Reciprocating Equipment Manager Operations Manual AIR / FUEL RATIO AND GOVERNOR CONTROL

Transcription

1 REMVue Reciprocating Equipment Manager Operations Manual AIR / FUEL RATIO AND GOVERNOR CONTROL REMVue 500/AS OPERATIONS MANUAL Version 3 April 16, 2007

2 DISCLAIMER This document is designed to provide information regarding the installation and operation of the REMVVuuee //ASS Control System. REM Technology Inc. makes no representation or warranties with respect to the completeness or accuracy of the data contained herein, and reserves the right to change the data herein at any time. REM Technology Inc. does not assume liability for any losses or damages resulting from the use or application of the data or information provided herein. REEMVVuuee is a registered trademark owned by REM Technology Inc. REM Technology Inc., 2007 All rights reserved. All information contained in this publication is the property of REM Technology Inc. The information contained herein is strictly for use by owners of equipment and/or software made by REM Technology Inc. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means without the prior express written permission of REM Technology Inc.

3 REMVue 500/AS OPERATIONS MANUAL TABLE OF CONTENTS TABLE OF CONTENTS...i 1. INTRODUCTION General Alarms and Shutdowns PID Tuning REMVue 500/A Engine Fuel-Air Management Speed Measurement and Control Starting and Stopping Air-Fuel Measurement and Control Ignition Control Pre-Combustion Measurement and Control Fuel Density Torque Index Exhaust Temperatures Engine Monitoring REMVue Monitoring REMVue 500/S Unit Control Standard Base System Optional Functionality Start-Up / Shutdown Sequencing Automatic Loading Control Compressor Control Description Normal Compressor Cool Down and Stop High Alarm Initiated Cool Down Stop Engine / Compressor Shutdown Unit Shutdown / Remote Emergency Shutdown (USD / ESD) Compressor Auto-Purge REMVue 500/D Diagnostics REMVue User Interface REMVue User Interface Screens Passwords System Variations REMVue Screens HMI Navigation Chart PID Control Screen Graphics REMVue Navigation Screens Main Support HELP Sceens REMVue Engine Operating Procedures REMVue 500/A Engine Starting, Stopping and Cool Down REMVue 500/A Starting i

4 3.1.2 REMVue Engine Stopping Procedure REMVue Cool Down Procedure REMVue 500/S Engine Starting, Stopping and Cool Down REMVue 500/S Starting REMVue 500/S Stopping REMVue 500/S Cool Down REMVue 500/AS Starting, Stopping and Cool Down Air-Fuel Management AFR Main Startup / Stop Operator Startup Parameters PID Control Governor Control Governor Parameters Air Control Air Control Modes Air Parameters Air/Fuel Ratio Supervisor AFR Parameters Pre-Combustion Control Pre-Combustion Parameters Operator Maintenance Performance Overview Exhaust Temperatures Exhaust Delta Temperatures Exhaust Temperature Trends System Trends Operational Excellence Fuel Cost Run Times Shutdown/Alarm Screens Shutdown/Alarms Shutdown/Alarm Log Supervisor Shutdown / Alarm Limits Supervisor System Supervisor Units Supervisor Function Enable Supervisor Site Parameters Supervisor Timing Retard Setpoints Input Device Configuration Unit Control Main Screen Unit Control (Shutdown) Overview View / Enter Analog Input / Temperature Input Setpoints View / Enter Sequence Parameter Setpoints Discrete Input Configuration Setpoint Overview Shutdown Bypass Process Configurable Inputs and Sequence Parameters ii

5 5.2.8 Control Discrete Inputs and Outputs Panel Control CF Card Functions Operator Log Local / Remote Mode Selector Other Modbus Communications Optional Functionality Data Logging Preventive Maintenance Project-Specific Revisions iii

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7 REMVue 500/AS OPERATIONS MANUAL 1. INTRODUCTION The REMVue 500 is an advanced all-inclusive engine control and monitoring system with capabilities for: /A Engine fuel air management; /S Unit control shutdown, monitoring and engine/compressor load control; and /D On-line engine and compressor diagnostics REMVue systems can be configured for any and all of the above functions. Additional monitoring and control can also be added to meet special site requirements. 1.1 General Alarms and Shutdowns All the input sensors and selected calculated parameters (e.g.: torque index) in both the REMVue 500 /A and /S versions can be scaled and have provision for upper and lower alarms and upper and lower shut down limits as appropriate. As well, the alarms and shutdowns can be classified as shown below. The digital, analog, thermocouple and RTD inputs can be configured for different alarm and shutdown classes. Class A (0) Class B (1) Class b (2) Class C (3) Class Other (4) Indication (5) Disabled (6) Alarm/shutdown functions are always enabled. All Class A shutdowns must be cleared before the unit can be started. Examples: engine oil level, compressor cylinder discharge temperature. Alarm/shutdown functions are disabled until the B Timer is started. Class B functions are bypassed until the B Timer expires. Examples: lubricator no flow, engine jacket water temperature, intake manifold temperature Alarm/shutdown functions are disabled until the b Timer is started. Class b functions are bypassed until the b Timer expires. Examples: engine/compressor oil pressures. Alarm/shutdown functions are disabled until the unit is running. Class C functions are then individually monitored. When a Class C function becomes healthy it is enabled, and will cause an alarm/shutdown if it then goes unhealthy. Custom logic as required. Alarms and shutdowns are disabled. A sensor failure will generate an alarm. No alarms, shutdowns or sensor failure alarm. 1-1

8 1.1.2 PID Tuning Each PID screen in the REMVue 500/A and the /S has bar graphs for the PID output to the actuator (valve %), the setpoint (SP), and the process variable (PV), and a 120-second trend graph. This can help in optimizing PID tuning parameters. For the example shown, the setpoint ( SP ) was changed to a new value. The sharp change caused the fuel valve (yellow line) to open, thus causing the engine speed to increase as shown by the RPM (aqua line). The graph shows the engine speed overshot the setpoint for a few seconds. Reduction of the P gain should reduce the overshoot. All PID s have built-in anti-windup, bumpless transfer, setpoint ramping and deadband features. Ramping is used with setpoint changes. The current setpoint is used as the input to the PID, and ramps at the user-specified rate to the user setpoint. 1.2 REMVue 500/A Engine Fuel-Air Management The REMVue 500 has the capability to perform air-fuel and speed control for a wide variety of two-stroke and four-stroke gas engines. It also monitors and calculates a range of performance parameters to show the engine s current and past performance. The system can be configured for Imperial (US) or metric (SI) measurement units, or a combination (see the Section on page 4-55) Speed Measurement and Control The REMVue 500 measures speed by counting the pulses generated by a magnetic pick-up adjacent to a rotating member such as a flywheel or a ring gear. The rotational speed in revolutions per minute (RPM) is calculated from the pulse frequency and the number of pulses per revolution. In addition, the standard deviation of the RPM is calculated and displayed to provide a measure of speed control. The fuel valve is linearly ramped from a liftoff position during engine start until the speed reaches an automatic RPM where PID control occurs. Measured speed is compared to a speed setpoint by a PID (proportional, integral and derivative) control block. The output of the control block goes to a fuel valve, which opens or closes to increase or reduce the fuel supply to the engine; thereby maintaining the desired RPM. The proportional and integral gain values of the PID block determines how fast the system responds to a speed deviation from the setpoint. Derivative gain is Proportional, Integral and Derivative control module. 1-2

9 sometimes used to reduce overshoot and provide a quicker response according to rate of change. Sometimes a deadband is centered on the setpoint to reduce wear on the fuel valve no control action occurs within the deadband. In addition, a maximum speed ramp rate limits the rate at which engine speed changes can occur. There is provision for a remote engine speed control as well as a provision to perform a controlled engine stop with a cool down period. Two features exist to improve the speed control: (a) A proportional gain multiplier is available to increase the P (proportional) gain by a factor between 1.0 and 1.99 when the difference between the setpoint and the measured RPM exceeds a threshold. (b) A feed-forward feature allows an analog change (e.g.: generator load) or digital event (e.g.: a compressor pocket change) to directly affect the fuel valve position. This immediate change reduces the RPM variation due to a load change. The result of feed-forward (FF) to a compressor pocket change is shown below. Engine RPM Response Sudden load change with and without feed-forward Pocket Change RPM - No FF RPM Time RPM - FF 1-3

10 A fuel valve compensation feature (if used) compensates for valve flows that are not linear with governor PID output. Three standard valve curves (equal%, linear, quick-opening) are available. Users can also build a custom curve. % Flow Valve Compensation Equal % Linear Quick Opening For example, the fuel control valve often has an equal percentage characteristic. With such a valve, a % change at the upper end causes a 30% change in flow. If a 0 PID had been tuned for the valve in % Open the 40-to-50% range, it would be too aggressive as the valve approaches full opening. By adopting the equal percentage compensation for the valve, the REMVue will ensure that a 15% output change for the PID will result in a 15% rather than a 30% flow change. In other words, the PID tuning for one part of the valve characteristic will work for the other part of the valve characteristic. This will allow for improved PID tuning. It is likely a quick opening response will be most suitable for a butterfly type of wastegate valve. The ability to manually set the fuel valve to the open position when the engine is running is a diagnostic and trouble-shooting feature. A maintenance mode, available only when the engine is stopped, enables the REMVue valve outputs to be set to any value between 0 and 100%. This enables valve stroking for verification and trouble-shooting purposes Starting and Stopping The following describes the starting and stopping when the shutdown panel is separate from the REMVue 500/A. For the starting and stopping with a REMVue 500/A or REMVue 500/s, see Section 3 on page STARTING The REMVue 500/A system controls the air and the fuel during starting and stopping. If there are no alarms or shutdowns, the REMVue 500/A waits until the RPM signal exceeds the crank threshold value or receives an input from the ignition system. When this occurs the sequence shown below occurs. 1-4

11 Starting Sequence Chart Crank RPM Detected (or Ignition Permissive Received) Purge Timer Pre-Combustion Timer Ignition On Pre-Combustion Lift-Off Fuel Valve Lift-Off Air Valve Lift-Off STEP 0 Wait to start. Air, fuel and PCC valves at 0%. STEP 1 Crank detected or ignition permissive DI detected Purge and Pre-Combustion Timers start. Air valve goes to liftoff. (Pre-Combustion Timer <= Purge Timer.) STEP 2 A user-specified time (e.g.: 1 second) before purge timer ends, ignition is turned on. STEP 3 Pre-combustion valve liftoff. STEP 4 Main fuel valve liftoff. STEP 5 AUTO RPM detected. Air, fuel and pre-combustion PID s go into auto. Any time before STEP 5, if RPM drops below Crank RPM go back to STEP 0. No alarm is indicated. From STEP 4 to STEP 5, Fuel Valve Ramps open. If it goes above a maximum point, a FAIL TO START shutdown occurs. At STEP 4, ignition alarm and shutdown inputs are enabled. This gives a user-specified time for the ignition system to come active. If shutdown is detected, the fuel and pre-combustion valves are closed. When engine comes to a complete stop, the air valve is closed and the ignition is turned off STOPPING The engine may be stopped either from the shutdown panel or with the STOP button on the START screen. A stop initiated from the shutdown panel shuts the fuel shut-off valve. When the RPM drops below the fuel termination RPM, the REMVue closes the fuel control valve, the PCC valve (if present) and sets the air valve to its start position as shown below. Stopping Sequence Chart RPM Ignition Pre-Combustion Valve Fuel Valve Air Valve

12 STEP 0 Running. STEP 1 Shutdown occurs fuel valve and pre-combustion valve closes. STEP 2 RPM termination detected Air Valve closes and Ignition off. If a shutdown is detected, the Fuel and Pre-Combustion Valves are closed. When engine comes to a complete stop, Air Valve is closed and ignition is turned off. A sudden engine stop from full RPM and load can be damaging to the engine and its components REMVue COOL DOWN If only the air-fuel control is present, there is a capability to gradually reduce the RPM setpoint to idle and run at idle until the Cool Down Timer has expired. When the STOP button (located on the START screen) is pushed, the RPM setpoint decreases linearly to the idle RPM. When the Cool Down Timer expires, the fuel and PCC valves close and, when the fuel termination RPM is reached, the DO is de-energized causing the shutdown system to close the fuel shut-off valve. For unloading and cool down with the unit control present (REMVue 500/S) refer to Section Air-Fuel Measurement and Control REMVue 500/A fuel-air management controls the air to maintain the desired ratio of air-to-fuel over the entire engine speed range. The REMVue system can be configured for a wide variety of two-stroke and four-stroke fuel injected and carbureted engines. (For control of engines to a stoichiometric air-fuel ratio, another version of software is available and described in a separate manual.) The intake manifold air pressure setpoint is determined by the intake air temperature and one of the following four measurements: Fuel Pressure (and temperature) Fuel pressure is often used on fuel-injected engines where the fuel heating content is unlikely to change. A fuel temperature measurement is needed to enable compensation if the fuel temperature is not constant. Fuel Volumetric Flow Volumetric fuel measurement provides the fuel flow normally at standard conditions (pressure and temperature). The measurement is suitable if the fuel heating content is not likely to change. Fuel Mass Flow A fuel mass flow measurement is useful where the hydrocarbon mixture (methane, ethane, etc.) may change as the fuel heating content increases with the fuel density. Engine Load The engine air manifold pressure setpoint can be derived from engine load. This is often useful in generator applications 1-6

13 The intake air manifold pressure may be measured as a gauge pressure (relative to atmospheric pressure) or an absolute pressure. With a gauge pressure measurement, a compensation for altitude is required to determine the air mass used by the engine. Engine air flow can be controlled in one of three ways according to the engine design: A throttle plate or air butterfly valve after a turbocharger (1) An intake manifold pressure release valve (2) A turbocharger wastegate valve (3) The REMVue uses the air pressure requirement from the fuel measurement parameters to determine the air-fuel mixture ratio. The measured intake air pressure, with compensation for the intake air temperature, is compared to the desired air setpoint by a PID (proportional, integral and derivative) control block. The output of the control block goes to one of the above air control devices, which opens or closes to increase or decrease the air supply to the engine; thereby maintaining the desired air-fuel ratio. The air-fuel ratio is calculated according to a set of parameters known as lean factors and compensation values. These are set at commissioning with the use of an exhaust gas emissions analyzer. These factors can be set for six (6) RPM ranges. The values of the proportional and integral gains of the PID block determine the speed of response to an air pressure deviation from the setpoint. While the derivative gain is available, it is not used for engine air control. Sometimes a deadband is centered on the setpoint to reduce wear on the air valve no control action occurs within the deadband. A maximum ramp rate limits the rate at which intake pressure changes can occur. Limits are also available on the maximum and minimum air setpoints to prevent over-pressure and control lag respectively. Feed-forward (described in previous section) and valve compensation can also be applied to the air valve. 1-7

14 A second air PID is available for those engines having a second air control device. The second PID uses the same calculated setpoint and PID values, but uses a second air intake manifold pressure sensor. There are two PID s available for air manifold pressure control. Both PID s have an option for a split-range control where a single PID can control two air control actuators for the same intake manifold. The split-range feature is used for special cases (e.g.: achieving a negative air manifold pressure with a wastegate and a throttle plate). For trouble-shooting and diagnostic purposes while the engine is running, the air valve can either be set to a fixed percent open or a fixed air pressure setpoint. A maintenance mode (available only when the engine is stopped) enables setting the REMVue air valve output to any value between 0 and 100%. This enables valve stroking for verification and trouble-shooting purposes. A provision also exists to increase the air pressure setpoint according to exhaust temperature. Additional air can reduce the exhaust temperature. If the fuel flow is measured, a torque index can be calculated based on the engine ratings, RPM and fuel flow. This index can provide an alarm or shutdown to avoid engine overload Ignition Control For some engines, control of the ignition advance or retard is desired. This is done by setting up a 4 to 20 ma output to the ignition controller based on one of or a combination of the following process variables: Air Manifold Pressure Fuel Parameter Fuel Pressure Fuel Mass Flow Fuel Volume Flow Load Parameter Vibration RPM Fuel Density Slipstream flow 1-8

15 Each process variable requires minimum and maximum values to be entered as well as the corresponding retard amounts. Any or all of the variables may be selected for ignition retard control. If more than one variable is selected at a time, the greatest retard amount will be used up to the maximum retard limit. The diagram shows an example for ignition retard based on air manifold pressure. The relationship between the control current (e.g.: 4-20 ma) and degrees of ignition advance or retard (e.g.: 0-10 retard) is set in the ignition system controller. Retard Degrees Retard Degrees Min Pr = 1 psig Retard = 16 deg Max Pr = 3 psig Retard = 2 deg Air Manifold Pressure psig Two optional discrete inputs may be added to the REMVue 500/A system: 1. Ignition Alarm (or IGNITION ON in some cases) ON OK OFF REMVue Alarm Ignition 2. Ignition Shutdown ON OK OFF REMVue Shutdown Ignition One optional discrete output may be added to the REMVue 500/A system: ON Turn Ignition ON OFF Turn Ignition OFF 1-9

16 1.2.5 Pre-Combustion Measurement and Control Engines with pre-combustion chambers may need the precombustion chamber ( PCC ) fuel pressure controlled. For this purpose, the pressure difference between the intake air manifold and the pre-combustion fuel pressure is measured. The desired pressure difference setpoint is calculated from the fuel flow and compared to the measured pressure difference in a PID control block. The PID output controls a valve in the precombustion fuel line. Parameters required are the minimum pressuredifference, the maximum pressure-difference, the minimum fuel flow and the maximum fuel flow by the diagram. The PID parameters are the proportional gain, integral gain, the deadband and the maximum rate. As with the other PID s, there is provision for manual control of the output to the valve or the setpoint. The pre-combustion setup allows the user to specify a fuel pressure difference up to a selected fuel flow (typically for starting) and another fuel pressure difference above a selected fuel flow (typically loaded). Between these values, there is a linear transition as shown in the diagram to the right. The pressure is the difference in pressure between the intake air manifold and the precombustion fuel manifold (ΔP). The fuel flow ( FF ) is the total engine fuel flow. Terminology: Minimum ΔP Maximum ΔP Max FF at min ΔP Min fuel flow at max ΔP ΔP Inches H2O Conditions are: Max ΔP > Min ΔP Max FF at Min ΔP > Min FF at max ΔP Max FF at Min ΔP Pre-Combustion ΔP Min FF at Max ΔP Min ΔP Fuel Flow lb/h Max ΔP Fuel Density When a Coriolios fuel meter is used to measure the fuel flow, an option is available to determine a fuel density index. An upstream fuel pressure sensor and a sensor for fuel pressure drop across the fuel meter is required. The fuel density index can be used to retard the ignition timing when large changes in fuel composition occur (e.g.: natural gas to propane). 1-10

17 1.2.7 Torque Index If the fuel flow is measured, a torque index is available. This is derived from the fuel flow, engine RPM and some parameters entered at the time of commissioning. Commissioning Brake Power Commissioning Fuel Mass Flow Rated Parasitic Power The rated parasitic power is the power the engine must develop to keep it running at the rated RPM. This power is used to overcome friction and drive various devices such as the oil pump, water pump, camshafts and electric generator (if present). When these parameters are inserted, the REMVue calculates a torque index, which is the ratio of the measured fuel flow to the expected fuel flow at a 100% torque load (expressed as a percentage). If the correct parameters have been entered and the engine is operating well, the torque index will be approximately equal to the mechanical torque % (100 Percent of Rated Power/Percent of Rated RPM). If the engine is using more fuel than it should (e.g.: a bad plug), the torque index will increase even though the mechanical torque % remains the same. Therefore, the torque index performs warning and safety functions, and ensures the engine is not overloaded or the operating cylinders are not over-fuelled. Refer to REMVue Technical Note H Torque Index Set-Up for details on determining the parameters Exhaust Temperatures If available, the REMVue displays both exhaust temperatures and individual cylinder deviations from the average of the other exhaust temperatures. Both are displayed in bar graph and numerical form Engine Monitoring All of the relevant AFR engine parameters are available for selection to be trended and displayed on the System Trend Graph. The touch screen interface allows the user to dynamically select the timescale, range and variables to be plotted (e.g.: fuel cost, run time). If the power provided to the load is available, the brake specific fuel consumption ( BSFC ) can be calculated. This is a very useful parameter for detecting engine performance degradation. 1-11

18 REMVue Monitoring Two discrete outputs are available to monitor REMVue status: 1. No Alarms (optional) ON If no REMVue Alarm or Shutdown is present OFF If a REMVue Alarm or Shutdown is present 2. Remote Run Status ON When REMVue enters the RUN state OFF When REMVue is not in the RUN state 1.3 REMVue 500/S Unit Control This description covers both the standard base system as well as several optional unit control features. There may be differences from this description to that of a particular system refer to the project documentation for details on specific changes Standard Base System The base system control logic functionality is listed below. These are covered in greater detail in later sections. Lube Oil Pump Control (Pre-Lube and Post-Lube). Automatic Engine Crank. Engine Fuel and Ignition Control. Automatic Speed / Bypass Control with High Discharge Pressure Override and Low Suction Pressure Override. Suction Valve Control. Cool Down Stop Sequencing. Blowdown Valve Control. Compressor Stage Differential Pressure Alarm and Shutdown Logic. Low Class C Discharge Logic. Shutdown Bypass Logic. Data Logging and Trending. Input/output listings will be contained in project documentation Optional Functionality The following functionality can be added to the base system at the customer s request. Rod Load Calculations Louver Control Remote Asset Management Automatic Compressor Purge with suction valve 1-12

19 1.3.3 Start-Up / Shutdown Sequencing The operator must ensure that all shutdowns have been cleared before a start can be attempted. This may be confirmed by viewing the HMI MAIN screen. Once all shutdowns have been cleared, a READY FOR LOCAL START message is displayed. A READY FOR REMOTE START will be displayed if the local / remote selector is in the remote position (see example image to the right) START-UP SEQUENCING Each step through the start sequence will be displayed on the HMI MAIN screen in the Unit Status box. When a shutdown occurs, the status will flash SHUTDOWN. The ALARMS button can be pushed to go directly to the ALARM SUMMARY screen for details. The setpoint and timer parameters discussed in this section can be accessed from the HMI SEQUENCE PARAMETER SETPOINTS screen. 1. Press START on HMI. This initiates a start attempt, and the following control action will occur: Suction override PID set to 0% (bypass valve fully open) Governor PID output set to 0% (governor at minimum output signal) 2. Pre-Lube The auxiliary lube solenoid is energized. The Oil Permissive Pressure Fault Timer is started and displayed. Both the engine and compressor lube oil pumps start. These pumps must generate minimum engine/compressor oil pressures before the Oil Permissive Pressure Fault Timer expires or the start sequence will abort on an ENGINE / COMPRESSOR PRELUBE PERMISSIVE FAULT SHUTDOWN. The pressures can be viewed from the MAIN screen. On obtaining both oil pressure permissives, the Pre-Lube Timer will start. 3. Engine Crank Following the completion of the Prelube Timer, the: Engine crank solenoid is energized. Crank Timer and Engine Failed to Start Timer are started. If RPM is not detected within 10 seconds, the start sequence will abort on an ENGINE FAILED TO CRANK SHUTDOWN. For engine starting and stopping if a REMVue 500/S (Unit Control) is not present, see Section 3.1 and Section

20 4. Ignition/Fuel The Engine Purge Timer will start when the engine speed is greater than the Engine Purge Permit Speed. When the Engine Purge Timer expires, the engine ignition module relay is energized to turn on the ignition. The Fuel Delay Timer is started at this time. The engine fuel solenoid is energized when the Fuel Delay Timer expires. In the REMVue 500/AS, when the engine fuel solenoid is energized, the fuel control and air control valve outputs go to their lift-off settings and the fuel valve is ramped open at the specified rate. After the fuel and ignition are on, the engine speed is compared to the Engine Crank Termination Speed Setpoint. When the speed exceeds this setting, the engine crank solenoid is de-energized. If the speed does not exceed the Engine Running Speed Permit (AUTO RPM) setting before the Engine Failed to Start Timer expires, the start sequence will abort on an ENGINE FAILED TO START SHUTDOWN. If the engine speed exceeds the Engine Running Permit Speed (AUTO RPM), the start has been successful. If the start attempt is successful, the engine will accelerate to its Engine Idle Speed Setpoint. If the RPM reading drops to 0 RPM after the engine has started, the start / run sequence will abort on a MAG PICKUP FAULT SHUTDOWN. The lube oil pumps will continue to run for a user-set time after the engine has started, and then shut off. The Class C channels are enabled. The B Timer starts (user-set timer). The b Timer starts (user-set timer). Refer to the Introduction for Class A/B/b/C definitions. 5. Engine Warm-up Automatic loading of the unit is not permitted until the engine has warmed up. When the B Timer expires, the engine oil temperature is monitored. If the temperature is below the Engine Oil Temperature Load Permissive Setpoint, ENGINE WARM-UP will be displayed on the HMI MAIN screen. When the engine oil temperature reaches the setpoint, the unit is ready to be loaded. A READY TO LOAD message will be displayed on the HMI MAIN screen. Automatic loading can be initiated by pressing the LOAD button. 1-14

21 1.3.4 Automatic Loading Control When a READY TO LOAD status is displayed on the HMI MAIN screen and the LOAD button is pressed, the engine speed will ramp up to the engine minimum load speed. Once the engine speed reaches the minimum load speed, the suction override PID is switched to automatic control. If no override conditions exist, the bypass valve and governor control signals will ramp up to 100%. Loading can be monitored from the CAPACITY OVERVIEW screen Compressor Control Description The compressor control uses a number of PID (Proportional, Integral, Derivative) control blocks arranged schematically as shown below. If the suction pressure is less than the suction override pressure, the PID output will decrease at a rate determined by the PID gains and the maximum ramp rate. If the discharge pressure is greater than the discharge override pressure, the PID output will decrease, and vice-versa. The low select selects the lowest of these PID outputs, which is sent to a split range control shown below. Output can be limited by the PID controllers to prevent the integral term from becoming excessive when the output reaches the limit (a reset windup situation). Both override PID controllers should be tuned to quickly respond to the pressure changes. The split range control is shown below. 1-15

22 The split range control takes the output from the low select and, according to the split range minimum and maximum values, determines outputs for the RPM setpoint and the bypass valve. For the split range values shown schematically in the above image, if the input to the split-range is below the SR2 Min%, only the RPM setpoint is controlled. Both the RPM setpoint and the bypass valve are controlled between SR2 Min% and SR2 Max%. Above SR2 Max%, only the RPM SP is controlled. The discharge override prevents the discharge pressure from exceeding the setpoint and the suction override prevents the suction pressure from falling below the suction override setpoint. The split range control enables a user to define the engine loading process. A suction PID can be added to control a suction valve and, hence, maintain a desired suction pressure. A feature exists to allow the discharge override output to alter the Suction Pressure SP by multiplying by the override output %. This will cause the suction valve to close if the discharge pressure becomes too high Normal Compressor Cool Down and Stop 1. The STOP button initiates a cool down stop sequence. The Cool Down Timer will commence. The Cool Down Timer is adjustable from the HMI SEQUENCE PARAMETER SETPOINTS screen. During the cool down cycle, the Cool Down Timer will be displayed on the HMI MAIN screen. The suction override PID (not to be confused with the optional suction valve control) is switched to manual control and its PID output will slowly ramp down to 0% (rate set on the SEQUENCE PARAMETER screen). The ramping of the suction override to zero causes the engine speed setpoint to reduce to its minimum load speed and causes the bypass valve to ramp open. The engine then slows to the engine idle speed and remains at idle until the Cool Down Timer expires. 2. Cool Down Timer Expires Engine fuel valve solenoid de-energizes. Fuel shuts off. Three (3) seconds later, the engine ignition module relay de-energizes stopping the engine. Governor output is reset to 0%. Blowdown valve stays closed. 1-16

23 3. Post-Lube Timer Starts Auxiliary lube solenoid is energized. The lube oil pumps start and run for the preset post-lube time. The Post-Lube Timer is adjustable from the HMI SEQUENCE PARAMETER SETPOINTS screen. The STOP button can be pushed at any time during the cool down cycle to stop the unit immediately. The LOAD button can be pushed to cancel the cool down cycle, and load the unit High Alarm Initiated Cool Down Stop Each analog transmitter, TC or RTD (if applicable), can be configured from the HMI to automatically initiate a cool down stop if the high alarm is tripped. The setpoint screens include a button for each point to enable (YES) or disable (NO) this option. A high shutdown will shut the unit down immediately regardless of the option selection (yes or no) Engine / Compressor Shutdown 1. Shutdown Event A shutdown may be initiated if a discrete shutdown switch trips, an analog shutdown setpoint is exceeded or an analog input sensor fails. On a shutdown, the: Engine fuel valve solenoid de-energizes. Three (3) seconds later, the engine ignition module relay de-energizes stopping the engine. The bypass and governor outputs are reset to 0%. The blowdown valve stays closed. On the MAIN screen, the Unit Status will display SHUTDOWN. 2. Post-Lube Timer Auxiliary lube solenoid is energized; the lube oil pumps start and run for the preset Post-Lube time. The Post-Lube Timer is adjustable from the HMI SEQUENCE PARAMETER SETPOINTS screen. Press the ALARMS button to go directly to the ALARM SUMMARY screen and view shutdown details. 1-17

24 1.3.9 Unit Shutdown / Remote Emergency Shutdown (USD / ESD) The USD (Unit Shut Down) pushbutton mounted on the control panel causes a shutdown. An ESD (Emergency Shut Down) is initiated by an open contact on the control system remote ESD discrete input. On a USD or ESD, the engine is immediately shut down. The bypass valve opens The blowdown valve opens to completely de-pressurize the unit No engine/compressor post-lube cycle is performed Compressor Auto-Purge As noted above, the blowdown valve opens to completely depressurize the compressor on some shutdowns. A compressor purge is necessary before eliminating the air in the compressor. If the automatic purge function is enabled, this starts before the engine is cranked. The Auto-Purge function requires a compressor suction valve control to be present. If the Auto-Purge is disabled, suction valve control is not affected by the compressor run state. If Auto-Purge enabled, the suction valve closes on all stops. With Auto-Purge, when the START button is pressed, the purge function checks that the compressor pressure is above a user-entered minimum pressure. If it is not, a purge occurs. For a purge, the blowdown valve is opened and the suction PID controls the suction valve to a specified purge pressure. When the Purge Timer expires, the blowdown valve closes and the suction pressure is controlled until the Purge Timer expires or the automatic RPM is reached. If the compressor pressure does not reach a specified pressure in a specified time, a shutdown occurs and the engine start sequence is terminated. On start, once the RPM exceeds the automatic RPM value and until loading starts, the suction pressure setpoint is a user-specified percentage of the normal setpoint. This setpoint is also used during unloading and cool down. Since a blowdown and the subsequent purge release methane gas (a greenhouse gas) to the atmosphere, the red panel button for a USD (Unit Shut Down) should be used only when necessary. 1-18

25 1.4 REMVue 500/D Diagnostics REMVue diagnostics can be added to any REMVue system. While this manual details the fuel-air management and unit control capabilities of the REMVue, this section summarizes the diagnostic capabilities offered by the REMVue (when it has been added). To maximize profits it is crucial that the performance of engines and compressors used in the natural gas industry is understood. The REMVue diagnostics provide the user with on-line unit performance and diagnostic information. Alarms warn the user if unit performance is abnormal, which enables repairs to be scheduled and, thus, minimizes production loss. Level 1 Diagnostics uses existing process parameters (suction and discharge pressures, suction and discharge temperatures and RPM) together with compressor specifications and gas composition to calculate performance parameters. The calculated performance parameters include: Compressor Power (HP or kw) Stage Flow (Mscf/h or m 3 /h) Discharge Temperature ( F or C) Rod Loads (% of specified) BSFC (if Fuel Flow is available) Stage Leak %s Cylinder Impact Sensing (if sensors installed) Level 2 Diagnostics uses individual cylinder pressure sensors for individual cylinder end performance together with the suction pressures, suction and discharge temperatures and RPM and compressor specifications. The calculated performance parameters include: Compressor Power (HP or kw) Stage Flow (Mscf/h or m3/h) Discharge Temperature ( F or C) Rod Loads and Degrees of Rod Reversal Cylinder Flow Balance and Individual Cylinder Leaks. BSFC (if Fuel Flow is available) Cylinder Impact Sensing (if sensors installed) 1-19

26 Comparison of Level 1 and Level 2 Diagnostics: Level 1 Level 2 Local info for operations use Higher level of machine protection Less expensive More complex Less complex More expensive Easier to use Additional data acquisition hardware Requires an analyst at site for and sensors complex problem resolution Requires trained person to use and interpret data for detailed analysis A live Brake Specific Fuel Consumption ( BSFC ) Graph is available with both Level 1 and Level 2 Diagnostics. It shows the actual operating point compared to the expected operating curve. A deviation from the curve shows abnormal performance requiring further investigation (see example graph to the left). 1-20

27 Impact Sensors Impact sensors are optional for Level 1 and Level 2 Diagnostics. The output of each impact sensor is proportional to the number of vibration impacts above a threshold level within a fixed time period. In this way, the sensors distinguish between occasional impacts and repeated impacts characteristic of a machine fault. Typical faults that exhibit impacts are: Loose or broken bolts Loose rod nut Excessive clearance in slipper Excessive clearance in connecting pins Liquids in process gas Debris in compressor cylinder Worn or broken parts 1-21

28 2. REMVue User Interface 2.1 REMVue User Interface Screens The REMVue comes equipped with a touch screen Human- Machine Interface ( HMI ), which provides an indication of the engine's operating condition and allows a user to change operational parameters. There may be a time-out feature enabled where the screen goes blank after a specified time period has elapsed with no buttons being pushed. Press anywhere on the screen to reactivate the screen. No action will occur until the screen is illuminated. There are various graphical objects 1 on the HMI: Numeric data boxes with white text. These are called 'data objects'. They provide information about running conditions in the form of a text descriptor with a numeric value for that parameter. Numeric data boxes with yellow text. These are called 'data entry objects' which allow the user to enter a parameter value when touched. Numeric data boxes with aqua text. These are data entry objects that require an operator password to alter. Touching the numbers on the data entry screen shown to the left allows the user to change parameters. If the value entered by the user falls outside of previously defined upper and lower limits, the value will not be accepted. For many of the screens where parameters can be altered, a password is required. Navigation buttons are shown on the bottom toolbar and allow the user to jump between similar program groups. Access to the MAIN screen is always available on the lower-left of the toolbar. Navigation buttons with yellow text are password protected by an operator or system-level password. The ALARMS button is always on the lower-right of the toolbar. This button will flash when alarms or shutdown alarms are present. 1 The data and action objects may be shown in this manual with the digits 1, 2, 3, etc. These values have no meaning except to show the maximum number of integer and decimal numbers available for the parameter illustrated. 2-22

29 2.2 Passwords Many of the parameters of the REMVue possibility of changes that can seriously affect the REMVue are controlled by password to reduce the performance. Certain parameters cannot be changed without entering a password. In the Air-Fuel portion, any navigation button with yellow text requires a Supervisor Password. This is done because changes to parameters on these screens can seriously affect the operation of the engine. In the Unit Control portion any parameter shown with aqua text requires an Operator Password to change these parameters. This is done because changes to these parameters may affect the safe operation of the unit. 2.3 System Variations Systems are normally customized according to details of the unit and customer requests. If a feature is not used (e.g.: pre-combustion control), the navigation button(s) to those screens is often removed. In other cases, screens are customized for the number of engine and compressor cylinders present. A detailed input/output (I/O) list for a project gives the full details of the sensors. 2.4 REMVue Screens HMI Navigation Chart The REMVue screens are organized in a tree structure with the MAIN screen being the starting point. The navigation buttons are used to change from one screen to another. The screens shown in grey are protected by a password (refer to Figure 1 on page 2-24). 2-23

30 Figure 1 A Typical REMVue 500/AS Screen Map The map for an actual project may have some differences to the screen map shown in Figure

31 2.4.2 PID Control Screen Graphics The PID Control screens graphically present the input (process variable), output and setpoint parameters using bar graphs and a 120-second trend graph to provide a visual comparison of PID output, PID process variable and PID setpoint. From this comparison, a fast determination can be made as to the control performance of the REMVue PID. Below each bar graph is a data object that shows the numeric value for each control parameter. Display of each control parameter is the same colour for the numeric display, bar graph and 120-second trend graph. Each bar graph is automatically ranged to match the I/O minimum and maximum limits. Figure 2 Sample PID Response Graph 2-25

32 2.5 REMVue Navigation Screens Main The MAIN screen enables the operator to access Fuel-Air Management, Unit Control, and Diagnostics. Figure 3 Main Screen The MAIN screen provides navigation buttons to access the following areas: OVERVIEW: PERFORM: SUPPORT: DATA LOG: SHUTDOWN ALARMS: AFR performance values. Performance graphs for trouble-shooting, trending and general unit operating condition. Technical support. Access to the REMVue data logs. Display of alarms and shutdowns. The above screen is an example of the MAIN screen. The MAIN screen is typically customized for a project and displays the logo of the REM Technology representative and its customer. 2-26

33 2.5.2 Support The SUPPORT screen provides information on the various software packages used to develop the REMVue 500 application and the contact information for the local representative. Figure 4 Support Screen The displayed screen is an example and may be customized for the representative HELP Sceens A number of help screens are available on the HMI. Figure 5 Help Screen Sample 2-27

34 3. REMVue Engine Operating Procedures 3.1 REMVue 500/A Engine Starting, Stopping and Cool Down This section describes the operator s actions for starting, stopping and cool down when a non-remvue shut down panel is present. For more detail, see Section REMVue 500/A Starting For most installations where a pneumatic or electronic shutdown panel is already present, the engine starting procedure does not change since the REMVue does not directly interface with this system. Pneumatic Panels Set the panel's operating mode to Stop to clear all alarms (if equipped). Clear the panel by pulling out the Clear pneumatic knob and hold until all Class A alarms are healthy. This should allow the main ESD valve in the fuel gas line to open if it had not already done so in the previous step. Clear the ignition system (if required) by performing the reset sequence as described in the ignition system manual. This typically involves either cycling power to the system or pressing the RESET button on the ignition system user interface. Clear the alarms and shutdowns (if present) by pressing RESET on the REMVue HMI ALARM screen. Pull / push the ENGINE CRANK SIGNAL button to allow the starter to crank the engine. Electronic Panels Clear the panel alarms by pressing the electronic shutdown reset until all 'Class A' alarms are healthy. Clear the ignition system (if required) by performing the reset sequence as described in the ignition system manual. This typically involves either cycling power to the system or pressing the RESET button on the ignition system user interface. Clear the alarms and shutdowns (if present) by pressing RESET on the REMVue HMI ALARM screen. Press the electronic shutdown controller's START button to engage the start-up sequence. In both cases, the REMVue control system takes over providing the appropriate air and fuel mixture for start-up once the engine is cranking or the ignition permissive DI is detected. Once the engine has reached the automatic speed threshold, the REMVue provides automatic PID control for the air / fuel ratio based on a set of tuning parameters. The REMVue may be programmed to monitor sensors and calculate performance parameters. Alarm and shutdown setpoints may also be programmed into the REMVue system based upon these calculated performance parameters. When an alarm limit is exceeded, the HMI will provide an indication of the abnormal condition, but no shutdown will occur. When a shutdown limit is exceeded, the HMI will provide an indication of the abnormal condition a digital output will trigger the engine fuel valve to close and the engine will stop. 3-28

35 3.1.2 REMVue Engine Stopping Procedure Using the Stop on the shutdown panel closes the main fuel valve and casues an immediate stop. There is no idle or cool down time. This type of stop has the potential for engine and/or turbocharger damage, and should not be used under normal, nonemergency conditions. The operator cannot perform an immediate stop of the engine from a REMVue air-fuel ratio screen. As noted above, if a REMVue shutdown limit is exceeded, it will produce a digital output that will stop the engine by causing the fuel valve to close REMVue Cool Down Procedure If only the air-fuel control is present, there is a capability to gradually reduce the RPM setpoint to idle and run at idle until the Cool Down Timer has expired. For unloading and cool down with the unit control present (REMVue 500/S), refer to Section REMVue 500/S Engine Starting, Stopping and Cool Down This section describes the operator s actions for starting, stopping and cool down when a REMVue shutdown panel is present. For more details, see Section The REMVue 500/S controls all the starting, stopping and cool down activities. Starting, stopping, loading and unloading actions are controlled from this screen. If the unit is in Remote, change to Local to perform these actions from this screen REMVue 500/S Starting Clear the ignition system (if required) by performing the reset sequence as described in the ignition system manual. This typically involves either cycling power to the system or pressing the RESET button on the ignition system user interface. Clear any alarms on the air-fuel control system (if present). Clear the REMVue alarms and shutdowns (if present) by pressing the red SHUTDOWN/ALARMS button and then RESET on the REMVue 500/S HMI ALARMS screen. If all the shutdowns do not clear, determine the cause and correct before proceeding. Once the alarms and shutdowns are cleared, return to the MAIN screen. 3-29

36 Press the REMVue START button. If there are no shutdowns present, this will perform the starting sequence. The start (if successful) will bring the engine to idle. Once the warm-up conditions have been met (e.g.: an oil temperature permissive), the engine is ready to load. To load, press the LOAD button. Loading will proceed until either the full load condition is reached or the UNLOAD button, STOP button or red USD (Unit Shut Down) button is pressed, or an ESD (Emergency Shut Down) occurs. To unload, or stop loading, press the UNLOAD button REMVue 500/S Stopping Do one of the following to stop the engine: Press the STOP button. This initiates the cool down sequence followed by a shut-off of the fuel valve, then by a signal to the ignition system to stop the engine. To stop before the cool down sequence is complete, press STOP again (this does NOT cause a compressor blowdown). Press the USD button. This causes an immediate stop and a compressor blowdown Cause an ESD. This causes an immediate stop and a compressor blowdown A sudden stop may cause damage to the engine or its components. A USD or ESD results in the compressor gases being vented to the atmosphere. If the gas contains methane or ethane, a blowdown significantly adds to a greenhouse gas release REMVue 500/S Cool Down A REMVue cool down sequence reduces the possibility of engine damage by allowing the load to be removed from the engine at a pre-determined rate and the engine to run at idle before stopping. For engine cool down, press the STOP button. This initiates the cool down sequence, followed by a shutoff of the fuel valve then by a signal to the ignition system to stop the engine. To stop before the cool down sequence is complete, press STOP again (this does NOT cause a compressor blowdown). 3.3 REMVue 500/AS Starting, Stopping and Cool Down The starting, stopping and cool down procedures are the same as described in the preceding section except that the fuel-air management is integrated with the system so resetting the alarms and shutdowns for both the Air-Fuel and Unit Control is performed on the same screen. 3-30

37 4. Air-Fuel Management 4.1 AFR Main The AFR MAIN screen provides a summary of engine performance parameters as well as top-level navigation for the Air Fuel Management control. Figure 6 AFR Main Screen Engine Torque Index is an estimate of the percentage torque on the power cylinders carrying load based on measured fuel flow. Controller Time is the time set in the controller clock (see Note below). Contact a RTI representative to change this time. HMI Time is the time set in the HMI clock (see Note below). See Panel Control (Section 5.3 on page 5-86) to change the HMI time. Start-Up / Stop provides a view of starting sequence states and access to Startup Parameters. Overview provides a view of measured and calculated values relating to fuel-air control. Performance provides access to a number of charts and trends showing key engine performance parameters. PID Control provides access to individual PID control screens and setup parameters. Maintenance allows access to maintenance mode functions, including direct control of fuel-air control outputs when the unit is not running (requires a Supervisor Password). System provides access to system set up parameters (requires a Supervisor Password). The time displayed in both the CONTROLLER TIME and HMI TIME should be nearly identical (to within a few seconds). 4-31

38 4.2 Startup / Stop The STARTUP screen shows the engine start-up sequence with green light indication of the READY TO START, ENGINE PURGE and ENGINE RUNNING states. The unit status is also displayed. Figure 7 Startup Screen Figure 7 above shows a STARTUP screen for a REMVue 500/AS system. Please see Section on page 3-29 for a REMVue 500/A system STARTUP screen. When flashing MAINTENANCE ON, the system is in maintenance mode. The engine will not start when maintenance is on Operator Startup Parameters This screen has been password-protected to restrict access to authorized personnel. The parameters on the OPERATOR STARTUP PARAMETERS screen are set by trained personnel during REMVue installation. If the condition of the engine significantly changes to warrant parameter modification, please consult trained personnel for assistance. Figure 8 Sequence Parameter Setpoints (Page 5 of 6) Screen Engine Stop RPM is the speed threshold at which the engine is deemed to be stopped. Crank RPM or Engine Purge Permit Speed is the speed threshold at which the engine is deemed to be cranking. 4-32

39 Auto RPM or Engine Running Speed Permit is the speed threshold at which the engine is deemed to be running. Idle RPM is the speed setpoint for engine idle. Fuel Valve Liftoff is the startup position of the fuel valve. Fuel Valve Ramprate is the rate that the fuel valve opens during the starting sequence (until automatic RPM is reached). Fuel Valve Fail To Start is the maximum position that the fuel valve is allowed to reach in achieving automatic RPM. If the automatic RPM is not yet achieved, FAILED TO START is asserted. Fuel Termination RPM is the speed threshold at which the engine is deemed to be lugging and is shut down. It equals the engine underspeed setpoint less 100 RPM. Engine Purge Time is the crank time when both the fuel and ignition are off The Fuel Delay Time is the time after the ignition is turned on before the fuel valve is opened. Cool Down Time is the time after the STOP button is pressed before the fuel valve closes. This time includes the ramp-down time. Cool Down Ramp Rate is the rate at which the RPM setpoint reduces until it reaches the idle RPM. This cool down timer starts as soon as the RPM ramp-down starts. 4.3 PID Control The PID CONTROL screen provides access to individual PID controls. Figure 9 PID Control Screen 4-33

40 4.3.1 Governor Control This screen has been password-protected to limit accessibility. The GOVERNOR CONTROL screen provides an indication of the REMVue controller s performance in maintaining the engine speed setpoint and allow authorized personnel to set or modify parameters affecting the governor PID. The REMVue governor control adjusts the governor valve (e.g.: a throttle or fuel control valve) to correct for the difference between the measured engine speed and the working governor PID setpoint (e.g.: the local or remote RPM setpoint). Figure 10 Governor Control Screen Tuning parameters for the governor PID can be accessed by using the GOV PARAM button. These tuning parameters are password protected. The displayed GOVERNOR CONTROL parameters include: Fuel Valve is the output of the Governor PID. RPM is the process variable for the Governor PID. RPM Setpoint is the speed setpoint for the Governor PID. The Local / Remote button (in the REMVue 500/A) or the Remote / Capacity button (in the REMVue 500/AS) toggles and displays the control state of the Governor PID. Local RPM Setpoint sets local engine speed control. Remote RPM Setpoint sets remote engine speed control. P Gain provides entry for the Governor PID proportional gain. I Gain provides entry for the Governor PID integral gain. The Auto/Manual button toggles and displays the control state of the governor valve. Manual Valve Output provides entry for the manual governor valve position. AFR Local RPM Setpoint provides entry for user to enter the local RPM setpoint. 4-34

41 4.3.2 Governor Parameters These screens have been password-protected to limit accessibility. Figure 11 Governor Parameters (Page 1 of 2) and (Page 2 of 2) Screens These screens specify the manner in which the Governor PID Controller affects the Governor Valve. Users have the ability to toggle the state of the Governor Valve control between Auto / Manual and modify the Governor Valve Output in Manual mode. Page 1: Governor Valve Output is the output to the fuel valve of the Governor PID. Governor Working Setpoint is the current governor setpoint being used for the governor PID control. AFR Local Speed Setpoint is the local engine speed control setpoint. Governor P Gain Multiplier adjusts the P Gain so as to return the RPM to its setpoint more quickly. The normal P Gain is multiplied by a user-entered factor, which stays in force until the difference drops below the threshold or the engine stops. The PID gain multiplier shall default to a value of 1 when the unit RPM falls below the RPM threshold (Delta RPM Enable), and not be assigned its user value until the engine RPM reaches the idle RPM plus 10 seconds. The P Gain also multiplies the I and D Gains so changes to these values are not required. Delta RPM Enable Gain Multiplier is used in conjuction with Governor P Gain Multiplier to adjust the P Gain so as to return the RPM to its setpoint Maximum Allowed Setpoint is the maximum allowable engine speed setpoint. Auto / Manual toggles and displays the control state of the Governor PID s and fuel valve. Governor Scale Factor is the ratio of the output range of the PID to the input range of the measured engine speed. The scale factor is negative for reverse acting and positive for forward acting. Governor PID Deadband is the range in which the process variable may vary from the setpoint value (e.g.: SP ± deadband) with no response from the PID. 4-35

42 Ramprate is used to assist in process stability by gradually changing the present setpoint to the desired setpoint. Ramprate is the amount in which the present setpoint may change per given time to reach the desired setpoint. Output Min is the minimum governor valve position. Output Max is the maximum governor valve position. Manual Output is the manual governor valve position. If the PID is in Manual mode and the Governor PID Manual Bypass Time reaches zero, the governor PID will be switched to Auto mode. Page 2: Governor Feed-Forward Variable is the analog variable for the governor feedforward control. Governor Feed-Forward Gain is the factor that relates a change in the governor feed-forward variable to an associated percentage change in the governor PID output. Governor FF1, Governor FF2 and Governor FF3 are the percentages for the fuel valve change in response to the selected digital input changes Air Control The AIR CONTROL screen provides an indication of the REMVue controller's performance in maintaining the air manifold pressure setpoint and allow authorized personnel to modify the air setpoint. REMVue air control adjusts the air valve to correct for the difference between the measured air pressure and the calculated air setpoint. The air setpoint calculation is based upon the air/fuel ratio parameters entered for each of the RPM ranges. Figure 12 Air Control Screen Tuning parameters for the air PID can be accessed using the AIR PARAM button. These tuning parameters are password protected. Displayed parameters include: Air Pressure is the process variable for the air PID. Air SP is the air manifold pressure setpoint for the air PID. Air Valve is the output of the air PID. Calc SP / User SP is a display window showing the control state of the air PID. Calc SP displays the calculated air setpoint value. User SP displays the user-entered air setpoint value. 4-36

43 The screens also have the following abilities: The Calc SP / User SP button toggles and displays the control state of the air PID. The Auto / Manual button toggles and displays the control state of the air valve. Manual Valve Output is the manual air valve position. P Gain is the air PID proportional gain. I Gain is the air PID integral gain. The air PID controller is tuned using P gain and I gain (repeats per second) Air Control Modes Engine Stopped When the engine is stopped, the air PID controller is set to the manual operating state. Attempts to change the state of the air PID controller from Manual to Auto when the engine is stopped will be rejected. Engine Start Up When the automatic RPM is exceeded, the PID controller changes to the Auto operating state. Engine Running The supervisor may wish to directly affect the Air/Fuel Ratio mix and change the state of the air PID controller from Auto to Manual to have direct control of the air valve position (Manual Output). When the AUTO/MANUAL button on the controller screen is placed in Manual, the manual output data entry object assumes the current value of the controller output. This is referred to as a "bumpless transfer". Likewise, when the AUTO/MANUAL button on the controller page is placed back into Auto after manipulation of the manual output, the controller output assumes the value of the manual output object. If the controller is still in Auto and the manual output object is manipulated, the REMVue controllers and outputs will not be affected. In the Manual state, there is no automatic control of the air manifold pressure and the CALC SP and USER SP will have no effect. The air PID controller will automatically switch back to Auto after 5 minutes has elapsed. The supervisor may also run tests with the air PID controller in the Auto operating state by changing from CALC SP to USER SP. Typically, the USER SP is used to affect the Air Manifold Pressure when leaning out an engine for reduced emissions. The CALC SP/USER SP button selects between the calculated Air Pressure Setpoint based on the AFR Equation or the value entered in the user setpoint data entry object. This feature is intended primarily for testing purposes, and is to be used if the AFR calculation of the Air Manifold Pressure Setpoint needs to be suppressed. When the air PID controller is configured for USER SP, the REMVue will try to control to this setpoint regardless of load or speed. REM Technology Inc. recommends that the CALC SP/USER SP button be left in the CALC SP mode when the engine is being left unattended. 4-37

44 4.3.5 Air Parameters These screens have been password-protected to limit accessibility as these parameters are set by trained personnel during REMVue installation. If the condition of the engine changes significantly to warrant parameter modification, please consult trained personnel for assistance. The AIR PARAMETERS screens specify the manner in which the air valve is affected by the air PID controller. Users have the ability to toggle the state of the air valve control between Auto/Manual and modify the Air Valve Output in Manual mode. The user can also toggle the state of the air PID Controller between CALC SP/USER SP and modify the Air Manifold Setpoint in USER SP mode. Figure 13 Air Parameters (Page 1 of 2) Screen SSaamppl llee Page 1: Air Valve Output is the air PID controller output sent to the air valve. Air Working Setpoint is the current air setpoint being used for air PID control. Air User Setpoint is where a supervisor may enter the air manifold pressure setpoint. Air Pressure is the average air manifold pressure. Calc Air Setpoint is the calculated air setpoint based on the AFR equation. Calc Sp / User Sp toggles and displays the control state of the air PID. Auto / Manual toggles and displays the control state of the air valve. Air Scale Factor is the ratio of the output range of the PID to the input range of the measured air mainfold pressure. The scale factor is negative for reverse acting and positive for forward acting. Air PID Deadband is the range in which the process variable may vary from the setpoint value (e.g.: SP ± deadband) with no response from the PID. Ramprate is used to assist in process stability by gradually changing the present setpoint to the desired setpoint. Ramprate is the amount in which the present setpoint may change per second to reach the desired setpoint. Output Min is the minimum air valve position. Output Max is the maximum air valve position. Manual Output is the manual air valve position. If the air PID is in manual mode, it will be switched back to Auto mode when the Air PID Manual Bypass Timer reaches zero. Not shown in HMI. Hard coded in ISaGRAF software. 4-38

45 Page 2: Split Range Parameters - The air PID output can be sent to two devices as shown schematically (see below image). Wastegate Manual Out is the user setpoint if the air PID is in Manual mode. Wastegate Valve is the actual output to the wastegate valve. Throttle Plate Manual Out is the user setpoint if the air PID is in Manual mode. Throttle Plate Valve Actual is the output to the throttle plate. Air Feed Forward Variable is the analog variable for the air feed forward control. Air Feed Forward Gain is the factor that relates a change in the air feed forward variable to an associated percentage in the air PID output. Air FF1, Air FF2 and Air FF3 are the percentages for the air valve change in response to the selected digital input changes. 4-39

46 4.3.6 Air/Fuel Ratio AFR RANGES / FACTORS This screen has been password-protected to limit accessibility as these parameters are set by trained personnel during REMVue installation. Please consult these trained personnel for assistance if the engine condition changes significantly to warrant parameter modification. The AFR RANGES / FACTORS screen specifies the manner in which the Air/Fuel Ratio Equation calculates the Air Manifold Pressure Setpoint. Figure 14 AFR Ranges / Factors Screen The following table illustrates the method by which it determines which RPM Range, Lean Factor and Compensation values are used in its Air Pressure Setpoint calculations. First, find the range under the RPM column that contains the current engine speed. Read across the selected row to determine the lean factor and compensation. RPM LEAN FACTOR COMPENSATION Auto RPM < RPM < Range 1 Lean Factor 1 Compensation 1 Range 1 < RPM < Range 2 Lean Factor 1 Compensation 1 Range 2 < RPM < Range 3 Lean Factor 2 Compensation 2 Range 3 < RPM < Range 4 Lean Factor 3 Compensation 3 Range 4 < RPM < Range 5 Lean Factor 4 Compensation 4 Range 5 < RPM < Range 6 Lean Factor 5 Compensation 5 Range 6 < RPM Lean Factor 6 Compensation 6 RPM Range 1 is the Idle RPM and RPM Range 6 is the Maximum Operating RPM. Thus, if the current engine speed is between RPM Range 1 and RPM Range 2, the Air Manifold Pressure Setpoint will be calculated from the Lean Factor 1 and Compensation 1 values. 4-40

47 4.3.7 Supervisor AFR Parameters This screen has been password-protected to limit accessibility as these parameters are set by trained personnel during REMVue installation. Please contact these trained personnel if the condition of the engine significantly changes to warrant parameter modification. The SUPERVISOR AFR PARAMETERS screen displays the calculated Air/Fuel Ratio Equation factors and provides access to additional Air/Fuel Ratio Equation adjustments, including exhaust temperature and low emission compensation. The displayed SUPERVISOR AFR PARAMETERS include: B: Lean Factor; C: Compensation; D: Air Temperature Compensation Factor; E: Fuel Temperature Compensation Factor; F: Exhaust Temperature Adjustment Expression; G: Atmospheric Pressure Compensation; and H: Low Emissions Compensation Factor. Figure 15 Supervisor AFR Screen The displayed user-modifiable parameters include: A is the flow compensation factor; Exh Temp Comp Min is the exhaust temperature at which compensation starts; Exh Temp Comp Max is the exhaust temperature at which compensation reaches its maximum; Press Increase Max is the amount of exhaust temperature compensation. Fuel Mass Flow Min is the minimum fuel flow when low emissions factor is initiated. Fuel Mass Flow Max is the maximum fuel flow when low emissions factor is fully engaged. Lean% Max is the percentage of extra air added to AFR equation. To disable Low Emissions Compensation, set the LEAN% MAX equal to zero (0). 4-41

48 The Exh Comp Off/On can toggle exhaust temperature compensation off / on so as to compensate the AFR equation. Exhaust compensation may be enabled from this screen. When exhaust temperature compensation is enabled, it allows additional air to be added to further reduce exhaust gas temperatures. To set this feature up, setpoint values will need to be entered for the exhaust temperature compensation minimum and amximum, and pressure increase maximum. Between the exhaust temperature compensation minimum and maximum exhaust temperatures, the amount of additional air will be determined by linear interpolation between 0 and the Pressure Increase Maximum Setpoint. For temperatures below the Exhaust Temperature Compensation Minimum Setpoint, no additional air will be added. For temperatures above the Exhaust Temperature Compensation Maximum Setpoint, the amount of additional air pressure will be fixed to the Pressure Increase Maximum Setpoint. The exhaust temperature feature is enabled by pressing the EXH COMP ON/OFF button. The low emissions compensation feature allows additional air to be added with increases in engine fuel flow (and, thus, engine load). To enable this feature, setpoint values will need to be entered for fuel flow minimum and maximum, and lean percentage maximum. Between the fuel flow minimum and maximum setpoints, the amount of additional air will be determined by linear interpolation between 0 and the Lean % Max Setpoint. For fuel flow rates below the Fuel Flow Minimum Setpoint, no additional air will be added. For fuel flow rates above the Fuel Flow Maximum Setpoint, the additional exhaust gas oxygen percentage will be fixed to the Lean % Max Setpoint. The low emissions feature is disabled by setting the Lean % Max Setpoint to Pre-Combustion Control This screen has been password-protected to limit accessibility. The PRE-COMBUSTION CONTROL screen provides an indication of the REMVue controller s performance in maintaining precombustion differential fuel pressure setpiont and allows for authorized personnel to set or modify parameters affecting the pre-combustion PID. The REMVue pre-combustion control adjusts the pre-combustion value to correct for the difference between the measured precombustion differential fuel pressure and the working pre-combustion PID setpoint. Figure 16 Pre-Combustion Control Screen Tuning parameters for the pre-combustion PID can be accessed using the PCC PARAM button. These tuning parameters are password protected. 4-42

49 The displayed PRE-COMBUSTION CONTROL parameters include: PCC Valve is shown on the bar graph of pre-combustion PID output. PCC Dp is the pressure difference between the pre-combustion fuel and the air intake manifold pressure. PCC SP is shown on the bar graph of Differential Pressure Setpoint. Calc Sp is the current PID calculated setpoint. PCC Ctrl/Manual Ctrl displays the control state of the Pre-combustion PID. The Auto/Manual button toggles and displays the control state of the pre-combustion valve. Manual Valve Output provides entry for the manual pre-combustion valve position. P Gain provides entry for the pre-combustion PID proportional gain. I Gain provides entry for the pre-combustion PID integral gain Pre-Combustion Parameters This screen has been password-protected to limit accessibility. The PRE-COMBUSTION PARAMETERS screen specifies the manner in which the precombustion PID controller affects the precombustion valve. The supervisor has the ability to toggle the state of the precombustion valve control between Auto/ Manual and modify the pre-combustion valve output in Manual mode. Figure 17 Pre-Combustion Parameters Screen The PRE-COMBUSTION PARAMETERS provides access to all pre-combustion PID controller parameters: Pre-Combustion Valve Output is the pre-combustion PID output to the precombustion valve. Pre-Combustion Setpoint is the pre-combustion setpoint of the pre-combustion fuel pressure. Pre-Combustion Fuel Pressure is the measured pre-combustion fuel pressure. The pre-combustion fuel pressure is the pressure difference ( P) between the air manifold and the pre-combustion fuel. Fuel Mass is the measured fuel mass flow. Pre-Combustion Fuel Flow Min provides entry for fuel flow at which the P starts to increase. 4-43

50 Pre-Combustion Fuel Flow Max provides entry for fuel flow at which the P stops increasing. Pre-Combustion Min provides entry for minimum pre-combustion fuel pressure. Pre-Combustion Max provides entry for maximum pre-combustion fuel pressure. Pre-Combustion P Gain provides entry for pre-combustion PID proportional gain. Pre-Combustion I Gain provides entry for pre-combustion PID integral gain. Pre-Combustion D Gain provides entry for pre-combustion PID derivative gain. Pre-Combustion Scale Factor provides entry for pre-combustion PID scale factor. Scale factor is the ratio of the output range of the PID vs. the input range of the process variable. The scale factor may be assigned a negative value for reverse acting and a positive value for forward acting. Pre-Combustion PID Deadband provides entry for pre-combustoin PID deadband. Deadband is the range in which the process variable may vary from the setpoint value with no response from the PID. Ramprate provides entry for pre-combustion PID ramprate. Setpoint ramping is used to assist in process stability by gradually changing the present setpoint to the desired setpoint. Ramprate is the amount in which the present setpoint may change per given time to reach the desired setpoint. Output Min provides entry for minimum pre-combustion fuel valve position. Output Max provides entry for maximum pre-combustion fuel valve position. Manual Output provides entry for the manual pre-combustion valve position. 4.4 Operator Maintenance This screen has been password-protected to restrict access to authorized personnel. The OPERATOR MAINTENANCE screen allows manual control of the PID outputs while the engine is stopped. To enter Maintenance mode, the operator may press the MAINTENANCE REQUEST button. The REMVue will check the current operational condition of the system and, if appropriate, will allow the user to enter Maintenance mode. The MAINTENANCE OFF display would switch to MAINTENANCE ON and begin to flash. Figure 18 Operator Maintenance Screen Once the feature has been activated, a user can directly change an output signal by manipulating the Manual Output %. A successful modification of the output signals will have the same values in both the data entry and the data display. 4-44

51 Before returning to normal operation of the engine, Maintenance mode must be deactivated by pressing the MAINTENANCE REQUEST button. The operator may not enter Maintenance mode if the engine is running. When Maintenance mode is on, the engine will NOT be ready to start. The operator may enter Maintenance mode when ALARMS or SHUTDOWNS are present. For adjusting the pre-combustion valve, ensure that PCC ON is selected in the FUNCTION ENABLE screen. The XXX VALVE term refers to the actual position of the XXX Valve. The XXX MANUAL OUT term refers to the user-requested position of the XXX Valve. 4.5 Performance The PERFORMANCE screen is a navigational screen providing access to performance graphs Overview The OVERVIEW screen summarizes engine measured and calculated performance parameters. Figure 19 Overview Screen FUEL $/DAY displays Fuel Cost per Day. The ENGINE TORQUE INDEX is a calculated value estimating the % Torque on the Power Cylinders carrying Load. 4-45

52 4.5.2 Exhaust Temperatures The EXHAUST TEMPERATURES screen provides a bar graph representation of each of the exhaust cylinder temperatures with a numeric display directly beneath the bar graph. The Average Exhaust Temperature is shown as a horizontal yellow line and is plotted overtop of the bar graphs. The Average Exhaust Temperature for all engine exhaust cylinders is also displayed. Figure 20 Exhaust Temperatures Screen The temperature scale is adjustable Exhaust Delta Temperatures The EXHAUST DELTA TEMPERATURES screen provides a bar graph representation of each of the exhaust cylinder delta temperatures. The Delta Temperature is defined as the difference between the Exhaust Cylinder Temperature and the average of the other cylinder exhaust temperatures. The value of the delta temperature is shown below each bar. Figure 21 Exhaust Delta Temperatures Screen The Average Exhaust Temperature is shown as a horizontal yellow line and is kept as the 0 reference. Positive differences in exhaust temperatures are shown by the red bar graph above the average exhaust temperature line. Negative differences are shown by the blue bar graph below the average exhaust temperature line. The temperature range is adjustable. 4-46

53 4.5.4 Exhaust Temperature Trends The EXHAUST TEMPERATURE TRENDS screen provides a trend graph representation of each of the left and right bank exhaust cylinder temperatures. The PEN MIN and PEN MAX are user selectable to alter the Trend Range. In addition, the TREND TIME may be user defined (minimum of 30 minutes). Figure 22 Exhaust Temperature Trends Screen System Trends The SYSTEM TRENDS screen provides a user selectable trend graph of the system performance data. The System Trend graph is a REMVue trouble-shooting tool. The TREND TIME is user selectable (minimum of 30 minutes). Navigation buttons are provided to set up PENS 1-6 and PENS A HELP screen provides information to assist in setting up the System Trend. The buttons on the right of this screen are switches to turn the trend of the labelled item On/Off. The color of the button matches the value being trended. Figure 23 System Trends Screen 4-47

54 SYSTEM TREND SETUP Use the SYSTEM TREND SETUP pages to define PENS A navigation button is provided to the I/O Reference Numbers for the parameters to be plotted. These reference values are entered in the SELECT POINT cells in the rows defining a pen number s characteristics. A HELP screen assists in setting up the System Trend. Figure 24 System Trend Setup (Page 1 of 2) Screen SSaamppl llee The Trans Min/Max shows the selected point. If the selected point is a 4-20ma transmitter, the transmitter range will be displayed. The range should be considered when entering the pen min/max settings. Trans EU shows the reading of the selected point in engineering units (e.g.: kpa, deg c, etc.). Pen Min/Max is the range of the readings to be used as 0-100% of the trended range. Pen % displays the current trend pen percentage SYSTEM TREND I/O REFERENCE The SYSTEM TREND I/O REFERENCE table lists the parameters available to be plotted by the System Trend. The allocated reference numbers for the REMVue 500/S are The allocated reference numbers for the REMVue 500/A are Figure 25 System Trend I/O Reference (Page 1 of 2) Screen SSaamppl llee REMVue 500/S parameters are not available in a REMVue 500/A system. 4-48

55 4.5.6 Operational Excellence The OPERATIONAL EXCELLENCE screen provides bar graph and trend graph representations of asset performance parameters. The bar graphs are instantaneous values of REMVue calculations. The trend graphs are sampled either once per hour or once per day, depending on the state of the toggle button directly under the trend graph. The trend graph plots the last 40 samples. Figure 26 Operational Excellence Screen The OPERATIONAL EXCELLENCE screen shows the following: Fuel Cost is the calculated value of engine fuel cost. Gas Sales is the calculated value of sales gas. Engine Torque Index is the calculated value estimating the % load and torque on the power cylinders carrying load. The Sample By Hour/Sample By Day button toggles and displays the trend graph s sample rate. Changes in button state will not affect the data currently being displayed, it will only effect the rate at which new data is being sampled. Changes in button state will also cause one sample to be taken and graphed immediately after the button changes state Fuel Cost The FUEL COST screen provides bar graph and trend graph representations of engine fuel performance. Figure 27 Fuel Cost Screen The Fuel Volume bar graph shows the current value of this calculation. A line of the same color on the trend graph shows the history for 120 seconds made from 60 samples (a sample once every 2 seconds). 4-49

56 The Fuel $/Day bar graph shows the instantaneous values of this calculation. A line of the same color on the trend graph shows the history for 60 samples (a sample once every hour). The Yesterday's Fuel Cost bar graph shows the current values of this calculation. A line of the same color on the trend graph shows the history for 60 samples (a sample once every day). The FUEL COST screen shows the following engine information: RPM is the engine speed. Fuel Mass is the fuel mass flow. Fuel Mass Today is the accumulated fuel mass flow for the present day since the contract hour. Fuel Mass Yesterday is the accumulated fuel mass flow for the previous contract 24- hour period. Fuel Volume is the fuel volume flow. Fuel Volume Today is the accumulated fuel volume flow for the present day since the contract hour. Fuel Volume Yesterday is the accumulated fuel volume flow for the previous contract 24-hour period FUEL/SALES GAS SETUP PARAMETERS This screen has been password-protected to limit accessibility as these parameters are set by trained personnel during REMVue installation. Please consult these trained personnel for assistance if the engine condition changes significantly to warrant parameter modification. The FUEL/SALES GAS SETUP PARAMETERS screen specifies the manner in which the REMVue calculates fuel costs. See Contract Hour in Section Supervisor Site Parameters on page 4-58 to specify the time at which the daily fuel calculation starts. The hours range is 0 to 23 (24-hour clock time). Figure 28 Fuel/Sales Gas Setup Parameters Screen 4-50

57 For fuel/sales gas calculations to be performed correctly, the user must follow the allowable configurations for unit selection: US UNITS METRIC UNITS Gas Price $/1000 SCF $/GJ Energy Content BTU/SCF kj/kg Run Times The RUN TIMES screen provides bar graph and trend graph representations of engine utilization. The bar graphs are instantaneous values of REMVue calculations. The trend graphs are sampled once per day. The trend graph plots the last 40 samples. Figure 29 Run Times Screen RPM is the engine speed. % Uptime Daily is the daily % uptime. % Uptime Last 7 Days is the calculated value of % uptime in the last 7 days. Downtime Hrs Yesterday is the calculated downtime hours. Runtime Hours Cumulative is the total time the engine has been running. Time Since Last Maintenance is the total time the engine has been running since last maintenance. Reset Maintenance sets the time since last maintenance to zero (0). Runtime Hrs Reset sets both the time since last maintenance and runtime hours cumulative to zero (0). 4-51

58 4.6 Shutdown/Alarm Screens Shutdown/Alarms The EDIT ALARMS button must be pressed before the SD/ALARM screen RESET and SCROLL buttons become active. The SHUTDOWN/ALARMS screen is used to display active shutdown and alarm conditions as determined by the REMVue system. Figure 30 Shutdown/Alarms Screen There are two (2) different types of alarms: ALARMS (Indicated by flashing yellow.) Occurs when parameters are outside of the alarm limits; the engine continues to run; and SHUTDOWN (Indicated by flashing red.) Occurs when parameters are outside of the shutdown limits, the system shuts down. See REMVue 500 Modbus Map for applicable shutdowns and alarms table. Shutdown and alarm messages can be displayed in three (3) colours: RREEDD alarm condition present; YYEELLLLOW alarm condition present and acknowledged by user; and GGRREEEEN alarm condition returns back to normal operational condition. The SHUTDOWN and ALARM messages consists of the following information: Date / Time Stamp Alarm Message When acknowledged by user. The EDIT ALARMS button allows the user to scroll through existing alarms. The RESET button allows the user to remove all alarms not presently in the alarm state as well as acknowledging that an alarm exists, change the colour of the active alarm to yellow and log the acknowledgement in the ALARM LOG. 4-52

59 The and buttons allow the user to scroll up and down one alarm page at a time. The and buttons allow the user to scroll up and down one alarm item at a time. Up to 200 messages may be stored under the ALARMS. In the event that the storage becomes full, there is a circular buffer that will overwrite the oldest messages with newer messages. Once acknowledged, Unit Control Alarms and Shutdowns will clear when their condition clears. This is not true of AFR alarms and shutdowns. Only those alarms that have already been cleared will be cleared to the Alarm Log when RESET is pressed. Due to the seriousness of AFR alarms/shutdown conditions, they will not clear while they are active in the controller. The RESTART ALARMS button is a toggle used for global reset of HMI alarms. Alarms are inactive up to five (5) seconds Shutdown/Alarm Log The EDIT ALARMS button must be pressed before the SD/ALARM LOG screen SCROLL button becomes active. The SHUTDOWN/ALARM LOG provides a historic reference of alarm and shutdown activity encountered during REMVue system operation. The ALARM LOG will have an entry each time an alarm or shutdown is entered, acknowledged or cleared. Thus, by referencing the time stamps, a sequence of events for the error condition can be determined by the Operator. Figure 31 Shutdown/Alarm Log Screen The EDIT ALARMS button allows the user to scroll, acknowledge and clear alarms. The and buttons allow the user to scroll up and down one alarm page at a time. The and buttons allow the user to scroll up and down one alarm item at a time. 4-53

60 Up to 500 messages may be stored under the SD/ALARM LOG. In the event that the storage becomes full, there is a circular buffer that will overwrite the oldest messages with newer messages. SHUTDOWN and ALARM messages can be displayed in three (3) colours: RREEDD alarm condition present; YYEELLLLOW alarm condition present and acknowledged by user; and GGRREEEEN alarm condition returns back to normal operational condition Supervisor Shutdown / Alarm Limits This screen has been password-protected to limit accessibility to supervisors. The SUPERVISOR SD/ALARM LIMITS for analog input transmitter failures are automatically defined by the raw values outside of the normal operational range. All transmitter alarming is done by the REMVue shutdown code. 4.7 Supervisor System This screen has been password-protected to limit accessibility to supervisors. The SUPERVISOR SYSTEM screen is a navigational screen providing access to system setup parameters. Figure 32 Supervisor System Screen 4-54

61 4.7.1 Supervisor Units This screen has been password-protected to limit accessibility to supervisors. The SUPERVISOR UNITS screen individually toggles each unit of measure between Metric and English (US) units for use in the REMVue application software. Figure 33 Supervisor Units Screen The displayed UNITS buttons will toggle and display their active state that that includes: Imperial Units Metric Units BSFC: BTU/BHP-H kj/kw-h DISTANCE: ft m FORCE: lb N HEAT: BTU kj MASS: lb kg TEMP: F C POWER: hp kw PRESSURE: PSI kpa VOLUME: CuFt m 3 DIFF PRESS: "H 2 O kpa CYL DIAMETER: inch mm AMP (engine air manifold pressure) PRESS. GAUGE TYPE: GAUGE ABSOLUTE The UNITS settings are an integral part of REMVue Application Software calculations. These should be set up during software configuration prior to engine commissioning and should NOT be changed. Setpoint numerical values are not changed if the units of measure are changed (e.g.: F to C). 4-55

62 4.7.2 Supervisor Function Enable This screen has been password-protected to limit accessibility to supervisors. The SUPERVISOR FUNCTION ENABLE screen is used to configure REMVue application software functions. Figure 34 Supervisor Function Enable Screen Air Fuel Ratio Calc Type data entry is limited to integer values of 1,2,3,4. The AFR equation will calculate the air manifold pressure setpoint based on: 1. Fuel Pressure; 2. Fuel Mass Flow; 3. Fuel Volume Flow; and 4. Load. The Fuel Flow Volume/Fuel Flow Mass button toggles and displays the type of fuel flow transmitter being used. The AMP Right Off/AMP Right On button toggles and displays if a right air manifold pressure is present in the system. Commonly used in V engines. The AMT Right Off/Amt Right On button toggles and displays if a right air manifold temperature is present in the system. Commonly used in V engines. Fuel TX Filter TC 1 is the fast smoothing time constant for fuel flow transmitter measurements. This filter is used to react quickly to changes in the fuel flow signal caused by short-term transient changes in engine speed and load. Fuel TX Filter TC 2 is the slow smoothing time constant for fuel flow transmitter measurements. This filter is used to smooth out a noisy steady state fuel flow signal. Fuel Valve Threshold is the percent change in fuel valve position that must occur for the software to switch from using filter TC 2 to filter TC 1. The time constants reflect the time in seconds for the filtered fuel flow flow readings to make up 66% of the actual change. The Hardware Remote Sp/Software Remote Sp button toggle and displays if the remote setpoint is coming in as a 4-20 ma signal or a modbus register. The Sales Flow Volume/Sales Flow Mass button toggles and displays the type of sales flow transmitter being used. 4-56

63 The Air PID Right On/Off button to turn on the second Air PID. One Air PID is always present. The second Air PID enables separate control of the air manifold pressure, if required for Vee engines. The Ignition Timing Off/Ignition Timing On button toggles and displays if the ignition timing retard function is to be used. If used a 4-20 ma output is sent to the ignition module to retard the timing. AFR Start Remote SP On/Off uses remote setpoint on start up. The Exhaust TX Off/Exhaust TX On button toggles and displays if an exhaust temperature transmitter is present in the system. The Torque Idx Alarm Off button toggles and displays if the engine torque index high alarm and shutdown will be active Alarm - Torque Index High, Sd - Torque Index High. The PCC Off/PCC On button toggles and displays if the pre-combustion function is present in the system. The Ignition Crank Off/Ignition Crank On button toggles and displays if the ignition crank discrete input is present in the system. The ignition crank from the ignition module can be used instead of RPM crank to determine if the engine is cranking. The FUNCTION ENABLE settings are an integral part of REMVue Application Software calculations. These should be set up during software configuration prior to engine commissioning and should NOT be changed. 4-57

64 4.7.3 Supervisor Site Parameters This screen has been password-protected to limit accessibility to supervisors The SUPERVISOR SITE PARAMETERS screen is used to configure site-specific parameters. Figure 35 Sequence Parameter Setpoints (Page 6 of 6) Screen Rated RPM is the engine specification for the rated engine speed. Rated Brake Power is the engine specifications for the rated engine power. Commissioning Brake Power is the brake power for normal operating conditions at the commissioning fuel mass flow. Commissioning Fuel Mass Flow is the fuel mass flow rated which corresponds to the commissioning brake power. Parasitic Power is expressed as a percentage of rated load. Parasitic power includes frictional losses, pump (oil, water) losses and othe auxilliary loses, but does not include the cooling fan. Instantaneous Parasitic Power displays calculated value of parasitic power. Contract Hour is the the hour based upon a 24-hour clock at which fuel measurement calculations are tabulated. Gearteeth is the number of gear-teeth on the flywheel. Altitude is the height above sea level of the engine location. RPM Filter is a number between 0 and 0.99 used in smoothing the measured RPM readings. # of Engine Cylinders is the number of engine cylinders. RPM FILTER TIME CONSTANT 0.00 No Filter Some parameters here also appear in the Unit Control portion. These parameters (such as gear teeth) may be entered from either location. The same numerical value appears in each location. 4-58

65 Operator Password is the operator password. Supervisor Password is the supervisor password. The SITE PARAMETERS settings are an integral part of REMVue Application Software calculations. These should be set up during software configuration prior to engine commissioning and should NOT be changed Supervisor Timing Retard Setpoints This screen has been password-protected to limit accessibility to supervisors. The SUPERVISOR TIMING RETARD SETPOINTS screen is used to configure timing retard parameters. The displayed selections may be individually toggled on or off. The REMVue analog output for the ignition controller is 4 ma for 0 retard and 20 ma for the maximum retard. The maximum retard must match the analog input retard in the ignition controller. Figure 36 Supervisor Timing Retard Setpoints Screen Retard Degrees Retard Degrees Min Pr = 1 psig Retard = 16 deg Max Pr = 3 psig Retard = 2 deg Retard Degrees Min T = 30 deg C Retard = 0 deg Retard Degrees Max T = 50 deg C Retard = 12 deg Air Manifold Pressure psig Air Manifold Temperature Deg C 4-59

66 Each of these process variables requires minimum and maximum values to be entered, as well as the corresponding retard amounts. Any or all of the variables may be selected for ignition retard control. If more than one is selected at a time, the greatest retard amount calculated will be used up to the Maximum Retard Limit. This is true for all process variables excluding the slipstream flow ( SSFLOW ). The ignition retard calculated for the SSFLOW is added to the greatest retard amount calculated from all other process variables up to the maximum retard limit Input Device Configuration To configure the inputs: Analog, thermocouple, RTD and digital are user-configurable using the screens described in Section 5 Unit Control starting on page For analog inputs see Section on page For thermocouple and RTD inputs see Section on page Class and shutdown points can also be configured using the appropriate screens. 4-60

67 5. Unit Control 5.1 Main Screen The UNIT CONTROL MAIN screen displays the established setpoints and current parameters of the running engine. The date/time shown is the HMI date/time. The UNIT CONTROL contains sequencing for starting/stopping, compressor control (including loading/unloading) and unit alarms/ shutdowns. Sometimes the UNIT CONTROL system is referred to as the Shutdown System or the Safety Shutdown System. Figure 37 Unit Control Main Screen An Emergency Shut Down ( ESD ) is caused by the ESD signal (DI). An ESD causes a compressor blowdown. USD stands for Unit Shut Down caused by pressing the RREEDD panel button. The Local/Remote button indicates if the control is local or remote. The Start button initiates the programmed starting sequence for the unit. The Stop button initiates the programmed cooldown and stop sequence. If the stop button is pressed again during a cool down stop sequence, a fast stop sequence will occur. The Load button starts the unit loading The Unload button starts the unit unload process. Freeze stops the screen update to enable readings to be recorded. The controller continues to function normally. Press UNFREEZE to return to normal screen updating. A Unit Status message is displayed. Sample status messages include PRELUBE, IDLE, UNIT LOADING, UNIT RUNNING and FAILED TO START. Sometimes Unit Control is referred to as Shutdown. 5-61

68 5.2 Unit Control (Shutdown) Overview The OVERVIEW screen provides navigational access to all Unit Control interface areas. Pressing the appropriate button leads to the corresponding screen(s): White numbers display data Yellow numbers can be modified with no password Aqua numbers need a password to modify Figure 38 Shutdown Overview Screen If the Shutdown Bypass Timer is not zero, a timed bypass is present. When the bypass time reaches zero, any existing bypasses will revert to normal. For configuration of inputs refer to Section Configurable Inputs and Sequence Parameters. Pressing the ANALOG INPUT, TC/RTD INPUT or SEQUENCE PARAMETER buttons will enable the user to edit yellow setpoints and view aqua setpoints. Pressing the numbered display below the ANALOG INPUT, TC/RTD INPUT or SEQUENCE PARAMETER buttons will enable to user edit the yellow and aqua setpoints View / Enter Analog Input / Temperature Input Setpoints ALARM AND SHUTDOWN VALUES Low / high shutdown setpoints shown in aqua have been password-protected (Operator Password) to restrict access to authorized personnel. No password is needed to adjust alarm setpoints in yellow. These screens allow an operator to monitor as well as set up alarm and shutdown setpoints for the various devices. The actual values of the parameters are displayed within the AI value or Temp value cells. Sensor names are specified before commissioning. 5-62

69 In addition to the above limits, the High Alarm Cool Down may be specified as YES or NO. Figure 39 Analog Input Setpoints and TC/RTD Input Setpoints Screens SS aampp llee l Input Description describes the sensor. Units are specified in the SUPERVISOR UNITS screen (refer to Section on page 4-54). High Alarm Cool Down (password protected) may be YES or NO. If yes, a high alarm will cause a cool down / stop sequence. Navigation buttons along the bottom allow access to other screens. The SETPOINT OVERVIEW screen (refer to page 5-71) provides a summary of navigation to all input and sequence parameters set up screens. (LL) SHUTDOWN (L) ALARM (H) ALARM (HH) SHUTDOWN ENGINE TORQUE INDEX (Note 1) AIR MANIFOLD PRESS BALANCE (Note 2) LEFT EXHAUST TEMP 1 (Note 3) LEFT EXHAUST TEMP 2 (Note 3) LEFT EXHAUST TEMP 3 (Note 3) LEFT EXHAUST TEMP 4 (Note 3) LEFT EXHAUST TEMP 5 (Note 3) LEFT EXHAUST TEMP 6 (Note 3) RIGHT EXHAUST TEMP 1 (Note 3) RIGHT EXHAUST TEMP 2 (Note 3) RIGHT EXHAUST TEMP 3 (Note 3) RIGHT EXHAUST TEMP 4 (Note 3) RIGHT EXHAUST TEMP 5 (Note 3) RIGHT EXHAUST TEMP 6 (Note 3) LEFT EXHAUST DELTA TEMP 1 (Note 4) LEFT EXHAUST DELTA TEMP 2 (Note 4) LEFT EXHAUST DELTA TEMP 3 (Note 4) The input descriptions are normally set before site commissioning by REMVue specialists. To add a sensor during or after field commissioning, contact RTI or its representative directly for assistance. 5-63

70 (LL) SHUTDOWN (L) ALARM (H) ALARM LEFT EXHAUST DELTA TEMP 4 (Note 4) LEFT EXHAUST DELTA TEMP 5 (Note 4) LEFT EXHAUST DELTA TEMP 6 (Note 4) RIGHT EXHAUST DELTA TEMP 1 (Note 4) RIGHT EXHAUST DELTA TEMP 2 (Note 4) RIGHT EXHAUST DELTA TEMP 3 (Note 4) RIGHT EXHAUST DELTA TEMP 4 (Note 4) RIGHT EXHAUST DELTA TEMP 5 (Note 4) RIGHT EXHAUST DELTA TEMP 6 (Note 4) (HH) SHUTDOWN (1) Torque Index must be enabled. The alarm is not active until the AFR software is in the RUN state. (2) AMP RIGHT must be enabled. For the air manifold pressure balance, an alarm will occur when the difference between the left and right pressures is greater than the user-specified limit. A shutdown will occur if the difference between the left and right banks remains greater than the difference for the userspecified time. (3) For (HH) limits, a time delay option is available (see Sequence Parameters). (4) The Average Exhaust Temperature must be above the user-set limit after the engine is running for the differential alarms to be enabled ANALOG INPUT (AI) TRANSMITTER RANGES The AI TRANSMITTER RANGES screen enables the user to enter the analog input range, filter, zero, span and transmitter range. Figure 40 Analog Input Transmitter Ranges (Page 1 of 5) Screen SSaamppl llee Input Description describes the sensor. Units are specified in the SUPERVISOR UNITS screen (refer to Section on page 4-54). Minimum is the minimum transmitter range in engineering units (e.g.: psi, kpa). Maximum is the maximum transmitter range in engineering units (e.g.: psi, kpa). 5-64

71 Filter Range is 0 to 99 (see table on the right). The filter performs input averaging. The time constant is based on a microprocessor cycle time of 200 ms. Zero is the raw ( to 32767) value when the transmitter is at 0%. Span is the raw ( to 32767) value when the transmitter is at 50%. Raw is the digital value ( to 32767) from the sensor before conversion to engineering units. AI FILTER TIME CONST (SEC) 0 No Filter CLASS CONFIGURATION Figure 41 Analog Input and Temperature Input Class Screens SSaam pp llee l These screens enable entry of the alarm class for each analog and temperature input. Input Description describes the sensor. Low Alarm/Shutdown Class describes the class based on a value of 0 to 6: 0 = Class A (always monitored) 1 = Class B (bypassed until the end of the Class B timer) 2 = Class b (bypassed until the end of the Class b timer) 3 = Class C (bypassed until the input goes healthy after start) 4 = Class Other (custom logic) 5 = Indication Only (alarms and shutdowns disabled) 6 = Not Used/Disabled (no alarms or shutdowns or sensor failure alarms) High Alarm/Shutdown Class describes the class based on a value of 0 to 6. The class specifications are the same as for the low alarm / shutdown classes If either a Low or High Alarm/Shutdown class is set 0 to 4, a sensor failure fault will cause a shutdown unless custom sensor failure software is added. The input descriptions are normally set before site commissioning by REMVue specialists. To add a sensor during or after field commissioning, contact RTI or its representative directly for assistance. 5-65

72 If the Low or High Alarm/Shutdown class is set to 5 and the other class is set to 5 or 6, a sensor failure will cause an alarm only. If both the low and high class are set to 6, all alarms, shutdowns and sensor failures are disabled. Normally if a thermocouple becomes open, the reading goes to the high limit. If configured as a shutdown, such an event will cause a system shutdown (with the exception of the air manifold temperature where the last value before the failure is held) and an alarm generated. Help screens are available and can be accessed through the HMI View / Enter Sequence Parameter Setpoints Setpoint entry for parameters shown in aqua have been password-protected to restrict access to authorized personnel. The SEQUENCE PARAMETER SETPOINTS screens allow an operator to view and establish setpoints for the engine and compressor starting, loading, unloading and stopping sequences. Aqua entries require either an Operator or Supervisor Password. Some parameters may appear on two screens for systems with both unit control (/S) and AFR control (/A). These parameters may be changed from either screen so an entry on one screen will appear on the other screen. Figure 42 Sequence Parameter Setpoints (Page 1 of 6) Screen Page 1: Engine Pulses per Revolution is equal to the gearteeth number in the /A portion. It is the number of teeth on the flywheel. Engine Crank Terminate Speed is the speed at which the starter is dis-engaged. Engine Purge Permit Speed (Crank RPM) is the same as the crank speed in the /A portion It is the speed threshold at which the engine is deemed to be cranking. Engine Running Speed Permit (Auto RPM) is the same as the Auto RPM in the /A portion. It is the speed threhold at which the engine is deemed to be running. Split Range values for the governor and the bypass valve are in % of maximum output range. Engine Minimum Load Setpoint is the speed the engine must achieve before automatic loading can occur. Initial Load Rate is effectively the suction override setpoint ramp rate. When loading is initiated and minimum load speed is achieved, the suction override PID is switched to Auto mode. The PID setpoint will ramp from the current suction rpessure to the user-entered override setpoint at a rate based on the LOAD RATE entered. Reducing this rate results in a slower initial PID output ramp. 5-66

73 Unload/Cool Down Ramp Delay Timer delays the start of the suction override ramp when an UNLOAD or COOL DOWN is initiated by the operator. It is useful when the AUTO PURGE is on, as the delay allows the suction valve setpoint to ramp to the Suction Valve PreLoad Setpoint before the suction override ramp starts. Unload/Cool Down Step Ramp Rate is the ramp rate of the suction override PID, which ramps the output to 0%. This causes the bypass to open and the RPM to decrease to idle. Figure 43 Sequence Parameter Setpoints (Page 2 of 6) Screen Page 2: Cooldown Timer is the time after the HMI STOP button is pushed that the fuel shutoff is de-energized (closed). Prelube Off After the Engine is Running is the period the prelube stays on after the automatic RPM (Engine Running Speed Permit) is achieved. Oil Permissive Pressure Fault Timer is the maximum time allowed for the oil pressure from the prelube pumps to achieve the engine and compressure oil pressure start-up permissives. If the time is exceeded the start sequence is halted and message about the fault occurs. Engine Crank Timer is the maximum period the engine will crank. Engine Purge Timer is the period after the engine reaches the crank RPM (Engine Purge Permit Speed) before the ignition is turned on. Ignition Stop Delay Timer is the number of seconds after the fuel is turned off that the ignition stays on. Fuel Delay Timer is the time after the ignition is enegized before the fuel is turned on. The sum of the Engine Purge Timer and the Fuel Delay Timer is the Air Purge Time in the /A systems. Engine Failed to Start Timer If there is insufficient time to achieve the automatic RPM (Engine Running Speed Permit), an engine failed to start message appears. B Timer Period for the B Timer. b Timer Period for the b Timer. Controller and HMI Datalog Times are the number of seconds (an integer number) between successive samples ( ). 5-67

74 Raw Datalog Timer is the number of seconds between successive samples for the datalog that stores the raw integer input (between and 32767) of the analog sensor inputs. Setpoint Screen Entry Password is the same as the Operator Password. The times chosen for the datalog times determines the period recorded as shown in this table. TIMER SETTING HMI DATALOG (FOR 1000 LOGS) CONTROLLER DATALOG (FOR 2000 LOGS) CONTROLLER RAW DATALOG (FOR 1500 LOGS) 2 sec 0.56 h 1.1 h 0.83 h 10 sec 2.78 h 5.56 h 4.17 h 30 sec 8.3 h 16.7 h 12.5 h 60 sec 16.7 h 33.3 h 25 h 120 sec 33.3 h 83.3 h = 3.47 d 50 h 300 sec 83.3 h = 3.47 d h = 6.94 h 125 h = 5.2 d 600 sec h = 6.94 h 500 h = 20.8 d 250 h = 10.4 d 1800 sec 500 h = 20.8 d 1000 h = 41.7 d 750 h = d 3000 sec 1000 h = 41.7 d 2000 h = 83.3 d 1500 h = 62.5 d Figure 44 Sequence Parameter Setpoints (Page 3 of 6) Screen Page 3: The Bypass Valve Scaling: Valve closing at % enables the user to specify at what percentage the bypass valve closes; thus eliminating output travel with no effect. This causes a rescaling of the bypass valve percentage shown on the Capacity and other screens. The Eng Cyl Exhaust Temp Shutdown Delay Timer is the time after an exhaust temperature exceeds a shutdown limit before a shutdown actually occurs. Blowdown can be enabled to occur if the suction pressure is above the specified value during the cool down or operator-initiated unload period. 5-68

75 The parameters on this screen are used only if the AUTO PURGE is enabled. If AUTO PURGE is disabled, the suction valve control is independent of the compressor run state. If AUTO PURGE is enabled, the suction valve closes on all stops. Figure 45 Sequence Parameter Setpoints (Page 4 of 6) Screen Page 4: Compressor Purge Timer is the maximum period for compressor purge Suction Valve Purge Setpoint is the pressure setpoint for the suction valve for the purge. Compressor Min Purge Pressure Permit Timer is the maximum time allowed for the compressor pressure to reach the compressor minimum purge pressure permit. If the time is exceeded, a purge fault shutdown occurs. Maximum Start Pressure At start, if the compressor pressure is above this, the blowdown valve will open until the compressor pressure drops below this. Low Pressure New Purge Required If, at start, the compressor pressure is below this value, a purge cycle occurs. Suction Valve PreLoad Setpoint is the % of the normal suction valve setpoint after auto RPM is reached and before loading is started. This value is also used during unload or cooldown. This screen shows the parameters used by the REMVue 500/A. Some parameters may appear on two screens for systems with both Unit Control (/S) and AFR Control (/A). These parameters may be changed from either screen so an entry on one screen will appear on the other screen. For a full description see Section Operator Startup Parameters on page Figure 46 Sequence Parameter Setpoints (Page 5 of 6) Screen 5-69

76 For a complete description of this screen see Section Supervisor Site Parameters on page Figure 47 Sequence Parameter Setpoints (Page 6 of 6) Screen Page 6: Gearteeth is the same as Engine Pulses per Revolution. Operator Setpoint Password is the same as Setpoint Screen Entry Password Discrete Input Configuration Figure 48 Discrete Input Configuration Screen Input Description describes the sensor. Low Alarm/Shutdown Class describes the class based on a value of 0 to 6: 0 = Class A (always monitored) 1 = Class B (bypassed until the end of the Class B timer) 2 = Class b (bypassed until the end of the Class b timer) 3 = Class C (bypassed until the input goes healthy after start) 4 = Class Other (custom logic) 5 = Indication Only (alarms and shutdowns disabled) 6 = Not Used/Disabled (no alarms or shutdowns or sensor failure alarms) The input descriptions are normally set before site commissioning by REMVue specialists. To add a sensor during or after field commissioning, contact RTI or its representative directly for assistance. 5-70

77 Debounce is the time required after a state has changed for the change to be accepted. A button for each input toggles between normally closed and normally open Setpoint Overview The SETPOINT OVERVIEW may be reached by pressing one of the buttons listed below or the number boxes below these buttons: ANALOG INPUT TC/RTD INPUT SEQUENCE PARAMETERS The SETPOINT OVERVIEW screen is a navigational screen enabling the user access to all input/output configuration set up screens. Figure 49 Setpoint Overview Screen Pressing the ANALOG INPUT, TC/RTD INPUT or SEQUENCE PARAMETER buttons will enable the user to edit yellow setpoints and view aqua setpoints. Pressing the numbered display below the ANALOG INPUT, TC/RTD INPUT or SEQUENCE PARAMETER buttons will enable to user edit the yellow and aqua setpoints. PID setpoints can be accessed via the Capacity / Process Control section of the OVERVIEW screen (see page 5-62). If the SETPOINT OVERVIEW screen was accessed directly without entering the password, an additional password entry option the EDIT PASSWORD PROTECTED SETPOINTS button is provided. 5-71

78 EXHAUST DELTA TEMPERATURE SETUP The difference alarm is the difference in temperature between the average and an individual cylinder for an alarm. If the the high alarm cool down is yes, a cool down stop will be initiated if a cylinder differential alarm occurs. The difference alarm permissive is the lowest average exhaust temperature for which the difference alarm can occur. This prevents nuisance alarms during start-up. Figure 50 Exhaust Delta Temperature Setup Screen DIFFERENTIAL AND RPM SETPOINTS Figure 51 Differential and RPM Setpoints Screen Input Description is a description of the alarm If the Hi Alarm Cooldown is yes, a cool down stop will be initiated if an alarm occurs. The alarm setpoints in yellow can be set without a password while the shutdown setpoints in aqua require password access. 5-72

79 AFR TORQUE INDEX AND AMP DIFFERENTIAL PRESSURE SETPOINTS This is where the torque index alarm and shutdown can be set. These are active only if the torque index alarm is turned on (see Section Supervisor Function Enable on page 4-56). Engine Torque Index is an estimate of the percentage load and torque on the power cylinders carrying load based on measured fuel flow. If the engine is operating well, the torque index will be approximately equal to the mechanical torque. If there is a deficiency (e.g.: a bad spark plug), the torque index will increase. Since a high torque index represents a high fuel flow, a high alarm and shutdown on the torque index can prevent engine overload. Figure 52 AFR Torque Index and AMP Differential Pressure Setpoints Screen The air manifold pressure difference alarm is active only for Vee engines where there are two air manifold pressure sensors. The manifold pressure difference must exceed the alarm level for the specified time to cause an alarm Shutdown Bypass Discrete and analog inputs may be bypassed for a period up to the maximum bypass time. Press one of the numbered boxes on the UNIT CONTROL MAIN screen (as shown here) for password entry and access to the bypass screens. The OPEN ACCESS BYPASS button brings a screen where items may be bypassed without a password (refer to Section on page 5-76). OPEN ACCESS BYPASS Figure 53 Shutdown Overview Screen 5-73

80 DISCRETE INPUT SHUTDOWN BYPASS The DISCRETE INPUT SD BYPASS screens list the discrete input points that can be bypassed. Password entry is required. An OPEN/CLOSED indicator is provided to show the current state of each discrete input point. Figure 54 Discrete Input Shutdown Bypass (Page 1 of 4) Screen SSaamppl llee. The sensor names are specified before commissioning TEMPERATURE INPUT / RTD SHUTDOWN BYPASS The TC/RTD INPUT SD BYPASS screen lists the thermocouple (TC) and resistive temperature device (RTD) points that can be bypassed. Password entry is required. A display shows the current value of each temperature input point. Figure 55 Temperature Input / RTD Shutdown Bypass (Page 1 of 5) Screen SSaamppl llee 5-74

81 ANALOG INPUT BYPASS The ANALOG INPUT SD BYPASS screen lists the analog input points that can be bypassed. Password entry is required. A display shows the current value of each analog input point. Figure 56 Analog Input Bypass (Page 1 of 3) Screen SSaamppl llee OVERSPEED TEST This enables a test of the overspeed shutdown. If enabled, the overspeed shutdown RPM is reduced to 90% of the normal overspeed shutdown. A shut down occurs if the measured engine speed exceeds the overspeed shutdown RPM value. Figure 57 Overspeed Test Screen THIS SHUTDOWN CANNOT BE BYPASSED. Hence, the overspeed shutdown test should be performed with the expectation that a unit shutdown will occur! 5-75

82 OPEN ACCESS SHUTDOWN BYPASS There OPEN ACCESS SD BYPASS screen lists the points that can be bypassed without requiring a password entry. Figure 58 Open Access Shutdown Bypass Screen Process The buttons under the label PROCESS (on the OVERVIEW screen) lead to displayonly screens. The screens shown here are Analog Input TC/RTD Input, Performance and Differential Readings. An alternate grouping may be Engine, Compressor, Performance and Vibration ANALOG INPUT READINGS This is a display only screen. None of the parameters can be changed here. HS High Shutdown HA High Alarm LA Low Alarm LS Low Shutdown Figure 59 Analog Input Readings (Page 1 of 3) Screen SSaamppl llee 5-76

83 TC/RTD READINGS This is a display only screen. None of the parameters can be changed here. HS High Shutdown HA High Alarm LA Low Alarm LS Low Shutdown Figure 60 Analog Input Readings (Page 1 of 5) Screen SSaamppl llee DIFFERENTIAL READINGS This is a display only screen. It shows the difference between the discharge and suction pressure for each stage. The high alarm and high shutdown values are also shown. Figure 61 Differential Readings Screen 5-77

84 5.2.7 Configurable Inputs and Sequence Parameters Inputs and Sequence Parameters may be configured from the HMI screen subject to password access. Access is via one of the numbered boxes on the Unit Control Main screen as shown here. Figure 62 Shutdown Overview Screen Discrete inputs (DI s) can be configured from the HMI screen. Options are provided for CLASS type, DEBOUNCE time and CONTACT type. For details refer to Section on page Analog inputs (AI s) can be configured from the HMI screen. Options are provided for LOW AL/SD SETPOINT CLASS type, and HIGH AL/SD SETPOINT CLASS type. For details see Section on page 5-64 or Section Class Configurationon page Thermocouple / RTD inputs can be configured from the HMI screen. Options are provided for LOW AL/SD SETPOINT CLASS type, and HIGH AL/SD SETPOINT CLASS type. For details see Section on page

85 5.2.8 Control Unit control is performed by a number of PID modules such as suction override, discharge override, louver control, etc. Each PID screen enables entry of the PID tuning parameters while a second screen enables entry of the PID setup parameters. Typically, the following PIDs are present: Suction Override Discharge Override Governor SP Suction Valve Louver 1 Louver 2 Other (Unassigned) All the PID controllers have the feature to limit the output, and to prevent the integral term from becoming excessive when the output reaches the limit (a reset windup situation). Both override PID controllers should be tuned to quickly respond to the pressure changes PID EXAMPLE SCREEN Each of the tuning parameters may be changed to respond correctly to changes. P Gain sets the proportional gain. I Gain sets the Integral gain in repeats per second. D Gain sets the derivative gain in seconds. Deadband is the amount the process variable (in this case temperature) can vary from the set point without any change in the PID output F 69.3 % Figure 63 Intercooler Louver PID Tuning Screen If Manual is selected, the user can specify the output of the PID Manual Output. If the Auto button is pressed, the PID takes control, starting from the current output value (e.g.: no abrupt changes). The Setpoint may either be changed by entering the desired value or adjusted by the INCREASE and DECREASE buttons. The Output, Process Variable and Setpoint are graphed for the most recent 120 seconds. This assists with the PID tuning. The PID SETUP button goes to the PID setup parameters screen where any or all of the PID s may be setup (see the following section for more information)

86 PID SETUP PARAMETERS Addition PID parameters may be specified on this screen. To return to the previous PID tuning screen, use the RETURN TO PID button. Figure 64 PID Setup Parameters Screen SSaamppl llee The Scale Factor (SF) = 100/range for the process variable input. For example, if the desired range for the suction pressure input is 0 to 500 kpa, the scale factor is 100/500 = If the desired range is 0 to 200 psig, the scale factor is 100/200 = Since we want the valve to close if the suction pressure is above the setpoint, the scale factors are negative. Positive Scale Factor the PID output increases if the process variable (PV) is greater than the setpoint (SP) (e.g.: suction override). Negative Scale Factor The PID output decreases if the process variable (PV) is greater than the setpoint (SP). The Ramp Rate is the maximum rate the setpoint can change if the user makes a setpoint change. The Output Minimum and Output Maximum are the limits for the output when the PID is in AUTO mode. 5-80

87 SUCTION VALVE CONTROL Suction Valve Control is not available on all systems. The SUCTION VALVE CONTROL screen provides bar graph and trend graph representations of suction control parameters. Figure 65 Suction Valve Control Screen A tuning schedule of PID gains may be ENABLED or DISABLED. Discharge Override Control may be disabled. PID setup parameters may be entered (see Section PID Setup Parameters on page 5-80 for more details). The suction valve PID controller controls the operation of the suction control valve, and is used to maintain a user-set suction pressure for the compressor package. The output signal from the PID is sent to the suction control valve analog output. If at anytime the suction pressure rises above the Suction Pressure Setpoint, the output will begin to ramp the valve closed. The user can increase or decrease the suction pressure setpoint or place the control in Manual where the signal to the suction valve can be set as desired. Normally the suction valve control uses a single set of PID gains. If the TUNING SCHEDULE is enabled, the appropriate PID gains are used. When Discharge Override on Suction Valve Control is enabled, the suction valve PID setpoint is automatically reduced if a high discharge override occurs (DISCH OVRD OUTPUT < 100%). Biased Setpoint = User Setpoint Disch Overd % 5-81

88 SUCTION VALVE CONTROL TUNING SCHEDULE SETUP With the tuning schedule, a set of PID gains is assigned to each of three output ranges. The suction valve control will vary if the Automatic Compressor Purge is enabled or disabled (refer to Section View / Enter Sequence Parameter Setpoints on page 5-66). Figure 66 Suction Valve Control Tuning Schedule Setup Screen CAPACITY CONTROL The CAPACITY CONTROL screen provides an indication of the REMVue controller s performance in maintaining capacity (e.g.: RPM and bypass valve control) as well as allowing the operator to modify setpoint and control functionality. Figure 67 Capacity Control Screen AO scaling allows for cases where the valve is fully closed well before 100%. For example, if the bypass valve is closed when the analog output reaches 80%, the Bypass Valve Scaling Setpoint can be changed to 80%. The logic is automatically rescaled to operate at a range of 0-80%. The HMI indicators continue to display the full 0-100% range. When the valve signal reaches 80% it is automatically forced to 100% to ensure the valve is fully closed. 5-82

89 Bypass Control The bypass valve control is normally in Auto. By selecting Manual, the Bypass Manual % can be icreased or decreased. Normal bypass control resumes by switching back to Auto, with the transition controlled by a ramp rate from the manual value to the AUTO SP. The bypass valve analog output can be placed in manual mode from the HMI CAPACITY CONTROL screen. The bypass valve will remain at its present position until ramped open or closed via the INCREASE / DECREASE buttons on the screen. The desired position can also be directly entered. The manual position adjustment (0 100% output), control setpoint (0 100% output), and current position (0 100% open) are displayed. The Suction Override PID and Discharge Override PID controllers continue to operate when the bypass valve is in manual mode. Manual Bypass Valve Control is only permitted when the unit is not running or when the unit has started, automatic loading has been initiated and the engine speed has exceeded the Engine Minimum Load Speed. Speed Control The RPM Setpoint PID is used with the REMVue 500/S systems where the actuator controls the engine governor. It is normally in Auto. If the system is a REMVue 500/AS, the RPM setpoint goes to the REMVue /A governor control. By selecting Manual Speed Setpoint control, the user can adjust the engine speed setpoint between the allowed limits. Switching back to Auto is bumpless and allows the PID to take control. The governor analog output can be placed in Manual mode from the HMI CAPACITY CONTROL or GOVERNOR SETPOINT CONTROL screens. The output will remain at its present position until the INCREASE / DECREASE buttons are activated. The desired position can also be directly entered. The appropriate speed control output (0 100% output), engine speed (RPM) and control setpoint (RPM) are displayed. On /AS units, the manual control on CAPACITY CONTROL is used to manually adjust the setpoint handed to the AFR code. The output is not adjusted here. As noted previously, the PID controls the governor speed actuator on the /S system. On the /AS system, the governor PID controls the engine fuel valve. 5-83

90 PROCESS PID CONTROL The PROCESS PID CONTROL screen provides an indication of the REMVue controller s performance in maintaining capacity (e.g.: discharge and suction pressures) as well as allowing the operator to modify setpoint and control functionality. Figure 68 Process PID Control Screen Discharge Override ensures the discharge pressure does not exceed the discharge override pressure by reducing RPM or increasing the bypass (recycle) valve % open. Discharge Override is always on. Suction Override ensures the suction pressure does not drop below the suction override pressure by reducing RPM or increasing the bypass (recycle) valve % open. Suction Override can be placed in manual control The Increase/Decrease buttons provide a simple adjustment method CAPACITY OVERVIEW The CAPACITY OVERVIEW screen provides a graphical representation of the low select output control between the suction and discharge PID s that affect the determination of the RPM Setpoint and control for the bypass (recycle) valve. Figure 69 Capacity Overview Screen 5-84

91 5.2.9 Discrete Inputs and Outputs The following sections deal with discrete inputs and outputs. To configure discrete inputs, refer to Section on page FORCE DISCRETE OUTPUT The FORCE DISCRETE OUTPUT screens allow users to toggle the state of selected discrete outputs. The current output state is also displayed. Figure 70 Force Discrete Output (Page 1 of 2) Screen SSaamppl llee The system must be placed in Manual mode to assert the discrete outputs. The Manual mode is available only when the unit is NOT running VERIFY DISCRETE OUTPUTS The VERIFY DISCRETE OUTPUT screen displays the current state either on or off of all the discrete outputs.. Figure 71 Verify Discrete Output Screen 5-85

92 VERIFY DISCRETE INPUTS The VERIFY DISCRETE INPUT screen displays the current state either OPEN or CLOSED of the digital inputs. For testing, a toggle button is provided to temporarily switch ON Class B, b and C alarms even though the engine is not running. A unit start will not be possible if the test function is activated since Class B, b and C faults will be tripped. Figure 72 Verify Discrete Input Screen 5-86

93 5.3 Panel Control The PANEL CONTROL screen allows the operator to set the HMI date/time. The current runtime hours, engine start attempts and the hours to the next scheduled oil change are also displayed. Figure 73 Panel Control Screen Parameters can be reset on SEQUENCE PARAMETER SETPOINTS. On the AFR MAIN screen both the HMI time and the controller time are shown. The controller time can be changed only downloading from a PC. Contact the REM Technology representative for assistance CF Card Functions A compact flash card can be used to capture the HMI active alarm, historical alarm and datalog archives. The data is stored on the CF card in a.csv format. Figure 74 CF Card Function Screen 5-87

94 5.4 Operator Log The OPERATOR LOG displays various system parameters and values. The FREEZE button freezes the current values for copying to a written log sheet. Pressing the UNFREEZE button resumes the normal updates of the values. Figure 75 Operator Log (Page 1 of 2) Screen SSaamppl llee Log sheets, customized to site log sheets, are created on request. 5.5 Local / Remote Mode Selector The LOCAL / REMOTE MODE SELECTION screen allows the user to select the Local or Remote mode of operation: In Local mode, remote start / stop / acknowledge / load / unload and PID setpoint commands are ignored. In Remote mode, local start / acknowledge / load / unload and PID setpoint commands are ignored. Figure 76 Local / Remote Mode Selector Screen The Local STOP button is active in both modes of operation. The Local / Remote button allows a local operator to select Local or Remote operation. 5-88

95 5.6 Other Modbus Communications Panels are provided with Modbus functionality. The following points are available for read access: All Analog Input Readings All Analog Output Values (percent) All Thermocouple Input Readings All Discrete Input Open/Closed Statuses All Discrete Output On/Off Statuses Engine Run Time Hours First Out Indication Latched Alarm and Shutdown Indication The following points will be available for read/write access: Remote Start Remote Stop Remote Reset Remote Engine Maximum Load Speed Setpoint Remote PID Control Setpoints Remote Load / Unload Optional Functionality The REMVue has a pre-built interface for use with a FLOBOSS 103. The Floboss may be used to measure fuel or sales gas flow. A serial Modbus connection is used to read data from the Floboss and display it on the REMVue. Figure 77 FLOBOSS 103 Flow Readings Screen 5-89

96 5.7 Data Logging The HMI Data Log is available to monitor performance parameters. The HMI Data Log Timer is set from the site parameters page and specifies the frequency between sample data sets. The data log samples 64 points, at 1,000 samples, before the circular buffer begins to overwrite old data. The data log will continue to take samples for 60 seconds after a shutdown occurs, and then will stop. Figure 78 Data Logging Screen All of the values in the Data Log are in engineering units. 5-90