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Oil flows into the cylinder head via a hollow locating dowel in the top deck of the cylinder block. Oil

travels to the camshaft bearing journals and the three center rocker arm shaft supports through drilledpassages in the cylinder head. The supports supply oil to each rocker shaft. Oil flows to the bushings ofthe injector rocker arm through holes in the rocker arm shaft. This same oil lubricates the valve and therollers. Oil flows through drilled passages in the rocker arms. This oil lubricates the roller, the valvebridge and the contact surfaces of the actuator of the unit injector. The remaining valve systemcomponents are lubricated by splash oil.

When all the components have been lubricated, the excess oil returns to the engine oil pan.

3.9.2 LUBRICATION SYSTEM COMPONENTS

The major components of the lubrication system are:

Oil Pan

Oil Pump

Oil Cooler

Oil Filter

Turbocharger Oil Lines

Oil Passages for the Cylinder-Head and Block

Fume Disposal Collector

Each of these components are discussed in the following sections.

3.9.2.1 OIL PAN

Figure 3.9.2.1-1 illustrates the 3456 EPG Engine Oil Pan. The oil pan bolts to the bottom of the engine.The oil pan assembly, being the lowest point of the engine assembly, provides a means for housing theoil pump assembly, attachment of oil drain lines, and reservoir for the engine oil. It has a Sump Capacityof 13 US gallon (49 Liters).

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FIGURE 3.9.2.1-1 3456 EPG ENGINE OIL PAN CUTAWAY

3.9.2.2 OIL PUMP

Figure 3.9.2.2-1 illustrates the 3456 EPG Engine Oil Pump. The Oil Pump is enclosed in the oil pan atabout the midway point. It provides continuous circulation of oil throughout the engine (Positivedisplacement, two-gear type, 38/72 US gallons per minute at 2550 rpm. Also, there is an internalpressure relief valve to protect pump that opens at about 88 PSI).

FIGURE 3.9.2.2-1 3456 EPG ENGINE OIL PUMP

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3.9.2.3 OIL COOLER

Figure 3.9.2.3-1 illustrates the 3456 EPG Engine Oil Cooler. The Oil Cooler is located on the side of

engine immediately below the turbocharger. Coolant circulates through the oil cooler providing heattransfer from the oil to the coolant. This lowers the oil temperature and protects the oil properties (Oilcooler delta T, approximately 25 degrees F). Also, there is an oil cooler bypass valve that opens at adelta P of 37PSI 3 PSI).

FIGURE 3.9.2.3-1 3456 EPG ENGINE OIL COOLER

3.9.2.4 OIL FILTER

Figure 3.9.2.4-1 illustrates the 3456 EPG Engine Oil Filter. The Oil Filter is located on theEngine/Alternator Skid facing the engine compartment access doors. This screw-on filter will holdapproximately 1 US gal of multi-viscosity CH-4 or equal oil. A bypass valve is located in filter basehousing and opens at 37PSI 3 PSI. The oil filter cleans the oil by collecting metal particles and otherdebris that can damage engine parts.

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FIGURE 3.9.2.4-1 3456 EPG OIL FILTER

3.9.2.5 TURBOCHARGER OIL LINES

Figure 3.9.2.5-1 illustrates the Turbocharger Oil Lines. The turbocharger oil lines extend between theturbocharger and the oil manifold and engine oil pan through the engine block to crankcase. Theturbocharger oil lines provide oil to cool and lubricate turbocharger bearings.

FIGURE 3.9.2.5-1 3456 EPG TURBOCHARGER OIL LINES

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3.9.2.6 OIL PASSAGES FOR THE CYLINDER HEAD AND BLOCK

Figure 3.9.2.6-1 illustrates the oil passages for the 3456 EPG Engine Cylinder Head. The oil passagesare located in the block and head of the engine. The passages provide a conduit for the oil to lubricatebearings, gears, pistons, liners, valves, etc. The normal Oil pressure range is 38 PSI to 70 PSI.

FIGURE 3.9.2.6-1 3456 EPG CYLINDER HEAD

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3.9.2.7 FUME DISPOSAL COLLECTOR

Figure 3.9.2.7-1 illustrates the Fume Disposal Collector.

FIGURE 3.9.2.7-1 FUME DISPOSAL COLLECTOR

The Fume Disposal Collector is located on the Engine/Alternator Skid facing the engine compartmentaccess doors. Fume Disposal Collector, collects and provides a means of disposal of condensed liquidsfrom the crankcase (crankcase ventilation).

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3.9.3 LUBRICANT SPECIFICATIONS

3.9.3.1 API AUTHORIZED OILS

Caterpillar, Inc., the manufacturer of the DPDGS 3456 EPG Engine, recognizes The Engine Oil Licensingand Certification System for engine oils by the American Petroleum Institute. For detailed informationabout this system, see the thirteenth edition of the API publication No. 1509. API authorizes engine oilsthat bear the API symbol.

3.9.3.2 ENGINE OIL: CATERPILLAR DIESEL ENGINE OIL

Caterpillar Oils have been developed and tested in order to provide the full performance and service lifethat has been designed and built into Caterpillar Engines. Caterpillar Engine Oil is used to fill the 3456EPG Engine at the factory. These oils are available by Caterpillar dealers worldwide for continued usewhen the engine oil is changed.

Due to significant variations in the quality and in the performance of commercially available oils,Caterpillar makes the following recommendations:

Caterpillar Diesel Engine Oil (10W3O)

Caterpillar Diesel Engine Oil (15W40)

Caterpillar multi-grade Diesel Engine Oil is formulated with the correct amounts of detergents,dispersants, and alkalinity in order to provide superior performance in Caterpillar Diesel Engines.

Caterpillar multi-grade Diesel Engine Oil is available in two grades of viscosity (10W30 and 15W40). Tochoose the correct grade for the ambient temperature, see Table 3.9.3.4-1. Multi-grade oils provide the

correct viscosity for a broad range of operating temperatures.

Multi-grade oils are effective in maintaining the following conditions:

Proper engine lubrication

Low oil consumption

Low levels of piston deposits

3.9.3.3 ENGINE OILS: COMMERCIAL OILS

The performance of commercial diesel engine oils is based on classifications that were created by theAmerican Petroleum Institute (API). These API classifications are developed in order to providecommercial lubricants for a broad range of diesel engines that operate in various conditions.

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If Caterpillar multigrade Diesel Engine Oil is not used, only use commercial oils that meet the followingclassifications:

EMA LRG-1 multigrade oil is Preferred Oil

API CH-4 multigrade oil is Preferred Oil

API CG-4 multigrade oil is Preferred Oil

API CF-4 multigrade oil is Acceptable Oil

The following explanations of these API classifications can be used to make the proper choice whencommercial oil is chosen:

CH-4 is the newest API classification for heavy-duty diesel engine oil. CH-4 oils can be used in

Caterpillar diesel engines that are recommended to use CF-4 oils.

CG-4 is a new API classification for heavy-duty diesel engine oil. CG-4 oils can be used in

Caterpillar diesel engines that are recommended to use CF-4 oils.

In comparison to CF-4 oils, CG-4 oils provide improvements in the following performance:

Cleanliness of the crankcase

Cleanliness of the pistons

Soot Dispersion

Viscosity Control

CH-4 oils were developed primarily for diesel engines that use a .05 percent level of fuel sulfur. However,CG-4 oils can be used with higher sulfur fuels. CH-4 oils were the first oils that passed the industrystandard tests for foam control and viscosity shear loss. CG-4 oils must also pass tests that wererecently developed for corrosion and wear.

These oils service a wide variety of modern diesel engines. CF-4 oils provide more stable oil control andreduced piston deposits in comparison to the obsolete API CE oils. CF-4 oils provide improved sootdispersion in comparison to API CF and obsolete CD oils. The API CF-4 classification was developedwith a 0.40 percent sulfur diesel fuel. This represents the type of diesel fuels that are commonly availableworldwide.

Some commercial oils that meet the API CG-4 and CF-4 classifications may require reduced oil changeintervals. To determine the oil change interval, closely monitor the condition of the oil and perform a wearmetal analysis. Caterpillars S.O.S. oil analysis program is the preferred method.

NOTE: Failure to follow these oil recommendations can cause shortened engine service life due todeposits and/or excessive wear.

NOTE: Do not use CE-4 or lower grade oils.

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3.9.3.4 LUBRICANT VISCOSITY RECOMMENDATIONS

The minimum ambient temperature during cold engine start-up; and the maximum ambient temperatureduring engine operation determine the proper SAE viscosity grade of oil. Table 3.9.3.4-1 presents the oilviscosities required for starting in minimum and maximum temperatures.

Generally, use the highest oil viscosity that is available to meet the requirement for the temperature atengine start-up.

TABLE 3.9.3.4-1 ENGINE OIL VISCOSITY

AMBIENT TEMPERATURECATERPILLAR DEO API CG-4 AND CF4 VISCOSITYGRADE MINIMUM MAXIMUM

SAE 0W20 -40C (-40F) 10C (50F)

SAE 5W30 -30C (-22F) 30C (86F)SAE 5W40 -30C (-22F) 40C (104F)

SAE 10W30 -20C (-4F) 40 C (104F)

SAE 15W40 -15C (+5F) 50 C (125F)

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3.10 ENGINE/ALTERNATOR SYSTEM

The Engine/Alternator System is comprised on the Caterpillar 3456 EPG engine and the Caterpillar SR4BAlternator mounted on a common skid.

3.10.1 CATERPILLAR 3456 EPG ENGINE

The MEP-PU-810 A/B Power Unit uses two Caterpillar 3456 EPG Engines. The two 3456 EPG enginesare electronically controlled, mechanically actuated, unit injector diesel engines.

The 3456 EPG Engine is an in-line six-cylinder engine with a bore of 5.5 inch (140 mm) and with a strokeof 6.7 inch (171 mm). The 3456 EPG Engine has a total displacement of 964.18 Cubic Inches (15.8 L).The engine is turbocharged and cooled with air-to-air after cooling with electronic unit injection (EUI).

Figure 3.10.1-1 through Figure 3.10.1-5 illustrates the 3456 EPG Engine through the series of Right Side,Left Side, Top, Rear and Front Views.

Right Side View(7) Exhaust manifold (8) Turbocharger (9) Temperature Regulator housing (10)Water pump (11) Oil Cooler

FIGURE 3.10.1-1 CATERPILLAR 3456 EPG ENGINE, RIGHT SIDE VIEW

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Left Side View(1) Fuel Priming Pump (2) Fuel Transfer Pump (3) Primary Fuel Filter (4) FuelDistribution Block (5) Secondary Fuel Filter (6) Electronic Control Module (ECM)

FIGURE 3.10.1-2 CATERPILLAR 3456 EPG ENGINE, LEFT SIDE VIEW

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Top View

(1) Fuel Priming Pump (2) Fuel Transfer Pump (7) Exhaust Manifold (8)Turbocharger (13) Flywheel Housing

FIGURE 3.10.1-3 CATERPILLAR 3456 EPG ENGINE, TOP VIEW

Rear View

(13) Flywheel Housing (17) Flywheel

FIGURE 3.10.1-4 CATERPILLAR 3456 EPG ENGINE, REAR VIEW

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Front View

(14) Front Timing Gear Housing (15) Oil Check Gauge (16) Vibration Damper

FIGURE 3.10.1-5 CATERPILLAR 3456 EPG ENGINE, FRONT VIEW

The electronic control system was designed to provide electronic governing, automatic fuel ratio control,torque rise shaping, injection timing control, and system diagnostics.

The Electronic Unit Injector system eliminates many of the mechanical components of an in-line pumpsystem. This system also provides increased control of the timing and of the fuel air ratio. The timingadvance is achieved by the precise control of the injector timing. Adjusting the duration of the injectioncontrols the engine rpm. A special pulse wheel provides information to the electronic control module forthe detection of the cylinder piston positions and of the engine rpm.

The engine has built-in diagnostics in order to ensure that all of the components are operating properly.In the event of a system component failure, the operator will be alerted to the condition by the fault or

alarm lights on the GSC+. The GSC+ will display some diagnostic codes and the Caterpillar ET tool canbe used to read the numerical code of the faulty component or its condition. Intermittent faults are loggedand the information is stored in the memory of the ECM.

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3.10.2 STARTING THE ENGINE

The Electronic Control Module (ECM) will automatically provide the correct amount of fuel that isnecessary to start the engine. The ECM controls the starting-aid operation automatically. At enginecoolant temperatures below 32F (0C), the ECM will control ether injection. The Electronic ModularControl Panel (EMCP+), controls the crank cycles and duration of the starter motor. If the engine fails tostart, the EMCP+ will cycle cranking to allow the starter motor to be cooled for the programmed cycletime.

DO NOT MANUALLY SPRAY ETHER INTO THIS ENGINE. EXCESSIVE ETHER(STARTING FLUID) CAN CAUSE PISTON AND RING DAMAGE.

NOTE: Use ether for cold weather starting purposes only.

3.10.3 COLD MODE OPERATION

The engine control system performs a cold start strategy for the correct warm-up time after a cold enginestart. The temperature for a cold engine start is less than 64F (18C). This cold start strategy is calledcold mode. After being activated, this cold mode will remain active until the coolant temperature risesabove 64F (18C) or until the engine has been running for 12 minutes. Cold mode will also vary the fuelinjection amount, the timing for the maximum start-up, and the timing for the control of white smoke. Thetime that is necessary for the engine to achieve the normal mode of operation is usually less than the timethat is required for a walk-around inspection of the engine.

3.10.4 MEP-PU-810 SPECIFIED PARAMETERS

The engine is capable of being programmed for several customer-specified parameters. Refer to AnnexB, C, E, and F for each of the DPGDS specified parameters.

WARNING

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3.10.5 ALTERNATOR

3.10.5.1 SR4B ALTERNATOR

Figure 3.10.5.1-1 illustrates the DPGDS SR4B Alternator. The SR4B is a three-phase, alternatingcurrent, brush less type generator. It is a four-pole design. The stationary main armature bolts to theengine flywheel housing. A flexible plate type coupling connects the rotor shaft to the engine flywheel.The rotating main field is keyed directly to the rotor shaft. The generator is self-ventilated with air entrythrough screened openings at the rear of the generator and air discharge through screened openings atthe drive-coupling end. The fan attaches to the rotor shaft. A bearing supports the exciter end of therotor shaft.

FIGURE 3.10.5.1-1 DPGDS SR4B ALTERNATOR

3.10.5.2 GENERATOR THEORY OF OPERATIONS

The DPGDS SR4B Alternator is a Permanent Magnet Pilot Excited (PMPE) type.

Figure 3.10.5.1-1 illustrates the components of the SR4B Alternator. An engine supplies the power toturn the Rotor Shaft. The Exciter Armature (Rotor) and Main Field(Rotor) attach to the Rotor Shaft.As the Rotor Shaft turns, the Exciter Field (Stator) and Rectifiers generate DC current. This DCcurrent is supplied to the Main Field (Rotor) and creates a magnetic field around the poles of the MainField (Rotor). The Automatic Voltage Regulator (AVR) controls current. As the Main Field (Rotor) turnswith the Rotor Shaft, the magnetic field also rotates and induces an AC voltage into the Main Armature(Stator). The Main Armature (Stator) is a coil with many turns of wire and the current that flows throughit also flows to the load. The Exciter Field (Stator) supplies DC current to the Main Field (Rotor). Load(terminal) voltage is controlled, by varying the current to the Exciter Armature (Rotor).

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3.10.5.3 PERMANENT MAGNET PILOT EXCITER (PMPE)

Figure 3.10.5.3-1 illustrates the PMPE Generator Wiring Diagram. Permanent magnet pilot excitedgenerators receive power for the voltage regulator from a pilot exciter, rather than from the main armatureas in self-excited generators. The pilot exciter consists of permanent magnet (PM) and Pilot exciterarmature (L5). The pilot exciter operates independently from the generator output voltage. Constantexcitation during large load application is possible, because the irregularities that occur in generatoroutput voltage (caused by load conditions) are not fed back into the exciter. The independent operationalso allows the generator to supply and sustain excessive currents for short periods of time.

When the engine starts turning the rotating field assembly (RFA), a permanent magnet (PM) induces anAC voltage in the pilot exciter armature (L5). The pilot exciter armature has three coils of wire andgenerates three-phase AC. The resulting AC flows through wires T1 PMG, T2 PMG and T3 PMG to thevoltage regulator. Within the voltage regulator the three-phase AC is rectified to DC and a controlledamount is fed to exciter field (L1) through terminals Fl and F2.

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DC now flows to the exciter field (L1) and a magnetic field is created, in which exciter armature (L2) isrotating. The exciter field (L1) and exciter armature (L2) generates three-phase AC. The AC is then

rectified to DC by three-phase full wave bridge rectifier circuit (diodes CR1-CR6). The DC output from thebridge rectifier is carried to the main field (L3) by conductors, which are routed through a passage in thegenerator shaft. Current through the main field (L3) creates the magnetic field of the generator. As themain field (L3) rotates, it induces a three-phase AC voltage in the main armature (L4), which is sent toterminals TO, T1, T2 and T3, which are connections for the load.

To keep the output voltage constant with changing loads, it is necessary to control the exciter current.This control is the function of the voltage regulator. The voltage regulator senses the generator outputvoltage at wires 20 GEN, 22 GEN and 24 GEN. The voltage regulator uses the current generated fromthe permanent magnet (PM) and pilot exciter armature (L5) at wires T1 PMG, T2 PMG and T3 PMG. Thiscurrent is then controlled by the voltage regulator and sent to the exciter through wires Fl and F2.Permanent magnets (PM) supply the initial magnetism required at start-up. Flashing the field is notrequired for start-up of the generator.

3.10.5.4 GENERATOR COMPONENTS

The SR4B generator design includes:

Power for the exciter field is provided by a Permanent Magnet Pilot Excited (PMPE) method of

excitation.

Bearing location (inboard). The size and vibration characteristics of the engine and generator

determine whether the bearing is located inboard or outboard of the exciter. On the DPGDS, the

bearing is inboard of the exciter.

On PMPE generators, the pilot exciter is either inboard or outboard of the exciter. On theDPGDS, the pilot exciter is outboard of the exciter.

The Rotating Field Assembly (RFA) components attach to rotor shaft, which is supported by the

engine flywheel and bearing.

The Generator main field rotor is part of the rotating field assembly and rotates with the shaft.

Figure 3.10.5.4-1 illustrates the heat sink on the end of the Rotating Field Assembly (RFA). The 6-dioderectifier block contains six diodes (CR1-CR6) of the bridge rectifier circuit and Varistor (CR7). The heatsink also contains an additional varistor (CR8). The two varistors are used to protect the diodes bysuppressing any abnormal transient peak voltages in the generator circuit. The varistor is a voltagedependant resistor that has a high resistance at low voltage and a low resistance at high voltage. This

allows current to pass through the varistor to ground when voltage spikes are present. The terminals,marked AC, connect to the wires from the exciter armature (L2). The terminals marked + and connect tothe main field (L3).

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FIGURE 3.10.5.4-3 VARISTOR CR8

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3.11 AIR INTAKE AND EXHAUST SYSTEM

The following topics are addressed:

Air Intake and Exhaust System Operation

System Components

3.11.1 AIR INTAKE AND EXHAUST SYSTEM OPERATION

The following topics are addressed;

Combustion Air Flow

Exhaust Gas Flow

Power Unit Internal Cooling Air Flow

3.11.1.1 COMBUSTION AIR FLOW

Figure 3.11.1.1-1 illustrates the Combustion Air Flow within the Air Intake and Exhaust System. Theturbocharger pulls combustion air through the Air Cleaner Assembly into the compressor side of the

turbocharger. The combustion air is compressed which heats it to about 300F before being pushed tothe aftercooler (ATAAC). The combustion air flows through the aftercooler core and the temperature of

the compressed combustion air is then reduced to around 110F before entering the Air Inlet Manifold.

FIGURE 3.11.1.1-1 COMBUSTION AIR FLOW

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3.11.1.2 EXHAUST GAS FLOW

Figure 3.11.1.2-1 illustrates the Exhaust Gas Flow. Exhaust gases & noise are dispersed through top ofthe Power Unit (PU). Exhaust gases flow through the exhaust manifold to the turbine side of theturbocharger to drive the turbine wheel. Air is pulled into the system by the compressor wheel, which isconnected to the turbine wheel by means of a common shaft. After leaving the turbine, exhausted gasespass out through the Muffler Assembly.

FIGURE 3.11.1.2-1 SYSTEM EXHAUST FLOW

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3.11.1.3 POWER UNIT INTERNAL COOLING AIR FLOW

Figure 3.11.1.3-1 illustrates the Power Unit Internal Cooling Air Flow. Cooling air is drawn into the interiorof the PU from two areas. One entry point is the rear of the trailer at the alternator end. Air removesambient heat from the Alternator and Engine and is drawn by hydraulic driven cooling fans, and pushedthrough the top of the Power Unit above the radiator. The other entry point is below the radiatorassembly, where hydraulic driven fans push cool air up through for the Radiator and ATAAC then throughthe top of the Power Unit.

FIGURE 3.11.1.3-1 EXTERNAL AIR FLOW

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3.11.2.2 AIR FILTER

Figure 3.11.2.2-1 illustrates the Air Filter Assembly. The Filter Housing is located on top of each engineaft of the cylinder head and directly above the flywheel housing. Unfiltered combustion air is drawnthrough an air plenum connected from the Filter Housing to the floor of the PU. The purpose of the AirFilter is to collect contaminants and prevent dirt from entering the engine. There is only one Air Filter perengine.

FIGURE 3.11.2.2-1 AIR FILTER ASSEMBLY

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3.11.2.3 TURBOCHARGER

Figure 3.11.2.3-1 illustrates the Turbocharger. The Turbocharger is situated next to the engine cylinderhead assembly above the Exhaust Manifold. The purpose of the turbocharger is to increase horsepoweroutput by pumping pressurized combustion air into the engine, allowing fuel to be burned more efficiently.

FIGURE 3.11.2.3-1 TURBOCHARGER

Exhaust gases flow through the exhaust manifold to the turbine side of the turbocharger to drive theturbine wheel. Air is pulled into the system by the compressor wheel, which is connected to the turbinewheel by means of a common shaft. After leaving the turbine, exhausted gases pass out through the

Muffler Assembly. The air is compressed and heated to about 300F (150C) before the air is forcedthough the ATAAC and the temperature of the compressed air is lowered to about 110F (43C). Thecombustion efficiency increases because of the cooler inlet manifold air. This helps to provide loweredfuel consumption and increased horsepower output. The ATAAC is a separate cooler that is mounted inbehind the Radiator. Hydraulic driven fans force ambient air across both cores. This cools thecompressed combustion air and the engine coolant.

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FIGURE 3.11.2.4-2 EXHAUST MANIFOLD

EXHAUST MANIFOLD

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3.11.2.5 MUFFLER ASSEMBLY

Figure 3.11.2.5-1 illustrates the Muffler Assembly (See Item 1). The Muffler Assembly reduces theexhaust-gas noise level and vents exhaust gases to atmosphere. Rain caps automatically open byexhaust gas pressure and close by use of counter weights. The rain cap is located at the end of theexhaust system and the muffler is an integral part of the PU roof (See Item 9).

FIGURE 3.11.2.5-1 MUFFLER ASSEMBLY

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3.11.2.6 AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)

Figure 3.11.2.6-1 illustrates the Air Filter High Differential Pressure Alarm (HAFDPA), located on the

Generator Control Panel (GCP). The Alarm is activated after a fault is detected by continuous monitoringprovided by the Air Filter Differential Gauge as shown in Figure 3.11.2.6-2. The Air Filter DifferentialGauge is located inside the Power Unit below the engine-compartment cooling fan. The Air FilterDifferential Gauge monitors restriction across the Air Filter. When the Air Filter High Differential PressureAlarm light is lit, the Air Filter requires replacement.

FIGURE 3.11.2.6-1 AIR FILTER HIGH DIFFERENTIAL PRESSURE ALARM (HAFDPA)

FIGURE 3.11.2.6-2 AIR FILTER DIFFERENTIAL GAUGE

AIR FILTER DIFFERENTIAL GAUGE

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3.12 OPERATOR'S REMOTE TERMINAL (ORT)

The following topics are addressed:

ORT Hardware/Software

ORT Screens

ORT Setup Procedures

Power Plant Control and Monitoring

FIGURE 3.12-1 OPERATORS REMOTE TERMINAL

3.12.1 ORT HARDWARE/SOFTWARE

The ORT provides DPGDS operators with a capability to conduct operations remotely, and providesmaintainers with a capacity to conduct detailed maintenance diagnostics through communications withthe Caterpillar Electronic Modular Control Panel (EMCP+), as well as the Caterpillar Electronic Technician(ET) Tool.

Figure 3.12-1 illustrates the Operator Remote Terminal (ORT). The ORT is a Panasonic ToughBook

notebook computer configured with software required to perform its functions as the ORT.

The ORT Operators monitoring software runs on a preinstalled version of Microsoft Windows 2000 or XP.In addition to monitoring, the ORT includes the software and files necessary to configure and load thefollowing MEP-PU-810 components: the PLC system and the overcurrent relays. The ORT may be loadedwith Caterpillars Electronic Technician software to diagnose and troubleshoot the CAT 3456 engines.

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3.12.2 ORT SCREENS

3.12.2.1 OVERVIEW SCREEN

There are two main screen types used in the ORT. The first screen type is the Overview Screen. Thisscreen provides the operator with an overview of the complete DPGDS power plant system, up to amaximum of 4 PUs installed and connected. From this screen, the operator monitors the overall status ofthe system. No individual PU controlling is done from this screen. From this screen, the operatormonitors overall system KW, number of generators required, and the following individual generatorparameters: KW, total 3-phase voltage, total current, frequency, and power factor. Additionally, theoperator can tell if the individual generators are running and if they are in automatic or manual mode.

FIGURE 3.12.2-1 OPERATORS REMOTE TERMINAL

3.12.2.2 INDIVIDUAL PU SCREENS

The second type of main screen is the individual PU monitoring/control screens. There is a screen foreach individual PU, up to a maximum of 4. From the individual screen, the operator has control of theindividual generators installed in each PU. This screen provides the operator with all the necessaryinformation and controls to start, stop, parallel, or change lineup from the ORT. The operator also hascontrol over the operation of individual PU breakers. This screen also informs the operator as to whether

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the PU is in Battleshort, mode of voltage regulation, engine economizing status and control, and fuelsolenoid valve control.

With the system operating in the automatic mode, by connecting an ORT to the network, the operator canmonitor and control the Power Units from up to 150 feet away. From the ORT, the operator can operateall breakers and start/stop generators. The ORT has the capability to monitor and control a full system offour Power Units. From the ORT, the operator will receive indications that an alarm has occurred. TheORT will display which generator has the alarm. The operators can then make corrections or repair theproblem before it causes the loss of a generator. The ORT also provides the operator with the capabilityof changing the lineup of online generators, as long as the number online stays the same. In a multiplePU lineup, the operator can disable engine economizing. This prevents the RTU from shutting downlightly loaded generators; however, in the event the load exceeds 85% and additional units are required,those units are added automatically by the RTU.

FIGURE 3.12.2.2-1 OPERATORS REMOTE TERMINAL

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3.12.3.2 OVERVIEW POP-UP SCREEN

Table 3.12.3.2-1 lists Overview Pop-up Screen icons, their titles and functionality. Figure 3.12.3.2-1illustrates the Overview Pop-up Screen.

TABLE 3.12.3.2-1 OVERVIEW POP-UP SCREEN ICONS

ICON TITLE/FUNCTION

1 Engine Control Switch position (Off, Cool down, Auto, Manual).

2 Engine operating status (Running, Cool down, Off).

3 Breaker status (green open, red closed), typical of the five breakers.

4 Generator operating parameters.

5 Total KW load on the system lineup.

6

Left margin icons:

a. DPGDS

Calls Overview Monitoring Page

b. PUA - : Calls PU-A control/monitoring screen

c. PUC - : Calls PU-B control/monitoring screen

d. PUC - : Calls PU-C control/monitoring screen

e. PUD - : Calls PU-D control/monitoring screen

f. 1Line - : Displays system lineup One line overview page

g. : Displays Alarm page

h. : Displays Alarm Summary page

i. : Displays the Hardware Alarm page

j. : Displays the Disabled Alarms page

k. Displays last page

7 # of Generators required

8 Log to disk Archive

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FIGURE 3.12.3.2-1 OVERVIEW POP-UP SCREEN

6 5

1

24

3

7

8

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3.12.3.3 PU CONTROL & MONITORING POP-UP SCREEN

Table 3.12.3.3-1 lists PU Control and Monitoring Pop-up Screen icons, their titles and functionality.Figure 3.12.3.3-1 illustrates the PU Control and Monitoring Pop-up Screen.

TABLE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN ICONS

ICON TITLE/FUNCTION

1 Engine and generator operating parameters.

2 Indicates PU Battleshort switch label is in the BATTLESHORT position.

3 Engine Control Switch position (Off, Cool down, Auto, Manual).

4 Engine operating status (Running, Cool down, Off).

5Displays remaining engine cool down time on engine in cool down, time in seconds. (Timer notshown in Figure 3.12.3.3-1).

6Engine Immediate Stop icon. Click once to stop engine, again to reset. ECS must be put in theOFF/RESET position to clear the remote shutdown.

7 Engine Control Switch position (Off/Reset, Stop/Cool down, Auto, Manual).

8Engine Start/Stop icon. Functional only when ECS is in AUTO. Text indicates action that will betaken when clicked on. Stopping the engine will automatically trip the associated breaker beforeputting the engine into cool down.

9 Breaker status (green open, red closed), typical of the five breakers.

10 Fuel solenoid/pump status (green closed/off, red/yellow AUTO/enabled).

11Toggles the fuel solenoid/pump permissive. Text indicates action that will be taken when clickedon.

12Engine Economize Mode. This is a global icon activating it on one screen affects all screens. .Text indicates action that will be taken when clicked on. Text below the icon indicates currentmode status.

13 Tie breaker control icon. Text indicates action that will be taken when clicked on. The icon isonly active when the SMS is in AUTO.

14Generator breaker control icon. . Text indicates action that will be taken when clicked on. Theicon is only active when the SMS is in AUTO. Opening the breaker with this icon keeps thebreaker open until clicked or the engine is shutdown.

15Feeder breaker control switch. Text indicates action that will be taken when clicked on. The iconis only active when the SMS is in AUTO.

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TABLE 3.12.3.3-1 PU CONTROL & MONITORING POP-UP SCREEN ICONS (CONTINUED)

ICON TITLE/FUNCTION

16 Indicates the current position of the AVRS (Prime Power or Utility Parallel).

17 Indicates the current position of the GMS (Prime Power or Utility Parallel).

18 Indicates the current position of the SMS (Auto, Off, or Manual).

19

Left margin icons:

a. DPGDS - Home>: Calls Overview monitoring page

b. PUB - : Calls PU-B control/monitoring screen

c. PUC - : Calls PU-C control/monitoring screen

d. PUD - : Calls PU-D control/monitoring screene. 1Line - : Displays system lineup One line overviewpage

f. : Displays Alarm page

g. : Displays Alarm Summary page

h. : Displays the Hardware Alarm page

i. : Displays the Disabled Alarms page

j. : Displays last page

20

OL Timer

This timer displays the type of overload timer that is active, whether it is the 2 minute

timer or the 8 minute timer. It also displays the remaining time until the timer trips off theaffected generator and places it in cooldown.

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3.12.3.5 ALARM POP-UP SCREEN

Table 3.12.3.5-1 lists the Alarm Pop-up Screen icons, their titles and functionality. Figure 3.12.3.5-1illustrates the Alarm Pop-up Screen. The screen logs past and current alarms.

TABLE 3.12.3.5-1 ALARM POP-UP SCREEN ICONS

ICON TITLE/FUNCTION

1

Left margin icons:

a. DPGDS: Calls Overview monitoring page

b. PUA - : Calls PU-A control/monitoring system

c. PUB - : Calls PU-B control/monitoring screen

d. PUC - : Calls PU-C control/monitoring screen

e. PUD - : Calls PU-D control/monitoring screen


g. : Displays Alarm Summary Page



j. : Displays last page.

2 Tag - Unit that had an alarm

3 Description - Equipment that had alarm

4 Date/Time of alarm

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FIGURE 3.12.3.5-1 ALARM POP-UP SCREEN

1

2

3

4

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FIGURE 3.12.3.6-1 ALARM SUMMARY POP-UP SCREEN

11

2 3 4

5 6

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3.12.3.7 BASE-LOAD POP-UP SCREEN

Table 3.12.3.7-1 lists Base-Load Pop-up Screen icons, their titles and functionality. Figure 3.12.3.7-1illustrates the Base Load Pop-up Screen.

TABLE 3.12.3.7-1 BASE-LOAD POP-UP SCREEN ICONS

ICON TITLE/FUNCTION

1Base-Load Icon. After the power plant has been setup to operate in Utility Parallel. By clicking onF12 will bring the ORT to this screen.

2

Base-Load Slide Icon. Click the right mouse key on the touchpad on the arrow keys below thered and blue arrows. Clicking on the right key will increase the KW load on each generatorconnected to the load. Clicking on the left key will decrease the load. The blue numbers showshow much load has been dialed into the ORT. The red numbers shows the actual load pergenerator. The green numbers show plant load.

3

Left margin icons:

a. PUA - : Calls PU-A control/monitoring screen



d. PUD - : Calls PU-D control/monitoring screen

e. 1 Line - : Displays system lineup One line overview page

f. : Displays Alarm pageg. : Displays Alarm Summary page




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FIGURE 3.12.3.7-1 BASE-LOAD POP-UP SCREEN

3

2

1

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3.12.3.8 EQUIPMENT IDENTIFICATION POP-UP SCREEN

Table 3.12.3.8-1 lists the Equipment Identification Pop-up Screen icons, their titles and functionality.Figure 3.12.3.8-1 illustrates the Equipment Identification Pop-up Screen.

TABLE 3.12.3.8-1 EQUIPMENT IDENTIFICATION POP-UP SCREEN ICONS

ICON TITLE/FUNCTION

1

Left margin icons:

a. PUA - : Calls PU-A control/monitoring screen



d. PUD - : Calls PU-D control/monitoring screen

e. 1 Line - F5>: Displays system lineup One line overview page


g. : Displays Alarm Summary page




2 PU A Engine 2 ID Number (User Entered)

3 PU A Generator 2 ID Number (User Entered)4 PU A Engine 1 ID Number (User Entered)

5 PU A Generator 1 ID Number (User Entered)

6 PU Trailer ID Number (User Entered)

7 RTU automatically enters this Number

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FIGURE 3.12.3.8-1 EQUIPMENT IDENTIFICATION POP-UP SCREEN

1

2

3

4

5

67

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3.12.3.10 EIGHT-HOUR ARCHIVE POP-UP SCREEN

Figure 3.12.3.10-1 illustrates the Eight Hour Archive Pop-Up Screen. The Archive pop-up appears every8 hours at 0800, 1600, and 2400 hrs. This copies, the previous eight hours of archived data to a floppydisk. The disk to receive the data must be blank or the data will not be copied. Canceling skips copyingthe data to the floppy disk; however, the file is saved to the hard drive. The hard drive will hold up to 60,8-hour archives (20 days), after which the oldest file will begin to be overwritten.

FIGURE 3.12.3.10-1 EIGHT HOUR ARCHIVE POP-UP SCREEN

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3.12.3.11 SHUTDOWN ARCHIVE POP-UP SCREEN

Figure 3.12.3.11-1 illustrates the Shutdown Archive Pop-Up Screen. The Shutdown Archive Pop-UpScreen appears when the END key is pressed to shutdown the ORT. A blank floppy is requested toshutdown the software. The operator can Save to the floppy or hit Cancel and the Data will be saved tothe hard drive.

FIGURE 3.12.3.11-1 SHUTDOWN ARCHIVE POP-UP SCREEN

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3.12.3.12 DPGDS ONE-LINE POP-UP SCREEN

Figure 3.12.3.12-1 illustrates the DPGDS One-Line Pop-Up Screen. This screen provides the operatorwith a one-line view of the power plant distribution status. The operational status of each generator isdisplayed (red running, green off) as well as the status of each breaker (red closed, green open).Additionally, the operator may enter text into the boxes under each PU to describe the load connected tothat breaker. Placing the mouse pointer over the box and typing in the desired data enters thedescription. (pressing writes that data to the box). The box is limited to 10 characters.

FIGURE 3.12.3.12-1 DPGDS ONE-LINE

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3.12.3.13.4 50 HZ OPERATION

Based on the 350 kW prime, 385 kW maximum rating of the generator, the load limits implemented are:

(1) At 390 kW or 500 kVA the load limiting software warns the operator of an overload and the generatorwill shutdown in 8 minutes. *

(2) At 400 kW or 512 kVA the load limiting software warns the operator of an overload and the generatorwill shutdown in 2 minutes. *

(3) At 415 kW or 525 kVA the generator will shutdown in 5 seconds.

* The load must exceed these levels for 5 seconds to activate the warning.

When the generator load drops below 385 kW and 495 kVA the warnings will be extinguished.

3.12.3.13.5 WARNINGS

The operator warning is given in two ways. Additional fault lights indicating an overload have been addedto the PU. When an overload is detected by the PLC, the existing PU fault annunciator will be turned onand the associated GENERATOR OVERLOAD light(s) will flash. A warning and countdown timer will bedisplayed on the Operator Remote Terminal (ORT) if itis in use. Two unique audible alarms have beenimplemented on the ORT signaling the 8-minute (470kW) or2-minute (480kW) countdown periods.

If the load on the unit is not reduced before expiration of the overload countdown timers the generatorbreaker will open and the engine will enter cooldown mode. The GENERATOR OVERLOAD lights on thePU will remain illuminated (steady state). See Figure 3.12.3.13.5-1.

A generator overload fault can only be cleared from the PU using the MSES switch, Not from the ORT.

If the Load is reduced to the 465 kW threshold for 5 seconds before the timers time out, the timerswill reset and the audible alarm/faults will clear.

FIGURE 3.12.3.13.5-1 PU GENERATOR OVERLOAD INDICATOR LIGHTS

GENERATOR

OVERLOAD

GEN. 1

GEN. 2

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3.12.3.13.6 BATTLE SHORT

Activation of the Battle Short switch on the PU will override the shutdown of the unit except for OverSpeed, Generator Basler Over Current Protection Relays, and Emergency Stop. If an overload conditionis present the overload warning will be present but the overload timer will remain at 8 minutes and/or2minutes.

WARNING

Operating the unit in Battle Short can result in catastrophic failure of the engine and generator.When operating in Battle Short mode all PUs are required to be placed in Battle Short mode.

3.12.3.13.7 ORT OVERLOAD POP-UP SCREENS

Two ORT load monitoring pop-up screens have been added to reflect over load timing functions and onenew screen was added that details new features to the Overview Screen.

Upon reaching an overload condition, as outlined above, the following will occur:

(1) An alarm on the ORT is logged that must be acknowledged by the operator and warns of an overloadcondition.

(2) An audible alarm on the ORT is activated and remains active as long as the generator is in anoverload condition.

(3) On the Plant Overview Screen, the overloaded generator(s) will flash and an overload countdowntimer will be present as shown in Figure 3.12.3.13.7-1.

(4) Upon reaching the second level of overload detection (480 kW for 60 Hz), a 2-minute warning will bedisplayed and a second audible warning (different tone) will sound on the ORT. This audible warning canonly be extinguished by lowering the load on the generator below 465 kW.

(5) When the overload condition reaches the 2-minute load level (480 kW at 60 HZ), this timer willoverride the 8-minute timer unless the generator is within 2 minutes of shutdown on the 8-minute timer.The timer that has the shortest shutdown time will then be displayed on the ORT screen. This means thatif the generator is in an overload condition, (470 kW) and the load increases to 480 kW, the 2-minutetimer will then activate, unless the generator is within 2 minutes of shutdown. If there are 2 minutes orless on the 8-minute timer, the 2-minute timer will not activate as that will add more time to the engineshutdown.

(6) If the load is not reduced before the overload period expires the generator breaker opens and the

generator enters the cooldown cycle. To re-enable the generator the fault must be cleared on the PU bytoggling the Master Start Enable Switch for three seconds. The fault is then cleared and normal operationcan resume.

If the operator displays the PU Control and Monitoring Screen, during an overload condition, the screenwill be shown as in Figure 3.12.3.13.7-2:

Figure 3.12.3.13.7-3 shows new features added to the Plant Overview Screen

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FIGURE 3.12.3.13.7-2 PU CONTROL & MONITORING SCREEN

Overload timer:Displays remaining time until PLC trips breaker dueto overload condition.

Whichever timer has less time to breaker trip isdisplayed.

The text was changed on the buttonto reflect actual button function andavoid confusion with button fornormal cooldown and shutdown ofthe engine.

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FIGURE 3.12.3.13.7-3 ORT SERVICE PACK-3 SCREEN

Item added to provide the operator withthe number of generators required forthe current kW and kVA readings.

Added immediate archive current log fileto a blank floppy disk to allow reviewingdatafiles without having to wait forscheduled archive.

Value displayed is totalgenerator current, 3 phases, asdisplayed on GSC+ module.

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3.13 TRAILER RUNNING GEAR SYSTEMS

This section provides information and component descriptions for the MEP-PU-810A and MEP-PU-810B

trailer running gear systems. Data on the tires, wheels, brake systems, and lighting systems for eachtype of unit is included.

3.13.1 TIRES

3.13.1.1 MEP-PU-810A TIRES

The tires specified for the MEP-PU810A are size LT235/85R16, load range E. The specified cold inflationpressure is 80 PSI. Each tire has a rated load capacity of 3,667 lbs at 25 MPH in a dual configuration atthis inflation pressure. Replacement tires must be of this same size and equal or greater load capacity ina dual configuration at 25 MPH and at 80 PSI, cold inflation pressure.

3.13.1.2 MEP-PU-810B TIRES

The tires specified for the MEP-PU810B are size 11R22.5, load range G. The specified cold inflationpressure is 105 PSI. Each tire has a rated load capacity of 5630 lbs at 60 mph in a dual configuration atthis inflation pressure. Replacement tires must be of this same size and equal or greater load capacity ina dual configuration at 60 MPH and at 105 PSI, cold inflation pressure.

3.13.2 WHEELS

3.13.2.1 MEP-PU-810A WHEELS

The wheels specified for the MEP-PU-810A are size 14.5 x 7.00, 8 studs on 6.50 bolt circle, with dualwheel configuration offset.

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3.13.2.1.1 MEP-PU-810A WHEEL TORQUE REQUIREMENTS

FIGURE 3.13.2.1.1-1 MEP-PU-810A TORQUE PATTERN

It is extremely important to apply and maintain proper wheel mounting torque. The torque requirement forthe MEP-PU-810A wheel nuts is 200-250 Ft-Lbs.

CAUTION

WHEEL NUTS OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUE

LEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUS

SEPARATION OF WHEELS FROM YOUR AXLE.

NOTE: A Special Tool is required for this task; refer to Annex H for recommended tool.

8 BOLT

8

3

6

5

27

4

1

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3.13.2.2.1 MEP-PU-810B WHEELS

The wheels specified for the MEP-PU-810B are size 16 1/2 x 7, 10 studs on an 11 1/4 bolt circle, withdual wheel configuration offset.

3.13.2.2.2 MEP-PU-810B WHEEL TORQUE REQUIREMENTS

FIGURE 3.13.2.2.2-1 MEP-PU-810B TORQUE PATTERN

It is extremely important to apply and maintain proper wheel mounting torque. Torque wrenches are the

best method to assure the proper amount of torque is being applied to a fastener. The torquerequirement for the MEP-PU-810B wheel nuts is 450-500 Ft-Lbs.

CAUTION

WHEEL NUTS OR BOLTS MUST BE APPLIED AND MAINTAINED AT THE PROPER TORQUELEVELS TO PREVENT LOOSE WHEELS, BROKEN STUDS, AND POSSIBLE DANGEROUSSEPARATION OF WHEELS FROM YOUR AXLE.

NOTE: Roadside wheel lug nuts on the MEP-PU-810B are left hand threads. Therefore, to

remove the lug nut you must turn the nut clockwise and to tighten the lug nut you

must turn the nut counterclockwise.

NOTE: A Special Tool is required for this task; refer to Annex H for recommended tool.

10 BOLT

6

8

2

9

3

5

7

1

10

4

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3.13.3.2 MEP-PU-810B BRAKE SYSTEM

Trailer air brakes are operated by the tractor air supply through a series of relays and check valves.When braking is desired, the air is supplied to the axle air chamber, which applies a force that ismultiplied by the slack adjuster lever arm length. This force is transmitted rotationally through thecamshaft, which, through the geometry of the S-head, spreads the brake shoes to contact the brake drumsurface.

3.13.3.2.1 AIR CHAMBERS

Figure 3.13.3.2.1-1 illustrates the S-Cam Brake Assembly. The air chambers convert the tractorcompressed air into mechanical force on the slack adjuster. The force on the slack adjuster operates onthe end of the lever and converts the chamber output force to a torque on the S-cam. Federal and stateregulations state the maximum pushrod stroke length as an indication of brake adjustment. The strokelength is indicated by the Maximum Stroke Indicator, located on the Air Chamber Pushrod. Maximumallowable stroke is achieved when the indicator is fully extended from the air chamber housing.

FIGURE 3.13.3.2.1-1 S-CAM BRAKE ASSEMBLY

3.13.3.2.2 SPRING BRAKES

For parking and emergency braking, a spring brake chamber is used in conjunction with the standard airchamber. The Spring Brake contains an additional air diaphragm and a very strong spring. When airpressure is applied to the spring brake, the spring is held in the off position by the air diaphragm. Whenthe air pressure is released, the spring provides the braking force to the air chamber pushrod, thusactivating the brakes.

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3.13.3.2.3 SLACK ADJUSTERS

The Slack Adjuster performs two functions: (1) the slack adjuster acts as a lever arm to convert the linearpushrod force to rotational camshaft torque. The length of the slack adjuster determines the amount oftorque multiplication provided from the pushrod. (2) Allows a simple external adjustment of the lining todrum clearance to compensate for shoe lining wear. Slack adjusters require manual adjustment to makeup for the brake lining wear and the associated drum to lining gap that results. Adjustment is usuallyperformed by rotating the hex nut on the slack adjuster body to set a lining to drum clearance of about.020-.030.

FIGURE 3.13.3.2.2-1 BRAKE SYSTEM COMPONENTS

3.13.3.2.4 ANTI-LOCK BRAKE SYSTEM (ABS)

Figure 3.13.3.2.4-1 illustrates the Anti-Lock Brake System (ABS) Wiring Layout. The ABS is made up of

Wheel Speed Sensors, an ABS Relay Valve, an integral Electronic Control Unit (ECU), mounted on therelay valve, and an ABS indicator light. The ECU monitors wheel speed through two-wheel speedsensors mounted on the hubs of the axle. When the ECU detects that a wheel is stopping too fast, duringa brake application, the air pressure in the brake chambers of the wheels is reduced via the ABS RelayValve, allowing the wheels to recover. The ECU then commands the relay valve to apply additionalpressure unit maximum braking potential is produced. This ABS cycle is repeated roughly five times persecond as needed, or until the vehicle is traveling at less than six miles per hour.

NOTE: The ABS system only functions when the PU is connected to the Tow Vehicles 12VDCelectrical system; ABS will not function when connected to a 24VDC system.

SLACK ADJUSTER

AIR CHAMBER

SPRING BRAKE ASSEMBLY

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FIGURE 3.13.3.2.4-1 ABS WIRING LAYOUT

3.13.3.2.5 HUB ODOMETER

Figure 3.13.3.2.5-1 illustrates the Hub Odometer. The MEP-PU-810B trailer has one hub odometermounted on the curbside rim. This hub odometer has a 500,000-mile warranty and requires no service ormaintenance, for the life of the odometer. If the unit is damaged, replace it with a new one.

FIGURE 3.13.3.2.5-1 B MODEL HUB ODOMETER

1. Standard SAE J560Connector

2. Power Cord 5 pinConnector

3. Power Cord 5 pinConnector

4. ECU Connector 19 Pin

5. ABS Valve with ECU 6. Solenoid Connector7. Speed Sensor/Exciter

Ring8. Sensors 1A and 1B

Connectors

1

2

3

4

5

6

7

8

8

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CHAPTER 4RECEIPT AND MOVEMENT

TABLE OF CONTENTS

SECTION TITLE PAGE

4.1 INTRODUCTION 54.2 INSPECTION ON RECEIPT 54.2.1 INSPECTION REQUIREMENTS UPON RECEIPT 54.2.2 SERVICE REQUIREMENTS 74.2.2.1 BATTERY 74.2.2.2 FUEL SYSTEM 74.2.2.3 COOLING SYSTEM 84.2.2.4 LUBRICATION SYSTEM 84.2.2.5 HYDRAULIC SYSTEM 94.3 MOVEMENT 104.3.1 MOVEMENT PREPARATION CHECKLIST 104.3.2 MEP-PU-810A HOOK-UP PROCEDURES 124.3.3 MEP-PU-810B HOOK UP PROCEDURES 164.3.4 TOWING PROCEDURES 184.3.5 BACKING UP PROCEDURES 204.3.6 DISCONNECTING PROCEDURES 214.3.6.1 MEP-PU-810A DISCONNECTING PROCEDURES 214.3.6.2 MEP-PU-810B DISCONNECTING PROCEDURES 214.3.6.3 LOADING PROCEDURES 224.3.6.4 UNLOADING PROCEDURES 234.4 MEP-PU-810A AND MEP-PU-810B TIE-DOWN POINTS 264.4.1 MEP-PU-810A TIE-DOWN POINTS 26

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4.4.2 MEP-PU-810B TIE-DOWN POINTS 274.5 MEP-PU-810A AND MEP-PU-810B ISO LIFT POINTS USING ISO

EXTENDER 28

4.6 ISO EXTENDER STORAGE PROCEDURES 304.6.1 MEP-PU-810A ISO EXTENDER STORAGE PROCEDURES 304.6.2 MEP-PU-810B ISO EXTENDER STORAGE PROCEDURES 33

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LIST OF FIGURES

FIGURE TITLE PAGE

FIGURE 4.3.1-1 CHECKING BRAKE FLUID LEVEL 11FIGURE 4.3.2-1 MEP-PU-810A TOWING CONNECTION 13FIGURE 4.3.2-2 LUNETTE EYE 14FIGURE 4.3.2-3 BREAK-AWAY CHAIN S-HOOK 15FIGURE 4.3.3-1 MEP-PU-810B TOWING CONNECTION 16FIGURE 4.3.3-2 12VDC AND 24VDC LIGHTING CONNECTION 17FIGURE 4.3.4-1 PARKING BRAKE 19FIGURE 4.4.1-1 MEP-PU-810A TIE-DOWN POINTS, SIDE AND BOTTOM VIEW 26FIGURE 4.4.2-1 MEP-PU-810B TIE-DOWN POINTS 27FIGURE 4.5-1 ISO EXTENDER 28FIGURE 4.5-2 ISO EXTENDER INSTALLED AND LOCKED INTO POSITION 29FIGURE 4.6.1-1 ISO EXTENDER SHOWN IN LOCKED POSITION 30FIGURE 4.6.1-2 ISO EXTENDERS PROPERLY PLACED IN STORAGE BOX 31FIGURE 4.6.1-3 ISO EXTENDER STORAGE BOX IN TRANSPORTATION POSITION 31FIGURE 4.6.1-4 ISO EXTENDER STORAGE BOX IN OPERATION POSITION 32FIGURE 4.6.2-1 ISO EXTENDER SHOWN IN LOCKED POSITION 33FIGURE 4.6.2-2 ISO EXTENDERS PROPERLY PLACED IN STORAGE BOX 34FIGURE 4.6.2-3 ISO EXTENDER STORAGE BOX IN TRANSPORTATION/ OPERATION

POSITION 35

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CHAPTER 4

RECEIPT AND MOVEMENT4.1 INTRODUCTION

This Chapter addresses the requirements for:

Inspection and servicing of the MEP-PU-810A/B Power Unit upon receipt.

Preparation for movement, connection, towing, and disconnection.

MEP-PU-810A and MEP-PU-810B Tie-down Points.

MEP-PU-810A and MEP-PU-810B Tie-down Points using ISO Extenders.

4.2 INSPECTION ON RECEIPT

There are significant differences between the MEP-PU-810A and MEP-PU-810B trailering that requiresspecific instructions for each version.

Inspection of the following items is required:

Batteries

Fuel system

Cooling system

Lubrication system Hydraulic system

4.2.1 INSPECTION REQUIREMENTS UPON RECEIPT

MAINTENANCE OF THE POWER UNIT INVOLVES SERVICING OF BATTERIES,FUEL, HYDRAULIC SYSTEMS AND ELECTRICAL SYSTEMS THAT MAY SUBJECTTHE MAINTAINER TO HAZARDOUS MATERIALS AS WELL AS POTENTIALLYHAZARDOUS CONDITIONS.

HIGH VOLTAGE MAY CAUSE SEVERE SHOCK OR DEATH UPON CONTACTDURING CHECKOUT OR MAINTENANCE OF THIS EQUIPMENT. USE CAUTIONAND AVOID CONTACT WITH ENERGIZED COMPONENTS. USE A HOT STICKWHEN LOAD CABLES ARE HANDLED.

WARNING

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WHEN CONNECTING BATTERY CABLES ALWAYS CONNECT POSITIVE CABLEFIRST. FAILURE TO COMPLY MAY CAUSE SPARKING OR EXPLOSION,RESULTING IN SERIOUS BURNS.

BATTERY ELECTROLYTE CONTAINS SULFURIC ACID. AVOID USING NEAR OPENFLAME, HEAT OR SPARKS. AVOID ANY CONTACT WITH SKIN, EYES, ORCLOTHES. AVOID BREATHING FUMES. USE ONLY IN WELL-VENTILATED AREAS.FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY OR ILLNESS.

Table 4.2.1-1 lists general inspection requirements.

TABLE 4.2.1-1 GENERAL INSPECTION REQUIREMENTS

STEP ACTION DONE

1Remove all tape covering engine openings such as Oil Filler Caps, or AirFilters. Refer to Chapter 20 for reference.

2Check for any loose or missing hardware. Refer to Chapter 8 through Chapter19 for reference.

3Check for broken or missing fuses and bulbs. Refer to Chapter 12 forreference.

4 Open and inspect all compartments for proper component mounting, andtightness. Refer to Chapter 8 through Chapter 19 for reference.

5 Review all historical, and packing data.

6Remove the Air Filter Cover and inspect the Air Filter condition. Refer toChapter 16 for reference.

7 Open access doors and ground high voltage components.

8 Check unit for visible leaks.

9 Check for correct Tire air pressure. Refer to Chapter 18 for reference.

10Check chassis for damage. Refer to Chapter 8 through Chapter 18 forreference.

11 Insure parking brake is functioning. Refer to Chapter 18 for reference.

WARNING

WARNING
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4.2.2 SERVICE REQUIREMENTS

4.2.2.1 BATTERY

BATTERY ELECTROLYTE CONTAINS SULFURIC ACID. AVOID ANY CONTACTWITH SKIN, EYES, OR CLOTHES. AVOID BREATHING FUMES. USE ONLY INWELL-VENTILATED AREAS. FAILURE TO COMPLY MAY RESULT IN SERIOUSINJURY OR ILLNESS.

WHEN CONNECTING BATTERY CABLES ALWAYS CONNECT POSITIVE CABLEFIRST. FAILURE TO COMPLY MAY CAUSE SPARKING OR EXPLOSION,RESULTING IN SERIOUS BURNS.

Table 4.2.2.1-1 lists Battery servicing requirements.

TABLE 4.2.2.1-1 BATTERY SERVICING REQUIREMENTS

STEP ACTION DONE

1Connect battery cables to proper Positive (+), and Negative (-) terminal posts(See FO - 37A for additional information).

2 Close Battery Charger circuit breakers (If the PU is connected to a live bus).

3 Connect shore power to the on-board battery chargers and charge as needed.

4.2.2.2 FUEL SYSTEM

Table 4.2.2.2-1 lists Fuel System servicing requirements.

TABLE 4.2.2.2-1 FUEL SYSTEM SERVICING REQUIREMENTS

STEP ACTION DONE

1 Connect to the external fuel supply.

2 Insure fuel shutoff valves to the fuel supply are open.

3 Insure fuel pump transfer switch is in the AUTO position.

4 Insure fuel pump transfer G1 G2 switch is in the G1 position.

WARNING

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4.2.2.5 HYDRAULIC SYSTEM

DO NOT OPEN OR REMOVE THE HYDRAULIC FLUID FILL FITTING CAP ORATTEMPTING TO ADD HYDRAULIC FLUID TO THE SYSTEM WHILE THE ENGINE ISRUNNING. SERIOUS INJURY FROM HOT HYDRAULIC FLUID CAN RESULT FROMFAILURE TO OBSERVE THIS WARNING.

Table 4.2.2.5-1 lists Hydraulic System servicing requirements.

TABLE 4.2.2.5-1 HYDRAULIC SYSTEM SERVICING REQUIREMENTS

STEP ACTION DONE

1Check hydraulic fluid levels in Generator #1 and Generator #2 by using thesight-glasses on the front of the hydraulic reservoirs. The level should bemidway in sight glass.

2 Add orremove hydraulic fluid as required.

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FIGURE 4.3.1-1 CHECKING BRAKE FLUID LEVEL

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FIGURE 4.3.2-1 MEP-PU-810A TOWING CONNECTION

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FIGURE 4.3.2-2 LUNETTE EYE

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FIGURE 4.3.2-3 BREAK-AWAY CHAIN S-HOOK

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4.3.3 MEP-PU-810B HOOK UP PROCEDURES

CAUTION

INSURE THAT THE TOWING VEHICLE AND 5TH

WHEEL HAVE A RATING EQUALTO OR GREATER THAN THE MEP-PU-810B GROSS VEHICLE WEIGHT OF 29,100LBS.

Table 4.3.3-1 lists MEP-PU-810B hook up procedures. Figure 4.3.3-1 illustrates the MEP-PU-810Btowing connection.

TABLE 4.3.3-1 MEP-PU-810B HOOK-UP PROCEDURES

STEP ACTION DONE

1Raise landing gear of the PU until the plate is level with the horizontal positionof the 5

thwheel of the towing vehicle see Figure 4.3.3-1for reference.

2 Unlatch and open the fifth wheel locking mechanism.

3Back the towing vehicle until the kingpin engages into the 5

th-wheel, latch the

5th wheel locking mechanism.

4Connect the towing vehicle brake air hoses to the air connections on the PUsee and Figure 4.3.3-2 for reference.

5Connect the towing vehicle lighting cable assembly to the PU see and Figure4.3.3-2 for reference.

6 Raise the PU landing gear to its highest position.

FIGURE 4.3.3-1 MEP-PU-810B TOWING CONNECTION

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FIGURE 4.3.4-1 PARKING BRAKE

TABLE 4.3.4-2 MEP-PU-810B TOWING PROCEDURES AND SPEED RATINGS

STEP ACTION DONE

1Check for proper operation of lights and brakes. Operation of the ABS isindicated by the small yellow cone shaped lamp located above the axle on theleft side of the PU. If the ABS is functioning properly, the ABS light will be on.Refer to Figure 18.2.1.2.5-3 for reference.

2 Tow Power Unit, observing limitations on speed and turning angle.
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4.3.5 BACKING UP PROCEDURES

Table 4.3.5-1 lists backing up procedures for both the MEP-PU-810A and MEP-PU-810B.

TABLE 4.3.5-1 MEP-PU-810 A/B BACKING UP PROCEDURES

STEP ACTION DONE

1 Always use a ground guide when backing up the PU.

2On the MEP-PU-810A, insure the parking brakes are released and the safetychain is connected to the tow vehicle.

3On the MEP-PU-810B trailer, insure the air hoses are connected to the towvehicle and the spring brakes release before attempting to back up.

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4.3.6 DISCONNECTING PROCEDURES

4.3.6.1 MEP-PU-810A DISCONNECTING PROCEDURES

THE HYDRAULIC PRESSURE HELD IN THE BREAKAWAY LEVER MAY CAUSE THELEVER TO SNAP QUICKLY. KEEP HANDS AND FINGERS CLEAR, AS YOU RESETTHE BREAKAWAY MECHANISM. WHEN TOWING, AVOID SHARP TURNS THATCAN CAUSE THE ACTUATOR TO BIND AGAINST THE TOW VEHICLE. THIS CANDAMAGE THE ACTUATOR AND TRAILER, CAUSING BRAKE FAILURE.

Table 4.3.6-1 lists Disconnection Procedures for the MEP-PU-810A.

TABLE 4.3.6-1 MEP-PU-810A DISCONNECTION PROCEDURES

STEP ACTION DONE

1Set parking brakes by rotating parking brake handle clockwise until the brakebar is firmly lodged against the inner wheels of the trailer.

2 Remove breakaway chain from towing vehicle.

3Open the tow vehicle pintle hook, move the tow bar to one side, and lower thetow bar to the ground.

4 Drive the tow vehicle slowly forward until it is completely free of the Power Unit.

4.3.6.2 MEP-PU-810B DISCONNECTING PROCEDURES

Table 4.3.6-2 lists Disconnection Procedures for the MEP-PU-810B.

TABLE 4.3.6-2 MEP-PU-810B DISCONNECTION PROCEDURES

STEP ACTION DONE

1 Disconnect air hoses and insure the spring Parking Brake is set.

2 Crank down landing gear until the trailer weight is removed from the fifth wheel.

3 Release fifth wheel locking latch.

4Drive the tow vehicle slowly straight forward it is completely free of the PowerUnit.

WARNING

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4.3.6.3 LOADING PROCEDURES

Table 4.3.6.3-1 lists MEP-PU-810A and MEP-PU-810B Loading Procedures.

TABLE 4.3.6.3-1 MEP-PU-810A/B LOADING PROCEDURES

STEP ACTION DONE

1Insure the DC control circuit breaker on the Master Control Panel (MCP) is inthe OFF position.

2 Insure fuel shutoff valves to the fuel supply are closed.

3 Insure fuel pump transfer switch is in the Off position.

4 Drain onboard fuel tank.

5 Check all fluid levels and adjust as necessary.

6 Check all compartments for loose material and secure any loose equipment.

7Tape up all air filter vents inside the PDC to prevent the ingress of dirt andmoisture during transport.

8Attach a CAUTION tag to the DC Control Power Circuit Breaker in the MasterControl Panel to alert the operator to remove the tape from the air filter ventsprior to starting the unit.

9 Close and lock all compartment doors.

10 Secure the tow bar in the raised position using the chain and hook provided.

11

Without ISO Lifting Device:

Secure the lifting chains or wire straps to the ISO corner castings, 4 places.Lifting chains or wire straps will be rated for 20 tons and be a minimum of 15feet high using a single point pickup to prevent damage to the PU. Refer toFigure 4.4.1-1, Figure 4.4.1-2 and Figure 4.4.2-1.

12

With ISO Lifting Device:

Install the four ISO Extenders into the four ISO Fittings located on the PU andlock them into place. Lowerthe ISO Frame and guide it into the ISO

Extenders and lock in place. Lift the PU. Refer to Table 4.5-1 for reference.

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TABLE 4.3.6.4-1 MEP-PU-810A/B UNLOADING POCEDURES (CONTINUED)

STEP ACTION DONE

6THE CRANE MUST BE RATED 20 TONS OR ABOVE WITH AMINIMUM OF A 20 FOOT BOOM. USE GROUND GUIDE.

Lift the power unit from the trailer and set the PU on the ground. Refer toFigure 4.4.1-1, and Figure 4.4.2-1 for reference.

7

CAUTION

FAILURE TO REMOVE THE TAPE FROM THE PDC AIRFILTER VENTS PRIOR TO STARTING THE UNIT WILLCAUSE OVERHEATING AND DAMAGE TO THE PDC

Remove the tape from all of the PDC air filter vents.

8Remove the caution tag from the DC Control Power Circuit Breaker in theMaster control panel prior to starting the unit.

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DR

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4.4 MEP-PU-810A AND MEP-PU-810B TIE-DOWN POINTS

4.4.1 MEP-PU-810A TIE-DOWN POINTS

Figure 4.4.1-1 illustrates the MEP-PU-810A Tie-down Points.

FIGURE 4.4.1-1 MEP-PU-810A TIE-DOWN POINTS, SIDE AND BOTTOM

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4.4.2 MEP-PU-810B TIE-DOWN POINTS

Figure 4.4.2-1 illustrates the MEP-PU-810B Tie-down Points.

FIGURE 4.4.2-1 MEP-PU-810B TIE-DOWN POINTS

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4.6 ISO EXTENDER STORAGE PROCEDURES

This section covers how to properly store the ISO Extender Storage containers during transportation andplant operations.

4.6.1 MEP-PU-810A ISO EXTENDER STORAGE PROCEDURES

Table 4.6.1-1 lists the MEP-PU-810A, ISO Extender Storage Procedures.

TABLE 4.6.1-1 MEP-PU-810A ISO EXTENDER STORAGE PROCEDURES

STEP ACTION DONE

1 Inspect each ISO Extender for damage, see Figure 4.5-1.

2 Move the ISO Extender Locking Handle into the LOCKED position, see Figure4.6.1-1.

3Carefully place two ISO Extenders into each ISO Extender storage box; seeFigure 4.6.1-2.

4For transportation place one ISO Extender storage box into each side of the PU inthe alternator compartment and secure with 2 rubber stretch cords per box asillustrated in Figure 4.6.1-3.

5During Plant operations place one ISO Extender storage box on each side of thePU below the alternator compartment and place two rubber stretch cords per boxas illustrated in Figure 4.6.1-4.

FIGURE 4.6.1-1 ISO EXTENDER SHOWN IN LOCKED POSITION

Figure 4.6.1-1 illustrates an ISO Extender in the LOCKED position. The Locking Handle must be in thelocked position prior to placement in the storage box. This placement will allow easy removal of the ISOExtenders from the storage box.

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FIGURE 4.6.1-2 ISO EXTENDERS PROPERLY PLACED IN STORAGE BOX

Figure 4.6.1-2 illustrates the packing arrangement of 2 ISO Extenders in each storage box. The LockingHandle must be in the locked position prior to placement in the storage box. This placement will alloweasy removal of the ISO Extenders from the storage box.

FIGURE 4.6.1-3 ISO EXTENDER STORAGE BOX IN TRANSPORTATION POSITION

Figure 4.6.1-3 illustrates 1 of 2 ISO Extender storage boxes in the stored position for transportation. TheISO Extender storage boxes are mounted one on each side of the PU in the alternator compartment, andsecured with 2 rubber stretch cords per box as illustrated.

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FIGURE 4.6.1-4 ISO EXTENDER STORAGE BOX IN OPERATION POSITION

Figure 4.6.1-4 illustrates 1 of 2 ISO Extender storage boxes in the stored position for operation. The ISOExtender storage boxes are placed one on each side of the PU on the ground with the 2 rubber stretchcords placed in each box.

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4.6.2 MEP-PU-810B ISO EXTENDER STORAGE PROCEDURES

Table 4.6.2-1 lists the MEP-PU-810B, ISO Extender Storage Procedures.

TABLE 4.6.2-1 MEP-PU-810B ISO EXTENDER STORAGE PROCEDURES

STEP ACTION DONE

1 Inspect the ISO Extender for damage, see Figure 4.5-1

2Move the ISO Extender Locking Handle into the LOCKED position, see Figure4.6.2-1.

3Properly place two ISO Extenders into each ISO Extender storage box; see Figure4.6.2-2.

4For transportation place both ISO Extender storage boxes into PU storagecompartment as illustrated in Figure 4.6.2-3.

5During Plant operations place both ISO Extender storage boxes into PU storagecompartment as illustrated in Figure 4.6.2-3.

FIGURE 4.6.2-1 ISO EXTENDER SHOWN IN LOCKED POSITION

Figure 4.6.2-1 illustrates an ISO Extender in the LOCKED position. The Locking Handle must be in thelocked position prior to placement in the storage box. This placement will allow easy removal of the ISOExtenders from the storage box.

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FIGURE 4.6.2-2 ISO EXTENDERS PROPERLY PLACED IN STORAGE BOX

Figure 4.6.2-2 illustrates the packing arrangement of 2 ISO Extenders in each storage box. The LockingHandle must be in the locked position prior to placement in the storage box. This placement will allow

easy removal of the ISO Extenders from the storage box.

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CHAPTER 5

OPERATING INSTRUCTIONS

TABLE OF CONTENTS

CHAPTER TITLE PAGE

5.1 SINGLE PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL MODE 5-3

5.2 SINGLE PU, PRIME POWER, NO EXTERNAL SWITCH, AUTOMATIC

MODE 5-33

5.3 TWO PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL MODE 5-51

5.4 TWO PU, PRIME POWER, NO EXTERNAL SWITCH, AUTOMATIC MODE 5-69

5.5 SINGLE OR MULTIPLE PU, PRIME POWER, EXTERNAL SWITCH,MANUAL MODE 5-87

5.6 SINGLE OR MULTIPLE PU, PRIME POWER, EXTERNAL SWITCH,

AUTOMATIC MODE 5-107

5.7 MEP-PU-810 AND MEP-012 PARALLEL OPERATIONS, MANUAL AND

AUTOMATIC MODE 5-131

5.8 UTILITY PARALLEL CONFIGURATION 5-171

5.9 SPECIFIC OPERATING PROCEDURES 5-193

5.10 PARALLELING MULTIPLE PU PLANTS, EXTERNAL SWITCH, AUTOMATICMODE 5-225

5.11 TWO PLANT, MULITPLE POWER UNIT, PRIME POWER,

EXTERNAL SWITCH, AUTOMATIC MODE 5-289
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LIST OF TABLES

TABLE TITLE PAGE

TABLE 5.1.3.4-1 CT RATIO SETTINGS 11TABLE 5.1.3.4-2 INSTANTANEOUS TRIP SETTINGS 11TABLE 5.1.3.4-3 TIME OVERCURRENT TRIP SETTINGS 12TABLE 5.1.3.4-4 OP5-0 SETPOINTS 14TABLE 5.1.3.4-4 OP5-0 SETPOINTS (CONTINUED) 15TABLE 5.1.3.4-5 OP5-1 SETPOINTS 17TABLE 5.1.3.4-5 OP5-1 SETPOINTS (CONTINUED) 18TABLE 5.1.3.4-5 OP5-1 SETPOINTS (CONTINUED) 19TABLE 5.1.3.4-6 OP6 SETPOINTS 20TABLE 5.1.3.4-6 OP6 SETPOINTS (CONTINUED) 21TABLE 5.1.3.4-7 DVR PARAMETERS/SETPOINTS 22TABLE 5.1.3.4-7 DVR PARAMETERS/SETPOINTS (CONTINUED) 23TABLE 5.1.3.5-1 PRE-OPERATION CHECKLIST 24TABLE 5.1.3.5-1 PRE-OPERATION CHECKLIST (CONTINUED) 25TABLE 5.1.3.6-1 PRE-OPERATION RUN INSTRUCTION SEQUENCE 27TABLE 5.1.3.8-1 CONTROL SWITCH SETUP 29TABLE 5.1.4-1 SWITCH SETUP MANUAL MODE 30

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5.1 SINGLE PU, PRIME POWER, NO EXTERNAL SWITCH, MANUAL MODE

5.1.1 SAFETY PROCEDURES

a. Safety precautions must be observed while operating or maintaining the PU. Safetyprecautions must be observed to ensure that the operator/technician cannot have contact with thefollowing:

Hot engine parts

Hot engine fluids

Medium Voltage AC electricity

Low Voltage AC electricity

Low Voltage DC electricity

Rotating Parts

High noise levels

b. Minor Troubleshooting can be performed while both engines are running as long as safetyprecautions are taken. Refer to the appropriate troubleshooting section for recommendations.

5.1.2 POSITIONING THE PU

a. Position the PU in such a way as to allow the plant operator to have full vision of the operatorcontrol panels on the unit.

b. Level the MEP-PU-810B front to rear with the trailer leveling hand crank.

c. Position the PU to provide a minimum of 10 feet of clearance for maintenance access on allsides of each unit. Ensure that there are no overhead obstructions around the exhaust outlets.

FUEL SPILLAGE CAN OCCUR IF THE POWER UNIT LEVEL IS GREATER THAN + 5DEGREES.

d. Ensure that the ground is capable of supporting the weight of the PU. The site surface should beas level as possible (+ 5 degrees).

WARNING

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5.1.3 INITIAL PLANT SETUP

5.1.3.1 GROUNDING

THERE CAN ONLY BE ONE GROUNDING POINT FOR THE PU.

a. Drive an 8-foot ground rod into the earth and should be within 6 feet of the PU and at a locationthat minimizes the tripping hazard, until only 6 inches (15 cm) protrudes above the surface.

b. Connect all of the grounding rods together with a #2 AWG copper conductor creating a centralground grid.

c. Using a #2 AWG copper conductor, secure one end of a ground cable to one of the slottedground studs on the PU, see Figure 5.1.3.1-1 or Figure 5.1.3.1-3. Secure the other end of theground cable to the ground rod.

d. Test Ground Resistance using Ground Resistance Test Equipment. Resistance must be 25 orless. Refer to Annex H for special equipment required for this task.

e. Remove parking stand plates from their transportation positions inside each rear, side PU doorand slide them into their respective operating positions on the sides of the PDC.

f. Connect the parking stand ground wires to either of the two chassis ground lugs on the PU.

WARNING

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FIGURE 5.1.3.1-1 MEP-PU-810A GROUND POINTS

NOTE: Connect only one ground point to the ground grid.

FIGURE 5.1.3.1-2 MEP-PU-810B GROUND POINTS

NOTE: Connect only one ground point to the ground grid.

GROUND POINT GROUND POINT

GROUND POINT GROUN

TM 9-6115-484-14 MEP-PU-810A/B PART 2

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