDURES 21
4.3.6.3 LOADING PROCEDURES 22
4.3.6.4 UNLOADING PROCEDURES 23
4.4.2 MEP-PU-810B TIE-DOWN POINTS 27 4.5 MEP-PU-810A AND MEP-PU-810B ISO LIFT POINTS USING ISO
EXTENDER 28
4.6 ISO EXTENDER STORAGE PROCEDURES 30
4.6.1 MEP-PU-810A ISO EXTENDER STORAGE PROCEDURES 30
LIST OF FIGURES
FIGURE TITLE PAGE
FIGURE 4.3.1-1 CHECKING BRAKE FLUID LEVEL 11
FIGURE 4.3.2-1 MEP-PU-810A TOWING CONNECTION 13
FIGURE 4.3.2-2 LUNETTE EYE 14
FIGURE 4.3.2-3 BREAK-AWAY CHAIN S-HOOK 15
FIGURE 4.3.3-1 MEP-PU-810B TOWING CONNECTION 16
FIGURE 4.3.3-2 12VDC AND 24VDC LIGHTING CONNECTION 17
FIGURE 4.3.4-1 PARKING BRAKE 19
FIGURE 4.4.1-1 MEP-PU-810A TIE-DOWN POINTS, SIDE AND BOTTOM VIEW 26
FIGURE 4.4.2-1 MEP-PU-810B TIE-DOWN POINTS 27
FIGURE 4.5-1 ISO EXTENDER 28
FIGURE 4.5-2 ISO EXTENDER INSTALLED AND LOCKED INTO POSITION 29
FIGURE 4.6.1-1 ISO EXTENDER SHOWN IN LOCKED POSITION 30
FIGURE 4.6.1-2 ISO EXTENDERS PROPERLY PLACED IN STORAGE BOX 31 FIGURE 4.6.1-3 ISO EXTENDER STORAGE BOX IN TRANSPORTATION POSITION 31 FIGURE 4.6.1-4 ISO EXTENDER STORAGE BOX IN OPERATION POSITION 32
FIGURE 4.6.2-1 ISO EXTENDER SHOWN IN LOCKED POSITION 33
FIGURE 4.6.2-2 ISO EXTENDERS PROPERLY PLACED IN STORAGE BOX 34 FIGURE 4.6.2-3 ISO EXTENDER STORAGE BOX IN TRANSPORTATION/ OPERATION
LIST OF TABLES
TABLE TITLE PAGE
TABLE 4.2.1-1 GENERAL INSPECTION REQUIREMENTS 6
TABLE 4.2.2.1-1 BATTERY SERVICING REQUIREMENTS 7
TABLE 4.2.2.2-1 FUEL SYSTEM SERVICING REQUIREMENTS 7
TABLE 4.2.2.3-1 COOLING SYSTEM SERVICING REQUIREMENTS 8
TABLE 4.2.2.4-1 LUBRICATION SYSTEM SERVICING REQUIREMENTS 8
TABLE 4.2.2.5-1 HYDRAULIC SYSTEM SERVICING REQUIREMENTS 9
TABLE 4.3.1-1 MOVEMENT PREPARATION CHECKLIST
(MEP-PU-810A & B MODELS) 10
TABLE 4.3.2-1 MEP-PU-810A HOOK-UP PROCEDURES 12
TABLE 4.3.3-1 MEP-PU-810B HOOK-UP PROCEDURES 16
TABLE 4.3.4-1 MEP-PU-810A TOWING PROCEDURES AND SPEED RATINGS 18 TABLE 4.3.4-2 MEP-PU-810B TOWING PROCEDURES AND SPEED RATINGS 19
TABLE 4.3.5-1 MEP-PU-810 A/B BACKING UP PROCEDURES 20
TABLE 4.3.6-1 MEP-PU-810A DISCONNECTION PROCEDURES 21
TABLE 4.3.6-2 MEP-PU-810B DISCONNECTION PROCEDURES 21
TABLE 4.3.6.3-1 MEP-PU-810A/B LOADING PROCEDURES 22
TABLE 4.3.6.4-1 MEP-PU-810A/B UNLOADING POCEDURES 23
TABLE 4.5-1 ISO EXTENDER INSTALLATION PROCEDURES 29
TABLE 4.6.1-1 MEP-PU-810A ISO EXTENDER STORAGE PROCEDURES 30
CHAPTER 4
RECEIPT AND MOVEMENT
4.1 INTRODUCTION
This Chapter addresses the requirements for:
• Inspection and servicing of the MEP-PU-810A/B Power Unit upon receipt. • Preparation for movement, connection, towing, and disconnection. • MEP-PU-810A and MEP-PU-810B Tie-down Points.
• MEP-PU-810A and MEP-PU-810B Tie-down Points using ISO Extenders.
4.2 INSPECTION ON RECEIPT
There are significant differences between the MEP-PU-810A and MEP-PU-810B trailering that requires specific instructions for each version.
Inspection of the following items is required: • Batteries
• Fuel system • Cooling system • Lubrication system • Hydraulic system
4.2.1 INSPECTION REQUIREMENTS UPON RECEIPT
MAINTENANCE OF THE POWER UNIT INVOLVES SERVICING OF BATTERIES, FUEL, HYDRAULIC SYSTEMS AND ELECTRICAL SYSTEMS THAT MAY SUBJECT THE MAINTAINER TO HAZARDOUS MATERIALS AS WELL AS POTENTIALLY HAZARDOUS CONDITIONS.
HIGH VOLTAGE MAY CAUSE SEVERE SHOCK OR DEATH UPON CONTACT DURING CHECKOUT OR MAINTENANCE OF THIS EQUIPMENT. USE CAUTION AND AVOID CONTACT WITH ENERGIZED COMPONENTS. USE A HOT STICK
WARNING
