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. ONAN CONTROLS TRAINING MANUAL Onan Plant The Onan plant is located in the suburb of Fridley on the north side of Minneapolis. The move to this facility was commenced in October of 1968 and com pleted in the spring of 1969. The facility covers almost 15 acres and employs ap proximately 1600 people at this time.
Aerial View This aerial view of the Onan faci I ity shows how the three story administration building, the engineering building and the manufacturing plant are all interconnected. The physical design of the structure also represents the organ izational design of the corporation: ad ministration, engineeri ng and manufacturing are all working together to provide top quality products and _service to Onan customers.
New Onan Plant The new Onan plant is located in Huntsville, Alabama. Production at the plant was started in late 1974. The plant contains 465,390 square feet of floor space which covers almost 11 acres and employs approximately 450 people at this time. One unique aspect is the fact that the Onan Jet Star can taxi right up to the front door from the Madison county airport complex. "ONAN" CONTROLS TRAINING MANUAL
TABLE OF CONTENTS
TITLE PAGE
INTRODUCTION ...... 2
SAFETY PRECAUTIONS...... 3
DEFINITION, FUNCTION AND EXPLANATION OF SYMBOLS USED IN ONAN WIRING DIAGRAMS ...... 4
DICTIONARY OF BASIC ELECTRICAL TERMS 6
DEFINITION AND FUNCTION OF COMPONENTS IN ONAN CONTROLS INCLUDING SOLID STATE...... 8
STARTING METHODS AND COMPONENT FUNCTIONS...... 10
STANDARD TERMINAL BLOCKS IN "ONAN" CONTROLS...... 11
CONTROL-THEORY OF OPERATION, TROUBLESHOOTING AND WIRING DIAGRAMS ...... 12
TEST EQUIPMENT ...... 76
ACCESSORY AND SAFETY ITEMS...... 78 INTRODUCTION
Every On an engine and/or engine generator set is In essence, the controls do just exactly what the designed and built for specific use or title says they do-they control! Some of the applications. By this we mean that units are things they control are starting, start disconnect, specifically designed for uses such as running, stopping, battery charging and ignition. recreational vehicles, marine water cooled units, Many additional emergency safety features built refrigerated trucks, fire and rescue use, garden into many Onan models are electrically con tractors and fork lifts, construction equipment trolled such as Lopko, Hwtko, Hetko, engine and tools and often unique custom built overspeed, etc. Each of these features will be applications such as floor scrubbers, skid explained when applicable to any control. loaders, ditch diggers, etc. A complete line of controls is available, each custom built to match their products. These controls may be manual, electric, remote, automatic or special adaptation.
In using this training manual the student should become familiar with all types of Onan controls, their operation, various component functions in the different systems (including the latest in "solid state controls"), and troubleshooting. The contents of this training manual are assembled with the idea of providing the service personnel with a complete step-by-step analysis of the operation of each type of control from start to stop. The controls covered will be represen tative of the complete line for all types of controls used with standard Onan units for most applications.
Appropriate schematics and wiring diagrams will be used and explained along with block diagrams or flow charts to illustrate what happens in each cycle of the unit's operation. A slide set is available to aid the instructor in teaching the material covered in the text of this manual. Again, this manual covers strictly "class A" controls on Onan-built models ranging in size from 1 through 25 kW.
When dealing with controls, a service person should have a thorough knowledge of basic electronics, terminology and schematic symbols and interpretation. He or she must also unders tand the basic differences of each type of control, Safety should be of utmost concern when work know how to make all checks, adjustments and ing with controls involving high currentorvoltage troubleshooting, all within a reasonable amount or both. Pay attention to all warning and cautions of time and expense for the owner's sake and as wherever they appear in the manual and be sure general good business practice. and read the safety precautions which follow.
2 SAFETY PRECAUTIONS
Throughout this manual you will notice Flags Don't take unnecessary risks and don't work containing WARNINGS and CAUTIONS which alone. alert you to a condition that is potentially dangerous to the operator, service personnel or Use extreme caution when working with any the equipment itself if certain safety precautions electrical components. High voltages can cause are ignored. injury or death.
Don't tamper with or remove any interlocks or built-in safety devices.
I WARNING~ Onan uses this symbol Follow all state and local electrical codes. ~o.~.~...... ,..,.. throughout this manual to warn of possible serious personal injury. Don't touch any electrical equipment while stan ding on metal floors, damp concrete or other well grounded surfaces. This symbol refers to ~ possible equipment Before performing any maintenance on the set, damage. disconnect the battery to prevent accidental starting of the set. A direct short across the battery terminals can cause an explosion. Con nect the ground lead last!
The real measure of a shocks' intensity lies in the First and foremost is to protect against electric amount of current (amperes) forced through the shock! body, and NOT the voltage potential. A current of 100 milliamperes (1/10 amp) across the heart is When working on, with or near electrical equip lethal. ment, move slowly! If a person is knocked out by an electrical shock, Make sure your feet are firmly placed for good it's impossible to know how much current passed balance. through the bodies' vital organs. Cautiously move shock victim to a safer area and begin artificial Don't lunge after falling tools. respiration immediately!
Remove all electric power and ground all high Know all first aid measures for treating victims of voltage points before removing protective covers electrical shock. Immediate treatment is essential or shields or touching any components and in all cases. wiring. Remember-the more you know about electrical Use rubber insulative mats placed on dry wooden equipment and controls, the more heedless and platforms over floors which are metal or concrete less cautious you're apt to become. before working on any electrical equipment. Don't wear damp clothing or wet shoes or allow skin surfaces to be damp when handling electrical Keep a fire extinguisher available. Make sure the equipment. type of fire extinguisher is correct for the area it is used in. For most types of fires, an extinguisher Jewelry is a good conductor of electricity and rated ABC by the NFPA is available which is should be removed when working on controls. suitable for use on all types of fires except alcohol. Water itself is the best substance to use Don't work on controls when mentally or on fires of this nature. physically fatigued. Use extreme care when making any adjustments Keep left hand in your pocket while investigating on equipment while it is running or having live electrical equipment. protective shields removed.
3 DEFINITION, FUNCTION AND EXPLANATION OF SYMBOLS USED IN ONAN WIRING DIAGRAMS
As a general rule most of the information as 10. All diagrams show the use of each compo shown in Onan pictorial wiring diagrams and nent in the circuit (such as voltage-sensitive schematics follows the current industry stan relays and regulators, resistors, capacitors, dards for symbols used throughout the diagrams. diodes, etc.) but normally don't show enough However, there are certain cases and some internal circuitry to be sufficient for all testing special items which require symbols found only that may be necessary in troubleshooting. on On an units. These wi II be explained separately Separate component wiring diagrams for on the following pages. The information given in internal circuitry are available upon request. this section will help the student who is totally unfamiliar with the Onan line get acquainted faster. First, some general notes which apply to all Onan wiring diagrams: When ordering these separate diagrams always specify part number and description for the following components: Start-disconnect relays 1. All electrical circuits are shown in the "off" Engine monitor relays (de-energized position) unless otherwise Cycle cranking relays noted. Automatic amplifier relays 2. The shape and terminals as shown in pictorial Voltage sensitive relays views are usually a "top view." 3. All components are identified by description 11. All resistor values are given in ohms and as well as part number on older-style Onan watts. Condensers, transformers and meters drawings. are described by their electrical 4. On newer-style Onan drawings, all com characteristics. ponents are identified by reference number. 12. All adders or optional items such as LOPKO, The referenced numbers are then identified in HWTKO, OVERSPEED, ELECTRIC CHOKE, the parts list as to part number and part FUEL PUMPS and SOLENOIDS are normally description. A parts list is usually shown in the shown as connected by dotted lines and upper left hand corner or side. designated by the term "when used" in the 5. All diagrams usually show both pictorial and parts list. schematic diagrams. 13. The following suggestions are intended to be 6. On pictorial views-the components are used as helpful service tips. shown as located in actual position whenever a. Service personnel should tag wires to possible. assure proper reconnections. 7. On pictorial views-dotted lines indicate the b. Take photographs of more complex wiring physical confines of the actual part. before disconnecting wires. 8. All tie points and connections are shown as is c. Use the correct wiring diagram for your on the pictorial view. model and follow the connections shown 9. Electrical polarity is shown at any point where on the diagram. reversal of same could damage the compo d. Double check all wiring and connections nent such as diodes, transistors, etc. before starting or applying power.
4 NOTES
5 DICTIONARY OF BASIC ELECTRICAL TERMS AS APPLIES TO ONAN UNITS AND CONTROLS
VOLT: Force required to force one ampere CONDUCTANCE: The ability or ease with which through a resistance of one ohm. EMF, Poten a conductor passes electricity. tila unit of electrical pressure (effort) E. MAGNETISM: The property possessed by certain AMPERE: Current flowing in a given time under a substances (especially iron or steel) by which force of one volt, when there is a resistance of they exert forces of attracting or repelling. one ohm in the circuit. OHM'S LAW: The statement expressing the OHM: Unit of opposition to current flow. The relationship existing among the three quan amount of resistance in the circuit when there tities involved in the electrical circuit, the is one volt of force and one ampere of current current, pressure, and resistance. Electrical flowing. formula is
WATT: Unit of electrical power. The amount of I = E A = V V = Ax R R = V energy supplied to the circuit when one volt is R R A forcing one ampere through one ohm of resistance. Volts x amperes = watts. POSITIVE TERMINAL: The terminal from which current (as ordinarily conceived) flows in the MILLIVOLT: 1/1000 of a volt. external circuit. KILOWATT: 1000 watts (one kW). NEGATIVE TERMINAL: The terminal to which MILLIAMPERE: 1/1000 of an ampere. current flows (as ordinarily conceived) in the AMPERE-HOUR: The quantity of electricity that external circuit. passes any point in a circuit in one hour when SHORT-CIRCUIT: A low resistance connection the current is one ampere. between two sides of a circuit, such that the AMPERE-TURN: Is one ampere flowing through current from the source is allowed to return to one turn of a coil. Ampere-turns of a coil source without passing through devices determine the strength of its magnetic field. which it is normally intended to flow through. KILOVOLT AMPERES (kVA): Volts x Amperes of A short circuit may also be defined as a a generator at less than 100% power factor, breakdown of insulation between opposite divided by 1000. polarity circuit conductors. CIRCUIT: The course followed by an electric INSULATOR: Any material which has a very high current passing from its source through a resistance to current flow. Examples are succession of conductors, through a load, rubber, glass, varnish, wood, porcelain, etc. and back to its starting point. RHEOSTAT: A resistor arranged so that its effec SERIES CIRCUIT: A circuit in which the current tive resistance can be readily varied. has only one path to take. METER SHUNT: A resistor of proper resistance PARALLEL CIRCUIT: A circuit where the parts value and current carrying capacity con are so connected that the current divides nected across the moving coil for each par between them according to the individual ticular current range of an ammeter. Usually resistances of each current path. made of manganin or Constantin. CIRCUIT BREAKER: An automatic switch that CONDUCTOR: Any material which conducts opens its circuit upon detecting excess current readily. Has low resistance. Examples current. Replaces a fuse. are copper, aluminum, silver, gold, carbon and electrolyte. RESISTANCE: Name given to that opposition which is offered to different materials to the VOLTAGE DROP: The voltage required to force flow of current. current through the resistance of line wires or the power consuming device. DIRECT CURRENT (DC): The current always flows in the same direction. SOLENOID: Coil with a movable core. Example ALTERNATING CURRENT (AC): Electricity that would be a start solenoid. flows in one direction, then in the reverse NEUTRAL WIRE: Grounded wire of a 3-wire, direction through its conductors. The current 120/240 volt wiring system. White wire. · reverses at regular intervals as each wire LINE LOSS: The power (watts) used in the line becomes positive(+) then negative(-), rever wires of any system, due to resistance of wires sing polarity typically 60 times per second. and current through them.
6 OHMMETER: An instrument for measuring elec ALTERNATOR: A machine that generates AC trical resistance in which a pointer indicates current. In battery charging alternators, the directly the number of ohms in the resistance generated AC is internally changed to DC under measurement; used on a de-energized current (rectified) before reaching the ter (dead) circuit. Has its own power supply. minals. HOT: A conductor not at ground potential. BRUSH: A carbon (or copper) spring loaded POLARITY: The distinction between positive and sliding contact, bearing on a commutator (or negative wires or terminals. slip ring) and carrying currentto (orfrom)the rotating part of the motor (or generator). GROUNDING WIRE: Usually green in color and used to ground electrical equipment and CONDENSOR (or CAPACITOR): Component prevent electrical shock. that stores electric charges. In effect, it also conducts AC but will block DC. OPEN CIRCUIT: Break in a circuit path or conductor so that no current can flow. FUSE: A ribbon of fusible metal that burns and opens its associated circuit on detecting GROUND: Breakdown of insulation on a conduc excess current. tor so current can go to earth, frame of generator, conduit or other means to ground. RECTIFIER: A device, solid-state or vacuum tube, which converts AC to DC. RELAY: A switch, activated by a small current in its coil. Big relays are called contactors.
7 DEFINITION AND FUNCTION OF COMPONENTS IN ONAN CONTROLS INCLUDING SOLID STATE
REVERSE CURRENT PROTECTION: FUEL SOLENOID: This solenoid connects the Disconnects the battery from the generator when battery to an electric valve when cranking engine the set is stopped. It allows battery charging for starting. This turns on gas supply, LPG, current to flow only towards battery and not gasoline, etc. When the engine is stopped it reverse flow back into the generator. Newer automatically shuts off fuel supply. models have a reverse current diode in place of this relay which performs the same functions. EMERGENCY STOP RELAY: Shuts engine down when any of the emergency safety devices operate. These safety devices are LOPKO, START-DISCONNECT RELAY: This relay dis HATKO,HWTKO,orOSKO. connects the start circuit when the engine starts to run and the generator builds up to ap For purposes of clarification, a definition of a proximately 1/2 its rated output in DC voltage. Relay and a Solenoid will be given to illustrate the Some newer models have a solid state circuit in difference and use of each: place of this relay. RELAY: A device which operates electromagnetically by the current in one circuit, START IGNITION RElAY: This relay supplies causes contacts to close or open to control the ignition voltage to coil when "start" button (or current in another circuit. start circuit) is energized and engine is cranking. STOP RELAY (IGNITION RELAY): This relay SOLENOID: A solenoid relay in which the con removes ignition voltage to coil when "stop" tacts are closed by the action of a solenoid button (or stop circuit) is de-energized. operated plunger. The solenoid itself consists of multi-turn coils of wire uniformly wound on a STOP/START RELAY: This relay is usually a cylindrical form which operates like a bar magnet combination of both "Stop" and "Start" relays. It when used for carrying DC. performs the functions of two separate relays as used in other controls, the start ignition and stop The safety devices mentioned in conjunction with relays. the emergency stop relay above, will be explained individually as follows. START SOLENOID RELAY: This system con LOPKO: This abbreviation stands for Low Oil nects the battery to the generator starting win Pressure Cut Out. This optional accessory item dings for cranking the engine on exciter-cranked shuts the engine down when a low oil pressure units. condition exists. It also allows the engine to start while oil pressure is building up during cranking. CRANKING LIMITER: This device is used mostly On 2-wire starting control units with automotive on units 30 kW and larger in size. If used on a starters, there is a 15 second delay to allow engine smaller unit it is usually tied in with an automatic to crank and start while oil pressure builds up. demand type system. It is a thermal device to disconnect the starting circuit if unit cranks for HATKO: This abbreviation stands for High Air Temperature Cut Out. This optional accessory 45-90 seconds and fails to start. switch closes and shuts the engine down when the ambient air temperature reaches 240° F and CHARGE DISCONNECT RELAY: This relay opens to allow restarting at 195° F ambient prevents the battery from being charged from two temperature. separate sources at the same time (main engine HWTKO (Marine): This abbreviation stands for generator or generator set). Generator set charg High Water Temperature Cut Out. This switch ing circuit is disconnected when main engine senses block temperature and corresponding generator is charging. cooling water temperature and opens to shut engine down when temperature reaches 230° F. It will close when temperature drops to 190°F and MANIFOLD HEATER SOLENOID: Connects allows restarting. The operational temperature battery to manifold heaters and glow plugs for limits vary for each switch according to its unit preheating on diesel engines. application.
8 Battery Charge Rate Adjustment GLOW PLUGS AND MANIFOLD AIR Methods PREHEATERS: These are used on Onan Diesel engines for heating engine cylinder area and There are five main methods and systems used on engine intake air to the cylinders for cold weather Onan units for battery charging and voltage regulation. These are: starting because of the high compression ignition system used on many diesel engines of all sizes. FIXED OR ADJUSTABLE RESISTORS: Charge Control Switches Rate is predetermined by resistance value or may START AND STOP SWITCH: Used to start and be physically moved to vary the rate between 1-3 stop engine. amps. MANIFOLD HEATER AND GLOW PLUG RHEOSTAT: A variable resistor which is manually SWITCH: To manually provide current to heater adjusted to control charge rate. to "preheat" air and cylinders on Onan-built diesel engines. TWO STEP VOLTAGE REGULATOR: Provides a high charge rate until battery voltage rises to CENTRIFUGAL SWITCH FOR ENGINE approximately 14.5 volts. The regulator senses OVERSPEED: Magnetically held-refer to OSKO this voltage and disconnects a resistor which under safety devices. reduces the charge rate to 2-3 amps. Both rates are controlled by the use of resistors in the circuit. CENTRIFUGAL SWITCH FOR "J" SERIES IGNI TION: Consists of spring-loaded weights to dis SEPARATE BATTERY CHARGER: Use of a connect starter and lock in the ignition circuit on separate trickle charger to maintain starting gasoline engines when engine speed reaches batteries as necessary. approximately 900 RPM. CENTRIFUGAL SWITCH FOR "J" SERIES SOLID STATE REGULATOR: Uses rectifiers, DIESELS: Same as "J" series gasoline except that diodes, and dropping resistor from an existing in diesel application, switch operation completes low voltage AC circuit. circuit to energize start-disconnect run relay too de-energize starter and keep fuel solenoid energized. Heaters and Starting Aids HAND CRANK AND ELECTRIC START OIL BASE HEATERS: Keeps engine oil warm SWITCH: Used to provide ignition for manual during cold temperatures for faster, easier star starting. Engine cannot be stopped electrically ting. when switch is in hand crank position. In hand WATER HEATERS: Can be tank type, water crank position, allows ignition current to bypass jacket or freeze plug, for keeping water warm ignition relay. during cold temperatures and can be used with normal anti-freeze solution. This type of heater REMOTE START/STOP SWITCH: Unit can be also makes engine starting faster and easier started remotely and separately from the set itself; besides being good for unattended standby type any number of remote switches can be used and units. distance from the set itself is not a limiting factor.
CARBURETORS AND CYLINDER HEADS: For ROTARY SHORELINE TRANSFER SWITCH: carburetor use, air preheaters prevent icing caus Ship to shore manual load transfer control used ed by high humidity and low temperatures. The on marine applications. cylinder head heater is placed between engine head cooling fins and plugged into line voltage for START AND STOP SWITCH: This is a single 1/2 hour before starting engine. pole, double throw, momentary contact switch OSKO: This abbreviation stands for Overspeed used on 3-wire start models which connects #1 Cut Out. The purpose of this device is to shut the and #3 to start and #1 and #2 to stop. engine down if the engine RPM exceeds its HI/LO CHARGE RATE SWITCH: Selects the rate normal running speed by a fixed predetermined of charge from the generator charging circuit amount. On units with a centrifugal mechanical predetermined by the value of the circuit com switch system, overspeed shutdown occurs at ponents. 2100 RPM. On newer models using a rotating disk and a magnetic pickup system, overspeed shut I WARNING ~ Fireextinguishersshouldbeconvenient- down occurs at 2010 RPM +or- 10 RPM. .._. _____.. _ ly located when electrical components GENERATOR AND CONTROL SPACE are being cleaned and dried. Oil vapors and gases from HEATERS: These heaters are 120 watt, 120 volt solvents may be flammable or explosive when mixed with air. heaters powered by commercial line power, Be careful-the gases may be irritating to the eyes, throat, or which help to reduce excessive humidity inside nose. Observe good safety practices at all times while generator frames and control cabinets. cleaning, drying, and testing electric equipment. 9 STARTING METHODS AND COMPONENT FUNCTIONS
All Onan units feature one or more methods of 5. The automatic load transfer controls are used starting systems and controls on all "Class A" with standby generator sets mostly. In case of units. In the following five types of controls, there a power failure, this control starts and stops are three types of starting systems used most the set and takes over the load until prime commonly on Onan units. The starting methods power is returned. These AT's are used only are: with remote start generating sets.
Types of Ignition Systems 1. The flywheel magneto is manually started with rope or recoil starter. It is stopped by 1. Manual start on smaller single cylinder units grounding out the magneto voltage through a using a starter rope or recoil starter. The switch. This system can be modified or starting system used with this method is a adapted to electric or remote starting for flywheel magneto system. Stopping is ac Onan "AJ" and "AK" generator sets. complished by grounding the magneto with a stop button. This flywheel magneto system utilizes the engine flywheel area for the magnets. Onan 2. Electric starting features start and stop con also used purchased magnetos on many trols at the set itself using start and stop older units in which the magneto was com switches. On generating sets the starting pletely contained in a box separate from the system utilizes exciter cranking windings flywheel. This system usually had an isolated from the set along with a separate battery for stop circuit. power. On industrial engines an automotive type bendix drive or solenoid shift starter 2. The battery ignition uses a battery with motor is used powered by a separate battery. starting accomplished by use of separate cranking windings in the generator and dis 3. The third starting method is the remote start connected as generator builds up speed to with electric starting system as detailed above approximately half of its rated output through but with optional start/stop switches which a start disconnect relay. The stop circuit allows the convenience of starting the set isolates the battery from the coil through a without having to be at the location of the set stop or ignition relay. Some models feature a itself. Any number of these optional start-stop combination start/stop relay which supplies stations may be wired in with no limitation on ignition voltage to the coil for starting and distance or location or the number of remote removes ignition voltage to coil when stop starting stations being used. button or switch is turned off. 4. The automatic load demand control system is 3. The automotive electric starter utilizes a a "closed system" which is completely self battery to run a bendix or solenoid shift type contained and automatic and utilizes no other starter motor through a switch. The stop power supply. This system automatically circuit isolates the battery from the ignition starts the set when the first load is switched coil through a relay. There is a separate relay on and shuts off the set when the load is for starting and fort he start disconnect circuit switched off. Can be used in both 50 and 60 after generator reaches half its normal rated hertz generator sets. output.
10 STANDARD TERMINAL BLOCKS IN "ONAN" CONTROLS
There are three main types of standard terminal 4. THREE WIRE START: For Solid State Control blocks used with two main types of ignition #611-1 094 (Power Drawer Models) systems and one adapter available for use with Terminals are marked as follows: Onan controls. These are: Terminal #1 is Ground Terminal #2 is Stop Terminal #3 is Start 1. REMOTE START: For Class "A" Gasoline Connect terminals 1 and 3 for starting and 1 models. and 2 for stopping. Terminals are marked B+ (Battery) Terminal #1 is Ground 5. THREE WIRE START: For Solid State Control Terminal #2 is Stop #611-1086 (all models except RV sets). Terminal #3 is Start Terminals are marked as follows: Connect terminals 1 and 3 for starting and 1 Terminal #1 is Ground and 2 for stopping. The B+ terminal is used Terminal #2 is Stop with "HA"' and "LT" controls. Terminal #3 is Start
NOTE: This uses a four to three wire adapter.
2. REMOTE START: For Class "A" Diesel 6. FOUR WIRE START: For Solid State Control models. #611-1086 (Recreational Vehicle Models Only) Terminals are marked B+ (Battery) Terminals are marked as follows: Terminal #1 is Ground Terminal #2 is Stop Terminal #16 is Start Terminal #3 is Start Terminal #15 is B+ (Battery) Terminal "H" is for pre-heat circuits. Terminal #14 is Stop Terminal #13 is Ground Connect terminals 1 and 3 for starting and 1 and 2 for stopping. The B+ terminal is for Connect terminals 15 and 16 for starting and positive battery connection. This terminal terminals 13 and 14 for stopping. block is used on Class "A" Onan Diesel "J" series ONLY. 3. TWO WIRE START: For Class "B" 30 kW and larger models. Terminals are marked as follows:
Terminal marked B+ is for Positive Battery Connection Terminal marked RMT is for Remote Start Connections Terminal marked GND is the ground terminal Terminal marked AL is for optional Alarm Circuit Connections.
Connect terminals marked B+ and RMT for starting and open these same terminals for stopping. This unit is used with 2-wire start sets.
11 CONTROL-OPERATING SEQUENCE FOR 2.7 kW "AJ" CONTROL #611-1106
Starting Circuit Emergency Start-Stop Operation Pushing start switch S3 to the right allows battery In an emergency situation, the control box can be current to flow through start solenoid K1; start by-passed to start or stop the unit. To start, use a switch S3, to negative battery terminal (ground). 12 inch lead to jumper start solenoid K1-S K1 start solenoid main contacts close, supplying terminal to ground momentarily. After engine current to the choke E1 and generator. This starts, remove jumper. To stop, use the same causes the generator to act as a direct current jumper to connect the point box terminal to motor and cranks the engine. K1 start solenoid (I ground. Remove after engine stops. terminal) ignition contacts close supplying current to ignition coil T1 and fuel solenoid K2. When engine starts, release the start switch.
Engine Stop Circuit To stop engine, push start-stop switch S3 to the left. This disables the points and prevents igni Remote Start-Stop Switch tion. This switch can be connected to terminals 1 and 3 for starting and terminals 1 and 2 for stopping. This may be a single pole, double throw momen tary switch, either direction, rated at 5 amperes. Low Oil Pressure Shut Down (LOPKO) This switch can be remotely connected with up to 100 feet of #18 gauge wire. The low oil pressure switch S2 opens to allow the ignition system to operate if sufficient oil pressure (5 to 7 lbs) is available during cranking and running. The low oil pressure switch S2 closes on loss of oil pressure to ground the ignition points and stop the engine.
Choke Circuit Battery Condition Meter The choke heater element E1 connects to A battery condition meter can be connected to generator DC output. When the engine is running terminals 1 (-) and 5 (+). Terminal 5 is battery the DC output from the generator energizes the positive up to 15 volts. heater, which in turn relaxes the bi-metal spring to open the choke vane in the carburetor. This takes several minutes before the choke vane is fully open.
Battery Charging Circuit The charge rate is approximately one ampere and is fixed by the value of resistor R1 in series with diode CR1. The generator current flows through the resistor R1, diode CR1 and charges the Running Time Meter battery. The diode CR1 polarity prevents the A remote running time meter can be connected to battery from discharging into the ignition and terminals 1 (-) and 6 (+) to indicate the total generator. running time of the engine generator set.
12 PARTS l 1ST QTY. DESCIII"TION 611-1106 IC ~EF.DES. AI I C(WTROL ASSY-GEN SET SCHEMATIC AfCRI I Olal€ .USY 111£1'1 AISI I SWITCI<·TOGGL£ {REF)
WIRING DIAGRAM BTl I BATTERY-12V C2 I CAPilCITOR El I CHOKE ONAN n I SPARK PLUG E3 I SOLENOID-FUEL (REF) Gl I GENERATOR
Kl I SOLENOtO-START
lfffB~J Rl I RESISTOR ,.SSY I!EFI 10 ! 5 '!.OHMS 45W 1 m--: Sl I BREAKER· a CN' ASSY : : I SWITCH LOW OIL PRESS I' A2 I DELUXE REMOTE CONTROL (REF) I STANDARl? REMOTE CONTROL(REF} Kl c...> ~MI--, ~ I M2Tt~ CAPACITOR MOUNTED IN AI 2.7 AJ Gl @ 611-1106 -~AC : Ml r~• NOTE• I. FUSE(~AMP) TO BE SUPPLIED BY M2- CUSTOMER TO PROTECT AGAINST ACCIDENTAL GROUNDING _j 7 AJ CONTROL TROUBLESHOOTING #611-1106 ~ "(" ~ ( 1. Clean and tighten all battery and cable con good condition. Voltage at ignition coil nections. negative terminal (-) must alternate from +12 2. Check specific gravity. Recharge or replace volts to zero volts as points open and close battery if necessary. during engine cranking. 3. Push start switch. Check K1-l terminal 6. Remove wire lead from low oil pressure voltage to ground. Check K1-S1 contacts to switch. With proper oil level in engine, crank ground. Battery voltage should appear at and run engine. Replace wire lead to low oil these terminals; if not, replace solenoid. pressure switch. Engine must continue to run when the wire lead is re-connected. If it does 4. Fuel solenoid must open during cranking and not, replace low oil pressure switch. running. Check by removing flexible fuel hose from carburetor and crank engine. If fuel solenoid is open, fuel will pulsate out of this 7. With engine not running, check choke vane hose. If it does not, the fuel solenoid and fuel movement by pushing choke lever arm. pump must be checked separately to deter Choke must be in closed position with cold mine defective part. engine, and must be free to move against bi metal spring. As engine warms up, bi-metal I WARNING ' Use extreme care for this test. spring relaxes and allows choke vane to open Direct fuel flow into a suitable con- tainer and make sure area is well ventilated to prevent fully. The lever will pulsate as engine warms accumulation of gasoline fumes. up. See Adjustment section. 5. Chec~ to see if points open and close during 8. Check oil level. If low or empty, refill to proper crankmg. If they do not open and close, adjust level. and set points. Plug and plug wires must be. in 9. Readjust governor. 14 NOTES 15 CONTROL-OPERATING SEQUENCE FOR IDLEMATIC CONTROL #601-0087 "AJ" AND "AK" MODELS Starting and Ignition Circuit No Load Operation The I PL sets are magneto ignition and pull rope or When load is removed from the generator, no recoil starting. The ignition system consists of a current flows to the primary of the transformer magneto coil and point set fastened to the and no voltage is produced in the secondary; gearcase cover and a set of magnets fastened to thus, the relay de-energizes. When its contacts the inside of the blower wheel. The ignition must close, the idle solenoid energizes causing the set be correctly timed for proper operation of the speed to reduce to approximately 1800 RPM. The engine. A magneto adjusting gauge simplifies idlematic control can be de-activated by ignition timing. When the engine is started, the operating the idle solenoid switch. Opening this magnets passing across the <;oil of the magneto switch breaks the circuit to the idle solenoid cause a voltage to be induced in the coil. When causing it to be de-energized and the governor the ignition breaker points open, the circuit is will take over and the set accelerates to its 3600 broken to the coil causing a magnetic field to RPM governed speed. collapse inducing a high voltage in the secondary winding and firing the spark plug. When the stop button on the blower housing is pressed, it grounds the magneto coil preventing the high voltage buildup in the secondary, the spark plug does not fire and the engine stops. Normal Operation When the engine is running at 3600 RPM, it is supplying 120 volts to the load. The load current from M1 passes through the primary of the transformer to the load receptacle, through the Troubleshooting load and back to the M2 terminal of the generator. It the engine fails to start, check the spark at the With a 100 watt load connected to the generator, plug. If the rubbing block on the breaker points the current to the transformer primary is sufficient has worn and the points fail to open, the engine to produce a high enough voltage in the secon will not fire. If the unit fails to accelerate to 3600 dary of the transformer and causes the relay to RPM when a 100 watt load is applied, check the energize. When it energizes, its contacts open relay. It may have fused contacts or a burned out breaking the circuit to the idle solenoid. This coil. Be sure there is voltage available at the AC relieves the opposing tension on the governor brushes. Pulling the relay from its socket should spring and allows the governor to operate and cause the generating set to accelerate to 3600 bring the engine to 3600 RPM. RPM. 16 6 0 I B87 2.AJ-51PL/1<1 2.0SAJ-IPL/IG STOP BUTTON A K-IPL.. /l~ ~IDLESOLeNOID /05 MOUNTEll ON L3LOWER HOU S\ NG ZA J - S I M L / I G ---- 2 DUPLEX - {1__ -- -- qJ_ / RECEPTACLES I ( ~~~=\]i I II I ,, \ I TO SPARK ~"'Lj / PLU C. ----:::- MAGNETO--- MZ -= -..J TFRM.BLOCK IDLE SOLENOID -=- Ml AJ AND AK 601-0087 A. C. SUP RINGS -:- CONTROL-OPERATING SEQUENCE FOR STANDARD "CCK" CONTROL AND STANDARD "LK" CONTROL #611-0176 Starting Circuit in armature voltage. This voltage increases to One end of the start solenoid operating coil is approximately 18 volts. This Direct Current is connected internally to the battery terminal. The then used for excitation and to supply battery other end of the coil is connected to terminal 3 of charging current. This voltage is also used to the control block. From terminal 3, a wire con operate a start-disconnect relay on some engine nects to the start side of the start-stop switch. controls or the start switch is released and it When the switch is placed in the start position, returns to its center "OFF" position and breaks current from the battery positive terminal flows the start solenoid coil circuit. through the start solenoid to terminal 3, to the Battery Charging start-stop switch, to ground and back to the The direct current voltage produced by the DC battery. This energizes the start solenoid, closing windings of the armature causes a current the high current contacts within the solenoid. through the series field to the 81 terminal of the Battery current flows through these closed con start solenoid to the two charge resistors. One is tacts to the series field (cranking windings) the fixed value low charge resistor, and the other through it to the shunt field and the armature. This is the adjustable rate high charge resistor. Battery causes the generator to act as a direct current charging current flows from the low charge motor and cranks the engine. resistor to the generator terminal of the reverse current relay. From this terminal current also flows up to the 30-ohm, 5-watt resistor and Ignition Circuit supplies the current to maintain the stop relay coil When the start solenoid closes, current flows energized and its contacts closed to supply from the 81 terminal to the 1-ohm, 25-watt ignition current. resistor, to the generator side of the reverse Battery charging current also flows to the ad current relay, to the 30-ohm, 5-watt resistor, to the justable· resistor and to the normally closed upper portion of the start-stop switch to the coil of contacts of the two step voltage regulator, the stop relay, tog round. The ignition (stop) relay through the contacts to a terminal point and down energizes, closing its contacts and supplying to the generator terminal of the reverse current ignition current to the coil. Current from the relay. Current through the series coil and shunt battery flows through the ammeter to the contacts coil cause the reverse current relay to close. The of the stop relay, to the Hytempco resistor (1. 72- contacts closing complete the battery charging ohm, 25-watt) to the coil, through the ignition circuit through that relay to the charge ammeter, breaker points to ground. through it to the battery terminal on the start solenoid and to the battery. This provides battery charging current. If the Engine Starting battery is in a low charge state, the charging With the generator acting as a motor and cranking current will be in the area of 7-1/2 amperes until the engine and with ignition current supplied, if the battery has returned to a near normal charge fuel is available at the carburetor, the engine will state. When this happens, the battery voltage and start. generator voltage are quite close and the two step voltage regulator coil energizes causing its con tacts to open. This coil remains energized while the generator is running. The battery charging Voltage Build-up and Start-Disconnect current drops to approximately 2-1/2 amperes when the two step voltage regulator operates. Circuits This removes the adjustable charge resistor from When the engine starts, it accelerates to governed the circuit. speed. The armature rotating in the magnetic field produced by residual magnetism has a voltage Unit Stopping produced in its windings. This voltage is applied To stop the set, move the switch handle to the to the shunt field causing an electro magnetic stop position. This "shorts out" the power to the field to be produced. This electro magnetic field stop (ignition) relay coil, causing it to de-energize combines with the residual magnetic field and and its contacts to open, breaking the ignition produces an overall strong field and an increase circuit. 18 Electric-Hand Crank Switch amperes, then the high charge resistor is burned The manual start-electric start switch makes out. The ammeter should drop to an indication of starting with a pull rope or recoil starter easier. approximately 2-1/2 amperes after a short period When the switch is in the manual start position, it of time. If it drops to 0, it indicates an open low charge resistor. parallels the contacts of the stop relay and supplies ignition current directly to the ignition coil without the stop relay being energized. The set cannot be electrically stopped, with this switch in the manual start position. Easy Checks Should problems be experienced with the fuel Grounding terminal 3, on the terminal block with solenoid failing to energize, remove the lead from a jumper, will energize the start solenoid and the generator terminal of the reverse current relay supply current to the generator. With fuel and place it on the supply side of the Hytempco supplied to the engine, the unit should start. ignition resistor (1. 72-ohm, 25-watt). This will Grounding terminal 2, at this block, will stop the assure higher pick up voltage. set. These are easy checks to determine if control components are operating. When the set starts, observe the ammeter to check the charge rate. It should be in the area of 7- The control used on the "LK" Series of sets for mobile 1/2 amperes. If it is indicating approximately 5 applications, wiring diagram 610-0266, is the same as the 611- 0176 "CCK" control; with the exception that the Hytempco amperes, this indicates the low charge rate ignition resistor is not used on "LK" Series controls. The resistor has burned out. If it is indicating 2-1/2 mobile "LK" uses a 12-volt ignition coil. f9 CCK AND LK SCHEMATIC B+ 3 611C 176 2 1------START St STOP R3 K4 Rl Kl BT1 1------lljt------t ES-HC l!TI _L _l_ 20 MOM£N7AKY __ LGW 0 I L --,s cc;:_ k, 011::.... ~: • ;_,_.._ <. ., K_ I 176 (\.1)1-< ·:r::,.._,T,;. :. ~ "' r------' (,._,..,,;::\, 4:_-::._ 1..;.,-1 ~I II=' -- ; ...:.C. K :: R, l F 4 r_c._ 1-' Sl -~·~ 1 lA -~~ 4-CCK.·52P, iA _.,~ : ;..'~C:...... i<1P : -L ~ M~,~~~L~,r 1 \A _) ·-' ~ - - I :- ...._....5 C '- ....._-_:;--: K., I A , - L ( k.. ...:;..: :.... I 1-oJl G h A l F-, - E tv'\ P. 5C;._r<- iRV/t'-8:2._ I :._ .'J HEr.. .. J £-~;) 4CC.t<-l Rv'/4"?>Z.8F ilL_:-" LJoc_T_R'c / _, _ I 5TARI -- I1_ _ -~_ _ LL ::;.,..ART J ll-· .. I r;--- ~- -~- >- K.E:,,STOR ro .SP,_:..i-i.,,_!''iJ ,~ '\/V)o 1 1 l:>o-OHMSWATT 'r-- -_-- _ ___. l(_:.NITION J:j~...;;:.;K::R..POI,...ITS ll_ lir:t_ I \._ _}1l ~---, J i I I o!i I l; \ ' ,) ' 0NAN _J\'._ I I ~ I ======jli..:o"-llil0f" RESiSTOR I-tl II '" j I ~ 1_:_~--J -- I LIGNITION \- ___ _j Ill 2.· 5TE.P VOL"TAC:.E. REGULA"TOR ) CONDENS:ck 12 VOLT ~~------~1 ~ _ REVERSE CURRENT - _ ·_~---- RELAY -~r-·~~ cJEL SOLENOID ~ \ WYEN USED) MZ A.C.OUTPUT Ml I I I ~-=- i~'1 1 (WHEN'''~'o':i' useD) l ----- l --J ------L _j -)--- -1 ------/1' I ' " / J CCK AND LK 611-0176 A.c. SLIP RINGS I PART<; t''i>T 610C2G6 I WIQ.I>-.!G DI"GI ,,~~ro~T~1~=~~I~s~c~~i:~~~ -~~= 1'-I~IDE\J\~OV C0>-.!-:'3~LBO'< -- ~ K1 ll.!_ll__Aill.c.~!Of -[-1 I R:tA:& ------1-1 R A - >TOP K3 :_I _BELAY --~~ERSECURkENT_~-== "I "''"n I K4_ .: I j RELAY- START SOLENQID______~1: ~: t ~~g;g~ir.'-~%\H~o-=10-- RI -~-I . RE\.ISTO-R I 0.25W- __Rl 'i I i RE\ISTO_k__ Tn- 5ow I.LI S~ITCHISSi-- RMT START _ll- -J I j SWITCHc SIQP START R3 +~__I_,RESISTOR. 30 n 50 ;;;;- I SWITCH& RESIS TOR ASSY R\ RZ. j' Ro fu-+~1 : swiTCH--~HAN~HEC START 1 R_T-It I_~_HlSISTO~I_J1D15W !.61 _;_l I TERMINALBLOCK WI -:y-Jj11:~~!~~- W3 . I~ LEAD ArrY 11.~\JER"'E.CUR~ENT - W4--+-+::rt. LEADASSY--- RTI --~ I I LtAO ASSY '--t---+--¥'~-_3 G------l 16 'J I __ LEIO ASSY ·~w~ I_ ' I lY__ _j : ==+I : CONTROLBOX & PANEL ASSY _------I -_:_____J.~]_:___~__!I_a·RAC:Ktf -- I ~COvER------I I + -~-__l_li!ln!TE--- • I • SILK SC.,R'-'EEo"N______N I I_;. Sl LK SCREEN N I -+ _j . ___L_ '_PARTSL lll__i_ENG'=GEN_)_I 90<"7')0\~ ,___ l_l_BATTERY_Ii VOLT l_~-----:JG-__ _ I '1\ :., ~y~~~____] 1 ~fACJ~ ...!__~f!l __ I _IT ELECT·R-1c_ -CHOKE \ I 1--f--- SPARKPLU GO Gl -I I -GENERATOR- K5 1 I , fUEL SOLENO I 0 El: ,, < 2K" SJ I I BREAM' 1 CIP ASSY S4 S•ITCH- HIGH AIR TEMP. * 7 S5 SWITCH S6 SWITCH- LOW01 L PRESS f-----1'-I I I IGNITION COIL _t_ON~_ U. I' ~.l--MI I * WHEN USED l I I ~~~ I I : ~~ !lk. "-~ c;l >!!*VOLIAC:.E . AC. SLIP RIN NOTE: *GROUNDED AC LEF\D· OTHERS HAVE .1 MFD CAPACITOR Td GROUND IN GEN. NOTES 23 CONTROL-OPERATING SEQUENCE FOR "CCK" MOTOR HOME CONTROL #611-0914 AND "LK" MOTOR HOME CONTROL #610-0313 Starting Circuit Voltage Build-up and Start Disconnect One end of the start solenoid operating coil is connected internally to the battery terminal. The Circuit other end of the coil is connected to terminal3 of When the engine starts, it accelerates to governed the control block. From terminal 3, a wire con speed. The armature rotating in the magnetic field nects to the start side of the start-stop switch (8 1). produced by residual magnetism has a voltage When the switch is placed in the start position, produced in its windings. This voltage is applied current from the battery positive flows through to the shunt field causing an electro-magnetic the start solenoid coil to terminal 3, to the start field to be produced. This electro-magnetic field stop switch (81), to ground and back to the combines with the residual magnetic field and battery. This energizes the start solenoid (K-4) produces an over-all strong field and an increase closing the high current contacts within the in armature voltage. This voltage increases to solenoid. Battery current flows through these approximately 18 volts. This Direct Current is closed contacts to the series field (cranking then used for excitation and to supply battery winding) through it to the shunt field and the charging current. This voltage is also used to armature. This current flows through the shunt operate a start-disconnect relay on some engine field and the armature to ground. This causes the controls or the start switch is released and it generator to act as a direct current motor and returns to the center "OFF" position and breaks cranks the engine. the start solenoid coil circuit. Battery Charging Circuit The Direct Current voltage produced by the DC windings of the armature causes a current through the series field to the 81 terminal of the start solenoid relay, to the two charge resistors (R1 and R2). One is the fixed value low charge resistor and the other is the adjustable rate high Ignition Circuit charge resistor. Battery charging current flows When the start solenoid relay (K4) closes, current from R1 to the battery terminal of the 2-step flows from the 81 terminal to the 1-ohm, 25-watt voltage regulator relay. From this terminal current resistor, to the battery side of the 2-step voltage also flows up to the 30-ohm, 5-watt resistor (R3) regulator, to the 30-ohm, 5-watt resistor (R3}, to and supplies the current to maintain the stop relay the stop side of the start-stop switch (81 ), to the coil (K2) energized and its contacts closed to coil of the stop relay (K2) and to ground. This supply ignition current. relay energizes, closing its contacts and supply ing ignition current to the coil. Current from the Battery charging current also flows to the ad battery flows to B+ on terminal block, to the justable resistor (R2) and to the normally closed contacts of the stop relay (K2), to the ignition coil, contacts of the two step voltage regulator, through the ignition breaker points to ground. On through the contacts to the battery terminal and "CCK" units, ignition current passes through a to CR1 charge diode, through it to the battery Hytempco resistor (1.72 ohms, 25-watt) (RT1) terminal on the start solenoid relay and to the before the ignition coil. battery. This provides battery charging current. If the battery is in a low charge state, the charging current will be in the area of 7-1/2 amperes until the battery has returned to a near normal charge state. When this happens, the battery voltage and generator voltage are quite close and the two step voltage regulator coil energizes, causing its contacts to open. This coil remains energized Engine Starting while the generator is running. The battery charg With the generator acting as a motor and cranking ing current drops to approximately 2-1/2 amperes the engine and with ignition current supplied; if when the two step voltage regulator operates. fuel is available at the carburetor, the engine will This removes the adjustable resistor from the start. circuit. 24 Unit Stopping Easy Checks To stop the set, move the switch handle to the Grounding terminal 3 on the terminal block stop position. This "shorts out" the power to the (TB1 ), with a jumper, will energize the start stop relay (K2-ignition relay) coil causing it to solenoid and supply current to the generator. de-energize and its contact to open, breaking the With fuel supplied to the engine, the unit should ignition circuit. start. Grounding terminal2 at this block, will stop the set. These are easy checks to make to determine if control components are operating. Placing switch S2 in the hand crank position, bypasses stop relay K2. The control used on the"CCK" motor home applications is the same as the control used on the "LK" motor home applications with two exceptions! Electric-Hand Crank Switch 1. The Hy-tempco ignition resistor (RT1) is only used on The manual start-electric start switch {S2) makes "CCK" series units. starting with a pull rope or recoil starter easier. 2. The electrical schematic component designation for a When the switch is in the manual start position, it similar component performing the same electrical function, parallels the contacts of the stop relay (K2) and may vary between the two controls. supplies ignition current directly to the ignition EXAMPLE: Start Solenoid Relay is (K4) in the "CCK" control coil without the stop relay (K2) being energized. #611-0914; and (K1) in the "LK" control #610-0313. The part The set cannot be stopped, electrically with this number (307-1046) is the same for both as is the electrical switch in the manual start position. function. This is only one example and there are a few others. 25 _W\II.lf-lCo DI.O.GRAM SU-\EMI>.-riC DII 11\~ ..-/~1 wr. I I I 1 fI 1\12 I ! CONTROLBOX &PANE\ ASSY BRACKET-CONTROLBOX MTG 1 ~--_j f COVER- I I ENDPLAH I SILKSCREEN I I ~BUTTON-DOT MZ l !I LEAD ASSY 1-V :LEAD ASSY I l :~ = I LEAD ASSY Ml 14 LEAD ASSY 15 I LEAD ASSY lli , I .LEAD ASSY 4 vl6 JitC, i !ENG GENJ ll#JI [!" .. ~II_j BTl . BATTERH2V I I C3 CAPACITOR.0 I MFD (SPEC)) K5 lI El . CHOKE-S!SSON TBI u· -- I "CHOKE I [2 ' SPARKPLUG I 1-- -:1 I ~--::1I I RELAY Gl GENERATOR s~ 0-\ ,, K6 PUMP-FUEL S2 I ' BREAKER& CAP ASSY I . SOLENOl 0-GAS El = I -- - C3 'I Kl ~ ' S4 I I . SWITCH-HIGil AIR TE~P ~ S3 Sll TCH-LOW01 L PRESS Tl CDIL-IGN(ONANl E."L Eo I 1 1 I 54 A.C. L~""l ' 53 ~3- * WHEN USED NOTE.' Ft..LLUt-..l6'2.0U).JDE.D A.C. U:~D'!:l HI>N!o .I MFD. C.I \NIRI'\JG DI~GI<.!>..~ SCI-\DJ>.I>..T\C. 1\.lSIO'- '\/l'i:'W 0'1' 'BO'I. 10? STOP "''"\l.l Sl '1>/1.. WI C.l<\ + Sl W3 STAHTl \(.3 I 1'0\ I I I I I ~:, L 51 ~fi~---2_S------'=' C.\ SIO? r--..:l R!> -.j ~--\.1>.""( '- I I .. W4 I [] cO-o- , J { b I I I I ----®--- C.!> M)~: QK4 r SO> El't:JOl"l c;:~\7 .:::j.- ~~-~J_'O>I ~MIM2. _ ----6_~ lrj 1J------' S"!> - - _(ol_ --rr:I • I t-- 1 - s~ ~~r~ I -I y- IGNITION-COIL ( ONAN) ll_': COhltJ.~1>-C. 1 ((_ I -~- I soLENOID -Fu~L1Gl'sl L SA t --.:-oi.:\'>ioi6-n.icc LGi\souiJE/ ~~ I ~_M§I_ER-·f3_\JNNI-t·(G-:~~S_~-~v_~5-_ ' ~ET~B__=_B~~~IN53JIM~'-__ A_L tn - ___j___ Gl .!_ Nf!T[ \<.lG\E: ~ WHEN USED M2 1'\ G,(QJNOtl! AC Lt.AS ',JN\_ t.. SS CT\-\LRWIS.( \-.\Cit:O ALL ~·1~~S ~ I ~'FUCAP~t..ITOR T~ :ci'fPONEt-1\'S D..'RE.SHO'\..J~ l\1.Tl-\t (j~, II~GEi~~r1ATG~ 21[-~1--IE.I'<'("I"'ZCGPOS\T\0'1... Grni'Jr,.J ~I ~< LK MOBILE UNIT 610-0313 CONTROL-OPERATING SEQUENCE FOR STANDARD SOLID STATE CONTROL #611-1086 Starting and Ignition Circuit Battery Charging Circuit Switch A 1S2 is a rocker type switch. Pressing this There are two steps of battery charging-either a to the start position closes it. Battery current is high or low rate. The high rate is transistor supplied through the hand crank- electric start controlled and the low rate is a fixed 1.56 amp switch A1S1, through diode CR1, through switch steady rate. The low charge circuit is continuous A 1S 1 to the primary of the ignition coi I T1, to the from A1 of the generator, through the 8.3 ohm breaker points to ground and back to the battery. side of G1 R1 charge resistor, through CR3 and to (The ignition coil requires about 4 volts minimum the battery. This circuit supplies the ignition, fuel to operate.) pump and fuel solenoid current also. The fuel pump and fuel solenoid are energized at The high charge circuit is through the 3.8 ohm the same time as the ignition circuit. From a side of the G1 R1 charge resistor through 01 connection point at the coil primary, current flows transistor, through CR3 diode and to the battery. to the fuel pump (E1) fuel solenoid (K-2) to This circuit supplies about 3.7 amps charge ground and back to the battery. (The fuel pump current. The high and low charge circuits com requires 5.5 volts minimum to operate.) bined provide about 5.26 amps during high charge periods. When A 1S2 is closed current is also supplied from the battery, through the switch, through tran Each time the unit is started the high charge sistor A 102 to the coil of Relay K1 (START circuit is energized. If the battery is close to full SOLENOID) to ground and back to the battery. charqe-indicated by battery voltage-this cir (Relay K1 requires 4.5 V minimum to operate.) cuit is de-energized or shut off by turning tran Relay K1 energizes and its contacts close con sistor 01 off. necting the battery to the generator. (Generator requires 7.0 volts or more to crank.) If the battery has sufficient capacity, the generator acts as a DC High Charge Circuit Control motor and cranks the engine. If proper coil 04 and 05 form a trigger circuit to control 03 and voltage and fuel are available, the engine starts then 01. R5 and R8 form a voltage divider and and accelerates to governed speed. Relay K1 also control the trigger point of 05. 05 turns off at energizes the choke coil (E-4 sisson choke) to about 13 volts and on at about 15 volts. close the choke. Because the battery voltage drops when crank ing, the high charge circuit turns on. The high charge circuit turns off when normal battery voltage is reached. Whenever battery voltage drops below 13 volts, the high charge circuit turns back on. When battery voltage drops to about 13 volts, 05 Start Disconnect Circuit turns off, 04 turns on and turns 03 on. 03 turns When the engine starts and comes up to speed 01 on and the high charge circuit is re-energized generator DC voltage starts to build up. and the battery receives higher charging current. Generator DC voltage is supplied to charge resistor G1 R1 through both sections-3.8 ohms When the battery voltage comes up to about 15 and 8.3 ohms. When this voltage reaches the volts, 05 turns on, 04turnsoffwhichturns03off. same value as battery voltage both sides of 03 turns 01 off and opens the high charge circuit. A 1 CR5 are at the same potential. This causes CR5 to stop conducting and it shuts off shutting off Stopping transistor A 102. This de-energizes the start The generating set stops when switch A 1S2 is solenoid (K1) and breaks the starting circuit. pushed to the stop position. This switch grounds out the point side of the coil preventing a make At the same time ignition current is supplied from and break of the ignition primary, cutting off the generator, through the charge resistor (G1 R1) spark to the plugs. At the same time the battery is to CR2 diode, to the ignition coil, fuel pump and prevented from discharging through the fuel solenoid (K2). generator by CR3 diode. 28 Miscellaneous Terminal 12 is for the LOP indicating light. CR9 is a blocking diode in the Hi Air temperature switch circuit. CR8 is a blocking diode in the Low Terminal 11 is for the HET indicating light. Oil Pressure switch circuit. Terminal 10 is for Generator run indicating light C1 and C2 capacitors filter out the interference and Running Time Meter. caused by commutation. This is necessary to prevent the high battery circuit from energizing when the battery is at or near full charge. R12 and CR7 form a stabilizing circuit for 05 and 04 due to generator voltage variation. R7 is a current limiting resistor and speeds up the Optional-Control Start Disconnect switching time of 04. 300-1227 can be added to the control to assure starting circuit disconnect. The control senses CR6 diode compensates the trigger circuit to generator DC voltage buildup and shuts off the change the trigger voltage point to follow battery start solenoid coil circuit. It fastens to the PC temperature-voltage requirements. board base and requires some circuit changes. G1 CR11 diode is to assure adequate current Control 611-1090 is the same as 611-1086 with the with reversed battery connections-to blow fuse exception of the 4 to 3 wire adapter. The adapter F1 to prevent burning out the control board. has 4 terminals on one end which connect to identical terminals on the control board. There To assure satisfactory operation of the are 4 terminals on the other end marked 3, 2, 1 and generating set be sure battery cables are of B+. These connect to the old switch where #3 sufficient size to reduce voltage drop to minimum. grounds to start and #2 grounds to stop. Two If in doubt, increase cable size. Generator re relays are used to accomplish starting and stop quires 7 volts minimum to crank. ping. K2 completes the circuit #15 to #16 when #3 terminal is grounded. K1 completes the circuit Terminal 17 and 18 are ammeter connection #14 to #13 when terminal #2 is grounded. B+ is for points. Remove jumper (W1) when connecting use of the generator set with an HA demand ammeter. control. 29 PARTS L'ST REF, DES. QTY. ()fSO:IF'TfON 611CI086 SCHEMATIC BTl +IlL------. I CONTROLASSY L_------,---~K~------EE44_~____ _ AI I CONTROL-GENSET ASSY !2 I CONTROL-STARTAOAPTERC4 TO 3 WIRE ----'--- ~------A.r- A I C R4 WIRING DIAGRAM 54 I SWITCH-STARTSTOP (CUSTOMERREMOTE WI I WIR lNG HARNESS F3 HOLDER ASS'i - FUSE ' >US£ A3 'I CONTROL-DISC ADPTR ~.I~T_lliG_G_E_N__i~Ef_) NOTE· BTI ~I BATTERY-12 VDC THIS SIDE FOR CUSTOMER AICR5 Cl I CAPACI TOR-0.1 ifD ,,.,,,~1 "'"'"' ''''"'' El I PUlP-fUEL WHENUSED I AI E2,E3 2 SPARKPLUG E4 I CHOKE SISSON (WHEN USED @) E5 I CHOKE-ONAN(WHEN USED I Gl I GENERATOR r------+-+.Qs~~~Js~~T GICRII I DIODE-3A ·~-~~ GIRl I RESISTOR @i_J J., Kl I RELAY-STARTSOLENOID Fl I HOLD~~I>.">SY- FU~E J.»-1-~ K'l. I ';OLENOIO- filE\.. -~Pi Rl I LEAD ASSY-HI TENSI ON Rl I LEAD ASSY-HI TENSI ON RTI I RESISTORHYTEMCO I. T2fl, 25W r----·-·-- STUr' Sl I SWITCH-LOW01 L PRESS SWITCHHIGH AIR TEMP (IHEN USED) ' f-%--+-i--BREAKER & -CAP !SSY =<..:> ~E5 54 I I Sf! TCH REMOTESUR! STOP Tl COIL-IGN IT ION RECONNECTION CHART 120Y, 2W 1201240V, 3W 240Y, 3W Kl Ml *M2~ E5 .. ..M3 240V Ml M3~~~ 120V 11!3:J-i 24~Y:~~ rffl ~ 120V :il M2 • 1---'U----- 1 t M3 M. M4 r M4 1 AICRIO ~--:B: I BTl -=. "'GROUNDED AC LEAD ~E4 cb I AIR4 AIRS 7T--r------;v -· -r=· AICI ~--~~------~AIRS-'-----il (-- DASH NO CHOKE MODEL WIRING HARNESS COI is-;------, ARTS LIST ENG GEN (REF) I VOC K'l. I BTl BATTERY-12 I CAPACI TOR-0. I MFD --~ Cl @ . :I I PUMP-FUELOR GAS VALVE I I El I I E2 EJ 2 SPARKPLUG I I E4 I CHOKE-ONAN (WHEN USED) I I E5 I CHOKE-THERMO MAG (WHEN USED) I Gl I GENERATOR I GICRII I 0 I ODE-31 I GIRl I RESISTOR r-- !I I RELAY-S! RT SOLENOID r------K'l. I U£L- '50Lt>IOIC ' Fl I HOLOEit "'-">">~-FU~l I Rl I LEAD ASSY-HI TENSION I 1 E~ Rl I LEAD ASSY HI TENSION 5 r~~1I HI ' I I I Sl I SWITCH-LOW01 L PRESS TEMP (WHENUSED) : C2 G ~TCH-HIGH AIR ~S3 f-:-BREAKERt CIP ASS! I s~ I SWITCH START STOP(CUSTOMER REMOTE} I c...> I ~-- c--l-SWITCH-V-'CUUIII{rUEL SOL£11011)) I Tl I COIL-IGNITION I I I L---, I I I I Kl I I •" VOLTAGE cODE r.t{~K1 r ------·--~-~ E4 3C 120/240V, I PH WJJ 4 120/208V, 3 PH 1 r---'l.J----- 1 50 120/240V, 3PH I ~J~ AICRIO 7 220/380V, 3 PH I 4X 277/480V, 3 PH I BTl -=- I MO•I LM!J7 X 240/416V, 3PH I BEARING I END -·DASH NO CHOKE MODEL WIRING IIARNESS I -01 ONAN CHOKE CCK 338~82 D I 02. NO CHOKE, GAS VALVE CCK 338-0719 D 03 THERMAL MAG C, LOPKO NH 338·0718 D -04 NO CHOKE,GAS ,LOP I'D HATKO CCK 338-0722 D -05 NO CHOKE GAS Vll.LVE,HATKO CCK 338 0723 D -06 ONAN CHOKE LOPKO CCK 338-0724 D -07 CJtWolCHOKE HATKO,F. PUio4P CCK !38-0729 D -04 F.P~P,CHOKE,HATKO,LOPKOCCK 338·0731 D -09 ON,o;N o-IOKE, HATKO, CCK 338·0B2 D RECONNECTION CHART -10 LOP KO , NO c .. oK£ CCK.NH 33&C73'B 611-1090 D 120V, 2W 120/240V, 3W 240V, 3W Ml ·II ONANC~OKE, HATCO, LOPKO *MZ~ SOLID STATE CONTROL ·IZ THtR MAGC. LOPKO.HATKO .~;~M3 120Y M3_H 24.0v ..~3:~~ 240Y "GROUNDED AC LEAD M tz,ov i WITH START DISCONNECT M4 4 M4 CCK "RV" SERIES UNITS I Operate start switch. I I I Energizes start solenoid. I l I Solenoid contacts close. I I I I Current fed to Battery current fed to Current fed to electric I generator series field, ignition coil, fuel pump choke operates cranks engine. and fuel solenoid. carburetor choke. I <...:> 1'..:1 I I Engine starts. I I IOperate start switch until generator speed builds up. I I I I Generator DC current AC output current produced Release start switch. produced. and fed to load. I I Generator supplies current to ignition coil, fuel pump and Recharges battery. fuel solenoid. ------ SEQUENCE OF OPERATION -NOTES 33 CONTROL-OPERATING SEQUENCE FOR POWER DRAWER MODELS "BF" AND "NH" #611-1094 Starting and Ignition Circuit Unit Stopping Pushing start switch 83 allows battery current to Pushing stop switch 83 shorts out stop relay K3. flow through the start solenoid K1, K2 contacts K3 stop relay de-energizes and its contacts open and start switch 83 to negative battery terminal to remove power from the electrical fuel pump (ground). K1 start solenoid contacts close and ignition coil. Resistor R2 prevents a short supplying current to starter motor, choke E1 and circuit of the supply to Stop relay K3 during the ignition (stop) relay K3. K3 relay contacts close time the stop switch 83 is held closed as the and supply power to the ignition coil and electric engine slows to a stop. fuel pump. The engine cranks and with fuel and ignition supplied, the engine starts. Low Oil Pressure Shutdown (LOPKO) This control has a built-in time delay of 2 to 4 seconds for a low oil pressure shutdown. If a low oil pressure condition occurs, the low oil pressure switch 82 closes to charge capacitor C3 through resistor R3. When the voltage on capacitor C3 matches the voltage of the voltage divider circuit R5 and R6, unijunction transistor01 "turns on" to trigger CR8. CR8 turns on to de-energize stop relay K3. K2 contacts open as the engine stops and CR8 turns off. Start-Disconnect Circuit When the starting RPM increases, the alternator produces a voltage great enough to energize the Battery Voltage Sensing start-disconnect relay K2. K2 relay contacts close The battery voltage sensing portion of the voltage to hold ignition relay K3 energized, and the regulator determines whether to allow the voltage normally closed contacts of the start-disconnect regulator to turn "on" or "off" by the charge relay K2 open to de-energize start solenoid K1. K3 condition of the battery. To check charging, ignition relay contacts maintain current to the connect a DC voltmeter from B+ of the regulator ignition coil and electric fuel pump to keep the to ground. A reading of 14.1 to 14.5 volts indicates engine running. charge circuit good. 34 PARTS l'ST :61\(1094 REf.Dt:S. QTY, OfSCRIPTK)N WIRING DIAGRAM I CONTROLASSY-GEN SET 'AI I CONTROL-MOTHOME Bl I ST'.RTER-SOLENOIOSHIFT SCHEMATIC BTl I ATTERY-11 VOLT -- C2 I CAPACI TOR CONTROLS (~E!~ BTl El I CHO!E E2 I FUEL PUMP r3rI r 2 I I EJ 4 2 SPAR! PLUG START : Gl I ALTERNATOR G2 I GENER!TOR !I I SOLENOI O-S TART Sl I BREA!ER & CAP ASSY S2 I SWITCHLOW OIL PRESS J K.of. I SOLt.N0\0- fUEL Tl I COlL-IGNITI ON VRI I VOLTAGEREGULATOR --=-1 WI I WIRlNG HARNESS-GENSET W2 I WIRING H;RNESS-RE~OTE "~ c..> c..n WI K4- f Sl ~~: ~ L___ ~J 8 G2 52 12 j v Ll8 L~ GND 1~0--~ @ NOTE: Bl-~5-- I, MIN START DISCONNECT: 675 RPM. ~~~- 81-8 BF 81 POWER DRAWER Kl-51 NH 611-1094 ~~: t: __~ CONTROL-OPERATING SEQUENCE FOR BF "RV" MOTOR HOME CONTROL #611-1127 Starting Circuit When the engine starts and reaches governed A 1 is the generator set control assembly. Optional speed; releasing the start switch allows it to go to items are A2, the deluxe remote control which has the center off position breaking the K1 and K2 coil a running time meter and battery condition circuit. This breaks the starting circuit and start indicator. A3 is a standard remote control utilizing ignition circuit. only a generator run indicating light and the start stop switch. A low oil pressure cutout switch (S3) is placed in the breaker point side of the ignition coil. In the event of a low oil pressure condition it would The control is the standard three wire type. close grounding the breaker point side of the Starting is done by grounding terminal 3 and ignition coil thus cutting off ignition power and stopping by grounding terminal 2. Terminal 1 shutting the engine down. connects directly to a ground point. A fuse is placed in line with terminal 5 and 6 to protect the circuits in the event of a fault between the Ignition Circuit standard control and a deluxe or standard remote control located in another area. F1 and F2 are 5 When the engine starts and accelerates to amp fuses. governed speed, the battery charging circuit is energized through resistor R1, to CR1 to the battery, charging it. Also, from R1, power is supplied to fuel pump and ignition coil to main Placing S1 in the start position permits a current tain these devices in operation. flow from battery to the 8+ terminal of the solenoid, through the solenoid to terminal 3, to the start switch to terminal 1 and to ground. This causes the coil on relay K1 to energize closing the Stopping Circuit high current contacts within it and the auxiliary Placing switch S1 in the stop position places a contacts. When the high current contacts close, ground on the breaker point side of the ignition the battery is connected to the cranking windings coil preventing a make and break of ignition of the generator producing a motor effect which circuit thus eliminating the spark at the plugs cranks the engine. At the same time a circuit is shutting the engine down. Start and stop can be established through the auxiliary contacts to readily accomplished at the engine control, the terminal 6 of the control, to the plus side of the deluxe remote control or the standard remote ignition coil, through it to the breaker points to control. ground establishing ignition circuit. Beginning with Spec "8" models the auxiliary contacts on Troubleshooting the start solenoid K1 were eliminated and replac ed by a separate crank ignition relay K2. With the Failure of battery charge resistor R1 or loss of Start switch S1 in the start position, relay K2 connections in the charging circuit will cause an (crank ignition) energizes to supply ignition ignition failure and engine shutdown. current during the cranking period ONLY. When Should the start solenoid (K1) fail to close when running, ignition current is supplied through the the start switch (S1) is placed in the correct battery charging resistor R1 and fuse F2. Refer to position, a fast check can be made to determine if schematic #611-1127. All other circuits in this it's a faulty solenoid or switch. Place a wire jumper control function the same as Spec "A" models. on the F terminal of K1 to a good ground point. If Refer to schematic #611-1123. In addition, power the solenoid now energizes the fault is in the start is supplied to the fuel solenoid (E4 on Spec "A" switch or its circuit. If starting is not ac models and E5 on Spec "8" and later models) complished through one of the remote switches, a causing it to open and allowing fuel to the fast check can be made through the use of a carburetor, by energizing the fuel pump (E5 on jumper by grounding terminal 3 at the engine Spec "A" models and E4 on Spec "8" and later control or at the remote control to determine models. A running time meter is energized to complete circuit. lfthe starting is accomplished in provide a continuous record of hours of opera this manner but not through the switch, it in tion. dicates a faulty switch. Stop circuit can be tested 36 in the same way by jumpering from terminal 2 of the standard control or the deluxe or standard remote control. On Spec "B" models (Schematic 611-1127) Crank Ignition relay K2 operation can be tested by checking voltage from relay terminal 4 to ground while cranking unit. Battery voltage should appear at this terminal (4). If not, check for voltage at relay terminals 1 and 2 of K2. If battery voltage is present at terminals 1 and 2 of K2, but not at terminal 4 of K2, replace relay K2. If not voltage appears at terminals 1 and 2 on relay K2 while cranking, check wiring between Start solenoid K1 and Crank Ignition Relay K2. A fuel pump (E4) and fuel solenoid (E5) can be tested for operation by placing a jumper from B+ out of the battery to the plus side of the ignition coil (T1). If the fuel solenoid (E5) is good, a click should be heard when this jumper is connected. A chattering of the fuel pump should indicate it is functioning. If the unit cranks but will not start, and battery voltage is present at the plus terminal of the ignition coil (T1 ), disconnect the lead to the low oil pressure switch (S3) to be sure it is not remaining closed due to a fault. 37 F'ART5 l'ST I 611-1127 ICI Df5CII:!I"TION ® 1 cQ_NTAoL.:__A§TI___:: o 1 .-o; I CONTROL A'::.';,'( -O 2 :.::._;.~~~++-+~~~'---"~~~~~ WIRING DIAGRAM SCHEMATIC ® STANDARD ALL PART NO'S BELCIN ARE REF. ONLY A2 CONTROL (REF) A3 REMOTE CONTROL (REF I A2 I 300-09861 B I I 1.DELUXE REMOTE CONTROL IF--~--:ll A3 1300-098~1B I I l STANDARD REMOTE CONTROL BTl I I I I BATT.f.:RY 12 V C1 I I I CAPACITOR CRI 1'305-02351 A I 1 I RECTifiER : JJ r r[l El I I I I CHOKE-ONAN E2,E3 I I I 2 I SPARK PLUG ® ~ ~ E4 I I I I I FUEL PUMP L I 1 SOLENOID - FUEL (WHEN USED) - 2 FUSE(SAtiP,-32Vf GENERATOR ------~~+':'+-'--!SOLENOID-START----- RELAY -IGNITION ..------ Rl '353·0051fATTTRESISTOR-Fil(ED -(BF 353-0060 A IJRESISTOR-FIXED O!HtCCK) ~~ : • ~~~:CKHE·r:R6~~T~SY, l...J>3, 3'0_9:Q237 P I S..... ITCH-LOW OIL PRESS ® .> OPTION Wi 338-0958 B I 'WIRING HARNESS (CONN- REMOTE) (..,) OPTION W2 338-0959 C I ~~~N;R~~~N~~~~~~BTLELO~~~OTE_ dO OPTION W 3 338-0960 C I WIRING HARNE·S-S{CABLE-REMOTE ,_::_: ___ . _ __ ---t-1- CONTRO_L)__ [3o FE_D LONG' __J__j__ NOTE.: @ I. K'2 OLD RELAY COt-...INEC.T\ON<; CRI ® ARE I,Z,:> "i. '+- "t WOULD BE. THE. 5AME.AS"'8S *Z WOULD BE. THE. SA.ME. AS"3o "'3 WOULD BE. THE SAME. A'S "e .~ ~--~ i"{Q_·F~- I I RECONNECT I ON CHART BF "RV" BEGIN SPEC B 120V, 2W 120/240V, 3 W L-~P@~-11-:r-~-~t 611-1127 ~BTl 1 M~ 120V ~~~v ~~~ M3 I V 240V ~- M4 M4 CONTROL-OPERATING SEQUENCE FOR BFA (SPEC A) BGA (SPEC A) AND NH (SPECK) MOTOR HOME UNITS- SCHEMATIC #611-1135 This control is very similar to the 611-1127 RV dropping resistor R1 to relay K3 (Ignition Run) controls in operation except for changes to the through the LOPKO switch (83) to ground to keep Starting-Ignition and low oil pressure (LOPKO) K3 energized. K3 contacts complete the running circuits. All current twin cylinder RV motor home ignition circuit. Placing start-stop switch (81) in units listed above use the 611-1135 control. the stop position grounds power to K3. K3 de energizes and its contacts open breaking the Starting, Stopping, Ignition and Lopko ignition circuit. Circuits When the start switch (S 1) is placed in the start In the event of a low oil pressure condition (below position, relay K2 (Crank Ignition) energizes to 10 lbs when running), 83 will open, interrupting supply ignition current during the cranking current through K3 and shutting down the set. period ONLY. When running, ignition current is supplied through K3 (Ignition Run) relay. All other circuitry in this control functions the same When the engine starts and accelerates to as described in the 611-1127 control theory of governed speed, the battery charging circuit is operation except for the low oil pressure circuit energized through resistor R1, through CR1 to operation. 83 (low oil pressure switch), closes the battery, charging it. Power is also supplied when oil pressure reaches 8-10 lbs during crank from R1 to the fuel pump and ignition coil through ing. The generator supplies current through F2 to maintain these devices in operation. CONTROL-OPERATING SEQUENCE FOR 3.0AJ "RV" MOTOR HOME UNIT (BEGIN SPEC P)- SCHEMATIC #611-1140 This control functions the same as the 611-1135 control used on the twin cylinder sets except that this unit is a single cylinder. When the engine starts and reaches governed speed; releasing the start switch (81) allows it to go to the center off position breaking the K1 and K2 coil circuits. This breaks the starting and ignition circuits. 39 611-1135 I~~I WIRING DIAGRAM SCHEMATIC PARTS LIST REF DES PART NO ~~1QTY DESCRIPTION ~-----.±.11 f-=-----~ DELUXE >TANDARD AI 300-1601 D I CONTROLASSY (·OJ) 30AMP ' BTl K2 300-1&02. D I CONTROL ASSY .-02 4-0 AMP REM~TECO>JT=n rr=_R~~ROL~ 300-I&o3 D I CONTROLASSY -o3 50 AMP n __ ALL PART NOS TEO BELOWARE REF ONLY LIS 53 A2 300-0986 8 I DELUXE REiOTE CONTROL .,r<'.p------, I ~~~ I n' ! , : I i A3 300-0985 B I STANDARD REMOTE CONTROL rf l BTl I BATTERY IV Cl 312 0050 A I CAPACI TOR p 52 l[_~_j_-T_~j6 CRI 357-0030 I RE.CTIFIE.R (.BATT. CHARGIHG) --~--~ ~-+, El I CHOKE NAN l_ L _l __L L...... -_L- _lll__L I __j I : E2 3 2 SPARK PLUG 1}: E4 FUEL -- i I I 149 1542 I PUiP 11:.__j I I I S\ I I L __-{2)--. I,~RT:. p _jSTOP~ FJ 1-01 FUSE HOLDER 321-0174 2 FUSE - 5 AMP 32¥ {~11r:l W20R W3 : I 1 Gl I GENERATOR l, Cl I I T START SOLENOID Kl 307-1496 B I ~ I K2 3071575 p I RELAY CRANK IGNI Tl ON p 0 K3 307-1575 I RELAY - RUN I GNITl ON r------~------_ __j---=------=rsz----cutr~ER~ :~2_ G! I Rl 304-04 p I RESISTOR 5W '~~E3~~r=1~I ohm NOTE·. ' ' R2 RESISTOR MI,M2,M3~M4- ~TION: :: :~ I I=,~ FROM Gl ---+-- I---+-- I ' + - -- l 1-M~-:-18~- I Sl 3GB 0383 A I SWITCH START STOP ! S2 I S! ITCH - BREAKER& CAP ASSY S3 I ! COMM : I SWllr.H - LOW0 I l PRESS Tl 166 0643 c I COIL IGNITION TBI 332-0699 A I TERMINAL BLOCK ~ J 0 I TB2 332 · 0254 A I TERMINAL BOARD 98-3331 B I SILKSCREEN • WD (R.f~ I CBI 320· 05<+ c I CIRCUIT BREAKER 30 A~P ·OJ I 320 0547 c I CIRCUIT BREAKER 40Af.IP -02 I 320·0548 c I CIRCUIT BREAKER 5nAMP ·03: CRI !I 33B-IQ7 c I ! I RING HARNESS l. !3 338-1081 c I ! I RING HARNESS CA~LE-REiQTE ONTROLJ (30 FEET LONG) ' = I I 4---+-----+--l-+-Hi--+---+--'W"-'1-j~~::__ _::------J 5.0BGA, 6.5 NH 4.0 BFA II 2 RECONNECTION CHART (i\ NOTE: \:::.) M2 iS GROUNDED IN GENERATOR Sl • IGN 120V, 2W 120/240V, 3W 120V, 2W BFA, BGA STAI\1 STOP Ml 4 ., Ml AND NH 1142----.:1 12.pv Ml =:l__ _:_j""""""T 240V :~~M3 120V 3 M2~zov E4 M 120V t RV SETS M~ M4 t Ml __j 611-1140 1~1 PARTS LIST 1 WIRING DIAGRAM REF DES PART NO DESCRIPTIOO r.i~!CfYl AI 300-1584 c I CONTROLASSY D£LUX£ :>TANDARD ------REMOTE COI-.ITROL (REF) A3 RU.WH CONT~OL(REF) scH'~I,I':BT~~~1 ALL PART NOS LISTED BEl W ARE REF N A2 300-0986 p I DELUXE REMOTE. C.ONTROL ~3 ~-IT'!i r~--=---~--==rl I c?"' I ' I I : e·o· ~----=ri Ao 301 -09BI B I STANOARI REMOTE CONTROL 1 I ~---=:J BTl BATTERY ! AZ IV --,=s,; Cl 312-0050 A I CAPACITOR CRI 357-0030 p I Rf.CTJFIE.R f,ATT. CHARGI"'G 3) __ 6 -- ~ 3 -- 2 I 52 t_~ l 320-0544 I 30AMP CIRC.UIT BRK I I+-~-~I - C.hl c ~ HOKI - DNA i('i: [ E2 I SPARK - PlUG l L L_Ll _____L_~--~/-- __L :,1 E4 307 -130Z A I SOLENOID 1--Uo ::>HUT _0'. ~_j 1 Ill A_] I ' I I I I Sl j I AC OUTLET "BOX i F ll_l-01 p FUSE HOLDER 11.\Z= -- ===::;1 :>EE 'i -~ 1 L--~~ 321 0174 p 2 FUSE- 5 AMP 32¥ ' MZ CBI IZDV I'NOTE I I Gl I GENERATOR iwd~~ i"l wzoRw3 I ~I Kl 307 149B B I ST ARi SOlE~0 I 0 K2 307 1575 p I RELAY - CRANK IGNITION K3 307 1575 p I RELAY - RUN I GNIliON ! , I ~"c;,~~,_:I AI Rl 304-0735 p I RESIST R - 11/S"QOffi0! ----~ R2 35: -0050 RESISTOR-10-0HM .45W 1---c;---,i ~~ 1 Sl JOB 03B3 A I SWITCH START S70P I S2 I SWITCH BREAKER& CAP ASSY 30 ~~• _ lrc[I&N K~Js... II S3 I SWITCH lOW OIL PRESS Tl 166 0278 C I COil- IGNITION """" IIAl "'"' -H-- K1. l 181 332-0604 A I TERMINAL &LOCK 98-3358 A I SILK.SCRE.EN · WD I Kl ' J 0 . . Jl SDB-0200 A I BUSH lNG- TERMINAL I _, El ------S,- - i - -- _j t' j ru-- k> - (>-u--: COl ~----~'==~ 338 ll\1 NDTE_S: WHENUSEC L Nil- BLACK, I.J\2.-WHITE 51~ 3.0AJ RV SET START (Begin Spec P) CONTROL TROUBLESHOOTING PROBLEM PROBABLE CAUSE REMEDY FAILS TO CRANK 1 Bad Battery Connection 1 Clean and tighten all battery and cable connections. 2. Low Battery 2A Check specific gravity. Recharge or replace battery if necessary. 2B. Reverse current diode (CR 1) may be shorted or open causing a dr?in on the battery. R2 may be open. 3. Faulty Start Solenoid (K1) 3. Check start solenoid "S" terminal voltage to ground. When battery voltage is present at start solenoid "B+" terminal then battery voltage should also appear at "S" terminal; if not, replace start solenoid. 4. Faulty Start Switch 4. Jumper switch (TB1 #3 terminal) to ground. If Solenoid Energizes, Replace Switch. CRANKS SLOWLY 1. Bad Battery Connection 1. See 1 above (FAILS TO CRANK) 2. Low Battery 2. See 2 above (FAILS TO CRANK) CRANKS BUT 1. Blown Fuse (F2) 1 Replace fuse (F2) on control. WON'T START 2. Faulty Fuel Solenoid Or 2. Fuel solenoid must open during cranking and running. Check Fuel Pump by removing steel line from carburetor and crank engine. If fuel solenoid is open, fuel will pulsate out of this line. If it does not, the fuel solenoid and fuel pump must be checked On later models, fuel separately to determine defective part. solenoid is an integral part '.Use extreme care for this test. Di reel fuel of fuel pump. WARNING I flow into a suitable container and make sure area is well ventilated to prevent accumulation of gasoline fumes. 3. Faulty Ignition 3. Check to see if points open and close during cranking. If they do not open and close, adjust and set points. Plug and plug wires must be in good condition. Voltage at ignition coil negative terminal(-) must alternate from+ 12 volts to zero volts as points open and close during engine cranking. 4. I noperat1ve Choke 4. W1th engine not running, check choke vane movement by pushing choke lever arm. Choke must be in closed position with cold engine, and must be free to move against bimetal spring. As engine warms up, bi-metal spring relaxes and allows choke vane to open fully. The lever will pulsate as engine warms up See ADJUSTMENT section. 5. Check voltage from relay terminal "87" to ground while 5. Faulty Crank lgnit1on Relay (K2) cranking unit. Battery voltage should appear at this terminal. If not check for voltage at relay terminals "86" and "30". If battery voltage is present at terminals "86" and "30", but not at 87, jumper terminal 85 to ground, if no voltage is present, replace relay. If no voltage appears at terminals 86 and 30 on relay while cranking, check wiring between start solenoid (K1) and crank Ignition relay (K2). 1 Check voltage on both sides of R1. With set running voltage UNIT STARTS, BUT 1. Resistor R1 may be open. should be 24-32 volts DC on generator side. K3 s1de should be STOPS IMMEDIATELY 2. S3 Low oil pressure switch may 8-16 volts. AFTER RELEASING be defective. 2. Check S3. Switch should close with set running at 10 lbs. START SWITCH S1 minimum oil pressure. Check by jumpering (K3) terminal #85to 3. Run Ignition Relay K3. ground while cranking. Check voltage at terminal #86 of K3. Should be 8-16 volts 4. Low Oil Level. 3. depending on load. 4. Check oil level. If low or empty, refill to proper level. 1 Low Oil Level UNITS RUNS THEN 1 See 4 above. STOPS UNITS RUNS BUT 1 Stuck Choke 1. See 4 above (CRANKS BUT WON'T START) SURGES 2. Governor Not Adjusted Properly 2. Readjust governor. UNITS STOPS 1. Faulty Ignition 1 See 3 above (CRANKS BUT WON'T START) 2. Out of Fuel 2. Refill fuel tank. 3. Low Oil Level 3. See 1 above REMOTE RUNNING TIME 1. Blown Fuse (F1) 1 Replace F1 fuse on control. METER OR GENERATOR LAMP INOPERATIVE 42 OPERATING SEQUENCE FOR CONTROL #300-1185 SOLID STATE IDLEMATIC Function Load Application The control is designed to reduce engine speed When load is applied to the generating set, an during a no load condition from nominal 3600 to output is produced at current transformer CT1 approximately half speed or 1800 RPM. On a load which gates SCR6 (turns it on) shorting out the application, the control will then allow the engine signal to SCR2. This causes SCR2 to turn off and governor to assume speed control and accelerate the solenoid de-energizes and allows the engine back to its nominal 3600 RPM. to speed up to 3600 RPM. The generator set will continue to run at 3600 RPM until the 30-40 second time interval has passed with no load or as long as a load is placed on the generating set.. Operation When load is removed from the generating set, SCR6 turns off removing the short from capacitor C1. C1 and R1 provide aRC time constant to delay "turn on" of SCR2 (20-40 seconds) when load is removed. When capacitor C1 has reached a Continuous 3600 RPM preselected charge level, then zener CR4 con To disable the control and maintain generator set ducts and turns SCR2 on. When SCR2 is turned speed at 3600 RPM, turn switch S1 to the off on, a circuit is completed from ground through position which breaks the solenoid circuit and the solenoid coil through SCR2 through switch de-activates the control. Should SCR2 short, the S1 back to the generator and ground energizing control will operate to maintain the 1800 RPM. the shutdown or slowdown solenoid. The engine Should this occur, disconnect the solenoid or speed drops to approximately 1800 RPM. As long open switch S 1. Should SCR6 short out, the as no load is applied to the generating set, this generating set will run at a continuous 3600 RPM. RPM will be maintained by the solenoid CR3 is a blocking diode. CR5 is a discharge diode overriding the governor. for the current transformer. 43 SCHEMATIC DIAGRAM TO SOLENOID NOM. 90.a TO GND CRI CR2 .::.. .::.. R2 GENERATOR CURRENT CR5 SENSING LEADS ~~----~------.r------~ Sl CR3 VOLTAGE INPUT l20VAC TO GND 300-1185 IDLE MATIC "J" SERIES UNITS STARTING SEQUENCE-DIESEL POWERED UNITS START RELAY ENERGIZES OPERATOR MANIFOLD MANIFOLD OPERATOR AND ALLOWS PUSH HEATER AND HEATER STARTER PUSHES FUEL PREHEAT 1-- GLOW PLUG 1-- AND GLOW I-- 1-- J---- CRANKS START SOLENOID OR REMOTE SOLENOID PLUGS ENGINE SWITCH TO ENERGIZE SWITCH ENERGIZES ENERGIZE AND STARTER ENERGIZES START ENGINE HEATER DISCONNECT OPERATOR CENTRIFUGAL GLOW PLUGS RELAY RELEASE ENGINE ~ SWITCH AND START ENERGIZES, r-- 1-- r-- START I-- RUNS CLOSES AT RELAY BREAKS SWITCH .J:>. 900 RPM DE-ENERGIZE CRANKING c..n CIRCUIT. -- STOPPING SEQUENCE DIESEL LOW OIL HWTKO RELAY OPERATOR PRESSURE PRESS STOP SWITCH ENERGIZES, SWITCH THROTTLE ENGINE I-- CLOSES 1-- 1-- CLOSES STOPS AND FUEL AND FUEL SOLENOID SOLENOID AND FUEL DE-ENERGIZES DE-ENERGIZES SOLENOID DE-ENERGIZES L...._- Starting Sequence The starting and stopping sequence shows the manual, mechanical, and electrical events re quired for satisfactory start, run and stop cycles. OPERATING SEQUENCE FOR DIESEL GENERATING SET CONTROL #612-4792 Starting Circuit The common practice for placing "Onan" Class breaks the circuit to the start solenoid relay K11 "A" controls into operating condition is by groun causing the start solenoid K11 to de-energize and ding certain components. The switch is used to remove the cranking motor from the battery. At place this ground on the affected components. the same time, another set of K12 contacts close supplying power from the charging circuit or the Moving the handle of the manifold heater switch battery through the normally closed contacts of S12 to the preheat position causes a current flow emergency relay K14 to the fuel solenoid K1. This from 8+, through the coil of manifold heater keeps relay K1 (fuel solenoid) energized and solenoid K13 to ground and back to battery allows the governor to control the fuel injection negative terminal. This causes manifold heater pump. relay K13 to energize and closes its contacts to supply power to the manifold intake heater and glow plugs. If the preheat circuit is controlled by a load transfer control, this relay is energized by the The engine governor will maintain engine speed grounding of terminal "H." The length of preheat at approximately 1860 RPM (62 cycles) or a fairly can be selected through the use of a relay or constant speed with load added. through manually holding heater switch S12 on. Voltage Buildup After the preheat period has passed, the load One pole face on the exicter field assembly has a transfer control will cause terminal 3 to be permanent magnet imbedded in it. This is in grounded energizing the starting circuit. The stalled at the time the lamination stack is starting circuit can also be energized by placing assembled. This permanent magnet aids in the start-stop switch S11 in the start position. This voltage build-up in the exciter. The residual allows battery current to flow from the 8+ through magnetism of the pole pieces plus the permanent start solenoid relay coil K11, through the closed magnet in the one pole, causes a high residual contacts of the start-disconnect and fuel solenoid voltage to be produced. This produces, in the relay K12, through the start switch S11, to the three phase exciter rotor, a voltage which is center terminal to ground and to the battery rectified by a network of three positive and three causing start solenoid K11 to energize. K11 start negative diodes to the generator rotor for field solenoid energizes and causes its main contacts excitation. The voltage produced in the stator is to close, connecting the battery through the supplied to the voltage regulator which controls cranking motor. At the same time the main the turn on point of the SCR's and in turn contacts of K11 are closed, an auxiliary circuit is controlling field current. When the generator's also completed from start solenoid K11 through voltage reaches the control point, the voltage the contacts of the emergency time delay relay regulator maintains field current to hold essen K14, to the fuel solenoid K1, and to the battery. tially constant output voltage. The fuel solenoid K1 is a two coil unit with a pickup coil and a holding coil. This relay energizes to take pressure off the control arm of the fuel injection pump and allows the metering sleeve to be positioned so fuel is supplied to the injectors so the engine can fire, start and run. Battery Charging Circuit A separate battery charge winding is placed in the generator stator and has a voltage produced in it dependent upon the field strength of the main generator. The charging current is controlled by resistor R21. This charging circuit is essentially a When the engine has started and accelerated to 5 ampere circuit. Battery charging current is approximately 900 RPM, the centrifugal dis supplied through diodeCR11 totheammeterand connect switch S1 closes. When switch S1 closes, to the battery back to ground and to the charging battery current flows through its contacts, winding. This charges the battery and prepares it through resistor R11, through the coil of the start for supplying powerforthe next start. The charge disconnect and fuel solenoid relay K12 to the winding also supplies power to maintain the fuel battery. This causes the K12 relay to energize and solenoid K1, energized. 46 WIRING DIAGRAM SCHEMATIC DIAGRAM PARTS LIST (REF) 612-4792 DfSCRIPTtON R~.lDES.~ ,._RT INSIDE VIEW OF CONTROL BOX -STARTER a SOLENOID BTl ------.-.:.-.--.=='------~ ____j *I E_l Kll --, _(2_CYL)_ (4 CYL) W5 *I :~ REGULATOR ASSY-VOLTAGE (W/0 V ADJ) -01,-02,-05,-06,..:01,-1 Mil REGULATOR ASSY-VOLTAGE WI W4 (W/ V ADJ) -03,-04,-07,-08,-H,•I2 A WIRING HARNESS (FI-F2) I I L__-o----I El ------ WII i 302-04461 1 RII,SII 1308-03071 I :~TECTHE~-~HE~~G:oR~~~~~ Rl2 304-o697 I RESISTOR~ ASS£1o11LY ~ ... "l()JI, '~.J iS2 I -....! Sl2 308-0304 I SWITCH a LEAD ASSY L_- ...J s4.'1 TSII 332-0604 I TERWfoiAL BLOCK ITI ~4 332-0616 I WARKER STRIP .o--5 TBI2 .332-0706 I I TERMINAL BLOCK 332-0739.; _J__ ~KE. R S-TRIP -·. 336·1466 1 j-f~~oASSY NOTES ..6-22~lt1-~r~~~if~--=~~- --- I. CONNECT LEAD WIO FROM \14 TO V PER VOLTAGE CHART BELOW...... r ..... , ~ !__ _j_ LEAD ~_!_~- 332-0602 I ·~JUMPER 2. CONNECT X I TO 5 FOR CODE 53C a 518(50HZ) -·~AC"D~AC"S'-'S'-'Y------~ ] CONNECT XI TO 6 FOR CODE 3C I 8160HZ) a ~336-10~5 I, 2 LEAD ASSY 3. UNLESS OTHERWISE NOTED, ALL COMPONENTS ARE SHOWN IN THE DE-ENERGIZED POSITION. 301-1961 I I I PANEL-CONTROL BOX 18 301-1962 I 1 CONTROL BOX a I COVER-REGULATOR SIB ~30!-3683 1 sAD"o""L~E::-c;co~N::OT~R:C:oo'OL"-'::B:::o""x____ _ 301-3882\ I \OUTPUT SOX -01,-02 -03,-04 CODE 18 60HZ 1 30J-08~6H-tCOVER -01,-02,-03,-04 120/240V Y4-VI 301-2467 I OUTPUT BOX -0~ THRU -12 301-24661 I I COVER -05 THRU -12 508-01831 I I GROMMET CODE 518 50Hz 402-00701 4 I RUBBER MOUNTS 337-00361 I I GROUND STRAP 110/2 20V V4-VI II!5/230V V-4-V2 98-1683 I I I SILKSCREEN(AOO LOW OIL8 RESET) 120/240 V V4·-'J?o 98-2606 I I I SILKSCREEN(3CR,53CR)-OI THRU -11 98-2607) I~KSCREEN(I8R,518R)-02THRU -12 I I I I ~---3r. A. ~3r. l1 unr'IF"I I v~~.,I VR?~ I , I vR?~I VR22 VRZ 3 "*WHEN USED 2 CYL 2 CYL.I DIESEL STANDARD DIESEL CONTROL 612-4792 Low Oil Pressure Cut-Out Fast Troubleshooting (LOPKO) If the ammeter does not indicate a charge, it The low oil pressure cutout circuit is from the usually means the generator has not built up battery side of the ammeter through the cen voltage. This generator does not have an trifugal disconnect switch S1 to resistor R12, automatic field flash circuit; and consequently, through the heater of the emergency time delay it is necessary to make a field voltage measure relay K14 and through the low oil pressure switch ment. This can be done across terminals 3 and 4 at S4 to ground. Resistor R12 sets the timing interval the end bell of the generator or at terminal? or 8 of of emergency relay K14. Should there be a loss of the voltage regulator assembly. Terminal 8 is oil pressure or an excessive drop in level, switch positive and terminal 7 is negative. Should no S4 will close and the emergency time delay relay voltage be measured at these points, refer to the K14 will operate in approximately 15 seconds. "YD" Generator Service Manual (900-0184). When time delay relay K14 operates due to low oil pressure, its normally closed contacts open and The water-cooled units have a high water break the circuit to the fuel solenoid K1. The fuel temperature cutoff switch S2 in series with the solenoid de-energizes and its plunger drops fuel solenoid K1. This switch can be checked by down on the control arm of the fuel injection placing a jumper across the terminals of the pump causing the fuel to spill and shuts down the switch and closing the start switch S11 to see if engine. the solenoid energizes. If there has been a low oil pressure cutout condition, the red button on the emergency relay K14 will be sticking out. One minute of "cool down" is required before resetting (pushing in the button) the relay to place it back in operation. A shorter time may result in the solder pot not fusing correctly and permitting the button to be pushed out by the spring when the unit vibrates. Unit Stopping Should the centrifugal switch S1 fail to close or make contact, the start-disconnect and fuel To stop the engine it is necessary to ground solenoid relay K12 will de-energize as soon as the terminal #2 through the load transfer control or to start switch S11 is released and then the unit will place start-stop switch S11 in the stop position. shut down. This causes a cycling condition on the Grounding terminal #2 or placing start-stop generator set. The centrifugal switch S 1 can be switch S11 inthestopposition causes aground to checked by removing the cover and holding the be placed on the supply side of the start contacts closed manually after the unit has disconnect and fuel solenoid relay K12. Relay K12 started. Set the centrifugal disconnect switch gap de-energizes, its contacts open and break the at approximately .025 inches for proper wipe and circuit to the fuel solenoid K1 causing engine contact pressure. Should the centrifugal switch shutdown. Resistor R11 is placed in the circuit so S1 fail to open on shutdown, it will cause a battery a short circuit or direct ground is not placed on discharge and burn out of the emergency time the battery charging circuit. delay relay (K14). 48 OPERATING SEQUENCE FOR "MARINE" DIESEL CONTROL #612-2334 Starting Circuit Start-Disconnect Circuit The common practice for Onan controls is to The cranking motor continues to crank the ground the center of the switch portion of all start engine until it starts and accelerates. 900 RPM is stop switches. The operation of the control is the speed at which the centrifugal switch 81 has accomplished through grounding certain com been set to operate. The centrifugal switch 81 is ponents. driven by a gear from the camshaft gear. As centrifugal force is high enough the weights fly Moving the handle of the manifold heater switch out allowing the cam to drop in and the cen 811 to the heat position energizes the manifold trifugal disconnect closes. When the centrifugal solenoid K12, which then supplies battery power switch 81 closes, battery power is supplied through the main contact of relay K12 to the glow through this switch to the 15 ohm, 10 watt resistor plugs and the manifold heater. This switch should R12, to the coil of the start disconnect and fuel be held in this position for 30 seconds normally or solenoid relay K13 and to ground. This energizes if weather conditions are such that extreme cold K13 relay causing the normally closed contacts to is encountered, then for either one minute or two open and break the start solenoid K11 circuit. minutes. This also de-energizes the coil on the start relay K14. The contact in the start relay K14 opens just After a sufficient pre-heat time has been allowed, after the contacts in the start-disconnect and fuel placing the start-stop switch 812 in the start solenoid relay K13 close. This supplies power to position causes a current flow from the B+ the fuel solenoid K1 and keeps it energized so that terminal of start solenoid K11 to the coil, to the it does not release and cause the injection pump start-disconnect and fuel solenoid relay K13. control metering sleeve to go to minimum fuel Then from this point through the normally closed and stop the engine. contacts of that K13 relay, to the start side of the start-stop switch 812 to terminal one on the terminal connection block to ground. This energizes the start solenoid K11 and supplies battery power to the solenoid shift on the crank The engine governor maintains the engine speed ing motor and then to the starter, cranking the at rated value forth at particular unit. In this case it engine. is 1800 RPM. Battery voltage is picked up at the ammeter and this causes a current flow to the coil of the start relay K14 through the coil to the normally closed contacts on the K13 relay to the start switch 812 and to ground. This causes the start relay K14 to energize. From the battery a current flows through the ammeter, through it to the start relay Battery Charging Circuit K14 contacts, which are now closed, through the When the engine has come up to speed the contacts on the emergency relay K15. (This is a residual magnetism in the rotor poles produce a low oil pressure relay and its heater is energized small voltage in the battery winding of the when the unit starts and if the low oil pressure generator. A consequent voltage build up is switch fails to open.) Through these contacts to produced. When voltage has built up to normal the terminal 4 on the terminal block, to the high then the battery charge winding in the stator has a temperature cut-out switch 82, to the fuel voltage produced in it which is directed through solenoid K1. This energizes the fuel solenoid K1 the charge rectifier CR11 to the charge ammeter and allows the governor to position the metering to the battery terminal on the manifold heater sleeve in the fuel injection pump to full fuel. With solenoid K12 and to the battery, recharging it. The the manifold heater switch 811 released and the charge resistor R1, is adjustable for the most start switch 812 still closed, the starter solenoid satisfactory charge rate. It is factory set at K11 and the manifold heater solenoid K12 remain approximately 5 amperes. The charge rectifier energized. Battery power is supplied to the glow CR11 replaces the reverse current relay used in plugs and manifold heater and to the cranking earlier models. It is a battery charge diode and motor. this unit has only the one step of battery charging. 49 Low Oil Pressure Cut Off (LOPKO) control arm causing positioning of the metering sleeve to "No fuel" position. The engine stops due The one ohm, 10 watt resistor R11 is to limit the to lack of fuel to the injectors. Fuel removal is the current through the heater on the emergency only means provided for stopping the Onan relay K15. This heater gets current only after the diesel. generator has come up to a certain speed and centrifugal switch S1 has closed. Should low oil pressure remain for 15 seconds, the heater HR1 will allow the ratchet to release and contacts will open breaking the circuit to the fuel solenoid K1 causing a shut down. Fast Troubleshooting The ammeter indicating "0" usually means the generator has not built up voltage. This generator has an automatic field flash circuit which receives power from the "F" terminal of the start solenoid K11. When K11 start solenoid is energized, power is applied to the static exciter and to the revolving Unit Stopping field for faster voltage build up. The 12-volt Placing the start-stop switch S12 in the stop battery used does not cause damage to the position, shorts out the power supply to the start exciter nor to the revolving field due to the high disconnect and fuel solenoid relay K13 and cranking current causing a substantial voltage breaks the circuit to the fuel solenoid K1. The K1 drop across the battery and reducing this voltage solenoid shaft applies force to the injection pump to approximately 8-volts. Should the centrifugal switch S1 fail to close or make contact, the start-disconnect and fuel solenoid relay K13 will not energize and as soon as the S12 start switch is released the unit will shut down. This can be readily checked by taking the cover off the S12 switch and holding contacts closed manually. It also can be checked by taking the cover off the control box and holding the start disconnect and fuel solenoid relay K13 armature closed by hand. Should centrifugal switch S1 fail to open on shut down, it will cause a battery discharge and also cause the operation of the emergency relay K15. 50 ENG-Gf~(---,;.irs L'ST (REF) fo\'2.C23~ 'NI~IW<":>DII>..G~I>-.111 'SC.I-It..\.AI>.T\t REF DES 0'> OESC.If'TION 1\.l'ioll:l'O. 'illi.'tl 0~ lO\.liii.O\. !.01. Bl STARTER& 112 I ~EllSTIR U IIIII 10 I Till I fl•IMAL lllCl I IUIER rTiff U'l Tll2 1 TEll I NIL llM:I I I&IJIER STIIf II I JUIPU I El 12 I LEAD.im L--0------13 I LEAl lSf IHI'f" 4 14 I LUI ASST r.i I LEAl ISST •• AC VOLTAGES li 2 LEADWI JCR. 120 HOV I PH JW 17 2 LEADASS! f1i' 4R. 12G 20BV JPH 41 I 50R 120 240V 3PH 4W 6 lUll US! fl" b GOR 24D •sov JPH 40 6 • 4XR 277 4BOV JPH 41 I , •x 7R 220 380V JPH I CIIITIIOL 1111 ..0--~-~" JXR 240 416V JPH "4W I .. 9XR 347 600V JPH 4W !, I IU ITI "'' I IRAt:ltET-ourp T gox '! I -E I ITIAI- 1 · m1 IIUTPUT1111 1 iUS l BE GROUNDED ·==I G-£ !Dtl1i'UT II 0 ON 4R 7R 7XR I I l tCI£~100 LOI OIL &--.nff) To l!NGROUNDtOON SILI.SCU£11 I:ICI •n 4Xk 50R 60R 9XR 'WHENUSED \0 11 NOH I THIS WIRE USED FOR JCR 4R lk JXR ONLY S\"1.<3\.~~.._~t.}..(_ LO,._O C.Ol-4\.l't.t.i\0~~(~<:..~) NOTEZ. UNLESSOTHERIISE NOTEO ltL COMPONEHTS ARE SHOW> Starting Circuit Battery Charging Place the preheat switch in the "preheat" position. With the engine running at 1860 RPM, the Battery current will flow through the coil of K2, generator should be producing both AC output through the preheat switch back tog round and to voltage and excitation and battery charging the battery. K2 energizing will complete the voltage. The battery charging circuit is completed circuit to the manifold heater and the glow plug. from the 81 terminal to the start solenoid 81 After a sufficient preheat time place the start terminal to resistor R2 (adjustable) to the current switch (81) in the "start" position, battery current coil of the reverse current relay (K3) through the will flow through coil K1, through the start switch contacts of K3 to the ammeter and to the battery. (8 1) to ground and to the battery. When K1 R2 is adjustable to provide a means of altering the energizes, its large contacts will close connecting battery charging rate. the cranking windings of the generator to the battery. The generator acting as a DC cranking When the unit is stopped, a reversal of current motor will cause the engine to turn. At this point through the current coil of K3 relay causes an the decompression mechanism maintains the opposing effect on the magnetic fields and the exhaust valve in the open position preventing armature drops out breaking the charging circuit. compression buildup. When the generator has This prevents the battery from discharging back cranked the engine long enough and to a high through the generator on shutdown. enough RPM, the low oil pressure switch 85 closes. When it closes, battery current will flow through the large contacts of K1, through the charging resistor through resistor R3 to the coil of relay K4, through the low oil pressure switch (85) to ground. K4 relay energizes and its contacts Stop Circuit close. This is the decompression solenoid relay. When its contacts close, a circuit is provided from To stop the unit place the switch 81 in the stop the battery, through the ammeter, through the K4 position. This places a ground on the supply side contacts, through the high temperature cutout of K4 decompression solenoid relay causing it to switch, to the decompression solenoid, to ground r:ie-energize. When it de-energizes, its contacts to the battery. The decompression solenoid (K5) open breaking the circuit to the decompression energizes and its plunger pulls back and allows solenoid allowing the plunger to be pushed in against the decompression mechanism causing it the decompression mechanism mounted on the to swing over and hold the exhaust valve open. head and in the valve cover to operate removing the pressure from the exhaust valve rocker allow With no compression the engine stops. Resistor R3 is in the circuit to prevent a dead ground on the ing the exhaust valve to close. When the exhaust charging circuit. valve closes, compression takes place and with fuel injected the charge is fired and the engine starts and accelerates to govern speed. When the engine has reached approximately900 Flicker Circuit RPM, releasing the start switch (81), breaks the The single cylinder 1800 RPM unit employs a starting circuit. If the unit is controlled by an flicker circuit to eliminate the flare or flickering of automatic demand control, then the control will lights on the power stroke. A switch (83) opens to break the starting circuit when the generator's insert resistor R1 in the shunt field circuit toward voltage has reached a value high enough to close the end of the compression stroke so field power the line relay. The decompression solenoid has a is reduced on the powerstroketocompensatefor resistor in series with the pickup coil to maintain it the increase in RPM. After the power stroke, the energized after starting so both pickup coil and switch (83) closes bypassing resistor R1 and holding coil are energized to aid in maintaining allowing the field to build back up to normal and compression on the unit. eliminating a drop in voltage. 52 PAR 1 ) l')l ll' Ill IN L: u! AI,:;A~ 610(32.8 PAR" NO I DESCRIPTION \f "' Dl' I Cl ; 312AI87 l C.lfWTOR ~S_L_j!Fp. ___ _ ::,['~~,~~I~ Kl J~:s1046 ' RELA_Y- ~T_AfUSOLENOIU~~ K2 • 30781046 t Rtl_AY Hr;_!i____f1JlGSOLENOID K3 • J ~7EI BO 8• t RELAY· Rl VlJliL CJlMl!!L__ f-" 30784 -r ___c~lELAY:_PlCO~_f_Rl~iO-NSOLENOI-D - ~);J.:_ 1'" 9 JQ2A4SSY ~TBI.I .33Ub03 l'· B_L.IJCI(_~_TER~ 7B7 1 332A604 I BLOCK- TERMI HAL f-----+----iAI 1 - £-U:il§.ij__+, + -sw =MAR![R' · wi... -1JlA5gj_: -~~-JUMPER(Slf_!IQTI_I)____ _ 2'-'--+-332Ab02.. +- ~U"'''(R______-~~-- r-----4-_301(1%31~''COVER-CONTROL60~ 'I'II f--·-1- lO,I02008 -'-+.,CONTROL BOX """ ____ _ II II . - -~~~:1;~~: l ft :::~;ET:o~;~~~--- ...... 30112415 -~ · BRACKET::-cOil! Boi"ffi(LTI-- II T 1 Sl f-· -· -- -· 301 mz0 .Ll BRACKET- CONTROLBOX MIG (R .H. 30182012: I · COVER·RESISTOR ., c~Rll ~:·:=:.__gslt_87.S.+ -~-:sli:KSCR.EEN- RECONNECTII)I ~- 401-70 • _4, RUJ!BER.. M'70"'UC'H"'T.._S__ _ -·! 337:3G I SJ~P,P·BO'~D (,J1 ~~BTl + IIi-= ___l__. . c...> PARTSLl ST ENGGEH (REFI ,z n 8~E")019 5!Q __ _ I I BATTERY.12. V :f. f -E~--;------I 'LA -----r-17 FUEL PUMP I --+- I t GENERATOR I .. "~r------1 Gl -H[~IfolD .' biOI PlUG - OEE NOTEi) _j SOLENOID- DECOMPRESSION RESISTOR•5Jl.,50 W 55 i_~NTS- FLICKER C.( ~ICH-HIGH AIR HIP HI -f6' I , SIITCH- OIL PRESS [f~- W==u all f------~--+------f--- +--+- 'I VOLTAGE ¢ AC SLIP RINGS CODE f------1----+----+------f --1-2 Gl - -3C -.WHEN USED --4,7t8 ~ i2 --5 (SEE iOTE 21 --4X Gt"i3 ~ COMM-- -BEARING DJAAND MDJA ___j 14 END END _....!. -=-BTl 610-0328 RECONNEC!IIlllFOR 3C ~ 120V. 2 I 120/140V. 3 I 240V. 2 I IIOTES: II - I. REIOVEJUIPER (Ill IHEN PREHEATCIRCUIT IN AUTOI!TIC OR LliE TRANSFERIS USED. 120V II~12 l2 t ilp12 111 120V 240 140V 2. ALl AC LEADS HAVE .I MFD CAPACITORS TO GROUNDIN GENERATOR 13 ~ 110V J 13 14 114 114 3. UlllESS OTHERWISEHOTEO. All COIPI)IENTS ARE SHO~IN THE OE·ENERGIZEDPOSITII)I Troubleshooting does not start but cranks, check to be sure the Should the preheat solenoid (K2) or start solenoid d~compression solenoid (K4) is energizing. The (K1) fail to close when the switches are high temperature cutout switch S4 may be faulty manipulated, a jumper can be used from the small and have the circuit open. Oil pressure switch S5 terminal on the solenoid to ground to check to be may not be closing due to low oil pressure or a sure the solenoid coil is operational. This also f~ulty switc~ which will prevent K4 (decompres checks the preheat switch (S2) and the start-stop ~ion solenoid relay) from energizing. If a chatter switch (S1 ). If high voltages are encountered, it is Ing of the K1 or K2 relays develops, check the an indication that switch S3 has not opened and battery connections at the battery or the requires adjusting. If no output voltage is produc generator for corrosion and also the battery for ed, check resistor R1 and switch S3. If the unit condition. 54 OPERATING SEQUENCE FOR DIESEL GENERATING SET CONTROL #611-1 082 Starting Circuit the same time, another set of K12 contacts close supplying power from the charging circuit or the The common practice for placing "Onan" Class battery through the normally closed contacts of "A" controls into operating condition is by groun emergency relay K14 to the fuel solenoid K1. This ding certain components. The switch is used to keeps relay K1 (fuel solenoid) energized and place this ground on the affected components. allows the governor to control the fuel injection Moving the handle of the manifold heater switch pump. S12 to the preheat position causes a current flow from B+, through the coil of manifold heater The engine governor will maintain engine speed solenoid K13 to ground and back to battery at approximately 1860 RPM (62 cycles) or a fairly negative terminal. This causes manifold heater constant speed with load added. relay K13 to energize and closes its contacts to supply power to the manifold intake heater and glow plugs. If the preheat circuit is controlled by a load transfer control, this relay is energized by the grounding of terminal "H." The length of preheat Voltage Buildup can be selected through the use of a relay or One pole face on the exciter field assembly has a through manually holding heater switch S12 on. permanent magnet embedded in it. This is in stalled at the time the lamination stack is assembled. This permanent magnet aids in the After the preheat period has passed, the load voltage build-up in the exciter. The residual transfer control will cause terminal 3 to be magnetism of the pole pieces plus the permanent grounded energizing the starting circuit. The magnet in the one pole, causes a higher residual starting circuit can also be energized by placing voltage to be produced. This produces, in the start-stop switch S11 in the start position. This three phase exciter rotor, a voltage which is allows battery current to flow from the B+ through rectified by a network of three positive and three start solenoid relay coil K11, through the closed negative diodes to the generator rotor for field contacts of the start-disconnect and fuel solenoid excitation. The voltage produced in the stator is relay K12, through the start switch S11, to the supplied to the voltage regulator which controls center terminal to ground and to the battery the turn on point of the SCR's and in turn causing start solenoid K11 to energize. K11 start controlling field current. When the generator's solenoid energizes and causes its main contacts voltage reaches the control point, the voltage to close, connecting the battery through the regulator maintains field current to hold essen cranking motor. At the same time the main tially constant output voltage. contacts of K11 are closed, an auxiliary circuit is also completed from start solenoid K11 through the contacts of the emergency time delay relay K14, to the fuel solenoid K1, and to the battery. The fuel solenoid K1 is a two coil unit with a pickup coil and a holding coil. This relay energizes to take pressure off the control arm of the fuel injection pump and allows the metering sleeve to be positioned so fuel is supplied to the Battery Charging Circuit injectors so the engine can fire, start and run. A separate battery charge winding is placed in the generator stator and has a voltage produced in it When the engine has started and accelerated to dependent upon the field strength of the main approximately 900 RPM, the centrifugal dis generator. The charging current is controlled by connect switch S1 closes. When switch S1 closes, resistor R21. This charging circuit is essentially a battery current flows through its contacts, 5 ampere circuit. Battery charging current is through resistor R11, through the coil of the start supplied through diode CR11 to the ammeter and disconnect and fuel solenoid relay K12 to the to the battery back to ground and to the charging battery. This causes the K12 relay to energize and winding. This charges the battery and prepares it breaks the circuit to the start solenoid relay K11 for supplying power for the next start. The charge causing the start solenoid K11 to de-energize and winding also supplies power to maintain the fuel remove the cranking motor from the battery. At solenoid K1, energized. 55 Low Oil Pressure Cut-Out If there has been a low oil pressure cutout condition, the red button on the emergency relay (LOPKO) K14 will be sticking out. One minute of "cool The low oil pressure cutout circuit is from the down" is required before resetting (pushing in the battery side of the ammeter through the cen button) the relay to place it back in operation. A trifugal disconnect switch S1 to resistor R12, shorter time may result in the solder pot not through the heater of the emergency time delay fusing correctly and permitting the button to be relay K14 and through the low oil pressure switch pushed out by the spring when the unit vibrates. S4 to ground. ResistorR12setsthetiming interval of emergency relay K14. Should there be a loss of Should the centrifugal switch S1 fail to close or oil pressure or an excessive drop in level, switch make contact, the start-disconnect and fuel S4 will close and the emergency time delay relay solenoid relay K12 will de-energize as soon as the K14 will operate in approximately 15 seconds. start switch S11 is released and then the unit will When time delay relay K14 operates due to low oil shut down. This causes a cycling condition on the pressure, its normally closed contacts open and generator set. The centrifugal switch S1 can be break the circuit to the fuel solenoid K1. The fuel checked by removing the cover and holding the solenoid de-energizes and rts plunger drops contacts closed manually after the unit has down on the control arm of the fuel injection started. Set the centrifugal disconnect switch gap pump causing the fuel to spill and shuts down the at approximately .025 inches for proper wipe and engine. contact pressure. Should the centrifugal switch S1 fail to open on shutdown, it will cause a battery discharge and burn out of the emergency time delay relay K14. Unit Stopping To stop the engine it is necessary to ground terminal #2 through the load transfer control orto place start-stop switch S11 in the stop position. Grounding terminal #2 or placing start-stop switch S 11 in the stop position causes a ground to be placed on the supply side of the start disconnect and fuel solenoid relay K12. Relay K12 de-energizes, its contacts open and break the circuit to the fuel solenoid K1 causing engine shutdown. Resistor R11 is placed in the circuit so a short circuit or dead ground is not placed on the battery charging circuit. Emergency Shutoffs The control also has provision for connecting an alarm circuit to indicate low oil pressure and high temperature and overspeed. Should an Fast Troubleshooting overspeed or high temperature condition present If the ammeter does not indicate a charge, it itself, relay K16 will energize. This is a latching usually means the generator has not built up relay which has to be reset after one of the voltage. This generator does not have an mentioned conditions has occurred. When relay automatic field flash circuit; and consequently, it K16 energizes its contacts open, breaking the is necessary to make a field voltage measure circuit to the fuel solenoid (K1) shutting the ment. This can be done across terminals 3 and 4 at engine down. When the fault condition has been the end bell of the generator or at terminal 7 or 8 of corrected, the K16 relay must be reset by pushing t~e voltage regulator assembly. Terminal 8 is the button which protrudes from the control. positive and terminal 7 is negative. Should no voltage be measured at these points, refer to the Should a low oil pressure condition exist, the "YO" Generator Service Manual (900-0184). switch S3 closes and after approximately 15 seconds K15 operates and breaks the circuit to The water-cooled units have a high water the fuel solenoid causing engine shutdown. This temperature cutoff switch S2 in series with the device has an added unit to it whereby a circuit is fuel solenoid K1. This switch can be checked by made to activate a low oil pressure alarm. The placing a jumper across the terminals of the high temperature-overspeed will also complete switch and closing the start switch S11 to see if an alarm circuit to activate an alarm to indicate a the solenoid energizes. fault. 56 'i~GEN!'A.:TSLtST (REF rb1\C1osz 1 'NI?-1\..l~1:>\"'G~"'W\ ':>C.l-It W.lo.T\ c. ltff. DES. on. OfSCWTION 1 ll;._--~::;;;;:~:-:-:===-_s.l\l'i.lt>'<.~~i.~o~t0\.1"1'9.0\. !.0'1. !ill 81 1 ------, STIRTER ' SOLEIIIII ~ 'it""lt-.11"': t>\!>C.O\.\IIt.t."1' ~n-R."1'~i.\.11'( -- BTl BATTERY 12V ' ~ll.._\.\...,.M\.t\1010,------, E1 FUEL PUlP r r Fl FUSE - 30A 1--- - - _____J ~ Gl I I GENERATOR& STAll C EXCITER ASSY '1(14 'I:.I~ G2 I I ALTERNATOR- FLY!HE 51111<""1 L1'yS\1 HEATER- MANI FOLD t.\oltiiG'-~C<111<011 ~l'l. HEATER- GLOWPLUG ~"'-'-"'< 7O'i.\ T'-MP SOLENOl D - FUEL ---K)t"l'(l:. ~ S?£'-t> ·~·'~"" ~I ~ , ~~I ~~ { KllD I --- ~~Sll TCH - HIGH TEIP ' "''~ -f-o~- ~\I •n S"lloR"I" I r- - -:++ - = 'it siircH- L-01Oil PlESS ~t) 'a\\ ~ 6' ·~~~m I ~ -'-+--""'c'-'-"~~~"'----- f.---'011 I ·~~~-~'- ~II 1 l.OW (11 llll.l,l.~ " OIL I I ~ w ?RI:~~ I I '(.1 - KIG m~lrO\.l> PI~ KIS Ti-REL-AY- STARTDISC l FUEL SOLENOID ~t.lo."n.ll. I , RELIY - START i.O\.l\1010 '1-.EJTOO I 'JH Hill ~ --4 R[LAY- EMERGENCY\LOP!_ --- 1 i ~E~~,;:-t,•m;~C!LATCH(HICO>\''-"'9 6 KiloS'L . t--m- ~~~~~~~~= ""rpyl\ ' I l \~\-1..., " ~<:1< I -01 ~ 'l.'N,, T2 MUSTBE NOTE'2 UNLESSOTHERWISE NOTED All COMPONENTS n GROUNDED l.l.L0\1\~I-o1. ARE SHOWNIN THE DE-ENERGIZEDPOSITION CONTROL-OPERATING SEQUENCE FOR UTILITY CONTROL #610-0340 Starting Circuit Charge Disconnect Circuit Placing the start switch (S1) in the start position If the vehicle is equipped with a generator, then a places a ground on terminal three. This permits connection wire is required to the truck's battery current to flow from plus side of the generator from terminal B. With the truck engine battery to the coil of the start solenoid (K3) running, and the generator producing power through the start switch (S1) to ground back to supplied to charge disconnect relay, K1, this relay the battery. When K3 energizes its large contacts energizing causes its contacts to open and dis close connecting the battery to the cranking connect the DC output from the generating set windings of the generator. The generator then from the battery. This eliminates the possibility of acts as a DC motor to turn the engine. At the same the truck generator or the generating set becom time, current is supplied to the cranking windings ing a load to the other. This connection is not of the generator; a circuit is established from "A" required if the vehicle is equipped with an alter positive to K4 fuel solenoid and through resistor nator. R1 to K2 stop relay to ground and to the battery. The fuel solenoid energizes to permit fuel flow to Stop Circuit the carburetor and K2 energizes and closes its contacts to supply ignition power. The ignition Placing the switch S1 in stop position places a circuit now is from B+ through the circuit breaker, ground on the supply side of the stop relay (K2) ( CB 1) through the am meter (M 1) to the closed cutting off power from the relay causing its contacts of K2 to the primary of the ignition coil, contacts to open, breaking the ignition circuit. to the breaker points to ground and back to the Should switch S2 (Electric start-hand crank) be in battery. With the engine turning, fuel supplied the hand-crank position, the stop relay is ineffec and ignition the engine fires, starts, and tive in breaking the ignition circuit and the unit accelerates to governed speed. At the same time, will continue to run as long as fuel is supplied. power is supplied to the heater of the choke, E1. This switch is for the purpose of supplying ignition power in the event of a low battery which will not supply cranking power. It should be placed in the electric start position after the generating set has been started manually. Options An optional high air temperature switch can be installed to cut off the ignition in the event of a high temperature condition. A low oil pressure cut out switch can also be installed which will cut off ignition in the event oil pressure is lost. A momentary contact switch (S5) is installed in series with the low oil pressure switch to make possible starting through hand crank. Running (Ignition) Circuit Governor Adjusting When the engine has started and accelerated to The governor on this series is set to battery governed speed, releasing the start switch (S1) charging voltage rather than frequency. The breaks the circuit to the start solenoid (K3) and it generating set should be run for approximately a de-energizes. Its large contacts open to dis half hour to bring it to operating temperature. connect the generator from battery charging. The Connect an AC load and alternately remove and charging circuit is established from A1 through connect to adjust governor sensitivity if this the blocking diode CR1 to the closed contacts of becomes necessary. Then remove the AC load K1 through the ammeter and circuit breaker CB1 and stop the generating set. Disconnect the to the battery. At this point, a heavy charging generator lead A1 at the diode in the set control. current is supplied to bring the battery up to Connect a DC voltmeter across lead A 1 and charge quickly. Should a load be on the vehicle ground and adjust the governor to produce 15 battery, the generator supplies the high current volts DC. When the governor has been adjusted, required for communications equipment or any shut the set down and reconnect the A1 lead to other DC powered devices. the diode. 58 ~-Df~Ql'fPAJI:TS_ _:.~T DfSCIIIPTION 610C3~0 W\lil.tt-.H.~DI .. GR.AM ">CHEMAIIC DI"-GR-.M Cl I I I CAPACI TOR ASSY I OMFO CBI I 1 I CIRCUIT BREAKER I"<~IX C~lI I I DIODE& HEAT SINK As,y INSUlATOR RELAY ASSY - STOP _ ~I 1---Krl-1'1 &lEAD ___ _RllALo_SlllP ~,..If. K3 1 I RELAY- STARTSOL"'E":ND'-'1-"-D=-=----- MI I AMMETER- OC 45-0- 4-SI>. n<. 1. ~TAA.i ----.... F\1 ';I STOP Rl I t1 I I I LEAITASSY ---- - WI •2 LEAD ASSY - - 13 I ' i STRAPGROUND ______------o-----K4 ~~~In ----'-'-'-cONTROL ~oi& PffiLis·sv !lO..LJJOID -~----''-OTG BRACKtT CRI +~-R ; 1 lHDPLAT£ ~;:-J-• SILK SC~lEN- "I , SILK SCREEN c..n r- ---'- -·- - CD Ml MZ. M3 __ PARTSLI_ST_iENG-GENI _I Q+·C'"Q\0 t_ BTl_ 1 _IJA_TlERY_12 VOLT i v "- J :J I ___ ~ 1 ~APACITOUIMF_D__ _ 1 ELECTRIC CHOKE .:~ I - I I __j El SPARKPLUGS -- GEiiEPATDR ;, FUEL SOLENOl D SJ BREIKl' L CAP ASSY ,._ 2K4 S4 1 StiTCH HIGH AIR TEMP. C~[K_!!I tf SS 1 Sll TCH Sl I StiTCH- LOI Oil PRESS 1' ' I I I ,._ _j II Tl- I IGNITJQN_CJIL _1_0NA_N_!___ -- I I f--- u_ ---' _j I: 1 :I: L_y--l ~4 AC5LP~ --1-Z. : ~ ~ lt.iiilrmlll L_~ '-USED ~ ~ lJ£1 D--3 COMM - ee:M~~K> END 0.0 ~: ·~\JIIDeD1oC LEAD; OT~ AAW. ..J .. ClfW:,lTalt 1'0 61\CUND Ill !i.DI Ml MZ. I.A3 UTILITY SET CONTROL 610-0340 CONTROL-OPERATING SEQUENCE FOR ELECTRIC START "CCK" WELDER #606-0138 Starting Circuit Stopping Circuit Place the ignition switch in the"on" position. This To stop the unit, move the governor control arm to removes the ground from the magneto allowing it the low speed or AC power position. Move the to supply ignition power. Push the large start ignition switch to the off position which places a switch. This connects the battery to the cranking ground on the magneto and prevents sparking of windings of the generator. When this circuit is the plugs stopping the engine. energized, the generator acts as a direct current motor to start the engine. When the engine has started and accelerated to govern speed, release the switch which breaks the cranking circuit. AC Load Circuit Battery Charging With the unit running in the 1800 RPM position, A battery charging circuit is picked from the A 1 the m icroswitch operated by the governor control terminal in the welder control. A wire leads to two is closed. This bypasses a 5.5 ohm shunt field paralleled resistors. This provides a2 amp charge current control resistor. This allows the shunt rate when the charging switch is placed in the field to energize to higher value; thus, the high charge position. It provides 1-1/4 amps generator produces 120 volts AC for the opera charge when the switch is in the low charge tion of various types of electrically powered hand position. With the switch in the high charge tools or trouble lights. This circuit would be from position, one charging resistor (15 ohm, 75 watt) M1 to the microswitch through it to the duplex is removed from the circuit. In the low charge receptacle and back to M2 of the generator. The position the resistor is inserted in series with the other contact of the microswitch causes a bypass other charging resistor lowering the charging of the current limit resistor and rheostat to rate. The welder jack receptacles have various provide full field excitation for the generator. sizes and value resistance elements connected between each. By moving the welding cable to consecutive jack receptacles, the total resistance is lowered making possible higher welding current. Then the rheostat is adjusted to refine this current value for the particular welding application. Welding Mode When the governor arm is moved to the weld position, the microswitch opens. This dis connects the AC circuit to the receptacles and also introduces the current limiting resistor and rheostat into the shunt field circuit. This reduces excitation to compensate for the increase in RPM for welding and makes possible a fine current control between current jacks of the welder. Should a slightly higher or lower welding current be required from that available at the particular Some welders have the identical control but have jack, manipulating the rheostat will adjust field a fuse to each of the AC power receptacles to current; thus, will refine welding voltages from the prevent damage should excessive load or short generator. circuit conditions develop. 6D ®J~ccK-5331E/1 HJI;Occ~-3~1 E. I r.., 1\[l!o" Y\l:w 01' C.OWTP.O. L (006 CJ35 ~-t'1tE'f'O r ------:------~~rr=-- • :..\tit j• I r f ® I I ' '"' I I&QA, 140 ,.., !OSA, I I SD.llK I l I -PLVIUj N~~. I I_,_ - I I I I I RESISTOP. t PLUG ASSY. --1 I I OUPLE...X RE.C.EPT....,CLE. _..,... SWlTCH------~ OPERATf"O 6Y GOVI::R J.JOR C") I .JNTf:\OL. ~~ ... PI!. EO C.ON'TfltQL ~~~'(...... _ '""'"'-.. Ml SWITCH ~ LEAD ASSY ""' RE.'i>ISTOF>. "" L. I \ __, _!_ \_....- M 220W 30-0HRIBBED 'f:="\}(; EV RESISTOR ASSY © LEAD A!!.liY &I Ml CCK WELDER ELECTRIC START 606-0138 ·,A !0. Mol>.!U !0.11. CONTROL-OPERATING SEQUENCE FOR "CCK" WELDER CONTROL #602-0205 Starting Circuit Stopping Place the governor control in the AC power To stop the unit press the stop switch which position. Place the choke in a position ap places a ground on the magneto cutting off propriate for the ambient temperature and engine ignition and stopping the engine. temperature. Pull the engine over compression to prime it somewhat and then with a good steady pu II start the engine. When the engine accelerates to governed RPM, manipulate the manual choke Troubleshooting to obtain smooth engine performance. With the engine running in the AC power position, the Periodically inspect the resistance elements to be microswitch is closed. This connects the AC certain they are still fastened tightly and no output to the duplex receptacle. The output screws or jack receptacles have become corrod voltage should be 120 volts at 60 cycles. The ed or loose. Inspect sheet metal and the various switch also established the bypass circuit for the resistors to be sure they are tight and functioning. exciter field resistor and rheostat to obtain the Should no AC output be available in the AC power required AC output voltage. position, examine the microswitch for a loose or burned connection or opens. Periodically ex amine the DC and AC brushes for wear, adequate Welding Position pressure and good brush shunts. With the governor arm placed in the weld posi tion, the engine accelerates to the governed welding speed. The microswitch is opened dis connecting the AC receptacles from the generator. This eliminates the possibility of high voltage being applied to electrically powered tools. It also removes the bypass from the exciter resistor and rheostat. A resistor being inserted in the exciter field reduces excitation to prohibit excessively high welding voltages and the rheostat makes possible refining the current between the receptacle jacks. Should a particular receptacle jack not supply the correct welding current, manipulate the rheostat to adjust the current from the jack in use. 62 002C20SI REAR VIEW OF CONTROL MAGNETO ----, ------,- I 'I~I • I ® i80A. 140 A. 105 A. 7SA. 50 A. : TO I I t I SPARK I c-; PLll<>S I I I - I NEG. I L __J I I h STOP I I _r-~ SWITCH I I RESISTOR Ml ci .._-' r z CCK WELDER => :r Ul 602-0205 ARMATURE CONTROL-OPERATING SEQUENCE FOR "5 BF" WELDER #605-0115 Starting Circuit load is applied to the welding terminals. Moving the selector from the low current to the higher Connect the welding cables to the power ter current position removes windings from the reac minals on the panel before starting the unit. Be tor, reducing the voltage drop across that portion sure to open the fuel shut-off valve and adjust the of the reactor and increasing the welding voltage choke to the ambient temperature conditions. and current. AC power may be taken from the Place ignition switch in the on position. Placing machine from the AC receptacles at any time the ignition switch (S2) in the on position provides a current path from the battery through provided the unit is not overloaded. the switch S2 to the primary of ignition coil (T1) to the ignition breaker points to ground. Pushing the start switch (S3) connects the B+ side of the battery through the switch to the cranking motor (B1) causing it to energize and turn the engine. Ignition Circuit When the engine starts, it accelerates to governed speed of just over 3600 RPM. The ignition for this unit is a battery ignition. With the ignition switch (S2) closed the circuit is provided from the B+ side of the battery through the prime rate of the ignition coil through the Voltage Build-Up ignition breaker points to ground and to the battery. With the start switch S3 closed, the With ignition switch S2 closed, a circuit is provid cranking motor receives power from the battery ed from the B+ side of the battery through the and cranks the engine. The engine starts and build-up board A1 to the revolving field of the accelerates to governed RPM. To stop the unit, welder to ground and back to the battery. Ter open the ignition switch S2 to break the primary minal board A 1 consists of a diode and resistor. circuit and prevent the plug from firing. This also The diode prevents reversal of current when the breaks the build-up circuit to the generator. welder has built up and the resistor reduces the battery load during starting. This build-up board A 1 is for the purpose of assuring voltage build-up at start. With battery power supplied to the revolving field coil a voltage is produced in excitation windings (T5, T6, T7) and applied to the revolving field through brushes and slip rings Stop Circuit and then to ground and back to the excitation To stop the unit, place the ignition switch (S2) in windings. The ground end of the excitation the stop position which places a ground on the windings has a blocking diode to provide DC charge coil of the alternator preventing the current to the revolving field. With this excitation capacitor from charging and cutting off ignition. circuit, coil T5 and T6 provide voltage to the field The switch also interrupts the circuit to the on one half cycle and winding T6 and T7 provide revolving field so the battery does not discharge voltage on the other half cycle. This provides full during shutdown. wave DC to the revolving field from an AC source. With the generator running at governed RPM, a nominal 25 volts AC is supplied to the reactor (L 1 ). Troubleshooting Should ignition switch S2 fail to make contact the build-up circuit will not be energized and there is Operation a possibility of the unit not producing output The AC output from the load winding is supplied v~ltage. Should the capacitor fail, ignition voltage to the reactor through a permanently connected Will not be produced and the plug won't fire. If the lead and through a movable arm contact. Current SCR shorts out, the capacitor will be bypassed selection is made by moving the switch handle and there will be no ignition power to fire the (S1) to the current tap for the particular welding plugs. If the magnet loses its charge, the flywheel rod size selected. The current selection may be alternator will not work for charging the capacitor made at any time the unit is running provided no nor for triggering the SCR. 64 PARTS LIST 605-0\\5 IBI WIRING DIAGRAM SCHEMATIC DESCRIPTION CI~CUITlll!ARQ_ASSY CBUILD-UPl INSIDE ~~~WOf (FRON~ ;A-N-EL_)_,,(-SI-DE~PANEL)I Jl J2. STARTER BATTERY. 12 V I ~ \~~~ .. CAPACITOR-IGN, . 3 MFD. 300VDC P~NEL I Cl RCUIT BREAKER-THRM.40 AMP El.El z I SPARKPLUG "' 1 +ALTERNATORASSY J1 2 I 2 I RECfPTACLt-OUPLEX Tl C') U'1 R2. .. T9 1 CHARGINGI Bl WINDING NOTE: THIS WIRE T!IANSfUftEO WIKM !!Tl IIH£OSTIIT IS +I~~~-~ LUSI.D-- Ts r, T7 5 BF WELDER 605-0115 ':' - - Battery Charging Circuit Loss of Welding Power A separate battery charging winding is placed in Should a loss of welding power occur, remove the the stator of the generator. This charge winding control box cover screws and lift off the cover. receives its excitation from the revolving field and Check the rotary switch wiper blades and contact is a half wave rectifier system. A blocking diode is points to be certain they are not badly burned. placed in line with the charge winding in the Should these contacts be burned, they will have generator to provide the DC pulse through ad to be replaced. If the switch appears satisfactory, justable charge resistor R1 to the battery. Should then a point to point check will have to be made the blocking diode short out, it wili place a ground with a continuity indicator to determine the cause on the B+ side of the battery causing it to of failure. Also check the blocking diodes in the discharge. Should the wiper on the adjustable end bell of the generator as a shorted diode can resistor R1 be improperly placed or burn, it can cut off excitation power. Shorted power produce an open circuit and prevent battery capacitors across the revolving field can cause a charging. loss of excitation and a subsequent loss of output voltage. Loss of auxiliary power can be caused by tripped circuit breakers due to overloads. Press the reset buttons to be sure the circuit breakers are set. 66 CONTROL-OPERATING SEQUENCE FOR "5.0 T J" WELDER #605-0120 Starting Circuit load is applied to the welding terminals. Moving Connect the welding cables to the power ter the selector from the low current to the higher minals on the panel before starting the unit. Be current position removes windings from the reac sure to open the fuel shut-off valve and adjust the tor, reducing the voltage drop across that portion choke to the ambient temperature conditions. of the reactor and increasing the welding voltage and current. AC power may be taken from the Place ignition switch in the on position. Placing the ignition switch (S2) in the on position machine from the AC receptacles at any time provides a current path from the battery through provided the unit is not overloaded. the switch S2 to the primary of ignition coil (P1) to the ignition breakerpointstoground. Pushing the Ignition Circuit start switch (S3) connects the B+ side of the The engine is equipped with a capacitor dis battery through the switch to the cranking motor charge ignition system. The stator mounted on (81) causing it to energize and turn the engine. the front of the engine has acapacitorcharge coil When the engine starts, it accelerates to governed and an ignition pulse coil. When the unit is speed of just over 3600 RPM. operated, a capacitor is charged from the charg ing coil and the mag nets passing across the pulse Voltage Build-Up Circuit coil will trigger an SCR which permits the With ignition switch S2 closed, a circuit is provid capacitor to discharge through the primary of the ed from the B+ side of the battery through the ignition coil. This produces a high voltage pulse build-up board A1 to the revolving field of the applied to the spark plug causing it to fire and welder to ground and back to battery. Terminal ignite the fuel charge. When the pulse has dissipated the SCR turns off and the charge coil board A 1 consists of a diode and resistor. The recharges the capacitor and prepares it for the diode prevents reversal of current when the next discharge cycle. welder has built up and the resistor to reduce the battery load during starting. This build-up board A 1 is for the purpose of assuring voltage build-up Stop Circuit at start. With battery power supplied to the To stop the unit, place the ignition switch (S2) in revolving field coil a voltage is produced in the stop position which opens the ignition circuit. excitation windings (T5, T6, T7) and applied to The switch also interrupts the circuit to the the revolving field through brushes and slip rings revolving field so the battery does not discharge and then to ground and back to the excitation during shutdown. windings. The ground end of the excitation windings has a blocking diode to provide DC current to the revolving field. With this excitation Troubleshooting circuit, coil T5 and T6 provide voltage to the field Should ignition switch S2 fail to make contact the on one half cycle and winding T6 and T7 provide build-up circuit will not be energized and there is voltage on the other half cycle. This provides full a possibility of the unit not producing output wave DC to the revolving field from an AC source. voltage. No ignition voltage will be supplied to the With the generator running at governed RPM, a coil and the plugs won't fire. nominal 25 volts AC is supplied to the reactor (L 1 ). Battery Charging Circuit A separate battery charging winding is placed in the stator of the generator. This charge winding receives its excitation from the revolving field and is a half wave rectifier system. A blocking diode is placed in line with the charge winding in the Operation generator to provide the DC pulse through ad The AC output from the load winding is supplied justable charge resistor R1 to the battery. Should to the reactor through a permanently connected the blocking diode short out, it will place a ground lead and through a movable arm contact. Current on the B+ side of the battery causing it to selection is made by moving the switch handle discharge. Should the wiper on the adjustable (S1) to the current tap for the particular welding resistor R1 be improperly placed or burn, it can rod size selected. The current selection may be produce an open circuit and prevent battery made at any time the unit is running provided no charging. 67 Loss of Welding Power of failure. Also check the blocking diodes in the Should a loss of welding poweroccur, remove the end bell of the generator as a shorted diode can control box cover screws and lift off the cover. cut off excitation power. Shorted power Check the rotary switch wiper blades and contact capacitors across the revolving field can cause a points to be certain they are not badly burned. loss of excitation and a subsequent loss of output Should these contacts be burned, they will have voltage. Loss of auxiliary power can be caused by to be replaced. If the switch appears satisfactory, tripped circuit breakers due to overloads. Press then a point to point check will have to be made the reset buttons to be sure the circuit breakers with a continuity indicator to determine the cause are set. 68 605-0120!81 WIRING DIAGRAM SCHEMATIC 1DE- ;;ANEL) INSIDE VIEW Of (FRONT PANEL) j (s I Jl JZ. I .\~~~ Pllf(L I JZ.© CBI I Cl R~UIJ~Rj_AKER-TH. 40 ,y~p ___ _ -CIIl. I I ~CI~!li_T_8~EAKl~-TMIN,lS ~----- W[LDING OVTP\JT E( _1 prml'JJiJi ______C1 I Al HJHATQ_R_ASSY ____ _ 1 Ll I J I --iI RlmiA.Cll::D.Ul'W ___ _ JT •. I l REctPT~CLE.:_TW!Sl_I,Q~K.. ______u_ I ; REACTOR Rl Sl sz s~ 4 R T, =en ---- -'- -~r------+---- Rl AI ,.I ,.~ CHAR!;INGI' I 81 WINDING er1 52 ..",-~ 0 ~ ~ I Ta 5.0 "T J" WELDER 605-0120 -= - - CONTROL-OPERATING SEQUENCE FOR "7 CCK" WELDER #606-0156 Starting this position the A2R rheostat becomes operative Place the ignition switch (S2) in the on position. and is used to adjust the current through the This removes the ground from the breaker points shunt field of the generator to obtain voltage and allows the magneto to fire the plugs. Place the control of 15-36 volts. Welder currents are con choke in a position appropriate for the ambient trolled or regulated by the wire feed up to welder temperature. Pressing the large start switch (S3) rating of 225 amps. There will be approximately 1 on the front of the control connects the battery to to 1-1/2 volts drop per 100 amperes welding the cranking windings of the generator. The current. This is normal. The A2R rheostat is used generator acts as a DC cranking motor for the as a means of refining the welding voltage to engine; if all proper preparation procedures have obtain better arc control. been followed, the engine should start and will accelerate to approximately 3700 RPM. This will produce approximately 120 volts AC output from Constant Current the receptacles located on the cover of the Placing switch A2S in the current mode dis control. Plug J2 connects the AC output of the connects the voltage control from the controlled armature to the receptacles on the control. It also excitation winding of the generator. Relay A2K connects the controlled shunt winding to its drops out when the plug is removed from the controlled circuit and connects the rheostat cir voltage control to the wire drive unit. Its contacts cuit of the voltage control. revert to the original position and connect the R2 current control rheostat back into the controlled shunt field circuit. Plugging the welder cables Operation into the current receptacle jacks on the front of The welder has a voltage control unit (A2) the control selects the current value for the mounted ori the lower left of the welder control. A particular welding rod used. Should a refinement switch is located at the top of this control to select of the current be required, manipulate the the welding mode, either constant current or rheostat to increase or decrease slightly the constant potential. It also has a rheostat for current from that particular receptacle. This adjusting the welding voltage. A current control rheostat causes an increase or decrease in the rheostat is mounted on the welder control for controlled shunt field current to increase or operation in the constant current position. There decrease the output voltage which, in turn, con are two large studs mounted on the lower right of trols the current. the control for the connection of the cables to be used for a constant voltage mode. R4 resistor was placed in the circuit as a means of limiting controlled shunt field current to prevent A plug J1 connects the voltage control unit to the the possibility of excessively high voltages. welder control. This supplies AC power to transformer A2T, the plunger connects the selec tor switch to the voltage or current control mode, Battery Charging Circuit the voltage control rheostat to the welder control Battery charging is supplied to a secondary for shunt field current control and the battery winding on transformer A2T. This secondary charging bridge diode to the starting battery. output is supplied to diode bridge CR1 and converted to direct current. The DC flows from CR1 to resistor R1 (charge resistor) to battery positive and back to the diode bridge. Switch S1 is the high charge switch and, when closed, shunts out part of resistor R1 to increase battery charg Constant Potential ing current. High charge is approximately 3 When using the constant potential mode, be sure amperes and low charge approximately 3/4 amp. to connect the cord from the wire drive unit to the appropriate receptacle on the rear of the voltage Stop Circuit control unit. This supplies 120 volts, 60 hertz power to operate relay A2K. When this relay is To stop the unit, place the ignition switch (S2) in energized, its normally opened contacts close the off position. This ·places a ground on the connecting the CR2 bridge to the transformer ignition point side of the magneto and cuts off winding A2T. It also breaks the circuit to the ignition power to the spark plugs stopping the current control rheostat on the control panel. In engine. 70 r..ctaC\5~ NOT-E' 0 ~~~~TE~~:lEfR1t'Jl~ \~¥·~t~sHJoF~~Wll't'C. WEI. DING. USE. \>1.\JG. S\l\>1"1..\f.ll 1\.l M?l ------r------_:-=:1 RHEOSTAT3 5-0HMS I DOW RJ RESISTOR50-0HM. 251 R4 CORRIBRESISTOR 5.5-0HMS. \SOW ,0..\ R.&AR. \111:\N OF 001-lT.c\-. Sl H1-LO CHARGESl\ TCH S2 I GNIT\ON SWITCH SJ STARTSWITCH - 17.0" .. ~ ~ TBI TERM\NAL BOARD ~EC.. -;l WI 1\RE-LEAO ASSEMBLY 12 1\RE-LEAO ASSEMBLY :~ --JJr: CONTROLBOX ,--- ~l"'TOR~ PLUGo 1>.~~'1. hviC~ \(~t 0\JPI..EY.® R=PTKLE WI---N -.1 ~ [;; c~~~~w ~.0:_ -OPE~ -uo.-.£o S!o f>TI ~TMlT __ Yll + "=NJ. ~ Tf>l p~l-±t.i±- ~~;_~1~9 'l>l2 + - : I PIN I --- _::______j \\01.)~\lol(;~ --- VOLTNO>!!: C.O\o..l'T~ I @ lg n w '!! ~oc1<.n1-\0U~I~CO 9 c,ao. 'lOA 1'20~ I~OA : E.'L~ 606-0156 J-l ~~' ~ Ml>.(,l..l!!:\0 I C.E~EI 72 CONTROL-OPERATING SEQUENCE FOR LTEU 30-3/12703E TRANSFER CONTROL #619-2704 On this load transfer, it will be assumed the this limiter operates and opens its contacts generating set is shut down and normal commer breaking the ground on terminal 3. This causes cial power is available. With commercial power the starting circuit to be broken and disengages supplied, there will be 240 volts available between the cranking motor on the generating set. A one lines A and Band 120 volts available between line minute time period is required before resetting A and ground and line Band ground. All AC relays the cranking limiter. This allows the solder to will be 240 volt operated devices. solidify in the solder pot. With normal power on the line, a current flow from When the generating set has started and its line A through the coil of relay K6 (start-stop) and voltage has come up to a pre-selected value, the through the coil of relay K3 (instant transfer to K4 relay (start disconnect) energizes. When it line) through the TB2 jumper between terminals energizes, its normally closed contacts open 14 and 15, through the S 1 (test transfer) switch to breaking the ground on terminal 3, breaking the line B. Both the relays energize causing their circuit through the coil of K1 (line contactor) and contacts to change position from that when de also a set of contacts close completing the circuit energized. With K3 energized, its contacts close to the closing coil of K2 (generator contactor) completing the circuit from line A through coil of allowing it to close. The generator is now con relay K1 (closing coil of the line side of the nected to the load. transfer switch) through the normally closed interlock contacts of K2 (generator side of the While the generator is supplying power to the transfer switch) through the closed contacts of K3 load, M3 (total time meter) is energized from the to line B. This energizes K1 and closes the line generator output to record the length of time the side of the transfer switch. generator set operates to supply power to the load. When K6 (start-stop) relay energizes, it causes a set of contacts to close completing this circuit from terminal 2 through the normally· closed contacts of the set exerciser clock through the selector switch (in automatic mode) to ground. When normal power is restored, relay K6 and K3 Grounding terminal 2 causes the generator set to energize. Their contacts reverse position thereby shut off, if running, or prevents its starting. The breaking the circuit to the coil of K2 causing it to normally closed contacts of K6 open to break this de-energize and open. Also, the interlock contact circuit to terminal 3 and remove the ground on of K2 closes as does the contact of K3 completing terminal 3. This prevents the generating set from the circuit through K1 coil, energizing it and starting. allowing its contacts to close. This connects the load to the commercial power supply. When K6 When K1 closes the line side of the transfer energizes, it completes the circuit from terminal2 switch, the interlocks open to break the circuit to through the automatic position of the selector the K2 coil of the generator side of the transfer switch to ground causing terminal2 to beg round switch. This prevents the generator side from ed. This shuts down the engine of the generator attempting to close while normal power is on the set. system. A set exerciser clock (M2) is employed to assure Should a power outage occur, relay K6 and K3 will exercising of the generator set at a preselected de-energize. This will cause K6 contacts to switch time on a preselected day. When the exerciser positions. One set will open breaking the ground clock operates, it causes a set of contacts to open circuit to terminal 2 and the other set will close and remove the ground from terminal 2 and a set completing the ground circuit for terminal 3 of contacts close completing the circuit from through the selector switch automatic position to terminal 3 to ground. Grounding terminal 3 ground. Grounding terminal 3 causes the energizes the starting circuit on the generator set; generator set control to complete the starting if all conditions are right, the engine will start and circuit and the engine should crank and start. At operate. It will run for a predetermined period of the same time thatterminal3 is grounded, current time at which time the exerciser clock's contacts is also passed through the K5 (cranking limiter) reverse position and place the ground on terminal from B+. Should the unit fail to start in 45 seconds, 2 which causes the engine to shut down. 73 The selector switch has four positions. In the stop The main contactors are both mechanically and position, a ground is maintained on terminal 2 electrically interlocked. This means a mechanical preventing the engine from starting. This is the device prevents both contactors closing at the position at which it is placed when servicing of the same time. The electrical interlocks prevent the generator set is being provided. In the automatic contactor coils from electrically energizing at the position, should a power failure occur, the same time. generator set will be started. In the check posi tion, the generator set will start when the switch is placed at that position. The hand crank position is inoperative. At one time it was provided to make Before placing the load transfer into operation, it necessary starting of the generator set at the set is suggested that the generator set be started by itself. itself to be sure it is operating at the correct frequency and voltage. Then the generator set A battery trickle charging circuit is also provided should be started by the manipulation of the in the control. This does not recharge the selector switch in the transfer panel. The transfer batteries but maintains them at charge once they panel should be checked to be sure there are no have reached a preselected charge level. The stray pieces of wire, insulation or other foreign trickle charging rate is adjusted through the material which could prevent the operation of the manipulation of a rheostat on the transfer panel. It contactors. Then the generator set should be is usually set to give a trickle charging rate started through the manipulation of the test approximately half of the full scale deflection of transfer switch. Then a power outage can be the milliammeter. Should the batteries fail to simulated by opening the main line disconnect. maintain their charge, the trickle charging rate When all these checks have been completed, then must be increased. the exerciser clock should be set for a des'ired length of operation and then manually operated The S1 (test transfer switch) is for the purpose of to check the starting and stopping of the simulating a power outage. When this switch is generator set. Then the exerciser clock should be placed in the off or open position, it breaks the set to the appropriate day and time through the circuit to relays K6 and K3. These are the sensing use of the day pointer and hour pointer. relays and when de-energized will operate the control the same as an actual power outage Gently close the cover on the load transfer being would. Closing the switch is the same as restoring sure the door is securely fastened and make a normal power and the K6 an·d K3 relays will re visual check of both transfer and generator set to energize and restore the load to the line side. This be sure all is in order. Make a last minute check on is a good check to be certain the line contactors oil level in the engine to be sure an adequate are operating as designed. supply is in the case. 74 ..-....., ...~, 619-2.704 I WIRING DIAGRAM SCHEMATIC DIAGRAM REF DES /,!I DESCRIPTION c. --;:::======~·___ _f!R~EA:!:R~VIEW OF PANEL 10 LINE ---- ~ :r-NSW e I K4 I I 'I -.1 A u~ U1 Ill p- I - A I p I - START-STOP I ~ - A .JI. - REMOVE JUMPER M3 I ~ I e /A 5 6 ''J /13 0 I PANEl I II - Ill- (8111 - -..NAMI:J'l.All. A TO GEN Til p I 0 LOCK liE - NOTE: - 3 WIRE STARTING, 12 VDC CHARGING COILS OPERATE ON 2+0 VAC EXCEPT K!> IC--INTULOCK CONTACT NO~: UNLESS OTHERWISI:. NOTED, ALL COMPONENTS APE SHOWN IN THE DE-ENERGIZED POSJTION LTEU 30-3/12703E TRANSFER CONTROL 619-2704 NEUTRAL BAR ~TB3 @@@ LINE LOADGEN TEST EQUIPMENT The service technician that has a thorough knowledge of electrical fundamentals and a work ing knowledge of the use of test equipment finds his job much easier. CONNECT Test meters and load banks are essential aids in VOLTMCTEYIN PARALLEL diagnosing troubles in electrical circuits and controls. The following selected tools are specifically recommended for use in troubleshooting con trols and associated electrical equipment. VOLTMETER USAGE Ammeters Having a very low resistance, connecting the ammeter in series does not introduce any ap preciable added resistance to the circuit that would alter the true current flow. Continuity Tester The six-volt lite/buzzer test set available from ~ The ammeter has a very low resistance Onan is a safe and practical continuity tester for ~ so it must be connected in series in the checking rectifiers, resistors, coils, and ignition circuit, never across the voltage source. If connected across circuits. It can also be used when checking for the voltage source, such as a battery, the meter may be opens, shorts, and grounds. instantly damaged. L 0 A D AMMETER USAGE Voltmeters are connected ACROSS (in parallel with) the voltage to be measured. Since the voltmeter has a high resistance, adding this component to the circuit will change the total circuit current very little, and the voltage reading obtained indicates the true voltage present without the meter in the circuit. CONTINUITY TESTER 76 Ohmmeters Test Spark Plug An ohmmeter of the moving coil type contains a Simulates normal compression firing. Ground to resistor and dry cell battery connected internally engine and connect hi-tension lead. to the moving coil. When the ohmmeter is con nected to a resistor, the current flow through the PART NO. SERIES moving coil is directly related to the value of the 420-0255 ALL resistor, and the scale is calibrated accordingly to indicate the resistor value in ohms. ~ Ohmmeters should never be connected ~ to an external source of voltage, as the meter movement may be damaged. 1 mA movement ~"u= 50 Q AC-DC Multimeter Check AC-DC volts, ohms, DC milliamperes, OHMMETER complete with test leads and instructions. SCALE: AC-volts, 0-15, 150, 750, 3000. DC volts, 0-15, 75, 300, 750, 3000, DC-Milliamps, 0-15, 150, 750, ohms 0-30, 3000, 300,000. Magneto Adjusting Gauge PART NO. With timing marks to simplify ignition timing. 302-0195 Assures proper pole shoe air gap on flywheel magnetos. PART NO. SERIES 420-0096 AH, AJ, AK, MAJ 420-0249 CCK, NB, NH, NHA, NHB, NHC 77 ACCESSORY AND SAFETY FEATURES All "Onan" units are built with safety being of Observe all "Warning" and "Caution" decals utmost importance in the design, operation and wherever posted throughout the operator and/or servicing of all Onan units regardless of size. service manual. Many units feature low oil pressure cut off switches, high water or high air temperature cut off switches, thermostats, overspeed shut down, guards or scrolls over all moving pulleys, belts, fans, air inlets and outlets, etc. Keep appropriate fire extinguishers nearby and These protective covers, etc., should never be never sacrifice or risk human lives to save a piece removed or by-passed during normal operation. of equipment. For certain types of service, some covers or guards must be removed for access to certain components. In most cases, extra warning or caution stickers will appear if and when covers Most "Onan" manuals of all types have a safety are removed. Take whatever extra precautions section or page in the beginning of the manual. are suggested ifthesearesuggested upon remov Read these over before proceeding with any ing any protective covers. further operation or service. End of Session When the electric generating set is correctly serviced and maintained, it provides many hours of safe and efficient operation. Service and maintenance includes proper adjustment and testing procedures and repairing or replacing any necessary parts. 78 NOTES 79 NOTES 80 SERVICE SCHOOL IN SESSION "ONAN" FACTORY SERVICE TRAINING SCHOOLS After familiarizing yourself with the contents of this training manual we would like to remind you that there are two "Electrical Seminars" which you may wish to attend. These one week sessions concentrate on newer type generators and controls including Load Transfer controls and Automatic Transfer switches, solid state controls, wiring diagrams and troubleshooting. The only prerequisite for attendance is that the student MUST have previously attended a Class A, Dealer, RV or Marine Service School. For further information, agenda, schedule and enrollment, contact the Service Training Co-ordinator at the Onan Factory in Minneapolis. The telephone number is area code 612/574-5000. PRICE $2.00 each 1400 73RD AVENUE N.E. • MINNEAPOLIS, MINNESOTA 55432 ONAN A DIVISION OF ONAN CORPORATION 932-0406 FEBRUARY 1978 -· -