TM 9-6115-484-14 Mep-Pu-810a/b Part 1

USAF TO 35C2-3-518-1
USA TM 9-6115-484-14
DRS RADIAN CTM 01646.1R0253/1R0254
COMMERCIAL TECHNICAL MANUAL

GENERATOR – 840 KW MEP-PU-810A/B
Radian Part Numbers: 1R0253-3/1R0254-3
OPERATION AND MAINTENANCE

CHAPTERS 1 THROUGH 22
© 2007 DRS RADIAN

ALL RIGHTS RESERVED
5845 RICHMOND HWY. SUITE 725 ALEXANDRIA, VIRGINIA 22303-1865
FEBRUARY 23, 2007 (REVISION 5) *
DISTRIBUTION STATEMENT: Approved for public release; distribution is unlimited. Questions pertaining to technical
content shall be referred to 542 SEVSG/GBZFM, Robins AFB, GA 31098. Other requests for this document shall be
referred to 542 MSUG/GBMUDE, Robins AFB, GA 31098.
*This manual supersedes USAF TO 35C2-3-518-1/ USA TM 9-6115-484-14, June 9, 2006, including all changes.
I
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USA TM 9-6115-484-14
RIGHTS IN DATA, EXPORT CONTROL, HANDLING AND DESTRUCTION
Operation and Maintenance Manual 01646.1R0253/1R0254
MODEL 1R0253, MEP-PU-810A, CLASS L CONNECTORS

NSN: 6115-01-486-4033
AND
MODEL 1R0254, MEP-PU-810B, CLASS L CONNECTORS

NSN: 6115-01-486-4032
This Operation and Maintenance Manual has been prepared in accordance with
the requirements of Contract F08626-97-C-0236, Deployable Power Generation
and Distribution System (DPGDS).
The following data rights are specified in accordance with Defense Federal
Acquisition Regulation Supplement (DFARS), paragraph 227-7102. DRS Radian
copyrights this manual in accordance with DFARS paragraphs 227-7103, 7105,
and 7106. Due to this copyright as well as the use of proprietary data and
procedures, DRS Radian proposes Government Purpose License Rights (GPLR)
only.
WARNING--This document contains technical data whose export is restricted by

the Arms Export Control Act (Title 22, U.S.C., Sec 2751 et seq) or the Export
Administration Act of 1979, as amended (Title 50, U.S.C., App. 2401 et seq).
Violations of these export laws are subject to severe criminal penalties.
HANDLING AND DESTRUCTION NOTICE—Comply with distribution

statement and destroy by any method that will prevent disclosure of the
contents or reconstruction of the document.
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WARNING
READ THIS SECTION, PRIOR TO PERFORMING ANY MAINTENANCE.
WARNING
IMPORTANT SAFETY WARNINGS APPROPRIATE FOR ALL MAINTENANCE

ACTIVITIES.
WARNING
THE EQUIPMENT COVERED IN THIS MANUAL MUST BE INSTALLED, OPERATED,

AND MAINTAINED BY QUALIFIED PERSONS WHO ARE KNOWLEDGEABLE IN THE
INSTALLATION, OPERATION, AND MAINTENANCE OF MEDIUM VOLTAGE
ELECTRICAL POWER GENERATION EQUIPMENT ALONG WITH ASSOCIATED
HAZARDS. A QUALIFIED PERSON IS ONE WHO IS TRAINED AND COMPETENT IN:
• THE SKILLS AND TECHNIQUES NECESSARY TO DISTINGUISH

ENERGIZED PARTS FROM NON-ENERGIZED PARTS OF ELECTRICAL
EQUIPMENT.
• THE SKILLS AND TECHNIQUES NECESSARY TO DETERMINE THE

PROPER APPROACH DISTANCES CORRESPONDING TO THE VOLTAGES
TO WHICH THE QUALIFIED PERSON WILL BE EXPOSED.
• THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES,

PERSONAL PROTECTIVE EQUIPMENT, INSULATING AND SHIELDING
MATERIALS, AND INSULATED TOOLS FOR WORKING ON OR NEAR
ENERGIZED PARTS OF ELECTRICAL EQUIPMENT AND ROTATING
MACHINERY.
• THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES,

PERSONAL PROTECTIVE EQUIPMENT, INSULATING AND SHIELDING
MATERIALS, AND INSULATED TOOLS FOR WORKING ON OR NEAR
EXPOSED HOT SURFACES OF ENGINE AND EXHAUST SYSTEM
COMPONENTS.
THESE INSTRUCTIONS ARE INTENDED ONLY FOR SUCH QUALIFIED PERSONS.

THEY ARE NOT A SUBSTITUTE FOR ADEQUATE TRAINING AND EXPERIENCE IN
SAFETY PROCEDURES FOR THIS TYPE OF EQUIPMENT.
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WARNING
HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND

ENFORCED. NOISE LEVELS IN EXCESS OF 85 DB EXIST WITHIN AN 88-FOOT
RADIUS OF AN OPERATING DPGDS. PERSONNEL MUST WEAR SINGLE HEARING
PROTECTION WITHIN 88 FEET OF AN OPERATING DPGDS.
WARNING
HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND

ENFORCED. DURING MAINTENANCE ACTIVITIES WITH THE SIDEDOORS OPEN,
NOISE LEVELS IN EXCESS OF 113 DB EXIST WITHIN A 12-FOOT RADIUS OF AN
OPERATING DPGDS. PERSONNEL MUST WEAR DOUBLE HEARING PROTECTION
WITHIN 12 FEET OF AN OPERATING DPGDS. EXPOSURE MUST BE LIMITED TO
UNDER 2.5 HOURS.
WARNING
BATTERY ELECTROLYTE CONTAINS SULFURIC ACID, WHICH CAN CAUSE

SEVERE CHEMICAL BURNS. AVOID ALL CONTACT. SKIN AND EYE PROTECTION
IS REQUIRED. IN CASE OF CONTACT, IMMEDIATELY FLUSH WITH LARGE
AMOUNTS OF CLEAN WATER AND OBTAIN MEDICAL AID.
WARNING
WHEN DISCONNECTING BATTERY CABLES, ALWAYS DISCONNECT NEGATIVE

TERMINAL FIRST. WHEN RECONNECTING, CONNECT NEGATIVE TERMINAL
LAST. FAILURE TO COMPLY MAY CAUSE SPARKING AND CONSEQUENT
BATTERY EXPLOSION.
WARNING
HIGH VOLTAGE MAY CAUSE SEVERE INJURY OR DEATH UPON CONTACT

DURING CHECKOUT OR MAINTENANCE OF THIS EQUIPMENT. USE CAUTION
AND AVOID CONTACT WITH ENERGIZED COMPONENTS. USE HOT STICK WHEN
LOAD CABLES ARE HANDLED.
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WARNING
DO NOT PERFORM THE FOLLOWING TASK WHEN THE GENERATOR SET IS

OPERATING. DO NOT TOUCH EXPOSED ELECTRICAL CONNECTION WHEN A
SOURCE OF POWER SUCH AS UTILITY POWER OR ANOTHER GENERATOR SET
IS CONNECTED TO THE LOAD TERMINALS. DEATH OR INJURY MAY RESULT
FROM FAILURE TO OBSERVE THIS WARNING.
WARNING
REMOVE ALL RINGS, NECKLACES, JEWELERY AND LOOSE CLOTHING.

FAILURE TO DO SO COULD CAUSE SEVERE INJURY OR DEATH.
WARNING
SIDE PANELS ARE HEAVY. USE EXTREME CAUTION WHEN UNBOLTING AND
REMOVING.
WARNING
TOP PANELS ARE HEAVY. USE EXTREME CAUTION WHEN UNBOLTING AND
REMOVING.
WARNING
MUFFLER ASSEMBLIES ARE HEAVY. USE EXTREME CAUTION WHEN

UNBOLTING AND REMOVING.
WARNING
INSURE THAT HEATER STRIP COVERS ARE ON WHEN GENERATOR IS RUNNING.

LOW VOLTAGE IS PRESENT AT THE HEATER STRIP TERMINALS.
WARNING
THE INSULATION TESTER PRODUCES HIGH VOLTAGE. TO AVOID PERSONAL

INJURY DURING THE TEST, DO NOT TOUCH THE WINDING BEING TESTED OR
THE TEST LEADS.
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WARNING
DO NOT COME IN CONTACT WITH LOAD TERMINAL DURING TEST. DEATH BY

ELECTROCUTION MAY RESULT.
WARNING
FOLLOW MANUFACTURER'S TEST PROCEDURES INCLUDED WITH THE TEST

EQUIPMENT.
WARNING
ALWAYS CONSIDER AN ARRESTER TO BE ENERGIZED UNTIL THE LINE AND

GROUND LEADS HAVE BEEN DISCONNECTED FROM THE CIRCUIT. NEVER
INSTALL A DAMAGED ARRESTER. A DAMAGED ARRESTER MAY MISSOPERATE
VIOLENTLY, CAUSING SEVERE PERSONAL INJURY.
WARNING
USE OF A LIFTING DEVICE IS RECOMMENDED FOR REMOVING THE STATION

POWER TRANSFORMER. TRANSFORMER IS EXTREMELY HEAVY AND WEIGHS
OVER 100 LBS.
WARNING
PRIOR TO TROUBLESHOOTING THE POWER UNIT (PU), ENSURE THE TIE AND
FEEDER CABLES ARE ALL INSTALLED ON PARKING STANDS, TO PREVENT THE
POSSIBILITY OF UTILITY POWER BEING FED BACK INTO GENERATOR SET.
ENSURE EQUIPMENT IS PROPERLY TAGGED AND NOT ENERGIZED. RESIDUAL
VOLTAGE IS PRESENT AT THE GENERATOR LEADS WITH THE REGULATOR
TURNED OFF, REACHING SEVERAL HUNDRED VOLTS ON THE GENERATOR SET.
PROPER INSULATION AND ISOLATION OF METERING EQUIPMENT MUST BE
OBSERVED WHEN TESTING GENERATOR. USE PROPER TEST EQUIPMENT TO
CHECK FOR VOLTAGE BEFORE PROCEEDING. FAILURE TO COMPLY MAY
RESULT IN DEATH BY ELECTROCUTION.
WARNING
BEFORE WORKING ON THE BATTERY CHARGER, INSURE THAT AC POWER IS

OFF AND DISCONNECTED. ALSO, DISCONNECT THE NEGATIVE BATTERY LEAD.
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WARNING
ETHER IS HIGHLY FLAMMABLE AND TOXIC TO SKIN, EYES, AND RESPIRATORY

TRACT. USE ONLY IN AN ADEQUATELY VENTILATED AREA. SKIN, EYE. AND
RESPIRATORY PROTECTION IS REQUIRED. FAILURE TO COMPLY MAY RESULT
IN SERIOUS INJURY OR ILLNESS.
WARNING
DIESEL FUEL IS FLAMMABLE AND MODERATELY TOXIC TO EYES, SKIN, AND

RESPIRATORY TRACT. SKIN AND EYE PROTECTION REQUIRED. AVOID
REPEATED OR PROLONGED CONTACT. USE IN WELL-VENTILATED AREA.
FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY OR ILLNESS.
WARNING
WHEN POWER GENERATION EQUIPMENT MUST BE IN OPERATION TO MAKE

TESTS AND/OR ADJUSTMENTS, HIGH VOLTAGE AND CURRENT ARE PRESENT.
MAKE SURE THE TESTING EQUIPMENT IS DESIGNED FOR AND CORRECTLY
OPERATED FOR THE HIGH VOLTAGE AND CURRENT TESTS. IMPROPER TEST
EQUIPMENT MAY FAIL AND PRESENT A HIGH VOLTAGE SHOCK HAZARD TO ITS
USER.
WARNING
ONLY ONE POWER UNIT (PU) MAY BE SELECTED TO ANY ONE UNIT SELECTOR
SWITCH (USS) POSITION DURING MULTIPLE (PU) OPERATIONS. OPERATING
WITH MORE THAN ONE UNIT AT THE SAME ADDRESS (A, B, C OR D) MAY CAUSE
UNSAFE AND ERRATIC OPERATIONAL CONDITIONS.
WARNING
EXPLOSION HAZARD – WHEN IN HAZARDOUS LOCATIONS, DISCONNECT

POWER BEFORE REPLACING OR WIRING MODULES.
WARNING
ALWAYS WEAR EYE PROTECTION WHEN YOU PERFORM ANY SERVICE WORK
ON A COOLING SYSTEM.
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WARNING
RELEASE THE PRESSURE IN THE COOLING SYSTEM BEFORE PERFORMING ANY

SERVICE WORK. IF THE PRESSURE IN THE COOLING SYSTEM IS NOT
RELEASED OR THE TEMPERATURE OF THE SYSTEM IS NOT PERMITTED TO
COOL, STEAM OR HOT WATER MAY BE RELEASED WHEN YOU REMOVE THE
FILLER CAP. THIS MAY CAUSE PERSONAL INJURY.
WARNING
DO NOT ALLOW UNDILUTED CORROSION INHIBITORS OR DILUTED/UNDILUTED

RADIATOR CLEANERS TO COME IN CONTACT WITH THE SKIN OR EYES.
WARNING
DO NOT USE CHROMATE CORROSION INHIBITORS IN A COOLING SYSTEM.
WARNING
ALWAYS FOLLOW THE MANUFACTURER’S INSTRUCTIONS WHEN HANDLING

CORROSION INHIBITORS, RADIATOR CLEANERS OR ANTIFREEZE. BE
ESPECIALLY SURE TO FOLLOW THE MANUFACTURER’S RECOMMENDATIONS
CONCERNING TOXICITY.
WARNING
ETHYLENE GLYCOL MAY CATCH FIRE WHEN IT IS HOT OR EXPOSED TO AN

OPEN FLAME. DO NOT WELD, CUT OR USE AN OPEN FLAME NEAR LEAKING
COOLANT THAT CONTAINS ANTIFREEZE.
WARNING
DO NOT USE ALCOHOL IN PLACE OF ANTIFREEZE. ALCOHOL HAS A LOWER

BOILING TEMPERATURE AND FLASH POINT.
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WARNING
DO NOT ATTEMPT TO TIGHTEN ANY HOSE CLAMPS WHILE THE COOLING

SYSTEM IS HOT OR UNDER PRESSURE. IF THERE IS A FAILURE OF THE HOSE
CLAMP WHEN IT IS TIGHTENED, A SUDDEN LOSS OF HOT COOLANT OR STEAM
COULD RESULT.
WARNING
DO NOT REMOVE FILLER CAP AFTER OPERATION UNTIL SYSTEM HAS COOLED
DOWN. FAILURE TO ALLOW ENGINE COOLANT TO COOL DOWN COULD
RESULT IN SECOND AND THIRD DEGREE BURNS. CAP MAY BE HALF-TURNED
TO RELIEVE PRESSURE AND THEN REMOVED TO INSPECT COOLANT LEVEL.
WARNING
PERSONAL INJURY CAN RESULT FROM HOT COOLANT, STEAM AND ALKALI.
WARNING
AT OPERATING TEMPERATURE, ENGINE COOLANT IS HOT AND UNDER

PRESSURE. THE RADIATOR AND ALL LINES TO THE ENGINE CONTAIN HOT
COOLANT OR STEAM. ANY CONTACT CAN CAUSE SEVERE BURNS.
WARNING
REMOVE FILLER CAP SLOWLY TO RELIEVE PRESSURE ONLY WHEN THE

ENGINE IS STOPPED AND THE FILLER CAP IS COOL ENOUGH. USE A RAG OR
GLOVES TO REMOVE FILLER CAP.
WARNING
COOLING SYSTEM CONDITIONER CONTAINS ALKALI. AVOID CONTACT WITH

SKIN AND EYES.
WARNING
IF EXPOSED TO CONTAMINMENTS SUCH AS FUELS, COOLANTS, HYDRAULIC

FLUIDS AND OTHER TOXINS, WASH YOUR HANDS AND CHANGE CLOTHING.
INJURY CAN OCCUR IF THE TOXINS ARE ALLOWED TO STAY IN CONTACT WITH
THE SKIN.
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WARNING
HOT OIL AND HOT COMPONENTS CAN CAUSE PERSONAL INJURY. DO NOT
ALLOW HOT OIL OR HOT COMPONENTS TO CONTACT THE SKIN. DO NOT DRAIN
THE OIL WHEN THE ENGINE IS COLD. AS THE OIL COOLS, SUSPENDED WASTE
PARTICLES SETTLE ON THE BOTTOM OF THE OIL PAN. THE WASTE PARTICLES
ARE NOT REMOVED WHEN DRAINING COLD OIL. DRAIN THE CRANKCASE WITH
THE ENGINE STOPPED. DRAIN THE CRANKCASE WITH THE OIL WARM. THIS
DRAINING METHOD ALLOWS THE WASTE PARTICLES THAT ARE SUSPENDED IN
THE OIL TO BE DRAINED PROPERLY.
WARNING
DO NOT ALLOW GASKET MATERIAL TO FALL INSIDE ROCKER LEVER HOUSING.

FAILURE TO COMPLY MAY RESULT IN DAMAGE TO ENGINE.
WARNING
DO NOT RESET A FAULT BEFORE DETERMINING AND CORRECTING THE CAUSE

OF THE FAULT. FAILURE TO CORRECT A FAULT BEFORE RESETTING CAN
RESULT IN DEATH, PERSONAL INJURY, OR EQUIPMENT DAMAGE.
WARNING
HYDRAULIC FLUID IS HOT AND UNDER HIGH PRESSURE. DO NOT PLACE ANY
PART OF YOUR BODY OVER ANY LEAK. SEVERE INJURY CAN OCCUR IF THIS
HAPPENS.
WARNING
THE HYDRAULIC PRESSURE HELD IN THE SYSTEM MAY CAUSE THE LEVER TO
SNAP QUICKLY. KEEP HANDS AND FINGERS CLEAR, AS YOU RESET THE
BREAKAWAY MECHANISM. WHEN TOWING, AVOID SHARP TURNS THAT CAN
CAUSE THE ACTUATOR TO BIND AGAINST THE TOW VEHICLE. THIS CAN
DAMAGE THE ACTUATOR AND TRAILER, CAUSING BRAKE FAILURE.
WARNING
DO NOT MIX PETROLEUM BASED OIL WITH BRAKE FLUID. THIS WILL CAUSE
SEAL SWELLING AND NON-FUNCTIONING BRAKES.
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WARNING
ASBESTOS DUST HAZARD
SINCE SOME BRAKE SHOE FRICTION MATERIALS CONTAIN ASBESTOS.

CERTAIN PRECAUTIONS MUST BE TAKEN WHEN SERVICING BRAKES:
AVOID CREATING OR BREATHING DUST. AVOID MACHINING, FILING, OR

GRINDING THE BRAKE LININGS. DO NOT USE COMPRESSED AIR OR DRY
BRUSHING FOR CLEANING. DUST CAN BE REMOVED WITH A DAMP BRUSH.
WARNING
SALTWATER, GRANULAR FERTILIZERS AND OTHER CORROSIVE MATERIALS

ARE DESTRUCTIVE TO METAL. TO PROLONG THE LIFE OF A BRAKING SYSTEM
USED UNDER CORROSIVE CONDITIONS, WE RECOMMEND THAT THE
ACTUATOR BE FLUSHED AFTER USE WITH A HIGH PRESSURE WATER HOSE.
BE SURE TO RE-GREASE BEARINGS AND OIL ALL MOVING PARTS AFTER THE
UNIT HAS DRIED. AT THE END OF THE SEASON, WHEN UNIT IS TO BE STORED,
REMOVE THE BRAKE DRUMS AND CLEAN INSIDE THE BRAKES. PACK WHEEL
BEARINGS BEFORE DRUM IS INSTALLED. FAILURE TO PROPERLY AND
ADEQUATELY GREASE AND MAINTAIN THE ACTUATOR COULD WEAKEN IT
AND/OR CAUSE IT TO FAIL AND RESULT IN SERIOUS INJURY AND/OR
PROPERTY DAMAGE.
WARNING
PROPER MATCHING OF THE TIRE/WHEEL COMBINATION IS ESSENTIAL TO

PROPER FUNCTION OF YOUR TRAILER RUNNING GEAR. SOME TIRES MAY CALL
FOR A MAXIMUM INFLATION PRESSURE ABOVE THE RIM OR WHEEL CAPACITY.
DO NOT EXCEED MAXIMUM INFLATION PRESSURES FOR RIMS OR WHEELS.
CATASTROPHIC FAILURE MAY RESULT.
WARNING
DO NOT GET GREASE OR OIL ON BRAKE LININGS. BRAKES WILL NOT

FUNCTION PROPERLY.
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WARNING
DO NOT MIX LITHIUM, CALCIUM, SODIUM OR BARIUM COMPLEX GREASES DUE

TO POSSIBLE COMPATIBILITY PROBLEMS. WHEN CHANGING FROM ONE TYPE
OF GREASE TO ANOTHER, IT IS NECESSARY TO INSURE ALL THE OLD GREASE
HAS BEEN REMOVED.
WARNING
DO NOT DISASSEMBLE THE SPRING BRAKE. IT CONTAINS A COMPRESSED

SPRING THAT MAY CAUSE INJURY IF REMOVED. THE SPRING BRAKE MUST BE
CAGED BEFORE SERVICING AND SHOULD ONLY BE PERFORMED BY QUALIFIED
PERSONNEL.
WARNING
FAILURE TO CORRECTLY LUBRICATE BEARINGS AND MAINTAIN PROPER

LUBRICATION COULD CAUSE BEARING AND AXLE SPINDLE DAMAGE, WHICH
COULD RESULT IN THE WHEEL LOCKING UP OR COMING OFF DURING VEHICLE
OPERATION.
WARNING
DOUBLE HEARING PROTECTION IS MANDATORY WITHIN 50 FEET OF THIS

EQUIPMENT WHILE POWER UNITS ARE RUNNING.
CAUTION
SIGNIFICANT DIFFERENCES BETWEEN THE MEP-PU-810A AND MEP-PU-810B

REQUIRE SPECIFIC INSTRUCTIONS FOR EACH VERSION.
CAUTION
DO NOT ALLOW THE STARTER MOTOR TO OPERATE MORE THAN 30 SECONDS.

ALLOW IT TO COOL AT LEAST 2 MINUTES BEFORE RE-ENERGIZING THE
MOTOR. OVERHEATING WILL DAMAGE THE MOTOR.
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CAUTION
ALWAYS HANDLE SURGE ARRESTERS PACKED OR UNPACKED VERY

CAREFULLY. DO NOT DROP, JAR, OR HANDLE AN ARRESTER ROUGHLY.
DROPPING, JARRING, AND/OR ROUGH HANDLING MAY DAMAGE THE
ARRESTER INTERNALLY OR EXTERNALLY. THIS COULD MAKE THE ARRESTER
INCAPABLE OF PROTECTING THE CIRCUIT AND COULD SHORTEN THE SERVICE
LIFE OF THE ARRESTER SIGNIFICANTLY.
CAUTION
CARE MUST BE TAKEN TO ENSURE THAT FLUIDS ARE CONTAINED DURING

PERFORMANCE OF INSPECTION, MAINTENANCE, TESTING, ADJUSTING AND
REPAIR OF THE PU. BE PREPARED TO COLLECT THE FLUID WITH SUITABLE
CONTAINERS BEFORE OPENING ANY COMPARTMENT OR DISASSEMBLING ANY
COMPONENT CONTAINING FLUIDS. DISPOSE OF FLUIDS ACCORDING TO
LOCAL REGULATIONS AND MANDATES.
CAUTION
THE WATER TEMPERATURE REGULATORS (2 EA) ARE IMPORTANT PARTS OF

THE COOLING SYSTEM. THE WATER TEMPERATURE REGULATORS DIVIDE THE
COOLANT FLOW BETWEEN THE RADIATOR AND THE BYPASS ELBOW. THIS
WILL MAINTAIN THE CORRECT ENGINE TEMPERATURE. IF THE WATER
TEMPERATURE REGULATORS ARE NOT INSTALLED IN THE SYSTEM, THERE IS
NO MECHANICAL TEMPERATURE CONTROL. MOST OF THE COOLANT WILL GO
THROUGH THE BYPASS. THIS WILL CAUSE THE ENGINE TO OVERHEAT IN HOT
WEATHER. IF A HIGHER VOLUME OF COOLANT GOES THROUGH THE
RADIATOR, THE ENGINE WILL NOT REACH NORMAL OPERATING
TEMPERATURES. THIS OCCURS DURING COLD WEATHER.
CAUTION
DO NOT USE A COMMERCIAL COOLANT/ANTIFREEZE THAT ONLY MEETS THE

ASTM D3306 OR D4656 SPECIFICATION. THIS TYPE OF COOLANT/ANTIFREEZE
IS MADE FOR LIGHT DUTY AUTOMOTIVE APPLICATIONS.
CAUTION
IF NON EXTENDED LIFE COOLANT (ELC) COOLANTS HAVE BEEN USED,

IMPROPER OR INCOMPLETE RINSING OF THE COOLING SYSTEM CAN RESULT
IN DAMAGE TO COPPER AND OTHER METAL COMPONENTS. TO AVOID
DAMAGE TO THE COOLING SYSTEM, MAKE SURE TO COMPLETELY FLUSH THE
COOLING SYSTEM WITH CLEAN WATER. CONTINUE TO FLUSH THE SYSTEM
UNTIL ALL SIGNS OF THE CLEANING AGENT ARE GONE.
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CAUTION
TURBOCHARGER BEARING FAILURES CAN CAUSE LARGE QUANTITIES OF OIL

TO ENTER THE AIR INLET AND EXHAUST SYSTEMS AND AIR TO AIR AFTER
COOLER. LOSS OF ENGINE LUBRICANT CAN RESULT IN SERIOUS ENGINE
DAMAGE. TURBOCHARGER COMPONENTS REQUIRE PRECISION CLEARANCES.
THE TURBOCHARGER CARTRIDGE MUST BE BALANCED DUE TO HIGH RPM.
SEVERE SERVICE APPLICATIONS CAN ACCELERATE COMPONENT WEAR.
SEVERE SERVICE APPLICATIONS REQUIRE MORE FREQUENT INSPECTIONS OF
THE CARTRIDGE.
CAUTION
IF A TURBOCHARGER FAILURE OCCURS, REMOVE THE AIR TO AIR AFTER

COOLER CORE. FLUSH THE AIR TO AIR AFTER COOLER CORE INTERNALLY
WITH A SAFE, BIODEGRADABLE AND LOCALLY APPROVED SOLVENT THAT IS
SAFE FOR THE SURFACES TO BE CLEANED AND THAT REMOVES OIL AND
OTHER FORIEGN SUBSTANCES. SHAKE THE AFTER COOLER CORE ASSEMBLY
IN ORDER TO REMOVE ANY TRAPPED DEBRIS. WASH THE AFTER COOLER
CORE ASSEMBLY WITH HOT SOAPY WATER. THOROUGHLY RINSE THIS
ASSEMBLY WITH CLEAN WATER, AND THEN BLOW DRY THE ASSEMBLY IN THE
REVERSE DIRECTION OF NORMAL AIR FLOW. TO MAKE SURE THAT THE
WHOLE SYSTEM IS CLEAN, CAREFULLY INSPECT THE SYSTEM.
CAUTION
BE EXTREMELY CAREFUL - WEIGHT HAZARD - THE TURBOCHARGER WEIGHS

75 LBS.
CAUTION
WHEEL NUT 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.
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TABLE OF CONTENTS
CHAPTER TITLE PAGE

1 MEP-PU-810 A/B POWER UNIT INTRODUCTION 1-1
2 MEP-PU-810A/B POWER UNIT DESCRIPTION 2-1
3 DETAILED EQUIPMENT DESCRIPTION 3-1
4 RECEIPT AND MOVEMENT 4-1
5 OPERATING INSTRUCTIONS 5-1
6 SCHEDULED MAINTENANCE 6-1
7 UNSCHEDULED MAINTENANCE/TROUBLESHOOTING 7-1
8 HOUSING ASSEMBLY REPAIR 8-1
9 DIRECT CURRENT (DC) SYSTEM REPAIR 9-1
10 ALTERNATING CURRENT (AC) SYSTEM REPAIR 10-1
11 FUEL SYSTEM REPAIR 11-1
12 CONTROLS AND INSTRUMENTS REPAIR 12-1
13 COOLING SYSTEM REPAIR 13-1
14 LUBRICATION SYSTEM REPAIR 14-1
15 ENGINE ASSEMBLY REPAIR 15-1
16 AIR INTAKE AND EXHAUST SYSTEM REPAIR 16-1
17 OPERATOR'S REMOTE TERMINAL (ORT) REPAIR 17-1
18 RUNNING GEAR/TRAILER REPAIR 18-1
19 HYDRAULIC SYSTEM REPAIR 19-1
20 PU STORAGE PROCEDURES 20-1
21 ENGINE/ALTERNATOR REMOVAL AND INSTALLATION PROCEDURES 21-1
22 PDC REMOVAL AND INSTALLATION PROCEDURES 22-1
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TABLE OF ANNEXES
ANNEX TITLE PAGE

ANNEX A REFERENCES FOR PU MANUAL A-1
ANNEX B DPGDS GSC + PROGRAMMABLE SET POINTS B-1
ANNEX C ENGINE/GENERATOR ALARM AND SHUTDOWN POINTS C-1
ANNEX D BASLER OVERCURRENT RELAY SETPOINTS, ALARM AND SHUTDOWN
POINTS D-1
ANNEX E AUTOMATIC VOLTAGE REGULATOR (AVR) SETPOINTS E-1
ANNEX F 3456 EPG ADEM SETPOINTS F-1
ANNEX G CONSUMABLE OPERATING AND MAINTENANCE SUPPLIES G-1
ANNEX H SPECIAL TOOLS AND EQUIPMENT H-1
ANNEX I POWER UNIT LOGIC FLOWCHART I-1
ANNEX J FOLDOUTS J-1
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CHANGE RECORD
REVISION TITLE DATE
REVISION 0 ORIGINAL DOCUMENT 02/12/2003
REVISION 1 08/05/2003
CHANGE 1 09/16/2003
REVISION 2 02/02/2004
REVISION 3 11/01/2004
REVISION 3 INCLUDES OP SUP T.O. 35C2-3-518-C1 09/26/2005
REVISION 4 ENTIRE MANUAL 06/09/2006
REVISION 5 ENTIRE MANUAL 02/23/2007
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CHAPTER 1
MEP-PU-810 A/B POWER UNIT INTRODUCTION
TABLE OF CONTENTS
SECTION TITLE PAGE

1.0 MEP-PU-810A / B POWER UNIT DESCRIPTION 3
1.1 SCOPE 3
1.2 REPORTING MANUAL/EQUIPMENT IMPROVEMENT
RECOMMENDATIONS (EIR) 3
1.3 ACRONYMS/ABBREVIATIONS 3
1.4 CONFIGURATION MANAGEMENT 9
1.5 HOW TO USE THIS MANUAL 9
1-1
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LIST OF TABLES
TABLE TITLE PAGE

TABLE 1.3-1 ACRONYMS/ABBREVIATIONS 4
TABLE 1.5-1 MEP-PU-810A/B MANUAL TOPICS BY CHAPTER 10
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CHAPTER 1
INTRODUCTION
1.0 MEP-PU-810A / B POWER UNIT DESCRIPTION
1.1 SCOPE
This manual is a Commercial Technical Manual (CTM) for the operation and maintenance of the MEP-
PU-810A/B Power Unit (PU) for the Deployable Power Generation and Distribution System (DPGDS).
The MEP-PU-810A/B is a wheel-mounted, diesel engine driven, prime power (Type II), utility (Class 2A),
mode I unit that produces 840 kilowatts, 4160 volts line-to-line at 60 Hz and 700 kilowatts, 3800 volts
line-to-line at 50 Hz with an 0.8 power factor, lagging. The MEP-PU-810 is configured in two versions,
the MEP-PU-810A, which is a towed trailer configuration that is capable of being air transported by a C-
130 aircraft, and the MEP-PU-810B, which is a 5th wheel configuration approved by the Department of
Transportation (DOT) for over the road use at 55 MPH. The MEP-PU-810B will need a Waiver because
of the rear axle weight.
1.2 REPORTING MANUAL/EQUIPMENT IMPROVEMENT RECOMMENDATIONS (EIR)
If you find any mistakes in the manual, know a way to improve the procedures, or have suggestions that
will improve the equipment, please let us know. Write a letter and mail it to Power Generation Program
Manager, Radian Inc., 5845 Richmond Highway, Alexandria, VA 22303.
1.3 ACRONYMS/ABBREVIATIONS
The following table is a list of acronyms of components, terms and organizations associated with the
MEP-PU-810A/B:
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TABLE 1.3-1 ACRONYMS/ABBREVIATIONS

ACRONYMS/ABBREVIATION DESCRIPTION
ABC Auxiliary Battery Connector Plug
ABS Anti-lock Brake System
AC Alternating Current
AFJMAN Air Force Joint Manual
API American Petroleum Institute
ASTM American Society for Testing & Materials
ATAAC Air to Air After Cooler
ATB AC Transformer Box
AVR Automatic Voltage Regulator
AVRS Automatic Voltage Regulator Switch
AWG American Wire Gauge
BCS Breaker Control Switch
BCSF1 Breaker Control Switch, Feeder 1
BCSF2 Breaker Control Switch, Feeder 2
BCSG1 Breaker Control Switch, Gen 1
BCSG2 Breaker Control Switch, Gen 2
BCST Breaker Control Switch, Tie
BSS Battle Short Switch
BSPB Buzzer Silence Pushbutton
BVFM Bus Voltage/Frequency Meter
ºC Degrees Centigrade
CB Circuit Breaker
CBCP DC Control Power Circuit Breaker
CB1 Batter Charger, AC input Circuit Breaker
CB2 Batter Charger, DC output Circuit Breaker
CCM Customer Communication Module
CM Centimeter
CT Current Transformer
dB Decibels
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TABLE 1.3-1 ACRONYMS/ABBREVIATIONS (CONTINUED)
DC Direct Current
DCT Battery Bank DC Tie Switch
DEAC Diesel Engine Antifreeze Coolant
DIM Digital Input Module
DLRO Digital Low Resistance Ohmmeter
DOM Digital Output Module
DOT Department of Transportation
DPGDS Deployable Power Generation and Distribution System
DVR Digital Voltage Regulator
Ea Each
ECM Engine Control Module
ECS Engine Control Switch
ECU Electronic Control Unit
ELC Extended Life Coolant
EMCP II+ Electronic Modular Control Panel II+ for EUI Engines
ESA Emergency Stop Actuator
ESPB Emergency Stop Push Button
ESG External Switch Gear
ET Caterpillar Electronic Technician
EUI Electronic Unit Injector
F Fuse
ºF Degrees Fahrenheit
FAR Frequency Adjust Rheostat
FFS Fuel Float Switch
FMVSS Federal Motor Vehicle Safety Standard
F1CL Feeder 1 Breaker Close Light (Red)
F2CL Feeder 2 Breaker Close Light (Red)
F1OL Feeder 1 Breaker Open Light (Green)
F2OL Feeder Breaker Open Light (Green)
FO Fold Out
FPSS Fuel Pump Source Switch
FSPR Fuel Solenoid Permissive Relay
FSS Frequency Selector Switch
Ft-Lbs Foot Pounds
G Green Light
GAL Gallon
GCP Generator Control Panel
GFCI Ground Fault Circuit Interrupter
GDR1 Generator 1 Droop Relay
GDR2 Generator 2 Droop Relay
GMS Generator Mode Switch
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GPM Gallon per minute
GSC + Generator Set Controller
G1 / Gen 1 Generator 1
G1CL Generator 1 Breaker Closed Light (Red)
G1OL Generator 1 Breaker Open Light (Green)
G2 / Gen 2 Generator 2
G2BR Generator 2 Bus Relay
G2CL Generator 2 Breaker Closed Light (Red)
G2OL Generator 2 Breaker Open Light (Green)
HAFDP High Air Filter Differential Pressure Switch
HAFDPA High Air Filter Differential Pressure Alarm
HAFDPL High Air Filter Differential Pressure Light
HFTL High Fuel Tank Level Alarm
HFTLL High Fuel Tank Level Light
HMI Human Machine Interface
HOFDP High Oil Filter Differential Pressure Switch
HOFDPL High Oil Filter Differential Pressure Light
Hp/HP Horse-Power
HPFFDPL High Primary Fuel Filter Differential Pressure Light
HPFFDP High Primary Fuel Filter Differential Pressure Switch
HSFFDP High Secondary Fuel Filter Differential Pressure Switch
HSFFDPL High Secondary Fuel Filter Differential Pressure Light
HTLL Hydraulic Tank Low Level Shutdown
HTLLL Hydraulic Tank Low Level Shutdown Light
HYPOT High Voltage Potential
Hz Hertz
ID Identification
ISO International Standards Organization
I/O In/Out
In-Lbs Inch Pounds
KCM/KcMil One Thousand Circular Mils/MCM
kPa Kilo Pascal
kPaD Kilo Pascal Differential
KVA/Kva Kilovolt Amperes
Kvar Kilovolt Amperes Reactive
Kw Kilowatts
L Liter
Lbs Pounds
LCD Liquid Crystal Display
LCP Local Control Panel
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LED Light Emitting Diode
LFTL Low Fuel Tank Level Switch
LFTLL Low Fuel Tank Level Light
LSM Load Sharing Module
L3 External Fuel Transfer Pump Solenoid Valve
MCP Master Control Panel
Mg Milligram
mm Millimeter
MOV Metal Oxide Varistor
MPH Miles per Hour
MPMG Multi-Purpose Lithium Complex Grease with Molybdenum
MPU Magnetic Pick-Up
MSES Master Start Enable Switch
Ms Millisecond
NAC, CL Normal After Closed, Closed in Closed Position (BSS Switch)
NEC National Electric Code
Nm Newton Meter
NFPA National Fire Protection Association
OCR Overcurrent Relay
OLG1/G2 G1/G2 Generator Overload Indicator Lights
OSHA Occupational Safety & Health Administration
ORT Operator Remote Terminal
PCM Protocol Communication Module
PDC Primary Distribution Center
Pf Power factor
PFFHWL Primary Fuel Filter High Water Level Switch
PFFHWLL Primary Fuel Filter High Water Level Light
PLC Programmable Logic Controller (see RTU)
PLS Panel Light Switch
PM Permanent Magnet
PMPE Permanent Magnet, Pilot Excited
PMCS Preventive Maintenance Checks and Services
PRL Phase Rotation Test Lights
PS Pinion Solenoid
PSC Primary Switching Center
PSI Pounds-force Per Square Inch
PSID Pounds-force Per Square Inch Differential
PT Potential Transformer
PU Power Unit
P15 Power Converter
RCRA Recovery Conservation and Recovery Act
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RFA Rotating Field Assembly
RPM Revolutions per Minute
RTU Remote Terminal Unit
S1 External Fuel Transfer System Toggle Switch
S2 Fuel Pump Source Switch
S3 Minimum Fuel Level (Start Pump Switch)
S4 Maximum Fuel Level (Stop Pump Switch)
S5 High Fuel Tank Level Alarm (HFTL) Switch
S6 Low Fuel Tank Level Alarm (LFTL) Switch
SA1/2/3 Surge Arrestors
SAE Society of Automotive Engineers
SBL System in Battleshort Light
SBR System Bus Relay
SCA Supplemental Coolant Additive
SC/25M Synchroscope / Synchcheck Relay
SIL Buzzer Silence Pushbutton
SMMS Start Motor Magnetic Switch
SMS System Mode Switch
SPMA Speed and Phase Matching Synchronizer
SPR Spare
SR Slave Relay
SSL System Status Light
SSS System Synchronizing Switch
SW Switch
T Trip Position (BCS Switch)
TBR Tie Bus Relay
TCL Tie Breaker Closed Light (Red)
TCLP Toxicity Characteristic Leaching Procedures
TM Technical Manual
TOL Tie Breaker Open Light (Green)
TTR Transformer Turns Ratio
USI Unit Selector Indicators
USS Unit Selector Switch
VAC Volts Alternating Current
VAR Voltage Adjust Rheostat
VCI Volatile Corrosion Inhibitors
VDC Volts Direct Current
XD Transducer
50L/60L 50Hz or 60Hz Mode Lights
50/51G1 Generator 1 Overcurrent Relay
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50/51G2 Generator 2 Overcurrent Relay
50/51F1 Feeder 1 Overcurrent Relay
50/51F2 Feeder 2 Overcurrent Relay
50/51T Tie Overcurrent Relay
50N/51N Ground Fault Protection
50P Phase Short Circuit
51P Phase Time Overcurrent
1.4 CONFIGURATION MANAGEMENT
Radian Inc. provides configuration management for both the MEP-PU-810A/B and its technical
documentation. Accordingly, change pages and change record advisories regarding changes to the
equipment and technical documentation will be developed and maintained. Serial number effectivity will
be stated for all changes and revisions.
1.4.1 WARRANTY TERMS AND CONDITIONS
The DPGDS Warranty remains in effect when maintenance is performed using approved parts in
accordance with DPGDS Technical Orders/Technical Manuals. Maintenance includes scheduled
inspections/tests, preventive maintenance, and corrective maintenance. The MEP-PU-810A/B Power
Unit and its spares are covered by a Radian warranty. The warranty covers all defects in workmanship
and materials for a period of 30 months after Government acceptance. The warranty on replaced parts
runs with the warranty of the end item. Refer to the equipment nameplate to find the acceptance month
and year for individual DPGDS equipment items. Refer to DPGDS System Manual, CTM
01646.00015.001, Table 8.3.5-2 for DPGDS Warranty Claim procedures.
1.5 HOW TO USE THIS MANUAL
This manual has been written to support MEP-PU-810A/B operations and maintenance. THIS MANUAL
MUST BE READ THOROUGHLY BEFORE OPERATING OR MAINTAINING THE MEP-PU-810A/B
POWER UNIT. Table 1.5-1 provides a summary of the content of each Chapter.
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TABLE 1.5-1 MEP-PU-810A/B MANUAL TOPICS BY CHAPTER

CHAPTER TITLE SCOPE OF DISCUSSION
Scope, Reporting Improvements (EIR),
MEP-PU-810 A/B Power
1 Acronyms/Abbreviations, Configuration Management and How
Unit Introduction
to Use This Manual.
General (Overview of the Power Unit design), Difference
MEP-PU-810 A/B Power
2 between versions, Characteristics, Environmental Capabilities
Unit Description
and Safety Requirements.
Detailed discussion of the functionality and equipment of the
following MEP-PU-810 major systems:
• Power Distribution Center (PDC)
• Power Unit Housing
• Direct Current (DC) Control System
• Alternating Current (AC) Control System
Detailed Equipment • Fuel System
3
Description • Cooling System
• Lubrication System
• Engine/Alternator System
• Air Intake and Exhaust System
• Operator's Remote Terminal (ORT)
• Trailer Running Gear Systems
• Hydraulic System
4 Receipt and Movement Detailed procedures for Inspection On Receipt and Movement
Detailed discussion of procedures for Manual operations,
Automatic Operations, Safe Isolation, and Special Procedures
for Operating Scenarios to include, Droop, Utility Parallel.
5 Operating Instructions Detailed procedures for initial plant set up, to include
grounding, communications, the Operator's Remote Terminal
(ORT), cabling, Neutral Ground Resistor, setup adjustments
for 60/50 Hz operations.
A detailed listing of the Preventive Maintenance, Checks and
6 Scheduled Maintenance
Services required for the MEP-PU-810A/B.
Unscheduled Maintenance / Basic system level troubleshooting procedures based on
7
Troubleshooting possible malfunctions.
8 Housing Assembly Repair Detailed repair procedures for the Housing System.
Direct Current (DC) System
9 Detailed repair procedures for the DC Control System.
Repair
Alternating Current (AC)
10 Detailed repair procedures for the AC Control System.
System Repair
11 Fuel System Repair Detailed repair procedures for the Fuel System.
Controls and Instruments Detailed repair procedures for the Controls and Instruments
12
Repair within the Power Unit (PU).
13 Cooling System Repair Detailed repair procedures for the Cooling System
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TABLE 1.5-1 MEP-PU-810A/B MANUAL TOPICS BY CHAPTER (CONTINUED)

CHAPTER TITLE SCOPE OF DISCUSSION
14 Lubrication System Repair Detailed repair procedures for the Lubrication System
15 Engine Assembly Repair Detailed repair procedures for the Engine/Alternator System
Air Intake and Exhaust Detailed repair procedures for the Air Intake and Exhaust
16
System Repair System
Operator's Remote Detailed repair procedures for the Operator's Remote

17
Terminal (ORT) Repair Terminal (ORT)
Running Gear/Trailer Detailed repair procedures for the Running Gear/Trailer

18
Repair System
19 Hydraulic System Repair Detailed repair procedures for the Hydraulic System
20 PU Storage Procedures Detailed Storage Procedures
Engine/Alternator Removal Detailed procedures for the removal and replacement of the
21
and Installation Procedures Engine/Generator
PDC Removal and Detailed procedures for the removal and replacement of the
22
Installation Procedures Primary Distribution Center (PDC).
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THIS PAGE INTENTIONALLY LEFT BLANK
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CHAPTER 2
MEP-PU-810 A/B POWER UNIT DESCRIPTION
TABLE OF CONTENTS
SECTION TITLE PAGE

2.1 GENERAL 4
2.2 DIFFERENCES BETWEEN VERSIONS 8
2.3 CHARACTERISTICS 9
2.4 ENVIRONMENTAL CAPABILITIES 10
2.5 SAFETY REQUIREMENTS 10
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LIST OF FIGURES
FIGURE TITLE PAGE

FIGURE 2.1-1 MEP-PU-810A REAR AND CURBSIDE VIEW 4
FIGURE 2.1-2 MEP-PU-810A FRONT AND STREETSIDE VIEW 5
FIGURE 2.1-3 MEP-PU-810A INTERIOR VIEW 5
FIGURE 2.1-4 MEP-PU-810B REAR AND CURBSIDE VIEW 6
FIGURE 2.1-5 MEP-PU-810B FRONT AND STREETSIDE VIEW 6
FIGURE 2.1-6 MEP-PU-810B INTERIOR VIEW 7
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LIST OF TABLES
TABLE TITLE PAGE

TABLE 2.2-1 DIFFERENCES BETWEEN VERSIONS 8
TABLE 2.4-1 DPGDS ENVIRONMENTAL CAPABILITIES 10
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CHAPTER 2
MEP-PU-810 A/B POWER UNIT DESCRIPTION
2.1 GENERAL
The MEP-PU-810 is a wheel-mounted, diesel engine driven, prime power (Type II), utility (Class 2A),
mode I unit that produces 840 kilowatts at 60 Hz and 700 kilowatts at 50 Hz with a 0.8 power factor,
lagging, and provides the following output voltages:
For 60 Hz operation: 2400/4160 volts, 3 phase, 3 wire, Wye connected generator

(2400 volts line-to–neutral; 4160 volts Line-to-line.
For 50 Hz operation: 2200/3800 volts, 3 phase, 3 wire, Wye connected generator

(2200 volts line-to-neutral; 3800 volts line-to-line).
The MEP-PU-810 is configured in two versions, the MEP-PU-810A, which is a towed trailer configuration
that is capable of being air transported by a C-130 aircraft, and the MEP-PU-810B, which is a 5th wheel
configuration for over the road use at 55 MPH.
FIGURE 2.1-1 MEP-PU-810A REAR AND CURBSIDE VIEW
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FIGURE 2.1-2 MEP-PU-810A FRONT AND STREETSIDE VIEW
FIGURE 2.1-3 MEP-PU-810A INTERIOR VIEW
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FIGURE 2.1-4 MEP-PU-810B REAR AND CURBSIDE VIEW
FIGURE 2.1-5 MEP-PU-810B FRONT AND STREETSIDE VIEW
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FIGURE 2.1-6 MEP-PU-810B INTERIOR VIEW
The two engines are Caterpillar 3456 EPG Engines. They are Liquid-cooled, 6 cylinder, four-cycle, turbo-
charged, and after-cooled and have a 15.8 Liter (964 cubic inch) displacement.
Both Generators are Caterpillar model SR4B. The generator is a brushless, rotating armature exciter,
single-bearing, air-cooled, open drip-proof unit. The generator is directly connected to the engine. The
generator is a permanent magnet pilot excited (PMPE) generator that receives power for the voltage
regulator from the pilot exciter, rather than the main armature as in self-excited generators. The pilot
exciter consists of permanent magnet (PM) rotor and PM armature (stator). The pilot exciter operates
independently. The generator is Wye connected. For 60 Hz operation the output is 4160 volts line to line,
2400 volts line to neutral, 3 phase, 4 wire, Wye connected generator. For 50 Hz operation the output is
3800 volts, 3800 volts line to line, 2200 volts line to neutral, 3 phase, 4 wire, Wye connected generator.
The housing is a weather-tight enclosure that provides access for maintenance, overhaul, or replacement
of major components. For proper airflow through the PU housing, all doors must be closed while the unit
is running.
• Lifting and Tie-downs - The van has standard ISO corner fittings on the top 4 corners for lifting by
a standard 20 foot ISO lifting frame using ISO Extenders, see Figure 2.1-1 and Figure 2.1-4. One
ISO Extender is needed for each ISO Fitting on the PU. Although the van has ISO features it is
NOT stackable. - The van has tie-down features rated to meet the system.
• Engine Fluid Drains - Each PU is provided with a serviceable means of draining engine fluids
such as oil, coolant and fuel through the bottom exterior of the van.
• Fan Shroud - Each fan is provided with a metal shroud to protect personnel from accidental
contact with the fan.
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• Floor Vents - A section of the floor under the generators in the engine-generator compartment is
ventilated to allow air to be drawn through the compartment for ventilation air and engine
combustion air. A shield is provided below the floor vents to minimize debris such as rocks or dirt
from being thrown into the generator compartment during towing.
• Grounding Lug – Two Ground lugs are provided on the PU for connecting the external ground
connections. The ground lugs are a 4/0 split-bolt copper lug and are designed for repeated use.
The ground lugs are located under the Local Control Panel (LCP). Refer to figures 5.1.3.1-1 and
5.1.3.1-3 for the “A” and “B” models grounding lug locations.
2.2 DIFFERENCES BETWEEN VERSIONS
The "A" and "B" versions differ due to the two styles of trailers and associated hardware. See Table 2.2-1.
TABLE 2.2-1 DIFFERENCES BETWEEN VERSIONS

TRAILER The "A" version PU uses a trailer lunette with a 3 inch inside diameter. It hooks to the
TOWING tow pintle of the towing vehicle. The "B" version PU uses a fifth wheel, which slides on
HITCH and hooks to the fifth wheel plate of the towing vehicle.
The “A” version uses a surge brake system that is an integral part of the towing hitch.
When braking, trailer inertia pushes a rod against the master cylinder and applies the
RUNNING trailer brakes using a conventional hydraulic system. The “B” version uses a standard
BRAKES air DOT anti-lock brake system (ABS) for fifth wheel trailers. It includes a full function
service and spring brake valve, ABS control module, service and supply hoses, glad
hands, and a 2,800 cu. in. air tank.
The parking brake on the “A” version is a mechanical manual crank devise that clamps
over the inside rear tires. The “B” version uses an air control spring brake system.
When the trailer is being towed, powerful springs in the brake chamber are held back by
BRAKES
air pressure. When the parking brakes are applied or the PU is disconnected, air
pressure is released from the chamber and the springs apply mechanical brakes to
each wheel hub.
The "B" version PU trailer 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 towing with a commercial truck, the commercial lights are powered by the vehicle
VAN LIGHTS 12-volt electrical system and are provided with a 7-way intervehicular cable. In
addition, a set of blackout lights including clearance, reflectors, turn signal, and
tail/stop-lights powered by the vehicle 24-volt electrical system. A 12-way intervehicular
cable is provided for towing with military vehicles. When in the blackout mode of
operation, the commercial lights are non-operational
The "B" version trailer is provided with a commercial ladder to allow access into the PU
STEPS trailer at any of the PU side doors. Ladder storage is above the PDC within the interior
PU when the ladder is not in use or during transportation of the PU.
TIRES The “A” version is provided with a LT235/85R16 with a load range of E.
TIRES The “B” version is provided with a 11R22.5 with a load range of G.
STORAGE The “B” version has a general cargo storage box 24IN. x 24IN. x 54IN.
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2.3 CHARACTERISTICS
a. Operating Temperature Range: -25 deg F – 125 deg F.
b. Internal Day Tank: 120 Gallons
c. Cooling System Per Engine/Generator: 27 Gallons
d. Lubricating System Per Engine/Generator: 13 Gallons
e. Hydraulic System Per Engine/Generator: 21 Gallons
• Tank: 18 Gallons
f. Dimensions:
(1) MEP-PU-810A:
• Overall Length: 301 inches
• Overall Width: 96 inches
• Overall Height: 102 inches
• Net Weight (Dry): 25,740 lbs
• Front Axle Weight: 12,920 lbs
• Rear Axle Weight: 12,820 lbs
• Cubage Weight: 1706 cubic feet
(2) MEP-PU-810B:
• Overall Length: 277 inches
• Overall Width: 98 inches
• Overall Height: 122 inches
• Net Weight (Dry) 29,100 lbs
• Rear Axle Weight: 14,620 lbs
• Landing Gear weight: 14,480 lbs
• Fifth Wheel Weight: 7,840 lbs
th
• Rear Axle Weight (with 5 Wheel) 21,260 lbs
• Cubage: 1917 cubic feet
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2.4 ENVIRONMENTAL CAPABILITIES
The MEP-PU-810 A/B meets the environmental requirements of Table 2.4-1.
TABLE 2.4-1 DPGDS ENVIRONMENTAL CAPABILITIES

The PU operates and produces power at altitudes up to and including 10,000 feet
above sea level. The PU produces rated power at altitudes up to and including 4,000
ALTITUDE feet above sea level. At altitudes above 4,000 feet, the rated power may be de rated
(if necessary) by a maximum of 3.5 percent per 1,000 feet above 4,000 feet up to the
maximum service altitude of 10,000 feet above sea level.
The PU operates in extreme climatic conditions: at full capability in the ambient
TEMPERATURE
temperature range between –25 °F and +125 °F.
The PU withstands sustained winds of 80 mph sustained with gusts of 100 mph
WIND
without damage and remains operational.
SALT SPRAY, The PU withstands the effects of salt spray caused by ocean winds with no
OCEAN WINDS degradation of performance for the design service life.
The PU withstands the effects of all naturally occurring levels of humidity at the
HUMIDITY altitude and temperature conditions with no degradation of performance for the
design service life.
The PU withstands the effects of heavy rain, heavy snowfall, and dense fog with no
PRECIPITATION
degradation of performance for the design service life.
ULTRAVIOLET The PU withstands the ultraviolet effects of sunshine with no degradation of
RADIATION performance for the unit’s designed service life.
The PU starts and sustains operations in dust/sand particle concentrations up to
DUST & SAND 1400 mg per cubic meter with particle sizes ranging from 74 micrometers to 1000
micrometers in diameter.
With the engine compartment doors closed, audio noise sound pressure levels
AUDIO
emanating from the PU operating at any load from no load to and including rated load
NOISE/SOUND
do not exceed 85 dBA at 7.0 meters.
2.5 SAFETY REQUIREMENTS
Compliance with appropriate military and industrial electric system safety standards to include NEC,
OSHA, NFPA, TM 5-684, and AFJMAN 32-1082 has been established. The PU is safe to operate, store,
and maintain and does not present hazards to support personnel as long as outlined procedures are
followed.
MIL-STD-882C was used for system safety design guidance to ensure all tasks associated with the
transportation, installation, use, and reconstitution can be performed safely.
Hazardous components/parts exposed to personnel are electrically insulated or enclosed.
PU components are not exposed to open flames or hot surfaces that may be an ignition source for
flammable or combustible materials, petroleum, oils, and lubricants. Camouflage and concealment
netting can be used as long as they are lifted and supported from the mufflers a safe distance.
PU components are fire retardant or fire resistant. Materials used in the PU do not produce life-
threatening levels of toxic fumes when burning or melting.
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CHAPTER 3
DETAILED EQUIPMENT DESCRIPTION
TABLE OF CONTENTS
SECTION TITLE PAGE

3.1 MEP-PU-810 POWER UNIT (PU) CONFIGURATION 14
3.2 PRIMARY DISTRIBUTION CENTER (PDC) 14
3.2.1 PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT 14
3.2.2 RATINGS 15
3.2.3 PRIMARY DISTRIBUTION CENTER (PDC) EQUIPMENT 16
3.2.3.1 GENERATOR CONTROL PANEL (GCP) 17
3.2.3.1.1 OVERVIEW OF CONTROLS AND INDICATORS 17
3.2.3.1.2 DETAILED DISCUSSION OF CONTROLS AND INDICATORS 21
3.2.3.1.2.1 GSC+ GENERATOR SET CONTROL 21
3.2.3.1.2.1.1 FUNCTIONS 21
3.2.3.1.2.1.2 DISPLAYS 21
3.2.3.1.2.1.3 INDICATOR LIGHTS 23
3.2.3.1.2.2 GENERATOR BREAKER CONTROL SWITCH (BCSG1/G2) 24
3.2.3.1.2.4 GENERATOR OVER CURRENT RELAY (50/51G1/G2) 26
3.2.3.1.2.4.1 SETPOINTS 26
3.2.3.1.2.4.2 LOCKOUT FUNCTIONS 26
3.2.3.1.2.5 FEEDER OVER CURRENT RELAY (50/51F1/F2) 27
3.2.3.1.2.5.1 SETPOINTS 27
3.2.3.1.2.6 EMERGENCY STOP PUSH BUTTON (ESPB) 28
3.2.3.1.2.7 ENGINE CONTROL SWITCH (ECS) 29
3.2.3.1.2.8 PANEL LIGHT SWITCH (PLS) 30
3.2.3.1.2.9 FREQUENCY ADJUST RHEOSTAT (FAR) 30
3.2.3.1.2.10 VOLTAGE ADJUST RHEOSTAT (VAR) 30
3.2.3.1.2.11 CIRCUIT BREAKER CLOSED (RED) LED 30
3.2.3.1.2.12 CIRCUIT BREAKER OPEN (GREEN) LED 30
3.2.3.2 MASTER CONTROL PANEL (MCP) 31
3.2.3.2.1 OVERVIEW OF CONTROLS AND INDICATORS 31
3.2.3.2.2 DETAILED DISCUSSION OF CONTROLS AND INDICATORS 35
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3.2.3.2.2.1 SYNCHROSCOPE/SYNCHCHECK RELAY (SC/25M) 35

3.2.3.2.2.2 PHASE ROTATION TEST LIGHTS (PRL) 36
3.2.3.2.2.3 TIE OVERCURRENT RELAY (50/51T) 37
3.2.3.2.2.3.1 SETPOINTS 37
3.2.3.2.2.4 CIRCUIT BREAKER CLOSED (RED) LED (TCL) 38
3.2.3.2.2.5 CIRCUIT BREAKER OPEN (GREEN) LED (TOL) 38
3.2.3.2.2.6 BUS VOLTAGE/FREQUENCY METER (BVFM) 39
3.2.3.2.2.7 50/ 60 HERTZ INDICATOR LIGHTS (50L/60L) 40
3.2.3.2.2.8 DC CONTROL POWER CIRCUIT BREAKER (CBCP) 41
3.2.3.2.2.9 GENERATOR MODE SWITCH (GMS) 42
3.2.3.2.2.10 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS) 43
3.2.3.2.2.11 TIE BREAKER CONTROL SWITCH (BCST) 44
3.2.3.2.2.12 MASTER START ENABLE SWITCH (MSES) 45
3.2.3.2.2.13 SYSTEM STATUS LIGHT (SSL) 46
3.2.3.2.2.14 BUZZER SILENCE PUSHBUTTON (BSPB) 47
3.2.3.2.2.15 BATTLE SHORT SWITCH (BSS) 48
3.2.3.2.2.16 SYSTEM SYNCHRONIZING SWITCH (SSS) 49
3.2.3.2.2.17 PANEL LIGHT SWITCH (PLS) 50
3.2.3.2.2.18 SYSTEM MODE SWITCH (SMS) 51
3.2.3.2.2.19 UNIT SELECTOR SWITCH (USS) 52
3.2.3.2.2.20 UNIT SELECTOR INDICATORS (USI) 53
3.2.3.2.2.21 FREQUENCY SELECTOR SWITCH (FSS) 54
3.2.3.2.2.22 ALARM/FAULT BUZZER 55
3.2.3.2.23 GENERATOR OVERLOAD INDICATORS (OLG1/G2) 57
3.2.3.3 CONTROL DEVICES 58
3.2.3.3.1 SPEED AND PHASE MATCHING AUTOMATIC (SPMA) 58
3.2.3.3.2 LOAD SHARE MODULE (LSM) 59
3.2.3.3.3 PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O) 60
3.2.3.3.4 ETHERNET HUB 61
3.2.3.3.5 PROTOCOL COMMUNICATION MODULE (PCM) & CATERPILLAR
CUSTOMER COMMUNICATION MODULE (CCM) 62
3.2.3.3.6 POWER CONVERTER (P15) 63
3.2.3.3.7 TRANSDUCER 64
3.2.3.3.7.1 TRANSDUCER (XD) 64
3-2
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
3.2.3.3.8 AUTOMATIC VOLTAGE REGULATOR (AVR) 65

3.2.3.3.9 AC TRANSFORMER BOX (ATB) 66
3.2.3.3.10 INSTRUMENT TRANSFORMERS 67
3.2.3.3.11 CIRCUIT BREAKERS – GENERATOR, FEEDER AND TIE 69
3.3 POWER UNIT (PU) HOUSING 70
3.3.1 ACCESS DOORS AND ACCESS COVERS 70
3.3.2 PLENUM ASSEMBLY SCREENS 72
3.3.2.1 TOP PLENUM SCREENS 72
3.3.2.2 BOTTOM PLENUM SCREENS 73
3.3.3 PANELS 74
3.3.3.1 SIDE PANELS 74
3.3.3.2 TOP PANEL 75
3.3.4 BOTTOM PLATE ASSEMBLY 76
3.3.5 BATTERY BOX ASSEMBLY 77
3.3.6 FUEL TANK AND HYDRAULIC TANKS 78
3.3.7 MUFFLER ASSEMBLY 79
3.4 DIRECT CURRENT (DC) ELECTRICAL SYSTEM 80
3.4.1 BATTERY BANK 80
3.4.2 BATTERY CABLES 81
3.4.3 BATTERY CHARGER 82
3.4.4 DC TIE SWITCH 83
3.4.6 STARTER MOTOR 84
3.4.7 STARTER SOLENOID 84
3.4.8 FUEL TRANSFER PUMP 85
3.4.9 DC CONTROL POWER CIRCUIT BREAKER (CBCP) 86
3.4.10 DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS 87
3.4.11 BATTERY SLAVE RECEPTACLE 87
3.5 ALTERNATING CURRENT (AC) ELECTRICAL SYSTEM 88
3.5.1 STATION POWER TRANSFORMER 88
3.5.2 208/120VAC RECEPTACLES 89
3.5.3 WIRING HARNESSES 89
3.5.4 POWER PANEL BOARD 90
3.5.5 SR4B ALTERNATOR 91
3.5.7 MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT 92
3.5.8 MEDIUM VOLTAGE OUTPUT TERMINAL, FEEDER OUTPUT 92
3-3
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
3.5.9 SURGE ARRESTORS (SA1, SA2 SA3) 93

3.5.10 SHORE POWER 94
3.5.11 CIRCUIT BREAKERS 95
3.6 FUEL SYSTEM 96
3.6.1 FUEL SYSTEM DESCRIPTION 96
3.6.2 FUEL SYSTEM COMPONENTS 98
3.6.2.1 EXTERNAL FUEL TRANSFER PUMP 99
3.6.2.1.1 EXTERNAL FUEL TRANSFER PUMP CONTROLS 100
3.6.2.2 120 GALLON FUEL TANK 101
3.6.2.3 FUEL INJECTION SYSTEM 102
3.6.2.4 ELECTRONIC CONTROL MODULE (ECM) 102
3.6.2.4.1 ELECTRONIC UNIT INJECTOR (EUI) 103
3.6.2.5 PRIMARY FUEL FILTER 104
3.6.2.6 SECONDARY FUEL FILTER 106
3.6.2.7 FUEL PRIMER PUMP 107
3.7 COOLING SYSTEM 108
3.7.1 COOLING SYSTEM OPERATION 108
3.7.2 COOLING SYSTEM COMPONENTS 109
3.7.2.1 RADIATOR 109
3.7.2.2 COOLANT TANKS 111
3.7.2.3 COOLANT TEMPERATURE REGULATOR CIRCUIT 112
3.7.2.4 COOLING SYSTEM AIR BLEED VALVE 113
3.7.3 COOLANT CHARACTERISTICS 114
3.7.4 COOLING FLUID SPECIFICATIONS 114
3.7.4.1 WATER 114
3.7.4.2 ADDITIVES 115
3.7.4.3 ETHYLENE GLYCOL 116
3.7.4.4 CATERPILLAR COOLANTS 116
3.8 HYDRAULIC SYSTEM OPERATION 118
3.9 LUBRICATION SYSTEM 119
3.9.1 LUBRICATION SYSTEM OPERATION 119
3.9.1.1 OIL FLOW THROUGH A WARM ENGINE 119
3.9.1.2 OIL FLOW THROUGH A COLD ENGINE 120
3.9.1.3 OIL FLOW THROUGH AN ENGINE BLOCK 121
3.9.2 LUBRICATION SYSTEM COMPONENTS 122
3-4
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
3.9.2.1 OIL PAN 122

3.9.2.2 OIL PUMP 123
3.9.2.3 OIL COOLER 124
3.9.2.4 OIL FILTER 124
3.9.2.5 TURBOCHARGER OIL LINES 125
3.9.2.6 OIL PASSAGES FOR THE CYLINDER HEAD AND BLOCK 126
3.9.2.7 FUME DISPOSAL COLLECTOR 127
3.9.3 LUBRICANT SPECIFICATIONS 128
3.9.3.1 API AUTHORIZED OILS 128
3.9.3.2 ENGINE OIL: CATERPILLAR DIESEL ENGINE OIL 128
3.9.3.3 ENGINE OILS: COMMERCIAL OILS 128
3.9.3.4 LUBRICANT VISCOSITY RECOMMENDATIONS 130
3.10 ENGINE/ALTERNATOR SYSTEM 131
3.10.1 CATERPILLAR 3456 EPG ENGINE 131
3.10.2 STARTING THE ENGINE 135
3.10.3 COLD MODE OPERATION 135
3.10.4 MEP-PU-810 SPECIFIED PARAMETERS 135
3.10.5 ALTERNATOR 136
3.10.5.1 SR4B ALTERNATOR 136
3.10.5.2 GENERATOR THEORY OF OPERATIONS 136
3.10.5.3 PERMANENT MAGNET PILOT EXCITER (PMPE) 137
3.10.5.4 GENERATOR COMPONENTS 139
3.11 AIR INTAKE AND EXHAUST SYSTEM 142
3.11.1 AIR INTAKE AND EXHAUST SYSTEM OPERATION 142
3.11.1.1 COMBUSTION AIR FLOW 142
3.11.1.2 EXHAUST GAS FLOW 143
3.11.1.3 POWER UNIT INTERNAL COOLING AIR FLOW 144
3.11.2 SYSTEM COMPONENTS 145
3.11.2.1 AIR-TO-AIR AFTER COOLER (ATAAC) 145
3.11.2.2 AIR FILTER 146
3.11.2.3 TURBOCHARGER 147
3.11.2.4 AIR INLET AND EXHAUST MANIFOLDS 148
3.11.2.5 MUFFLER ASSEMBLY 150
3.11.2.6 AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA) 151
3.12 OPERATOR'S REMOTE TERMINAL (ORT) 152
3-5
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
3.12.1 ORT HARDWARE/SOFTWARE 152

3.12.2 ORT SCREENS 153
3.12.2.1 OVERVIEW SCREEN 153
3.12.2.2 INDIVIDUAL PU SCREENS 153
3.12.3 POWER PLANT CONTROL AND MONITORING 155
3.12.3.1 POWER PLANT CONTROL & MONITORING PROGRAM 155
3.12.3.2 OVERVIEW POP-UP SCREEN 156
3.12.3.3 PU CONTROL & MONITORING POP-UP SCREEN 158
3.12.3.4 HARDWARE ALARM POP-UP SCREEN 161
3.12.3.5 ALARM POP-UP SCREEN 162
3.12.3.6 ALARM SUMMARY POP-UP SCREEN 164
3.12.3.7 BASE-LOAD POP-UP SCREEN 166
3.12.3.8 EQUIPMENT IDENTIFICATION POP-UP SCREEN 168
3.12.3.9 LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN 170
3.12.3.10 EIGHT-HOUR ARCHIVE POP-UP SCREEN 171
3.12.3.11 SHUTDOWN ARCHIVE POP-UP SCREEN 172
3.12.3.12 DPGDS ONE-LINE POP-UP SCREEN 173
3.12.3.13 PDC AND ORT LOAD LIMITING SOFTWARE 174
3.12.3.13.1 PDC AND ORT LOAD LIMITING SOFTWARE DESCRIPTION 174
3.12.3.13.2 POWER MONITOR 174
3.12.3.13.3 60 HZ OPERATION 174
3.12.3.13.4 50 HZ OPERATION 175
3.12.3.13.5 WARNINGS 175
3.12.3.13.6 BATTLE SHORT 176
3.12.3.13.7 ORT OVERLOAD POP-UP SCREENS 176
3.13 TRAILER RUNNING GEAR SYSTEMS 180
3.13.1 TIRES 180
3.13.1.1 MEP-PU-810A TIRES 180
3.13.1.2 MEP-PU-810B TIRES 180
3.13.2 WHEELS 180
3.13.2.1 MEP-PU-810A WHEELS 180
3.13.2.1.1 MEP-PU-810A WHEEL TORQUE REQUIREMENTS 181
3.13.2.2.1 MEP-PU-810B WHEELS 182
3.13.2.2.2 MEP-PU-810B WHEEL TORQUE REQUIREMENTS 182
3.13.3 BRAKE SYSTEMS 183
3-6
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
3.13.3.1 MEP-PU-810A BRAKE SYSTEM 183

3.13.3.1.1 SURGE BRAKING SYSTEM 183
3.13.3.1.2 BRAKE FLUID 184
3.13.3.1.3 HYDRAULIC BRAKE OPERATION 185
3.13.3.1.4 HYDRAULIC BRAKE COMPONENTS 186
3.13.3.1.5 SELF-ADJUSTING MECHANISM FOR HYDRAULIC BRAKES 186
3.13.3.1.6 PARKING BRAKE 186
3.13.3.2 MEP-PU-810B BRAKE SYSTEM 187
3.13.3.2.1 AIR CHAMBERS 187
3.13.3.2.2 SPRING BRAKES 187
3.13.3.2.3 SLACK ADJUSTERS 188
3.13.3.2.4 ANTI-LOCK BRAKE SYSTEM (ABS) 188
3.13.3.2.5 HUB ODOMETER 189
3.13.4 LIGHTING SYSTEMS 190
3.13.4.1 MEP-PU-810A LIGHTING SYSTEM 190
3.13.4.2 MEP-PU-810B LIGHTING SYSTEM 190
3-7
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
LIST OF FIGURES
FIGURE TITLE PAGE

FIGURE 3.2.3-1 PDC LOCAL CONTROL PANEL (LCP) 16
FIGURE 3.2.3.1-1 GENERATOR CONTROL PANEL (GCP) 17
FIGURE 3.2.3.1.2.2-1 GENERATOR BREAKER CONTROL SWITCH (BCSG1) 24
FIGURE 3.2.3.1.2.3-1 FEEDER BREAKER CONTROL SWITCH (BCSF1) 25
FIGURE 3.2.3.1.2.4-1 GENERATOR OVER CURRENT RELAY (50/51G1) 26
FIGURE 3.2.3.1.2.5-1 FEEDER OVER CURRENT RELAY (50/51F1) 27
FIGURE 3.2.2.1.2.6-1 EMERGENCY STOP PUSHBUTTON (ESPB) 28
FIGURE 3.2.3.1.2.7-1 ENGINE CONTROL SWITCH (ECS) 29
FIGURE 3.2.3.2.1-1 MASTER CONTROL PANEL (MCP) 31
FIGURE 3.2.3.2.2.1-1 SYNCHRONIZING SCOPE METER (SC/25M) 35
FIGURE 3.2.3.2.2.2-1 PHASE ROTATION LIGHTS (PRL) 36
FIGURE 3.2.3.2.2.3-1 LOAD TIE OVERCURRENT RELAY (50/51T) 37
FIGURE 3.2.3.2.2.6-1 BUS VOLTAGE/FREQUENCY METER (BVFM) 39
FIGURE 3.2.3.2.2.7-1 SYSTEM FREQUENCY STATUS LIGHTS (SFSL) 40
FIGURE 3.2.3.2.2.8-1 DC CONTROL POWER CIRCUIT BREAKER (CBCP) 41
FIGURE 3.2.3.2.2.9-1 GENERATOR MODE SWITCH (GMS) 42
FIGURE 3.2.3.2.2.10-1 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS) 43
FIGURE 3.2.3.2.2.11-1 TIE BREAKER CONTROL SWITCH (BCST) 44
FIGURE 3.2.3.2.2.12-1 MASTER START ENABLE SWITCH (MSES) 45
FIGURE 3.2.3.2.2.13-1 SYSTEM STATUS LIGHT (SSL) 46
FIGURE 3.2.3.2.2.14-1 BUZZER SILENCE PUSHBUTTON (BSPB) 47
FIGURE 3.2.3.2.2.15-1 BATTLESHORT SWITCH (BSS) 48
FIGURE 3.2.3.2.2.16-1 SYSTEM SYNCHRONIZING SWITCH (SSS) 49
FIGURE 3.2.3.2.2.17-1 PANEL LIGHT SWITCH (PLS) 50
FIGURE 3.2.3.2.2.18-1 SYSTEM MODE SWITCH (SMS) 51
FIGURE 3.2.3.2.2.19-1 UNIT SELECTOR SWITCH (USS) & UNIT SELECTOR
INDICATORS (USI) 52
FIGURE 3.2.3.2.2.21-1 FREQUENCY SELECTOR SWITCH (FSS) 54
FIGURE 3.2.3.2.2.22-1 ALARM/FAULT BUZZER 55
FIGURE 3.2.3.2.23-1 GENERATOR OVERLOAD INDICATORS (OLG1/G2) 57
FIGURE 3.2.3.3.1-1 SPEED AND PHASE MATCHING AUTOMATIC (SPMA) 58
3-8
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
FIGURE 3.2.3.3.2-1 LOAD SHARE MODULE (LSM) 59

FIGURE 3.2.3.3.3-1 PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O) 60
FIGURE 3.2.3.3.4-1 ETHERNET HUB 61
FIGURE 3.2.3.3.5-1 CUSTOMER COMMUNICATION MODULE (CCM) 62
FIGURE 3.2.3.3.6-1 POWER CONVERTER (P15) 63
FIGURE 3.2.3.3.7.1-1 TRANSDUCER (XD) 64
FIGURE 3.2.3.3.8-1 AUTOMATIC VOLTAGE REGULATOR (AVR) 65
FIGURE 3.2.3.3.9-1 AC TRANSFORMER BOX (ATB) 66
FIGURE 3.2.3.3.10-1 POTENTIAL TRANSFORMERS 67
FIGURE 3.2.3.3.10-2 CURRENT TRANSFORMER 68
FIGURE 3.2.3.3.11-1 GENERATOR, FEEDER AND TIE CIRCUIT BREAKERS 69
FIGURE 3.3.1-1 MEP-PU-810A/ B ACCESS DOORS AND COVERS 71
FIGURE 3.3.2.1-1 MEP-PU-810A/B TOP PLENUM SCREENS 72
FIGURE 3.3.2.2-1 BOTTOM PLENUM SCREENS 73
FIGURE 3.3.3-1 SIDE PANEL 74
FIGURE 3.3.3.2-1 TOP PANEL 75
FIGURE 3.3.4-1 BOTTOM PLATE ASSEMBLY 76
FIGURE 3.3.5-1 BATTERY BOX ASSEMBLY 77
FIGURE 3.3.6-1 FUEL TANK AND HYDRAULIC RESERVOIRS 78
FIGURE 3.3.7-1 MUFFLER ASSEMBLY 79
FIGURE 3.4.1-1 POWER UNIT BATTERY ASSEMBLY 81
FIGURE 3.4.3-1 BATTERY CHARGER 82
FIGURE 3.4.4-1 DC TIE SWITCH 83
FIGURE 3.4.6-1 STARTER MOTOR AND STARTER SOLENOID 84
FIGURE 3.4.8-1 FUEL TRANSFER PUMP 85
FIGURE 3.4.9-1 DC CONTROL POWER CIRCUIT BREAKER (CBCP) 86
FIGURE 3.4.10-1 DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS 87
FIGURE 3.5.1-1 STATION POWER TRANSFORMER 88
FIGURE 3.5.2-1 208/120VAC EXTERIOR RECEPTACLES 89
FIGURE 3.5.4-1 POWER PANEL BOARD 90
FIGURE 3.5.5-1 SR4B ALTERNATOR 91
FIGURE 3.5.7-1 MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT 92
FIGURE 3.5.8-1 MEDIUM VOLTAGE FEEDER OUTPUT TERMINAL 92
FIGURE 3.5.9-1 SURGE ARRESTORS (SA1, SA2 SA3) 93
FIGURE 3.5.10-1 SHORE CONNECTION FOR BATTERY CHARGERS 94
3-9
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
FIGURE 3.5.11-1 CIRCUIT BREAKERS 95

FIGURE 3.6.2.1-1 EXTERNAL FUEL TRANSFER PUMP 99
FIGURE 3.6.2.1.1-1 EXTERNAL FUEL PUMP CONTROL SWITCHES 100
FIGURE 3.6.2.2-1 120 GALLON FUEL TANK 101
FIGURE 3.6.2.3-1 FUEL INJECTION MECHANISM 102
FIGURE 3.6.2.4.1-1 ELECTRONIC UNIT INJECTOR (EUI) COMPONENTS 103
FIGURE 3.6.2.5-1 PRIMARY FUEL FILTER 105
FIGURE 3.6.2.5-2 PRIMARY FUEL FILTER DRAIN VALVE 105
FIGURE 3.6.2.6-1 SECONDARY FUEL FILTER 106
FIGURE 3.6.2.7-1 FUEL PRIMER PUMP 107
FIGURE 3.7.1-1 COOLANT SYSTEM OPERATION 108
FIGURE 3.7.2.1-1 DPGDS RADIATOR "A" FRAME HOUSING ASSEMBLY 109
FIGURE 3.7.2.1-2 RADIATOR DRAIN 110
FIGURE 3.7.2.1-3 RADIATOR HOSE DRAIN 110
FIGURE 3.7.2.2-1 COOLANT TANK CUT-AWAY VIEW 111
FIGURE 3.7.2.3-1 COOLANT TEMPERATURE REGULATOR CIRCUIT 112
FIGURE 3.7.2.4-1 COOLING SYSTEM AIR BLEED VALVE 113
FIGURE 3.8-1 HYDRAULIC SYSTEM OPERATION 118
FIGURE 3.9.1.1-1 3456 EPG WARM ENGINE OIL FLOW 119
FIGURE 3.9.1.2-1 3456 EPG COLD ENGINE OIL FLOW 120
FIGURE 3.9.1.3-1 3456 EPG ENGINE OIL FLOW SCHEMATIC 121
FIGURE 3.9.2.1-1 3456 EPG ENGINE OIL PAN CUTAWAY 123
FIGURE 3.9.2.2-1 3456 EPG ENGINE OIL PUMP 123
FIGURE 3.9.2.3-1 3456 EPG ENGINE OIL COOLER 124
FIGURE 3.9.2.4-1 3456 EPG OIL FILTER 125
FIGURE 3.9.2.5-1 3456 EPG TURBOCHARGER OIL LINES 125
FIGURE 3.9.2.6-1 3456 EPG CYLINDER HEAD 126
FIGURE 3.9.2.7-1 FUME DISPOSAL COLLECTOR 127
FIGURE 3.10.1-1 CATERPILLAR 3456 EPG ENGINE, RIGHT SIDE VIEW 131
FIGURE 3.10.1-2 CATERPILLAR 3456 EPG ENGINE, LEFT SIDE VIEW 132
FIGURE 3.10.1-3 CATERPILLAR 3456 EPG ENGINE, TOP VIEW 133
FIGURE 3.10.1-4 CATERPILLAR 3456 EPG ENGINE, REAR VIEW 133
FIGURE 3.10.1-5 CATERPILLAR 3456 EPG ENGINE, FRONT VIEW 134
FIGURE 3.10.5.1-1 DPGDS SR4B ALTERNATOR 136
FIGURE 3.10.5.3-1 PMPE GENERATOR WIRING DIAGRAM 138
3-10
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
FIGURE 3.10.5.4-1 RFA HEAT SINK 140

FIGURE 3.10.5.4-2 SIX DIODE RECTIFIER BLOCK WITH VARISTOR CR7 140
FIGURE 3.10.5.4-3 VARISTOR CR8 141
FIGURE 3.11.1.1-1 COMBUSTION AIR FLOW 142
FIGURE 3.11.1.2-1 SYSTEM EXHAUST FLOW 143
FIGURE 3.11.1.3-1 EXTERNAL AIR FLOW 144
FIGURE 3.11.2.1-1 AIR-TO-AIR AFTER COOLER (ATAAC) 145
FIGURE 3.11.2.2-1 AIR FILTER ASSEMBLY 146
FIGURE 3.11.2.3-1 TURBOCHARGER 147
FIGURE 3.11.2.4-1 AIR INLET MANIFOLD 148
FIGURE 3.11.2.4-2 EXHAUST MANIFOLD 149
FIGURE 3.11.2.5-1 MUFFLER ASSEMBLY 150
FIGURE 3.11.2.6-1 AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA) 151
FIGURE 3.11.2.6-2 AIR FILTER DIFFERENTIAL GAUGE 151
FIGURE 3.12-1 OPERATOR’S REMOTE TERMINAL 152
FIGURE 3.12.2-1 OPERATOR’S REMOTE TERMINAL 153
FIGURE 3.12.2.2-1 OPERATOR’S REMOTE TERMINAL 154
FIGURE 3.12.3.2-1 OVERVIEW POP-UP SCREEN 157
FIGURE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN 160
FIGURE 3.12.3.4-1 CRITICAL ALARM POP-UP SCREEN 161
FIGURE 3.12.3.5-1 ALARM POP-UP SCREEN 163
FIGURE 3.12.3.6-1 ALARM SUMMARY POP-UP SCREEN 165
FIGURE 3.12.3.7-1 BASE-LOAD POP-UP SCREEN 167
FIGURE 3.12.3.8-1 EQUIPMENT IDENTIFICATION POP-UP SCREEN 169
FIGURE 3.12.3.9-1 LOW FUEL ELAPSED TIME POP-UP INDICATOR SCREEN 170
FIGURE 3.12.3.10-1 EIGHT HOUR ARCHIVE POP-UP SCREEN 171
FIGURE 3.12.3.11-1 SHUTDOWN ARCHIVE POP-UP SCREEN 172
FIGURE 3.12.3.12-1 DPGDS ONE-LINE 173
FIGURE 3.12.3.13.5-1 PU GENERATOR OVERLOAD INDICATOR LIGHTS 175
FIGURE 3.12.3.13.7-1 PLANT OVERLOAD OVERVIEW SCREEN 177
FIGURE 3.12.3.13.7-2 PU CONTROL & MONITORING SCREEN 178
FIGURE 3.12.3.13.7-3 ORT SERVICE PACK-3 SCREEN 179
FIGURE 3.13.2.1.1-1 MEP-PU-810A TORQUE PATTERN 181
FIGURE 3.13.2.2.2-1 MEP-PU-810B TORQUE PATTERN 182
FIGURE 3.13.3.1-1 HYDRAULIC BRAKE ACTUATOR 183
3-11
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
FIGURE 3.13.3.1-2 BREAK-AWAY LEVER AND CHAIN POSITIONS 184

FIGURE 3.13.3.1.3-1 HYDRAULIC BRAKE FUNCTION DIAGRAM 185
FIGURE 3.13.3.1.4-1 HYDRAULIC BRAKE COMPONENTS 186
FIGURE 3.13.3.2.1-1 S-CAM BRAKE ASSEMBLY 187
FIGURE 3.13.3.2.2-1 BRAKE SYSTEM COMPONENTS 188
FIGURE 3.13.3.2.4-1 ABS WIRING LAYOUT 189
FIGURE 3.13.3.2.5-1 B MODEL HUB ODOMETER 189
FIGURE 3.13.4.2-1 MEP-PU-810B LIGHTING 190
3-12
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
LIST OF TABLES
TABLE TITLE PAGE

TABLE 3.2.1-1 PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT 15
TABLE 3.2.2-1 SINGLE GENERATOR OUTPUT 15
TABLE 3.2.2-2 TWO GENERATOR OUTPUT 15
TABLE 3.2.3.1.2.1.3-1 GSC+ SHUTDOWN INDICATOR LIGHTS 23
TABLE 3.2.3.1.2.1.3-2 GSC+ WARNING INDICATOR LIGHTS 23
TABLE 3.2.3.1.2.2-1 CIRCUIT BREAKER INDICATORS 24
TABLE 3.2.3.2.2.22-1 BUZZER ACTIVATION BY ALARM 56
TABLE 3.2.3.2.2.22-2 BUZZER ACTIVATION BY FAULT 56
TABLE 3.7.3-1 PROTECTION TEMPERATURES FOR ANTIFREEZE
CONCENTRATIONS 114
TABLE 3.7.4.1-1 ACCEPTABLE CHARACTERISTICS OF WATER 115
TABLE 3.7.4.4-1 COOLANT SERVICE LIFE 117
TABLE 3.9.3.4-1 ENGINE OIL VISCOSITY 130
TABLE 3.12.3.2-1 OVERVIEW POP-UP SCREEN ICONS 156
TABLE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN ICONS 158
TABLE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP
SCREEN ICONS (CONTINUED) 159
TABLE 3.12.3.5-1 ALARM POP-UP SCREEN ICONS 162
TABLE 3.12.3.6-1 ALARM SUMMARY POP-UP SCREEN ICONS 164
TABLE 3.12.3.7-1 BASE-LOAD POP-UP SCREEN ICONS 166
TABLE 3.12.3.8-1 EQUIPMENT IDENTIFICATION POP-UP SCREEN ICONS 168
3-13
USAF TO 35C2-3-518-1
USA TM 9-5115-484-14
CHAPTER 3
DETAILED EQUIPMENT DESCRIPTION
3.1 MEP-PU-810 POWER UNIT (PU) CONFIGURATION
This Chapter describes the following major systems of the MEP-PU-810A/B Power Unit:
• Primary Distribution Center (PDC), (Section 3.2)

• Power Unit Housing, (Section 3.3)
• Direct Current (DC) Electrical System, (Section 3.4)
• Alternating Current (AC) Electrical System, (Section 3.5)
• Fuel System, (Section 3.6)
• Cooling System, (Section 3.7)
• Hydraulic System, (Section 3.8)
• Lubrication System, (Section 3.9)
• Engine/Alternator System, (Section 3.10)
• Air Intake and Exhaust System, (Section 3.11)
• Operator’s Remote Terminal (ORT), (Section 3.12)
• Trailer Running Gear System, (Section 3.13)
3.2 PRIMARY DISTRIBUTION CENTER (PDC)
The PDC is an integral component of the Power Unit (PU) assembly. Two Feeder Outputs and one Tie
Output are from the PDC. The output of the PDC is the same as the two Generators. The PDC contains
the following equipment:
• Local Control Panel (LCP), which contains Generator Control Panels (GCP 1 and GCP 2)
• Master Control Panel (MCP) (center panel on the Local Control Panel)
• Internal power distribution bus and power distribution circuit breakers (Vacuum Contactors)
• Potential transformers / current transformers required for providing low voltage sensing
information for the PU control system
• Controls for automated control and monitoring of the onboard generators
• Distribution load-break connectors
• Other connectors required so that allow multiple Power Units work together as a system
3.2.1 PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT
Table 3.2.1-1 lists PDC dimensions, weights and electrical outputs for both 60 and 50 Hertz operations.
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TABLE 3.2.1-1 PDC DIMENSIONS, WEIGHT AND ELECTRICAL OUTPUT

PARAMETER VALUE
LENGTH 90 Inches
WIDTH 36.05 Inches
HEIGHT 60 Inches
WEIGHT 2,027 Pounds
SHIPPING VOLUME 110.6 Cubic Feet
Fork Lift Not to Exceed (4,000 lbs), Due to the Size
HANDLING
of the Tine.
4160 volts, 3 - phase, 60 hertz, 160 Amps
DISTRIBUTION OUTPUT
3800 volts, 3 – phase, 50 hertz, 146 Amps
3.2.2 RATINGS
The PDC rating and Capacities are individually determined according to the operating frequency. The
PDC output is the same as the generator. Table 3.2.2-1 presents Power, Voltage and Amperage ratings
for a single Generator Output. Table 3.2.2-2 presents Power, Voltage and Amperage ratings for a two
Generator Output.
TABLE 3.2.2-1 SINGLE GENERATOR OUTPUT

OUTPUT POWER OUTPUT POWER OUTPUT
FREQUENCY AMPERAGE
(KVA) (KW) VOLTAGE
60 Hz 525 KVA 420 KW 4160 VAC 80 amps
50 Hz 438 KVA 350 KW 3800 VAC 73 amps
TABLE 3.2.2-2 TWO GENERATOR OUTPUT
OUTPUT POWER OUTPUT POWER OUTPUT

FREQUENCY AMPERAGE
(KVA) (KW) VOLTAGE
60 Hz 1050 KVA 840 KW 4160 VAC 160 amps
50 Hz 875 KVA 700 KW 3800 VAC 146 amps
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3.2.3 PRIMARY DISTRIBUTION CENTER (PDC) EQUIPMENT
The Local Control Panel Assembly, as illustrated in Figure 3.2.3-1, provides local control for the Power
Unit (PU). Located at the rear of the PU, the Local Control Panel (LCP) contains the Master Control
Panel (MCP), and the Generator Control Panel (GCP) for Generator 1 and Generator 2. All Automatic
and Manual operations are controlled from these panels.
The Local Control Panel (LCP) allows the operator the flexibility of controlling operations from the GCPs
including the ability to start, stop, add and remove load, parallel in and add or remove units from the bus,
as well as monitor all control functions. A capability for remote operations is provided through the
addition of a Operator Remote Terminal (ORT).
FIGURE 3.2.3-1 PDC LOCAL CONTROL PANEL (LCP)
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3.2.3.1 GENERATOR CONTROL PANEL (GCP)
3.2.3.1.1 OVERVIEW OF CONTROLS AND INDICATORS
The left panel of the Local Control Panel contains the local controls for Generator 1 and the right section
contains all the local controls for Generator 2. The controls are accessed through watertight, lift-up
covers that lock in various positions.
1. System In Battle Short Mode Light (SBL) 12. Feeder Breaker Control Switch (BCSF)
2. Primary Fuel Filter High Differential Pressure
13. Generator Over Current Relay (50/51G)
Alarm Light (HPFFDPL)
3. Secondary Fuel Filter High Differential Pressure
14. Feeder Over Current Relay (50/51F)
Alarm Light (HSFFDPL)
4. Primary Fuel Filter High Water Level Alarm
15. Emergency Stop Push Button (ESPB)
Light (PFFHWLL)
5. Oil Filter High Differential Pressure Alarm Light
16. Engine Control Switch (ECS)
(HOFDPL)
6. Air Filter High Differential Pressure Alarm Light
17. Panel Light Switch (PLS)
(HAFDPL)
7. Fuel Tank High Level Alarm Light (HFTLL) 18. Frequency Adjust Rheostat (FAR)
8. Fuel Tank Low Level Alarm Light (LFTLL) 19. Voltage Adjust Rheostat (VAR)
9. Hydraulic Tank Low Level Shutdown Light
20. Red Breaker Closed LED
(HTLLL)
10. Generator Set Control (GSC+)
21. Green Breaker Closed LED
11. Generator Breaker Control Switch (BCSG1/G2)
FIGURE 3.2.3.1-1 GENERATOR CONTROL PANEL (GCP)
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From the Generator Control Panel (GCP), the operator can manually start, stop, control, and operate the
associated generator and feeder breakers. Additionally the operator can observe engine and generator
parameters at the Generator Set Control GSC+ module. There are current protective relays installed in
the GCP for generator and feeder breaker protection. All controls and indicators described in this section
refer to the Generator 1 GCP and use the applicable component marking (“A” suffix) references. The
following controls and indicators of the G1 GCP as illustrated in Figure 3.2.3.1-1 are:
a. System in Battleshort Mode Light (SBL)
This amber LED indicates that the PU is in Battleshort mode. This status is visible at both generator
control panels, as it is common for both generators.
b. Primary Fuel Filter High Differential Alarm Light (HPFFDPL)
This amber LED indicates that the associated engine primary fuel filter has reached the high
differential pressure setpoint and needs to be inspected and the filter replaced.
c. Secondary Fuel Filter High Differential Alarm Light (HSFFDPL)
This amber LED indicates that the associated engine secondary fuel filter has reached the high
differential pressure setpoint and needs to be inspected and the filter replaced.
d. Primary Fuel Filter High Water Level Alarm Light (PFFHWLL)
This amber LED indicates that the associated engine fuel filter has reached the high level of water
accumulated in the bowl setpoint and needs to be inspected and the bowl drained.
e. Oil Filter High Differential Alarm Light (HOFDPL)
This amber LED indicates that the associated engine oil filter has reached the high differential
pressure setpoint and needs to be inspected and the filter replaced.
f. Air Filter High Differential Alarm Light (HAFDPL)
This amber LED indicates that the associated engine air filter has reached the high differential
pressure setpoint and needs to be inspected and the filter replaced.
g. Fuel Tank High Level Alarm Light (HFTLL)
This amber LED indicates that the PU common fuel tank has a high fuel level. The fuel transfer pump
needs to be checked to ensure that it is not running to prevent overflowing the tank.
h. Fuel Tank Low Level Alarm Light (LFTLL)
This amber LED indicates that the common fuel tank level is low. Verify the fuel transfer pump is
running and make-up fuel is being transferred to the PU. Both generator sets can be operated at full
load in this condition for a maximum period of 10 minutes. The control system will automatically shut
down operating generator sets and prevent restarting until the fuel level reaches the minimum
allowable level.
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i. Hydraulic Tank Low Level Shutdown Light (HTLLL)
This red LED indicates that the hydraulic fluid level is low. The affected engine will shutdown
immediately.
j. Generator Set Control (GSC +)
The GSC + provides control for the engine/generator and local monitoring for its associated generator
set. All metering parameters are available from the GSC +. The GSC + monitors and controls many
of the engine functions. Some of the more basic checks that the operator will be required to perform
on a routine operating basis have been provided for convenience.
k. Generator Breaker Control Switch (BCSG1/G2)
These switches have momentary positions and one maintained position. There is also a target to
indicate the last mechanical operation performed by the switch. These switches are used for local
generator breaker control, setting up the breaker for automatic operation, and disabling breaker
operation.
l. Feeder Breaker Control Switch (BCSF1/F2)
These switches have momentary positions and one maintained position. There is also a target to
indicate the last mechanical operation performed by the switch. These switches are used for local
feeder breaker control, setting up the breakers for automatic operation, and disabling breaker
operation.
m. Generator Over Current Relay (50/51G1/G2)
There is a protective relay installed for each Generator Circuit Breaker (Gen 1 & Gen 2). Each
microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and
Ground Fault Protection (50N, 51N). The relays are a draw-out design allowing easy replacement.
Each relay has a LCD display and control keypad to allow the operator to program and monitor
required parameters. The display, by default, scrolls through the phase currents, total current, and
alarm log. The LCD display on each overcurrent relay provides a display of the current flow through
each phase of the associated breaker. This overcurrent relay monitors the common sensing return of
their phase sensing current transformers. This provides each breaker with ground fault protection.
n. Feeder Over Current Relay (50/51F1/F2)
There is a protective relay installed for each Feeder Circuit Breaker (F1 & F2). Each microprocessor-
based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault
Protection (50N, 51N). The relays are a draw-out design allowing easy replacement. Each relay has
a LCD display and control keypad to allow the operator to program and monitor required parameters.
The display, by default, scrolls through the phase currents, total current, and alarm log. The LCD
display on each overcurrent relay provides a display of the current flow through each phase of the
associated breaker. This overcurrent relay monitors the common sensing return of their phase
sensing current transformers. This provides each breaker with ground fault protection.
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o. Emergency Stop Push Button (ESPB)
This switch is the Emergency Stop Pushbutton. It shuts down the associated engine and prevents
restarting of the associated engine.
p. Engine Control Switch (ECS)
These rotary snap switches have four maintained positions. The switch may be rotated 360° in either
direction. The switch is used for local operation of the generator, setting up the generator for automatic
operation, and disabling generator operation.
q. Panel Light Switch (PLS)
This switch is used to turn on the panel lights on the panel, used for nighttime operations.
r. Frequency Adjust Rheostat (FAR)
This device is a 10-turn potentiometer that is used to adjust the frequency during initial set up.
s. Voltage Adjust Rheostat (VAR)
This device is a 5-turn potentiometer that is used to adjust the voltage during initial set up.
t. Circuit Breaker CLOSED (RED) LED:
• Generator 1 (G1CL)
• Feeder 1 (F1CL)
• Feeder 2 (F2CL)
This red LED indicates that its associated breaker is closed.
u. Circuit Breaker OPEN (GREEN) LED
• Generator 1 (G1OL)
• Feeder 1 (F1OL)
• Feeder 2 (F2OL)
This green LED indicates that its associated breaker is open.
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3.2.3.1.2 DETAILED DISCUSSION OF CONTROLS AND INDICATORS
3.2.3.1.2.1 GSC+ GENERATOR SET CONTROL
The GSC+ provides control for the engine/generator and local monitoring for its associated generator set.
All metering parameters are available from the GSC+. The GSC+ monitors and controls many of the
engine functions. Some of the more basic checks that the operator will be required to perform on a
routine operating basis have been provided for convenience.
The GSC+ is covered in detail in the Caterpillar service manual. For further operational instructions on
using the GSC+ see the Caterpillar (See RENR-1200 or later) manual (See Figure 3.2.3.1-1, Item 10).
3.2.3.1.2.1.1 FUNCTIONS
The GSC+ is designed to operate with a 24VDC battery system. The GSC+ monitors and controls many
of the generator set functions. The functions and features of the GSC+ are:
a. Provides generator AC output information including power metering.
b. Controls starting and stopping of the engine based on the input from the Engine Control Switch
(ECS), and/or the internal Programmable Logic Computer (RTU).
c. Shows engine condition and generator output information on two displays. These displays also
show fault codes and GSC+ programming information.
d. Monitors the system for faults. If a fault occurs, the GSC+ performs a controlled fault shutdown
or provides a fault alarm annunciation. The GSC+ uses indicators and displays to describe the
fault to the operator.
e. Contains programming features for the DPGDS system.
3.2.3.1.2.1.2 DISPLAYS
Upper Display:
The primary function of the upper display is to show AC voltage, current and frequency information of the
generator output. There are several options available. These options can be viewed one at a time by
pressing the AC meter key on the keypad:
• Voltage (average), frequency, and current (total)
• Voltage (line to line), frequency, or current on any phase
• Current (line) for all three phases at once
• Various fault codes for system faults. For detailed information on fault codes refer to the
Caterpillar service manual.
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Lower Display:
The lower display shows values for power metering, engine parameters and the relay status. The left
side of the lower display functions as a generator set power meter. The following functions scroll
automatically:
• Total real power (kW)
• Total reactive power (kVAR)
• Percent of rated power
• Power factor
• Total energy output (kVA)
Briefly pressing the Power Meter keypad will cause the display to start scrolling. Pressing a second time
will display the parameter continuously, indicated by the parameter label flashing.
The right side of the lower display shows the value of certain engine parameters. The parameters shown
are:
• System battery voltage (VDC)
• Engine run time (Hours)
• Engine speed (RPM)
• Engine oil pressure (PSI)
• Engine coolant temperature (°F)
The value of each of these parameters is shown for two seconds and then the display scrolls to the next
parameter. A small pointer identifies the engine condition being displayed. When the Engine Meter key
is depressed, the information screen stops scrolling and continuously displays the selected parameter.
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3.2.3.1.2.1.3 INDICATOR LIGHTS
The GSC+ indicators provide the information presented in Table 3.2.3.1.2.1.3-1 and Table 3.2.3.1.2.1.3-2.
TABLE 3.2.3.1.2.1.3-1 GSC+ SHUTDOWN INDICATOR LIGHTS
SHUTDOWN INDICATOR COLOR FUNCTION
LOW OIL PRESSURE RED Indicates that a low oil pressure shutdown fault has occurred.
EMERGENCY STOP RED Indicates the emergency stop has been initiated.
HIGH WATER Indicates that a high water temperature shutdown fault has
RED
TEMPERTURE occurred.
ENGINE OVERSPEED RED Indicates that an engine overspeed shutdown fault has occurred.
OVERCRANK RED Indicates that an engine overcrank shutdown fault has occurred.
TABLE 3.2.3.1.2.1.3-2 GSC+ WARNING INDICATOR LIGHTS
WARNING INDICATOR COLOR FUNCTION
LOW COOLANT LEVEL AMBER Indicates the coolant level is low in the radiator overflow tank.
BATTLESHORT AMBER Indicates the Battleshort switch is in the Battleshort position
IN 50Hz MODE AMBER Indicates the GSC is operating in 50Hz mode.
FAULT SHUTDOWN RED Indicates that a shut down fault has occurred
FAULT ALARM AMBER Indicates a non-shutdown fault has occurred.
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3.2.3.1.2.2 GENERATOR BREAKER CONTROL SWITCH (BCSG1/G2)
Figure 3.2.3.1.2.2-1 illustrates the Generator Breaker Control Switch (BCSG1). This switch has two
momentary positions and one maintained position. There is also a target to indicate the last mechanical
operation performed by the switch. This switch is used for local operation of the breaker, setting up the
breaker for automatic operation, and disabling the breakers operation.
FIGURE 3.2.3.1.2.2-1 GENERATOR BREAKER CONTROL SWITCH (BCSG1)
TRIP: Rotate handle counterclockwise 45° then release. This is a momentary position that trips the
associated breaker and reveals a green target. Once released, the handle returns to the center position.
CLOSE: Rotate the handle clockwise 45° then release. This is a momentary position that closes the
associated breaker and reveals a red target. Once released, the handle returns to the center position. The
red target must be visible for automatic operation.
PULL-TO-LOCK: Rotate handle counterclockwise 90° then pull out to lock in this position. This is the
maintained position. The associated breaker trips, the green target appears, and the breaker cannot be re-
closed until the handle is pushed back in.
TABLE 3.2.3.1.2.2-1
CIRCUIT BREAKER INDICATORS
BREAKER CLOSED LED (G1/G2CL)
This green LED indicates that its associated breaker is
BREAKER OPEN LED (G1/G2OL)
open.
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3.2.3.1.2.3 FEEDER BREAKER CONTROL SWITCH (BCSF1/F2)
Figure 3.2.3.1.2.3-1 illustrates the Feeder Breaker Control Switch (BCSF1). This switch has two
momentary positions and one maintained position. There is also a target to indicate the last mechanical
operation performed by the switch. This switch is used for local operation of the breaker, setting up the
breaker for automatic operation, and disabling the breakers operation.
FIGURE 3.2.3.1.2.3-1 FEEDER BREAKER CONTROL SWITCH (BCSF1)
associated breaker and reveals a red target. Once released, the handle returns to the center position. The
red target must be visible for automatic operation.
TABLE 3.2.3.1.2.3-1
CIRCUIT BREAKER INDICATORS
BREAKER CLOSED LED (F1/F2CL)
BREAKER OPEN LED (F1/F2OL) This green LED indicates that its associated breaker is open.
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3.2.3.1.2.4 GENERATOR OVER CURRENT RELAY (50/51G1/G2)
Figure 3.2.3.1.2.4-1 illustrates the Generator Over Current Relay. The microprocessor-based relay
provides Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection
(50N, 51N). The relay is a draw-out design allowing easy replacement. Each relay has a LCD
display and control keypad to allow the operator to program and monitor required parameters. The
display, by default, scrolls through the phase currents, total current, and alarm log. The LCD display
on each overcurrent relay provides a display of the current flow through each phase of the breaker.
This relay monitors the common sensing return of their phase sensing current transformers. This
provides the breaker with ground fault protection.
GENERATOR OVER CURRENT RELAY
FIGURE 3.2.3.1.2.4-1 GENERATOR OVER CURRENT RELAY (50/51G1)
3.2.3.1.2.4.1 SETPOINTS
Set points are defined in Annex D and Chapter 5 of this manual.
3.2.3.1.2.4.2 LOCKOUT FUNCTIONS
When the Generator overcurrent relay senses either an overcurrent or short circuit fault, it trips open its
associated breaker and places the associated engine in “Cooldown”. However in a multiple PU power
plant, the overcurrent relay sends a signal to the PLC indicating a fault condition. The PLC turns off the
Economizing Mode and prevents any offline generator from starting and locks out all respective breakers
preventing them from re-closing either automatically or manually. The trip LED is on as long as the trip
signal is sealed-in. As long as the trip is active, the generator will not start automatically and the control
system will recognize the affected generator as being unavailable.
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3.2.3.1.2.5 FEEDER OVER CURRENT RELAY (50/51F1/F2)
Figure 3.2.3.1.2.5-1 illustrates the Feeder Over Current Relay. There is a protective relay installed for
each Feeder Circuit Breaker (F 1 & F 2). Each microprocessor-based relay provides Phase Time
Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N). The relays are a
draw-out design allowing easy replacement. Each relay has a LCD display and control keypad to allow
the operator to program and monitor required parameters. The display, by default, scrolls through the
phase currents, total current, and alarm log. The LCD display on each overcurrent relay provides a
display of the current flow through each phase of the associated breaker. This overcurrent relay monitors
the common sensing return of their phase sensing current transformers. This provides each breaker with
ground fault protection.
FEEDER OVER CURRENT RELAY
FIGURE 3.2.3.1.2.5-1 FEEDER OVER CURRENT RELAY (50/51F1)
3.2.3.1.2.5.1 SETPOINTS
Set points are presented in Annex D and Chapter 5 of this manual.
When the feeder overcurrent relay senses either an overcurrent or short circuit fault, it trips open its
associated breaker. The overcurrent relay sends a signal to the PLC indicating a fault condition. This
signal in turn locks out the respective breaker preventing it from closing. The trip LED is on as long as the
trip signal is sealed-in. The lockout feature is used on all the distribution breakers. The lockout only
affects the associated breaker.
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3.2.3.1.2.6 EMERGENCY STOP PUSH BUTTON (ESPB)
Figure 3.2.2.1.2.6-1 illustrates the Emergency Stop Push Button (ESPB). This switch shuts down the
associated engine and prevents the restarting of its associated engine.
FIGURE 3.2.2.1.2.6-1 EMERGENCY STOP PUSHBUTTON (ESPB)
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3.2.3.1.2.7 ENGINE CONTROL SWITCH (ECS)
Figure 3.2.3.1.2.7-1 illustrates the Engine Control Switch (ECS). The ECS is a rotary snap switch that
has four maintained positions. The switch may be rotated 360° in either direction. The switch is used for
local operation of the generator, setting up the generator for automatic operation, and disabling generator
operation. See Figure 3.2.3.1-1 for additional reference.
FIGURE 3.2.3.1.2.7-1 ENGINE CONTROL SWITCH (ECS)
OFF/RESET: Rotate handle until the switch arrow is pointing straight up. This position immediately turns
off an operating generator set and prevents it from operating. If an alarm/fault LED on the GSC + module
is on, placing the ESC in this position will clear the alarm/fault.
NOTE: Resetting the alarm/fault will not clear the cause; only reset the LED until the condition
returns.
AUTO: Rotate handle until the switch arrow is pointing to the right. This position enables the generator to
operate on controls received from the automatic control system.
MANUAL: Rotate handle until the switch arrow is pointing straight down. This position will immediately
start and run the associated generator up to the set voltage and frequency.
STOP/COOLDOWN: Rotate handle until the switch arrow is pointing to the left. This position will
immediately open the associated generator’s output breaker and place the generator in cool down (5
minutes). After the cool down period the engine shuts down.
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3.2.3.1.2.8 PANEL LIGHT SWITCH (PLS)
This switch is used to turn on the panel lights on the panel, used for nighttime operations. See Figure
3.2.3.1-1 for reference.
3.2.3.1.2.9 FREQUENCY ADJUST RHEOSTAT (FAR)
This device is a 10-turn potentiometer that is used to adjust the frequency during initial set up. See
Figure 3.2.3.1-1 for reference.
3.2.3.1.2.10 VOLTAGE ADJUST RHEOSTAT (VAR)
This device is a 5-turn potentiometer that is used to adjust the voltage during initial set up. See Figure
3.2.3.1-1 for reference.
3.2.3.1.2.11 CIRCUIT BREAKER CLOSED (RED) LED
• Feeder 1 (F1CL)
• Feeder 2 (F2CL)
This red LED indicates that its associated breaker is closed. See Figure 3.2.3.1.2.2-1 for reference.
3.2.3.1.2.12 CIRCUIT BREAKER OPEN (GREEN) LED
• Feeder 1 (F1OL)
• Feeder 2 (F2OL)
This green LED indicates that its associated breaker is open. See Figure 3.2.3.1.2.2-1 for reference.
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3.2.3.2 MASTER CONTROL PANEL (MCP)
3.2.3.2.1 OVERVIEW OF CONTROLS AND INDICATORS
Figure 3.2.3.2.1-1 illustrates the Master Control Panel. The Master Control Panel contains all the controls
common to both generators and for configuring the PU for either single or multiple PU operation. The
MCP also provides the PU with the capability of manually synchronizing the onboard generators to a
internal common bus. The operator controls the Tie Breaker from this section. This breaker also has an
associated over current protective relay.
1. Synchroscope / Synchcheck Relay (SC/25M) 11. Breaker Control Switch, Tie (BCST)
2. Phase Rotation Test Light (PRL) 12. Master Start Enable Switch (MSES)
3. Tie Over current Relay (50/51T) 13. System Status Light (SSL)
4. Tie Breaker Open (Green) LED (TOL) 14. Buzzer Silence Push Button (BSPB)
5. Tie Breaker Closed (Red) LED (TCL) 15. Generator Overload Indicator Lights (OLG1/G2)
6. Bus Voltage/Frequency Meter (BVFM) 16. Battle Short Switch (BSS)
7. 50/60 Hertz Status Lights (50L/60L) 17. System Synchronizing Switch (SSS)
8. DC Control Power Breaker (CBCP) 18. Panel Lights Switch (PLS)
9. Generator Mode Switch (GMS) 19. System Mode Switch (SMS)
10. Automatic Voltage Regulator Switch (AVRS) 20. Unit Selector Switch (USS)
21. Unit Selector Indicators (USI)
FIGURE 3.2.3.2.1-1 MASTER CONTROL PANEL (MCP)
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The controls and indicators of the MCP as illustrated in Figure 3.2.3.2.1-1 are:
a. Synchroscope/ Synchcheck Relay (SC/25M)
This meter provides a digital representation of a synchroscope during manual synchronizing

operations. There are 24 red LEDs arranged in a ring simulating the traditional 360° movement of an
analog synchroscope. Only one LED is lit at a time indicating the phase difference between the
incoming and running signals. The display will “rotate” clockwise or counter clockwise and fast or
slow depending on the frequency difference between incoming and running signals. Once the
incoming and running signals are synchronized, the ring LEDs will go out and the green triangular
LEDs will be lit. The green triangular LEDs at 3 o’clock and at 9 o’clock indicate the status of the
voltage. Red is out of allowed synchronizing range and green is in range.
b. Phase Rotation Test Lights (PRL)
Phase Rotation Lights are used for checking the load cables for proper phase rotation prior to placing
a PU on a common power distribution bus.
c. TIE Overcurrent Relay (50/51T)
This microprocessor-based relay provides Phase Time Overcurrent (51P), Phase Short Circuit (50P),
and Ground Fault Protection (50N, 51N). This relay is a draw-out design allowing easy replacement.
Each relay has a LCD display and control keypad to allow the operator to program and monitor
required parameters. The display, by default, scrolls through the phase currents, total current, and
alarm log. The LCD display on each overcurrent relay provides a display of the current flow through
each phase of the associated breaker. This overcurrent relay monitors the common sensing return of
their phase sensing current transformers. This provides each breaker with ground fault protection.
d. Tie Breaker OPEN (GREEN) Indicator Light (TOL)
This green indicator light indicates that its associated breaker is open.
e. Tie Breaker CLOSED (RED) Indicator Light (TCL)
This red indicator light indicates that its associated breaker is closed.
f. Bus Voltage/Frequency Meter (BVFM)
This meter provides a digital display of the system bus voltage during manual synchronizing
operations. The upper display shows bus voltage while the lower display shows bus frequency. This
meter uses 3 phase sensing and it may differ from the GSC + reading.
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g. 50/ 60 Hertz Indicator Lights (50L/60L)
The 50/60HZ lights reflect the Frequency Selector Switch (FSS) position while there is no Unit
Selection Indicators (USI) on. This is independent of the setup required to configure the GSC + and
Digital Voltage Regulator (AVR). Once the Unit Selector Indicators (USI) light is on, the FSS has no
effect on the 50/60Hz lights. The 50/ 60 Hertz Indicator Lights (50L/60L) is set whenever the Master
Start Enable Switch (MSES) is cycled to set the USI lights.
h. DC Control Power Breaker (CBCP)
The DC Control Power Breaker is a push-pull breaker. The breaker supplies 24VDC control power to
the PDC. To open the breaker, pull out on the round knob. To close the breaker, push in on the
round knob.
i. Generator Mode Switch (GMS)
This switch is a two-position, maintained, switch. This switch is used to determine the generator load
sharing method of operation.
j. Automatic Voltage Regulator Switch (AVRS)
This switch is a two-position, maintained, switch. This switch is used to determine which method of
voltage control the automatic voltage regulator is in.
k. TIE Breaker Switch (BCST)
This switch is for the control of the Tie Breaker. This switch has two momentary positions and one
maintained position. There is also a target to indicate the last mechanical operation performed by the
switch. This switch is used for local operation of the breaker, setting up the breaker for automatic
operation, and disabling breaker operation.
l. Master Start Enable Switch (MSES)
This switch is a spring-loaded, momentary, toggle switch. This multi function switch performs various
functions, depending on the system configuration. Toggling the switch in either direction
accomplishes the same function.
m. System Status Light (SSL)
This green LED is illuminated when its associated generator is ready for automatic operation and the
System Mode Switch is in the Auto position. This device is actually four individual LED indicators,
integrated into a single cluster housing. The individually colored LED’s are arranged Red, Green,
Amber, and Green starting with the upper LED.
n. Buzzer Silence Pushbutton (BSPB)
This pushbutton silences the PU buzzer after a fault occurs. The pushbutton must be pressed for
each individual alarm. Pressing and holding-in will not silence multiple alarms/faults. Silencing the
PU buzzer also silences the Operator Remote Terminal (ORT) buzzer, but does not acknowledge the
ORT critical alarms.
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o. Battle Short Switch (BSS)
This switch is a two-position, maintained, toggle switch. This switch has a flip cover that will return
the BSS to NORMAL when it is closed.
p. System Synchronizing Switch (SSS)
This switch is a four-position, maintained, switch. This switch is used to determine which generator
will manually synchronize to the system bus.
q. Panel Light Switch (PLS)
This switch is used to turn on the panel lights on the panel, used for night time operations.
r. System Mode Switch (SMS)
This switch is a three-position, maintained, switch. This switch is used to determine the PU mode of
operation.
s. Unit Selector Switch (USS)
This switch is a four-position, maintained, switch. This switch is used in conjunction with the Master
Start Enable Switch (MSES) to select the identifier for multiple Power Units (PU)s and automatic
operation.
t. Unit Selector Indicators (USI)
These four white indicators reflect each PU designation for power plant operation. The indicators are
all off whenever the unit’s network ID has not been set. Depending on the position of the Unit
Selector Switch (USS) when the Master System Enable Switch (MSES) is cycled, the associated LED
will energize. These indicators provide positive indication that the control system has set the current
setup parameters and the unit is starting operation.
NOTE: In the MANUAL mode the indicators only reflect that the unit’s ID has been set; in AUTO
mode, the control system will also proceed with a normal startup. Whenever the System
Mode Switch (SMS) has been in the OFF position for 3 or more seconds the unit ID is cleared
and the indicator is de-energized until the SMS is placed in MANUAL or AUTO and the
MSES is cycled.
u. G1 and G2 Overload Indicators (OLG1/G2)
These two red indicators reflect the status of Generator 1 and/or Generator 2 Overload condition.
This is an alarm condition and the affected generator breaker will open immediately, after 2 minutes,
or after 8 minutes depending on the severity of generator overload. The affected generator breaker
will lockout and the generator will go into cool down mode until the condition is cleared.
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3.2.3.2.2 DETAILED DISCUSSION OF CONTROLS AND INDICATORS
3.2.3.2.2.1 SYNCHROSCOPE/SYNCHCHECK RELAY (SC/25M)
Figure 3.2.3.2.2.1-1 illustrates the Synchroscope/ Synchcheck relay. This meter is located on Master
Control Panel.
FIGURE 3.2.3.2.2.1-1 SYNCHRONIZING SCOPE METER (SC/25M)
This meter provides a digital representation of a synchroscope during manual synchronizing operations.
There are 24 red LEDs arranged in a ring simulating the traditional 360° movement of an analog
synchroscope. Only one LED is lit at a time indicating the phase difference between the incoming and
running signals. The display will “rotate” clockwise or counter clockwise and fast or slow depending on
the frequency difference between incoming and running signals. Once the incoming and running signals
are synchronized, the ring LEDs will go out and the green triangular LEDs will be lit. The green triangular
LEDs at 3 o’clock and at 9 o’clock indicate the status of the voltage. Red is out of allowed synchronizing
range and green is in range.
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3.2.3.2.2.2 PHASE ROTATION TEST LIGHTS (PRL)
Figure 3.2.3.2.2.2-1 illustrates the Phase Rotation Test Lights. These two lights are used to assist in
manually synchronizing.
FIGURE 3.2.3.2.2.2-1 PHASE ROTATION LIGHTS (PRL)
The phase rotation lights indicate the phase sequence of the system bus or improperly connected load
cables. There are two independent indicators. One indicates an A-B-C sequence and the other indicates
a C-B-A sequence. Under normal operating conditions the A-B-C sequence is proper. These indicators
are used to verify all sources are operating on the same phase sequence, which is required for parallel
operation. The indicators work along with an internally mounted phase sequence relay (device-47). The
system bus must be energized from only one source at a time for the check to work properly.
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3.2.3.2.2.3 TIE OVERCURRENT RELAY (50/51T)
Figure 3.2.3.2.2.3-1 illustrates the Tie Overcurrent Relay. This microprocessor-based relay provides
Phase Time Overcurrent (51P), Phase Short Circuit (50P), and Ground Fault Protection (50N, 51N).
TIE OVERCURRENT RELAY
FIGURE 3.2.3.2.2.3-1 LOAD TIE OVERCURRENT RELAY (50/51T)
This relay is a draw-out design allowing easy replacement. Each relay has a LCD display and control
keypad to allow the operator to program and monitor required parameters. The display, by default, scrolls
through the phase currents, total current, and alarm log. The LCD display on each overcurrent relay
provides a display of the current flow through each phase of the associated breaker. This overcurrent
relay monitors the common sensing return of their phase sensing current transformers. This provides
each breaker with ground fault protection.
3.2.3.2.2.3.1 SETPOINTS
Set points for the Load Tie Overcurrent Relay are contained in Annex D and Chapter 5 of this manual.
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When the tie overcurrent relay senses either an overcurrent or short circuit fault, it trips open its
associated breaker. The overcurrent relay sends a signal to the PLC indicating a fault condition. This
signal in turn locks out the respective breaker preventing it from closing. The trip LED is on as long as the
trip signal is sealed-in. The lockout feature is used on all the distribution breakers. The lockout only
affects the associated breaker.
3.2.3.2.2.4 CIRCUIT BREAKER CLOSED (RED) LED (TCL)
This red LED indicates that the Tie Breaker is closed.
3.2.3.2.2.5 CIRCUIT BREAKER OPEN (GREEN) LED (TOL)
This green LED indicates that the Tie Breaker is open.
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3.2.3.2.2.6 BUS VOLTAGE/FREQUENCY METER (BVFM)
Figure 3.2.3.2.2.6-1 illustrates Bus Voltage/Frequency Meter (BVFM). This meter provides a digital
display of the system bus voltage during manual synchronizing operations.
FIGURE 3.2.3.2.2.6-1 BUS VOLTAGE/FREQUENCY METER (BVFM)
The upper display shows bus voltage while the lower display shows bus frequency. This meter uses 3
phase sensing and it may differ from the GSC + reading.
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3.2.3.2.2.7 50/ 60 HERTZ INDICATOR LIGHTS (50L/60L)
Figure 3.2.3.2.2.7-1 illustrates the 50/60 Hertz Indicator Lights. The 50/60HZ lights reflect the
Frequency Selector Switch (FSS) position while there is no Unit Selection Indicators (USI) on.
FIGURE 3.2.3.2.2.7-1 SYSTEM FREQUENCY STATUS LIGHTS (SFSL)
The 50/60HZ lights are independent of the setup required to configure the GSC + and Digital Voltage
Regulator (AVR). Once the Unit Selector Indicators (USI) light is on, the FSS has no effect on the
50/60Hz lights. The 50/ 60 Hertz Indicator Lights (50L/60L) is set whenever the Master Start Enable
Switch (MSES) is cycled to set the USI lights.
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3.2.3.2.2.8 DC CONTROL POWER CIRCUIT BREAKER (CBCP)
Figure 3.2.3.2.2.8-1 illustrates the DC Control Power Circuit Breaker. This breaker controls the 24VDC
control power for the PU.
FIGURE 3.2.3.2.2.8-1 DC CONTROL POWER CIRCUIT BREAKER (CBCP)
The control power breaker is a 20-amp push-pull breaker. To open the breaker pull out on the breaker
until the white ring is visible and the breaker sets in that position. To close the breaker push in on the
breaker until it sets.
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3.2.3.2.2.9 GENERATOR MODE SWITCH (GMS)
Figure 3.2.3.2.2.9-1 illustrates the Generator Mode Switch (GMS). It is a two-position, maintained, switch.
This switch is used to determine the generator load sharing method of operation.
FIGURE 3.2.3.2.2.9-1 GENERATOR MODE SWITCH (GMS)
UTILITY PARALLEL: Rotate the switch handle counter clockwise. This selects the method of loading for
the PU generators to be controlled by the RTU. The RTU generates a voltage signal to set the loading
levels for the generators on the PU. The generators may be loaded from 25% - 100%. This method is
used only when operating in parallel with a utility or infinite bus. This places the PU into isochronous
speed mode.
PRIME POWER: Rotate the switch handle clockwise. This selects the method of load sharing to be
equally distributed among the PU generators based on the system bus load. This is the normal operating
position, and is used when the PU(s) are used as the main source of electrical power. This places the PU
into isochronous load-share mode.
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3.2.3.2.2.10 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
Figure 3.2.3.2.2.10-1 illustrates the Automatic Voltage Regulator Switch (AVRS). It is a two-position,
maintained, switch. This switch is used to determine which method of voltage control the automatic
voltage regulator is in.
FIGURE 3.2.3.2.2.10-1 AUTOMATIC VOLTAGE REGULATOR SWITCH (AVRS)
UTILITY PARALLEL: Rotate the AVRS to the “UTILITY PARALLEL” position. This places the AVR in
power factor mode of operation. The VRS will maintain system power factor by adjusting its generator’s
voltage. This position should only be used when operating on an infinite bus.
PRIME POWER: Rotate the AVRS to the “PRIME POWER position. This position places the AVR in
standard voltage droop operation. The AVR will maintain bus voltage based on 3% voltage droop. This
is the normal operating position and is used whenever the PU is providing prime power.
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3.2.3.2.2.11 TIE BREAKER CONTROL SWITCH (BCST)
Figure 3.2.3.2.2.11-1 illustrates the Tie Breaker Control Switch (BCST). This switch has two momentary
positions and one maintained position. There is also a target to indicate the last mechanical operation
performed by the switch. This switch is used for local operation of the breaker, setting up the breaker for
automatic operation, and disabling breaker operation.
TIE BREAKER CONTROL SWITCH
FIGURE 3.2.3.2.2.11-1 TIE BREAKER CONTROL SWITCH (BCST)
associated breaker and reveals a red target. When released, the handle returns to the center position.
The red target must be visible for automatic operation.
TABLE 3.2.3.2.2.11-1 CIRCUIT BREAKER INDICATORS

BREAKER CLOSED LED (TCL) This red LED indicates that its associated breaker is closed.
BREAKER OPEN LED (TOL) This green LED indicates that its associated breaker is open.
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3.2.3.2.2.12 MASTER START ENABLE SWITCH (MSES)
Figure 3.2.3.2.2.12-1 illustrates the Master Start Enable Switch (MSES). This switch is a spring-loaded
three-position, momentary toggle switch. This multi-function switch performs various functions,
depending on the system configuration. Toggling the switch in either direction accomplishes the same
function.
FIGURE 3.2.3.2.2.12-1 MASTER START ENABLE SWITCH (MSES)
The switch functions are:
a. With SMS in AUTO, initially it will set the PU ID and command the RTU to start and parallel both
generators.
b. With SMS in AUTO, the switch provides a local auto start for the PU generators. Cycling the
switch will command the RTU to start an offline generator and parallel it to the system bus.
c. With SMS in MANUAL, it sets the PU ID allowing the ORT to monitor the system status.
d. With the SMS in OFF, the above functions will not occur.
NOTE: The switch resets generator silenced alarms or faults once the actuating alarm or fault clears.
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3.2.3.2.2.13 SYSTEM STATUS LIGHT (SSL)
Figure 3.2.3.2.2.13-1 illustrates the System Status Light (SSL). This indicator is comprised of four
individual lights integrated into a single housing. The individually colored LED’s are arranged red, green,
amber, and green starting with the upper LED.
FIGURE 3.2.3.2.2.13-1 SYSTEM STATUS LIGHT (SSL)
The switch functions are:
Red: Located at the upper position on the housing. This LED indicates the presence of a
fault/shutdown condition. The LED flashing indicates a new un-silenced fault. Once the Alarm/Fault
Buzzer has been silenced, the LED remains on solid. After the fault condition clears the LED
extinguishes. Used in conjunction with the green LED’s, the operator can determine which associated
generator has the active fault.
Green: Located at the left and right positions on the housing. These LED’s indicate the status of
their respective generators (left for Gen. 1, right for Gen. 2). A solid-on LED indicates that that the
associated generator is ready for operation and has no active alarms or faults. A flashing LED indicates
that that generator has an active alarm or fault. Used in conjunction with the amber and red LED’s, the
operator can determine whether the associated generator has an active alarm and/or fault.
Amber: Located at the lower position on the housing. This LED indicates the presence of an alarm
condition. The LED flashing indicates a new un-silenced alarm. Once the Alarm/Fault Buzzer has been
silenced, the LED remains on solid. After the alarm condition clears the LED extinguishes. Used in
conjunction with the green LED’s, the operator can determine which associated generator has the active
alarm.
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3.2.3.2.2.14 BUZZER SILENCE PUSHBUTTON (BSPB)
Figure 3.2.3.2.2.14-1 illustrates the Buzzer Silence Pushbutton (BSPB). This pushbutton is used to
silence the audible buzzer whenever an alarm or fault signal is activated.
FIGURE 3.2.3.2.2.14-1 BUZZER SILENCE PUSHBUTTON (BSPB)
The pushbutton will only acknowledge one alarm or fault at a time. Multiple alarms and faults require the
operator to press the pushbutton to silence each active alarm or fault. The operator cannot press the
button beyond the number of active alarms and faults. The buzzer works in conjunction with the System
Status Light (SSL). Whenever the amber or red light is flashing the buzzer is activated. Once the alarm
is silenced the buzzer de-energizes and the amber or red light stays on solid until the condition clears.
The pushbutton also silences the ORT buzzer if there are no other active alarms or faults on the ORT
network.
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3.2.3.2.2.15 BATTLE SHORT SWITCH (BSS)
Figure 3.2.3.2.2.15-1 illustrates the Battle Short Switch (BSS). This switch is a two-position, maintained,
toggle switch. This switch has a flip cover that returns the BSS to NORMAL when it is closed.
FIGURE 3.2.3.2.2.15-1 BATTLESHORT SWITCH (BSS)
The switch settings are:
ON: Lifting the flip cover and toggling the switch up places the PU in Battle Short mode. This
disables all shutdowns except:
a. Over speed
b. Generator Basler Over Current Protection Relays
c. Emergency Stop
NORMAL: Closing the flip lid or toggling the switch down. This enables all shutdowns.
NOTE: The BSS will also disable the generator overload alarms and shutdown. The ORT buzzer and PU
horn cannot be silenced once the two-minute overload alarm has initiated due to overload condition
above 502 kW.
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3.2.3.2.2.16 SYSTEM SYNCHRONIZING SWITCH (SSS)
Figure 3.2.3.2.16-1 illustrates the System Synchronizing Switch (SSS). This switch is a four-position,
maintained, switch. This switch is used to determine which generator will manually synchronize to the
system bus.
FIGURE 3.2.3.2.2.16-1 SYSTEM SYNCHRONIZING SWITCH (SSS)
GEN. 1: Rotate the switch handle counterclockwise until the switch arrow is pointing at the GEN.1
position. This selects generator 1 as the incoming source and the system bus as the running source.
The generator voltage and frequency are monitored from the left GSC+ module, Generator 1. System
bus voltage and frequency are visible on the Bus Voltage/Frequency meter (BVFM). Synchronizing is
done using the Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling).
OFF: Rotate the switch handle clockwise, from GEN.1, or counterclockwise, from GEN.2, until the
switch arrow is pointing straight up. This position prevents the generator breakers from being closed
manually even if synchronized with the bus. Both the Synchroscope/Synchcheck Relay (52/25M) and
Bus Voltage/Frequency meter (BVFM) meters are off.
GEN. 2: Rotate the switch handle clockwise until the switch arrow is pointing at the Bus
Voltage/Frequency meter (BVFM) position. This selects generator 2 as the incoming source and the
system bus as the running source. The generator voltage and frequency are monitored from the right
GSC+ module, Generator #2. System bus voltage and frequency are visible on the Bus
Voltage/Frequency meter (BVFM). Synchronizing is done using the Synchroscope/Synchcheck Relay
(52/25M). (See Section 5.9.6.14 Manual Paralleling).
TIE: Rotate handle clockwise until the switch arrow is pointing at the TIE position. This selects the
system bus (Online Generator(s)) as the running source and the Tie bus (Tie Output) as the incoming
source. Tie Bus voltage is displayed on the BVFM. Synchronizing is done using the
Synchroscope/Synchcheck Relay (52/25M). (See Section 5.9.6.14 Manual Paralleling).
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3.2.3.2.2.17 PANEL LIGHT SWITCH (PLS)
Figure 3.2.3.2.2.17-1 illustrates the Panel Light Switch (PLS). This switch is used to turn on the panel
lights on the panel, used for nighttime operations.
FIGURE 3.2.3.2.2.17-1 PANEL LIGHT SWITCH (PLS)
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3.2.3.2.2.18 SYSTEM MODE SWITCH (SMS)
Figure 3.2.3.2.18-1 illustrates the System Mode Switch (SMS). This switch is a three-position,
maintained, switch. This switch is used to determine the PU mode of operation.
FIGURE 3.2.3.2.2.18-1 SYSTEM MODE SWITCH (SMS)
MAN: Rotate the switch handle counterclockwise until the switch arrow is pointing at the MAN position.
This selects the PU for manual operation when the MSES is cycled.
NOTE: In this position, all generator and breaker control commands must be done from the PU
control panels. The ORT can only monitor the power plant.
OFF: Rotate the switch handle clockwise from MAN, or counterclockwise from AUTO, until the switch
arrow is pointing straight up. This position prevents the generators from closing their breakers to the
system bus in either AUTO or MAN. It also will remove either PU generator from the bus and place it in
cooldown if it was in AUTO. Finally, this removes the associated PU from the controlling network and
releases that PUs (ID) for re-addressing.
AUTO: Rotate the switch handle clockwise until the switch arrow is pointing at the AUTO text. This
selects the PU for automatic operation when the MSES is cycled.
NOTE: In this position, operational control of the generators is through the onboard RTU via the
ORT.
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3.2.3.2.2.19 UNIT SELECTOR SWITCH (USS)
Figure 3.2.3.2.2.19-1 illustrates the Unit Selector Switch (USS) and the Unit Selection Indicator (USI).
This switch is a four-position, maintained, switch. This switch is used in conjunction with the MSES to
select the identifier for multiple PUs and automatic operation.
FIGURE 3.2.3.2.2.19-1 UNIT SELECTOR SWITCH (USS) & UNIT SELECTOR INDICATORS (USI)
WARNING
ONLY ONE PU MAY BE SELECTED TO ANY ONE USS POSITION DURING

MULTIPLE PU OPERATIONS. OPERATING WITH MORE THAN ONE UNIT AT THE
SAME ID MAY CAUSE UNSAFE AND ERRATIC OPERATIONAL CONDITIONS.
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“A”: This position selects the PU to be identified as PU ‘A’. This designates this PU as the master
unit. It coordinates the operation of the other online Units. In single unit operation this is the position
required for the PU to operate properly in automatic.
“B”: This position selects the PU to be identified as PU ‘B’. This designates this PU a slave unit. It
operates independently except during the generator economizing and dead bus closure when it requires
commands or permissive from the ‘A’ PU. This PU should be the second PU from the left in the physical
lineup.
“C”: This position selects the PU to be identified as PU ‘C’. This designates this PU a slave unit. It
commands or permissive from the ‘A’ PU. This PU should be the third PU from the left in the physical
lineup.
“D”: This position selects the PU to be identified as PU ‘D’. This designates this PU a slave unit. It
commands or permissive from the ‘A’ PU. This PU should be the fourth and last PU from the left in the
physical lineup.
NOTE: There can only be one PU with the designation “A”, “B”, “C” or “D”.
3.2.3.2.2.20 UNIT SELECTOR INDICATORS (USI)
These four white indicators illustrated in the Figure 3.2.3.2.2.19-1, reflect the unit selection of the PU
during operation. The indicators are off whenever the unit’s network ID has not been set. Depending on
the position of the Unit Selector Switch (USS) when the Master System Enable Switch (MSES) is cycled,
the associated LED will energize. These indicators provide positive indication that the control system has
energized the current setup parameters and the unit is starting operation.
NOTE: In MANUAL mode the indicators only reflect that the unit’s ID has been set; in AUTO mode,
the control system will also proceed with a normal startup. Whenever the System Mode
Switch (SMS) has been in the OFF position for 3 or more seconds the unit ID is cleared and
the indicator is de-energized until the SMS is placed in MANUAL or AUTO and the MSES is
cycled.
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3.2.3.2.2.21 FREQUENCY SELECTOR SWITCH (FSS)
Figure 3.2.3.2.2.21-1 illustrates the Frequency Selector Switch (FSS). This switch is located inside the
Master Control Panel cabinet. It is a two-position, lever lock toggle switch. The lever lock feature
provides the switch with a positive position lock. This switch is only functional while the USI status
indicators are off. For the RTU to recognize a change, place the SMS in OFF until the PU status
indicators flash, then select MAN or AUTO and cycle the MSES.
FIGURE 3.2.3.2.2.21-1 FREQUENCY SELECTOR SWITCH (FSS)
The settings are:
60HZ: Pull out on the handle and toggle the switch down. This sends a signal to the RTU that it uses to
load the operating parameters for 60-Hertz operations.
50HZ: Pull out on the handle and toggle the switch up. This sends a signal to the RTU that it uses to
load the operating parameters for 50-Hertz operations.
NOTE: When changing from 50 Hz to 60 Hz refer to Section 5.9.2.
NOTE: When changing from 60 Hz to 50 Hz refer to Section 5.9.3.
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3.2.3.2.2.22 ALARM/FAULT BUZZER
Figure 3.2.3.2.2.22-1 illustrates the Alarm/Fault Buzzer. The buzzer is located at the top center of the
Master Control Panel door. The buzzer actuates whenever the control system sees a new alarm or fault
activated. The buzzer will remain on as long as there is an un-silenced alarm or fault. Pressing the
Silence pushbutton for each active alarm or fault silences the buzzer. The buzzer may also be silenced
from a networked ORT.
FIGURE 3.2.3.2.2.22-1 ALARM/FAULT BUZZER
Table 3.2.3.2.2.22-1and Table 3.2.3.2.2.22-2 presents the alarms and faults that activate the buzzer.
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TABLE 3.2.3.2.2.22-1 BUZZER ACTIVATION BY ALARM
ALARMS ACTIVATING BUZZER

HIGH COOLANT TEMPERATURE
LOW COOLANT TEMPERATURE
LOW OIL PRESSURE
ECM CONTROL
LOW BATTERY VOLTAGE
UNDER FREQUENCY
OVER FREQUENCY
UNDER VOLTAGE
OVER VOLTAGE
REVERSE POWER
FREQUENCY SENSING
LOW FUEL LEVEL
LOAD SHARING ALARM
GENERATOR OVERLOAD
TABLE 3.2.3.2.2.22-2 BUZZER ACTIVATION BY FAULT

FAULTS ACTIVATING BUZZER
HIGH COOLANT TEMPERATURE
EMERGENCY STOP
LOW OIL PRESSURE
OVERCRANK
OVERSPEED
UNDER FREQUENCY
OVER FREQUENCY
UNDER VOLTAGE
OVER VOLTAGE
REVERSE POWER
FREQUENCY SENSING
LOW FUEL LEVEL
NEUTRAL GROUND RESISTOR (NGR)
PHASE TIME OVERCURRENT
PHASE INSTANTANEOUS OVERCURRENT (SHORT CIRCUIT)
GROUND TIME OVERCURRENT
GROUND INSTANTANEOUS OVERCURRENT (GROUND FAULT)
ORT IMMEDIATE STOP
GENERATOR OVERLOAD
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3.2.3.2.23 GENERATOR OVERLOAD INDICATORS (OLG1/G2)
Figure 3.2.3.2.23-1 illustrates the Generator 1 and Generator 2 Overload indicators. The red indicator
lights are located near the center of the Master Control Panel door. Indicator shows Generator 1 and/or
Generator 2 overload condition. The alarm buzzer will also be activated. The indicators will remain
illuminated as long as there is an overload condition. There are three levels of alarms and timers. See
Section 3.12.3.13. PDC AND ORT LOAD LIMIT SOFTWARE for a detailed description of alarms and PLC
function.
FIGURE 3.2.3.2.23-1 GENERATOR OVERLOAD INDICATORS (OLG1/G2)
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3.2.3.3 CONTROL DEVICES
The following control devices are located within the interior panels of the Primary Distribution Center
(PDC), and control the generators, automatic operations, load sharing and internal communications:
• Speed and Phase Matching Automatic (SPMA)

• Load Share Module (LSM)
• Programmable Logic Circuit & Input/Output (RTU & I/O)
• Ethernet Hub
• Protocol Communication Module (PCM)
• Customer Communication Module (CCM)
These devices are described in the following sections.
3.2.3.3.1 SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
Figure 3.2.3.3.1-1 illustrates the Speed and Phase Matching Automatic (SPMA). This solid-state device
provides the automatic speed-matching synchronizing of its associated generator. There are two units
provided, one for each generator. They are located on the Master Control Panel (MCP) rear interior door.
FIGURE 3.2.3.3.1-1 SPEED AND PHASE MATCHING AUTOMATIC (SPMA)
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3.2.3.3.2 LOAD SHARE MODULE (LSM)
Figure 3.2.3.3.2-1 illustrates the Load Share Module (LSM). This solid-state device provides the
automatic load-sharing feature between multiple generators in the system lineup. There are two units
provided, one for each generator. They are located on the Master Control Panel (MCP) rear interior door.
FIGURE 3.2.3.3.2-1 LOAD SHARE MODULE (LSM)
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3.2.3.3.3 PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
Figure 3.2.3.3.3-1 illustrates the Programmable Logic Circuit & Input/Output (RTU & I/O). This
microprocessor based controller and its associated input/output modules are located on the MCP interior
swing out door. The RTU provides the control logic for automatic operation. Additionally, it retrieves all
operating parameters from both GSC+ modules on the PU and provides networked controlling between
multiple Power Units. During Manual operations the RTU only provides monitoring capability. During
automatic operations, the RTU provides all control algorithms for the various control routines within the
PU system. It also allows the ORT to function with the PU(s).
REMOTE TERMINAL UNIT (RTU)
DIM 2
DIM 1 DIM 3
DOM 1 DOM 2
FIGURE 3.2.3.3.3-1 PROGRAMMABLE LOGIC CIRCUIT & INPUT/OUTPUT (RTU & I/O)
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3.2.3.3.4 ETHERNET HUB
Figure 3.2.3.3.4-1 illustrates the Ethernet Hub. This micro-hub provides the networking capability used by
the Power Units and the ORT. The hub is a 5-port unit with the 5th port being used for up linking to
another PU. This device is located on the MCP interior swing out door.
FIGURE 3.2.3.3.4-1 ETHERNET HUB
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3.2.3.3.5 PROTOCOL COMMUNICATION MODULE (PCM) & CATERPILLAR CUSTOMER

COMMUNICATION MODULE (CCM)
Figure 3.2.3.3.5-1 illustrates the Protocol Communication Module (PCM). This micro-controller constantly
polls the Caterpillar Customer Communication Module (CCM) for the parameters required by the control
system. These parameters are then converted from their Caterpillar M5X protocol to Modbus addresses
and stored on board for access by the RTU. This device is located on the MCP interior swing out door. It
is installed below the CCM.
CATERPILLAR CUSTOMER COMMUNICATION MODULE (CCM)
PROTOCOL COMMUNICATION MODULE (PCM)
FIGURE 3.2.3.3.5-1 CUSTOMER COMMUNICATION MODULE (CCM)
Figure 3.2.3.3.5-1 illustrates the Customer Communication Module (CCM). This Caterpillar device polls
the GSC(s) for the parameters requested by the CCM. It translates the M5X requests to Data link
requests and retranslates the responses to M5X for the PCM to process. This component is located on
the MCP interior swing out door.
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3.2.3.3.6 POWER CONVERTER (P15)
Figure 3.2.3.3.6-1 illustrates the Power Converter (P15).
P15 converts 24VDC to 15VDC for use by the PCM. It is located on the MCP interior swing out door.
POWER CONVERTER (P15)
FIGURE 3.2.3.3.6-1 POWER CONVERTER (P15)
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3.2.3.3.7 TRANSDUCER
3.2.3.3.7.1 TRANSDUCER (XD)
Figure 3.2.3.3.7.1-1 illustrates the Transducer (XD). This device converts the 4-20mA output from the
RTU to a 0-3VDC signal for use by the LSM during base load operations. It is located on the MCP
interior swing out door.
TRANSDUCER (XD)
FIGURE 3.2.3.3.7.1-1 TRANSDUCER (XD)
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3.2.3.3.8 AUTOMATIC VOLTAGE REGULATOR (AVR)
Figure 3.2.3.3.8-1 illustrates the Automatic Voltage Regulator (AVR). This device regulates the generator
voltage during all operations. It will maintain a 3% droop of the voltage from 0% to 100% load. During
operations on an infinite bus (Utility Parallel) the regulator maintains system power factor. The generator
operating voltage is adjustable using the potentiometer (VAR) on the Generator 1 (GCP) or Generator 2
(GCP). The regulator is located on the interior of the generator section doors, one regulator per
generator.
FIGURE 3.2.3.3.8-1 AUTOMATIC VOLTAGE REGULATOR (AVR)
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3.2.3.3.9 AC TRANSFORMER BOX (ATB)
Figure 3.2.3.3.9-1 illustrates the AC Transformer Box (ATB). This device converts potential transformer
and current transformer signals to levels useable by the GSC + module. The ATB also provides fused
protection for the potential transformer signals. This device is located on the interior GCP door.
FIGURE 3.2.3.3.9-1 AC TRANSFORMER BOX (ATB)
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3.2.3.3.10 INSTRUMENT TRANSFORMERS
There are two types of Instrument Transformers, the Potential Transformer (PT), and Current Transformer
(CT).
Figure 3.2.3.3.10-1 illustrates Potential Transformers. The Potential Transformers are used to step the
4160/3800VAC down to 120/110VAC respectively for use by the PU control system. The transformers
are located behind the interior cover plates on the PDC. For the location of the various PT see FO-17,
FO-20 and FO-29.
FIGURE 3.2.3.3.10-1 POTENTIAL TRANSFORMERS
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Figure 3.2.3.3.10-2 illustrates the Current Transformers. The Current Transformers are used to step the
various current level primaries down to 5-amp secondary for use by the control system. The transformers
are located behind the cover plates on the PDC. For the location of the various CT see FO-17, FO-20
and FO-29.
G1 BREAKER (CT)
G2 FEEDER (CT)
LOAD TIE (CT)
FIGURE 3.2.3.3.10-2 CURRENT TRANSFORMER
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3.2.3.3.11 CIRCUIT BREAKERS – GENERATOR, FEEDER AND TIE
Figure 3.2.3.3.11-1 illustrates the Generator, Feeder and Tie Circuit Breakers. The breakers used in the
PDC are actually medium voltage vacuum contactors. To ensure consistency of the discussion
throughout the manual they are referred to as Breakers. These components use 120VAC as control
voltage for opening and closing. All breakers require a constant 120VAC signal to stay closed except for
the Tie Breaker. The Tie Breaker has a mechanical latching device to keep it closed even when the PU is
off. The Tie Breaker also requires 120VAC to open, which is available from either side of the Tie Breaker.
The breakers are located behind the cover plates inside the PDC.
Generator
Breaker
Feeder Breaker
Tie Breaker
FIGURE 3.2.3.3.11-1 GENERATOR, FEEDER AND TIE CIRCUIT BREAKERS
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3.3 POWER UNIT (PU) HOUSING
The major components of the Power Unit (PU) housing are:
• Access Doors and Access Covers

• Plenum Assembly Screens
• Panels
• Bottom Plate Assembly
• Battery Box Assembly
• Fuel Tank and Hydraulic Tanks
• Muffler Assembly
3.3.1 ACCESS DOORS AND ACCESS COVERS
Figure 3.3.1-1 illustrates the Access Doors and Access Covers. The Access Doors and Access Covers,
and mounting hardware are the same for both the street-side and curbside of the MEP-PU-810A and
MEP-PU-810B.
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FIGURE 3.3.1-1 MEP-PU-810A/ B ACCESS DOORS AND COVERS
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3.3.2 PLENUM ASSEMBLY SCREENS
3.3.2.1 TOP PLENUM SCREENS
Figure 3.3.2.1-1 illustrates the Top Plenum Screens. The Top Plenum Screens are the same for both the
MEP-PU-810A and MEP-PU-810B. The Top Plenum Screens are easily removable for maintenance.
FIGURE 3.3.2.1-1 MEP-PU-810A/B TOP PLENUM SCREENS
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3.3.2.2 BOTTOM PLENUM SCREENS
Figure 3.3.2.2-1 illustrates the Bottom Plenum Screens. The Bottom Plenum Screens are the same for
both the MEP-PU-810A and MEP-PU-810B. The Bottom Plenum Screens are easily removable for
maintenance.
FIGURE 3.3.2.2-1 BOTTOM PLENUM SCREENS
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3.3.3 PANELS
3.3.3.1 SIDE PANELS
Figure 3.3.3.1-1 illustrates the Side Panels. The Side Panels are the same for both the MEP-PU-810A
and MEP-PU-810B. The Side Panels are easily removable for maintenance.
FIGURE 3.3.3-1 SIDE PANEL
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3.3.3.2 TOP PANEL
Figure 3.3.3.2-1 illustrates the Top Panel. The Top Panel is the same for both the MEP-PU-810A and
MEP-PU-810B. The Top Panel is easily removable for maintenance.
FIGURE 3.3.3.2-1 TOP PANEL
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3.3.4 BOTTOM PLATE ASSEMBLY
Figure 3.3.4-1 illustrates the Bottom Plate Assembly. The Bottom Plate Assembly is the same for both
the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.4-1 BOTTOM PLATE ASSEMBLY
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3.3.5 BATTERY BOX ASSEMBLY
Figure 3.3.5-1 illustrates the Battery Box Assembly. The Battery Box Assembly is the same for both the
MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.5-1 BATTERY BOX ASSEMBLY
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3.3.6 FUEL TANK AND HYDRAULIC TANKS
Figure 3.3.6-1 illustrates the Fuel Tank and Hydraulic Tanks. The Fuel Tank and Hydraulic Tanks are
the same for both the MEP-PU-810A and MEP-PU-810B.
FIGURE 3.3.6-1 FUEL TANK AND HYDRAULIC RESERVOIRS
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3.3.7 MUFFLER ASSEMBLY
Figure 3.3.7-1 illustrates the Muffler Assembly. The Muffler Assembly is the same for both the MEP-PU-
810A and MEP-PU-810B.
FIGURE 3.3.7-1 MUFFLER ASSEMBLY
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3.4 DIRECT CURRENT (DC) ELECTRICAL SYSTEM
The DC electrical system consists of the relays, solenoids, motors, indicators, batteries and other
components that combine to start, stop, control, and monitor the MEP-PU-810 Power Unit.
The major components of the Direct Current (DC) System are:
• Battery Bank
• Battery Cables
• Battery Charger (BC)
• DC Wiring Harnesses
• Battery Bank DC Tie Switch (DCT)
• Starter Motor
• Starter Solenoid
• External Fuel Transfer Pump
• DC Control Power Circuit Breaker (CBCP)
• DC Panel Light Bulbs and Fault Indicator Lights
• Battery Slave Receptacle
3.4.1 BATTERY BANK
Figure 3.4.1-1 illustrates the two 24VDC Battery Banks. Each Battery is Maintenance Free. The two
24VDC Battery Banks may be disconnected and removed during storage. The two 24VDC Battery Banks
are located on the front of the PU directly above the fuel tank, as shown in Figures 2.1-3 and Figure 2.1-6
from the MEP-PU-810A and MEP-PU-810B versions respectively. A Tie Switch is provided in the event
of low charge battery starts. See Figure 3.4.4 -1.
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FIGURE 3.4.1-1 POWER UNIT BATTERY ASSEMBLY
The batteries are series connected so that 24 volts is supplied for starting and other battery functions.
Battery charging is accomplished using one battery charger per generator battery bank. The battery
chargers receive their power from the Station Power Transformer or shore power connection. 24VDC
control power is provided from Generator 1 or Generator 2 battery bank. The DC electrical control system
is designed to seek the best DC source between the two battery banks to prevent interruption of control
power when starting the engines. A 24VDC circuit breaker is provided for the control power to allow
shutdown of 24VDC control power system during maintenance operations.
3.4.2 BATTERY CABLES
Figure 3.4.1-1 illustrates the battery bank and battery cables. The battery cables connect the battery to
the starter motor.
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3.4.3 BATTERY CHARGER
Figure 3.4.3-1 illustrates the MBC6X-24V-20A-LA model battery charger. The Battery Charger is a
constant voltage, automatic mode switch, two-rate (float-equalize), current limited, and regulated (line
compensated) battery charger. This model is specifically designed for charging batteries used for high
intermittent loads such as engine starting. The charger provides automatic fast recharge with minimum
long-term water consumption.
AC INPUT CIRCUIT BREAKER DC OUTPUT CIRCUIT BREAKER
FIGURE 3.4.3-1 BATTERY CHARGER
In normal operation, when power is first applied, the charger will normally supply its full rated current in
the equalize mode, as indicated by the charger ammeter. The current will remain at the current limit value
until the battery approaches full charge. It will then taper down toward 50% of rated current and then
drop to zero indicating the battery is charged and the charger has switched to float mode. The charger
will then begin to supply whatever current is required by battery leakage and external loads. When a
drain is put on the battery or A.C. power is interrupted, the charger will switch to “Equalize” and produce
high charge current until the battery is again charged.
When connected to a fully discharged battery the charger will supply its rated current for the time required
to charge the battery. This time in hours will be the capacity of the battery in ampere-hours divided by the
current rating of the charger. A very discharged battery can cause charger shutdown (if its terminal
voltage is less than + 5.0 volts) for up to several hours before high charge currents begin to occur.
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There are no field adjustments to make on this charger. The only adjustable device is the float voltage
adjustment on the regulator PC board, which is factory set using precision equipment. For maintenance
instructions refer to Chapter 9, Section 9.4.3.
3.4.4 DC TIE SWITCH
Figure 3.4.4-1 illustrates the battery bank DC Tie Switch. The DC Tie Switch closes to parallel the two
battery banks together when additional cranking power is needed for starting either generator set.
FIGURE 3.4.4-1 DC TIE SWITCH
The DC Tie Switch is located above and centered between the two hydraulic fluid reservoirs, next to the
NATO Slave Receptacle.
The DC Tie Switch is a two-position switch that is normally in the “OFF” position, thereby setting the
batteries into independent configurations. When the NATO Slave Receptacle is used for starting or
charging, the switch must be turned to the “ON” position to start the curbside generator or charge its
batteries.
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3.4.6 STARTER MOTOR
Figure 3.4.6-1 illustrates the starter motor. The Starter Motor is used on the engine and rotates the
engine until combustion occurs and the engine turns on its own.
STARTER SOLENOID
STARTER MOTOR
FIGURE 3.4.6-1 STARTER MOTOR AND STARTER SOLENOID
3.4.7 STARTER SOLENOID
Figure 3.4.6-1 illustrates the Starter Solenoid. The Starter Solenoid engages the starter motor to the
flywheel.
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3.4.8 FUEL TRANSFER PUMP
Figure 3.4.8-1 illustrates the Fuel Transfer Pump. The Fuel Transfer Pump is 24VDC, 1/3 hp, 2.25 GPM
and works in conjunction with the Fuel Level Float Switches and Fuel Transfer Solenoid Valve. There are
two versions of the transfer pump assembly. Both are interchangeable.
FIGURE 3.4.8-1 FUEL TRANSFER PUMP
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3.4.9 DC CONTROL POWER CIRCUIT BREAKER (CBCP)
Figure 3.4.9-1 illustrates the DC Control Power Circuit Breaker. The DC Control Power Circuit Breaker is
used to energize or de-energize the PU 24VDC control power.
FIGURE 3.4.9-1 DC CONTROL POWER CIRCUIT BREAKER (CBCP)
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3.4.10 DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
Figure 3.4.10-1 illustrates the DC panel light bulbs and fault indicator lights.
PANEL LIGHTS
FAULT INDICATOR LIGHTS
FIGURE 3.4.10-1 DC PANEL LIGHT BULBS AND FAULT INDICATOR LIGHTS
3.4.11 BATTERY SLAVE RECEPTACLE
A NATO slave receptacle conforming to MS52131 is provided and connected to the starting batteries to
allow connection of an external battery pack. The receptacle is located on the front external wall of the
PU. The receptacle is provided with a protective cap secured by lanyard to the PU. See Figure 3.4.4-1
for reference.
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3.5 ALTERNATING CURRENT (AC) ELECTRICAL SYSTEM
The major components of the AC electrical system are:
• Station Power Transformer

• 208/120VAC Receptacles
• Wiring Harnesses
• Power Panel Board
• Alternator
• Medium Voltage Output Terminal, Parallel Output
• Medium Voltage Output Terminal, Feeder Output
• Surge Arrestors
• Shore Power
• Circuit Breakers
3.5.1 STATION POWER TRANSFORMER
Figure 3.5.1-1 illustrates the station power transformer, which is rated at 15kVA, and is provided for each
PU. It provides power within the Power Unit to the interior lighting, battery chargers, and convenience
receptacles. The transformer is 4160/2400VAC primary and 208/120VAC secondary connected to a
distribution panel board. The secondary output is 208/120VAC 4 wire. The transformer is fuse protected
on the primary side of the transformer.
STATION POWER TRANSFORMER
FIGURE 3.5.1-1 STATION POWER TRANSFORMER
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3.5.2 208/120VAC RECEPTACLES
WARNING
DO NOT USE 208/120 RECEPTACLES FOR BACKFEEDING POWER. DAMAGE TO

PERSONNEL AND EQUIPMENT COULD RESULT.
Figure 3.5.2-1 illustrates the 208/120VAC receptacles. One 208VAC, 3 phase, 60 amp, 5 wire,
receptacle and four (4) 115VAC, 20 amp receptacles have been included on the PU. The Station Power
Transformer powers these receptacles. The receptacles are protected from damage during transit. The
60 Amp 3 phase receptacle is a Class L Connector. It is supplied with a protective cap with a chain
tethering the cap to the receptacle. The exterior 115VAC receptacles are weatherproof and are ground
fault protected. The receptacles are located on the street-side of the Power Unit.
FIGURE 3.5.2-1 208/120VAC EXTERIOR RECEPTACLES
3.5.3 WIRING HARNESSES
The wiring harnesses connect AC electrical power generation and control system components to their
associated components.
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3.5.4 POWER PANEL BOARD
Figure 3.5.4-1 illustrates the Power Panel Board. The Power Panel Board provides circuit overcurrent
protection (Circuit Breakers), for the internal PU, AC electrical system components, i.e., battery chargers,
lights and convenience receptacles.
FIGURE 3.5.4-1 POWER PANEL BOARD
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3.5.5 SR4B ALTERNATOR
Figure 3.5.5-1 illustrates the SR4B Alternator. The SR4B is a three-phase, alternating current and
brushless 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 alternator is self-ventilated with air entry
through screened openings at the rear of the alternator 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 3.5.5-1 SR4B ALTERNATOR
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3.5.7 MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
Figure 3.5.7-1 illustrates the Tie Output Terminal Box, which is located on the curb-side of the Primary
Distribution Center (PDC. The Tie Output Terminals are Phase A, Phase B, Phase C and Neutral, and
are used to connect the Power Unit to the load.
FIGURE 3.5.7-1 MEDIUM VOLTAGE OUTPUT TERMINAL, TIE OUTPUT
3.5.8 MEDIUM VOLTAGE OUTPUT TERMINAL, FEEDER OUTPUT
Figure 3.5.8-1 illustrates the Feeder Output Terminal Box, which is located on the street-side of the
Primary Distribution Center (PDC. The Feeder Output Terminals are two sets of Phase A, Phase B,
Phase C outputs, and are used to connect the Power Unit to the load.
FIGURE 3.5.8-1 MEDIUM VOLTAGE FEEDER OUTPUT TERMINAL
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3.5.9 SURGE ARRESTORS (SA1, SA2 SA3)
Figure 3.5.9-1 illustrates the high voltage Surge Arrestors, which are located within the Primary
Distribution Center (PDC) cabinet.
FIGURE 3.5.9-1 SURGE ARRESTORS (SA1, SA2 SA3)
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3.5.10 SHORE POWER
Figure 3.5.10-1 illustrates a Shore Power Connection (Plug). Two Battery Charger Shore Power Plugs
are provided for powering the battery charger(s) from an external 120/110VAC power source.
BATTERY CHARGER SHORE POWER PLUG
FIGURE 3.5.10-1 SHORE CONNECTION FOR BATTERY CHARGERS
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3.5.11 CIRCUIT BREAKERS
Figure 3.5.11-1 illustrates the Generator Circuit Breaker (upper breaker), and Feeder Circuit Breaker
(lower breaker) within the PDC.
FIGURE 3.5.11-1 CIRCUIT BREAKERS
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3.6 FUEL SYSTEM
The DPGDS Fuel System discussion addresses the following topics:
• Fuel System Description

• Fuel System Components
3.6.1 FUEL SYSTEM DESCRIPTION
FIGURE 3.6.1-1 FUEL SYSTEM CIRCUIT
a. The fuel supply circuit is a conventional design for unit-injected engines. Refer to Figure 3.6.1-1
for reference. The External Fuel Transfer Pump, of the circuit is a 24VDC, gear type pump
with fixed clearance. The Engine Fuel Transfer Pump pulls fuel from the PU 120 Gallon Fuel
Tank, and delivers it to the EUI Fuel Injectors. The Engine Fuel Transfer Pump incorporates
a check valve in order to permit a fuel flow around the gears for hand priming. The Engine Fuel
Transfer Pump also incorporates a Relief Valve in order to protect the system from extreme
pressure. The excess fuel flow that is provided by the fuel transfer pump cools the fuel from the
unit injectors. The excess fuel flow purges the air from the unit injectors.
NOTE: The inlet fuel temperature to the fuel transfer pump must not exceed 175°F (79°C) when the
engine has reached normal operating temperature. Fuel temperatures above 175°F (79°C)
will reduce the life of the electronics in the ECM and the fuel transfer pump check valves. The
fuel efficiency and the engine power output are reduced when the fuel temperature increases
from 86°F (30°C) to 158° (70°C) F. The GSC+ will give an AL4 Alarm after 30 seconds.
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b. The fuel in the fuel transfer pump flows through the cored passages in the Fuel Block and
through a 2-micron fuel filter. The Fuel Priming Pump is positioned on the fuel filter base in order
to fill the system after the fuel supply and the return manifolds are drained. The fuel supply and
the return passages in the cylinder head are drained in order to reinstall the unit injectors. The
filtered fuel enters the housing for the Electronic Control Module (ECM). This fuel cools the
module as the fuel passes through the ECM. The fuel enters the fuel manifold at the rear of the
cylinder head. The fuel flows continuously from the fuel supply through the Cylinder Head Fuel
Gallery through the EUI Fuel Injectors. This fuel then returns to the fuel tank through the Fuel
Cooler by the return line on the fuel manifold.
c. Fuel is displaced by the EUI Fuel Injector Plunger when the fuel is not being injected into the
cylinder. A Fuel Pressure Regulator is located in the Fuel Block. The Fuel Pressure
Regulator maintains a sufficient amount of backpressure in the system in order to fill the EUI
Fuel Injectors. The Engine Fuel Transfer Pump is located in the front of the engine at the
lower left corner. The Engine Fuel Transfer Pump is mounted to either the front timing gear
cover or a plate. The Engine Fuel Transfer Pump is driven by the gear train.
d. The injection pump, the fuel lines, and the nozzles that are used in the traditional Caterpillar
diesel engines have been replaced with an electronically controlled, mechanically actuated EUI
Fuel Injectors in each cylinder. A solenoid on each injector controls the amount of fuel that is
delivered by the injector and Electronic Control Module (ECM), sends a signal to each injector
solenoid in order to provide complete control of the engine.
3.6.1.1 FUEL INJECTION
a. The Electronic Control Module (ECM) controls the amount of fuel that is injected by varying the
signals to the injectors. The injectors will inject fuel only if the injector solenoid is energized. The
Electronic Control Module (ECM) sends a 90-volt signal to the solenoid in order to energize the
solenoid. By controlling the timing and the duration of the 90-volt signal, the Electronic Control
Module (ECM) can control injection timing and the amount of fuel that is injected.
b. The Electronic Control Module (ECM) sets certain limits on the amount of fuel that can be
injected “FRC Fuel Pos” is a limit which controls the amount of air and of fuel for the purpose of
emission control. This limit is based on the boost pressure When the Electronic Control
Module (ECM) senses a higher boost pressure, the Electronic Control Module (ECM)
increases the ‘FRC Fuel Pos” limit “Rated Fuel Pos” is a limit that is based on the horsepower
rating of the engine. This is similar to the rack stops and to the torque spring on a mechanically
governed engine “Rated Fuel Pos” provides horsepower and torque curves for a specific engine
family and for a specific engine rating. All of these limits are programmed into the personality
module by the factory. These limits are not programmable in the field.
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c. Injection timing depends on three factors:
(1) The Engine rpm

(2) The Engine Load
(3) Other operational conditions including:
• Fuel Temperature
• Ambient Temperature
• Altitude
• Boost Pressure (Turbocharger)
d. The Electronic Control Module (ECM) can determine the top center position of cylinder number
1 from the signal that is provided by the engine speed-timing sensor. The Electronic Control
Module (ECM) decides when the injection should occur relative to the top center position. The
Electronic Control Module (ECM) then provides the signal to the injector at the desired time.
3.6.2 FUEL SYSTEM COMPONENTS
The major components of the fuel system are:
• External Fuel Transfer Pump

• External Fuel Transfer Pump Controls
• 120 Gallon Fuel Tank
• Fuel Injection System
• Electronic Control Module (ECM)
• Electronic Unit Injector (EUI)
• Primary Fuel Filter
• Fuel Shut-Off Valve
• Primary Filter Drain Valve
• Secondary Fuel Filter
• Fuel Priming Pump
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3.6.2.1 EXTERNAL FUEL TRANSFER PUMP
Figure 3.6.2.1-1 illustrates the external fuel transfer pump. The Fuel Transfer Pump is 24VDC, 1/3 hp,
2.25 GPM and works in conjunction with the Fuel Level Float Switches and Fuel Transfer Solenoid Valve.
There are two version of the transfer pump assembly, both are interchangeable.
FIGURE 3.6.2.1-1 EXTERNAL FUEL TRANSFER PUMP
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3.6.2.1.1 EXTERNAL FUEL TRANSFER PUMP CONTROLS
Figure 3.6.2.1.1-1 illustrates the two external fuel transfer pump control switches. The switch on the left,
labeled T-O-A (Test-Off-Auto), allows the operator to test the external fuel pump to insure that it is
functioning properly, turn the pump off when required, or set it to Auto and allow the float switches to
control the flow of fuel to the tank. The switch on the right, labeled G1-G2, allows the fuel pump to
operate from either battery bank. When Generator 1 or Generator 2 is shutdown for maintenance, and
the battery bank for that generator is disconnected, the fuel pump can operate from the other battery
bank. Refer to FO-43A and FO-43B and FO-44A through FO-44C for additional information.
FIGURE 3.6.2.1.1-1 EXTERNAL FUEL PUMP CONTROL SWITCHES
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3.6.2.2 120 GALLON FUEL TANK
Figure 3.6.2.2-1 illustrates the 120 Gallon Fuel Tank or "Day Tank". It is located on the front of the Power
Unit. A full tank of fuel allows approximately two hours of running time at full output.
120 GALLON FUEL TANK
FIGURE 3.6.2.2-1 120 GALLON FUEL TANK
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3.6.2.3 FUEL INJECTION SYSTEM
Figure 3.6.2.3-1 illustrates the fuel injection system and identifies its major components.
(1) Unit Injector, (2) Adjusting Nut, (3) Rocker Arm Assembly, (4) Camshaft
FIGURE 3.6.2.3-1 FUEL INJECTION MECHANISM
The unit injector (1) allows fuel to be injected into the combustion chamber at the precise time. Two idler
gears and a cluster gear that is driven off the crankshaft gear drive the camshaft gear. The timing marks
on the crankshaft gear, on the cluster gear, and on the housing of the timing cover are aligned in order to
provide the correct relationship between the piston and the valve movement. The camshaft has three
lobes for each cylinder. Two lobes operate the inlet valves and the exhaust valves, and one lobe
operates the unit injector mechanism. Force is transmitted from the unit injector lobe on the camshaft (4)
to the top of the unit injector (1) through the rocker arm assembly (3). The adjusting nut (2) allows the
injector lash to be set.
3.6.2.4 ELECTRONIC CONTROL MODULE (ECM)
The Electronic Control Module (ECM) controls the amount of fuel that is injected by varying the electrical
signals to the injectors. The injectors will inject fuel only if the injector solenoid is energized. The
Electronic Control Module (ECM) sends a 90-volt signal to the solenoid in order to energize the solenoid.
By controlling the timing and the duration of the 90-volt signal, the Electronic Control Module (ECM) can
control injection timing and the amount of fuel that is injected.
Injection timing depends on three factors the engine rpm, the engine load, and other operational
conditions. The Electronic Control Module (ECM) can determine the top center position of cylinder
number 1 from the signal that is provided by the engine speed-timing sensor. The Electronic Control
Module (ECM) decides when the injection should occur relative to the top center position. The Electronic
Control Module (ECM) then provides the signal to the injector at the desired time.
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3.6.2.4.1 ELECTRONIC UNIT INJECTOR (EUI)
Figure 3.6.2.4.1-1 illustrates the Electronic Unit Injector components.
(1) Spring, (2) Solenoid Connection to ECM, (3) Solenoid Valve Assembly, (4) Plunger, (5) Barrel,
(6) Seal, (7) Seal, (8) Spring, (9) Spacer, (10) Body, (11) Check Valve, (12) Seal
FIGURE 3.6.2.4.1-1 ELECTRONIC UNIT INJECTOR (EUI) COMPONENTS
The fuel exits the fuel supply manifold. The fuel flows through the drilled passages in the cylinder head.
This fuel enters the unit injector at the fill port. Refer to Figure 3.6.2.4.1-1, Unit Injector Components. As
the unit injector mechanism produces force to the top of the unit injector, spring (1) and plunger (4) is
moved downward. This causes fuel to be displaced through the valve in the solenoid valve assembly (3),
and into the return manifold to the tank. The fuel passage into barrel (5) is closed by the outside diameter
of the plunger (4). The passages to the injector tip within the body (10) and along the check valve (11)
are filled with fuel as the plunger moves down. After the fuel passage in the plunger barrel is closed, fuel
can be injected at any time. These requirements are programmed into the electronic control module.
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When the solenoid valve assembly (3) is energized from a signal across the solenoid connection (2), the
solenoid valve closes and the pressure in the injector tip is increased. Injection starts at 5000 ± 275 PSI
(34474 ± 1896 kPa) as the force of spring (8) is overcome. This causes the check valve to rise from the
seat. The pressure continues to increase as the plunger cycles through the full stroke. After the correct
amount of fuel has been discharged into the cylinder, the electronic control module signals across the
solenoid connection. This signal indicates that the solenoid valve assembly is de-energized and that the
solenoid valve is opened. The high-pressure fuel is dumped through the spill port, to the fuel return
manifold and then to the tank.
The length of time for the injection will meter the fuel that is consumed during the fuel injection into the
cylinder. Injection length is controlled by the governor logic that is programmed into the electronic control
module of the fuel system electronic control circuit.
After the maximum lift point is achieved, the force to the top of the unit injector is removed as spring (1)
expands. The plunger returns to the original position. This uncovers the fuel supply passage to the
plunger barrel in order to refill the injector pump body. The low-pressure fuel circulates through the
injector body. The fuel then exits through the spill port. This occurs until solenoid valve assembly (3) is
again energized.
3.6.2.5 PRIMARY FUEL FILTER
Figure 3.6.2.5-1 illustrates the Primary Fuel Filter. The 3456 EPG Engine is equipped with a Primary Fuel
Filter. The Primary Fuel Filter consists of a Element and a Bowl. The element includes the larger upper
beveled seal. The bowl includes the smaller lower seal.
Figure 3.6.2.5-1 illustrates the Fuel Shutoff Valve. The Fuel Shutoff Valve stops the flow of fuel from the
120 Gallon fuel tank illustrated in Figure 3.6.2.2-1, to its associated engine.
Figure 3.6.2.5-2 illustrates the Primary Fuel Filter Drain Valve. Water the primary fuel filter separates
from the fuel accumulates in this bowl. The drain valve allows any water that accumulates in the bowl to
be drained. If the water is not drained when the bowl becomes full, an increased resistance to fuel flow
will result.
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PRIMARY FUEL FILTER
FUEL SHUT-OFF VALVE
FIGURE 3.6.2.5-1 PRIMARY FUEL FILTER
PRIMARY FUEL FILTER DRAIN

VALVE
FIGURE 3.6.2.5-2 PRIMARY FUEL FILTER DRAIN VALVE
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3.6.2.6 SECONDARY FUEL FILTER
Figure 3.6.2.6-1 illustrates the Secondary Fuel Filter. The Secondary Fuel Filter filters the fuel after the
engine mounted fuel pump, and before the Electronic Unit Injectors (EUI).
SECONDARY FUEL FILTER
FIGURE 3.6.2.6-1 SECONDARY FUEL FILTER
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3.6.2.7 FUEL PRIMER PUMP
Figure 3.6.2.7-1 illustrates the Fuel Primer Pump. The Fuel Primer Pump is used to bleed air from the
fuel system.
FUEL PRIMER PUMP
FIGURE 3.6.2.7-1 FUEL PRIMER PUMP
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3.7 COOLING SYSTEM
The discussion of the Cooling System includes the following topics:
• Cooling System Operation

• Cooling System Components
• Coolant Specifications
3.7.1 COOLING SYSTEM OPERATION
Figure 3.7.1-1 illustrates the Cooling System theory of operation. The cooling system for each generator
set consists of two cooling circuits. One coolant circuit cools the engine block. The other circuit cools the
pressurized and filtered engine intake air by using an Air to Air Cooler (ATAAC). The filtered engine
intake air is carried to and from the engine compartment in 4.00-inch diameter pipes that pass through the
top of the interior trailer wall to the ATAAC. The engine block is cooled with a water and anti-freeze
mixture running through the Radiator. The coolant is carried in a combination of 2.50 and 3.00-inch pipes
that pass through the center of the interior trailer wall.
FIGURE 3.7.1-1 COOLANT SYSTEM OPERATION
In operation, the water pump sends most of the coolant from the radiator, through the oil cooler, to the
cylinder block, through a bonnet and an elbow. The coolant goes around the cylinder liners, through the
water directors and into the cylinder head. The water directors send the flow of coolant around the valves
and the passages for the exhaust gases in the cylinder head. The coolant then flows to the front of the
cylinder head. At this point, water temperature regulators; control the direction of the coolant flow. The
water temperature regulators are closed when the engine is cold. The coolant flows through the regulator
housing and elbow back to water pump. If the coolant is at normal operating temperature, the water
temperature regulators open and the coolant flows to the radiator, through the outlet hose. The coolant
becomes cooler as the coolant moves through the radiator. When the coolant gets to the bottom of the
radiator, the coolant goes through the inlet hose and drawn into the water pump to start the cycle again.
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The vent line will purge any air out of the top of a bottom filled system. Coolant that expands past the
radiator is retained in the Coolant Tank. The Coolant Tank is welded to the top, front of the PU, see
Figure 2.1-2 and Figure 2.1-5. Coolant contracts as the temperature drops and is drawn back into the
radiator.
3.7.2 COOLING SYSTEM COMPONENTS
The major components of the Cooling System are:

• Radiator
• Radiator Drain
• Radiator Hose Drain
• Coolant Tanks
• Coolant Temperature Regulator Circuit
• Coolant System Air Bleed Valve
3.7.2.1 RADIATOR
Figure 3.7.2.1-1 illustrates the MEP-PU-810 A/B radiator compartment, which contains two
Radiator/ATAAC assemblies in an "A" frame configuration. Each radiator is connected respectively to
each 3456 EPG Engine. Additionally, Figure 3.7.2.1-2 and Figure 3.7.2.1-3 provided details of radiator
hoses, pipes and valves and plugs.
FIGURE 3.7.2.1-1 DPGDS RADIATOR "A" FRAME HOUSING ASSEMBLY
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FIGURE 3.7.2.1-2 RADIATOR DRAIN
FIGURE 3.7.2.1-3 RADIATOR HOSE DRAIN
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3.7.2.2 COOLANT TANKS
Figure 3.7.2.2-1 illustrates a Coolant Tank Cut-Away View. There are two Coolant Tanks welded to the
Power Unit. Both Coolant Tanks are located at the top of the front of the Power Unit, and are separately
connected to the respective radiator.
FIGURE 3.7.2.2-1 COOLANT TANK CUT-AWAY VIEW
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3.7.2.3 COOLANT TEMPERATURE REGULATOR CIRCUIT
Figure 3.7.2.3-1 illustrates the Coolant Temperature Regulator Circuit. The Coolant Temperature
Regulator Circuit has the following components: Water Pump, Thermostat Housing and Oil Cooler. The
Water Pump pulls coolant from the Radiator (Cools the Coolant) and sends it through the Oil Cooler
Housing (Cools the Engine Oil), through the engine block (Cools the Engine Block) to the Thermostat
Housing (Controls Engine Temperature by opening and closing). At rated speed the Water Pump, pumps
132 GPM.
THERMOSTAT HOUSING
WATER PUMP HOUSING
OIL COOLER HOUSING
FIGURE 3.7.2.3-1 COOLANT TEMPERATURE REGULATOR CIRCUIT
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3.7.2.4 COOLING SYSTEM AIR BLEED VALVE
Figure 3.7.2.4-1 illustrates the Cooling System Air Bleed Valve. The Cooling System Air Bleed Valve is
used for bleeding the trapped air within the engine while refilling the coolant system.
FIGURE 3.7.2.4-1 COOLING SYSTEM AIR BLEED VALVE
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3.7.3 COOLANT CHARACTERISTICS
Coolant generally consists of water combined with corrosion inhibitors or water combined with antifreeze
and corrosion inhibitors. The correct selection of coolant has a direct effect on the efficiency and/or
service life of both the cooling system and the engine.
Coolant must be able to transfer heat from hot engine components to a radiator or heat exchanger where
the heat is dissipated. To do this job correctly, coolant must be protected against freezing. The best
protection against coolant freezing is the correct mixture ratio of the coolant. Use the correct mixture ratio
of ethylene glycol and water or the correct mixture ratio of methoxy propanol and water as a coolant. The
most common antifreezes that are available use ethylene glycol to provide freeze protection. The coolant
must prevent the formation of rust and pits in the engine and other components. Since all water can
cause corrosion, water alone is not a good coolant. Both distilled water and softened water are
unacceptably corrosive when corrosion inhibitors are not added. (Refer to Table 3.7.3-1).
TABLE 3.7.3-1 PROTECTION TEMPERATURES FOR ANTIFREEZE CONCENTRATIONS

PROTECTION CONCENTRATION
5°F (-15°C) 30% antifreeze, 70% water
-12°F (-24°C) 40% antifreeze, 60% water
3.7.4 COOLING FLUID SPECIFICATIONS
The DPGDS PU engine cooling systems are designed for the use of Caterpillar, Inc. Extended Life
Coolant (ELC) in a premixed, full fill mixture. Use of a coolant other than ELC will require different
maintenance requirements, and is not prescribed. The cooling system is factory filled with ELC. ELC
contains the proper amount of specified water at a 50%/50% mixture.
Coolant is normally composed of three elements:
• Water
• Additives
• Ethylene Glycol
3.7.4.1 WATER
ELC premixed, full fill coolant has the correct specification water already included in the ELC container.
This eliminates the following water problems listed below:
• Hard water
• Water that is softened with salt
• Salt water
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In emergency situations if distilled water or de-ionized water is not available, use water with the
characteristics that are listed in Table 3.7.4.1-1.
TABLE 3.7.4.1-1 ACCEPTABLE CHARACTERISTICS OF WATER

CHARACTERISTIC MAXIMUM LIMIT ASTM TEST
Chloride (CI) 40 mg/L (2.4 grains/US gal) “D512b”,“D512d”, “D4327”
Sulfate (SO) 100 mg/L (5.9 grains/US gal) “D516b”, “D516d”
Total Hardness 170 mg/L (10 grains/US gal) “D1126b”
Total Solids 340 mg/L (20 grain/US gal) “D1888a”
PH 5.5 to 9.0 “D1293”
For a water analysis, consult one of the following sources:
• Local Caterpillar dealer
• Local water utility company
• Local agricultural agent
• Independent laboratory
3.7.4.2 ADDITIVES
ELC does not require any additives accept for the ELC Coolant System Extender Package added
during the service interval listed in Chapter 13. Use of non-compatible additives with the ELC coolant can
lead to loss of the long life effect of the ELC Coolant or even serious cooling system damage.
ELC helps to protect the metal surfaces of the cooling system. A lack of ELC Coolant, lack of
maintenance or contamination of the ELC Coolant with standard coolant additives can enable the
following conditions to occur:
• Corrosion
• Formation of mineral deposits
• Rust
• Scale
• Corrosion and erosion from cavitation of the cylinder liner
• Foaming of the coolant
Portions of the ELC Coolant chemical contents are depleted during engine operation. These protective
properties must be replaced periodically. Adding the ELC Extender Package to Extended Life Coolant
(ELC) at the proper service interval can do this. ELC Extender must be added at the proper volume for
the PU coolant volume capacity.
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3.7.4.3 ETHYLENE GLYCOL
ELC does contain Ethylene Glycol. Ethylene Glycol in the coolant helps to provide protection against the
following conditions:
• Boiling
• Freezing
• Cavitation of the water pump and the cylinder liner
Caterpillar recommends premixed, Extended Life Coolant for optimum performance. ELC contains the
proper amount of specified water at a 50%/50% mixture.
3.7.4.4 CATERPILLAR COOLANTS
WARNING
DO NOT MIX ELC WITH ANY OTHER TYPE OF COOLANT. COOLING PROPERTIES
COULD BE ADVERSELY AFFECTED. DAMAGE TO EQUIPMENT COULD RESULT.
The following two coolants can be used in the 3456 EPG Caterpillar engines:
• Preferred: Caterpillar Extended Life Coolant (ELC) or a commercial extended life coolant
that meets the Caterpillar EC-1 specification (See Table 3.7.4.4-1).
• Acceptable: A Caterpillar Diesel Engine Antifreeze Coolant (DEAC) or, a commercial heavy-
duty coolant/antifreeze that meets ASTM D4985” or “ASTM D5345”
specifications (See Table 3.7.4.4-1).
NOTE: Caterpillar developed the EC-1 specification. The EC-1 specification is an industry standard.
The EC-1 specification defines all of the performance requirements that are needed for an
engine coolant to be sold as an extended life coolant for Caterpillar engines. ELC meets the
industry performance requirements of “ASTM D4985” and “ASTM D5345” for heavy-duty low
silicate coolant/antifreezes. ELC also meets the industry performance requirements of
“ASTM D3306” and “ASTM D4656” for automotive applications.
The ELC anti-corrosion package is totally different from conventional coolants. ELC has been formulated
with the correct amounts of additives in order to provide superior corrosion protection for all metals in
engine cooling systems. ELC extends the service life of the coolant to 6000 service hours or six years.
ELC does not require a frequent addition of a Supplemental Coolant Additive (SCA).
An ELC Extender Package is the only additional maintenance that is needed at 3000 service hours or
three years.
Premixed ELC is available with distilled water in a 50/50 concentration. The Premixed ELC provides
freeze protection to –34°F (-37°C). The Premixed ELC is used for the initial fill of the PU cooling system.
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NOTE: It is mandatory that ELC be used as the topping off coolant.
ELC Concentrate is also available. ELC Concentrate will lower the freezing point to -62°F (– 52°C) for
arctic conditions. Use ELC Concentrate to adjust the freezing point of the coolant, if necessary.
NOTE: When ELC is not to be used due to an emergency, Caterpillar recommends a 50/50
water/glycol mixture for optimum coolant/antifreeze performance. Caterpillar DEAC does not
require a treatment with an SCA at the initial fill. A commercial heavy-duty coolant/antifreeze
that meets “ASTM D4985’ or “ASTM D5345” specifications will require a treatment with an
SCA at the initial fill.
TABLE 3.7.4.4-1 COOLANT SERVICE LIFE

COOLANT TYPE SERVICE LIFE
Caterpillar ELC 6000 Service Hours or Six Years
Caterpillar DEAC 3000 Service Hours or Three Years
Commercial Heavy-Duty Coolant/ Antifreeze that meets
3000 Service Hours or Two Years
“ASTM D5345”
Commercial Heavy-Duty Coolant/ Antifreeze that meets
3000 Service Hours or One Year
“ASTM D4985”
Caterpillar SCA and Water 3000 Service Hours or Two Years
Commercial SCA and Water 3000 Service Hours or One Year
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3.8 HYDRAULIC SYSTEM OPERATION
Figure 3.8-1 illustrates the Hydraulic System Operation. The hydraulic system used in Power Unit
provides the required power to cool the Power Unit. An engine mounted hydraulic gear pump takes low-
pressure hydraulic fluid from the reservoir, through one 100-mesh strainer (141 Micron) with a 3 PSI
bypass mounted inside the tank, and provides high-pressure fluid to the hydraulic fan motors that drive
the system. The high-pressure fluid from the hydraulic pumps is then forced through a Pressure
Relief/Control Block, which contains a 3,200 + 100-PSI pressure relief valve. From the control block the
high-pressure fluid is transferred through the hydraulic motors, which drive the cooling fans. After the
fluid passes through the hydraulic motors, the low-pressure fluid is then carried through a hydraulic fluid
heat exchanger. The cycle is completed when the fluid returns to the reservoir, through the tank top 3-
micron absolute filter. The case drain on the After Cooler Motor allows hydraulic fluid, from the seal cavity
in the motor, to drain back to the reservoir at atmospheric pressure.
FIGURE 3.8-1 HYDRAULIC SYSTEM OPERATION
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3.9 LUBRICATION SYSTEM
The lubrication system discussion addresses the following topics:
• Oil Flow Through a Warm Engine

• Oil Flow Through a Cold Engine
• Oil Flow Through a Engine Block
• Lubrication System Components
• Lubricant Specifications
3.9.1 LUBRICATION SYSTEM OPERATION
3.9.1.1 OIL FLOW THROUGH A WARM ENGINE
Figure 3.9.1.1-1 illustrates oil flow through a warm DPGDS 3456 EPG engine. When the engine is warm,
oil comes from the oil pan through the suction bell to the oil pump. The oil pump then sends warm oil to
the oil cooler. The oil is next sent to the oil filter. Oil from the oil filter is then provided to the oil manifold
in the cylinder block and to the oil supply line for the turbocharger. Oil from the turbocharger goes back
through the oil return line to the oil pan.
FIGURE 3.9.1.1-1 3456 EPG WARM ENGINE OIL FLOW
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3.9.1.2 OIL FLOW THROUGH A COLD ENGINE
Figure 3.9.1.2-1 illustrates oil flow through a cold DPGDS 3456 EPG engine. When the oil is cold, an oil
pressure difference across the bypass valves causes bypass valves to open. These bypass valves then
provide immediate lubrication to all of the engine components when cold oil with high viscosity causes a
restriction to the oil flow through the oil cooler and the oil filter. The oil pump then sends the cold oil
through the bypass valve for the oil cooler and through the bypass valve for the oil filter. The oil then
goes to the oil manifold in the cylinder block and to the supply line for the turbocharger. Oil from the
turbocharger goes back through the oil return line to the oil pan.
FIGURE 3.9.1.2-1 3456 EPG COLD ENGINE OIL FLOW
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3.9.1.3 OIL FLOW THROUGH AN ENGINE BLOCK
Figure 3.9.1.3-1 illustrates oil flow paths within the DPGDS 3456 EPG Engine. The oil from the oil
manifold is sent under pressure through drilled passages to the crankshaft main bearings. The oil flows
through drilled holes in the crankshaft. This oil lubricates the connecting rod bearings. A small amount of
oil is sent through the piston cooling jets. The piston cooling jets cool the pistons. Oil flows through
passages in the timing gear housing and the accessory drive gear.
FIGURE 3.9.1.3-1 3456 EPG ENGINE OIL FLOW SCHEMATIC

The adjustable idler gear, the fixed idler stub shaft and the cluster idler gear all get oil from passages in
the cylinder block. The oil flows through a passage in the idler gear shaft. The idler gear shaft is installed
on the front of the cylinder block.
There is a pressure control valve in the oil pump. This valve controls the pressure of the oil that flows
from the oil pump. The oil pump supplies a greater quantity of oil than necessary into the system. The
extra quantity of oil will cause the pressure to rise and the valve will open. This allows the oil that is not
needed to go back to the inlet oil passage of the oil pump.
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USAF TO 35C2-3-518-1

COMMERCIAL TECHNICAL MANUAL

OPERATION AND MAINTENANCE

© 2007 DRS RADIAN

RIGHTS IN DATA, EXPORT CONTROL, HANDLING AND DESTRUCTION

Operation and Maintenance Manual 01646.1R0253/1R0254

MODEL 1R0253, MEP-PU-810A, CLASS L CONNECTORS

MODEL 1R0254, MEP-PU-810B, CLASS L CONNECTORS

WARNING--This document contains technical data whose export is restricted by

HANDLING AND DESTRUCTION NOTICE—Comply with distribution

READ THIS SECTION, PRIOR TO PERFORMING ANY MAINTENANCE.

IMPORTANT SAFETY WARNINGS APPROPRIATE FOR ALL MAINTENANCE

THE EQUIPMENT COVERED IN THIS MANUAL MUST BE INSTALLED, OPERATED,

• THE SKILLS AND TECHNIQUES NECESSARY TO DISTINGUISH

• THE SKILLS AND TECHNIQUES NECESSARY TO DETERMINE THE

• THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES,

• THE PROPER USE OF SPECIAL PRECAUTIONARY TECHNIQUES,

THESE INSTRUCTIONS ARE INTENDED ONLY FOR SUCH QUALIFIED PERSONS.

HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND

HEARING LOSS WILL OCCUR IF THIS WARNING IS NOT OBSERVED AND

BATTERY ELECTROLYTE CONTAINS SULFURIC ACID, WHICH CAN CAUSE

WHEN DISCONNECTING BATTERY CABLES, ALWAYS DISCONNECT NEGATIVE

HIGH VOLTAGE MAY CAUSE SEVERE INJURY OR DEATH UPON CONTACT

DO NOT PERFORM THE FOLLOWING TASK WHEN THE GENERATOR SET IS

REMOVE ALL RINGS, NECKLACES, JEWELERY AND LOOSE CLOTHING.

MUFFLER ASSEMBLIES ARE HEAVY. USE EXTREME CAUTION WHEN

INSURE THAT HEATER STRIP COVERS ARE ON WHEN GENERATOR IS RUNNING.

THE INSULATION TESTER PRODUCES HIGH VOLTAGE. TO AVOID PERSONAL

DO NOT COME IN CONTACT WITH LOAD TERMINAL DURING TEST. DEATH BY

FOLLOW MANUFACTURER'S TEST PROCEDURES INCLUDED WITH THE TEST

ALWAYS CONSIDER AN ARRESTER TO BE ENERGIZED UNTIL THE LINE AND

USE OF A LIFTING DEVICE IS RECOMMENDED FOR REMOVING THE STATION

BEFORE WORKING ON THE BATTERY CHARGER, INSURE THAT AC POWER IS

ETHER IS HIGHLY FLAMMABLE AND TOXIC TO SKIN, EYES, AND RESPIRATORY

DIESEL FUEL IS FLAMMABLE AND MODERATELY TOXIC TO EYES, SKIN, AND

WHEN POWER GENERATION EQUIPMENT MUST BE IN OPERATION TO MAKE

EXPLOSION HAZARD – WHEN IN HAZARDOUS LOCATIONS, DISCONNECT

RELEASE THE PRESSURE IN THE COOLING SYSTEM BEFORE PERFORMING ANY

DO NOT ALLOW UNDILUTED CORROSION INHIBITORS OR DILUTED/UNDILUTED

DO NOT USE CHROMATE CORROSION INHIBITORS IN A COOLING SYSTEM.

ALWAYS FOLLOW THE MANUFACTURER’S INSTRUCTIONS WHEN HANDLING

ETHYLENE GLYCOL MAY CATCH FIRE WHEN IT IS HOT OR EXPOSED TO AN

DO NOT USE ALCOHOL IN PLACE OF ANTIFREEZE. ALCOHOL HAS A LOWER

DO NOT ATTEMPT TO TIGHTEN ANY HOSE CLAMPS WHILE THE COOLING

AT OPERATING TEMPERATURE, ENGINE COOLANT IS HOT AND UNDER

REMOVE FILLER CAP SLOWLY TO RELIEVE PRESSURE ONLY WHEN THE

COOLING SYSTEM CONDITIONER CONTAINS ALKALI. AVOID CONTACT WITH

IF EXPOSED TO CONTAMINMENTS SUCH AS FUELS, COOLANTS, HYDRAULIC

DO NOT ALLOW GASKET MATERIAL TO FALL INSIDE ROCKER LEVER HOUSING.

DO NOT RESET A FAULT BEFORE DETERMINING AND CORRECTING THE CAUSE

ASBESTOS DUST HAZARD

SINCE SOME BRAKE SHOE FRICTION MATERIALS CONTAIN ASBESTOS.

AVOID CREATING OR BREATHING DUST. AVOID MACHINING, FILING, OR

SALTWATER, GRANULAR FERTILIZERS AND OTHER CORROSIVE MATERIALS

PROPER MATCHING OF THE TIRE/WHEEL COMBINATION IS ESSENTIAL TO

DO NOT GET GREASE OR OIL ON BRAKE LININGS. BRAKES WILL NOT

DO NOT MIX LITHIUM, CALCIUM, SODIUM OR BARIUM COMPLEX GREASES DUE

DO NOT DISASSEMBLE THE SPRING BRAKE. IT CONTAINS A COMPRESSED

FAILURE TO CORRECTLY LUBRICATE BEARINGS AND MAINTAIN PROPER

a. Operating Temperature Range: -25 deg F – 125 deg F.