Electricians Ge Book For 695-2

Nabors Rig 695 GE Gen III & EGR Repair and Tuning June - July 2010 Page 1 of 40
GE Generation III Manual for: SHUNT Motors and Two DW

Motors DWA and DWB both with Field Reversing Contactors
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
Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

E. Tuning MP Load Sharing: Full Field and Bias Adjustment Pots: MP Assigned NO Throttle .................................................................. 16
TUNING WHILE THE MP RUNS .................................................................................................................................................................. 17
F. Tuning MP Load Sharing: Simple Field Balancing RUNNING (on the MPB Field Exciter) Using Bias Pot .............................................. 17
Harder Field Balancing RUNNING (on the MPB Field Exciter) Using Bias Pot ................................................................................ 17
FIELD BIAS POT @ EXCITER EFFECT ON FIELD OUTPUT ................................................................................................................................... 17
G. Tuning MP Load Sharing: FF Pot Field Balancing (for the MPB Field Exciter) After RUNNING ............................................................. 17
10. CURRENT ISOLATOR [NCIB] ADJUSTMENT: CALIBRATE TO 5.7 FOR RIG 695 ........................................................ 18
H. NCIB: BEFORE Starting Check That: ...................................................................................................................................................... 18
I. Calibrate the NCIB: USE 5.7 VDC for Rig 695 NOT the 5 volts the GE Books all say! ............................................................................ 18
11. NOWA FIG 4 SOLID STATE SWITCHES AND LOGIC .............................................................................................. 20
12. TROUBLESHOOTING FLOW ............................................................................................................................... 21
TROUBLESHOOTING LOGIC/RELAY PROBLEMS.......................................................................................................................................... 21
Dynamic Braking see section for .................................................................................................................................................... 21
Suicide see section for Suicide and Suppression ............................................................................................................................. 21
SCR Bay Alarms ............................................................................................................................................................................... 21
J. Red Suicide LED Blinking = SCR Over Heat Sensor Failure by the SCRRX Relay, maybe ..................................................................... 21
Logic in the NOWA see section for ................................................................................................................................................. 21
13. THROTTLE POT ADJUSTMENT ........................................................................................................................... 21
K. RIG 695: MP Throttle Pots on 695 are Set for Over 10 Volts! Becouse MP Gear too Low ................................................................ 21
WHY 750 VDC IS A HARD LIMIT FOR THE GE D752 TRACTION MOTOR ........................................................................................................ 22
14. GE GENERATION III DRIVES ARE SPEED FOLLOWERS .......................................................................................... 22
15. DEFINITIONS OF SUPPRESSION AND SUICIDE TRIPS ........................................................................................... 22
SUPPRESSION TRIP: A HIGH AMPS FAULT...................................................................................................................................................... 22
SUICIDE TRIP: AN ASSIGNMENT/LOGIC/OPERATION/SAFETY FAULT ................................................................................................................... 22
Relationship of Suicide to Suppression ........................................................................................................................................... 22
16. GE GEN III DYNAMIC BRAKING LOGIC ............................................................................................................... 23
RIG 695S DIFFERENCES: .......................................................................................................................................................................... 23
DESCRIPTION AND SHORT SEQUENCE OF EVENTS ............................................................................................................................................. 23
NOWA card ..................................................................................................................................................................................... 23
Relay Logic ...................................................................................................................................................................................... 24
Field Reversal .................................................................................................................................................................................. 24
END DYNAMIC BRAKING ............................................................................................................................................................................ 24
Relay List......................................................................................................................................................................................... 24
CAT-HEAD SPEED AND DYNAMIC BREAKING: SPEED IT NEEDS TO BE HIGH ......................................................................................................... 25
17. MP FIELD LOAD SHARING TPS TROUBLESHOOTING TABLE: RAW DATA ............................................................. 25
CORRECTED MP DATA FOR GOOD LOAD SHARING ........................................................................................................................................ 25
The importance of precise setting of CFB ....................................................................................................................................... 25
Setting the NCIB for correct signal [1v=90amps] to TP13 .............................................................................................................. 25
Bias Pat pot verses Full Field Reference pot Adjustments for tuning ............................................................................................. 25
18. MP FIELD LOAD SHARING TPS TROUBLESHOOTING TABLE ................................................................................ 26
19. ADJUSTMENT PROCEDURE FOR THE POWER SUPPLY ........................................................................................ 27
20. P105 POWER SUPPLY ....................................................................................................................................... 27
CONTACTORS P105 VDC POWER SUPPLY BLACK BREAKER IN EACH SCR BY BLOWER ............................................................................................ 27
21. SETTING SUPPRESSION, WITH THE RTM, ........................................................................................................... 28
22. RELAYS IN PAGE PANEL .................................................................................................................................... 29
23. THE 3 FLAVORS OF THE KMR GRAY CAN RELAYS ............................................................................................ 30
RELAYS IN 695 PAGE PANEL: BY ESNESTO DALZARELLI LISTADO DE RELAY EN SCR ................................................................................................ 31
24. EGR ................................................................................................................................................................. 33
ACCESSING THE EGR PARAMETER MENU: THE SECRET GE CODE .................................................................................................................... 35
STATUS/MENU ............................................................................................................................................................................... 35
7 ...................................................................................................................................................................................................... 35
9 ...................................................................................................................................................................................................... 35
EXIT ................................................................................................................................................................................................. 35
25. SCR BAY TUNING SETTINGS .............................................................................................................................. 35
26. TROUBLESHOOTING/WORKBOOK TEMPLATE LIBRARY FOR 695: FOR RIG .......................................................... 36
1. MP FIELD LOAD SHARING TPS TROUBLESHOOTING TABLE DATA COLLECTED..................................................... 37
2. TROUBLESHOOTING/WORKBOOK TEMPLATE LIBRARY FOR 695: FOR ANALYSIS................................................. 40

2. Tuning VFB and CFB on the NFCB Card

This is the first step for tuning the drive: adjusting the VFB and CFB. But first check all the gray Power Supply
Outputs and tune to correct voltage; especially the +5 VDC, SEE PS Adjustment for the Pots to tune it.
VFB Calibration: Phasing Up the Bay with RTM
pu ratios: 750VDC = -8.00 volts @ TP13 93.75VDC = -1.00 volts and 100VDC = -10667 volts
1. Connect a meter to the DC Bus to read up to 750VDC as you phase the bay up.
2. Plug in the RTM and turn the SCR Bay ON [you can STOP the Bay Cooling Fan]
3. Connect another meter to the REF2 (with the Jumper) and ACOM.
4. Jumper from RE2 jack (on RTM) to NOWA TP20 and turn REF2.
5. Adjust REF2 for 0.0 Volts at REF2/TP20.
6. Turn the RTM switch ON (up) to unsuicide the bay.
7. Adjust REF2 10 turn pot CCW (REF2 will go -) until the DC Bus comes up to 750VDC.
8. Adjust VFB pot R2 on NFCB for -8VDC at VFB TP13.
9. Voltmeter should be 750VDC, if not adjust pot under a cap behind the voltmeter meter.
CFB Calibration: 5 VDC @ TP3 = 1200A = 6.67 VDC @ TP1 CFB
pu ratios: 1800A = -10 volts @ TP1 and TP11 1.0 volts = 180A and 100A = 0.556 volts
1. Apply 5.0 VDC to TP3 on NFCB with the RTM adjusted to exactly 5VDC while on TP3
2. Connect a meter to CFB at TP1 and ACOM.
3. On the RTM turn switch ON to unsuicide the bay.
4. Adjust R1 CFB (on the DFCB = Current Feedback Pot) for 6.67 volts at TP1.
5. Adjust Amp Meter to 1200 Amps with back adjustment.
OR @ 10 VDC
1. Adjust REF1 to 7.5 Volts +
2. Jump REF1 to TP3 on the NFCB
3. Voltage at TP1 should be -10.00 VDC ADJUST with CFB Pot
4. Amp meter should read 1800 amps, adjust with screw in the back
Tuning Suppression with the RTM
1. Set Ref2 to 10.5 VDC [11.74???] on the RTM
2. Adjust the Suppression Pot to Suppress at this voltage: CW increases the Suppression Level
3. Be sure and discharge the RTM capacitor after changing the REF2 setting.
3. Advice on Tuning Gen III from GE-Charlie:

OK Boys, here are the facts: All this tuning procedures with the RTM is just for an initial setup. The
BEST way to tune CFB and VFB [even Suppression] is while the rig is running, thats why I give the pu
ratios, so you can calculate what to expect on TP1. Heres how:
A. CFB Tuning [1 Volt of CFB = 180 Amps]

1. measure the MP amps, say its drawing say 626 amps measured with the the Clamp On in the SCR Bay.
2. Divide 626 by 180 (180 amps = 1 volt of CFB) and you get 3.47777 = 3.48.
3. As the MP is running at the 626 amps SLOWLY
4. adjust the CFB Pot until you get 3.48 volts at TP1.
5. re-check the MP amps and CFB, retune if necessary
Youre done and the SCR NFCB has the best CFB calibration you can give it. You may have to Re-
Check the Amps and recalculate the CFB as you adjust.
I used the MP for the CFB calibration because if you change the CFB Pot slowly the running of the
pump wont be affected it musc since the SCR is a Speed Follower. If you were to try and calibrate VFB the

same way on a MP it would work BUT as you changed the VFB Pot the speed [and SPM] of the MP would
change making the Company Man crankier than usual.
B. VFB TUNING [1 Volt of VFB = 93.75 VDC]

The best way to calibrate VFB is with the DW unclutched, you will have to recalculate the voltage to
expect at TP13 (or TP11 on the NOWA) MANY times as the speed of the DW changes (and VDC of the SCR)
as you change the VFB Pot but it is the best way.
1. Measure the DCVs of the SCR (just stick your meter probes into the webbed metal ribbon Bus in
the SCR Bay).
2. Say you get 622 VDC, divide 622 by 93.75 (volts of VFB per @ 8 volts VFB = 750 VDC SCR) and
get 6.634 = 6.63 volts VFB.
3. Now start tuning the VFB Pot to get 6.63 volts at TP13.
4. now recheck the VDC; it will change as the motor speeds changes as you adjusted the VFB Pot.
5. Divide the new VFD reading by 93.75 to get a new voltage to tune the VFB to.
Just keep going like that till the VFB matches what you calculate it should be from the measured VDC
of the SCR Bay.
AND let me give you another secret: a GOOD tuning the CFB and the VFB can make a lot of problems
go away you wouldnt think were connected to tuning. Just a 10% difference in CFB-VFB between bays can
make a DW Motor go into Saturation while in Master/Slave mode and Dynamic Braking works so much better
when the NOWA knows how fast the motor REALLY is.
I just tuned the CFB in a SCR Bay running a MP and they say now they are getting more psi for the
same SPM. I know that doesnt make sense, it is a speed follower but it did help. It shows how a good tune of
the FBs can improve what you wouldnt think it would.
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.
MP# and SCR Bay Its Assigned to

Parameter
MP1 in 1 MP3 in 3 MP1 in 1 MP2 in 4 MP1 in 2
Amps B Motor (BMa) 376 400 368 333 375
BMa_c = TP13 x 90 389 +13 425 +25 389 +28 350 +17 392 +17
Amps B Field As & Vs 32 81v 30 93v 33-95v 31-113 47 94v 33 90v
Amps A Motor (AMa) 370 411 373 335 363
AMa_c = TP14 x 90 385 +15 386 -25 361 -11 334 -1 345 -18
Amps A Field As & Vs 47 96v 52 98v 48 96v 54 98v 50 98v
TP21 FF Ref to B Mtr Exciter 6.49 6.54 6.32 5.40 6.96
TP16 Error Signal (+/-) -3.40 -4.00 -3.02 -1.20 4.77
TP13 B Motor Amps (all -) 4.32 4.73 4.32 3.89 4.35
TP14 A Motor Amps (all -) 3.98 4.29 4.01 3.71 3.83
SCR Bay Amps (At) 752 820 750 700 735
At_c = CFB x 180 747 -5 812 -8 756 +6 697 -3 740 -5
CFB (all -) 4.15 4.51 4.20 3.87 4.11
SCR Bay Volts (Vt) 348 292 342 390 342
Vt_c = VFB x 93.75 348 00 292 00 341 -1 387 -3 340 -2
VFB (all -) 3.71 3.11 3.64 4.13 3.63

notes Running together Running together SCR2
Difference in Motor Amp (to B) -6 11 5 2 -12
Difference in TP13-TP14 @TP 0.37 0.42 0.31 0.15 0.52
TB21 Ref off 5V by (+/-) 1.49 1.54 1.32 0.40 1.96
Difference in Field Amp (to B) 15 22 15 17 7 17
%TP13 err (BMa_c BMa)/BMa 3.46% 6.25% 7.61% 5.11%
%TP14 err (AMa_c AMa)/AMa 4.05% 6.08% 2.95% 0.23%
% CFB err (At_c At)/At 0.69% 0.97% 0.80% 0.43%
% VFB err (Vt_c Vt)/Vt 0.00% 0.00% 0.29% 0.77%
SPMs and Volt per Stroke 56 6.214 51 5.725 55 6.218 56 6.964
err = error
4. SCR Bay Tuning Settings for Rig 695

These are the pot settings we found, the ones in bold were changed to the default value, the red ones (all on the
NFCB) were way off and very disturbing, cannot figure out why the SCR Bay werent going into suppression at
least every day.
Setting Found and Changes Made
This is to show how far some were OFF and how to put into a running state.
ALL THE POT VALUES IN YELLOW POTS HAVE BEEN CHANGED TO THE DEFAULT VALUES IN
THE SCR BAYS
Pots NFCB info SCR #1 SCR #2 SCR #3 SCR #4 Default

CFB Pin 1-2 - 02K pot 0.626 0.754 0.686 0.669 0.7
VFB Pin 3-4 10K pot 1.828 1.797 1.832 1.923 1.85?
SUP Pin 7-8 50K pot 7.52 7.28 7.23 7.63 7.5
Inv-L Pin 7-9 10K pot 1.7 1.7 1.7 1.7 1.70
Pots NOWA info SCR #1 SCR #2 SCR #3 SCR #4 Default

SRA Pin 1-3 - 10K pot 0.30 2.25 0.90 2.20 CCW 0+
REG Pin 5-6 10K pot 8.14 7.15 7.15 7.15 7.15K
KW g Pin 9-10 10K pot 8.60 6.50 5.25 5.18 7.0K
KVA g Pin 13-14 10K pot 8.70 9.95 9.83 10.5 9.5K
CUR L Pin 16-18 1K pot 0.52 0.54 0.58 0.50 CCW 0+
Ac Rt Pin 19-21 10K pot 7.82 2.60 2.78 3.37 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.
SRA Speed/Voltage Regulator Amplifier Gain and
CUR G Current Regulator Amplifier Crossover Gain
If higher response is needed these can be moved CW but keep in mind that the Motors should run stable at the
CCW settings and if not things like Field stability or Load sharing should be checked too.
Pre-calibrated NOWA and NFCB Daughter Board setup for troubleshooting.

Set ACC to 4.5K 8 sec

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.

5. Tables for Troubleshooting and Tuning the NOWA/NFCB Cards

Table: 1 NOWA TEST POINTS
DL = DIGITAL LOGIC NOWA PAGE, TL = throttles & limits NOWA PAGE, VR = voltage regulator NOWA PAGE, IR = current regulator NOWA PAGE.
LIGHT SHADE (THIS) = TEST INPUT - DARKER = LOGIC OR POWER

TP & BD NAME DESCRIPTION (LIGHT SHADE =PAGE BIAS, DARK SHADE = BAY BIAS)
TP0 NOWA REFY Throttle Input = Output of Reference Ramp. +10V = asking for 750 SCR Volts (2200 rpm for shunt),
the kW Taper signal retards REFY. One of 6 summing junction inputs to SRA, Speed Regulator
Amp. TP10 and TP6 are before this Test Point in the Reference Amp Ckt.
TP1 NOWA (REG- REGEN. Current Limit Bias; = +5.55V / 1000A. from Pot on the DOWA REGN C.L. labeled R2,
Adjustable from 200 to 900 amps .
BI)
TP2 NOWA I LIM Normal I Limit Bias: Current Limit made from the KWB, KW, KVAB, KVA with the KW Taper and
KVA Taper all from the Page Relay Panel and the signals (KW and KVA) from the EGRs on line. -
5.55V / 1000A
TP3 NOWA SRA Speed Regulator Amp output: Output of Voltage Regulator (Current Reference) -6V to +10V /
1800A. Inverse of ISCR, TP11. Input to Inner Loop Current Regulator. Replaced with PAR (from
Master) for master/slaving two DW Motors on two SCRs by the DL logic.
TP4 NOWA TSTC Test input to Voltage Regulator +10V / 750V. This is One the 6 summing junction inputs of the
SRA. ANY Voltage here shows an input to the SRA summing junction is stuck at some value
that cannot be made 0 by the feedback, or gain, loops in the electronics.
TP5 NOWA KWL KW Limit Amp output. +10V at zero KW load. Will start to limit full (10V) Reference Signal when TP5
reads +7.7 volts. This is what brings down the REF signal when the KW load of the generators gets
too high.
TP6 NOWA TSTD Test input to Reference Ramp Amp. +10V input should cause TP0 to ramp to +10V in the desired
time. This (and TP10) is the beginning of the Reference Ramp Amplifier whose output is TP0.
TP7 NOWA ODW Logic input for DW assignment. Connect to COM to select.
TP8 NOWA TSTE Test input to (V > REF) Amplifier (or Comparator). Used for regeneration logic.
TP9 NOWA VFB Filtered Voltage Feedback to Voltage Regulator -8V = 750 SCR Volts. One of 6 summing
junction inputs to SRA; (Speed Regulator Amp) from NFCB.
TP10 NOWA REFX REFERENCE INPUT to Reference Ramp Amplifier. This is the first place to look at the Reference
input, see TP6 (almost =) and TP0 (the amp output)
TP11 NOWA ISCR Current feedback from Firing Ckt Card. -10V / 1800A. This is what becomes the signal to the Bay
Amp Meter and the AMP input (with SRA or PAR) to the Inner Loop Current Regulator.
TP12 NOWA TSTB Test input to simulate SRA, current reference input to the CRA, output.
-V = + Current. Before the OL-ORG relays decide SRA+ or PAR for Bay running signal.
TP13 NOWA IMOT MOTOR B Amps for MP = Current feedback from the MPB shunt and Current Isolator Board.
Compared to MPA Amps to calculate MP Current Imbalance -10V/900A or x 90 = MPB Amps.
TP14 NOWA M2 MOTOR A Amps for MP: Calculated Motor A current from total bay Amps minus MPB Amps with the
highest current calculator to chose MP configuration. 10V/900A or x 90 = MPB Amps.
TP15 NOWA PAR Current Reference (SRA+) to Current Regulator. +10V / 1800A for parallel operation. After the OL-
ORG relays decides SRA+ or PAR, see TP12 TSTB.
TP16 NOWA LBER MPB Armature current unbalance (Current error). 11.1V / 100A (load balance error)
Check here for: current feedback problems (NFCB or CIs), a bad motor (grounded etc.), or shunt
field excitation problems.
TP17 NOWA OFGT Logic input to select fixed gain for Voltage and Current Regulators, the firing circuit is not suicided.
FOR INSTALLATION TEST PURPOSES
TP18 NOWA OUT OUTPUT of Regulator to Firing Circuit. -2V = suicided, (check this first)
+4V = zero SCR output (then here), and +10V = SCR full on.
TP19 NOWA OD1 Logic input for assignment selection. Connect to COM to select.
TP20 NOWA TSTA Test input to provide output at OUT (TP18). -10V = SCR full on. Input into last unity gain amplifier
before OUT to Firing Circuit.
TP21 NOWA FLD Reference to regulated motor field exciter (Motor B). SHUNT MOTORS ONLY
TP21A ACOM ACOM

NOWA
TP22 NOWA OSUS To COM to Unsuicide firing circuit and current regulator. Suicides Speed/Voltage Regulators. FOR
INSTALLATION TEST PURPOSES
TP23 NOWA OSUAT To COM to Suicide All (firing circuit and regulators: Voltage Speed Regulating Amplifier and Current
Regulator). FOR INSTALLATION TEST PURPOSES.
TP24 NOWA ORLA To COM to UNsuicide all (firing circuit and regulators). FOR INSTALLATION TEST PURPOSES
TP25 NOWA ORLT To COM to UNsuicide firing ckt only, Regulators are Suicided. FOR INSTALLATION TEST
PURPOSES

Table 2: NOWA/NFCB Test Points

TP NAME
TP1 NFCB CFB Scaled Current Feedback: -10V = I max CFB x 180 = MP Amps
TP2 NFCB TREG Test input 0 to -10V with Reg less than or equal to 0V
TP3 NFCB TIA Test input: +7.5V = I max input REF here to phase up bay
TP4 NFCB N15 -15V
TP5 NFCB P15 +15V
TP6 NFCB DCOM DCOM
TP7 NFCB P28 +28V
TP8 NFCB IA SCR Current +7.5V = I max
TP9 NFCB COS 0 to +10V (+10V = 750V)
TP10 NFCB P5 +5V
TP11 NFCB VCO +2.5V + or - 0.5VDC
TP12 NFCB ACOM ACOM
TP13 NFCB VFB Scaled Voltage Feedback: -8V = rated voltage, 750VDC VFB x 93.75 = Bay Voltage
TP14 NFCB 1PD 0 (0V) = FWD, 1 (5V) = REV
Table 3: NOWA/NFCB Adjustment Pots

NOWA POT NAME ADJUSTMENT PROCEDURE
R1 DOWA SRA GAIN Adjust response characteristics of voltage / speed regulator: .8 (full CCW) to
1.5 Rad/sec response. Should = full CCW, then tuned for MP stability
R2 DOWA REGN C.L. Sets regenerative current limit. 200-900 amps, check at TP1
R3 DOWA KW GAIN Adjusts the amount of taper for KW limit.
R4 DOWA KVA GAIN Adjusts the amount of taper for KVA limit
R5 DOWA CUR GAIN Adjusts crossover (GH [gain] = 1) of current rate regulator, 300 to 1200
Rad/sec. Current regulator response (FIXED) is 4 Rad/sec. Should = full
CCW,= 0 ohms THEN tuned for MP stability
R6 DOWA ACC RATE Adjusts rate of ramp reference, 2 -10 sec. Deceleration is 5 times faster. 5 to 6
second acceleration is the best setup for experienced drillers.
NFCB POT NAME ADJUSTMENT PROCEDURE
R1 DFCB CFB Current Feedback Trimpot; : -10V = I max CFB x 180 = MP Amps
R2 DFCB VFB Voltage Feedback Trimpot VFB x 93.75 = Bay Voltage
R3 DFCB SUP Suppression Trimpot
R4 DFCB IV LIM Inverter Limit Trimpot DO NOT ADJUST set at 1.7K ohms if off
All ohm readings taken with board out but daughter board (DOWA/DFCB) attached to parent board
(NOWA/NFCB.
6. Tuning the Limits/Bias Voltages in the Card Racks

Limits and Biases from Card Rack to NOWA
KWB = KW Bias/Taper @ TP5
The purpose of the KW limit is to prevent the overloading of the engines on KWs.
The combination of KWB (from the Card Rack) and KW GAIN (on the NOWA Pots) will droop the
reference of all regulators but will droop the highest reference first usually the DW at 10 volts the problem is
the that the MPs are high KW load and its reference is lower than 10 volts so it will not droop as soon as the
DW does.
It should be as high as possible without causing the system to go unstable. It has been found that the
generators cam start to taper at 500 KW but would go to over 600 KW and sag the engines. Good results have
been found with KW and KVA Gain pots set at 8K.

KVAB = KVA Bias/Taper @ TP2 (Normal Current Limit)

The purpose of the KVA limit control is to prevent the blackout of the whole rig on over currents.
Is + and added to the Current Limit Bias (from the Card Rack) for the Load selected, MP1 MP2 DW or
RT. It droops the reference too. Once the highest KVA signal exceeds the preset bias of the KVA taper on the
NOWA sends a signal to the Mid Value Circuit which sets the current limit on the drive.
Setting Page Panel (Relay Rack) Adjustments
KW & KVA Limit/Bias
KW Limit: to keep from over loading engines that could ultimately put the rig in the dark.
KVA Limit: to prevent sudden generator trips and blackouts.
With one generator on line measure generator controls DC voltage output at hotel load and calculate
KW/KVA per volt being inputted to the SCR Bays electronics from the generators. Set the pots to the
percentage of generator full load you want SCRs to start phasing back the bay power.
Where to Measure Generator DC Volt Output:
1. KW: JJ pin 15 on the SCR SEM above the NOWA/NFCB card.
2. KVA: JJ pin 11 on the SCR SEM above the NOWA/NFCB card.
Current Limit for Each Load MP1, MP2, DW, and RT
Set for each load in the Page Panel. As with [most] all pots CW increases the Current Limit (allows the
SCR to go higher amps) for that Assignment.
KW Droop Factors: DW Limited before MPs
The KW limit circuit will droop the reference for all regulators but will droop the highest reference first;
this is usually DW = 10 Volts. The problem is that the MPs are usually the high KW load and the MP
reference is usually set lower than 10 Volts for 120 SPMs. Therefore the MPs will not droop as soon as the
DW. It will take more KW to reduce MP reference than it does DW.
GE SCR Tuning Procedure GENERAL
1. Tune the Current and Voltage Feedback for all 4 Bays with the RTM and jumper wire.
2. Set SRA and Current Gain full CCW, this is fastest response, it can be de-tuned later for stability per
bay.
3. Check (and record) the Ohms for the KVA, KW, Current, and SRA Gain on the NOWA for the Bay
working the best
4. Set the 3 other Bays Gains to the same Ohms you recorded in step 3.
5. Check that the ACC Rate is the same in all Bays, Re-Tune if Driller complane of too fast/slow DW
operation.
6. Re-Tune Suppression in all Bays with the RTM
7. Tune DW I Lim Taper if necessary in the Relay Page Panel.

7. NOWA Card Operation/Troubleshooting Schematics & Notes

NOWA fig1 Throttle and KW/KVA Taper page
KW (and KVA) Limiting, Bias & Gain Schematic

For the circuit, figure #1, it can be seen that the KWB voltage (from the Page Panel pot) is modified by the KW
Gain pot in each SCR Bay. For that reason to change the limiting for all SCRs the KWB is adjusted, but if the
amps is uneven while running the DWA and DWB motors (at high Rig load when KW/KVA Limiting is a
factor) the Gain pots are adjusted.
It should be noted that the KW/KVA Gain pots, in each Bay, should be the same about 8K. Any deviation from
that, to equalize amps for two DW motors, will be small.
Throttle Signal
At the top the Throttle Reference signal comes in and can be seen at TP10. The Throttle Reference then goes
through the R6 circuit which gives a slope of 2 to 10 seconds ramp to the 0 to 10 volt signal that can be seen at
TP0. From there it goes into the Summing Junction in the middle page at J32-J44 .
The throttle signal from the DCC is tuned with pots in the Page Panel
KW Taper
The KW Taper works to reduce the Throttle Reference when the KWs (highest KW generator is selected)
cause the voltage at TP5 to go below about 7 volts. The voltage at TP5 is the sum of the highest + KW
generator signal is added to the negative KWB voltage from the Page Panel and scaled by R3 KW GAIN pot.
Again; the KW Gain (KVA & Current Gain too) has to be the same in all 4 bays to allow for equal load sharing
of KW (and KVA) response to the Bias Signals from the Pots in the Page Panel. To take load off the
Generators the Bias pots in the Page Panel should be adjusted, they SHOULD affect all 4 SCR Bays equally if
the Gains are set the same in each Bay.

NOWA fig 2 Speed Regulator page
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.
Summing Junction (Speed Error Signal = SES)

Here the negative Speed (N) and + Throttle Reference (TR) signals are added; any voltage above/below 0
shows the motor speed is below the TR. Any voltage will command the SRA to fire the SCRs until the TR = N
and the Summing Junction goes to 0.
There is no Test Point for this voltage because the small load of a voltmeter would cause it to go off 0. On
other SCR system this is called the Speed Error Signal.
SRA Speed Regulator Amplifier
The SRA gets the SES Signal from the Summing Junction and adds it to Normal Current Limit TP2 (or the
Regen Current Limit, TP1, if in Regeneration) to produce the SRA signal (at TP3) that goes to the Current
Regulator.
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.

NOWA fig 3 Current Regulator page
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.

8. NO Adjustment for DW Load Balancing Between Master and Slave:

No adjustments are needed except the fields BUT all the DW need to be set to Max Voltage of 720 volts and
cathead set (with the Throttle adjustment) to about 100 volts.
Saturation of one Motor
The field strength on each DW Motor so that ALL back EMFs is within 5 volts of each other. Adjust the
fields to make this so. This should be adjusted with the motors at the same. If one is hot and another cold they
wont share load because one will saturate and:
If the Master goes into saturation first the current will oscillate between maximum and 0.
If the Slave goes into saturation first the current will fall to 0 and stay there
To Avoid this Saturation Condition
1. Adjust the DW maximum voltage for 720 volts or less.
2. With all motors at the same temperature: set the hand throttle to give a cat-heading speed of about 500
volts and adjust the field strength on each motor (with the Field Transformer Taps) so that all back
EMFs are within +/- 5 volts.
DO NOT use field amps or field hot drop voltage as an indication of field strength - - ONLY Back EMF
I assume that the fields need to set up so that each motor has equal voltage on it at the same speed / volts
(500vdc) otherwise one of the two bullets items below will happen. Both motors must be at the same temp
presumably hot. This is a weakness of current followers systems at/ near the top speed range. A dip in the 600
bus will also cause the slower motor to saturate at near top speeds. Any SCR that assigns to the DW should
have the DW ref set to allow 720 volts or less for the max volts to help avoid this.
Logic of Enabling Master/Slave in the NOWA, check if NOT Sharing

ODWM1A and ODWM1B Enables Master/Slave load sharing, in NOWA, when connected to ACOM through
energizing the 1DWAK Relay, for DWA, or 2DWBK for DWB. Check the GE prints for where these are and
the logic of the1/2 DWB/AK Relays that put the ACOM on. Check this if having problems.
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.

Similarly, if #1 is not assigned, but #2 and #4 are assigned to DWB and DWC then #2 provides the current
reference for #2 and #4 regulators. For this case FET switch PAR2 on #4 must be closed. To accomplish thid,
connect ODW and ODWM2 to common to force OP2 to 0.
In general the first drive in line to which a DW motor has been assigned will provide the current reference to all
the other regulators assigned to DW motors.
NOTE: if OP1 or OP2 or OP3 are 0 then neither OL nor ORG can be 0. This means that both FET switch
LOAD and REGEN will be open.

Illustration of PAR and Reference Flow during Master/Slave DW Load Sharing
9. MP Load Sharing with MPB Variable Field Exciter

Setting the MP Load Sharing With the RPP FF Pot & VFE Bias Pot
See NOWA fig 3 Current Regulator page also
TP16 (Error Signal) is +when the armature amps in MPA is the HIGHER than MPB. 0.3 VDC is the best.
If MPA is high TP14 (drawing more amps than MPB & TP16 is + & -10V = 900A) you want to be bring the
field current for MPB TP13 down to cause MPB to draw more amps therefore bringing MPAs armature amps
down as the armature amps to MPB go up [vice versa if TP16 is Negative and MPB is high]
TP21 is the Variable Reference Signal to C [above S = ACOM] at the Variable Field Exciter [VFE] for
that MPs MPB from the NOWA.
VFE S negative [with respect to C] will increase the MPB VFE output and field current OR the higher
C is [with respect to ACOM or S] lower the VFE output will be.
FF Full Field Pot this is the adjustment in Relay Page Panel (RPP); there is one Motor Full Field pot (FF Pot)
for each MP: FF C pot is for MP1, J pot for MP2, (on card R3E) and FF pot C (on card R7D) for MP3 for
adjusting the Motor Field for full field

Bias Pot this is the pot on the Variable Field Exciter (VFE) for MPB. Terminal C (above the pot) is
connected to TP21 and terminal S is ground.
Tuning MP Load Sharing: Assigned but BEFORE Running the MP
D. Tuning MP Load Sharing: Before Starting the Tune CHECK:

1. The output of the NCIB card [and TP13] and the Error Signal [TP16] are both 0.0 volts, if not 0 go to
Current Isolator Board [NCIB] Adjustment below before trying to do a Field Tune and get all the
inputs to 0.0.
2. The Current Feedback, at TP11, and TP14] on the NOWA, are both 0.0 volts with NO Throttle.
3. At the Variable Field Exciter adjust the R45 pot, on the bottom of the TPSA Power Supply card
(IC3600TPSA1H1C above the card with the Bias pot) to get 12.0 VDC on TP6 with TP2 as ground on
the TPSA Card. The TPs on this card are not numbered in order, get a spare to see where TP6 is on the
card.
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.

3. With the Bias Pot (at the MPB Field Exciter middle card) adjust the MPB Field Amps to equal the MPA
Field Amps. Recheck that FF setting is still 5 VDC, readjust if necessary then readjust the Bias Pot to
equalize the Fields.
4. After check that the NCIB output and TP16, Error signal, are still 0
Tuning WHILE the MP Runs
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


11. NOWA fig 4 Solid State Switches and Logic
Fig 6 GE Logic Symbols Notes

12. TROUBLESHOOTING Flow

Do you have a throttle signal? Check TP10 REFx then TP0 REFy
Is the Drive not working because of KW Taper? Check that TP5 KWL is above 7 Volts
Is Normal Current keeping the Drive from coming up? Check that TP2 NCL is higher than 5 Volts
Is the Speed Regulator working? Check TP2 SRA is above 0 volts.
Is the Current Regulator working? Check TP18?
-2V = Drive Suicided
+4V = zero output from Drive
+10V = Drive Full ON
Check for Voltage Feedback TPTP9
Check for Current Feedback TP15
TROUBLESHOOTING Logic/Relay Problems
Dynamic Braking see section for
Suicide see section for Suicide and Suppression
SCR Bay Alarms
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
13. Throttle Pot Adjustment

Each assingment has a throttle pot adjustment. For the DW and RT this is set so full CW rotation of the
Throttle (or Foot Throttle ) gives a Full Speed signal to the bay of 10 VDC. The MPs are a diferent story, full
speed would be about 160 SPM, too fast for the pumps.
The Throttle Pots are adjusted so [lets say] 80 SPMs is the same throttle position [say 2 oclock] for
both pumps and full throttle is about 125 SPM for bothpumps.
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.
14. GE Generation III Drives are SPEED FOLLOWERS

Now is a good time to talk about what kind of Drive setup this GE Gen III system is. You will find DC
and AC Drives refered to as Speed Followers or Current Followers. Drilling rigs use Speed Followers DC
Drives, the drive will produce as many amps as necessary (up the Amp limits of the Drive) to bring the speed of
the Traction Motor up, or down, to match the Speed being called for by the Throttle Signal.
Speed Following Drives are used for any motor you want to run at a speed to match the inputed
Reference Throttle Signal: Drilling Rigs, Locomotives, Convaer Belts and Cranes. Torque Followers would be
used on Drage Lines and Paper Machines.
That said, when you have DWB slaved to DWA by using the SRA output as PAR input to DWB Current
regulator DWB is a Current Follower to the Speed Follower signal, SRA, from DWA.
15. Definitions of Suppression and Suicide Trips

Suppression Trip: a High Amps Fault
The GE Suppression trip is a shutdown of the SCR system of each bay when the instantaneous amps goes above
about 2000 amps as seen by the 3 CTs (below the bay disconnect) on the incoming 600 Volts AC. Too many
amps is the ONLY thing that should cause a Suppression of the GE Generation III SCR System. Suppression is
very fast, GE says the Bay DC output drops to 0 within a cycle or about .006 a second.
When a bay Suppresses it also triggers a Suicide of the bay and all the contactors drop out for the assignment
the bay is in and the red Suicide LED on the NOWA comes on. Since the Suppression brings the bay to 0 so
quick there should be no arcing of the contactors when they drop out due to Suppression.
Suicide Trip: an Assignment/Logic/Operation/Safety Fault
Before a bay is assigned to a motor it is in Suicide and the red LED on the NOWA board is on. After the bay is
assigned and the throttle is cracked the LED should go out and the bay UnSuicide and start firing the SCR.
Many things can prevent a bay from UnSuiciding OR Suicide it while running, most likely to be causing a bay
to suicide while running (and go into Suppression too) are in bold and the MOST underlined.
1. A lock-out in on the Motor you are trying to assign or auxiliary that hasnt started.
2. one of the contactors for that assignment is not correct by the auxiliaries logic
3. a blower or vane switch not working: AFVS
4. a previous non critical Cell Stack OT alarm: HSOT
5. any Power Supply (low 5 or 15 [5-10%] or 28 [20%] volts) fault: IPSE or LVSH
6. a Suppression (SUPLX) that hasnt been reset: ORST
7. a fault in DWA relay logic for Bay 1 or 3: SUA
8. A bay will not UnSuicide if the throttle wasnt at 0 when it was assigned.
9. Operator Error: like the Driller changing Assignments while the throttle is cracked phasing the Bay
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

contactors open under load and arc. That sudden disconnect of the motor from the bay will usually cause the
bay to go into Suppression too BUT the problem started with the Suicide NOT the Suppression.
Remember: Suppression will automatically Suicide the bay at the same time BUT a Suicide doesnt
automatically put the bay into Suppression even if the SCR is running. The only way to tell which came first is
the sound the contactors make when they open or observing as the Driller operates the SCR incorrectly: like
changing assignments without zeroing the Throttle. There are many things the Driller can do, or
sensors/switches that can operate/fail, that will cause a Bay to Suicide; it is VERY difficult (I would say
impossible) for a Driller to put a GE SCR Bay in Suppression IF the bay is healthy and tuned.
16. GE Gen III Dynamic Braking Logic

This document will describe, in order, the sequence of relays involved with the regenerative braking
process used in the GE III system. First we will begin with a description of how the system first detects that
regenerative braking should be applied to the DWA motor.
RIG 695s Differences:
BOTH DWA and DWB have Reversing Field Contactors and both are reversed to use for Dynamic Braking.
There is no DWAFAK Relay, the DWAF (and DWBF since bath motors are used) drops out the TFDK.
Description and short sequence of events
First, the drawworks are required to be assigned in the FWD REGN mode with a switch located on the
drillers console. Then the driller cracks the hand throttle to start the cathead to turning at a low RPM. He then
clutches in the drawworks using either the high or low clutch, then steps on the throttle, usually full foot
throttle, to bring up the drawworks. As he releases the foot throttle and clutches out, the process of regeneration
begins and usually lasts for approx. 2 3 seconds.
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

to eliminate the NOWA card is to assign the DWA motor to another bay, if it starts working then quite possibly
the NOWA card is defective.
Relay Logic
The high and low clutch aux. switches are closed when the drawworks are not clutched in. So you can
see that on page 2E when the VGRX relay is energized it closes contacts on itself to energize the RGNK relay
if the drawworks are unclutched, (DWENK energized), and the Rotary Table is not engaged, (RTENK
energized). So with RTENK and DWENK energized their aux. contacts are closed thus routing voltage
through the aux. contacts of VGRX to energize CRK and CRX through the diode.
Once the VGRX relay is energized it also contains a set of aux. switches on the line holding in the
FDDK relay, (if the FDDK relay is pulled in it pulls in the Forward field contactor, DWAF). These aux.
switches open up thus letting the forward field contactor, (DWAF), open up, thus losing your forward field on
the DWA 752 motor.
When DWAF de energizes, DWAFAK, (pg. 2A), is de energized, thus dropping out TFDX, (pg. 2E).
TFDX is held in for approximately .5 seconds by the resistor capacitor circuit in parallel with the coil when the
voltage is taken away from the coil. This is called a time delay after de energizing relay, it will pickup
instantly. The reason for the time delay is that in order to perform the regenerative braking, the field on the
A motor must be reversed. In order to keep the reverse field contactor from pulling in when the forward
field contactor is pulled in, a .5 sec. delay has been added to the forward and reverse field contactor logic, to
prevent the field from reversing too quickly. As you can see, both the TFDX and TRDX relays are controlling
the forward and reverse field contactors.
Field Reversal
When CRK is energized, it closes a set of aux. to energize the RDDK, which cannot energize until the
TFDX relay has timed out, (.5 sec.). Once the TFDX relay times out and closes, it will then energize RDDK
thus pulling in the DWAR, (reverse field contactor), during this time the NOWA card is firing the SCRs in the
Bay, powering the DWA Motor, to absorb the energy (the SCR Bay is in the Regenerative Mode) produced by
the rotating DWA 752 motor. When this has dropped the voltage on the D.C. side of the SCRs to the
appropriate level, (which means the motor has slowed to idle speed), it will de energize the VGRX relay, thus
de energizing the CRK, (completed regen), and RGNK relays. This in turn drops out the RDDK relay which
controls the DWAR, (field reverse contactor). After .5 seconds, (coming from the TRDX relay), the forward
field contactor, (DWAF), is energized via TFDX allowing the drawworks to run normally again.
At this point the logic will repeat itself upon the next time the drawworks are run up in the derrick to
apply regenerative braking.
Remember all of this takes place within 2 to 3 seconds, take one step at a time and attempt to find out
where the logic chain is broken.
End Dynamic Braking
Relay List
VGRX R1JA Volts > Ref [from NOWA] = Energize RGNK, de-Enz FDDK
DWENK R6HA DW Clutch OUT when Energized
RTENK R6HB RT Out when Energized [de-energized quick with DW???]
CRK R2HA Complete Regen Relay
CRX R1HC Complete Regen Relay X
FDDK R1LB de-energized = FF [DWAF & ?DWBF?] drop-out
DWAF FF-Cont A ..
DWBF FF-Cont B ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
TFDX R1HB Fwd Field Timer .5 sec delay de-energize
TRDX R0LC Rev Field Timer .5 sec delay de-energize
DWAR RF-Cont A .
DWBR RF-Cont B ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,

RGNK R2LA Regeneration Relay

ARGNK R4HA Regeneration Relay Auxiliary
RDDK R1LC de-energized = RF [DWAR & ?DWBR?] drop-out
Cat-Head Speed and Dynamic Breaking: Speed it Needs to be HIGH

The Driller needs to run the DW at a higher Cat-Head speed while tripping out so the speed DIFFERENTIAL
between the DW and Hand Throttle reference (Cat-Head speed: the setting on the DW Hand Throttle) IS NOT
too HIGH all the time and putting the DW into Dynamic Breaking when it really isnt necessary. The DW will
go into Dynamic Breaking whenever the Driller releases the Clutch AND the DW Motor speed is HIGHER than
reference from the Hand Throttle. If he runs the DW faster fewer Dynamic Breaking cycles will take place
because sometimes the motor speed will be less than, or equal to, the Cat-Head speed.
17. MP Field Load Sharing TPs Troubleshooting Table: RAW Data

TP13 MPB Amps and TP14 MPA Amps: 1 VDC = 100 Motor Amps
TP16 (Error Signal) is +when the Motor [armature] Amps in MPA is the HIGHER than MPBs Motor Amps.
TP21 is the Variable Reference Signal to C [above S = ACOM] at the Variable Field Exciter
Corrected MP Data for GOOD Load Sharing
The importance of precise setting of CFB
Setting the NCIB for correct signal [1v=90amps] to TP13
Bias Pat pot verses Full Field Reference pot Adjustments for tuning
AFTER turning all the NFCBs and FF Pots

Friday 6-25
MP# and SCR Bay Its Assigned to
Parameter
Amps B Motor (BMa) 376 400 368 333 375
BMa_c = TP13 x 90 389 +13 425 +25 389 +28 350 +17 392 +17
Amps B Field As & Vs 32 81v 30 93v 33-95v 31-113 47 94v 33 90v
Amps A Motor (AMa) 370 411 373 335 363
AMa_c = TP14 x 90 385 +15 386 -25 361 -11 334 -1 345 -18
Amps A Field As & Vs 47 96v 52 98v 48 96v 54 98v 50 98v
TP16 Error Signal (+/-) -3.40 -4.00 -3.02 -1.20 4.77
SCR Bay Amps (At) 752 820 750 700 735
At_c = CFB x 180 747 -5 812 -8 756 +6 697 -3 740 -5
CFB (all -) 4.15 4.51 4.20 3.87 4.11
SCR Bay Volts (Vt) 348 292 342 390 342
Vt_c = VFB x 93.75 348 00 292 00 341 -1 387 -3 340 -2
VFB (all -) 3.71 3.11 3.64 4.13 3.63
notes Running together Running together SCR2
Difference in Motor Amp (to B) -6 11 5 2 -12
TB21 Ref off 5V by (+/-) 1.49 1.54 1.32 0.40 1.96
%TP13 err (BMa_c BMa)/BMa 3.46% 6.25% 7.61% 5.11%

%TP14 err (AMa_c AMa)/AMa 4.05% 6.08% 2.95% 0.23%
% CFB err (At_c At)/At 0.69% 0.97% 0.80% 0.43%
% VFB err (Vt_c Vt)/Vt 0.00% 0.00% 0.29% 0.77%
SPMs and Volt per Stroke 56 6.214 51 5.725 55 6.218 56 6.964
err = error
The current and voltage feedback, in the SCR Bays, are looking great here, a little error with the MPB amps but
it doesnt seem to be a trend and the motors are stable and sharing load within 10%. At high load, near the
maximum of 900 amps on each motor, I accept 20% if the MPs are stable.
I think we had to move the Bias so far here (and got strange Error and FF signals) because the belts were
slipping, especially on MP2.
18. MP Field Load Sharing TPs Troubleshooting Table

I think we had to move the Bias so far here (and got strange Error and FF signals) because the belts were
slipping, especially on MP2.
Tuesday 6-29
MP# and SCR Bay Its Assigned to #
Parameter
Amps B Motor (BMa) 370 418 400 369 264
BMa_c = TP13 x 90 387 416 423 367 252
Amps B Field As & Vs 32 80v 45 116v 31 80v 46 117v 43.9 119v
Amps A Motor (AMa) 434 292 398 349 364
AMa_c = TP14 x 90 407 288 379 338 342
Amps A Field As & Vs 52 95v 50 96v 51 95v 50 96v 48.2 97v
TP16 Error Signal (+/-) 2.30 10.45 -5.23 3.05 10.0
SCR Bay Amps (At) 803 710 810 712 606
At_c = CFB x 180 801 707 808 = 601
CFB (all -) 4.45 3.93 4.49 3.93 3.34
SCR Bay Volts (Vt) 307 360 307 360 366
Vt_c = VFB x 93.75 305 362 306 = 366
VFB (all -) 3.25 3.86 3.26 3.85 3.9
notes Retuned MPB Bias
Difference in Motor Amp (to B) 64 -126 -2 -20 100
TB21 Ref off 5V by (+/-) -0.79 3.86 3.68 1.07 -3.42
Difference in Field Amp (to B) 20 -5 20 4 4.3
%TP13 err (BMa_c BMa)/BMa
%TP14 err (AMa_c AMa)/AMa
% CFB err (At_c At)/At
% VFB err (Vt_c Vt)/Vt
NOTES or SPM & Volt per Stroke Full bias now 07/05
Parameter
MP3 in 2 MP2 in 3 MP3 in 2 MP2 in 3
Amps B Motor (BMa) 370 418 400 369
BMa_c = TP13 x 90 387 416 423 367
Amps B Field As & Vs 32 80v 45 116v 31 80v 46 117v
Amps A Motor (AMa) 434 292 398 349
AMa_c = TP14 x 90 407 288 379 338

Amps A Field As & Vs 52 95v 50 96v 51 95v 50 96v
TP21 FF Ref to B Mtr Exciter 4.21 8.68 7.0 6.07
TP16 Error Signal (+/-) 2.30 10.45 -5.23 3.05
TP13 B Motor Amps (all -) 4.30 4.62 4.70 4.08
TP14 A Motor Amps (all -) 4.52 3.22 4.21 3.75
SCR Bay Amps (At) 803 710 810 712
At_c = CFB x 180 801 707 808 =
CFB (all -) 4.45 3.93 4.49 3.93
SCR Bay Volts (Vt) 307 360 307 360
Vt_c = VFB x 93.75 305 362 306 =
VFB (all -) 3.25 3.86 3.26 3.85
notes Retuned MPB Bias
Difference in Motor Amp (to B) 64 -126 -2 -20
Difference in TP13-TP14 @TP 0.25 1.40 0.53 0.30
TB21 Ref off 5V by (+/-) -0.79 3.86 3.68 1.07
Difference in Field Amp (to B) 20 -5 20 4
NOTES or SPM & Volt per Stroke Full bias now
19. Adjustment Procedure for the Power Supply

R4 Adjusts +5V Amps at TP10 to TP18 .3Volts per Amp 4 Amp max
R2 Adjusts +15V Amps at TP12 to TP11 .1Volts per Amp 1 Amp max
R2 Adjusts -15V Amps at TP14 to TP13 .1Volts per Amp .8 Amp max
R5 Adjusts +28V Amps at TP8 to TP7 .22Volts per Amp 1.5 Amp max
20. P105 Power Supply

Contactors P105 VDC Power Supply black breaker in each SCR by blower
This ground (somewhere in the P105 circuit) seems to be what happened first and started the BIG
problems (DW not running on two motors, etc.) before I came or the rig called Jack in Houston. These are the
black circuit breakers to the right of the blowers in each SCR Bay, they are all tied together (through diodes) to
supply the positive 105 VDC (P105 with CPCOM) that is used to energize the big contactors behind all the
SCR Bays that assign the Traction Motors and energize/reverse the Fields.
Since all the P105 supplies are all tied together if one or two trip all the contactors will still energize
from the P105 power from the ones that havent tripped. BUT if there is a ground somewhere in the P105
wiring (the other side of the power to the contactors, CPCOM, is grounded) it will trip all 4 breakers and drop
out all the contactors and Suicide any SCR on line.
The tripping of the breakers doesnt necessarily happen before the Bay un-suicides (when the motor is
assigned and its contactors close OR THE Fields are energized) before the throttle is cracked. Usually the
ground is on the other side of some relays NO contacts in the P105 logic and wont trip the breakers until that
relay closes. When the ground happens after the Bay un-suicides its electronics are more exposed to damage
from the spikes before the P105 breakers trip.

21. Setting Suppression, with the RTM,

22. RELAYS in Page Panel

The CD Relays are the easy ones to find.

23. The 3 flavors of the KMR Gray Can Relays

HERE is the configuration of the KMR Relays that come in three flavors the A, B, and C.
You need to BE SURE you have spares in all three kinds!

Relays in 695 Page Panel: by Esnesto Dalzarelli Listado de relay en SCR
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

3SAA1446A2
IC3600KMRC6D CANT 2
4 9
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


Accessing the EGR Parameter Menu: the secret GE code

The Parameters are accessed with the MENU Mode, to enter it from the STATUS Mode (where the EGR
Keypad LCD usually displays) with the EGR Keypad press these 4 keys:
STATUS/MENU
7
9
EXIT
Pressing the STATUS/MENU again will take you back to the STATUS mode.
See the EGR Basics.pdf, EGR Troubleshooting.pdf, and the 254 page EGR Gen Ctrl.pdf manual with notes
from my GE EGR Class. I left all 3 pdfs on the rigs computers.
25. SCR Bay Tuning Settings

These are the pot settings we found, the ones in bold were changed to the default value, the red ones (all on the
NFCB) were way off and very disturbing, cannot figure out why the SCR Bay werent going into suppression at
least every day.
Pots NFCB info SCR #1 SCR #2 SCR #3 SCR #4 Default
CFB Pin 1-2 - 02K pot 0.63 1.95 0.60 0.900 0.775
VFB Pin 3-4 10K pot 1.50 1.72 2.56 1.60
SUP Pin 7-8 50K pot 1.82 22 (+2cw) 1.80 1.80 7.85
Inv-L Pin 7-9 10K pot 0.30 9.14 1.11 0.40 1.70
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 found first day on rig

SRA Pin 1-3 - 10K pot 0.30 2.25 0.90 2.20 1.0 (0?)
REG Pin 5-6 10K pot 8.14 7.15 7.15 7.15
KW g Pin 9-10 10K pot 8.60 6.50 5.25 5.18
KVA g Pin 13-14 10K pot 8.70 9.95 9.83 10.5
CUR G Pin 16-18 1K pot 0.52 0.54 0.58 0.50
Ac Rt Pin 19-21 10K pot 7.82 2.60 2.78 3.37
Values used after tuning and troubleshooting: all NOWA Pots set the same now:
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.
26. Troubleshooting/Workbook Template Library for 695: for Rig

Blank Template Table #
Parameter
Amps B Motor (BMa)
BMa_c = TP13 x 90
Amps B Field As & Vs
Amps A Motor (AMa)
AMa_c = TP14 x 90
Amps A Field As & Vs
TP21 FF Ref to B Mtr Exciter
TP16 Error Signal (+/-)
TP13 B Motor Amps (all -)
TP14 A Motor Amps (all -)
SCR Bay Amps (At)
At_c = CFB x 180
CFB (all -)
SCR Bay Volts (Vt)
Vt_c = VFB x 93.75
VFB (all -)
notes
Difference in Motor Amp (to B)
Difference in TP13-TP14 @TP
TB21 Ref off 5V by (+/-)
Difference in Field Amp (to B)
SPMs and Volt per Stroke
u

1. MP Field Load Sharing TPs Troubleshooting Table DATA Collected.
MP1 in SCR1 (and SCR2) x TABLE #1

6-25 6-25 7-04 7-05 7-08 7-11
Parameter
MP1 in 1 MP1 in 2 MP1 in 1 MP1 in 1 MP1 in 1 MP1 in 1
Amps B Motor (BMa) 376 375 393 349 384 355
BMa_c = TP13 x 90 389 +13 392 +17 423 +30 351 +2 399 +15 368 +13
Amps B Field As & Vs 32 81v 33 90v x 32.13 92.9v 31 94v 33 95v
Amps A Motor (AMa) 370 363 422 310 356 315
AMa_c = TP14 x 90 385 +15 345 -18 414 -8 333 +23 379 +23 312 -3
Amps A Field As & Vs 47 96v 50 98v x 46.13 97.7v 48 97v 45 97v
TP21 FF Ref to B Mtr Exciter 6.49 6.96 5.8 6.2 5.89 6.43
TP16 Error Signal (+/-) -3.40 4.77 -1.3 to -2.3 3.0 -2.13 -3.47
TP13 B Motor Amps (all -) 4.32 4.35 4.7 3.9 4.43 4.09
TP14 A Motor Amps (all -) 3.98 3.83 4.6 3.7 4.21 3.47
SCR Bay Amps (At) 752 735 817 656 740 670
At_c = CFB x 180 747 $5 740 $5 828 $11 695 $38 781 $41 711 $41
CFB (all -) 4.15 4.11 4.6 3.86 4.34 3.95
SCR Bay Volts (Vt) 348 342 390 330 365 346
Vt_c = VFB x 93.75 348 340 384 319 363 343
VFB (all -) 3.71 3.63 4.1 3.4 3.87 3.66
notes With MP3 in 3 SCRs Ched
Difference in Motor Amp (to B) -6 -12 29 39 28 40
Difference in TP13-TP14 @TP 0.37 0.52 0.1 0.2 0.19 0.35
TB21 Ref off 5V by (+/-) 1.49 1.96 0.8 1.2 0.89 1.43
Difference in Field Amp (to B) 15 17 xx 14 17 12
%TP13 err (BMa_c BMa)/BMa 3.46%
%TP14 err (AMa_c AMa)/AMa 4.05%
% CFB err (At_c At)/At 0.69%
% VFB err (Vt_c Vt)/Vt 0.00%
SPMs and Volt per Stroke 56 6.214 55 6.291

MP2 & MP3 in SCR #2, #3 and #4 xx TABLE #2

6-25 6-29 6-29 7-04 7-08 7-08 7-11
Parameter
MP2 in 4 MP3 in 2 MP3 in 2 MP3 in 2 MP3 in 2 MP3 in 3 MP2 in 4
Amps B Motor (BMa) 333 370 400 440 403 450 320
BMa_c = TP13 x 90 350 +17 387 423 423 426 $23 467 $17 315
Amps B Field As & Vs 47 94v 32 80v 31 80v 31 82v 31 81v 43 111v
Amps A Motor (AMa) 335 434 398 437 400 410 325
AMa_c = TP14 x 90 334 -1 407 379 351 372 $28 374 $36 311
Amps A Field As & Vs 54 98v 52 95v 51 95v 53 96v 52 95v 47 96v
TP21 FF Ref to B Mtr Exciter 5.40 4.21 7.0 7.12 7.05 8.05 5.17
TP16 Error Signal (+/-) -1.20 2.30 -5.23 -4.5 -5.04 -7.72 -0.64
TP13 B Motor Amps (all -) 3.89 4.30 4.70 4.7 4.73 5.19 3.50
TP14 A Motor Amps (all -) 3.71 4.52 4.21 3.9 4.13 4.15 3.46
SCR Bay Amps (At) 700 803 810 882 800 834 635
At_c = CFB x 180 697 -3 801 808 846 $36 797 850 $16 628
CFB (all -) 3.87 4.45 4.49 4.7 4.43 4.72 3.49
SCR Bay Volts (Vt) 390 307 307 356 348 338 374
Vt_c = VFB x 93.75 387 -3 305 306 338 $18 347 340 379
VFB (all -) 4.13 3.25 3.26 3.6 3.70 3.63 4.04
notes B-OFF > Retuned Bias
Difference in Motor Amp (to B) 2 64 -2 -3 3 40 5
Difference in TP13-TP14 @TP 0.15 0.25 0.53 0.8 0.50 0.99 0.04
TB21 Ref off 5V by (+/-) 0.40 -0.79 3.68 2.12 2.05 3.05 0.17
% VFB err (Vt_c Vt)/Vt 0.77% j
SPMs and Volt per Stroke 56 6.964 MP3 in 2 55 6.800

Blank Template Table #XXX TABLE #3

6-25 6-29 6-29 7-05 7-8 7-8
Parameter
MP3 in 3 MP2 in 3 MP2 in 3 MP2 in 4 MP2 in 4 MP3 in 3
Amps B Motor (BMa) 400 418 369 264 367 417
BMa_c = TP13 x 90 425 +25 416 367 252 373 441 $24
Amps B Field As & Vs 30 93v 45 116v 46 117v 43.9 119v 47 113v 31 80v
Amps A Motor (AMa) 411 292 349 364 362 372
AMa_c = TP14 x 90 386 -25 288 338 342 354 355 $17
Amps A Field As & Vs 52 98v 50 96v 50 96v 48.2 97v 52 96v 53 95v
TP21 FF Ref to B Mtr Exciter 6.54 8.68 6.07 1.58 5.71 8.10
TP16 Error Signal (+/-) -4.00 10.45 3.05 10.0 -2.25 -8.28
TP13 B Motor Amps (all -) 4.73 4.62 4.08 2.8 4.14 4.90
TP14 A Motor Amps (all -) 4.29 3.22 3.75 3.8 3.93 3.94
SCR Bay Amps (At) 820 710 712 606 730 787
At_c = CFB x 180 812 -8 707 = 601 736 796 $11
CFB (all -) 4.51 3.93 3.93 3.34 4.09 4.42
SCR Bay Volts (Vt) 292 360 360 366 408 331
Vt_c = VFB x 93.75 292 00 362 = 366 412 333
VFB (all -) 3.11 3.86 3.85 3.9 4.39 3.55
notes Retuned Bias 7/9
Difference in Motor Amp (to B) 11 -126 -20 100 5 45
Difference in TP13-TP14 @TP 0.42 1.40 0.30 1.0 0.20 0.96
TB21 Ref off 5V by (+/-) 1.54 3.86 1.07 -3.42 0.71 3.10
Difference in Field Amp (to B) 22 -5 4 5 22
% VFB err (Vt_c Vt)/Vt 0.00%
SPMs and Volt per Stroke 51 5.725 Full bias now

2. Troubleshooting/Workbook Template Library for 695: for Analysis
Blank Template Table #

Parameter
Amps B Motor (BMa)
BMa_c = TP13 x 90
Amps B Field As & Vs
Amps A Motor (AMa)
AMa_c = TP14 x 90
Amps A Field As & Vs
TP21 FF Ref to B Mtr Exciter
TP16 Error Signal (+/-)
TP13 B Motor Amps (all -)
TP14 A Motor Amps (all -)
SCR Bay Amps (At)
At_c = CFB x 180
CFB (all -)
SCR Bay Volts (Vt)
Vt_c = VFB x 93.75
VFB (all -)
notes
Difference in Motor Amp (to B)
Difference in TP13-TP14 @TP
TB21 Ref off 5V by (+/-)
Difference in Field Amp (to B)
SPMs and Volt per Stroke

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Nabors Rig 695 GE Gen III & EGR Repair and Tuning June - July 2010 Page 1 of 40

GE Generation III Manual for: SHUNT Motors and Two DW

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

2. Tuning VFB and CFB on the NFCB Card

3. Advice on Tuning Gen III from GE-Charlie:

A. CFB Tuning [1 Volt of CFB = 180 Amps]

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

B. VFB TUNING [1 Volt of VFB = 93.75 VDC]

MP# and SCR Bay Its Assigned to

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

4. SCR Bay Tuning Settings for Rig 695

Pots NFCB info SCR #1 SCR #2 SCR #3 SCR #4 Default

Pots NOWA info SCR #1 SCR #2 SCR #3 SCR #4 Default

Pre-calibrated NOWA and NFCB Daughter Board setup for troubleshooting.

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

5. Tables for Troubleshooting and Tuning the NOWA/NFCB Cards

LIGHT SHADE (THIS) = TEST INPUT - DARKER = LOGIC OR POWER

TP21A ACOM ACOM

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Table 2: NOWA/NFCB Test Points

Table 3: NOWA/NFCB Adjustment Pots

6. Tuning the Limits/Bias Voltages in the Card Racks

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

KVAB = KVA Bias/Taper @ TP2 (Normal Current Limit)

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

7. NOWA Card Operation/Troubleshooting Schematics & Notes

KW (and KVA) Limiting, Bias & Gain Schematic

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

NOWA fig 2 Speed Regulator page

Summing Junction (Speed Error Signal = SES)

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

NOWA fig 3 Current Regulator page

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

8. NO Adjustment for DW Load Balancing Between Master and Slave:

Logic of Enabling Master/Slave in the NOWA, check if NOT Sharing

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

9. MP Load Sharing with MPB Variable Field Exciter

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Tuning MP Load Sharing: Assigned but BEFORE Running the MP

D. Tuning MP Load Sharing: Before Starting the Tune CHECK:

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

11. NOWA fig 4 Solid State Switches and Logic

Fig 6 GE Logic Symbols Notes

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

12. TROUBLESHOOTING Flow

13. Throttle Pot Adjustment

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

14. GE Generation III Drives are SPEED FOLLOWERS

15. Definitions of Suppression and Suicide Trips

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

16. GE Gen III Dynamic Braking Logic

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

Charles Townsend Charlie@acrigs.com for GCI, Jack Vanvleit jackvanvleit@gcisolutions.net

RGNK R2LA Regeneration Relay

Cat-Head Speed and Dynamic Breaking: Speed it Needs to be HIGH

17. MP Field Load Sharing TPs Troubleshooting Table: RAW Data

AFTER turning all the NFCBs and FF Pots