IEC Systems Manual - SCR

IEC SYSTEMS, L.L.C.
SCR USERS MANUAL
IEC SYSTEMS, L.L.C.

4514 Brittmoore
Houston, Tx. 77041
Tel. (281) 469-2700
Fax. (281) 469-2796
http://www.iecsys.com/
IEC SCR SYSTEM USER MANUAL
TABLE OF CONTENTS
Page
I. Introduction .................................................................. 1
II. AC Generator Control System ............................... 6
III. SCR Conversion Control System ............................... 23
IV. Load Assignments and DC Power Circuits ................... 65
V. Operator's Control Console ............................................ 80
VI. Motor Control Center ............................................ 84

I. INTRODUCTION
TABLE OF CONTENTS
Page
Scope .............................................................................. 1
System Outline .......................................................... 1
Main AC Bus ...................................................... 1
Engine/Generators .............................................. 1
DC Motor Loads and SCR Converters .......... 3
AC Motors and Transformers .............................. 3
Equipment Arrangement .............................................. 4
Generator Control and Synchronizing Cubicle .......... 4
SCR and Service Cubicles .................................. 5

Introduction
1. INTRODUCTION
SCOPE
The purpose of this manual is to provide the information necessary to install, operate, and maintain
an IEC Systems SCR System. The sections within this manual are organized in a sequence that
follows the actual flow of electric power through the entire IEC SCR System. Block diagrams and
sketches are provided where necessary to aid in the use of this manual.
SYSTEM OUTLINE
The following is a list of the principal equipment groups, representing a common configuration, in a
typical IEC SCR System (see Figure I.1):
- 3 engine/generators
- 3 SCR converters
- 3 DC motor loads
The fundamental layout is the same in larger and smaller systems.
MAIN AC BUS
The main AC bus functions much like a pipeline that transfers power from the generators above it, to
connected loads below (see Figure I.1). Equipment above the bus is responsible for the generation
and control of AC power, at 600 volts and 60 hertz; while equipment below the bus uses the
generated power and represents the electrical load on the system. Various voltages and frequencies
are used overseas. Occasionally, 480 volts is used as a power source for the SCR drive.
ENGINE/GENERATORS
The engine/generators can be operated as necessary to supply needed power to the loads. The
engine/generators are connected to the main AC bus by means of the AC generator control, which
consists of controls, meters, protective devices, and a circuit breaker (see Figure I.1). The needed
equipment for each engine/generator control is housed in a cubicle, or bay, which is referred to as a
Generator Control Cubicle. The IEC governor and regulators automatically regulate engine speed
and generator voltage.
IEC System 1
Introduction
EXC. EXC. EXC.
GEN. GEN. GEN

ENG. ENG. ENG.
#1 #2 #3
AC AC AC
CONTROL CONTROL CONTROL
CB CB CB
MAIN AC BUS
600V-3
MCB MCB MCB MCB MCB
CONTROL
SCR #1 SCR #2 SCR #3

DCC
OPERATIONS
CONTROL
T-1 T-2
CONSOLE
120/208 480
VAC VAC
3
CABLES TO
LIGHTING
ETC. CABLES TO
AUXILIARY
MOTORS
LOAD #2
LOAD #1 LOAD #3
IEC SCR System Block Diagram

Figure I.1
IEC System 2
Introduction
An operator's control panel (located on the front door) allows for manual operation of the
engine/generators. Any combination of one or more engine/generators can be put on-line at a time.
Because not all of the generators need to be operated at any one time to meet the total existing load
demand, this arrangement contributes to lower fuel and maintenance costs. This arrangement also
prevents the possibility of serious and costly downtime because there is no interruption of power to
the total system load if one of the engine/generators is out of service for any reason.
DC Motor Loads and SCR Converters
DC motors commonly drive heavy system loads or loads that require a wide range of speed
operation. Three SCR converters in the system supply needed power to the DC motor loads. These
SCR converters receive AC input at a constant voltage and provide DC output, which can be
controlled within a range of 0 to 750 volts when the AC input is at 600 volts.
Generally, one SCR converter will be dedicated to each load on the system, even if the load is being
driven by more than one motor. Individual control of load speed will be lost if a single SCR
converter is driving more than one load. A single pair of small wires to each converter provides
control. A command signal, requiring less than 1 watt of power, provides control for more than 2
million watts of DC output.
Heavy power contactors safeguard the system from SCR converter failure by providing switching
between at least two SCR converters (see Figure I.1). This switching capability is possible only
when the DC current in the circuits is at 0 amperes. A switch on the Operator's Control Console
allows the operator to choose the desired SCR converter.
AC Motors and Transformers
AC motors are used to operate equipment at constant speeds. These motors, which are commonly
referred to as auxiliary motors, are generally supplied power at 480 volts AC, three-phase. In order
to transfer power to these motors from the main AC bus 600 volts, Transformer T-2 must first step
down the voltage to 480 volts. (see Figure I.1)
Additionally, small AC motors and lighting require low voltage AC power for operation.
Transformer T-1 provides these motors with 120/208 volts, three-phase via a lighting panel (see
Figure I.1). T-1 is supplied either 600 VAC, from the main AC bus, or 480 VAC from the Motor
Control Center (MCC).
IEC System 3
Introduction
AC Switchgear
Figure I.2
The MCC houses switching apparatus, such as starters, which are used for AC motor control. The
MCC is usually located near the generator switchgear and close to Transformer T-2.
EQUIPMENT ARRANGEMENT
The control and switching equipment in the IEC SCR System is functionally arranged and housed in
the steel cabinets (see Figure I.2 and I.3).
Generator Control and Synchronizing Cubicles
The generator controls for the three engine/generators are contained within two steel cabinets, each
having two cubicles. The left-hand cabinet houses two Generator Control Cubicles, with the
necessary circuit breakers on top (see Figure I.2).
The right-hand cabinet houses the Synchronizing Cubicle and a third Generator Control Cubicle,
respectively. The circuit breakers, located above these cubicles, provide the switching capabilities
necessary for running auxiliary power motors by switching the input to the step-down transformer.
IEC System 4
Introduction
SCR Drive System

Figure I.3
The Synchronizing Cubicle contains additional equipment needed to complete the AC Generator
Control System, as well as meters, indicators, and controls needed to parallel generating units and
monitor the main AC bus. Each Generator Control Cubicle contains the meters and controls
necessary for operating the engine/generators. This equipment will be discussed in further detail in
Section II, "AC Generator Control System."
SCR and Service Cubicles
There are three SCR Cubicles, each containing an SCR converter assembly and the switching
devices used for routing DC input (see Figure I.3). Each SCR Cubicle houses two meters, an AC
circuit breaker, contactors for DC switching, and an SCR converter. The SCR converter assemblies
consist of an SCR rectifying bridge, an AC circuit breaker, and associated controls.
In addition to the SCR Cubicles, there is sometimes a Service Cubicle, which houses equipment
common to the SCR System; including a number of motor starters necessary for small auxiliary
motors and apparatus necessary for the termination of control circuits. These will be discussed in
further detail in Section II, "AC Generator Control System" and Section III, "SCR Conversion
Control System."
IEC System 5
II. AC GENERATOR CONTROL SYSTEM
TABLE OF CONTENTS
Page
Introduction . 6
Generator Control Cubicle 7
Generator Control Card Rack 10
AC Meters 11
Operator Controls and Indicators ... 12
Synchronizing Cubicle .. 13
Synchronizing Panel .. 14
Generator On-Line Procedure . 19
Ground Detector Panel . 20

AC Generator Control System
II. AC GENERATOR CONTROL SYSTEM
INTRODUCTION
Diesel engines are typically used as prime movers for AC power generation at a constant potential of
600 volts, three-phase and at constant frequency of 60 hertz. IEC SCR Systems are adaptable to
other voltages and frequencies with only minor changes. Details on such changes are presented in
supplemental material provided with each special system.
ALL IEC SCR Systems include one Generator Control Cubicle for each engine/generator. Each
Generator Control Cubicle serves the following purposes:
- It provides controls for starting, stopping, and manually adjusting operating

conditions.
- It controls engine speed for constant electrical frequency (hertz) from the generator.
- It controls generator output voltage at a constant level.
- It protects the engine from power (KW/HP) overload.
- It equalizes power load between engines (KW sharing).
- It protects the generator from current overload.
- It equalizes current loading between generators (KVAR sharing).
- It provides meter indications of generator output and operating conditions.
- It provides a power circuit breaker, for connecting the generator to the main AC bus.
- It includes facilities to install automatic starting and synchronizing (standard options)

when an additional generator is needed on-line, in some systems.
In some systems that have two or more engine/generators, there is a single, separate Synchronizing
Panel on the end wall, which provides the facilities required for placing the generators in parallel
operation. The facilities provided for generation and control in IEC SCR Systems will be discussed
in further detail in the following pages.
IEC Systems 6
Generator Control Cubicle

Figure II.1
GENERATOR CONTROL CUBICLE
Two cubicles are frequently housed in a single cabinet with double doors hinged on opposite sides
(see Figure I.2). Other cabinet arrangements are required for particular applications, but regardless
of cabinet layout, each standardized cubicle serves essentially the same purposes.
A generator circuit breaker is installed in the top of the cubicle. A generator control panel, including
the generator control card rack, is mounted in the door of the cubicle. When the door is open, the
rear of the meters, the generator control card rack, and a number of small apparatus required for
engine/generator control are accessible. All apparatus needed for controlling and switching one
engine/generator is included in a Generator Control Cubicle. (see Figure II.1)
The main power path through the Generator Control Cubicle includes input from the
engine/generator, two current transformers, generator buses, and a generator circuit breaker (see
Figure II.2).
IEC Systems 7
Power Path Diagram

Figure II.2
IEC Systems 8
Power Bus and Circuit Breaker

Figure II.3
The main, three-phase power bus runs through each Generator Control Cubicle, from side to side,
near the top. It is constructed of heavy copper bars and is fully insulated from the frame structure.
Cables from the engine/generator enter the cabinet rear and are bolted to rigid generator buses near
the point of entry. The generator buses run directly to the rear of the generator circuit breaker (see
Figure II.3). Additional short buses connect the other terminals of the generator circuit breaker to
the main AC bus.
IEC Systems 9
Generator Control Card Rack

Figure II.4
Generator Control Card Rack
The generator control card rack is the central element in the AC Generator Control System. When
fully equipped, it contains three plug-in units (see Figure II.4). They are related to metering, voltage
regulation, and speed control.
Each plug-in unit makes an electrical connection with a connector at the rear of the rack. A printed
circuit, or motherboard, found at the rear of the rack, supports the connectors and provides electrical
connections to them.
The rack is mounted on the front door, which swings out for full access to the motherboard and
associated calibration devices. External connections to the rack are made at terminal strips across
the top and bottom of the motherboard. The generator control card rack and the plug-in units will be
discussed in further detail later in this section.
IEC Systems 10
Generator Control Card Rack with Meters

Figure II.5
AC Meters
The following are meters provided in a typical general control panel (see Figure II.5):
- AC amperes
- KVAR-kilovolt ampere reactive
- KW-kilowatts
One voltmeter and one frequency meter, located on the synchronizing panel, meet the needs of all
Generator Control Cubicles (see Figure II.7). They are identified as AC volts and Hertz.
A power factor meter, a KVA meter, or an AC voltmeter are sometimes desired in each Generator
Control Cubicle. These are added to the generator control panel in the space available, when
specified. A hertz (frequency) meter or temperature indicator may be substituted for some of the
optional meters in the available space. (see Figure II.5).
IEC Systems 11
Operator Controls and Indicators
The manual control and status indicators for engine/generator operation are incorporated on the
panels of the plug-in units in the generator control card rack (see Figure II.4). The following is a list
of the indicators:
. Metering Module
- 10 status/alarm indicating lights

- 1 reset button
- 1 selector switch for voltmeter phase selection
- 1 selector switch for ammeter phase selection
. Voltage Regulator Module
- 1 control for AC voltage adjustment
. Governor Module
- 1 switch for engine operation control

- 1 control for speed adjustment
Synchronizing Cubicle
Figure II.6
IEC Systems 12
SYNCHRONIZING CUBICLE
The front panel of a standard synchronizing cubicle is shown in Figure II.6 & II.7. The
Synchronizing Cubicle may share a cabinet with a Generator Control Cubicle or may be separate. A
typical standard Synchronizing Cubicle includes the following:
- Meters and indicators for synchronizing
- Ground detection circuitry and indicators
- A veri-sync relay
- Two 12-volt storage batteries and indicators
- A battery charger
- Two potential transformers BPT-1 and BPT-2
- A circuit breaker for other system purposes may be

mounted above the cubicle.
Synchronizing Panel
Figure 11.7
IEC Systems 13
Synchronizing Panel
The meters, indicators, and controls on a typical synchronizing panel are door-mounted and swing
out for complete rear access (see Figure II.7).
The process of synchronizing involves the following;
- AC voltmeter
- Frequency meter
- Synchroscope
- Sync-selector switch
- Synchronizing lamps
Ground faults are detected by:
- AC ground fault lamps

- Percent DC ground meter
Synchronizing Device Panel

Figure II.8
IEC Systems 14
The following is a list of devices that support the overall AC Generator Control System found in the
Synchronizing Cubicle:
- Circuit breakers, for distribution of 24-volt battery power for electronics (see Figure
II.8).
- One breaker is used for each Generator Control Cubicle in the system
- Fused switches, for circuit protection and isolation (F1-F14; refer TO AC switchgear
wiring diagram)
- Printed circuit board, for percent power indication and power limit control
- Veri-sync relay (see Figure II.8)
- Battery charger (on back panel) (see Figure II.8)
- Potential transformers BPT-1 and BPT-2 (refer to AC switchgear wiring diagram) for
synchronizing and main AC bus voltage reference (BPT-2 has alternate locations)
- Resistor assembly, for ground fault detector
- Relay, generator power limit (see AC switchgear wiring)
- BPT-2 alternate location for this transformer
- Power circuit breaker, for a system service designated by customer (optional)
Note: Two 12-volt storage batteries, required for system operation, are not shown in Figures II.8 but
are frequently installed on the bottom in this cubicle. In other cases, they are located in a separate
box as specified by codes or regulations.
Generator Card Rack

Figure II.10
IEC Systems 15
The generator control card rack contains a full complement of plug-in functional units. Some of the
following units are required in all systems, others are optional when greater automation is desired:
. Metering Module, for computing and conversion circuits for meter drive and to prove
monitoring.
. Voltage Regulator Module, for maintaining generator output voltage at constant

values
. Governor Module, for maintaining engine speed and electrical frequency at constant
values
The synchronizing panel contains meters and indicated devices, which are used to determine when
conditions are correct for connecting the generator to the main AC bus in a newly started generator.
Frequency, magnitude, and phase of the generator voltage must match the bus voltage at the instant
the generator circuit breaker is closed. If these conditions are not satisfied, serious and costly
damage may occur to the engine/generator or other apparatus.
The AC voltmeter indicates when the generator voltage level matches the voltage level with that on
the main AC bus. It is connected to the generator being started by contacts on the synchronizing
switch (SSW). Inputs from the generator control card racks are DC voltages between 0 and 5 volts.
The frequency meter measures and compares generator and bus frequencies. It is connected to the
oncoming generator by a second deck of the synchronizing switch. Hertz inputs from the generator
control card racks are also DC voltages between 0 to 5 volts. At rated frequency for the system, the
frequency meter receives 2.5 volts DC (VDC) to drive it to mid-scale.
Precise comparison of voltage phase positions is obtained with the synchroscope and a pair of lamps.
One side of the synchroscope is connected to 120 VAC (Phase A-B) from the oncoming generator
by a third switch deck. This voltage is obtained from PT3 in MIP assembly for the selected
generator. The other side of synchronizing switch receives 120 VAC from BPT-1, supplied from
Phase A-B of the main AC bus. Phase A-B voltages at the generator and the main AC bus are
compared in the synchroscope.
Whatever net voltage appears across the synchroscope is also applied to the synchronizing lights and
input to the veri-sync relay. When the two voltage inputs to the synchroscope are equal in
magnitude, exactly in-phase and at 0 net voltage, the lights will be dark and the veri-sync relay may
close the internal contact between Terminals 7 and 8. If the zero (or low) net voltage does not exist
for a preset time, the veri-sync relay contact will not close.
Two additional decks on the synchronizing switch connect the veri-sync contacts (Terminals 7 and
8) into a circuit for electrical closing of the generator circuit breaker. All Generator Control Cubicles
have similar circuit arrangements (see Figure II.11).
IEC Systems 16
Synchronizing Circuit Wiring

Figure II.11
IEC Systems 17
Due to this circuit arrangement, the circuit breaker can be closed electrically only when the voltage
conditions are correct for closure of the veri-sync relay contact (see Figure II.12).
There is no main AC bus voltage during startup of the first generator, so the synchronizing switch
and veri-sync inputs will never reach a 0 net voltage. The veri-sync relay contact will not close and
the first circuit breaker cannot be closed electrically. The "dead bus" circuit provides an alternate
path around the veri-sync contact (see Figure II.11). The series string of 52b auxiliary contacts on
the generator circuit breakers complete the bypass until any one breaker is closed (to energize the
main AC bus). After this, the veri-sync relay contact becomes active.
This synchronizing panel is active as a control device only when a generator is being brought on-
line. Once the generator is in service, the synchroscope and veri-sync relay play no further part, but
the AC voltmeter and hertz meter continue to indicate generator and main AC bus conditions.
Circuit Breaker Closing Circuit

Figure 11.12
IEC Systems 18
GENERATOR ON-LINE PROCEDURE
Perform the following steps to bring a generator on-line:
1. Set the synchronizing switch to the number of the generator being started.
2. Set the voltmeter select switch to position A-B on the metering module.
3. Set the operating select switch to IDLE at the Governor Module.
4. Start the engine, following correct procedures, and run at reduced speed until
temperatures and oil pressures stabilize.
5. Set the operation select switch RUN at the Governor Module.
- This will cause the engine to come up to rated speed (approximately) and will
operate the C1 relay in the Generator Control Cubicle.
6. Read the AC volts and hertz, when the engine speed has stabilized.
7. If the frequency (hertz) is not correct, bring it to proper value with the speed
adjustment knob on the Governor Module.
8. Adjust the AC voltage with the voltage adjust knob on the Voltage Regulator Module
if it is not at system value.
- When paralleling a new generator, match its voltage to the existing voltage
on the main AC bus.
- The voltmeter select switch permits reading of bus voltage in addition to each
of the generator phase voltages.
9. Note the motion of the pointer in the synchroscope and the fluctuation in the
brightness of the synchronizing light.
- If the generator is running too slow, the synchroscope pointer will be rotating
counterclockwise.
- If the synchroscope printer is moving clockwise, the engine speed is high.
10. Adjust engine speed with the speed adjust knob on the Governor Module until the
synchroscope pointer is turning at a slow rate and requires at least 10 seconds for one
complete revolution.
- Very slow clockwise rotation is necessary because the oncoming Generator

will slow slightly when it goes on-line and becomes loaded.
IEC Systems 19
- When the pointer is vertical (at 12:00 o'clock), the generator and bus voltages
are in-phase, the synchronizing lights will be dark, and the conditions are
correct for closing the generator circuit breaker.
11. Close the generator circuit breaker at the instant the synchroscope pointer is at 12:00
o'clock.
- This action will connect the generator to the bus.
Note: If the generator being started is the only one running, it will pick up a kilowatt load immediately to begin powering the
loads. If the generator being started is connected to the main AC in parallel, with one or more others, it will pick up a low
kilowatt load initially, which is normal.
12. Check the hertz reading and correct the engine speed, if required.
13. Check the AC voltage and adjust as needed at the voltage regulator.
14. Move the operation select switch to LOAD at the Governor Module.
Note: The synchronizing select switch must be left set on one of the generators in operation to obtain AC voltage and hertz
readings. These readings will represent bus or system values since all operating generators are tied to the same AC bus.
GROUND DETECTOR PANEL
In a rugged operating environment, there are many potential causes for damage of electrical
insulation and for short circuits (faults) that could damage. For this reason, all power systems must
be operated off ground so two faults must occur before a complete short circuit path is created. A
fault to ground must be identified as soon as it occurs so repairs can be made before a second fault
develops.
Ground Detection Wiring

Figure II.13
IEC Systems 20
A group of three lights and a meter on the synchronizing panel indicate a fault to ground. A resistor
assembly located in the Synchronizing Cubicle supports this panel. A ground fault detector senses a
fault on either the AC or DC buses, and identifies which bus is involved. A fault in the DC output of
any SCR is sensed and indicated on a meter. Identification of it with a specific SCR circuit is then
easily accomplished. Additionally, a ground TEST switch allows for checking if a dark light is due
to bulb failure.
The ground fault detector is connected by fuses, to the three phases of the main AC bus (see Figure
II.13). Three heavy resistors are connected in a Y-configuration and the center-point is referenced to
ground through a fourth resistor. A switch in the ground lead permits breaking the ground path for
testing. Indicating lamps are in parallel with a portion of each of the main resistors.
The percent DC ground meter is a voltmeter with center zero so it can respond to both DC polarities.
It is tapped off a portion of the resistor in the ground leg of the resistor network. If there is no
ground in the system, the three Y-connected resistors will have equal voltages, the lamps will be
equally bright, and there will be no voltage from the center-point of the Y to ground. Existence of a
ground in the bus structure upsets this balanced condition and is indicated on the ground detector
panel.
The following table outlines the system responses to various ground fault conditions:
Condition System Response

Normal; no ground in system The three ground detector
lights will illuminate
equally. The DC ground
meter will indicate 0 percent.
One phase of the AC grounded The panel for the grounded

phase will be dark or dim.
Ground on DC output of SCR The panel lights will be equally illuminated;

the percent DC ground meter will be deflected either
positive or negative, to indicate DC polarity on which the fault
exist; the specific SCR can be identified by an elimination
procedure.
Note: To confirm a ground is actually present and the light is not defective. Pressing the ground test switch on the panel
should bring all lights back to equal brightness.
A path to ground from a AC phase causes this phase to be at or near ground potential. The matching
input to the ground detector resistors will also be at or near ground and the particular resistor
affected will be essentially grounded at both ends (the center Y-connected resistors ties to ground).
This resistor will now have 0 volts or low current through it and the light it drives will reduced in
brightness.
IEC Systems 21
A detected ground condition on an AC phase may exist anywhere in the active AC circuit. The
active generator, generator cables, AC buses, circuit breakers, and any other connected apparatus
may be responsible for the ground conditions. Faults to ground in lighting circuits and auxiliary
motor circuits will not be detected if they are isolated by step-down transformers. Separate ground
detection is sometimes used on the auxiliary motor bus. The percent DC ground meter is omitted in
these ground detectors.
When the ground is present on a DC circuit, the only current that can flow through this path is DC,
of the polarity of the affected conductor. For example, a positive fault will act like a positive source
of voltage.
The current entering ground returns through the ground connection at the ground detector and
completes its path through the AC phases and the SCRs. This DC ground current flows
continuously from the DC conductor, put flows one-third of the time in each AC phase and the
matching SCRs. Flow of the DC current through the grounded fourth resistor in the ground fault
detector produces a DC voltage that is measured by the meter.
The unwanted contact to ground (fault) may be very good (low resistance) or much poorer (high
resistance). A 100 percent reading on the meter is equivalent to a hard ground condition that is
sending maximum ground current. Even a high resistance to ground should be located and corrected
because it could easily develop into a hard condition.
IEC Systems 22
III. SCR CONVERSION CONTROL SYSTEM
TABLE OF CONTENTS
Page
Introduction ................................................................................... 23
Rectifiers ................................................................................... 23
Rectifier Circuits, Single-Phase ................................... 25
Rectifier Circuits, Three-Phase ................................... 27
SCRs ............................................................................................... 30
SCR Circuits, Single-Phase ............................................... 32
SCR Circuits, Three-Phase ............................................... 33
SCR BRIDGE ...................................................................... 36
Bridge Equipment and Arrangements ...................... 36
High-Power SCRs ........................................................... 40
Fuse Protection ........................................................... 41
Snubber (dv/dt) Circuits ............................................... 42
Bridge Cooling ........................................................... 42
Hard-Fire Circuits ........................................................... 42
Over Temperature Protection ................................... 43
SCR Cubicle ................................................................................... 44
AC Input ....................................................................... 44
DC Output ....................................................................... 45
SCR Control Module and Support Components ................... 45
Pulse Generation and Phase Control ................................... 46
Firing Circuit Board ........................................................... 46
Phase-Sensing Transformers ............................................... 48
Operational Amplifiers ............................................... 48

Page
Voltage Ramp ........................................................... 49
Pulse Amplification ........................................................... 51
DC Operating Power for Electronics ....................... 51
SCR Operational Control ........................................................... 51
Regulator Board ........................................................... 52
SCR Control Module Inputs ............................................... 52
Current and Rate Limits ............................................... 54
Motor Speed Control ............................................... 54
Power Limit Control ........................................................... 55
Load Sharing ....................................................................... 56
SCR Control Module Operation and Programming ...................... 56
Test Panel ...................................................................... 57
SCR Control Module Operation ................................... 58
SCR Control Module Programming ................................... 59
Service Cubicle ....................................................................... 61
Surge Suppressors ........................................................... 61
Motor Starters .......................................................... 61
Status Panel ....................................................................... 61
Control Power Transformer and Circuit Breaker .......... 62
Alarm Panel ....................................................................... 62
Diode PC Board (Overload) ............................................... 62
Current Amplifiers ........................................................... 63
Dynamic Braking Contractors, Relays, and Time Delay Relay . 65

SCR Converter Control Section
III. SCR CONVERSION CONTROL SYSTEM
INTRODUCTION
THE IEC SCR SYSTEM converts AC voltage to DC voltage for use to power equipment. This
conversion involves the use of system components, which will be discussed in the following text.
RECTIFIERS
Conversion of AC voltage to DC voltage is accomplished through the use of rectifiers. Small

rectifiers for low power applications, which are commonly called diodes, have the same properties
as regular rectifiers. In simplest terms, a rectifier is a two-terminal electrical device that passes
electrical current in one direction, but blocks current flow in the opposite direction.
Rectifiers are built in many sizes and shapes with a wide range of voltage and current ratings. The
smallest, for electronic circuit applications, are less that 1/2-inch in length, 1/8 inch in diameter, and
are rated in milliamperes at relatively low voltage. Large units, for power conversion, are built in
several forms, with dimensions in feet and ratings of hundreds of amperes at voltages of 2,000 or
more.
The terminals of a rectifier are identified as anode and cathode (see Figure III.1). When the anode is
more positive than the cathode, it will conduct (see arrow (1) in Figure III.1). The current I is
conventional and flows from positive toward negative. The flow of current is actually a migration,
or flow, of electrons in the opposite direction, (see the dashed arrow in Figure III.1). Conventional
current (and electrons) flows when the anode is positive. No current will flow in the opposite
direction when the cathode is most positive and the circuit is open.
AC voltage at transformer Terminals A and B, is plotted as a sine wave in the simple application of a
rectifier (see Figure III.2). When Terminal A is positive, the polarity on the rectifier is correct for
conduction. Current will flow to R and produce voltage across it (from X to Y). Very little voltage
difference from anode to cathode is required to maintain rectifier conduction so the voltage from
Terminal A to Terminal B is nearly all applied to R. In other words, the load (R) has essentially the
full voltage present from Terminal A to Terminal B when A is positive. This is indicated in the plot
voltage across R.
During this negative half-cycle of AC voltage, Terminal B is positive (Terminal A is negative). A

positive voltage at Terminal B results in a positive cathode and a blockage of current flow. In the
absence of current, there can be no voltage developed in R, as indicated for the second half-cycle of
voltage across R. Only the positive half-cycles of AC voltage are transferred to the load resistor.
IEC System 23
ANODE CATHODE
Rectifier Symbol
Figure III.1
D1
X
A +
R1
B -
Y
HALF WAVE RECTIFICATION
A is POS.
B is POS
AC VOLTAGE A TO B AVERAGE DC = .318Vmax
VOLTAGE ACROSS "R"
Rectifier Application
Figure III.2
IEC System 24
Half-wave rectification is used, although not extensively. This basic action is characteristic of
rectifiers in all applications regardless of complexity.
When the polarity is wrong for rectifier conduction, there is voltage across the device but no current
flow through it. This reverse potential must not result in a breakdown of the rectifier. The specified
peak inverse voltage ranting (PIV) of each rectifier is determined in manufacture and must not be
exceeded in service use.
Rectifier Circuits, Single-Phase
The single-phase, half-wave rectifier provides background for other, widely used, single-phase
circuits (see Figure III.3)
The positive half-cycle of AC represents Terminal A being positive, with respect to the transformer
center-tap. During the positive half-cycle, the polarity applied to Rectifier 1 is correct for
conduction and the voltage from Terminal A to center-tap will reach R. In the same time interval,
Terminal B is negative, making Rectifier 2 non-conducting because of wrong polarity. The positive
half-cycle of AC voltage is transferred to R, through Rectifier I.
In the next half-cycle, Terminal B is positive with respect to center-tap, Rectifier 2 is polarized
correctly for conduction, and the voltage from Terminal B to center-tap is transferred to R. Voltage
from Terminal A to center-tap is blocked. In this half-cycle, the negative half of the AC wave
appears across R but with positive polarity.
The net result over a whole cycle is the development of a voltage across R that has only one polarity
and may, therefore, be classified as DC voltage. The right-hand end of R (point X) is always
positive, but the voltage from X to Y will be changing (see Figure III.2). A DC voltmeter connected
from X to Y will read 63 percent of peak value of the applied AC voltage. This is the average value
of voltage used by a DC motor or other load.
In general, rectifier circuits of all kinds produce an output voltage of one polarity (DC) but with
instantaneous variations that may be very large. The DC output is actually a collection of segments
of AC input voltage with the AC negative segments appearing as positive (see Figure III.3). The
only external force available is the AC input voltage; the output must follow this in the order
determined by rectifier action.
Four rectifiers are grouped in a configuration called a bridge or a single-phase bridge rectifier (see
Figure III.4). No center-tap is required on the transformer, but the winding must have twice the wire
size because it carries current during both half-cycles of the AC. In the previous example, each half
of the transformer carries current half of the time so the wire can be smaller. However, there must
be twice as many total turns to produce the desired voltage from each half of the winding. The
bridge circuit is used almost exclusively in high-power applications.
IEC System 25
Operation of the bridge rectifier can be understood by following a path from Terminal A, through
the rectifier and load (R), back to Terminal B. When Terminal A is positive, Rectifier 1 will conduct
and pass current through R to Rectifier 4. This rectifier will then be polarized for conduction to
complete the path back to Terminal B. There are two rectifiers involved in the path and each
requires very small voltage to maintain conduction so most of the voltage from Terminal A to
Terminal B will appear across R. During this same half-cycle, Rectifier 2 will be held off by
negative input to its anode from Terminal B; Rectifier 2 will be held off by negative input to its
anode from Terminal B; and Rectifier 3 will be off because of positive potential on its cathode from
Terminal A. The net result is the transfer of the positive AC voltage wave (with a slight drop) to R.
When Terminal A is negative, Terminal B will be positive. This will produce proper polarities on
Rectifiers 2 and 3 to cause conduction and to produce current in R from top to bottom. The negative
AC voltage wave is essentially transferred to R with positive at the top. This is the same as
produced by the positive AC half-wave. The overall result is a voltage pattern across R as shown in
the plot voltage across R. This is essentially the same as obtained with the previous circuit with a
center-tapped transformer.
D1
X
D1 D2
A
+
A
V R
R
V - +
X B -
V Y
D3 D4
B Y
D2
FULL WAVE RECTIFICATION - SINGLE

FULL WAVE RECTIFICATION - SINGLE BRIDGE RECTIFIER
CENTER TAPPED TRANSFORMER
A is POS.
A is POS.
C.T. IS POS
C.T. IS POS
AC VOLTAGE - CENTER TAP TO A AC VOLTAGE A TO B

AVERAGE DC AVERAGE DC
VOLTAGE ACROSS R VOLTAGE ACROSS R
Center-Tapped Transformer Bridge Rectifier

Figure III.3 Figure III.4
IEC System 26
Rectifier Circuits, Three-Phase
Three-phase voltage, as used in all high-power applications, is merely a convenient and effective
combination of three, single-phase voltages. When considering rectification of three-phase, it is
helpful to treat each phase separately and then note the interaction between phases. In following this
approach, the Y-connected transformer is convenient and is typically used.
The circuit of a three-phase transformer includes a Y-connection, Terminals A, B, and C, and neutral
(N). The individual voltages from phase terminals to neutral are plotted as AN, BN, and CN. Each
phase terminal connects to the positive DC bus through a rectifier and all three phases complete the
circuit through N (see Figure III.5).
If only the AN voltage (single-phase) is present, the entire positive AN half-wave will be transferred
to the load, and the negative half-wave will be blocked. Likewise, if either of the other two voltages
exist alone, its entire positive half-wave will reach the load. Taken separately, each phase to neutral
voltage will undergo half-wave rectification.
With all three voltages present, the magnitude of each at every instant must be considered. In the
voltage plot, the distance to each curve above the axis represents positive voltage, the distance below
represents negative voltage. To the left of the 0 degree line, voltage CN is highly positive and
dropping, the AN voltage is negative and rising through low positive levels. At 0 degrees, they are
both equally positive. To the right of 0 degrees, AN is increasing, while CN is dropping. From 0 to
120 degrees, voltage AN is the most positive and will cause Rectifier 1 to conduct. Voltages BN
and CN are less positive. With Rectifier 1 conducting, the DC bus will follow the voltage at
Terminal A (very closely).
At 120 degrees, the phase voltage BN matches AN and then immediately goes more positive. From
120 to 240 degrees, the voltage BN is most positive and places Rectifier 2 in conduction and
imposes its levels on the DC bus. Similar transfer from BN to CN occurs at 240 degrees.
DC voltage across the load will have an average value as indicated in the plot and will vary in step
with the three-phase voltages driving the bus in sequence. Each phase drives the bus for 120 degrees
of each cycle or one-third of the time.
In the circuit, the input AC voltage does not go to 0 volts to stop conduction of the rectifier. As soon
as the cathode has a higher positive voltage than the anode, the conduction stops. This action occurs
at 50 percent of peak AC level in this case. It is apparent that a higher average DC voltage will be
obtained with three-phase.
The circuit produces positive DC voltage from X to Y (see Figure III.5). If the rectifiers are
reversed, the top DC bus will be pulled negative by the negative AC voltages; X will be negative
with respect to Y. and the instantaneous voltage variation will be shown by the lower envelope
(dotted) in the voltage plot (see Figure III.5). The most negative AC voltage determines which
rectifier is conduction at each instant.
IEC System 27
Full-wave rectification of three-phase AC is obtained with a circuit (see Figure III.6). Each AC
phase drives a positive (+) rectifier to develop a positive DC voltage from X to N. Each phase also
drives a negative (-) rectifier to develop a negative DC voltage from Y to N. This is merely two
half-wave, three-phase rectifiers (with opposite output polarities) operating from the transformer.
The positive voltage from X to N has the pattern shown in the upper plot. Voltage from Y to N is
negative and has instantaneous values as plotted. At each instant of time, the voltage from X to Y is
represented by the vertical distance between the two envelope curves, and X is positive with respect
to Y.
At 0 phase, the positive bus is +0.5 millivolts; and the negative bus is at negative millivolts; the
voltage from X to Y is 1.5 millivolts. This condition repeats each 120 degrees. At 60 degrees, the
positive bus is at positive millivolts and the negative bus is at -0.5 millivolts; the voltage from X to
Y is also 1.5 millivolts. This repeats each 120 degrees after this time. Between 0 degrees and 60
degrees, the separation of the two curves is somewhat greater, and reaches a maximum of 1.73
millivolts at 30 degrees. Each 60 degrees after the 30 degrees point, the same 1.73-millivolt
maximum exists.
An instant-to-instant variation exists in the voltage from X to Y. Voltage varies between 1.73
millivolts (maximum) and 1.5 millivolts (minimum) and has an average DC value of approximately
1.61 millivolts. This average value will be read on the DC voltmeter and is the effective DC level
applied to the load (motor, etc).
For purposes of presentation, a Y-connected transformer has been used. Operation of the three-
phase bridge is not influenced by the coil connection in the AC source (Y or delta); the voltages
phase-to-phase solely determine the DC output.
When the voltage phase-to-N have peak value millivolts, the peak value phase-to-phase is 1.73
millivolts. This produces average DC output of 1.6 millivolts, as discussed previously.
With 600 VAC root mean square (RMS) input between these two at 790 volts. With 600 volts,
three-phase AC input (as read on a standard AC voltmeter), the DC will be approximately 790 volts.
Under actual operating conditions, with losses, the available output will be lower, at approximately
750 to 770 VDC. A 600-volt AC bridge is typically specified as delivering 750 VDC.
IEC System 28
The plot of phase-to-neutral voltage identifies the combinations of rectifiers conducting during each
interval (see Figure III.6). Inspection of the plot starting at 0 degrees, reveals the combinations in the
following table:
Phase Interval (degrees) Rectifiers Conducting
0 to 60 A+ and B-
60 to 120 A+ and C-
120 to 180 B+ and C-
180 to 240 B+ and A-
240 to 300 C+ and A-
300 to 360 C+ and B-
One positive and one negative rectifier must be conducting at all times to complete the DC path.
Each rectifier conducts for 120 degrees each time it becomes active.
POS BUS POS BUS

X
X
A+ B+ C+
D1 D1 D1
A +
+
A B C N
B
Load
Load C
-
-
A- B- C-
Y
Y
NEG BUS
NEG BUS
FULLWAVE RECTIFICATION - 3
HALF WAVE RECTIFICATION - 3
C+ A+ A+ B+ B+ C+ C+ A+ A+ B+ B+ AVERAGE
CN DC
CN AN BN BN AN
AVERAGE
DC
CN AN BN CN AN BN CN
DC
-BC -AB -CA -BC -AB -CA -BC -AB -CA -BC -AB -CA -BC VOLTS
X TO Y
0 60 120 180 240 300 360
0 60 120 180 240 300 360
IEC System 29
SCRs
The silicon controlled rectifier (SCR) was developed in the late 1950s. Since that time, it has been
improved and greatly extended in capability to make it one of the most important components in
today's power electronics.
An SCR is basically a rectifier but it also incorporated a mechanism for controlling its action. In
simple terms, an SCR is a rectifier in series with a switch.
SW
ANODE CATHODE
SCR Equivalent Circuit

Figure III.7
When the switch is open, the rectifier cannot function, regardless of the applied voltage polarity.
When the switch is closed, the device performs like any standard rectifier and will conduct if the
anode is positive with respect to the cathode.
Rectifiers and SCRs are solid-state devices based on the characteristics of silicon crystals. They
differ because the rectifier is a two-layer device, while the SCR has a four-layer structure. The two
additional layers provide the switching action in the SCR. One of the extra layers, called the gage,
controls the switching action and is electrically accessible through a small wire connection. A third
terminal is the gate lead. The switch is closed by application of a proper positive voltage to the gate
lead. Once closed, it remains in that state until the polarity of voltage on the SCR is reversed. The
gate cannot interrupt conduction of the SCR.
ANODE CATHODE
GATE
SCR Symbol
Figure III.8
Control of DC voltage level in the SCRs is accomplished by delaying the time at which the SCR is
activated to perform as a rectifier. Rectifiers begin to conduct as soon as the anode is more positive
than the cathode. An SCR can only conduct when the same polarity relation exists, but it must also
receive an "enable" signal through its gate. Timing of the gate signal determines the net active
conducting time and the average DC output.
IEC System 30
Rectifiers can be replace by SCRs in the functioning of circuits (see Figure III.9). SCR No. 1 had
proper polarity for conduction as soon as transformer Terminal A goes positive, but is not enabled
for 45 degrees. One rectifier action starts, the remainder of the positive AC wave is transferred to R.
Part of the area under the half-sine wave is blocked so the average output is less than obtained with
rectifiers.
If an SCR is gated as soon as the anode is most positive, the performance matches a plain rectifier.
If gating is delayed 90 degrees, there will be a loss of half of the area, and the average DC output
will be half of the area, and the average DC output will be half of maximum. Delay of 180 degrees
means the SCR is enable just as the applied polarity reverses. In this case, no rectification will occur
and the average output will be 0 degrees. By merely delaying the time of gating, the average DC
output can be controlled from 0.63 to 0 Millivolts.
SCRs are rated in terms of current carrying capability (area of the silicon crystal) and working
voltage. SCRs must withstand reverse voltage so PIV rating is important. They are also subjected
for forward voltage stress during the delay before gating. If an SCR is replaced, the original part
number, or factory-approved substitute, must be used.
SCR1
G1
A
R
V - +
X
V Y
B
SCR2
G2
G1 G2 G1 G2 G1 G2 ZERO DELAY
FULL WAVE
AVERAGE DC
SCR Rectification
Figure III.9
IEC System 31
SCR Circuits, Single-Phase
The single-phase bridge rectifier is the basis for two types of SCR circuits. One of these has SCRs
replacing Rectifiers 1 and 2 (see Figure III.10). This circuit is classified as single-phase, half-control
SCR bridge. When AC input Terminal A is positive, the active DC path includes Rectifiers 1 and 4.
The start of conduction can be delayed through SCR No. 1 to provide full control of the amount of
positive AC voltage transferred to R. Whenever SCR No.1 is activated, Rectifiers 4 is ready to
complete the path. The active DC path, when Terminal B is positive, includes Rectifiers 2 and 3.
SCR No. 2 can be enabled (gated) at any time for control of the percentage of negative voltage
permitted to pass. Rectifier 3 is always ready to complete the path.
The delay in gating SCR No. 1 must be matched to the delay in gating SCR No. 2. This produces a
rectified outpost as (see Figure III.9). To obtain the full range of control from 0.63 volts to 0 volts
DC output, the gating delay must have a control range of 180 degrees for each SCR.
If all four rectifiers are replaced by SCRs a new circuit is obtained (see Figure III.11). This is
classified as a single-phase, full control SCR bridge. It is apparent that SCRs No. 1 and No. 4 must
be gated at the same time for passage of positive AC voltage. Likewise, SCRs No. 2 and No. 3 must
be enabled simultaneously for completing the second bridge path. Twice as many gating circuits are
needed but are justified for those applications requiring full control capability. For ordinary
conversion from AC voltage to DC voltage, the simpler circuit us used.
X X
SCR1 SCR2 SCR1 SCR2
A A
+ +
V V R
R
- B -
B
D3 D4 SCR3 SCR4
Y Y
Single-Phase Rectification Single-Phase Rectification

IEC System 32
SCR Circuits, Three-Phase
The three-phase, half-wave circuit is derived from a rectifier circuit by replacing the three rectifiers
with SCRs (see Figure III.12). On the voltage waveform plot, the effect of gating delay is shown for
delay of amount A in each phase. If SCR No. 1 is gated at the instant that voltage AN crossed
voltage CN, the output DC will be the same as with ordinary rectifiers and of maximum magnitude.
Any delay from the point produces a reduction in average DC. It is customary to measure gating
delay from the phase position at which maximum DC output is obtained.
Each phase is enabled with the same delay, A, and the balance of its positive AC cycle is passed (see
Figure III.12). There is a loss of total conducting area to produce a reduced average DC output in
this situation.
This particular circuit is not direct importance to the purposes of this manual but it is useful for
introducing the basic mechanism and terminology of three-phase SCR control
POS BUS
X
1 2 3
+
A B C
Load
ZERO A = GATING DELAY

DELAY
A1 A2 A3 A1 A2 A3 A1
CN AN BN CN AN BN CN
Three-Phase Rectification
Figure III.12
IEC System 33
Replacement of all rectifiers with SCRs in the three-phase, full-wave bridge rectifier produces the
full-control, full-wave, three-phase, SCR bridge (see Figure III.13).
Rectifying action is exactly the same as with ordinary rectifiers, but the action in each SCR can be
delayed by control of gating. If each SCR is gated at the instant it has proper polarity for
conduction, the average DC bridge output is maximum and the gating delay is termed 0 degrees.
This corresponds to the action in ordinary three-phase rectification. When each SCRs gated with the
same delay, the average DC bridge output drops, as listed in the table below:
Delay (degrees) Average DC Output (%)
0 100
30 86.6
60 50
90 0
Figure III.13
IEC System 34
Figure III.14
IEC System 35
The change in average DC level is accompanied by a change in the voltage fluctuations in DC

output. A ripple exists for each of the selected delay angles (see Figure III.14). These can be seen
with an oscilloscope connected between points X and Y. The minimum ripple exists at 0 degrees
delay, the maximum at 90 degrees. At 90 degrees delay, there is a large voltage present from X to
Y, but it is all AC and there is no average DC. A further delay to 120 degrees stops all output, both
DC and AC. Gating circuits for these SCR bridges must provide 120 degrees of total delay control
even though only 90 degrees is useful in controlling the average DC.
SCR Bridge
The SCR bridge is the central assembly in all IEC SCR Systems. It alone is responsible for
handling all the power being transferred from the AC input to the DC output. The operating
principles have been presented but there are a number of other considerations to obtain successful
operation.
Bridge Equipment and Arrangements
Each bridge assembly includes devices to protect and support the SCRs in their function. This
manual section covers all aspects of a complete SCR bridge. The following is a list of components
that are associated with the SCR bridge:
. SCRs - When more DC output current is needed than can be delivered by a single
element, two parallel SCRs exist in each phase location (see Figure III.15). Both
SCRs in a parallel pair are gated at the same time so the rectifying action is the same
whether one or two SCRs are used, only the current capability is greater with two.
. Fuses - Each SCR (or pair) has a fuse for protection. These fuses are not installed
directly on the bridge structure but are located in the outgoing DC buses just above
the bridge.
. Snubber (dv/dt) Circuits - Each SCR is protected against false gating by the series
circuit of a resistor and capacitor connected across it. When parallel SCRs are used,
a single circuit protects both.
. Hard-Fire Circuits - Each SCR or parallel pair must have a hard-fire circuit to ensure
proper gating action. These are mounted as close as possible to the SCRs to
minimize length of gating connections.
IEC System 36
Complete Bridge Schematic Design

Figure III.15
IEC System 37
SCR Bridge (Front View)

Figure III.16
IEC System 38
SCR Bridge (Rear View)

Figure III.17
IEC System 39
A complete bridge is composed of three assemblies identified as phase cells. Each phase cell two
SCRs (or two pairs) and is connected to one of the incoming AC phases. Each has one positive
output bus and one negative output bus. Each phase cell has circuit boundaries, buses, hard-fire
modules and snubber (dv/dt) circuits (see Figure III.17) and (Figure III.18). Three phase cells are
installed, side by side, to make a complete bridge (see Figure III.15).
High-Power SCRs
High-power SCRs are all built in the hockey-puck configuration. They are approximately 1-inch
thick and their diameters, in general, fall in the range 2.5 to 3.5 inches, depending on current rating.
The two circular faces are extremely flat and are used for electrical contact (see Figure III.18 &
III.19). Some SCRs are installed in a pair of heat sinks (see Figure III.19).
Heat sinks for this application are basically blocks of aluminum with fins for cooling. They are made
from extrusions that are configured to provide clearance for clamping bolts. An SCR is clamped
between two heat sinks and is held under considerable pressure by a saddle bolt. Pressures from
2,000 to 5,000 pounds, or more, are used to ensure good contact between the SCR and the two heat
sinks. Heat sinks make electrical power connections to the SCR and also carry heat away from the
device. Considerable heat is developed in an SCR, at high current. This heat must be removed to
prevent damage. The silicon structure in the SCR is destroyed at a temperature not much above the
boiling point of water. Therefore, in addition to proper clamping pressure, the SCR faces and heat
sink clamping surfaces must be clean and free from burrs to ensure good electrical contact and heat
transfer.
SCR Configuration
Figure III.18
IEC System 40
SCR Configuration
Figure III.19
Gate connection is made with a small, white wire that enters through the side of the insulator body.
A second wire, which is red, connects to the cathode end of the SCR. These two wires, twisted
together, go to the hard-fire circuit for gating input. The white wire presents the necessary positive
pulse to the gate and the red wire completes the gating circuit back to the Hard-Fire Module.
Fuse Protection
Each SCR (or pair) has a fuse for protection against excessive current. In some larger bridges, it is
necessary to use two fuses in parallel to obtain the needed current rating. These fuses are bolted
directly in the DC buses and are located above the bridge assembly. Fuses used for this service are
of special design and are coordinated with the current time characteristics of SCRs to provide
maximum protection (see Figure III.21).
Each fuse has a small switch mounted on the outside. When the fuse blows, a pin in the fuse body
moves out and operates the switch. This switch has one normally open (NO) and one normally
closed (NC) section. When operated, the NO contact closes and the NC path opens. These switch
sections are connected into the SCR control circuit to provide an alarm indication and to cause
interruption of all bridge gating. An SCR bridge is never operated with a blown fuse. The switches
are mounted in spring clips on the fuses so they can be dismounted easily, without disturbing the
control wiring when a fuse is replaced.
IEC System 41
Snubber (dv/dt) Circuits
DC output of an SCR bridge has substantial fluctuation or ripple and the voltage across the DC buses
changes very sharply six times each cycle of AC. These jumps in DC bus voltage act on the SCRs
that are not conducting. A sudden change in voltage from anode to cathode causes some small
current to flow in the gate lead, due to electrical capacitance between the SCR layers. The faster the
voltage changes, the greater the unwanted gate current. At some rate of change of voltage from
anode to cathode, the gate current will be sufficient to gate the SCR, without the presence of a
proper gating signal. Substantial damage can result from this condition.
SCRs are specified in terms of the rate of voltage change they can withstand without false gating.
This is typically approximately 200 volts per microsecond. The rate of rise on the bridge circuit
must be controlled to a lower value to protect the SCR. This is accomplished through the use of
snubber circuits. The time taken to charge the capacitor delays the rate of change across the SCR.
The resistor limits the current of the capacitor.
Capacitors rated on 0.5 microfarads and 3,000 volts are commonly used with 35-ohm power
resistors. These ratings may be changed in some applications.
If the snubber circuit is disabled by a broken lead or a defective (open) resistor, their will be an SCR
problem in short order. If an SCR failure occurs, the snubber circuit must always be checked as a
possible cause.
Bridge Cooling
Heat sinks in the SCR assemblies receive heat from the SCRs and dissipate it through the fins. With
high-bridge power levels, and the corresponding high heat losses, it is necessary to force air through
the fins to increase the cooling rate. All high-power bridges are equipped with blowers or fans to
deliver the necessary forced air.
Air delivery provided is based upon a specified maximum temperature (ambient) of the air being
delivered. If the ambient temperature in the SCR cabinet and in the room exceeds the specified
limit, the bridge will overheat. Likewise, any restriction in airflow, (dirty air filter) may cause
overheating. Even though the ambient temperature is below maximum and the airflow is normal,
there can be a problem due to dirt and oil buildup on the fins. Such accumulation must be avoided
since it blocks the proper transfer of heat to the air stream. Periodic inspection and cleaning of fin
surfaces is essential.
Hard-Fire Circuits
Each SCR is gated by a short burst of pulsed energy into its gate lead. This electrical input must
occur very fast in order to force the entire conducting area in the silicon crystal into conduction at
essentially the same instant. If part of the area is conducting before the rest, this fractional area will
try to carry all of the load current momentarily, will have excessive losses during this interval, and
will be destroyed by local overheating.
IEC System 42
Although several design approaches are used to facilitate the flow of gating energy to the entire gate
layer, an adequate gate signal that rises very fast must be applied to ensure a complete, fast delivery
of energy for the total gating action once conduction is started. It is the function of the hard-fire
circuit to deliver a proper burst of gating energy in the time allowed.
There are several essential elements in a hard-fire circuit (see Figure III.20). The input transformer
provides voltage isolation, which protects the electronics that control the pulse formation from the
high voltages on the SCRs.
When gating is desired, a 24-volt peak pulse is applied to the transformer. This causes the capacitor,
C. to charge in step with the rise in pulse voltage. When the capacitor voltage reaches
approximately 18 volts, a small SCR is gated to discharge the capacitor into the gate of the high-
power SCR. Sufficient energy is available to gate two high-power SCRs when used in parallel (see
Figure III.15). Current from the capacitor discharge reaches full value in a small fraction of a
microsecond to meet the rise time requirement.
Two of these circuits are packaged in a single unit called a Hard-Fire Module. A module is used on
each phase cell (see Figure III.16).
OUTPUTS
GATE GATE CATHODE GATE GATE CATHODE
1 2 1&2 1 2 1&2
1 2 3 4 5 6 7 8 TB2
C1 C1
Q1 Q1
T1 T1
TB
1 1 2 3 4 TB1
0+ COM 0- COM
INPUTS
Hard-Fire Circuit
Figure III.20
Over-temperature Protection
There is some specific temperature at the central block in a heat sink that is indicative of a maximum
safe level inside the SCR. If the heat sink exceeds this temperature, there is a corresponding
increase inside the SCR and the margin for working safety is narrowed.
A thermal switch, installed at the top of one heat sink in the center phase cell, represents the hot spot
IEC System 43
for the entire bridge. This switch closes at a temperature equal to the established safe level and
initiates an SCR alarm to the operator. Immediate shutdown may not be necessary, but the cause of
the alarm must be determined without delay. In some cases, a reduction in DC power demand may
clear the alarm even though the problem is in the bridge. This situation requires attention at the
earliest possible time.
SCR CUBICLE
An SCR Cubicle is composed of the following elements that are related to a single SCR bridge:
- An AC circuit breaker, for switching of the incoming AC from the main bus
- A three-phase, SCR bridge assembly
- An SCR Control Module and related elements
- AC and DC busing
- Panel voltmeter and ammeter
- Fuses
- Contractors for routing of DC output to loads
In addition to the bridge, several of the other cubicle elements are visible in the SCR Cubicle (see
Figure III.21).
The SCR circuit breaker is at the upper left, mounted in a fixed panel in the SCR Cubicle. Adjacent
to this, to the right, the SCR Control Module is most apparent. Above it, to the rear, are the fuses for
the SCR cooling blower. On a side panel, to the right of the SCR Control Module, there are a
number of items related to the SCR Control Module. Also in this location, is TB3 where all external
controls and signals enter the cubicle.
AC Input
The main AC bus runs through the SCR cabinet at the top, from side to side. Short bus jumpers
connect the SCR circuit breaker to the main AC bus. Output from the circuit breaker is bused
downward to the three-phase cells in the bridge and is wired to other points in the cubicle requiring
600 VAC, three-phase. All 600 VAC input to the cubicle is interrupted when the breaker is open.
The left-hand phase cell receives phase A input, while the right-hand cell receives phase C input.
IEC System 44
SCR Bridge Installation

Figure III.21
DC Output
Each phase cell has one positive DC output bus and one negative bus. With the cells installed, the
positive bus is at the rear, the negative at the front. Both run vertically to fuses bolted directly to the
buses. From the three positive fuses, connections are made to a common positive bus at the rear of
the cubicle. This common positive bus runs around to the right side of the bridge and turns
downward to enter the DC switching section below the bridge. A DC current transducer (HED) is
installed on this bus to measure the DC current.
Buses are run from each negative fuse straight back to a common negative bus running across the
rear of the cubicle. All buses, AC and DC, are arranged to facilitate withdrawal of a phase cell when
the bus bolts above the cell are removed. This can all be done from the front of the cubicle.
The 3,000-ampere cubicle is bussed in a similar manner except: Each fuse location has two fuses in
parallel to obtain the necessary total rating. The phase cells are physically larger, so there are no
positive and negative buses run directly downward from the common buses across the rear.
SCR Control Module and Support Components
All operational control of the SCR Cubicle is centered in the SCR Control Module. This is located
above the bridge, to the right of the circuit breaker. The principle component in the assembly is the
Plug-in Control Module, comprised of two printed circuit boards. Other components are mounted
on the rear of the total assembly. This assembly is supported on a horizontal plate and can be
withdrawn for service access. All electrical connections to it are made through an umbilical cable so
operation is maintained, regardless of module location.
IEC System 45
Other necessary control inputs are provided by the HED, which measures bridge output current; the
VS board, which senses output voltage from the bridge; and seven small transformers, three used for
phase sensing, and four used for SCR enable. All of these, except the HED and VS board are
mounted on a back pan behind the SCR Control Module. This same panel contains TB3, which
provides connections for all control inputs, some of which originate outside the cubicle.
PULSE GENERATION AND PHASE CONTROL
As was discussed earlier, six gating pulses are required in each cycle of AC to gate the six SCRs in a
bridge. These pulses must be timed correctly to gate the respective SCRs at the proper instant, with
respect to the power voltages applied to them. The six pulses are 60 degrees apart but the entire set
must shift in phase position to change the average DC output voltage from the bridge. During pulse
set generation, it is necessary to reference each pulse to the AC phase with which it functions, and to
provide for shifting of each pulse position the same amount with respect to its related voltage.
Firing Circuit Board
One printed circuit board in the SCR Control Module is identified as the firing circuit board. It is
responsible for the generation and phase control of the pulse set. A set of three reference voltage
inputs and a single signal control gating delay. There are six pulse outputs, one for each SCR (or
pair) in the bridge. These pulses drive six hard-fire circuits that, in turn, gate the respective SCRs.
The pulse generation process is described in the sections that follow.
IEC System 46
VIEW A-A
SCR Cubicle
Figure III.22
IEC System 47
Phase-Sensing Transformers
The 600-volt bus potential is stepped down to 12 volts with three small Transformers, T1, T2, and
T3. The primaries are connected in Delta, but the secondary's are treated as separate single phases
referenced to electronic ground in the printed circuit board. These three transformers are identified
as phase-sensing transformers and their 12 VAC output is brought into the central module through
TBI, as shown in the following table:
Transformer TBI Terminal Volts Input to

Ground
T1 3 -CA
T2 5 -AB
T3 7 -BC
Common 20 --
The phase polarities provide the proper phase position reference for full control of the gating delay.
Operational Amplifiers
The firing circuit uses operational amplifiers (opamps) as comparators. In this mode, the full high
gain of the opamp is used to identify when the two input signals are of equal magnitude. Op-amps
have two inputs identified as positive and negative, or as non-inverting and inverting. If the positive
input is larger than the negative, the amplifier output is positive and approximately +13 volts. When
the positive input is below the negative, the output is -13 volts. The output change occurs for a
difference between the two inputs of less than 1 millivolt.
The three-phase reference signals enter at Terminals 3, 5, and 7 and go directly to separate op amps,
which are configured to perform a filtering function. These filters remove voltage spikes and noise
that could disturb the phase relationships needed, but pass the AC voltages.
Output of each filter goes to two comparators; to the positive input in the upper one, and to the
negative input in the lower. The other input on each comparator is tied to electronic ground. The
upper comparator will have +13 volts output when the AC input is positive (above ground). The
lower one has +13 volts output when the AC input is negative (below ground). The upper output will
hold at +13 volts the entire time of the AC is positive, the lower will hold +13 volts output when the
AC is negative. These conditions exist in exact step with the two halves of the AC cycle and are
used for phase reference.
IEC System 48
Voltage Ramp
Each time an output goes positive, it sends current through a resister to charge a capacitor. Voltage
on the capacitor rises and reaches approximately 10 volts at the end of 8.33 milliseconds, the
duration of an AC half-cycle. The rise is almost linear, but rounds off somewhat as 10 volts is
approached. This is called a voltage ramp and is useful in many electronic applications. Each ramp,
in this case, starts when an AC wave passes through 0 volts so it is locked in step with AC voltage
involved.
Each ramp is of 8.33 millisecond's duration, corresponding to one-half cycle, but it also represents
180 degrees in terms of a full AC cycle. At each point along the ramp, the instantaneous voltage
level corresponds to a certain time after the ramp start and a certain number of degrees after the start.
If the ramp voltage is compared with a fixed reference voltage, the time at which they are equal
depends on the value of the reference.
Reference Voltage Ramp equals reference at approximately

Milliseconds degrees
0 0 0
2 1.4 30
4 2.8 60
6 4.2 90
In the firing circuits, the ramp voltages are compared with a common reference voltage. This is
done in comparators, as indicated to the right of the capacitors. The ramp voltage is applied to the
positive inputs and the common reference voltage is applied to the negatives. When the ramp
voltage rises to the reference level, the comparator output jumps to +13 volts and creates a voltage
pulse. The delay in producing the pulse is determined by the reference voltage level.
The A phase input produces two ramps corresponding to the positive and negative half cycles. B
phase produces two ramps, exactly 120 degrees after A phase, and C phase produces two more
ramps 240 degrees after A phase. One ramp starts exactly at the time for gating each of the SCRs
with 0 degrees delay (for maximum bridge output). A ramp starts each 60 degrees, therefore, six
pulses can be produced.
IEC System 49
FIRINGCIRCUITBOARD"A"
PHASESYNCHRONIZATION FIRINGANGLECONTROL PULSEAMPLIFIER
FILTER TB1
TB1 MUTI G1A
A 3 + 9 HARD G1 A+
VIBRATOR K1
FIRING
MUTI CIRCUIT
G4A
- 10 G4 A-
VIBRATOR K4
FILTER
MUTI G2A
B 5 + 11 HARD G2 B+
VIBRATOR K2
FIRING
MUTI CIRCUIT
G5A
- 12 G5 B-
VIBRATOR K5
FILTER
MUTI G3A
C 7 + 13 HARD G3 C+
VIBRATOR K3
FIRING
MUTI CIRCUIT
G6A
- 14 G6 C-
VIBRATOR K6
20
15
COM
FIRINGREFERANCEVOLTAGE
TB
THROTTLEINPUT
13
PBUS
10
VOLTAGE
FEEDBACK
SUMMING
NBUS
11 AMP
SPEED
AMP
CALCULATOR
CURRENT
FEEDBACK
HALL 15
PROBE 16
CURRENT
LIMITING TB
CURRENTLIMIT PROGRAM
SETTINGPOT ASSIGN1 1 SWITCHES
ASSIGN2 2
24V
CURRENTSIGNAL ASSIGN3 3
INFROMOTHER 12
SCRBAYS FUSE
ASSIGN4 4 LOGIC
TB
TB +24V
SUPPLY
Firing Circuit Board and Regulator Board

Figure III.23
IEC System 50
If the reference voltage is at 0 volts, there will be six pulses with 0 degree delay and the bridge
output will be maximum. As the reference voltage is increased, an equal delay is introduced in each
pulse and the average DC bridge output drops. At approximately 6 volts reference level, the delay is
90 degrees and the DC output is 0 volts. At approximately 7.5 volts, the delay is 120 degrees or
more and all bridge output, including AC, is stopped. In the SCR Control Module, the reference
voltage is called firing reference voltage (FRV). It is produced in the regulator board.
Pulse Amplification
In the IEC SCR System, the pulses produced by the ramp voltages actuate multivibrator circuits,
which generate approximately seven short pulses to perform the actual gating. This has advantages
over a single longer pulse, which is frequently used.
Each pulse train in amplified in a two-stage transistor amplifier. The pulse groups leave the SCR
Control Module through Terminals 9-15, inclusive on TB1.
The transistor amplifiers are supplied with 24 VDC from a separate source. This voltage is
interrupted if an SCR fuse blows and is controlled on the firing circuit board by a transistor switch.
This switch is only closed with the proper "enable" signal is received, indication conditions are
proper for SCR operation. No pulses reach the SCRs when the 24-volt input is missing.
DC Operating Power for Electronics
The op amps require positive and negative 15 volts for operation and 24 volts is needed for the pulse
amplifiers. These three DC voltages are developed on the firing circuit board with appropriate
rectifiers and voltage regulators. AC input to the three rectifiers is obtained from a small power
transformer mounted on the rear of the SCR Control Module. It operates on 120 VAC input and has
three separate, secondary windings rated at 18, 18, and 22 volts. These windings are wired directly
to the socket that provides connections to the firing circuit board. The positive and negative 15 volts
are available on TBI at Terminal 18 (negative) and Terminal 19 (positive). Terminal 20 is
electronics common and is also common for the two DC voltages.
SCR OPERATIONAL CONTROL
Voltage output from the SCR bridge is determined by the amount of delay in gating the SCRs. This
is controlled by the firing reference voltage (FRV). The regulator board in the SCR Control Module
supplies the FRV, which it develops from a number of inputs relating to the performance of an SCR
bridge in a total system.
IEC System 51
Regulator Board
The firing circuit board can only respond at each instant to one input voltage, FRV. However, there
are a number of factors that must be recognized in the composition of the FRV. Each of these
factors can be reduced to a control signal (voltage), so it is necessary to bring these separate control
signals together and create a single FRV that represents the weighted consensus. This combining is
done in a summing amplifier that accepts a number of inputs and produces a single output. Some
inputs are positive and others are negative. The output at each instant represents the difference
between the sums of all the positive and all the negatives. Each of the inputs to this summing
amplifier are discussed in the sections that follow (see Figure III.23).
SCR Control Module Inputs
The primary control input to the SCR Control Module is a signal (voltage) from the throttle. This
originates at a throttle in the Operator's Control Console and is a DC voltage between 0 and 10 volts.
The operator sets the throttle at a point representing the SCR action desired. This initiates output
from the bridge. The throttle enters on TB2 at Terminal 13 (20 is common).
DC current delivered by the bridge must be controlled automatically to prevent equipment damage.
Each bridge has a sensor in its negative output bus to measure the current. This sensor is called a
hall effect device (HED) and responds to the magnetism set up around the bus by the current flowing
in it. It is fully insulated and makes no electrical contact with the bus.
An HED is mounted in a manner so the bus passes through it and aligns with the red polarity dot
facing away from the negative bridge terminal. The following is a list of the four terminals for
electronic connection:
. +5 VDC for device activation

. -5 VDC for device activation
. Positive output
. Negative output
Fixed, regulated DC at 5 volts level is required, as indicated, to activate the sensor. This must be
present and of proper value. Output for a standard IEC sensor is 50 millivolts for 1,000 amperes in
the bus or 100 millivolts for 2,000 amperes.
Connections to the SCR Control Module are made on TB2 as indicated in the following table:
HED Terminal TB2 Wire
1 14 032
2 17 035
3 15 033
4 16 034
IEC System 52
The 5 VDC on TB2, 14 and 17 is produced on the firing circuit board. The millivolt signal into
TB2, 15 and 16 enters the regulator board, and is amplified to produce a current signal of 1 volt for
each 500 amperes in the DC bus. This current signal is used in several ways on the regulator board,
but is also brought out on TB2 to 18 to drive the cubicle ammeter (5 VDC full scale). [See SCR
Electronics Schematic]
Average DC voltage produced by the bridge is involved in controlling the SCRs. A suitable voltage
signal is produced by the voltage-sensing board to serve the needs of the SCRs. This board is
essentially a resistance voltage divider. The positive and negative bridge buses are connected to
voltage-sensing board Terminals 1 and 5 on TB1. Each input is dropped through a high-resistance,
high-wattage resistor and then goes to a ground connection through a low resistance. Each low
ohmic resistor has 10 VDC across it when the average bus voltage is 800 volts.
The two 10-volt signals are brought off the board through TB2 at 3 (positive) and 4 (negative) and
connect to TB2 on the SCR Control Module at 11 (positive) P and 10 (negative). This input to the
SCR Control Module is between 0 and 20 volts, depending on the average DC bus voltage. It is
processed on the regulator board to produce a voltage signal with range from 0 to 5 VDC. This is
called voltage feedback and is used for operating reference in developing SCR control.
The 20 VDC signal produced on the voltage sensing board is also used to drive the SCR cubicle
voltmeter. The 20-volt level is dropped by two additional resistors to produce 5 volts at TB2 to 1
and 2 to drive the 5 volt meter movement. Full scale in the voltmeter is 1,000 volts. [See SCR
"Electronic Schematic"]
The SCR Control Module is inoperative until enabled. Four different enable inputs are provided and
each sets up the operating conditions elected and programmed for that command. Only one enable is
activated at a time. An AC signal is required for each and these are brought in through small
isolating transformers from the system logic control. The transformers, identified at T4, T5, T6, and
T7, are located on the side panel to the right of the SCR Control Module. AC enable voltages from
these transformers enter the SCR Control Module on TB2 Terminals 4, 5, 6, 7, and share a common
on Terminal 8. [See "Electronics Schematic"]
When two bridges are supplying power to the same load, it is necessary to force each bridge to carry
an equal share of the load. The IEC system does this by allowing each bridge to monitor the current
of its load sharing mate and making the necessary adjustments to load share equally.
The IEC SCR System is designed to prevent overload of the engine/generators. When any
generating unit reaches its preset load limit, a signal is sent back to all SCR cubicles to restrict the
power each can supply. This signal enters the SCR Control Module at TB1-1 and is identified as
current limit reference.
The SCR Control Module has been designed to function in several operating modes. A number of
programming switches are needed to set up these different modes. There are three switch blocks,
with eight switches each, on the back panel of the SCR Control Module. The pattern of closures
IEC System 53
required is established at the time of system design and is specified on a drawing supplied with each
system, "Chart, Programming and Assigning, SCR Control Electronics". These closures are never
changed unless the total system is modified. The closures must be correct to obtain proper system
response.
Current and Rate Limits
There is nothing in an SCR bridge to provide inherent current limiting or the control the rate at
which current can build up. When SCRs are gated, they behave very much like switches that
connect the AC directly to the load. A motor is not rotating offers very little resistance to current
flow, so the initial inrush of current could reach excessive levels very rapidly. Current limit control
(CL) and rate limit control (RL) are used to prevent this (see Figure III.23).
Current flowing from the bridge causes a current signal to exist in the regulator, via the HED and its
amplifier. Each volt of current signal represents 500 amperes. If the maximum allowable current is
1,500 amperes, this corresponds to a 3-volt current signal. An op amp, identified as current limiting,
has the current signal for one input at a fixed DC signal for the other. The fixed DC level is called
the CL setting, and equals 3 volts in this example. The op amps are arranged to give no output while
the current signal is less then the CL setting. As soon as the current signal exceeds CL, there is an
output to the summing amp that causes its FRV output to rise. Bridge gating is delayed, bridge
voltage output is reduced, and the current is held at the CL level.
The rate of bridge current rise is controlled by the op amp marked RL. There is no DC input to this
amplifier but the current signal is coupled to it through a capacitor. As the current signal rises, the
voltage across the capacitor must also rise and a signal reaches the amplifier. The faster the current
voltage rises, the larger the signal to the amplifier. Output from the RL also enters the summing amp
and is of polarity to increase FRV and delay gating. RL output only exists when the bridge is rising.
When bridge current is steady or dropping; the output is 0 volts.
Motor Speed Control
The regulator circuits are designed to provide speed control for the motor driving the load. As the
operator advances the throttle motor speed increases, regardless of load on the motor. The method
for accomplishing this control differs between series and shunt motors so the SCR Control Module
must be programmed for the type of motor being used.
Speed of a shunt motor (separately excited) follows the applied voltage very closely. The applied
voltage is, therefore, a valid indicator of motor speed. The voltage feedback obtained from the
Voltage-Sensing Board Module is present on the regulator board and is used for speed indication
with shunt motors. This voltage is connected to one input of an op amp marked error amp. The
incoming throttle signal provides the second input. Note that a particular logic switch must be
closed to introduce the feedback voltage signal. This switch is automatically closed if the SCR
control module is programmed for voltage control in the assignment being used.
The throttle signal goes directly to the summing amplifier to provide a course input. The voltage
feedback (motor speed indication) is compared with the throttle in the error amplifier and an output
is obtained if they do not match. This output goes to the summing amplifier and is polarized to
cause FRV to rise (reduce DC volts) if the speed is too high, or to cause FRV to drop (increase DC
IEC System 54
volts) if the speed is low. The process ends with the bridge voltage and motor speed very close to
the percentage of rated speed set by the operator. This is classified as closed-loop control.
Series motors develop speed proportional to applied voltage and are also dependent upon load
current, the higher the current, the lower the speed. Tachometers are frequently used for speed
measurement on series motors but a reasonable accurate indication of speed can be obtained by
computation. IEC uses a speed calculator to eliminate the complication and cost of an electric
tachometer.
It is readily shown that the speed of a series motor is given by the following approximate equation:
RPM = constant X applied volts

motor current
This equation is quite accurate at lower motor currents, but requires correction at higher current
levels. The IEC calculator applies current correction with a nonlinear amplifier (see Figure III.23).
The calculator itself is a solid-state device that has two inputs and produces output equal to one input
divided by the other. The upper input is the voltage signal. The lower input is the corrected current
signal. The output is a voltage that represents motor speed, with each volt corresponding to a
percentage of rated motor speed.
When series motors are used, there are one or two switches that must be closed. The switch used for
voltage feedback is open.
The calculated speed voltage is compared with the throttle voltage and error amp voltage. If the
speed is high or low compared with that set on the throttle, the error amplifier provides correcting
input to the summing amplifier to force a change in output voltage from the bridge. This is also a
closed-loop system and provides close tracking between throttle setting and motor speed.
Power Limit Control
A power limit is set for each engine/generator. This is done in the generator cubicles with setup
controls on the card rack motherboard. Any engine/generator reaching its set limit, either KW or
KVA, initiates output to the percent power limit board in the Synchronizing Cubicle. This board, in
turn, outputs a current limiting signal to the diode PC board in the Service Cubicle for the SCR
section. From the diode PC board, a connection is made to TB3 to 17 in each SCR Cubicle. The
signal from the percent power limit board is a current limit command and it is routed, as described,
to each SCR Control Module.
This signal is at 4 volts until 100 percent working level is reached on an engine/generator (power
limit setting). As the level rises to 110 percent, the current limiting signal drops linearly to 0.5 volts,
which corresponds to 0 volts output from all SCR bridges. Output is thus reduced from all SCR
cubicles and load on the engine/generators is kept within safe limits.
Load Sharing
IEC System 55
In those cases where more power is needed for a single load than one SCR bridge can supply, it is
necessary to use two bridges and to force them to share the load equally (see Figure III.23). A load
sharing op amp has two inputs, one of which is the local current signal that reflects the current being
supplied (see Figure III.23). The other input is marked load-sharing mate TB3-16. It connects to
TB3-18 on the SCR bay that is helping to supply to the load. Output of the load-sharing amplifier
goes to the summing amplifier when the logic switch is closed. (see "Electronics Schematic") TB3-
16 on Bay 1, and to TB3-18 on Bay 2. TB3-16 on Bay 2 and to TB3-18 on Bay 1.
Through this cross-connection, each SCR senses what is delivering as compared to its proper share.
If both are delivering the same, there is not output from the load sharing amplifiers. If one is higher
than the other, there will be outputs that change the FRVs and adjust the DC bridge voltages toward
balance.
SCR CONTROL MODULE OPERATION AND PROGRAMMING
The SCR Control Module functions automatically when the bridge has no blown fuses and certain
input requirements have been met. If proper operation is not obtained, the problem may be
elsewhere in the system, in the circuits that provide essential inputs. It may also be in the module
itself. The sections that follow cover the built-in test facilities, the necessary input conditions, some
checking procedures, and the module programming method.
IEC System 56
Test Panel
The SCR Control Module includes a test panel, located to the right of the plug-in module.
A test meter and selector switch provides for checking a number of conditions in the electronic
circuitry. The following table lists the meter readings at the various switch positions:
Switch Position Meter Reading
1 Throttle Signal Input,

0 to 10 VDC
2 Voltage Feedback Signal,

0 to 5 VDC
3 Current Feedback Signal,

0 to 4 VDC (-4=2000 amps.)
4 Current limit setting,

0 to 4 VDC (+4V=2000 amps.)
5 Firing reference voltage (FRV)

12 volts when not enabled,
7.5 volts enabled (to zero throttle
as setting is increased)
6 Error signal, +/-3.5 VDC
7 +5 VDC supply HED
8 +15 VDC Electronic Power Supply
9 -15 VDC Electronic Power Supply
10 A+ Firing Pulse
11 B+ Firing Pulse
12 C+ Firing Pulse
Note: Positions 10, 11, and 12 do not produce a meter reading. An oscilloscope must be connected to the coaxial test jack on
the panel to display these pulses. This jack is in parallel with the meter and may also be used to connect an external test meter
(such as digital type) for greater accuracy in reading voltage levels.
IEC System 57
This panel also provides for setting current limit (CL) for each of the enabled operating
requirements. Directly below the meter selector switch, there are four potentiometer (screwdriver
adjust) and four small indicating lights. Presence of an enable input illuminates the corresponding
light and activates the matching CL pot.
CL setting is made with the meter switch in position 4. Each volt corresponds to 500 amperes; it is
merely necessary to set the CL voltage level between 0 and 4 volts to obtain bus current limited
level, between 0 and 2000 amperes. This is repeated for each enable used in the system. Each level
is set to provide the maximum current level for the operation related to its enable. Use of an external
test meter, such as a digital type, is recommended to assure good accuracy in these settings.
Below the CL pots, there is a local throttle (potentiometer) and a LOCAL/REMOTE switch. The
local throttle is intended for test purposes and is enabled when the switch is thrown to LOCAL. The
SCR Control Module is only active when an assignment has been made, which means that a motor is
connected to the SCR Cubicle. It follows that the local throttle will be controlling operation of the
assigned motor, at its remote location. Proper precautions must be taken to prevent personal injury
when the motor and its connected equipment are operated by the local throttle.
SCR Control Module Operation
Operation of the SCR Control Module and the entire SCR Cubicle is determined by the following:
- 120 VAC control power must be available.

- The AC circuit breaker in the SCR cubicle must be closed.
- The three-phase sensing voltages to the firing circuit board must be present.
- There are no blown fuses in the SCR bridge and the series connected, NC fuse
switches are not defective.
- Electronic operating voltages are correct.
- An assignment has been made and there is an enable input voltage.
When these conditions are satisfied, the SCR Control Module will be operational. Response to the
operator's throttle then depends upon the following three factors:
- Throttle signal must reach the SCR Control Module.

- This can be checked on the test meter at switch position 1 as the throttle is advanced.
- FRV response to enable and throttle inputs, at switch position 5.
- If current and power output are not up to expectations under load, the CL setting may
be incorrect or there may be an electronic circuit problem on the regulator board in
the SCR Control Module.
IEC System 58
SCR Control Module Programming
There are three switch blocks that provide for programming each SCR Cubicle for a number of
different operating requirements. These blocks are mounted on the rear panel of the SCR Control
Module and each has eight switches. The switches are identified in-groups of four corresponding to
the four enable options available in the SCR Control Module (see Figure III.24). There are five
groups related to the following types of operation, starting at the top:
- Regeneration - A switch in this group is closed for each enable in which the SCR
cubicle is operating in the Regeneration mode.
- Series Motor Speed Control - A switch in this group is closed for each enable in
which the SCR Cubicle is supplying power to a series motor.
- Parallel Series Motors - A switch in this group is closed for each enable in which the
SCR Cubicle is supplying power to two series-type motors in parallel, driving one
load.
- Two Bay Load Sharing - A switch in this group is closed for each enable in which
the SCR cubicle is in a load sharing assignment with another cubicle.
- Voltage Control - A switch in this group is closed for each enable in which the SCR
Cubicle is supplying power to one or two shunt motors (separately excited) driving a
single load.
The load assignments and corresponding enables are established when the system is designed. The
switch closures for SCR Control Module programming are also defined at this stage. A chart is
supplied by the factory with each system. The specified pattern of closures must be checked before
initial startup. No change is ever made in the programming switches unless the assignments or type
of motors are changed.
POSITION TOP
SCR 1 SCR 1 SCR 1 SCR 1 (REAR VIEW OF CARD RACK)
NUMBER
1 J3 REGENERATION
2
SWITCH NO. 1
SW1 POS
3 ENABLE 1 1
4 2 2
5 3 3
4 4
6 5 5
7 6 6
8 7 7
ENABLE 8 8
1
2 SERIES MOTOR SPEED
SWITCH NO. 2
3
4 PARALLEL-SERIES MOTORS
5 SW2 POS
6 ENABLE 1 1
2 2
7 3 3
8 4 4
5 5
1
6 6
2
SWITCH NO. 3
7 7
3 ENABLE 8 8
4
TWO BAY LOAD SHARE
5
6
VOLTAGE CONTROL
7
SW3 POS
8
ENABLE 1 1
2 2
ENABLE 1 MP2 MP1 DW/RT
3 3
TB3-8 4 4
ENABLE 2 MP1 DW/RT MP2
TB3-8
ENABLE 3 ENABLE
TB3-8
ENABLE 4
TB3-8
Programming Chart
Figure III.24
IEC System 59
MAIN MAIN
CIRCUIT CIRCUIT
BREAKER BREAKER
FFFFFFFFF %POWER
UUUUUUUUU BOARD
1 2 3 4 5 6 7 8 9
TD1 DBR
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1617
CB1 CB2 CB3 CB4 CB5 CB6
MS1 MS2 MS3 MS4 MS5 MS6
TB1 TB2 TB3 TB4
Service Cubicle
Figure III.25
IEC System 60
Service Cubicle
In all systems, except Model 1000, there is a cubicle, separate from the SCR Cubicles, that
implements a number of functions related to all the SCR conversion units. This is named the Service
Cubicle. In the Model 1000 configuration, the same functions are provided (as required) but the
physical hardware is rearranged to achieve maximum compactness.
All control connections between the total SCR System, the AC switchgear, the console, and other
remote apparatus are made on terminal boards in this cubicle. These terminal board interconnections
are identified on the system logic and wiring diagrams. A standard pattern of numbering and
terminal board assignments is followed. It is obviously essential that the location of the respective
terminal boards be known to the service technician. The next section presents charts that locate the
interface terminal boards and all other apparatus in the cubicle. Each other element is described in
later sections.
Surge Suppressors
The AC to DC conversion process generates voltage spikes and transients on the main AC bus.
These disturbances can be rather sizeable, of sufficient voltage level to cause SCR failure. There are
devises, classified as surge suppressors, which limit the magnitude of the spikes, etc., and thereby
protect all the SCRs and other equipment.
In IEC SCR Systems, the surge suppressors are connected from phase-to-phase on the main AC bus.
Several may be connected in parallel across each phase to increase the protective capability. A
complete set of suppressors is assembled on a single insulated board and is connected to the bus
through fused switches. This protection is used on all systems.
Motor Starters
Many AC motors are used for auxiliary purposes in a typical system. Large motors need heavy
motor starters that require considerable cabinet space, as provided in a Motor Control Center. All
smaller motors can be controlled by small motor starters that can be installed, as a group, in the
Service Cubicle. This reduces volume in the MCC and contributes to a more compact total system
layout. The small motor starters are mounted on a rear panel in the Service Cubicle.
Status Panel
A group of indicating lights on the status panel reports which SCR Cubicles are enabled, the
existence of an SCR alarm, and the existence of a general alarm. There is also an Emergency
Shutdown switch. These indications and the shutdown capability are duplicated at the Operator's
Control Console.
IEC System 61
Control Power Transformer and Circuit Breaker
All control power in IEC SCR Systems is 120 VAC, isolated from ground. This is obtained from a
small, dry-type transformer (usually 2 KVA). One phase of the 600 VAC bus supplies the
transformer through a circuit breaker. This breaker is manually closed but has a shunt trip coil for
remote control of opening. It is typically located adjacent to the transformer in the Service Cubicle.
Wiring to and from the transformer and the circuitry for circuit breaker tripping are shown in the
drawing "Logic-System Start and Status." This same drawing has the isolated, AC control power
running down the two sides of the sheet, with AC1 on the left and AC2 on the right. All IEC logic
drawings follow this pattern. When logic circuits are being traced for an open circuit condition, the
test meter reference must be AC2, there is no ground in the control voltage system so the
conventional, industrial procedure of checking to ground cannot be used.
Alarm Panel
This panel implements the handling of 16 separate alarm inputs. Each input must have AC1
polarity, which comes from AC1 through a switch that closes when an alarm condition exists. Input
Channel No. 1. is at TB1-4 and Channel No. 16 is at TB1-19. There are 16 matching output
channels on TB2. Channel No. 1 is at TB2-3 and Channel No. 16 is at TB 2-19 (terminal 5 is not
used). Indicating lights (120-volt) are connected from TB2 to AC1. In the absence of an input on
TB1, all of the output lights are steadily illuminated. When AC1 potential is applied to one of the
inputs, by an alarm condition, the corresponding out light begins to flash and will continue to do so
until the condition is cleared.
Terminal 2 on TB2 is the general alarm or system alarm output. A lamp connected from it to AC1
will be dark until an alarm input is received on one of the channels. It will then begin to flash
alternately with the channel light until the alarm condition is cleared. A horn may also be sounded
by the B-2 output.
The SCR alarm is indicated on the Service Cubicle status panel. All others are wired to indicating
lamps at the Operator's Control Console, in most cases. Documents furnished with each system
provide details on the particular display arrangement used.
The panel requires 28 VAC, center-tapped input for circuit operation. This is supplied by a small,
separate transformer and enters on TB1 at Terminals 1,2, and 3. No. 2 is the center-tap and is also
connected to AC2.
Diode PC Board (Overload)
The diode PC board (overload) is a small printed circuit board composed of six diodes and two
terminal blocks. In this application, it serves to provide connection between the percent power limit
board (in the Synchronizing Cubicle) and the current limit reference input, TB3-17, in each SCR
Cubicle. Terminals 1-6 on TB1 are connected together and receive input from Terminal 5 on the
current limit board. Terminal 1 on TB2 connects to TB3-17 in SCR Cubicle No. 1, Terminal 2 to
TB3-17 in SCR Cubicle No. 2, etc. Voltages at TB3-17 in the SCR Cubicles are between 0 and +4
volts, the set CL levels. The diodes prevent these from reacting with each other.
IEC System 62
1 1
2 2
3 3
4 4
5 5
6 6
JUMPER 1
Diode PC Board (Overload)

Figure III.26
The diode PC board (overload) is only active when an engine/generator has exceeded 100 percent of
its set load limit. Under such overload conditions, the percent power limit board presents a hard
voltage, between +4 volts and +0.5 at Terminal 5 (referenced to Terminal 6) and to TB1 on the diode
PC board. The current limit level at each SCR Cubicle is then pulled down to this imposed value.
Lowering of the maximum individual CL values in the SCRs reduces the DC current and power that
can be delivered, and limits the AC demand on the engine/generators.
Current Amplifiers
In systems that use two DC motors to drive one load, it is necessary to measure the current drawn by
each motor. If the motors are series-type, they will inherently share load but one can lose its drive
link (coupling slippage, broken chain, etc.) and overspeed. Comparison of the two series motor
currents provides indication of such drive failure and initiates a shutdown of the system.
Two identical shunt-type DC motors (separately excited) must be forced to draw equal currents by
adjustment of the field exciting currents. Minor, unavoidable differences between motors may cause
a substantial difference between the currents they draw when driving one load, at the same speed.
The difference between the measured motor currents is converted to a control signal that changes the
field current to one motor while the other is held fixed. The field change is in a direction to reduce
the difference between the two motor currents. This means the motor drawing least current will
have its field weakened or the other motor will have its field current increased.
Currents in the buses to the two motors are measured with HEDs. A current Amplifier Module has
IEC System 63
two amplifiers to boost the millivolt inputs from the HEDs to volts (1 volt for each 25 millivolt
input, for each 500 amperes in the DC buss) see Figure III.27). The amplifier outputs are taken to
terminals on TB2 for possible use in driving an individual ammeter for each motor.
Both outputs also go to a summing amplifier and to a difference amplifier. The summing amplifier
adds the two current signals and provides an output at TB2-3. This output represents the total
current drawn by both motors; the same as the bridge output current.
The difference amplifier compares the two voltage signals and produces an output related to the
difference on TB2-4. When Motor A current is greater than Motor B, the signal at TB2-4 is
negative. This output is a measure of the difference in the two currents and is used to control the
motor field supply for shunt-type motors. It goes to the control input on the field supply and
changes field current output in a direction that reduces the difference in motor current.
TB1 TB2 MOTOR B

AMMETER OUTPUT
1 1 MOTOR A 5V=1000A
120 VAC
2 2 AMMETER OUTPUT
5V=1000A
-
TOTAL MOTOR
HALL PROBE 3 +5 3 CURRENT AMMETER
A>B=LOAD
POWER 4 COM 4 SHARING ERROR
OUTPUT
SUPPLY A>B=
5 -5 NEG 5
CURRENT IMBALANCE
MOTOR B 6 + 6
AMMETER INPUT AMP
100mv/2000A 7 - 7
AUX
MOTOR A 8 + 8
AMMETER INPUT AMP +14
100mv/2000A
9 - REF 9
AUX
10 COMP R46 10
COMMON
RELAY
OPTO
COUPLER TB3
1 RESET
2 (120VAC)
Current Amplifier
Figure III.27
Within the current Amplifier Module, the current difference signal (same as at TB2-4) goes to a
comparator that has a fixed voltage for its second input. At some value of difference signal, the
comparator output changes sharply and a relay is energized. This occurs when the difference
between the two motor currents is approximately 400 amperes.
The relay latches in the energized state until it is reset. Three sets of normally closed contacts on the
relays are opened when the relay operates. These contacts are available on TB2, as shown, and are
used in the control logic for series-type motors. A large current imbalance indicates that one motor
has quit driving and may be approaching a dangerous overspeed condition. The current amplifier
relay contacts initiate a full interruption of DC power to both motors.
Reset of the relay is accomplished through TB3. The current amplifier relay circuit is activated
IEC System 64
when 120 VAC is applied at TB3. This occurs when the throttle is moved from its OFF position, to
start the motors. After the relay has operated, it remains latched until the 120 VAC is interrupted by
returning the throttle to OFF. Wiring associated with this sequence is shown in the assignment logic
diagrams.
The Current Amplifier Module is versatile, as indicated in figure III.27, "Current Amplifier."
Connection and use variations are shown for a number of typical applications.
Dynamic Braking Contactors, Relays, and Time Delay Relay
All of the following switching apparatus required for dynamic braking is housed in the Service
Cubicle:
- Dynamic Braking Contactors BK1 and BK2
- These are located at the top front of the cubicle
- If only single-stage braking is used, contactor BK2 is omitted
- Dynamic braking relay (DBR) involved in the control logic sequence
- Time delay relays TD-1 and TD-2
- TD-2 is required for two-stage braking
IEC System 65
IV. Load Assignments And DC Power Circuits
Table of Contents
Page
Introduction .................................................................................. 65
Load Assignment Contactors ............................................. 65
Reversing Contactors ......................................................... 65
Series/Parallel Drive Operation ............................................. 67
Paralleling Contactor ............................................. 67
Dynamic Braking ..................................................................... 67
Tripping-In ..................................................................... 67
Dynamic Braking Resistor ............................................. 68
Two-Stage Dynamic Braking ................................. 68
Control of Dynamic Braking ............................................. 68
Dynamic Braking of Shunt Motors .................................. 68
Dynamic Braking Relay .............................................. 69
Dynamic Braking with One-Series Motor ...................... 69
Dynamic Braking with Two-Series Motor ...................... 70
Two-Stage Dynamic Braking .................................. 71
Control and Logic Diagrams .............................................. 71
Control Power and Basic Control Circuits .................................. 72
Load Assignment ...................................................................... 73
Throttle Switching ...................................................................... 77
Motor Current Measurement .............................................. 77
SCR Control Interlock .......................................................... 78

Load Assignments and DC Power Circuits
IV. Load Assignments and DC Power Circuits
Introduction
In a typical IEC SCR System, each DC motor load can be powered from two or more SCR Cubicles.
The alternate sources of power provide for convenience and, most importantly, protection against
loss of power to the critical loads. DC switching is accomplished with electrically operated
contactors than can be controlled remotely from the Operator's Control Console. The control
circuits involved are known as control logic. Documentation for a system includes logic diagrams
for each DC load. These diagrams are based on the DC power paths that have to be controlled; the
power paths are the starting point for understanding the operation of each system.
All IEC SCR Systems follow standardized patterns for device identification. They also are
composed of a number of standard circuits that have evolved for accomplishing the various
operational needs. A number of these are presented in the sections that follow.
Load Assignment Contactors
A pair of contactors is used to establish connection between an SCR Cubicle and a DC load. This
can be seen in the power path diagram for each system. The contactors are labeled with a two-digit
number. The first number identifies the SCR Cubicle, while the second identifies the sequential
order. There is no significance to the second digit except to provide distinction between the paths
served by the cubicle. The contactors for SCR No. 1, for example, are labeled 11, 12, 13, etc.
Because two contactors are labeled with the same number for each load path, they are further
identified by a polarity sign. There will be an 11+ and an ll-, etc. The polarity marks correspond to
the DC polarity being switched by the device. All contactors for SCR No. 2 will start with No. 2,
but the second numbers start again with No. 1. The contactors are called assignment contactors
because they complete the assignment of a load to an SCR Cubicle.
Reversing Contactors
When the connections of a DC motor armature, or field, must be reversed to obtain the performance
needed, this is done with a reversing contactor. It is basically a two-pole, two-throw switch with
cross-connection (see Figure IV.1). When thrown to the right, the output is positive at the top; when
thrown to left, the output is negative at the top.
The power contactor is operated by two separate coils that can throw it either way, depending
upon which receives input for the control circuit. Both sides are open in the absence of input to
both coils. In some industries this device is called a crab.
IEC System 65
OUTPUT INPUT
Figure IV.1
+ -
+ -
P
Figure IV.2
IEC System 66
Series/Parallel Drive Operation
When a large range of speed at high torque is needed from two DC motors they should be connected
in series for low speeds. They should be connected in parallel for high speeds. Some systems
include contactors that permit the operator to change from one connection to the other, as load
requirements dictate. Three additional contactors are needed, together with special control circuitry.
P contactors are closed and S is open for paralleled operation (see Figure IV.2).
In series mode, the P contactors are open and S is closed.
Operation in series should be used until the load speed requirement cannot be met with maximum
obtainable DC voltage from the bridge. The poor AC power factor encountered when running a
bridge at low voltage output is greatly improved with series connection for low speeds.
Paralleling Contactor
Two motors are used to power a single load when the maximum torque demand exceeds the
capability of one. However, there may be conditions when one motor has sufficient torque for
operation, so the second motor can be disconnected. One additional switching device, identified as a
paralleling contactor, is required for this operation. It is used in the DC power path to one motor and
interrupts only one polarity.
Regulations for some classes of service may specify a complete disconnect and use of a paralleling
contactor in both DC lines. The DC switching action obtained is simple but the control system must
coordinate the opening and closing of paralleling contactors with the total system function.
Dynamic Braking
Dynamic braking is used to reduce motor speed in a short time. It causes the motor to operate as a
generator while connecting a power resistor to act as a load. Mechanical energy stored in the rapidly
spinning motor is converted to electrical energy, which flows to the load resistor. This method is
usable in many applications and is particularly valuable in oil field drilling on the drawworks drive.
Tripping-In
The drilling operation called tripping-in involves two steps. First, lowering of the drill pipe back
into the hole is done in 90-foot sections, during which speed is controlled by a hydraulic or electric
drawworks brake. Second, when then stand (90-foot section) is fully in the hole, the traveling block
is returned to the top of the mast to pick up another. This is nonproductive action and is done as
rapidly as possible by operating the drawworks motor or motors at maximum safe
speed.
IEC System 67
Considerable rotational energy is stored in the drawworks drum and in the drive motors when the top
is approached. The drum energy is used to raise the traveling block the last few feet, but the stored
motor energy must be removed separately.
Dynamic Braking Resistor
At the proper point near the top of the travel, the motor power is cut off, the motors are de-clutched
from the drawworks, and are operated as DC generators. They are connected to a heavy power
resistor (dynamic braking resistor) that draws heavy current from them. The resistor puts a load on
the motor (acting as a generator) and causes a drop in speed. In 6 to 8 seconds the speed is brought
down to the desired value (it would take several minutes without the braking action).
Two-Stage Dynamic Braking
Dynamic braking requires the proper load resistor and a contactor (BK1) for connecting it to the
motor. Action is somewhat faster if part of the resistor is bypassed after approximately 3 seconds.
This is called two-stage dynamic braking and requires a second contactor (BK2). The complete
operation is controlled by control switching sequence and timers.
Note: The dynamic braking resistor must be located where the heat can escape without developing excess temperature.
Control of Dynamic Braking
Control of dynamic braking requires several different approaches depending upon the number and
type of motors involved. The shunt-motor application should be noted for general information.
Dynamic Braking of Shunt Motors
A shunt-type motor is operated with fixed field so it will perform as a generator by merely
disconnecting the power input and placing a load resistor across its armature terminals. In general,
the load is de-clutched so only the motor is subject to braking action. The following describes the
actions involved with dynamic braking:
1. Remove DC power input. This involves moving the SCR throttle to 0 and opening
the assignment contactors.
2. Contactor BK1 closes to connect the braking resistor to the armature and start the
braking action.
3. Upon opening Contactor BK1, dynamic braking stops and the system returns to
Normal mode.
IEC System 68
Dynamic Braking Relay
A dynamic braking relay (DBR) is used to switch the contactors in the sequence described. This
relay is activated through a time delay relay (TD1), which is normally closed and opens at the end of
the delay time. TD1 receives input through a switch on the throttle, which closes when the throttle is
at 0 position. A dynamic braking cycle is automatically enabled when the throttle is moved to 0
position.
If the motor is to be de-clutched, as commonly practiced, there will be a switch that indicates when
de-clutching has occurred. If an air-operated clutch is used, an NC pressure switch is closed when
air pressure to the clutch is removed. The switches in the circuit with the throttle switch so TD 1
will only receive input when the throttle is off and the clutch is released. In oil field practice on
drawworks drives, TD 1 is usually set at approximately 7 seconds. The delay time on TD1 is the
total time needed to bring the motor down to a desired low speed. Dynamic braking serves to slow
the motor to a low speed but is not effective in obtaining a complete stop.
Dynamic Braking with One-Series Motor
When power is removed from a series motor, the field current is also removed and the magnetism in
the field poles drops to the residual value. If this machine is to function as a generator it must send
current through the series field coils in the same direction that the motor current flowed. This means
the armature (of field) must be reversed for dynamic braking.
The following are steps involved in one-series motor dynamic braking:
1. Throttle is moved to 0 and operates the dynamic braking "enable" switch.

2. The motor clutch is disengaged and its pressure switch closes.
3. 120 VAC is applied to TD1 and to the NC contact through it. In this way the 120
VAC reaches and energizes DBR (dynamic braking relay).
4. NC contacts on DBR open main assignment contactors to break the power path.
5. An NO contact on DBR energizes the reverse coil on the reversing contactor.
[Another NC contact opens the FWD coil circuit]
6. A NO contact on the reverse contactor position closes and completes a control path
through a DBR contact to the coil on BK1. [This connects the load resistor and starts
braking action]
7. When TD1 times out, it opens its through contact and removes energy from DBR.
[This relay opens BK1 and removes control power to the reverse coil so that the
reversing contactor can return to forward, as set on the FWD/REV switch at the
throttle]
-In drawworks drives, the dynamic braking function is only operational in FWD.
-In other applications, this limitation may not apply.
IEC System 69
CURRENT CURRENT BK1

+
+ +
POWER
INPUT D. B.
RESISTOR
- -
-
Motor Action-FWD Dynamic Braking
Figure IV.3 Figure IV.4
Dynamic Braking with Two-Series Motors
When two-series motors are used to drive a drawworks or other load, the motors can be connected to
simplify the use of dynamic braking. Each motor is connected for its required direction of rotation
in forward operation, corresponding to upward movement of the traveling block. When operating in
Motoring mode, the two motor currents will flow as indicated in Braking mode, the armature of
Motor B sends current through the field of Motor A. The two field currents are in proper direction
for generator action, as required; the need for reversing field connections is eliminated. If dynamic
braking is not obtained, there is probably some error in the power circuits.
With two-series motors, the steps in obtaining a dynamic braking cycle are listed as follows:
1. The foot throttle must be at 0 to close the braking "enable" switch.

2. The motor clutch or clutches must be released and the related switches closed.
3. TD1 is then actuated and passes power through its NC contact to energize DBR.
4. NC contacts on DBR open and cause the main power contactors to open and break
the power-input paths to the motors.
5. An NO contact on DBR closes and energizes BK1 to start braking action.
6. When the set delay time on TD1 has elapsed, the NC path through it opens to de-
energize DBR. The cycle is ended and the assignment contactors close to reestablish
the motor power paths.
IEC System 70
Two-Stage Dynamic Braking
All versions of dynamic braking use the motor armature voltage to send current through a fixed
power resistor. At the start, the armature voltage is high because of the high motor speed, the
armature current is also high, and the corresponding braking torque is maximum. As the speed
drops, the voltage and current will also drop and the retarding torque will decrease.
The total time for slowdown to desired level can be reduced by lowering the load resistance at some
time in the braking cycle. Even though the voltage is down, due to lower speed, the current can be
brought up to high value to restore greater retarding torque. It is common practice to use a second
contactor (BK2) to short-circuit part of the load resistor. Contactor BK1 is closed at the start of
braking and BK2 is closed a few seconds later (typically 2 to 4 seconds). Timers with adjustable
delay settings are used to obtain the closure of BK2 when wanted and to terminate the braking cycle.
A second timer (TD2) is energized when power is applied to the dynamic braking relay, which TD2
times out (2 to 4 seconds) its NO through contact closes and applies power to BK2 to start the
second stage. All action stops when the delay time set on TD1 has elapsed, as explained in the
preceding description.
Control and Logic Diagrams
At the Operator's Control Console, the operator may set up the IEC SCR System in any of the
optional patterns included in the design and exercise full operational control of the DC outputs. This
is made possible through the use of control circuits, which also ensure all the necessary conditions
are satisfied for each setup and for operation.
Sets of logic diagrams are furnished with each system to provide complete, detailed information on
all control circuits and their wiring. There is a complete diagram (one or more sheets) for each DC
load in the system. Other diagrams cover control not directly related to the separate loads. Layout
of these diagrams follows standard industrial practice with AC control power lines on the two sides
and with the individual circuits running horizontally in a ladder pattern down the sheets.
It is necessary to understand the interrelation of the power path diagrams and the control logic
diagrams. The power path diagrams define the DC power circuits and the switching devices used in
them. All contacts shown in these are for power connections and have no relation to control
functions. Each power device is assigned its designator symbol on the power path layout. For
example, an assignment contactor for SCR Cubicle No. 2 may be given the designator 22+. This
same number is used in the control and logic diagrams.
Each device for power switching will have several auxiliary switches, which operate with the power
contact. All of these carry the same designator as the device. Some may be NO type (open when the
coil is not energized) and others may be NC type (closed when the coil is not energized). Only the
auxiliary switches are shown in the control and logic diagrams. Continuing the previous example,
the 22+ contactor may have several 22+NO auxiliary switches and a number of 22+NC switches.
The number of switches and their contact forms is determined by the control circuit requirements.
An NC auxiliary switch is used to electrically identify if the power path is open. An NO auxiliary
switch completes its control circuits when the power contact is closed.
IEC System 71
Control Power and Basic Control Circuits
Powers for all control functions is obtained from a single-phase transformer. Control power and all
control devices are isolated from ground. The 120 VAC used are carried on lines identified as AC1
and AC2 or as L1 and L2 in some cases. AC2 is treated as common and is wired in a daisy-chain
pattern to one side of each end device in the control channels. The end device is usually at the right
in the logic diagrams, it is operated when the necessary conditions have been established in the AC1
circuit feeding it from the left. If the daisy chain is broken at a loose connection or if there is a
defective snap on the wire terminal, there will be no AC2 beyond that point. This can cause failure
of some functions, but it can also produce some confusing side effects through "sneak" circuits that
may exist when part of the AC2 line is floating.
There is a drawing "Logic-System Start and Status" for each system. This is the starting point for
the control circuits. It shows the control power paths to the SCR Cubicles and a number of other
circuits common to the total SCR assembly.
Outside power at 600 VAC drives the control power transformer through a two-pole circuit breaker.
The circuit breaker is usually manually closed but it is equipped with a shunt-trip coil. Secondary
output, at 120 VAC, is routed through a pair of fuses for short-circuit protection. A surge protector
is connected across the secondary to suppress voltage spikes that may be present on the AC input.
The shunt-trip coil operates on 120 VAC and can be energized by either of the two pushbutton
switches. They are emergency shutdown switches; one is located on the status panel in the Service
Cubicle, and the other on the Operator's Control Console. When the 120 VAC is interrupted by
tripping of the circuit breaker, all SCR operations terminate.
Note: After an emergency shutdown, the circuit breaker must be closed for restarting.
Note: In applications where explosive conditions may exist, the Operator's Control Console is pressurized with clear air.
On startup, the pressurizing is started by manual control and must be continued for a specified length
of time before power can be applied. This is called purging and is under control of a timer in the
Operator's Control Console. When air pressure is present and the purge interval has been satisfied, a
pair of contacts are closed. These complete the AC1 and AC2 circuits from the transformer and
permit power to flow to the entire control system. The points at which these contacts are inserted are
indicated by a break in each AC line and arrows pointing to a remote location. A note on the
drawing explains the use of jumpers when air purge is not involved.
IEC System 72
Control power at 120 VAC enters each SCR Cubicle on TB3, AC1 on Terminal 1, and 2 and AC2 on
Terminals 3 and 4. Fuses are included in these inputs. This voltage is applied directly to the
undervoltage (UV) coil on the cubicle circuit breakers to enable their closing. When a circuit
breaker is closed, an NO auxiliary contact completes the AC1 path to TB2-1 on the SCR Control
Module. Terminal TB2-2 is connected to AC2 so 120 VAC input is present to activate the module.
The SCR Control Module is not activated until the AC circuit breaker is closed and is deactivated
when the breaker is tripped.
SCR status is indicated by an amber light at the Service Cubicle and another at the Operator's
Control Console. The circuit for these lights is completed to AC2 through the Triac in the alarm
panel. Both amber lights are illuminated when the SCR Control Module is activated.
If one of the SCR fuses blows and closes its NO fuse switch, or if the over-temperature switch on the
bridge closes, a condition exists for what is called SCR alarm. Either situation places AC1 on TB3-7
in the SCR Cubicle, which is wired to one of the input channels on the alarm panel. Presence of the
alarm input causes the amber SCR ON lights to flash and it also initiates a general alarm indication.
The general alarm and SCR lights flash alternately until the problem is cleared.
The Operator's Control Console has amber lights indicating which AC generators are operating.
These are illuminated when the 52A auxiliary switch on the generator circuit breakers close. There
is also a red light that illuminates when the preset load limit is reached on any engine/generator. It is
activated by a contact on the overload relay in the AC Synchronizing Cubicle. This relay is
controlled by the percent power limit module.
Output from Terminal 2 on TB2 of the alarm panel drives the red system alarm lights and the horn.
This terminal has AC2 polarity so the indicating devices are connected between it and AC1.
Low voltage operating power required on the alarm panel is derived from 28 VAC, center-tapped,
input from a small transformer. This enters on TB1 at Terminals 1,2, and 3. Terminal 2 is the
center-tap and is also connected to AC2.
Load Assignment
Only one load is powered by an SCR Cubicle in an assignment. There may be two or three DC
motors to drive the load but all must receive the same voltage from the SCR at each moment. If a
second load were connected, it would be forced to follow the same DC input so there would be no
independent control of its operation. In line with this principle there must be means to ensure that
only one load is connected.
IEC System 73
The multiple assignment arrangement provides alternate SCR sources for each load. This means
there are circuits from each motor to two or more SCR Cubicles. Only one of these can be used at a
time so the closing of switching contactors in the unwanted circuit or circuits must be prevented.
There are a number of other conditions that must be verified before an assignment is complete. The
assignment circuitry for a two-motor load can be powered by either of two SCRs (see Figure VI.5).
The motors in this example can be powered from SCR No. 1 by closing contactors 12+ and 12- or
from SCR No. 2 by closing contactors 21+ and 21-. The actuating coils on these contactors are
designated by circles near the right side. All coils operate on DC produced by small bridge rectifiers
located on the contactors.
The bridges, shown symbolically above the coils, deliver DC output when 120 VAC is applied to
them. AC2 is connected to the right side of the bridges so AC1 must be brought to the left side for
actuation and closure of the contactors. The AC1 path from the control power source to the rectifier
bridge involves a number of switches, etc., vital to the logic process as described below:
1. AC1 enters through a fuse in the SCR Service Cubicle.

2. It is routed through lockout safety switches at the DC motors.
- When the motors or the associated equipment are undergoing repair, these switches
are locked open to prevent operation and possible injury.
3. An NC safety switch is operated by a cam on the throttle shaft.
- This switch is only closed when the throttle is fully OFF, ensuring the SCR
bridge will not have output when the assignment contactors are closed.
- The throttle and its switch are in the Operator's Control Console.
4. AC1 is available at SS1 and SS2, assignment selector switches, in the Operator's
Control Console when the circuit is complete through the devices listed previously.
- SS1 is closed when the motors are to be assigned to SCR No. 1, SSe when
SCR No. 2 is to supply the power.
- This is a manual selection by the operator.
- It is assumed that SS1 is closed.
IEC System 74
AC1 AC1
12+
CA
9 9
F3
FNQ-10 12-
21+
(SC)
9
SCR #1
ENABLE
SCR2
ENABLE
MOTOR +
LOCKOUTS SS1 1MCBA 21+ 11+
C
SCR #1
NO MAIN
- CONTACTORS
12+
12-
21-
9 SCR #2
ENABLE
+
SS2 2MCBA 12+ 22+
SCR #2
MAIN
CONTACTORS
21+
21-
Load Assignment
Figure IV.5
5. IMCBA is activated.
- This is a NO auxiliary switch on the main AC circuit breaker in the SCR No.
1 Cubicle, which is closed when the circuit breaker is closed.
- Assignment is prohibited if the SCR is not receiving AC power.
- Other safety precautions would be circumvented if this were not done.
6. NC switch 21+ is activated.
- This is an auxiliary switch on contactor 21+ and is closed when the contactor
is open.
- The closed switch confirms SCR No. 2 is not connected to the motors, thus
permitting connection to SCR No. 12, the alternate source.
IEC System 75
7. NC switch 21+ is activated.
- This is n auxiliary device on contactor 11+, which provides for connection of

SCR No. 1 to another load.
- The closed state of this switch indicates the power path to the other load is
open and SCR No. 1 will only be powering the desired load.
8. Satisfactory closure of all contacts listed previously results in bringing AC1 to the
bridge rectifier and application of DC to the operating coils on 12+ and 12-.
- These contactors close to complete the selected DC power path.
9. Contactor 12- is operated to close NO auxiliary switch 12-shown just above the
bridge.
- This applies AC1 to 1TB3-9 in SCR No. 1 Cubicle to enable it in Enable No.
2 mode. SCR No. 1 will now respond to the throttle and drive the motors.
Note: The SCR is not enabled until after the power path has been completed.
10. When the throttle is moved from OFF, the cam switch on its shaft opens.
- This would interrupt power to the contactors if an alternate control power

path were not available.
- Such path does exist as shown above the throttle.
Contact 12+ is another auxiliary NO switch on the 12+ contactor. With it closed, its auxiliary
contact 12+ is closed and the throttle switch is bypassed through an NC relay contact in the current
amplifier. The relay contact remains closed unless a severe current unbalance between the two
motors is senses. If the relay contact in the current amplifier opens, due to current imbalance, the
circuit around the throttle switch is broken, control power to the main contactors is lost, the DC
power paths are broken and the enable signal to the SCR Cubicle is interrupted.
Without the enable signal, there is no SCR gating or DC output from the bridge. A complete DC
shutdown is obtained on SCR No. 1. The assignment circuitry described is standard when two series
type DC motors are used. System configuration and motor changes introduce variations but the
basic logic requirements are always satisfied, the principles do not change.
IEC System 76
Throttle Switching
There is one throttle for each load, located in the Operator's Control Console. Each is identified on
the panel with the name of the load it is dedicated to control. For operating convenience there may
also be a second, alternate throttle (remote throttle) for certain loads. When this arrangement is
used, the circuits are designed to limit control to one throttle or the other, as selected.
With load assignment flexibility, each throttle must be capable of controlling whichever SCR has
been assigned to its load. This is accomplished with auxiliary switches on the main assignment
contactors. For example, if SCR No. 1 can drive the load through its 12 contactors or if SCR No. 2
can drive the load through its 21 contactors, there will be an NO auxiliary switch on one of each of
these contactor pairs, typically on 12- and 21-. The single throttle input is wired to both switches
and reaches SCR No. 2 when 12- is closed, or SCR No. 2 when 21-is closed. The basic power
assignment process is thus extended to include assignment of the throttle to the SCR driving the
throttle's load. Note that this only occurs after the power path has been completed.
Certain extra control features are required when remote throttles are used. The Operator's Control
Console will have a LOCAL/REMOTE switch on the panel adjacent to each throttle having an
alternate counterpart. There is a throttle safety ready for each throttle in the console and a separate
one at each remote. With the LOCAL/REMOTE switch on LOCAL, the console relay is energized,
the console throttle is enabled to control, and the remote station is disabled.
When the switch is moved to REMOTE, the local relay drops and the console throttle is disabled.
The remote relay is enabled but will not be energized unless the remote throttle is at 0 or off. This is
a safety measure. When the remote safety relay is energized, the remote throttle is activated and has
control. It receives standard 10-volt DC input from a local reference voltage source. Output from
both throttles is brought to a throttle isolation board through which the active one is passed to the
SCR Service Cubicle and ultimately to one of the SCR Cubicles.
Motor Current Measurement
When two or more motors are used to drive one load, the current to each motor must be measured.
Series-type motors will inherently share load but have the potential for over-speeding if load is
disconnected. Shunt motors must be forced, by field control, to share load. It follows that separate
current sensing is needed regardless of motor type; the control action developed from the current
measurements will differ.
An HED is installed on each of the two or three motor circuits leaving the assigned SCR Cubicle.
Output from these provides input to the current amplifier circuits in the Service Cubicle.
If series-type motors are being used, the NC relay contact connections on the current amplifier are
the essential outputs. One or more of these are used in series with logic circuits for protective
purposes. There are more complex applications but the basic function is unchanged. If the
unbalance between motor currents causes the relay contacts to open, the circuit interruption is used
to shut down the active SCR.
Shunt-type DC motors (separately excited) do not overspeed on loss of load but they must be forced
IEC System 77
to draw equal current when two or more are driving one load. In this mode of operation, the current
drawn by a motor can be changed by a small increase or decrease of its field current. A motor that is
drawing too little current will draw more if its field is weakened slightly. Higher field current will
reduce the motor current.
The current amplifier provides a signal, which is used to control motor field current in DC shunt
motor systems. Output at TB2-4 on the current amplifier is a DC voltage that represents the
difference between Motor A current and Motor B current. This may be of positive or negative
polarity with respect to common at TB1-10. It is negative when A current is greater than B.
The difference signal provides control input to the dual-field supply serving the two motors being
operated. It functions to adjust the field current to one motor, the field current to the other is fixed at
a preset value. The difference signal (identified as control input) enters the dual-field supply at
TB7-11 and its common enters TB7-10. (see drawing for Dual-Field Supply). Polarity of control
input determines whether the controlled field current is raised or lowered.
With all system wiring correct, the direction of change in field current will force a change in motor
current that reduces the difference between the two. The HED on the Motor A power circuit must be
correctly connected to the current amplifier, and the field of Motor A must be connected to the
designated terminals on the dual-field supply. Motor B connections are the same. Any departure
from proper order will nullify the balancing action and probably lead to extreme unbalance between
motor currents.
Basic field current level is set by a potentiometer on the printed circuit board. The level set is
determined by the motor requirements. This value remains constant on one motor but is adjusted up
or down on the second motor by the equalizing action.
SCR Control Interlock
Auxiliary AC motors are used to drive support equipment needed for cooling, lubrication, etc., when
a main motor is in operation, powering its load. The SCR control is electrically interlocked with the
starters for support motors. This causes the support motors to start when the main motor is started
and operate only while the main motor is running.
Since the throttles have full control of SCR output, after an assignment is complete, it is logical to
use a switch on the throttle to start the support motors as soon as the throttle is advanced from 0
position. This switch is cam-operated from the throttle switch and may be shared with another logic
function. The cam switch in the throttle serves to guarantee the throttle is OFF when an assignment
is complete. If a single pole, two-throw switch is used, one path through it serves the assignment
purpose while the second path, closed with throttle on, can be used to activate the starters for
auxiliary motors. This practice will be noted on logic diagrams for load assignment.
When starters for small support motors are located in the Service Cubicle, they are activated directly
by input from the Operator's Control Console. Larger starters for heavier support purposes are
IEC System 78
located in the Motor Control Center (MCC). These are actuated by the same enable input from the
Operator's Control Console but are connected through control cables from the Service Cubicle to the
MCC.
IEC System 79
V. OPERATOR'S CONTROL CONSOLE
TABLE OF CONTENTS
Page
Introduction ............................................................... 80
Hand and Foot Throttle Circuits ................................... 81
Alarm Circuits ........................................................... 81
Status Indicators ........................................................... 81
Torque Limit Setting ....................................................... 81
SCR Assignments ........................................................... 82
Air-Purge Circuits ........................................................... 82
Percent Power Indication ............................................... 82
Emergency Shutdown ............................................... 83

Operator's Control Console
V. Operator's Control Console
Introduction
The operator's Control Console is the prime control station of the IEC SCR System. It provides
speed control for the mud pumps; speed and direction control for the drawworks; and speed,
direction, and torque limit control of the rotary table. The assignment selector switch on the console
allows the operator to place an SCR bay on-line or to replace an SCR bay. The console provides
status indicators for auxiliary AC motors and also for the generating system. (see Figure V.1)
The box is made of stainless steel and is watertight. All controls are mounted on the front door with
the indicators located behind a safety glass window. Cable entry is allowed from the bottom of the
console. The console is provided with the pipefitting so the console may be air-purged to comply
with purging standards.
INTERNATIONAL ELECTRIC COMPANY
SCR1 SCR1 SCR1 SCR1 SCR1 SCR1
SCR1 SCR1 SCR1 SCR1 SCR1 SCR1

PRECENT DW/RT
POWER TORQUE
SCR EMERGENCY MUDPUMP ALARM DRILLING DW/RT

ASSIGNMENTS SHUTDOWN CONTROL ACKNOWLEDGE TORQUE
SCR 1 SCR 1 SCR 1 40% 60%
ASM 1 MP1 DW MP2 REMOTE LOCAL FWD REV
ASM 2 MP2 DW - 20% 80%
ASM 3 MP2 MP1 DW
ASM 4 MP1 - DW 0 100%
OFF
2 3
1 4
OFF MAX OFF MAX

OFF MAX

Figure V.1
IEC System 80
Hand and Foot Throttle Circuits
There are two throttle assemblies used with the Operator's Control Console. The hand throttle is
used to select a speed setting that is virtually step-less from off to full speed. The setting is
maintained and must be manually moved OFF or ON.
The foot throttle is considered part of the Operator's Control Console, although it is mounted on the
drill floor. It is not a step-less control because limit switches are used to detect throttle position as
the throttle is pressed. The foot throttle speed setting is not maintained and will return to OFF when
the foot is taken off the throttle.
The throttles act as variable voltage dividers, taking a 10 VDC signal from the reference power
supply located inside the Operator's Control Console and outputting a 0 to 10 VDC speed control
signal to the SCR bay electronics. Diode isolation and filtering of the throttle signal is done in the
Operator's Control Console by the throttle isolation PCB. The drawworks hand and foot throttle
signals are diode-ordered together such that the highest throttle signal will control the SCR bay.
Alarm Circuits
Any SCR or auxiliary motor alarms are indicated in the Operator's Control Console by a horn and a
red system alarm light that is flashing with the amber status light of the faulting device. The horn
can be switched OFF with the horn silence switch inside the console on the back panel.
Status Indicators
Amber lights when on steady indicate that a generator, SCR bay, or auxiliary AC motors are on-line
and running. An auxiliary status light, when flashing, indicates an auxiliary motor has not started
upon command. When an SCR light starts to flash, it indicates either the SCR has stopped operating
because of a blown SCR fuse, or the SCR bridge high temperature switch has picked up. SCR
operation is allowed to continue under high temperature conditions but should be done so only if
emergency operations warrant it.
Torque Limit Setting
The torque provided by a motor is classically defined as the motor-producing horsepower divided by
its speed. This is true with a DC motor, but it can also be shown that the toque produced by a DC
motor is directly proportional to the field supply. The motor torque is directly proportional to the
armature current only. With a series motor, the torque is directly proportional to the armature
current squared (I) until the series field is saturated. Then the torque/armature current relationship is
linear.
IEC System 81
The rotary table limit control potentiometer provides the operator a means to limit the torque than
can be placed on the drill pipe. This is done to prevent damage to pipe caused by excessive torque.
The torque limit control pot controls the motor torque by providing an adjustable current limit from
0 to 1000 amperes. The pot is scaled 0 to 100 percent representing the maximum torque available
from the motor.
SCR Assignments
A single assignment switch is used to place available SCR bays onto the loads and to provide a
simple and convenient means to switch to a redundant SCR bay if there is a failure of the primary
SCR bay.
Air-Purge Circuits
Some regulatory agencies consider the location of the Operator's Control Console in a hazardous
area due to the possible presence of flammable gasses. Therefore, it is required that electrical
equipment be placed in a positive pressure ventilated enclosure with an air source outside the
hazardous area.
For applications, a purge panel is supplied with the Operator's Control Console. The function of this
panel is to remove condensation and solid particles from the air supply and to regulate the pressure
inside the console. An explosion-proof pressure switch is used to monitor console pressure. A
separate solenoid valve is supplied with the panel to mount on the console's exhaust port. The
regulator is adjustable and using the panel's pressure gauge to monitor console pressure, press down
on the regulator valve and turn counter clockwise until the air pressure reaches 7 inches water
column (WC).
When power is first supplied to the IEC SCR System and purge air is present, the solenoid valve is
opened to allow 10 console volumes of air to purge the console of any hazardous gas. As the purge
timing ends, the solenoid valve is closed and the electrical control power turned on by a constant
voltage contactor in the Service Cubicle. If the purge air pressure switch detects a loss of purging
air, a purge alarm light is illuminated and a horn sounds. Control voltage is not removed since its
removal may be dangerous to personnel and equipment.
Percent Power Indication
The percent power available meter displays the power, 0 to 110 percent of the generating capacity
on-line that is being used. At 100 percent, the generator power limit light will come on; indicating
that the IEC SCR system is reducing its power output to prevent generator blackouts.
IEC System 82
Emergency Shutdown
The EMERGENCY SHUTDOWN button can be used to shut down the IEC SCR System
completely. To come back on-line, the control voltage circuit breaker (CBI) must be reset and
turned back on and the SCR bays main circuit breakers must be reset and turned back on. Unless
special arrangements are made, the generators remain on-line so the lights and auxiliary AC motors
can continue operating.
IEC System 83
VI. Motor Control Center
Table of Contents
Page
Introduction ........................................................... 84
Motor Starters ........................................................... 84
NEMA Size Starters ................................... 84
Reduced Voltage Starters ....................... 85
PB Control ............................................... 86
Automatic Control ................................... 87

Motor Control Center
VI. Motor Control Center
Introduction
Most systems use a substantial number of AC motors to drive necessary support equipment. This is
economical and practical for all service functions that are operated at constant speed. Fifty or more
motors may range in size from 1 to 100 horsepower. Most switchgear used to control these motors
is typically grouped together in a standard assembly identified as a Motor Control Center (MCC).
This organized arrangement provides many advantages for operating convenience and maintenance.
In many cases, the MCC includes circuit breakers or contactors for branch circuits that have control
and protective devices at other locations.
Motor Starters
AC motor starters are built for manual and magnetic operation. Either type is essentially a switching
device that connects power to the motor and provides protection against overloads that would
damage the windings. Most AC motors can be started by direct application of full line voltage.
Motor starters for this service are identified as across-the-line type and are a very common standard.
The electrical industry has established, through NEMA, a number of standard sizes. All US
manufacturers follow this classification even though they use their own individual design
approaches. Each size has a specified current carrying capability so the power switching contacts
will have equal current capacity, regardless of other variations.
NEMA Size Starters
The maximum motor horsepower rating for each size starter is related to full load current but is also
influenced by the method of starting and the type of service. All factors must be considered in
selections of a starter; the following table provides general information of NEMA ratings for 460
VAC, three-phase, across-the-line starting:
Size Maximum Horsepower
1 10
2 25
3 50
4 100
5 200
IEC System 84
An important function of motor starters is to provide protection from excessive motor current. Low
line voltage as well as overload on the motor can be responsible for current levels above full load
rating. The magnitude of current and the time it flows determines the heating effect on the windings,
so it is necessary that both be recognized in a protective mechanism.
This is accomplished with heat coils that carry line current and reach temperatures directly related to
current and time. A temperature sensitive switch, normally closed, is acted upon by the hot coil and
opens its contact when the temperature corresponds to an excessive combination of current and time.
The contact is connected in series with the actuating coil on the starter and causes opening of the
power circuit. In three-phase practice, there may be a heat coil and switch for each power line but in
other cases some lines do not need to be sensed for full protection. All overload switches are wired
in series so the opening of any one interrupts motor power.
Overload switches do not usually re-close when Heater Coil temperature drops; a manual reset
requirement provides added assurance of attention to the underlying problem. Automatic reset is
sometimes used for special situations.
Heating coils are available in a full range of current ratings for each type of starter. The full load
current rating of the motor, as given on the motor nameplate determines the rating required. If the
proper size is not used, the motor is not properly protected. Overload tripping can occur at current
below full load value if the motor starter is in a hot location. If this temperature situation cannot be
corrected, a change in heater coil rating may be needed. Recommendations for such change are
available from the starter manufacturer, usually in the heat coil selection charts.
Reduced Voltage Starters
Although this presents no problem with smaller sizes, all AC motors draw heavy current during start.
Large horsepower motors and especially those driving heavy, slow-starting loads must be started at
reduced voltage to minimize reaction back on the power line and to prevent undue stresses in the
driven equipment.
The following are several ways for obtaining reduced voltage starting:
1. A motor that is wound for Delta connection, and has all three phases brought out, can
be connected in Wye (Y) during start to reduce the voltage per coil to 58 percent of
normal value.
2. The windings of some motors are arranged to permit reconnection for starting that
energizes only half of the coils. Initial inrush current is limited to 50 percent. This is
termed a part winding start.
IEC System 85
3. Resistors or inductors may be inserted in series with the power lines to limit
maximum current. These are removed by short-circuiting contactors when full line
voltage is desired.
4. Three-phase, auto-transformers are also used to reduce line voltage for the short
interval during start. Taps on these permit the selection of lower voltage levels
consistent with load or line requirements. The transformers are operated at very high
loading and heat rapidly so this method can only be used when there is adequate time
for cooling between starts.
5. Solid-state power devices (SCR's) are used to obtain reduced effective AC voltage
when finer control of current, torque, and acceleration are required. In most typical
motor applications, there is no need for this degree of refinement.
M
T1
T2
T3
C/B
A B C
STARTER COMPARTMENT
Local START/STOP Control

Figure VI.1
In general, reduced voltage starting requires at least two, three-phase contactors and suitable control
timing, and sensing apparatus. The added cost and complexity are avoided with across-the-line
starters whenever possible.
PB Control
A complete starter assembly for one motor branch circuit, as commonly used in Motor Control
Centers, has the following basic components:
- A circuit breaker for fault protection and disconnect (a fused switch may be
substituted)
- A motor starter with over load protection
- A control power transformer to obtain 120 VAC from line voltage for control
purposes
IEC System 86
- Control circuit fuse and status pilot light
Momentary closure of the START button applies 120 VAC to starter coil M (see Figure VI.I). An
auxiliary contact on the starter bypasses the pushbutton to hold the contactor closed. The STOP
button or any one of the NC overload switch contacts opens the coil circuit.
M
T1
T2
T3
C/B STARTER COMPARTMENT
A B C
Local, Remote START/STOP Control

Figure VI.2
Each variation of the circuit provides for remote pushbutton control and merely extends the
START/STOP control capability to pushbutton (PB) stations at other locations. Note that STOP
buttons are always connected in series and that START buttons are in parallel. Any number of
pushbutton stations can be added by observing the connection order.
Automatic Control
Minor change in the control circuit converts the PB-type starter to automatic type. In the schematic
below, the PB switches have been eliminated and an external remote contact has been added. There
is also a three-position switch labeled HAND-OFF-AUTO (shown in AUTO position). This switch
is located on the front panel with the status light. In the mode shown (switch on AUTO), the remote
contact is in full control of motor starting and stopping.
This arrangement is used when the auxiliary motor should run at the same time that other equipment
is operating. An external status light, located at the remote contact point, confirms energizing of the
starter coil. It does not necessarily confirm the motor is running.
The OFF switch position prevents closing of the motor starter and the HAND position enables
operation without closure of the motor contact. This switch is frequently labeled HOA.
IEC System 87
M
T1
T2
T3
C/B
A B C
STARTER COMPARTMENT
HAND-OFF-AUTO Control
Figure VI.3
IEC System 88

IEC Systems Manual - SCR

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

IEC Systems Manual - SCR

Hochgeladen von

Copyright:

Verfügbare Formate

IEC SYSTEMS, L.L.C.

SCR USERS MANUAL

IEC SYSTEMS, L.L.C.

II. AC Generator Control System ............................... 6

III. SCR Conversion Control System ............................... 23

IV. Load Assignments and DC Power Circuits ................... 65

V. Operator's Control Console ............................................ 80

VI. Motor Control Center ............................................ 84

System Outline .......................................................... 1

Main AC Bus ...................................................... 1

DC Motor Loads and SCR Converters .......... 3

AC Motors and Transformers .............................. 3

Equipment Arrangement .............................................. 4

Generator Control and Synchronizing Cubicle .......... 4

SCR and Service Cubicles .................................. 5

The fundamental layout is the same in larger and smaller systems.

EXC. EXC. EXC.

GEN. GEN. GEN

MCB MCB MCB MCB MCB

SCR #1 SCR #2 SCR #3

IEC SCR System Block Diagram

DC Motor Loads and SCR Converters

AC Motors and Transformers

Generator Control and Synchronizing Cubicles

SCR Drive System

SCR and Service Cubicles

Generator Control Cubicle 7

Generator Control Card Rack 10

Operator Controls and Indicators ... 12

Generator On-Line Procedure . 19

Ground Detector Panel . 20

II. AC GENERATOR CONTROL SYSTEM

- It provides controls for starting, stopping, and manually adjusting operating

- It controls generator output voltage at a constant level.

- It protects the engine from power (KW/HP) overload.

- It equalizes power load between engines (KW sharing).

- It protects the generator from current overload.

- It equalizes current loading between generators (KVAR sharing).

- It provides meter indications of generator output and operating conditions.

- It includes facilities to install automatic starting and synchronizing (standard options)

Generator Control Cubicle

GENERATOR CONTROL CUBICLE

Power Path Diagram

Power Bus and Circuit Breaker

Generator Control Card Rack

Generator Control Card Rack

Generator Control Card Rack with Meters

Operator Controls and Indicators

- 10 status/alarm indicating lights

. Voltage Regulator Module

- 1 control for AC voltage adjustment

- 1 switch for engine operation control

- Meters and indicators for synchronizing

- Ground detection circuitry and indicators

- Two 12-volt storage batteries and indicators

- Two potential transformers BPT-1 and BPT-2

- A circuit breaker for other system purposes may be

The process of synchronizing involves the following;

Ground faults are detected by:

- AC ground fault lamps

Synchronizing Device Panel

Generator Card Rack

. Voltage Regulator Module, for maintaining generator output voltage at constant

Synchronizing Circuit Wiring