D399 Attachment

2/16/2018 D399 INDUSTRIAL ENGINE 35B00688-UP(UEG0637S - 01) - Documentation
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Product: INDUSTRIAL ENGINE

Model: D399 INDUSTRIAL ENGINE 35B
Configuration: D399 INDUSTRIAL ENGINE 35B00688-UP
Systems Operation
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0511-00 Publication Date -01/08/1983 Date Updated -11/10/2001
Systems Operations D379, D398, D399 I & M Engine Attachments
Woodward UG8 Governors
SCHEMATIC OF UG8 LEVER GOVERNOR
Woodward UG8 Dial And Lever Governor

The UG8 Dial Governor is a mechanical-hydraulic governor. A hydraulic activated power piston is used to
turn the output terminal shaft of the governor. A lever on the terminal shaft is connected to the fuel rack by a
linkage rod. The governor has a separate oil supply and oil pump. The governor oil pump and ballhead are
driven from a shaft in the governor drive housing. The shaft is driven by the fuel pump drive shaft.
The oil pump gives pressure oil to operate the power piston. The drive gear of the oil pump has a bushing in
which the pilot valve plunger moves up and down. The driven gear of the oil pump is also the drive for the
ballhead.
An accumulator is used to keep a constant oil pressure of approximately 120 psi (830 kPa) to the top of the
power piston and to the pilot valve.
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The power piston is connected by a lever to the output terminal shaft. There is oil pressure on both the top
and bottom of the power piston. The bottom of the piston has a larger area than the top.
Less oil pressure is required on the bottom than on the top to keep the piston stationary. When the oil
pressure is the same on the top and bottom of the piston, the piston will move up and cause the output
terminal shaft to turn in the increase fuel direction. When oil pressure on the bottom of the piston is directed
to the sump, the piston will move down and cause the output terminal shaft to turn in the decrease fuel
direction. Oil to or from the bottom of the power piston is controlled by the pilot valve.
The pilot valve has a pilot valve plunger and a bushing. The bushing is turned by the governor drive shaft.
The rotation of the bushing helps reduce friction between the bushing and the plunger. The pilot valve
plunger has a land that controls oil flow through the ports in the bushing. When the pilot valve plunger is
moved down, high pressure oil goes to the bottom of the power piston and the power piston will move up.
When the pilot valve plunger is moved up, the oil on the bottom of the power piston is released to the sump
and the power piston moves down. When the pilot valve plunger is in the center (balance) position, the oil
port to the bottom of the power piston is closed and the power piston will not move. The pilot valve plunger
is moved by the ballhead assembly.
SCHEMATIC OF UG8 DIAL GOVERNOR
The ballhead assembly has a ballhead, flyweights, speeder spring, thrust bearing, speeder plug, and speeder
rod. The ballhead assembly is driven by a gear and shaft from the driven gear of the oil pump. The speeder
rod is fastened to the thrust bearing which is on the toes of the flyweights. The speeder rod is connected to
the pilot valve plunger with a lever. The speeder spring is held in position on the thrust bearing by the
speeder plug.
As the ballhead turns, the flyweights move out due to centrifugal force. This will make the flyweight toes
move up and cause compression of the speeder spring. When the force of the speeder spring and the force of
the flyweights are equal the engine speed is constant. The speeder plug can be moved up or down manually
to change the compression of the speeder spring and will change the speed of the engine.
The compensation system gives stability to engine speed changes. The compensation system has a needle
valve and two pistons - an actuating piston and a receiving piston. The actuating piston is connected to the
output terminal shaft by the compensation adjusting lever. A fulcrum that is adjustable is on the lever. When
the position of the fulcrum is changed, the amount of movement possible of the actuating piston is changed.
The receiving piston is connected to the pilot valve plunger and the speeder rod by a lever.
The needle valve makes a restriction to oil flow between the oil sump and the two pistons.
When the actuating piston moves down, the piston forces the oil under the receiving piston and moves it up.
When the receiving piston moves up it raises the pilot valve plunger to stop the flow of oil to the bottom of
the power piston.
When the engine is in operation at a steady speed the land on the pilot control valve is in the center of the
control port of the bushing. A decrease in load will cause an increase in engine speed. With an increase in
engine speed the flyweights move out and raise the speeder rod and floating lever. This raises the pilot valve
plunger and releases oil from the bottom of the power piston. As the power piston moves down the output
terminal shaft moves in the decrease fuel direction. When the output terminal shaft moves, the actuating
compensation piston moves up and causes a suction on the receiving piston which moves down. The floating
lever is pulled down by the receiving piston and the lever moves the pilot control valve down to close the
control port. The output terminal shaft and power piston movement is stopped. As the engine speed returns to
normal the flyweights move in and the speeder rod moves down. When the oil pressure in the compensation
system and the sump oil become the same through the needle valve, the receiving compensation piston
moves up at the same rate as the speeder rod moves down. This action keeps the pilot valve plunger in
position to close the port.
An increase in load will cause a decrease in engine speed. When engine speed decreases, the flyweights
move in and lower the speeder rod and floating lever. This lowers the pilot valve plunger and lets pressure oil
go under the power piston. The power piston moves up and turns the output terminal shaft in the increase
fuel direction. When the output terminal shaft moves, the actuating compensation piston moves down and
causes a pressure on the receiving piston which moves up. The floating lever is pushed up by the receiving
piston and the lever moves the pilot valve plunger up to close the control port. The output terminal shaft and
power piston movement is stopped.
A change to the speed setting of the governor will give the same governor movements as an increase or
decrease in load.
UG8 Lever Governor

A lever on the speed adjustment shaft is used to change the engine speed. The speed adjustment shaft moves
the speeder plug up and down to change the force of the speeder spring.
This governor is equipped with speed droop, however, it must be adjusted inside the governor.
UG8 LEVER GOVERNOR
UG8 Dial Governor

The synchronizer is used to change engine speed. The speed setting motor on the top of the governor can
also be used to change engine speed. Either control turns the speeder plug which moves up or down and
changes the force of the speeder spring. The synchronizer indicator gives an indication of the number of
turns the synchronizer has moved.
The load limit control is used to control the amount of travel of the output terminal shaft. The control can be
used to stop the engine if the knob is turned to zero.
NOTICE
Do not move the governor linkage in the increase fuel direction until
the load limit control is moved to the maximum position.
The speed droop control is used to adjust the amount of speed droop from zero to one hundred percent.
Speed droop is the difference between no load high idle rpm and full load rpm. This difference in rpm
divided by the full load rpm and multiplied by 100 is the percent of speed droop.
UG8 DIAL GOVERNOR

1. Speed droop knob. 2. Synchronizer knob. 3. Load limit knob. 4. Synchronizer indicator.
Zero speed droop is used on a single system engine, such as a standby generator set. Speed droop higher than
zero permits a load to be divided between two or more engines connected to the same load.
Pierce Output Shaft Governor

Output shaft governor (2) is driven by a flexible cable assembly (1) which connects to the governor drive
mechanism on the torque converter. Output shaft governor (2) and hydraulic servo mechanism are connected
by means of an adjustable link (9).
OUTPUT SHAFT GOVERNOR AND HYDRAULIC SERVO MECHANISM

1. Flexible drive cable. 2. Output shaft governor. 3. Terminal lever. 4. Rocker shaft. 5. Rate adjusting screw. 6. Speed change lever. 7.
Governor spring. 8. Bumper screw. 9. Link. 10. Lever. 11. Lever. 12. Low speed adjusting screw. 13. High speed adjusting screw. 14.
Bracket.
The output shaft governor acts as an "assistant operator," automatically reducing engine speed, which in turn
reduces converter output shaft speed whenever the load on the converter output shaft decreases. Thus, it acts
as a speed limiting device by preventing the output shaft and drive equipment from suddenly overspeeding.
This also relieves the operator of making speed adjustments through the engine governor.
The torque converter output shaft maximum speed is either a high speed setting or a low speed setting, which
is determined by changing the position of speed change lever (6), normally by remote control. High speed
screw (13) determines the maximum speed for the high speed setting, and low speed screw (12) determines
the maximum low speed setting. In other words, for either setting there is a predetermined maximum speed
which the output shaft cannot exceed.
The operation of the governor is the same as most rotating weight-type governors. The governor operates
only when the torque converter output shaft attempts to exceed a predetermined maximum speed. This speed
is determined by the amount of tension placed on governor spring (7). On a variable speed governor, the
spring tension is controlled by rate adjusting screw (5) and the position of the speed change lever. Increasing
the spring tension increases the maximum speeds.
When the output shaft speed approaches the predetermined governed speed setting, weights (15) are forced
out moving thrust sleeve (17) and bearing assembly (18) against the rocker yoke (19). As the output shaft
speed reaches the predetermined governor speed setting, the force of the weights overcomes the force of the
governor spring and the rocker yoke is moved, rotating the rocker shaft (4). Linkage attached to the rocker
shaft overrides the diesel engine governor and reduces engine speed which in turn reduces converter output
shaft speed. As the rocker yoke moves outward, it contacts small bumper spring (16) in the end of the
governor body, which dampens oscillation of the yoke preventing erratic governor control. A bumper screw
positions the bumper spring.
As torque converter output shaft speed drops below the maximum governed speed limit, the force exerted by
the output shaft governor weights is reduced. Since the governor is then no longer effective, the diesel engine
governor takes over full engine control and increases engine speed toward its full governed speed.
The terminal lever (3) mounted on the rocker shaft is connected to the hydraulic servo mechanism by the
adjustable link (9) and actuating lever (10). Any movement of the rocker shaft is thus transmitted to the
hydraulic servo mechanism.
OUTPUT SHAFT GOVERNOR OPERATION

15. Weight. 16. Bumper spring. 17. Thrust sleeve. 18. Bearing assembly. 19. Rocker yoke.
The hydraulic servo mechanism consists essentially of a servo piston (24), control valve and the necessary
connecting linkage. The piston is connected to the actuating lever by link (21), lever (22) and shaft (20), and
fits into the cylinder bore.
Oil, delivered from the engine oil pump, flows into the servo mechanism and normally flows through the
piston, valve and back to the crankcase. When the output shaft governor takes effect, due to an increase in
the torque converter output shaft speed, the governor linkage moves the control valve in the piston. The flow
of oil through the piston is blocked and results in an oil pressure build-up. This pressure moves the piston to
follow the movement of the valve. This movement continues until the piston ports are uncovered and oil
flows through the piston once again.
GOVERNOR SERVO MECHANISM

20. Shaft. 21. Link. 22. Lever. 23. Shaft. 24. Piston. 25. Cam.
The piston movement is transmitted to cam (25), shaft (23) and the governor linkage, and in turn decreases
the amount of fuel being delivered to the engine.
When the load on the output shaft is increased, the output shaft speed is reduced and the force exerted by the
output shaft governor weights decreases. The force exerted by the output shaft governor spring then
overcomes the force exerted by the weights and the actuating linkage moves the servo mechanism valve into
the piston. The movement of the valve into the piston uncovers dump ports and allows oil to flow
unrestricted through the servo mechanism. The valve and piston are inactive and then the diesel engine
governor takes over full control of the engine and the fuel rack moves in the direction of increased fuel,
increasing engine speed to its full governed speed.
The whole operation sequence of the torque converter governor overriding the diesel engine governor and
then relinquishing control again to the engine governor occurs each time the load variations are severe
enough to permit the output shaft speed to increase or decrease and activate the output shaft governor.
Woodward SGT Governor

The SGT Governor for the torque converter has two speed droop governors assembled in a single housing so
that either governor can control fuel to the engine. One governor is operated by the engine. The other
governor is operated by a flexible cable from the torque converter.
WOODWARD SGT GOVERNOR

1. Fuel control lever. 2. High idle screw for the torque converter governor. 3. Speed adjusting lever. 4. High idle screw for the engine
governor.
The two governors use a single servo piston to move the fuel system linkage. The actions of the speeder
springs in the governor, which are operated by the servo piston, are separate so that adjustment of either
speed droop can be made for control of engine and torque converter speed. Oil from the pilot valve of the
engine governor is moved to and from the governor servo piston by going through the piston valve of the
converter governor.
When the torque converter speed is less than the value given in the specifications, the pilot valve for the
converter governor gives a straight through oil passage from the engine governor to the servo piston because
the force from the flyweights of the converter governor is not enough to lift the pilot valve. Under this
condition the fuel is under control of the engine governor only. At an increase in the engine speed setting or a
decrease in the load, the speed of the torque converter will go to the maximum speed adjustment for the
converter governor. At this point, the pilot valve for the converter governor will be lifted to close the passage
between the engine governor and the servo piston and the converter governor will take control. A decrease in
load or increase in engine speed setting will now cause no increase in torque converter speed because the
pilot valve for the converter governor will be lifted to release oil from the servo piston and the converter
governor will control fuel flow to the engine.
Governor Air Actuators

The governor air actuator gives remote control of variable speed for the engine. The actuator operates on air
pressure. Air pressure on the cup in the actuator moves the plunger, spring and rod. This motion controls the
governor through the linkage.
2N6006 AIR ACTUATOR

1. Linkage.
Three types of actuators are available. The 2N6006 Actuator connects directly to the governor control shaft
through linkage (1). Inspection or replacement of the diaphragm without changing the adjustment of the high
or low idle speeds or the spring preload is possible. See REMOVE AND INSTALL DIAPHRAGM in
DISASSEMBLY AND ASSEMBLY. THE 1N9318 and 7L135 Actuators control the governor through the
hand control lever (2) and cross shaft linkage. These actuators have an adjustment for spring preload only.
1N9318 and 7L135 AIR ACTUATORS

2. Hand control lever for the governor.
3N9124 Air Actuator for UG8 Lever Governor is attached directly to the governor. One linkage rod connects
the actuator to the governor speed control lever.
3N9124 AIR ACTUATOR
Power Take-Off Clutches
POWER TAKE-OFF CLUTCH (Typical Illustration)

1. Ring. 2. Driven discs. 3. Link assemblies. 4. Lever. 5. Key. 6. Collar assembly. 7. Nut. 8. Yoke assembly. 9. Hub. 10. Plates. 11.
Output shaft.
Power take-off clutches (PTO's) are used to send power from the engine to accessory components. For
example, a PTO can be used to drive an air compressor or a water pump.
The PTO is driven by a ring (1) that has spline teeth around the inside diameter. The ring can be connected to
the front or rear of the engine crankshaft by an adapter.
NOTE: On some PTO's located at the rear of the engine, ring (1) is a part of the flywheel.
The spline teeth on the ring engage with the spline teeth on the outside diameter of driven discs (2). When
lever (4) is moved to the ENGAGED position, yoke assembly (8) moves collar assembly (6) to the right. The
collar assembly is connected to four link assemblies (3). The action of the link assemblies will hold the faces
of drive discs (2), drive plates (10) and hub (9) tight together. Friction between these faces permits the flow
of torque from ring (1), through driven discs (2), to plates (10) and hub (9). Spline teeth on the inside
diameter of the driven discs drive the hub. The hub is held in position on the output shaft (11) by a taper, nut
(7) and key (5).
NOTE: A PTO can have from one to three driven discs (2) with a respective number of plates.
When lever (4) is moved to the NOT ENGAGED position, yoke assembly (8) moves collar assembly (6) to
the left. The movement of the collar assembly will release link assemblies (3). With the link assemblies
released there will not be enough friction between the faces of the clutch assembly to permit a flow of
torque.
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Shutoff And Alarm System Components

Oil Pressure Switch
Micro Switch Type
The oil pressure switch is used to give protection to the engine from damage because of low oil pressure.
When oil pressure lowers to the pressure specifications of the switch, the switch closes and activates the rack
shutoff solenoid.
On automatic start/stop installations, this switch closes to remove the starting system from the circuit when
the engine is running with normal oil pressure.
This switch for oil pressure can be connected in a warning system for indication of low oil pressure with a
light or horn.
As pressure of the oil in bellows (6) becomes higher, arm (4) is moved against the force of spring (3). When
projection (10) of arm (4) makes contact with arm (9), pressure in the bellows moves both arms. This also
moves button (8) of the micro switch to activate the micro switch.
OIL PRESSURE SWITCH (Micro Switch Type)

1. Locknut. 2. Adjustment screw. 3. Spring. 4. Arm. 5. Spring. 6. Bellows. 7. Latch plate. 8. Button for micro switch. 9. Arm. 10.
Projection of arm.
Some of these switches have a "Set For Start" button. When the button is pushed in, the micro switch is in
the START position. This is done because latch plate (7) holds arm (9) against button (8) of the micro switch
and the switch operates as if the oil pressure was normal. When the engine is started, pressure oil flows into
bellows (6). The bellows move arm (4) into contact with latch plate (7). The latch plate releases the "Set For
Start" button and spring (5) moves it to the RUN position. This puts the switch in a ready to operate
condition.
Earlier Type Switch
Early type switches for oil pressure have a control knob (1). The knob must be turned (reset) every time the
engine is stopped. Turn the knob counterclockwise to the OFF position before the engine is started. The knob
will move to the RUN position when the oil pressure is normal.
OIL PRESSURE SWITCH (Earlier Type)

1. Control knob.
Pressure Switch
These type pressure switches are used for several purposes and are available with different specifications.
They are used in the oil system and in the fuel system. One use of the switch is to open the circuit between
the battery and the rack shutoff solenoid after the oil pressure is below the pressure specifications of the
switch. It also closes when the engine starts.
Another use of the switch is to close and activate the battery charging circuit when the pressure is above the
pressure specification of the switch. It also disconnects the circuit when the engine is stopped.
PRESSURE SWITCH
Some switches of this type have three terminal connections. They are used to do two operations with one
switch. They open one circuit and close another with the single switch.
Water Temperature Contactor Switch

The contactor switch for water temperature is installed in the water manifold. No adjustment to the
temperature range of the contactor can be made. The element feels the temperature of the coolant and then
operates the micro switch in the contact when the coolant temperature is too high, the element must be in
contact with the coolant to operate correctly. If the cause for the engine being too hot is because of low
coolant level or no coolant, the contactor switch will not operate.
The contactor switch is connected to the rack shutoff solenoid to stop the engine. The switch can also be
connected to an alarm system. When the temperature of the coolant lowers to the operating range, the
contactor switch opens automatically.
WATER TEMPERATURE CONTACTOR SWITCH
Shutoff Solenoid
A shutoff solenoid changes electrical input into mechanical output. They are used to move the fuel rack to a
no fuel position or to move a valve assembly in the air inlet pipe to a closed position. This stops the engine.
The shutoff solenoid can be activated by any one of the many sources. The most usual are: water temperature
contactor, oil pressure switch, overspeed switch and remote manual control switch.
RACK SHUTOFF SOLENOID (Typical Illustration)
Circuit Breaker
The circuit breaker gives protection to an electrical circuit. Circuit breakers are rated as to how much current
they will permit to flow. If the current in a circuit gets too high it will cause heat in disc (3). Heat will cause
distortion of the disc and contacts (2) will open. No current will flow in the circuit.
NOTICE
Find and correct the problem that caused the circuit breaker to open.
This will help prevent damage to the circuit components from too
much current.
An open circuit breaker will close (reset) automatically when it becomes cooler.
CIRCUIT BREAKER SCHEMATIC

1. Disc in open position. 2. Contacts. 3. Disc. 4. Circuit terminals.
Shutoff Valve For Water Temperature

The shutoff valve for water temperature is connected in an oil line from the mechanical shutoff. Thermostat
assembly (4) is in contact with the engine coolant. When the water temperature is normal, spring (1) holds
ball (5) on its seat which stops the flow of oil. This lets the oil pressure become normal in the shutoff. High
water temperature above the setting of the valve will cause the thermostat assembly to move stem (3). This
will move ball (5) off its seat to let the oil pressure in the shutoff go back to the engine oil sump through
outlet port (6). The low oil pressure causes the shutoff to stop the engine.
SHUTOFF VALVE FOR WATER TEMPERATURE

1. Spring. 2. Inlet port. 3. Stem. 4. Thermostat assembly. 5. Ball. 6. Outlet port.
Contactor Switch For Overspeed

The contactor switch for overspeed is installed on the tachometer drive on the front of the engine. It gives
protection to the engine from running too fast.
The switch is connected to the rack shutoff solenoid to stop the engine. After the engine is stopped because
of an overspeed condition, push the button (1) to open the switch and permit the starting of the engine.
CONTACTOR SWITCH FOR OVERSPEED

1. Button.
Hydra-Mechanical Shutoff
There are four hydra-mechanical shutoffs used on V-8, V-12 and V-16 engines. The 3N5760 Shutoff is used
on V-8 and V-12 engines with rated engine speeds of 1001 thru 1300 rpm. The 5N1978 Shutoff is used on V-
8 and V-12 engines with a rated engine speed of 900 thru 1000 rpm. The 5N5993 Shutoff is used on V-8, V-
12 and V-16 engines with a rated speed of 900 thru 1000 rpm. The 5N5994 Shutoff is used on V-8, V-12 and
V-16 engines with rated speeds of 1001 thru 1300 rpm. There is a part number identification plate attached to
each unit.
NOTE: V-8 and V-12 engines have a manually operated valve located at the starter control to prevent engine
shutdown when a warm engine is started. When the valve is activated at start-up, a valve in the rack circuit
opens, and prevents rack actuator from moving. When the engine starts and the engine oil pressure is normal,
the valve is released and the rack circuit is returned to normal operation.
Hydra-Mechanical Shutoff (5N5993 and 5N5994)

The hydra-mechanical shutoff gives protection for low oil pressure, high coolant temperature, and engine
overspeed. The shutoff also has a manual control to stop the engine. The shutoff uses lubrication oil from the
engine and has an oil pump to give pressure to the shutoff system.
The fuel rack shutoff will move the rack to the fuel off position with either low oil pressure or high coolant
temperature. Both the fuel rack and inlet air shutoffs will activate when the engine overspeeds or if the
manual control is used. The fuel rack shutoff will reset automatically but the inlet air shutoff must be
manually reset.
The hydra-mechanical shutoff gives two ranges of engine oil pressure protection. As engine speed increases,
the minimum oil pressure needed also increases. At low engine speed, the shutoff will activate at a minimum
oil pressure of 20 psi (140 kPa). At high engine speeds, the shutoff will activate at a minimum oil pressure of
30 psi (205 kPa).
A flyweight controlled, speed sensing spool valve (1) is used to feel engine speed. This provides the two
ranges of oil pressure protection and overspeed protection. The speed sensing spool valve (1) is moved by
flyweights (2) which are turned by drive shaft (3). The drive shaft is connected to the engine oil pump drive
shaft. When engine speed increases, the flyweights move out and push the speed sensing spool valve.
HYDRA-MECHANICAL SHUTOFF
1. Speed sensing spool valve. 2. Flyweights. 3. Drive shaft.
Make reference to the schematics for the explanation that follows of the hydra-mechanical shutoff hydraulic
circuits. The hydraulic circuits inside the heavy dashed lines are in the basic shutoff group. The components
outside the heavy dashed lines are lines, valves, and actuators located on the engine away from the shutoff
unit.
Oil Pressure Protection
SCHEMATIC NO. 1
1. Speed sensing spool valve. 4. Oil pump. 5. Oil pump relief valve. 6. Rack sequence valve. 7. Air inlet sequence valve. 8. Air inlet
shutoff actuator. 9. Pilot operated, two way valve. 10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 13. Low range oil
pressure sensing valve. 14. High range oil pressure sensing valve. 15. Selector valve. 16. Thermostatic pilot valve. 17. Engine oil
pressure orifice. 18. Manual shutoff valve.
Make reference to schematic No. 1
At approximately 70% of engine full load speed, the oil pressure protection changes from low range to high
range. This change is made with the use of valves (13), (14), (15) and (1). Engine oil pressure goes to valves
(13) and (14). Valves (13) and (14) are normally closed. The valves will open only if the engine oil pressure
is more than the force of the spring behind the valves. Valve (13) is for low speed range protection and will
open if engine oil pressure is more than 20 psi (140 kPa). Valve (14) is for high speed range protection and
will open if engine oil pressure is more than 30 psi (205 kPa). Selector valve (15) is normally open and is
operated by pilot oil pressure from valve (1).
Low Speed Range (Normal Operation)

Oil goes from oil pump (4) to rack sequence valve (6). Valve (6) keeps oil pressure at the start of the rack
circuit at 110 psi (760 kPa). The remainder of the oil is sent to air inlet sequence valve (7), air inlet shutoff
actuators (8), and pilot operated two way valve (9), and then to the sump. The rack circuit oil goes through
fuel rack orifice (12), and through valves (13) and (15) and then back to the sump through pilot operated two
way valve (9).
Low Speed Range (Low Oil Pressure)
SCHEMATIC NO. 2
10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice 13. Low range oil pressure sensing valve.
Make reference to schematic No. 2.
If the engine oil pressure goes below 20 psi (140 kpa), valve (13) will close and keep rack circuit oil from the
sump. The pressure drop across fuel rack orifice (12) goes to zero and pilot oil pressure goes to diverter
valve (10). Valve (10) moves and oil pressure goes to fuel rack actuator (11) which moves the fuel rack to the
shutoff position.
High Speed Range (Normal Operation)
SCHEMATIC NO. 3
1. Speed sensing spool valve. 9. Pilot operated, two way valve. 13. Low range oil pressure sensing valve. 14. High range oil pressure
sensing valve. 15. Selector valve.
When engine speed increases to approximately 70% of full load speed, speed sensing spool valve (1) will
move to give pilot oil pressure to selector valve (15). This will close valve (15) and remove the effect of
valve (13) from the circuit. The oil flow in the rack circuit is the same as for the low speed range except that
oil must go through valve (14) to return to sump through valve (9) because valve (15) is closed.
High Speed Range (Low Oil Pressure)
SCHEMATIC NO. 4
10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 14. High range oil pressure sensing valve.
If the engine oil pressure goes below 30 psi (205 kPa) valve (14) will close and keep rack circuit oil from the
shutoff position.
High Coolant Temperature Protection
SCHEMATIC NO. 1
shutoff actuator. 9. Pilot operated, two way valve. 10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 13. Low range oil
pressure sensing valve. 14. High range oil pressure sensing valve. 15. Selector valve. 16. Thermostatic pilot valve. 17. Engine oil
pressure orifice. 18. Manual shutoff valve.
Thermsotatic pilot valve (16) is normally closed and is installed in the jacket water system. When the engine
coolant temperature gets to 210° F (99° C) valve (16) will open. Engine oil pressure from engine oil pressure
orifice (17) will go to the sump. With no oil pressure, valves (13 and 14) will close and the engine will shut
down the same as with low oil pressure.
Overspeed Protection
If the engine overspeeds to a speed 18% above full load speed the shutoff control will activate and shut off
both the fuel and air supply to the engine. The air inlet shutoff must be manually reset before the engine is
started again.
Overspeed Circuit (Normal Operation)

circuit at 110 psi (760 kPa). The remainder of the oil goes to air inlet sequence valve (7) and to air inlet
shutoff actuators (8). Valve (7) keeps the oil pressure at the start of the air inlet circuit at 15 psi (105 kPa).
The remainder of the oil goes through valve (9), which is normally open, to the sump.
NOTE: Low oil pressure or high coolant temperature conditions do not change the oil flow in the air inlet
circuit.
Overspeed Circuit (Overspeed condition)
SCHEMATIC NO. 5
1. Speed sensing spool valve. 7. Air inlet sequence valve. 8. Air inlet shutoff actuator. 9. Pilot operated, two way valve. 11. Fuel rack
actuator.
When the engine gets to an overspeed condition, speed sensing spool valve (1) moves and sends pressure oil
to valve (9), and to the spring side of air inlet sequence valve (7). The oil pressure will cause valves (7 and 9)
to close and will not let the oil in the air inlet circuit return to the sump. Oil pressure in the air inlet circuit
increases. Air inlet shutoff actuators (8) will move and release the valve plates in the inlet manifold to shut
off the air supply to the engine.
Oil pressure to valve (9) will also not let rack circuit oil return to the sump. With the increase in oil pressure
in the rack circuit, fuel rack actuator (11) is moved in the same way as for a low oil pressure condition.
Manual Shutoff
SCHEMATIC NO. 6
actuator. 18. Manual shutoff valve.
The manual operation of manual shutoff valve (18) will shut off the fuel and air to the engine.
NOTE: The manual shutoff valve is to be used only for an emergency and not for normal engine shutdown.
Manual shutoff valve (18) is connected in series with speed sensing spool valve (1). When valve (18) is
moved to the shutoff position, pressure oil is sent through valve (1) to air inlet sequence valve (7), and pilot
valve (9). Fuel rack actuator (11) and air inlet actuators (8) are now activated the same as for an overspeed
condition.
Hydra-Mechanical Shutoff (3N5760 and 5N1978)
HYDRA-MECHANICAL SHUTOFF
1. Speed sensing spool valve. 2. Flyweights. 3. Drive shaft.
The hydra-mechanical shutoff gives protection for low oil pressure, high coolant temperature, and engine
overspeed. The shutoff also has a manual control to stop the engine. The shutoff uses lubrication oil from the
engine and has an oil pump to give pressure to the shutoff system.
The fuel rack shutoff will move the rack to the fuel off position with either low oil pressure or high coolant
temperature. Both the fuel rack and inlet air shutoffs will activate when the engine overspeeds or if the
manual control is used. The fuel rack shutoff will reset automatically but the inlet air shutoff must be
manually reset.
The hydra-mechanical shutoff gives two ranges of engine oil pressure protection. As engine speed increases,
the minimum oil pressure needed also increases. At low engine speed, the shutoff will activate at a minimum
oil pressure of 20 psi (140 kPa). At high engine speeds, the shutoff will activate at a minimum oil pressure of
30 psi (205 kPa).
A flyweight controlled, speed sensing spool valve (1) is used to feel engine speed. This provides the two
ranges of oil pressure protection and overspeed protection. The speed sensing spool valve (1) is moved by
flyweights (2) which are turned by drive shaft (3). The drive shaft is connected to the engine oil pump drive
shaft. When engine speed increases, the flyweights move out and push the speed sensing spool valve.
Make reference to the schematics for the explanation that follows of the hydra-mechanical shutoff hydraulic
circuits. The hydraulic circuits inside the heavy dashed lines are in the basic shutoff group. The components
outside the heavy dashed lines are lines, valves, and actuators located on the engine away from the shutoff
unit.
Oil Pressure Protection
SCHEMATIC NO. 1
shutoff actuator. 9. Pilot operated two way valve. 10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 13. Interface valve.
14. Low range oil pressure sensing valve. 15. High range oil pressure sensing valve. 16. Selector valve. 17. Thermostatic pilot valve.
18. Engine oil pressure orifice. 19. Manual shutoff valve.
At approximately 70% of engine full load speed, the oil pressure protection changes from low range to high
range. This change is made with the use of valves (14), (15), (16) and (1). Engine oil pressure goes to valves
(14 and 15). Valves (14 and 15) are normally closed. The valves will open only if the engine oil pressure is
more than the force of the spring behind the valves. Valve (14) is for low speed range protection and will
open if engine oil pressure is more than 20 psi (140 kPa). Valve (15) is for high speed range protection and
will open if engine oil pressure is more than 30 psi (205 kPa). Selector valve (16) is normally open and is
operated by pilot oil pressure from valve (1).
Low Speed Range (Normal Operation)

circuit at 65 psi (450 kPa). The remainder of the oil is sent to air inlet sequence valve (7), air inlet shutoff
actuators (8), and pilot operated two way valve (9), and then to the sump. The rack circuit oil goes through
fuel rack orifice (12), interface valve (13) and through valves (14 and 16) and then back to the sump.
Low Speed Range (Low Oil Pressure)
SCHEMATIC NO. 2
10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 14. Low range oil pressure sensing valve.
If the engine oil pressure goes below 20 psi (140 kPa), valve (14) will close and keep rack circuit oil from
the sump. The pressure drop across fuel rack orifice (12) goes to zero and pilot oil pressure goes to diverter
shutoff position.
High Speed Range (Normal Operation)
SCHEMATIC NO. 3
1. Speed sensing spool valve. 14. Low range oil pressure sensing valve. 15. High range oil pressure sensing valve. 16. Selector valve.
When engine speed increases to approximately 70% of full load speed, speed sensing spool valve (1) will
move to give pilot oil pressure to selector valve (16). This will close valve (16) and remove the effect of
valve (14) from the circuit. The oil flow in the rack circuit is the same as for the low speed range except that
oil must go through valve (15) to return to sump because valve (16) is closed.
High Speed Range (Low Oil Pressure)
SCHEMATIC NO. 4
10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 15. High range oil pressure sensing valve.
If the engine oil pressure goes below 30 psi (205 kPa) valve (15) will close and keep rack circuit oil from the
shutoff position.
High Coolant Temperature Protection
SCHEMATIC NO. 1
shutoff actuator. 9. Pilot operated, two way valve. 10. Diverter valve. 11. Fuel rack actuator. 12. Fuel rack orifice. 13. Interface valve.
14. Low range oil pressure sensing valve. 15. High range oil pressure sensing valve. 16. Selector valve. 17. Thermostatic pilot valve.
18. Engine oil pressure orifice. 19. Manual shutoff valve.
Thermostatic pilot valve (17) is normally closed and is installed in the jacket water system. When the engine
coolant temperature gets to 210° F (99° C) valve (17) will open. Engine oil pressure from engine oil pressure
orifice (18) will go to the sump. With no oil pressure, valves (14 and 15) will close and the engine will shut
down the same as with low oil pressure.
Overspeed Protection
If the engine overspeeds to a speed 18% above full load speed the shutoff control will activate and shut off
both the fuel and air supply to the engine. The air inlet shutoff must be manually reset before the engine is
started again.
Overspeed Circuit (Normal Operation)

circuit at 65 psi (450 kPa). The remainder of the oil goes to air inlet sequence valve (7) and to air inlet
shutoff actuators (8). Valve (7) keeps the oil pressure at the start of the air inlet circuit at 15 psi (105 kPa).
The remainder of the oil goes through valve (9), which is normally open, to the sump.
NOTE: Low oil pressure or high coolant temperature conditions do not change the oil flow in the air inlet
circuit.
Overspeed Circuit (Overspeed condition)
SCHEMATIC NO. 5
actuator. 13. Interface valve.
When the engine gets to an overspeed condition, speed sensing spool valve (1) moves and sends pressure oil
to interface valve (13), valve (9), and to the spring side of air inlet sequence valve (7). The oil pressure will
cause valves (7 and 9) to close and will not let the oil in the air inlet circuit return to the sump. Oil pressure
in the air inlet circuit increases and air inlet shutoff actuators (8) will move and release the valve plates in the
inlet manifold to shut off the air supply to the engine.
Oil pressure to interface valve (13) will cause the valve to close and will not let rack circuit oil return to the
sump. With the increase in oil pressure in the rack circuit, fuel rack actuator (11) is moved in the same way
as for a low oil pressure condition.
Manual Shutoff
SCHEMATIC NO. 6
actuator. 13. Interface valve. 19. Manual shutoff valve.
The manual operation of manual shutoff valve (19) will shut off the fuel and air to the engine.
NOTE: The manual shutoff valve is to be used only for an emergency and not for normal engine shutdown.
Manual shutoff valve (19) is connected in series with speed sensing spool valve (1). When valve (19) is
moved to the shutoff position, pressure oil is sent through valve (1) to interface valve (13), air inlet sequence
valve (7), and pilot valve (9). Fuel rack actuator (11) and air inlet actuators (8) are now activated the same as
for an overspeed condition.
2301 Parallel Control System
2301 PARALLEL CONTROL BOX
The 2301 Parallel Control has two functions: exact engine speed and kilowatt load sharing. The system
measures engine speed constantly and makes necessary corrections to the engine fuel setting through an
actuator connected to the fuel system.
The engine speed is felt by a magnetic pickup. As the teeth of the flywheel go through the magnetic lines of
force around the pickup an AC voltage is made. The ratio between the frequency of this voltage and the
speed of the engine is directly proportional. An electric circuit inside the control box feels this AC voltage.
In response it sends a DC control voltage, inversely proportional to engine speed, to the actuator.
The actuator is connected to the fuel system by linkage. It changes the electrical input from the control box
to mechanical output that changes the engine fuel setting. For example, if the engine speed was more than
the speed setting, the control box will decrease fuel to the engine.
Kilowatt load sharing between a group of engine driven generator sets is made possible by electric circuits in
the control box. The load on each generator in the system is measured constantly by its control box. Loads
are compared between control boxes through paralleling wires between all the units on the same bus. From
the input of the paralleling wires the load sharing circuits make constant corrections to the control voltages
sent to the actuators. This gives kilowatt load sharing.
The rated and low idle engine speeds are set with speed setting potentiometers. An optional remote speed
trim potentiometer will give ± 4% speed setting adjustment. The ramp time potentiometer controls the
amount of time it takes the engine to go from low idle to rated speed. An oil pressure switch is connected
between terminals 14 and 15. This switch is normally open. When the engine oil pressure increases to 6.4 ±
2.7 psi (44 ± 19 kPa) the switch closes. This permits the control to accelerate the engine to rated speed. If the
oil pressure decreases to 3.9 ± 3.3 psi (27 ± 23 kPa) the control will return the engine to low idle.
ACTUATOR
MAGNETIC PICKUP
A minimum fuel switch can be connected between terminals 22 and 23. This gives an optional method for
shutdown. When this switch is closed the voltage output to the actuator is zero.
The gain and stability potentiometers control the response of the engine to a change in load. The gain
potentiometer is used to decrease response time to a minimum. The stability potentiometer is used to get the
best speed stability for the gain setting that is used.
The speed droop potentiometer controls the amount of speed droop. It can be set between 0 and 13%. Droop
is necessary when paralleling with a utility bus or a unit with a hydra-mechanical governor.
The de-droop potentiometer gives compensation during isochronous operation for droop caused by
component tolerances and outside electrical noise.
The load gain potentiometer is set so that the ratio between the actual kilowatt output and the rated kilowatt
output of each unit in the system is the same.
The speed failsafe circuit will return the voltage output of the control to zero if the magnetic pickup signal
has a failure. This will cause the actuator to move to the FUEL OFF position. Also the engine will not start if
the magnetic pickup signal has a failure.
NOTE: Earlier arrangements will go to the maximum fuel position with loss of voltage to the actuator.
2301 Nonparallel Control System
NONPARALLEL CONTROL BOX
The 2301 Nonparallel Control gives exact engine speed control. The system measures engine speed
constantly and makes necessary corrections to the engine fuel setting through an actuator connected to the
fuel system.
The engine speed is felt by a magnetic pickup. As the teeth of the flywheel go through the magnetic lines of
force around the pickup an AC voltage is made. The ratio between the frequency of this voltage and the
speed of the engine is directly proportional. An electric circuit inside the control box feels the AC voltage. In
response it sends a DC control voltage, inversely proportional to engine speed, to the actuator.
The actuator is connected to the fuel system by linkage. It changes the electrical input from the control box
to mechanical output that changes the engine fuel setting. For example, if the engine speed was more than
the speed setting, the control box will decrease its output and the actuator will decrease fuel to the engine.
The rated and low idle engine speeds are set with speed setting potentiometers. An optional remote speed
trim potentiometer will give ± 6% speed setting adjustment. A capacitor can be used between terminals 15
and 16 to control the amount of time it takes the engine to go from low idle to rated speed. An oil pressure
switch is connected between terminals 9 and 10. This switch is normally open. When the engine oil pressure
increases to 6.4 ± 2.7 psi (44 ± 19 kPa) the switch closes. This permits the control to accelerate the engine to
rated speed. If the oil pressure decreases to 3.9 ± 3.3 psi (27 ± 23 kPa) the control will return the engine to
low idle.
ACTUATOR
MAGNETIC PICKUP
The gain and stability potentiometers control the response of the engine to a change in load. The gain
potentiometer is used to decrease response time to a minimum. The stability potentiomter is used to get the
best speed stability for the gain setting that is used.
A droop potentiometer can be connected between terminals 13, 14 and 15 to control the amount of speed
droop. Droop is necessary when paralleling with a utility bus or a unit with a hydra-mechanical governor.
The speed failsafe circuit will return the voltage output of the control to zero if the magnetic pickup signal
has a failure. This will cause the actuator to move to the FUEL OFF position. Also the engine will not start if
the magnetic pickup signal has a failure.
NOTE: Earlier arrangements will go to the maximum fuel position with loss of voltage to the actuator.
Automatic Start/Stop System (Non-Package

Generator Sets)
AUTOMATIC START/STOP SYSTEM SCHEMATIC (Hydraulic Governor)

1. Starter motor and solenoid. 2. Shutoff solenoid. 3. Fuel pressure switch. 4. Water temperature switch. 5. Oil pressure switch. 6.
Overspeed contactor. 7. Battery. 8. Initiating relay (IR). 9. Shutdown relay (SR). 10. Auxiliary relay (AR). 11. Overcrank timer
(OCT). 12. ON/OFF/STOP switch (SW2). 13. AUTOMATIC/MANUAL switch (SW1). 14. Terminal board (TS1).
An automatic start/stop system is used when a standby electric set has to give power to a system if the
normal (commercial) power supply has a failure. There are three main sections in the system. They are: the
automatic transfer switch, the cranking panel and the electric set.
Automatic Transfer Switch

The automatic transfer switch normally connects the 3-phase normal (commercial) power supply to the load.
When the commercial power supply has a failure the switch will transfer the load to the standby electric set.
The transfer switch will not transfer the load from commercial to emergency power until the emergency
power gets to the rated voltage and frequency. The reason for this is, the solenoid that causes the transfer of
power operates on the voltage from the standby electric set. When the normal power returns to the rated
voltage and frequency and the time delay (if so equipped) is over, the transfer switch will return the load to
the normal power supply.
AUTOMATIC TRANSFER SWITCH
AUTOMATIC START/STOP SYSTEM SCHEMATIC (2301 Control System)

1. Magnetic pickup. 2. Starter motor and solenoid. 4. Oil pressure switch 1 (OPS1). 5. Water temperature switch. 7. Overspeed switch.
8. Battery. 9. Initiating relay (IR). 10. Shutdown relay (SR1). 11. Auxiliary relay (AR). 12. Overcrank timer (OCT). 13.
ON/OFF/STOP switch (SW2). 14. AUTOMATIC/MANUAL switch (SW1). 15. Terminal board (TS1). 16. EG-3P Actuator. 17. Oil
pressure switch 2 (OPS2). 18. 2301 Control box.
Cranking Panel
The main function of the cranking panel is to control the start and shutoff of the electric set.
BASIC CRANKING PANEL

1. Indicator light. 2. Manual-Automatic switch. 3. ON-OFF-STOP switch.
LOCKOUT indicator light (1) will activate if, the engine does not start, or if a protection device gives the
signal to shutoff during operation.
Switch (2) gives either AUTOMATIC or MANUAL starting. In the diagrams shown later this switch is
called SW1. Switch (3) has three positions "ON", "OFF" and "STOP". This switch is called SW2 in the
diagrams. Move SW2 (3) to ON and SW1 (2) to MAN to start the engine immediately. Move SW2 (3) to
OFF on an electric set in operation to start the shutoff sequence. If the system is equipped with a time delay
the engine will not stop immediately. When SW2 (3) is moved to the STOP position the engine stops
immediately. The switch must be held in the STOP position until the engine stops. When the switch is
released a spring returns it to the OFF position. With SW2 (3) in the ON position and SW1 (2) in the AUTO
position the control is ready for standby operation.
There are several attachments that can be ordered for this panel. A description of how each one works and
the effect it has on the operation of the standard system is given after the explanations of the standard system.
Electric Set
The components of the electric set are: the engine, the generator, the starting motor, the battery, the shut-off
solenoid and signal switches on the engine. The electric set gives emergency power to drive the load.
An explanation of each of the signal components is given in separate topics.
Hydraulic Governor Application

The circuit illustrations that follow are basic schematics. DO NOT use them as complete wiring diagrams.
Components of the automatic start/stop system:
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: ENGINE STARTING
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: ENGINE STARTS
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: ENGINE DOES NOT START
AR
Auxiliary relay
CB
Circuit breaker
CR
Cranking relay
CT
Cranking terminate relay (part of OS)
D
Diode
IR
Initiating relay
MS
Magnetic switch
OCT
Overcrank timer
OPS
Oil pressure shut off switch
FPS
Fuel pressure switch
OS
Overspeed shut off switch
PS
Pinion solenoid
RR
Run relay
RS
Rack shut off switch
SM
Starting Motor
SR
Shutdown relay
SW1
Automatic/Manual switch
SW2
On/Off/Stop switch
WT
Water temperature shut off switch
Automatic Starting Operations

When emergency power is needed the initiating contactor closes. This energizes the initiating relay and the
run relay. The current flow through the initiating relay contacts then energizes the magnetic switch, which
energizes the pinion solenoid. The starting motor is now connected to the battery. The starting operation
starts. At the same time the overcrank timer is energized and starts to run.
At 600 rpm the cranking terminate relay closes. Oil pressure causes oil pressure shutdown switch (OPS) to
activate. The normally closed contacts open and the normally open contacts close. When oil pressure
shutdown switch (OPS) activates, the auxiliary relay is energized and current flow to the magnetic switch
and pinion solenoid is stopped. The starting operation then stops.
If the engine does not start in 30 seconds, the overcrank timer contact closes. This energizes the shutdown
relay and the alarm light. The shutdown relay stops current flow to the initiating relay and the run relay. De-
energizing the run relay also stops current flow to the auxiliary relay. When the shutdown relay is energized,
the magnetic switch and the pinion solenoid are de-energized. The starting operation then stops. The
shutdown relay also energizes the rack solenoid to move the fuel rack to the fuel OFF position. The
shutdown relay is energized until switch (SW2) is manually turned to the OFF position.
Automatic Stopping Operations
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: SHUTDOWN BY PROTECTION COMPONENT
When the contacts for any of the shutdown switches close, the shutdown relay and the alarm light are
energized. This de-energizes the initiating relay, run relay and auxiliary relay. The rack solenoid is energized
to move the fuel rack to the fuel OFF position. A parallel circuit through the fuel pressure switch and the
normally closed contact of the run relay is also completed to the rack solenoid. The shutdown relay is
energized until switch (SW2) is manually turned to the OFF position.
When commercial power is started again, the initiating contactor opens. This de-energizes the initiating
relay, the run relay and the auxiliary relay. Current then goes through the normally closed contact of the run
relay to the rack solenoid. The rack solenoid is energized to move the fuel rack to the FUEL OFF position.
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: EMERGENCY POWER NOT NEEDED
Manual Starting Operation
CONTROL PANEL CONTROLS IN MANUAL POSITION: ENGINE STARTING
Switch (SW1), in the MANUAL position, removes the initiating contactor from the circuit. In the MANUAL
position the initiating relay and the run relay are energized. This energizes the magnetic switch and the
pinion solenoid. The starting motor is now connected to the battery. The starting operation starts. The
overcrank timer is not in the circuit, so if the engine does not start, either switch (SW1) or (SW2) must be
turned to another position to stop the starting operation. When the engine starts, the magnetic switch and the
pinion solenoid are de-energized in the same way they are de-energized when the engine starts in the
AUTOMATIC position.
Manual Stopping Operation
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: MANUAL SHUTDOWN
When switch (SW2) is moved to the STOP position, current flow is directly to the rack solenoid. The rack
solenoid moves the fuel rack to the fuel OFF position. The initiating relay, run relay and auxiliary relay are
de-energized. Switch (SW2) must be held in the STOP position until the engine stops.
2301 Control System Application

The circuit illustrations that follow are basic schematics. DO NOT use them as complete wiring diagrams.
Components of the automatic start/stop system:

AR
Auxiliary relay
CB
Circuit breaker
CR
Cranking relay
CT
Cranking terminate relay (part of OS)
D
Diode
IR
Initiating relay
MS
Magnetic switch
OCT
Overcrank timer
OPS1
Oil pressure shut off switch
OPS2
Oil pressure switch
OS
Overspeed shut off switch
PS
Pinion solenoid
SM
Starting Motor
SR1
Shutdown relay
SW1
SW2
On/Off/Stop switch
WT
Water temperature shut off switch
Components of the 2301 control system:

2301 GOV.
2301 CONTROL
EG-3P ACT.
ACTUATOR
MP
Magnetic pickup
OPS2
Ramp switch for 2301 CONTROL
Automatic Starting Operations
When emergency power is needed, the initiating contactor closes. This energizes the initiating relay, the
cranking relay, and connects the 2301 Control to the battery. The cranking relay energizes the magnetic
switch and the pinion solenoid. The starting motor is now connected to the battery. The starting operation
starts. At the same time the overcrank timer is energized and starts to run.
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: ENGINE STARTING
At 600 rpm the cranking terminate relay closes. Oil pressure switch (OPS2) closes at approximately 6.4 psi
(44 kPa). This lets the 2301 Control signal the actuator to move from low idle to the desired rpm. Oil
pressure also causes oil pressure shutdown switch (OPS1) to activate. The normally closed contacts open and
the noramlly open contacts close. When oil pressure shutdown switch (OPS1) activates, the auxiliary relay is
energized and current flow to the cranking relay stops. This de-energizes the magnetic switch and the pinion
solenoid. The starting operation stops.
If the engine does not start in 30 seconds, the overcrank timer contact closes. This energizes the shutdown
relay and the alarm light. The shutdown relay stops current flow to the initiating relay. The current flow is
then stopped to the 2301 Control. The EG-3P Actuator moves the fuel rack to the FUEL OFF position. This
also de-energizes the magnetic switch and the pinion solenoid. The starting operation stops. The shutdown
relay is energized until switch (SW2) is manually turned to the OFF position.
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: ENGINE STARTS
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: ENGINE DOES NOT START
Automatic Stopping Operations
When the contacts for any of the shutdown switches close, the shutdown relay and the alarm light are
energized. This de-energizes the initiating relay and the auxiliary relay. Current flow to the 2301 Control is
stopped. The EG-3P Actuator will then move the fuel rack to the FUEL OFF position. The shutdown relay is
energized until switch (SW2) is manually turned to the OFF position.
When commercial power is started again, the initiating contactor opens. This de-energizes the initiating relay
and the auxiliary relay. Current flow to the 2301 Control is stopped. The EG-3P Actuator will then move the
fuel rack to the FUEL OFF position.
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: SHUTDOWN BY PROTECTION COMPONENT
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: EMERGENCY POWER NOT NEEDED
Manual Starting Operation

Switch (SW1), in the MANUAL position, removes the initiating contactor from the circuit. In the MANUAL
position the intiating relay is energized and current goes to the 2301 Control. The current flow through the
initiating relay contacts also energizes the cranking relay. The cranking relay energizes the magnetic switch
which in turn energizes the pinion solenoid. The starting motor is now connected to the battery. The starting
operation starts. The overcrank timer is not in this circuit, so if the engine does not start, either switch (SW1)
or (SW2) must be moved to another position to stop the starting operation. When the engine starts, the
magnetic switch and the pinion solenoid are de-energized in the same way as they are de-energized when the
engine starts in the Automatic Starting Operation.
CONTROL PANEL CONTROLS IN MANUAL POSITION: ENGINE STARTING
Manual Stopping Operation

When switch (SW2) is moved to the STOP position, current flow to the 2301 Control is stopped. The EG-3P
Actuator will then move the fuel rack to the FUEL OFF position. The initiating relay and auxiliary relay are
also de-energized. Switch (SW2) must be held in the STOP position until the engine stops.
CONTROL PANEL CONTROLS IN AUTOMATIC POSITION: MANUAL SHUTDOWN
Attachments For Cranking Panel

Separate Alarm Lights
SEPARATE ALARM LIGHTS
This attachment shows the reason for shutdown.
Cycle Cranking Timer

The cycle cranking timer has a cycle crank module (CC). It permits adjustment of the amount of time that the
starting motor operates. It can be set for 30 seconds of constant operation to 5 cycles of 10 seconds of
operation with a 10 second delay between each cycle of operation. When the cranking cycles set in the timer
are completed, cycle crank module (CC) close the circuit to the overcrank relay (OCT).
Time Delay Relay
This attachment causes a 2 minute delay in the activation of the shutoff solenoid (RS) when the engine is
automatically being stopped because of the return of (commercial) normal power.
The purpose of this time delay is to let the engine cool more slowly after running.
When the (commercial) normal power starts again, the initiating contactor (I) opens. This opens the circuit to
the run relay (RR) and initiating relay (IR). The run relay (RR) has normally closed contacts which connect
the oil pressure time delay switch (OPTD) with the time delay relay (TD). The oil pressure time delay switch
(OPTD) is closed at this time. The time delay relay (TD) starts to measure time. After 2 more minutes of
engine operation, the time delay relay (TD) activates. It closes its normally open contacts in the circuit
between the oil pressure time delay switch (OPTD) and the shutoff solenoid (RS). Because the oil pressure
time delay switch (OPTD) is closed, the circuit is now closed to the shutoff solenoid (RS). The shutoff
solenoid (RS) activates. It moves the fuel rack to the FUEL OFF position. This makes the engine stop
running.
If the (commercial) normal power stops before the engine stops turning, the engine can start running again
immediately. This is because the initiating contactor (I) closes again. This closes the circuit to run relay (RR)
and initiating relay (IR). The run relay (RR) activates and opens its normally closed contacts in the circuit
with the time delay relay (TD). The time delay relay (TD) is now disconnectd so it opens its normally open
contacts in the circuit with the shutoff solenoid (RS). The shutoff solenoid (RS) releases the fuel in the fuel
injection pump. The governor controls the fuel supply to the engine. The governor gives the engine more fuel
to make the speed increase to the correct speed for the engine.
If the initiating contactor (I) closes just as the engine stops turning the starting motor can activate almost
immediately. This is because the oil pressure switch (OPS) is activated by engine oil pressure. When the
engine stops running, the oil pressure decreases faster than the engine stops its motion. If the engine does not
start running again because of the force of rotation of the flywheel, the engine oil pressure does not increase
to activate the oil pressure switch (OPS). If the oil pressure switch (OPS) does not activate, the starting
motor (SM) activates when the initating relay (IR) closes its contacts.
SCHEMATIC OF CONTROL PANEL (SHOWS ALL STANDARD ATTACHMENTS) (ALL COMPONENTS ARE SHOWN IN
NORMAL CONDITIONS)
The components are:
AR
Auxiliary relay
BATT
Battery
CC
Cycle cranking timer
D1 and D2
Diodes
I
Initiating contactor
IR
Initiating relay
MS
Magnetic switch
OCT
Overcrank timer
OPS
Oil pressure shutdown switch
OPTD
Oil pressure time delay switch
RR
Run relay
RS
Rack shutoff solenoid
SM
Starting motor
SR-1,2,3
Shutdown relays
SW1
SW2
On/Off/Stop switch
TD
Time delay relay
WT
Water temperature shutoff switch
*
Terminals in cranking panel
NOTE: Dotted lines show components outside the cranking panel.
Copyright 1993 - 2018 Caterpillar Inc. Fri Feb 16 2018 14:21:01 GMT+0200 (Egypt Standard Time)
All Rights Reserved.
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2/16/2018 D399 INDUSTRIAL ENGINE 35B00688-UP(UEG0637S - 01) - Documentation

Product: INDUSTRIAL ENGINE

Systems Operations D379, D398, D399 I & M Engine Attachments

Woodward UG8 Governors

SCHEMATIC OF UG8 LEVER GOVERNOR

Woodward UG8 Dial And Lever Governor

SCHEMATIC OF UG8 DIAL GOVERNOR

UG8 Lever Governor

UG8 LEVER GOVERNOR

UG8 Dial Governor

UG8 DIAL GOVERNOR

Pierce Output Shaft Governor

OUTPUT SHAFT GOVERNOR AND HYDRAULIC SERVO MECHANISM

OUTPUT SHAFT GOVERNOR OPERATION

GOVERNOR SERVO MECHANISM

Woodward SGT Governor

WOODWARD SGT GOVERNOR

Governor Air Actuators

2N6006 AIR ACTUATOR

1N9318 and 7L135 AIR ACTUATORS

3N9124 AIR ACTUATOR

Power Take-Off Clutches

POWER TAKE-OFF CLUTCH (Typical Illustration)

Shutoff And Alarm System Components

OIL PRESSURE SWITCH (Micro Switch Type)

Earlier Type Switch

OIL PRESSURE SWITCH (Earlier Type)

Water Temperature Contactor Switch

WATER TEMPERATURE CONTACTOR SWITCH

RACK SHUTOFF SOLENOID (Typical Illustration)

CIRCUIT BREAKER SCHEMATIC

Shutoff Valve For Water Temperature

SHUTOFF VALVE FOR WATER TEMPERATURE

Contactor Switch For Overspeed

CONTACTOR SWITCH FOR OVERSPEED

Hydra-Mechanical Shutoff (5N5993 and 5N5994)

Oil Pressure Protection

Make reference to schematic No. 1

Low Speed Range (Normal Operation)

Low Speed Range (Low Oil Pressure)

Make reference to schematic No. 2.

High Speed Range (Normal Operation)

Make reference to schematic No. 3.

High Speed Range (Low Oil Pressure)

Make reference to schematic No. 4.

High Coolant Temperature Protection

Make reference to schematic No. 1.

Overspeed Circuit (Normal Operation)

Overspeed Circuit (Overspeed condition)

Make reference to schematic No. 5.

Make reference to schematic No. 6.

Hydra-Mechanical Shutoff (3N5760 and 5N1978)

Oil Pressure Protection

Make reference to schematic No. 1

Low Speed Range (Normal Operation)

Low Speed Range (Low Oil Pressure)

Make reference to schematic No. 2.

High Speed Range (Normal Operation)