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Application Information Bulletin No. 16F
Typical Wiring Diagram When Using A Cummins Controller and EFC Fuel Valveand a DYN2 90200 Auto-Synchronizer
F-22101-1
DYNA II Auto-Synchronizer
The DYNA II Auto-Synchronizer (P/N DYN2 90200) can beused with the Cummins governor and DYNA II IsochronousLoad Sharing control to automatically synchronize one gen-erator with another or with a bus. The Auto-Synchronizereliminates the risk of operator error inherent with manualsynchronizing.
Figure 1 illustrates the wiring of two engine generator setshaving Cummins governors, DYNA II Isochronous LoadSharing controls and DYNA II Auto-Synchronizers. Addi-tional engine generator sets can be paralleled by wiring themat the point designated, PARALLELING LINES TO OTHERSYSTEMS.
CAUTIONIt is recommended that an independent overspeeddevice be incorporated in every engine controlsystem.
NOTES FOR AUTO-SYNCHRONIZER(Also see F-23448)
1. a. Closing a contact between 12 to 13 allows the AutoSynchronizer to perform as a speed matching unit.The speed and phase of the incoming generator arecontrolled and a contact is closed to drive a circuitbreaker. Once the circuit breaker is closed the con-tact between 12 and 13 should be opened. Anothermethod would be to use the “Output Hold” dip switch,SW1, on the front of the unit.
b. Open contacts or no jumper between 12 and 13 al-lows the AutoSynchronizer to still sense any error,but it does not provide any control or contact closure.
2. Phasing of voltage potential to the Auto-Synchronizer isnecessary to keep each signal in its correct phase rela-tionship. If the generator voltage is not the same as thevoltage rating of the Auto-Synchronizer, step-down trans-formers are required. The step-down transformers requirea nominal 7 VA/PHASE for the Generator input and 2VA/PHASE for the Bus input.
3. Connections to terminals 1-3 or 2-3 and 4-6 or 5-6 of theAuto-Synchronizer must be the same voltage potential.Applying generator voltage without applying bus voltagemay cause the engine to run faster or slower than thedesired speed. However, when bus voltage is applied,the Auto-Synchronizer will change engine speed toquickly match the generator to the bus frequency.
GENERAL SYSTEM NOTES
4. Power switch current rating is 10 amperes.
5. If more than one engine is started using the same batterysupply, use a separate battery supply for each governor.
6. If each generator has a separate power supply, connectthe negative of all power supplies together for a commonreference.
7. Use shielded and twisted leads as shown.
NOTES FOR ISOCHRONOUS LOAD SHARING MODULE(Also see F-16892)
8. Select the ILS current transformers to provide 2.5 to 5 0amperes at full rated load. Current transformers requirenominal 12.5 VA/PHASE at 5.0 amperes.
9. Step-down potential transformers require a nominal 6 VA/PHASE for the ILS.
10. Observe current and potential transformer markings whenwiring system because it is necessary to keep each sig-nal in its correct phase relationship to each other.
11. Ramp switch and connections to terminal 20 and 21 ofILS are required only on DYN2 80101 and DYN2 80105.
12. Ramp switch may be an oil pressure, water temperatureor manual switch. Closing the switch starts the rampingfunction. Opening the switch during or after ramping iscompleted returns the engine to idle speed.
13 Standard “ramp time” is adjustable from 0.5 to 10 sec-onds. This time can be increased by connecting a 180mfd (25 Vdc) between terminals 13 and 19 on the ILS.Capacitor should be a Sprague Type 1 37D, GE Type69F, CDE Type TX67 or equivalent.
14. If the ramp generator function is not being used, set the“idle speed” potentiometer fully clockwise and the “ramptime” potentiometer fully counterclockwise. It is not nec-essary to connect power to terminal 21 of ILS.
15. If the “load pulse” function is not being used, set the “loadpulse” potentiometer fully counterclockwise.
16. Droop/Isochronous switch is not required if the system isalways operated in the isochronous mode.
17. Shielded wires are to be terminated on one end, as shownin the diagram, Figure 1.
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GENERATORNO. 1CIRCUITBREAKER AUXILIARY
CIRCUIT BREAKERCONTACT
#22 AWG
TO LOAD
-
PARALLELING LINESTO OTHER SYSTEMS
CONNECT TOSYSTEM 1BATTERYAT A & B}+
RELAYCOIL
#18 AWG
C
8SEE NOTE 10
B
#18 AWGA
2
SEE NOTE10
STEPDOWNPOTENTIALTRANSFORMERTO 230 OR 115 VAC.
SEE NOTES2 & 9
DYNA IIISOCHRONOUSLOADSHARINGCONTROL
UNIT NO. 1 17
19
GENERATOR NO. 1
9
7
5
4
3
1
11
#22SHIELDEDPAIRS
DROOP
ISOCHRONOUS
10
12
CWOPTIONAL REMOTESPEED SELECTOR
R
120K
#22SHIELDED
TRIADSYSTEM 1BATTERYSEE NOTE 5
A -
+
-
B +
OFF
ON
21
#18TWISTEDPAIR
#18#22SHIELDEDTRIAD
#22SHIELDED
PAIRS
ILS RAMP SWITCH
SEE NOTES11 & 12
20
6
POWER SWITCHSEE NOTE 4
DROOP/ISOCHRONOUSSWITCH SEE NOTE 16
TO CIRCUITBREAKERCOIL
TO CIRCUITBREAKERVOLTAGESUPPLY
11 10 4 6 1 3
SEENOTE3
5 2
AUTO-SYNCHRONIZERSWITCH (OPTIONAL)
9
115 VAC‡GEN
230 VAC
115 VAC‡BUS
230 VAC
ILS
BARBER-COLMAN DYNA II AUTO-SYNCHRONIZERDYN2 90200
7
SEE NOTE 1A
161514
UP C DOWN‡For 230 VAC operation use terminals 4 and 6 for GEN, 1 and 3 for BUS. For 115 VAC operation use terminals 5 and 6 for GEN, 2 and 3 for BUS.
CABLE A — DYNK 62-XXCABLE B — E26-22CABLE C — DYNK 123-XX
(specify length)(specify length)(specify length)
CABLE D — DYNZ 70-5CABLE F — E26-29
(specify length)(specify length)
12 138
18
13
GENERATORNO. 2
CIRCUITBREAKERAUXILIARY
CIRCUIT BREAKERCONTACT
#22 AWG
-
CONNECT TOSYSTEM 2BATTERYAT X & Y
}+RELAYCOIL
SEE NOTE 10
#18 AWGC
8B
#18 AWGA
2
STEPDOWNPOTENTIALTRANSFORMERTO 230 OR 115 VAC.
DYNA IIISOCHRONOUSLOADSHARINGCONTROL
UNIT NO. 2
GENERATOR NO. 2
7
5
4
3
1
11
#22SHIELDEDPAIR
DROOP
ISOCHRONOUS
10
12
CWOPTIONAL REMOTESPEED SELECTOR
R
120K
#22SHIELDEDTRIADSYSTEM 2
BATTERYSEE NOTES 5 & 6
- Y
+
-
+ X
OFF
ON#18TWISTEDPAIR
#18#22SHIELDEDTRIAD
#22SHIELDED
PAIRS
ILS RAMP SWITCH
SEE NOTES11 & 12
6
DROOP/ISOCHRONOUSSWITCH SEE NOTE 16
TO CIRCUITBREAKERCOIL
TO CIRCUITBREAKERVOLTAGESUPPLY
11106431
SEENOTE3
52
AUTO-SYNCHRONIZERSWITCH (OPTIONAL)
9
115 VAC‡GEN
230 VAC
115 VAC‡BUS
230 VAC
ILS
BARBER-COLMAN DYNA II AUTO-SYNCHRONIZERDYN2 90200
7
SEE NOTE 1A
14 15 16
UPCDOWN
1213 8
SEE NOTE 17
13
9
Figure 1.* Shielded Cable - should be purchased from Barber-Colman or customer should purchase a cable with a wrapped mylar supported aluminum foil shield with a drain wire.
SEE NOTE 10
CUMMINSEFC
FUELVALVE
19
21
20
18
SEE NOTE 10
SEE NOTE 10
B A
MAGNETICPICKUP
+
- UNIT NO. 1
CumminsController3037359306004330441963062322See Bulletin16 Index forothers.
1
2
11
8
9
5
6 3 4
7
*
*
EFCACTUATOR
14 GATWISTED
PAIR
+
-UNIT NO. 2
CumminsController3037359306004330441963062322See Bulletin16 Index forothers.
1
2
11
8
9
5
643
7
*
*
EFCACTUATOR
14 GATWISTED
PAIR
BA
MAGNETICPICKUP
17
14
16
15
#18 AWG
K3b K3a
*
*
*
SEENOTE17
+ 3.75 VDC
+ 7.5 VDC
CUMMINSEFC
FUELVALVE
*
K3a K3b
14
16
15
*
*SEENOTE17
+ 7.5 VDC
SEE NOTE 17
+ 3.75 VDC
*#18 AWG * *
* *
SEE NOTES 2 & 9
Typical Wiring Diagram When Using a Cummins Controller and EFC Fuel Valve and a DYN2-90200Auto Synchronizer.
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DYNA II Auto-Synchronizer With a CumminsController
The DYNA II Auto-Synchronizer can be used with the Cum-mins Controller governor to automatically synchronize onegenerator with another or with an infinite bus. TheAuto-Synchronizer eliminates the risk of operator error inher-ent with manual synchronizing.
It is recommended that an independent overspeed shutdowndevice be incorporated in every engine control system.
NOTES
1. If more than one engine is started using the same bat-tery supply, use separate battery supply for each gover-nor. Twist power leads and use shielded leads as shown.
2. Observe transformer polarity markings when connecting.
3. Power switch current rating: 10 amps.
4. If the generator voltage is not the same as the voltagerating of the Auto-Synchronizer, step-down transformersare required. Correct phasing of the transformer leads isnecessary. Stepdown transformers require a nominal 10VA/PHASE for the GEN input to the Auto-Synchronizer,7 VA/PHASE for the BUS input to the Auto-Synchronizer
5. Resistor Part Numbers:R1: 121 K — CYZR 932-025R2: 121 K — CYZR 932-025R3: 68.1 K — CYZR 932-029R4: 499K — CYZR 932-015
6. To calibrate the Auto-Synchronizer, refer to Tech ManualF23448-2 .
Typical Wiring Diagram When Using a Cummins Controller and EFC Fuel Valve
7. a. Leaving terminals 7 and 8 disconnected allows theAuto-Synchronizer to perform as a sync check relay,with a contact output but no control of the engine/generator speed.
b. Closing a contact between 12 and 13 allows the Auto-Synchronizer to perform as a speed matching unit.The speed and phase of the incoming generator arecontrolled and contact is closed to drive circuit breaker.Once the circuit breaker is closed, the contact be-tween 12 and 13 should be opened. (See Figure 2 foran example of how one would most likely wire Termi-nals 12 and 13.)
c. Open contact or no jumper 11 to 12 or 12 to 13 allowsthe Auto-Synchronizer to still sense any error but itdoes not provide any control or contact closures be-tween 9 and 10 or 14,15 and 16.
8. Cummins governor must be operated in the Droop modewhen paralleled without the ILS module.
9. Shielded wires are to be terminated on one end, as shownin the diagram, Figure 2.
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TO LOAD
CABLE A — DYNK 81-XXCABLE B — E26-22CABLE C — DYNK 63-XX
(specify length)(specify length)(specify length)
CABLE D — DYNZ 70-4CABLE F — E26-29
(specify length)(specify length)
** Not supplied by Barber-Colman
‡230 Vac when using a DYN2 90100-001-0-02 unit
GENERATORNO. 1CIRCUITBREAKER
STEPDOWN POTENTIALTRANSFORMERTO 230 OR 115 VAC.
GENERATOR NO. 1
CABLE B #22 SHIELDED TRIAD
TO CIRCUITBREAKERCOIL
TO CIRCUITBREAKERVOLTAGESUPPLY
11106431 52
AUTO-SYNCHRONIZERSWITCH (OPTIONAL)
9
115 VAC‡GEN
230 VAC
115 VAC‡BUS
230 VAC
ILS
BARBER-COLMAN DYNA II AUTO-SYNCHRONIZERDYN2 90200
7
16 15 14
UPCDOWN
1213 8
Figure 2.
* Shielded Cable - should be purchased from Barber-Colman or customer should purchase a cable with a wrapped mylar supported aluminum foil shield with a drain wire.
CUMMINSEFC
FUELVALVE
+-
UNIT NO. 2
CumminsController3037359306004330441963062322See Bulletin16 Index forothers.
1
2
8
9
5
643
7*
EFCACTUATOR
14 GATWISTED
PAIR
BA
MAGNETICPICKUP
+ 3.75 VDC
+ 7.5 VDC
SEE NOTE 2
TO BATTERYAT
A
K1A
BTO BATTERYAT
K1 RELAYCOIL*
#22SHIELDEDPAIRS
9
1
2
2
7
8
SEENOTE 9
POWER SWITCH
SYSTEM BATTERY
B A
+-
SEE NOTE 3
CABLE D
CABLE B
CABLE F
*SHIELDED PAIR
CW
5K
CCW
R1
121K
121K
68.1K
R2
R3R4
499K
*
TERMINAL STRIP(NOT SUPPLIED BY BARBER-COLMAN)
TO OTHERGENERATORCIRCUIT BREAKERS
NOTE: If R1 is changed in value, then R2must also be changed to thesame value. R1 must equal R2.
REMOTE POTENTIOMETER
Typical Wiring Diagram When Using aCummins Controller and EFC Fuel Valve.
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PRINTED IN U.S.A.
1354 Clifford Avenue Phone: (815) 637-3000P.O. Box 2940 Fax: (815) 877-0150Loves Park, IL U.S.A. 61132-2940
In Europe contact: Barber-Colman GmbHAm neuen Rheinhafen 4, D-6720 Speyer, West GermanyTel: 06232-1203, Fax: 06232-12155, Telex: 467 627
In Japan contact: Ranco Japan Ltd.Shiozaki Bldg. 7-1, 2-chome, Hirakawa-Cho, Chiyoda-KuTokyo 102, JapanTel: 3261-4293, Fax: 3264-4691, Telex: 0232-2087
AEROSPACE & POWER CONTROLS DIVISIONDYNA Product Group
Barber-Colman Company
F-22101-1
As a safety measure, the engine should be equipped with an independent overspeed shutdown device in the event offailure which may render the governor inoperative.
CAUTION
Barber-Colman believes that all information provided herein is correct and reliable and reserves the right to update at any time. Barber-Colman does not assume any responsibility for its use unless otherwise expressly undertaken.
NOTE
