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1. Table of Contents
2. TUNING VFB AND CFB ON THE NFCB CARD .........................................................................................................3
VFB CALIBRATION: PHASING UP THE BAY WITH RTM ....................................................................................................................................... 3
CFB CALIBRATION: 5 VDC @ TP3 = 1200A = 6.67 VDC @ TP1 CFB .............................................................................................................. 3
3. ADVICE ON TUNING GEN III FROM GE-CHARLIE: ..................................................................................................3
A. CFB Tuning [1 Volt of CFB = 180 Amps] .................................................................................................................................................. 3
B. VFB TUNING [1 Volt of VFB = 93.75 VDC] ............................................................................................................................................... 4
C. MPB Armature Current FeedBack from NCIB to TP13 [1 Volt = 90 Amps to MPB] ................................................................................ 4
TABLE FOR CALCULATING FEEDBACK AND TUNING THEM.................................................................................................................................. 4
4. SCR BAY TUNING SETTINGS FOR RIG 695 ............................................................................................................5
SETTING FOUND AND CHANGES MADE ........................................................................................................................................................... 5
KW PHASE BACK= TYPICAL BIAS, TAPER AND GAIN CIRCUIT & MATH .................................................................................................................. 6
5. TABLES FOR TROUBLESHOOTING AND TUNING THE NOWA/NFCB CARDS ............................................................7
TABLE: 1 NOWA TEST POINTS.................................................................................................................................................................. 7
TABLE 2: NOWA/NFCB TEST POINTS........................................................................................................................................................... 8
TABLE 3: NOWA/NFCB ADJUSTMENT POTS .................................................................................................................................................. 8
6. TUNING THE LIMITS/BIAS VOLTAGES IN THE CARD RACKS ...................................................................................8
LIMITS AND BIASES FROM CARD RACK TO NOWA ............................................................................................................................................ 8
KWB = KW Bias/Taper @ TP5 ........................................................................................................................................................... 8
KVAB = KVA Bias/Taper @ TP2 (Normal Current Limit) .................................................................................................................... 9
SETTING PAGE PANEL (RELAY RACK) ADJUSTMENTS.......................................................................................................................................... 9
KW & KVA Limit/Bias ........................................................................................................................................................................ 9
Where to Measure Generator DC Volt Output: ................................................................................................................................ 9
CURRENT LIMIT FOR EACH LOAD MP1, MP2, DW, AND RT .............................................................................................................................. 9
KW DROOP FACTORS: DW LIMITED BEFORE MPS .......................................................................................................................................... 9
GE SCR TUNING PROCEDURE GENERAL ....................................................................................................................................................... 9
7. NOWA CARD OPERATION/TROUBLESHOOTING SCHEMATICS & NOTES ............................................................. 10
NOWA FIG1 THROTTLE AND KW/KVA TAPER PAGE ...................................................................................................................................... 10
KW (and KVA) Limiting, Bias & Gain Schematic ............................................................................................................................. 10
Throttle Signal ................................................................................................................................................................................ 10
KW Taper ........................................................................................................................................................................................ 10
NOWA FIG 2 SPEED REGULATOR PAGE ........................................................................................................................................................ 11
Current Limit Taper & KVA Taper and Normal Current Limit TP2 ................................................................................................... 11
Summing Junction (Speed Error Signal = SES)................................................................................................................................. 11
SRA Speed Regulator Amplifier ....................................................................................................................................................... 11
The SRA Will Become the PAR Signal in the Current Regulator on the next page .......................................................................... 11
NOWA FIG 3 CURRENT REGULATOR PAGE.................................................................................................................................................... 12
Current Regulator CR ...................................................................................................................................................................... 12
DW Paralleling Selection ................................................................................................................................................................ 12
DW A AND B MASTER/SLAVE LOGIC BETWEEN SCR BAYS. ............................................................................................................................. 12
First DW Motor Assigned WILL BE the MASTER of the 2ent DW Motor Assigned ......................................................................... 12
Check Dynamic Breaking if Load Sharing has problems ................................................................................................................. 12
8. NO ADJUSTMENT FOR DW LOAD BALANCING BETWEEN MASTER AND SLAVE: .................................................. 13
SATURATION OF ONE MOTOR ..................................................................................................................................................................... 13
To Avoid this Saturation Condition ................................................................................................................................................. 13
LOGIC OF ENABLING MASTER/SLAVE IN THE NOWA, CHECK IF NOT SHARING .................................................................................................... 13
Illustration of PAR and Reference Flow during Master/Slave DW Load Sharing ............................................................................ 15
9. MP LOAD SHARING WITH MPB VARIABLE FIELD EXCITER................................................................................... 15
Setting the MP Load Sharing With the RPP FF Pot & VFE Bias Pot ................................................................................................. 15
TUNING MP LOAD SHARING: ASSIGNED BUT BEFORE RUNNING THE MP .......................................................................................................... 16
D. Tuning MP Load Sharing: Before Starting the Tune CHECK: ................................................................................................................. 16
C. MPB Armature Current FeedBack from NCIB to TP13 [1 Volt = 90 Amps to MPB]
This is the input To the NOWA to allow it to calculate the current to each MP Motor and produce a signal to the
MPB Variable Field Exciter changing its Field to balance the Aramature Amps of the two MP Motors. 10 volts
= 900 amps [maximum current to the motor) so its p.u. is 1/90.
MPAs Armature Current (@ TP14) is calculated by subtracting MPB from the total SCR Bay amps (from the
CTs @ TP11 10V/1800Amps) and its p.u. is 1/90 too. See MP Load Sharing, section 9, for complete details.
TABLE for Calculating FeedBack and Tuning them.
KW Phase Back= Typical Bias, Taper and Gain Circuit & Math
I know, the math here is a bit overboard for troubleshooting but the schematic shows how the limiting from the
Page Panel, KWB, interacts with the KW Gain pot on the NOWA board.
Current Limit Taper & KVA Taper and Normal Current Limit TP2
The Current Limit Taper comes from the Page Panel and has 4 pots to make the Current Limit for MP1, MP2
DW, and RT. Solid state switches, on the NOWA card, select the Current Limit depending on what assignment
the SCR Bay is in. With KVA Taper (set with R4 KVA Gain) Current Limit Taper is used to make the Normal
Current Limit input to the Mid Value Circuit TP2.
The SRA Will Become the PAR Signal in the Current Regulator on the next page
See the DW Paralleling Selection AND Master/Slave Logic
This is important for the Adjustment of Load Balancing of two DW Motors in separate SCR Bays.
Everything to do with Speed is put together here then sent for Current Regulation to the next page the Current
Regulator where all the Load Sharing is done because its current. The Speed Regulator is 10 to 100 times
SLOWER than the Current Regulator because its not as important that the SCR respond quickly to a Throttle
Reference change as it is to respond to a LOAD change.
Current Regulator CR
Here the input to the NFCB is made to tell the SCRs to fire TP18. The SRA is compared to the actual Current
CFB going to the motor (TP11 ISCR as the OUT TP18 signal. -2V = Suicided +4V will cause SCRs to 0 and
+10V will call for Full ON from the SCRs.
R5, Current Gain Pot, adjusts the response time of the CR. GE uses CTs on the 600V power bus and calculates
the DC current to the motor from the AC current coming into the SCR Bay.
DW Paralleling Selection
If the SCR Bay is the master, (when running DWA and DWB together) the SRA signal is sent to the Slave as
PAR Speed Reference, see fig #. If the Bay is the Slave it uses the PAR from the master as the input signal to
the Current Regulator.
DW A and B Master/Slave Logic Between SCR Bays.
Here is a diagram of how the PAR signal is passed from the Masters Speed Regulator to the Slaves Current
Regulator. The output (SRA TP) of the
This is for a Rig with a DWC, but the principle is the same.
First DW Motor Assigned WILL BE the MASTER of the 2ent DW Motor Assigned
THIS IS IMPORTANT: the first DW Motor assigned will be the MASTER when the 2ent DW Motor is
assigned, to another SCR Bay, it will be the Slave to that first DW Motor. So DWB could be the Master.
If you seem to be having problems with DW load sharing have the Driller change the order of DW assignment
so the other DW is the Master. The system usually works better with DWA as the Master.
Check Dynamic Breaking if Load Sharing has problems
Since this Rig does Dynamic Breaking on BOTH DWA and DWB (the only Gen III Ive seen that does) it can
cause problems with the Logic to the NOWA card. Check the Dynamic Breaking and Master/Slave Logic for
the NOWA.
When a DW is assigned to more than one drive at one tim (for example DWA to #1 and DWB to #2) then the
first regulator in line [in this case #1] supplies the current reference for the #2 regulator. For this case the
LOAD and REGEN FET switches will remain open for #2 and either LOAD or REGEN will be closed
for #1. For #2 the switch PAR1 will be closed. The current reference from #1 will feed from PAR on #1 to
PAR1 on #2. To close the PAR1 switch on #2 connect ODW and ODWM1A to common.
E. Tuning MP Load Sharing: Full Field and Bias Adjustment Pots: MP Assigned NO Throttle
1. To start: with NO reference input to the Field Exciter at C set the field output to 20 volts with the Bias
Adjustment Pot on the exciter. This should put the Bias Pot at about 2K ohms, a good starting point.
2. With the MP assigned (but the MP throttle at 0; NOT cracked) adjust the FF pot for that MP to 5.0 VDC
on TP21 on the NOWA. This adjusts the variable reference sent to the MPB Variable Field Exciter to
change its field to equalize the Armature Current between MPA and MPB at high current.
F. Tuning MP Load Sharing: Simple Field Balancing RUNNING (on the MPB Field Exciter) Using Bias Pot
If the Bias Variable Reference voltage, TP21, doesnt go over 2.5 volts away from the 5.0 volts at HIGH MP
AMPS the Bias adjustment is probably OK and doesnt need this tune.
With the MP running with a high amp load SLOWLY tune the Bias Pot to bring the TP16 Error down
while the MP is running. Do not try and get TP16 down to 0.3 VDC, just reduce it closer to 0 and
observe how the MP runs at fewer amps.
Harder Field Balancing RUNNING (on the MPB Field Exciter) Using Bias Pot
1. Have the Driller run the MP and bring it up until you see C (TP21) go off 5.0 to 2.5 VDC or 7.5 VDC,
there should be a good amp load on the MP, tell the Driller to record the SPMs now.
2. Adjust the Bias Pot on the Exciter until C (TP21) goes back to 5 VDC (you are going to change the
VFE output which will change the MPB Field amps which will change the MPB amps seen on TP13) at
the same time tell Driller to change the throttle (up or down) to keep the SPMs at the previously SPM
value he recorded because the strokes will change as you adjust the Bias Pot and you want to match the
armature currents at the midpoint of the variable reference from TP21.
Field BIAS Pot @ Exciter Effect on Field Output
G. Tuning MP Load Sharing: FF Pot Field Balancing (for the MPB Field Exciter) After RUNNING
In this method the FF Pot is adjusted to center the Reference [TP21-C] at 5.0 VDC to the VFE, in the above
method the VFE Bias Pot was adjusted to bring the Reference to a 5.0 VDC center
1. Run the MP and check TB21 (or C at the VFE for MPB), adjust the FF Pot to keep TP21 above 2.5
VDC and below 7.5 VDC of the initial 6.0 VDC setting in step 3 until full MP load amps is reached.
2. EXAMPLE: if TB21 goes below 2 VDC then set the TP21 higher than 5.0 VDC (maybe 6.0 VDC) with
the FF Pot with the MP assigned but no throttle then balance the Field Amps again with the Bias Pot.
10. Current Isolator [NCIB] Adjustment: Calibrate to 5.7 for Rig 695
H. NCIB: BEFORE Starting Check That:
1. Throttle is 0
2. +28V is on JD pin 5
3. Pins 1 and 2 (the Shunt input) are 0.0
I. Calibrate the NCIB: USE 5.7 VDC for Rig 695 NOT the 5 volts the GE Books all say!
1. Check that the output is 0.0 volts, adjust to 0with the R2 the 0 adjust Pot
2. Move one end of the Ribbon Cable from RUN (middle jack) to the CAL/PCAL jack on the bottom
3. Adjust R1 (the Span adjust Pot) to get -5.7 VDC at pins 3 and 7, this calibrates the Shunt
4. Recheck 0 (put the Ribbon back in Run)
5. Recheck and adjust it and the Span as necessary (with the Ribbon in CAL/PCAL)
6. Calibrate the Full Field Adjustment using the Full Field Pot to get 6.0 VDC @ TP21, this is the coarse
adjust for MPB Field Supply
7. Return the Ribbon Cable to the RUN jack
J. Red Suicide LED Blinking = SCR Over Heat Sensor Failure by the SCRRX Relay, maybe
When the SCRRX Relay failes to energize is most likely the SCR Heat Sink Over-Heat sensor (it just
trips open when too hot) malfunction, jump out the sensor in the Bay [at JH P2_1 P2_4 on the side of the SCR
Bay] and see if it goes away. The sensor will tend to fail/open, causing the SCR alarm and blinking the Suicide
LED, when you move the throttle of 0 after the first assigning it. Then later the same Bay will assign and run
nominally as the sensor heals itself.
If the sensor fails (or the bay really over heats, while the bay is running) it will not stop the bay BUT
after the first time the throttle is taken to 0 it will alarm, and not allow the bay to restart, when the throttle is
moved off 0. You can keep running an overheated SCR but you cant restart it if the sensor is saying the B
stack is hot.
There are other causes of the blinking Suicide LED failure indication (see the GE Elementary page
45B), all from the logic on the NOWA; thats where the blinker relay driver is. None of the relays in the Page
Panel have a blinker on-off timer. If its blinking on and off look for a signal from the NOWA Logic to some
relay in the Page Panel. If the CFX Relay (Contactor Fault) de-energizes the SCRRX Relay it wont blink the
bay LEDs, the SCRRX is a clear relay so you can look and see if its OK: energized.
Logic in the NOWA see section for
K. RIG 695: MP Throttle Pots on 695 are Set for Over 10 Volts! Becouse MP Gear too Low
On Rig 695 the MPs are being run over 750 volts to get over 108 SPM, with only 700 Amps load now; thats
too much speed/voltage. These MPs need bigger gears so the Traction Motors can run slower to get the SPM
needed without tuning the Motors at top speed, stability will improve and less likely to flash a D752 Traction
Motor. There is still plenty of more amps that can be pumped from the SCRs into the motors for the power to
turn the bigger gear, but you shouldnt run these motors at more than 750 volts of pressure.
WHY 750 VDC is a Hard Limit for the GE D752 Traction Motor
750 volts is a HARD LIMIT of the pressure a Traction Motor can take without destroying its Inner Pole coils
and/or armature; thats why GE calls theirs a D752. The first one was a GE D750 Locomotive Traction Motor,
over 60 years ago, because that 750 number is the voltage limit that the insulation inside the motor can take
without flashing to ground. If you blow enough air into the motor, to keep it cool, you can pump 1600 amps or
more through it, but the 750 DC voltages [pressure] is an absolute limit the motors wont survive long if
pushed.
After one of the above Suicides a bay just clearing the problem and returning the throttle 0 will UnSuicide the
bay when the throttle is cracked again.
Relationship of Suicide to Suppression
As stated above Since the Suppression brings the bay to 0 so quick there should be no arcing of the contactors
when they drop out means if a bay trips on Suppression there should be no loud pop when the contactors
drop out. BUT, if a bay Suicides (while the SCR is delivering a lot of amps) there will be a shotgun pop as the
1. VGRX relay starts the relay logic of Regenerative Braking from the logic of the NOWA for DWA
2. It energizes the RGNK relay IF the drawworks are unclutched
3. Energize CRK and CRX relays
4. The FDDK relay is pulled in and it pulls in the Forward Field contactor, DWAF
5. First DWAF de energizes, then DWAFAK is de energized, thus dropping out the TFDX Time Delay
Relay
6. The TFDX is held in for approximately 1/2 seconds, it is a Time Delay after de energizing Relay: it will
pickup instantly, but drop out with a second delay
7. TFDX and TRDX relays are controlling the forward and reverse field contactors
8. CRK is energized, it energizes the RDDK, which cannot energize until the TFDX relay has timed out
sec later
9. TFDX relay times out and closes, it will then energize RDDK thus pulling in the DWAR
10. When motor slows enough the NOWA will de energize the VGRX relay, thus de energizing the CRK
and RGNK relays, in turn drops out the RDDK relay which controls the DWAR
11. After seconds, (from the TRDX relay), the forward field contactor, DWAF, is energized via TFDX
ending Dy Braking
NOWA card
The NOWA card is constantly sensing the throttle vs. the CEMF, (counter electromagnetic force), of the
drawworks 752 motors. In essence what this means is that it is looking to see if the throttle is at idle, (low
throttle), and the D.C. voltage on the SCR is higher than what is expected for that throttle setting. What is
happening then is that the 752s are turning without voltage being produced from the SCR bay, which means the
motors have turned into D.C. generators.
The NOWA card in the Drawworks A SCR Bay senses this condition and outputs a 24 VDC signal on
JK12, (signal from SCR bay named RD2), through the ribbon cable to the relay page through a diode to
activate the VGRX relay which starts the relay logic of regenerative braking. The diodes are installed for
voltage steering, so as not to energize the same circuit in another bay that could be used by drawworks A.
Drawworks A motor is the only motor that is braked in this method, the B motor is not effected. A quick check
3SAA1445A2
1C3600KMRB6D
7000 OHM CANT 42
R9 R8 3 R7
X X X X X X
X X X
X X X X X X X X
2 4 5 6
X X X X X X X X X
X X X X X X X
X X X X X X X X X
3SAA1234A2
7C3600KMRB6 CANT 3
4 6 2
X
X
X
4
3SAA1235A2
IC3600KMRC CANT 1
R7
3SAA1443A2
7C3600KMRA6D
7000 OHM CANT 10
R8 4 5 R7
X
X X X X
X
1 3
X X
X
X
X
X
393 D10-26
10K
125VDC
CDE 1077
218A4274-21 CANT 31
R9 R8 R7 0 5
X X X X X X
X X X X X X X
? X X X
1 2 3 6
X X X X X
X X X X
X X X X X X
393 D10-B
10K
125 VDC CANT 1
0
X
393 D10-21
600 OHM
28 VDC
CDE 1077 CANT 5
0 1
X X
X X
X
24. EGR
Values for DFCBs after tune of CFB, VFB and SUP with RTM.
Pots NFCB info SCR #1 ok SCR #2 SCR #3 ok SCR #4 Default
CFB Pin 1-2 - 02K pot 0.833 0.754 1.43 0.669 0.7
VFB Pin 3-4 10K pot 1.808 1.797 1.84 1.923 1.8
SUP Pin 7-8 50K pot 7.50 7.28 7.27 7.63 7.5
Inv-L Pin 7-9 10K pot 1.7 1.7 1.7 1.7 1.70
Values used after tuning and troubleshooting: all NOWA Pots set the same now:
Pots NOWA info SCR #1 SCR #2 SCR #3 SCR #4 Default
SRA Pin 1-3 - 10K pot CCW 0+ CCW 0+ CCW 0+ CCW 0+ CCW 0+
REG Pin 5-6 10K pot 7.15K 7.15K 7.15K 7.15K 7.15K
KW g Pin 9-10 10K pot 7.0K 7.0K 7.0K 7.0K 7.0K
KVA g Pin 13-14 10K pot 9.5K 9.5K 9.5K 9.5K 9.5K
CUR G Pin 16-18 1K pot CCW 0+ CCW 0+ CCW 0+ CCW 0+ CCW 0+
Ac Rt Pin 19-21 10K pot 4.5K 4.5K 4.5K 4.5K 4.5K
CCW 0+ means that the pot was set all the way CCW at a little over 0 ohm so the wiper isnt bottomed out on
the low side of the resistor.