MOOG-ACT IGV CONTROL-PDVSA

G.A.Hansen

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General Questions to All Manufacturers

Safety

Perform the necessary task assessments prior to starting the job based on the site condition in order to perform your task in a safe manor. Save (upload) the original as installed software prior to performing any changes or calibration. Remember to always compare your final work for AFIs etc.

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Setup-Calibration General Questions to All Manufacturers

Implemented the control changes to allow for active guide vane control, in turn up rating a current Mars 90 to a Mars 100 configuration. This initialed modifying the current control Moog Servo System typically utilized for surge avoidance 80%-92% Ngp_Corr to an active control varying the position through the operating range > 92% Ngp_Corr based on full load.
Setup-Calibration The calibration of the control needs to be performed in two steps. 1. The first being a static verification of both the on skid components and software constants. 2.Operational trimming of the full load position based on overall performance parameters. To perform this function a copy of the test report is required

This outline is not going to get into specific calculations utilized to determine the number of bits for a specific position due to the scaling conversion etc for the Moog control. However this will serve as a straightforward means to properly setup and determine the functionality of the control. Service Bulletin 8.6/106B should be used as a reference only for this control setup

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General Questions to CONSTANTS All Manufacturers INITIAL IGV

Initial Constants Settings Typical Moog Actuator

RED indicates a fixed constant, Blue indicates variable constant.

F13:551, GVAG_CLIM F13:548, GVAG_OFST F13:552, GVAG_INTM F13:553, GVAG_FULOP F13:555, GVDRIZCNT F13:559, GVAG_INTH F13:162, GVPSTNIPGN 1.5) Feedback gain. F13:163, GVPSIPOFST F13:165, GVOVDSLPE F13:166, GVCLOSELMT F13:167, GVOPENLMT F13:168, GVDRIVGAIN F13:169, GVDRIVOFST = -45 Minimum limit closed position = 0 IGV angle offset (bias to normal schedule) = -4 IGV intermediate set point = 2.5 Deg full open limit = -3662.00 Approximate zero count = 0.8 (needs to be set at 2.0 during initial setup) = 1.2 Utilized to trim the control linearity (position verses feedback) (0.5= 0 for this application the setting will be 0 = 1.67 Ngp IGV over ride gain = 3.6 Representative VDC closed limit = -3.6 Representative VDC open limit = 0.5 Utilized for control stability (0.3-1.0) = .10 Offsets the output control to the actuator

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Standard Match Temp IGV General Questions to All Manufacturers

Verify that Ngp_Corr is being calculated correctly in file 89 and make sure 59 is utilized in the standard temp calculation (not 80 or 122 etc). Standard day temp is defined to be 59 deg at sea level. Remember that Engine Match is a function of the nozzle shape not ambient temp. A consequence of changing the IGV setting is a different airflow, different T3, and different pressure ratio.

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General Questions to All Manufacturers

Logic AFI Ngp_Corr

Still within file 89 locate the rung were NGP_CORR is calculated and place an AFI instruction.

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Signal Conditioner-Actuator Cal

General Questions to All Manufacturers Step-1
o The control is a closed loop system, +10 volt output signal address (N??) through a voltage/current converter (Z230) 50/50mA to the servo-controller (pilot valve) located just under the forward engine support. The control feed back is an iatrical part of the single Moog actuator containing the (LVDT) Liner Variable Differential Transformer through a signal conditioner (Z339) +3.6 FB signal through input address (N??) At this point verification of the Signal Conditioner (Z339) and mechanical position of the Moog Actuator relative to the voltage FB signal needs to be performed. This task needs to be performed at the unit and there are several ways to accomplish this including the procedure listed within SB8-6-106B. 1.
2. Follow the procedure listed in SB8-6-106B, however tedious. Move the guide vanes manually, which will require the actuator lube lines be removed. Make sure both the AC and DC lube pumps are isolated (tagged out) and the engine has completed the 4hr post lube. Within the logic set both the min closed 45 and 0 FB-position through the logic. The engine will need to be placed in the TEST CRANK mode in order to build hydraulic pressure. Very the guide vanes between 45 and 0 by entering a bit count within the output address N?? (typically 215 bits corresponds to 45 and 3660 bits corresponds to 0) on the Mars engine degree angle plat located at the engine. Verify that the corresponding feed back signal on terminals 7 & 8 of the signal conditioner are within limits (- 45 = 3.6VDC and 0 = -3.6VDC)

o
o

o o o

3. a. b.

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Signal Conditioner-Actuator Cal

General Questions to All Manufacturers Step-1

-5 LVDT +5 Max Actuator Exstention

Servo Controller

InPt Cont Sig

FB Sig Signal Conditioner OFFSET-ZERO OUTPUT-SPAN

1. Move the IGV arm to 22.5, adjust the OFFSET- ZERO. 2. Move the IGV arm between 45 (+3.6) min and 0 (-3.6), adjust the OUTPUT-SPAN
On Eng Adjustment

-3.6
Zero Offset Output Span

V 0

+3.6 45

22.5
Deg-Angle

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Engine Crank Verification

General Questions Step-2 to All Manufacturers

1. The next step in the IGV control verification will be performed during an engine crank cycle, its best to have the engine oil as close to operating temperature as possible however not imperative 2. 3.

.
4.

a. b. c. d.

Go on line with field programming terminal to file 145 and set the Ngp_Corr to 80% With the engine Ready Light illuminated perform a test crank. Drive the IGVs fully open and closed utilizing the GVOPENLMT (-4.4 or 3.6 = OPEN) (+3.6 = Closed). Utilize SB8.6/106B section 2.15-2.15.4 in order to establish a new position gain. Whatever number is placed in the GVOPENLMT will drive the IVGs. Record the following feedback signal within the program 145:9 Fully open voltage (?) -4.4 to drive open Fully closed voltage (?) +3.6 to drive closed Position 40, V-40 (?) Increase till 40 Position 5, V-5 (?) Increase till -5

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Guide Vane Pos Gain Corr General Questions Step 2 to All Manufacturers

Place the initial calculated GVPSTNIPGN from index (4) into F13:162

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General Questions to All Manufacturers

Logic AFI Ngp_Corr

Move back to file 145 and locate rung 145:10 or the rung that drives the full open position during a crank and place an AFI instruction. This rung moves the IGV to the full open position during an test crank.

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Engine IGV Tracking Verification General Questions Step 2 to All Manufacturers

Ngp_Corr

Set F13:548 (GVAG_OFFST)= 0, CRANK and adjust the Ngp_Corr per the listed scale and note both the calculated schedule (GVAG_SCH) and feedback (GV_DEG) along with verifying the angle scale located on the engine. Adjust Kval (F13:162, GVPSTNIPGN) again if needed in order to trim the feedback and bring it in line with the actual position. During the process of verifying both the control and feedback signals its important to make sure the actual guide vane position is stable at the engine. If the IGVs are fluctuating for a specific output adjust F13:168, GVDRIVGAIN (.4-.6 seems to work well) however is site specific and may need to be readjusted once the engine is operational depending on the lube oil temperature during the testing phase. F13:169, GVDRIVOFST can be left at (.10), this will effect the position relative to the output signal.

IGV ANGLE
100 50 0 -50 -100
1 2 3 4 5 6 7 8

80 0 -45 -45

82

84

86

88

90

92 Angle Ngp_Corr

-37.5 -30

-22.5 -15

-7.5 0

Angle Ngp_Corr

-45 0

-45 80

-37.5 82

-30 84

-22.5 86

-15 88

-7.5 90

0 92

Angle

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Engine IGV Tracking Verification General Questions Step 2 to All Manufacturers

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IGV PT Over Ride Control General Questions Step 2 to All Manufacturers

The final step in the static test is to verify the PT over ride function.
AFI the Npt_Speed (F8:123) CPT instruction in file 101 so the data can be manually increased. Increase Ngp_Speed >102 and verify that the calculated GVPSIN_SCH drives the IGV closed based on the PTOVERDSLOP

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General Questions to All Manufacturers

Performance Issues

Low NGP, Early T5 Topping, and Low PCD

Compressor Fouling-Dirt etc, Wash. A fouled compressor will have a loss in
airflow and efficiency.

Bleed Valve Leak-Verify the bleed valve is not leaking ( Field certified Spit Test) External Compressor Leak- Feel around the flanges (using gloves) for excessive air leaks (max 6 inch) Low NPT check speed against optimum (EngPerf) Turbine Rub Borescope

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Remove Program AFIs General Questions Step 3 to All Manufacturers

REMOVE ALL AFIS PLACED IN THE PROGRAM DURING THE TESTING PHASE.
Engine is ready to start at this point
Start the engine and once on-line allow to heat soak for two hours prior to running performance or trimming the guide vanes on full load.

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Operating Point General Questions Step 3 to All Manufacturers

Requires package instrumentation T1, Ngp, NPT, T5, IGV angle Requires GTPERF or ENGPERF5 and PIPELINE (Gas Compressors) for Analysis GVAG_OFFST originally set at 0 is adjusted to optimize the full load performance.

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