10691194-FDD - User Manual

Printed By: dalvis Printed On: 2014.08.12.07.05.
02
SCR House
User Manual
Customer References
Customer: ONGC Baroda
Rig / Hull: F-3050-2
Tag Number: NA
National Oilwell Varco References:

SO Number / Project Number: 143653 / 8535 C00
Document Number: 10691194-FDD
Revision: 01
Volume: 1
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TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Printed By: dalvis Printed On: 2014.08.12.07.05.02
Document number 10691194-FDD

Revision 01
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REVISION HISTORY
01 15.11.2013 For information TD KM MD

Rev Date (dd.mm.yyyy) Reason for issue Prepared Checked Approved
CHANGE DESCRIPTION
Revision Change Description

01 As Built
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Final Documentation Package Document Number: 10877882-TOC

ONGC Baroda Revision: 01
Sales Order Number: 143653 Page: i of ii
Table of Contents
This manual may consist of several volumes, chapters and sections and is housed in a number of
different binders as necessary to adequately document the equipment presented.
FINAL DOCUMENTATION PACKAGE

ONGC Baroda – F-3050-2
SCR System
Description Chapter - Section
Chapter 1 Installation, Operation & Maintenance
Operation and Maintenance .......................................................................................... 1.1

Operation & Maintenance
Spare Parts ...................................................................................................................... 1.2

Spares List – Commissioning, Operating
Chapter 2 Technical Document & Drawing Package
General Drawings ........................................................................................................... 2.1

Outline/ General Arrangement Drawing
Assembly Drawing
Data ………… .................................................................................................................... 2.2

Equipment Data
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Final Documentation Package Document Number: 10877882-TOC

ONGC Baroda Revision: 01
Sales Order Number: 143653 Page: ii of ii
System Diagram & Specifications ................................................................................. 2.3

Electrical Single Line Diagram
Electrical/Instrument ....................................................................................................... 2.4

Electrical Internal Wiring Diagram
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FINAL DOCUMENTATION
SCR System
Chapter 1
Installation, Operation &
Maintenance
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FINAL DOCUMENTATION
SCR System
Section 1.1
Operation & Maintenance
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Chapter 1 Index 1.1
Installation, Operation & Maintenance
REFERENCE REFERENCE DESCRIPTION

8535 C00 Operation & Maintenance
This document contains proprietary and confidential information National Oilwell Varco
which belongs to National Oilwell Varco; it is loaned for limited 11000 Corporate Centre Drive
purposes only and remains the property of National Oilwell Varco.
Reproduction, in whole or in part; or use of this design or Suite #200
distribution of this information to others is not permitted without the Houston, Texas 77041
express written consent of National Oilwell Varco. This document is Phone +1 281-854-0400
to be returned to National Oilwell Varco upon request and in any
event upon completion of the use for which it was loaned. Fax +1 281-854-0607
 National Oilwell Varco
DOCUMENT NUMBER REV
10877884-IDX 01
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Document number 10877884-IDX

Revision 01
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Sec Name ID Rev NOV

Code
1.1 OPERATION & MAINTENANCE
60HZ SCR DRIVE SYSTEM D25RSTD-1200-MAN-002 01 N04

MANUAL
60HZ GENERATOR UNIT MANUAL D25RSTD-1200-MAN-004 01 N04
60HZ SCR UNIT MANUAL D25RSTD-1200-MAN-008 01 N04
DRILLERS CONSOLE MANUAL D25RSTD-1200-MAN-009 01 N04
MUD/CEMENT PUMP MANUAL D25RSTD-1200-MAN-010 01 N04
DRAWWORKS BRAKING MANUAL D25RSTD-1200-MAN-014 01 N04
PLC SYSTEM W/TOUCHSCREEN D25RSTD-1200-MAN-015 01 N04

MANUAL
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Technical Manual
60 Hz SCR Drive System
RIG/PLANT REFERENCE REFERENCE DESCRIPTION
ADDITIONAL CODE SDRL CODE TOTAL PGS

This document contains proprietary and confidential information National-Oilwell Varco
which belongs to National Oilwell; it is loaned for limited purposes 1530 W. Sam Houston Pkwy. N
REMARKS only and remains the property of National Oilwell. Reproduction, in
whole or in part; or use of this design or distribution of this Houston, TX 77043
MAIN TAG NUMBER DISCIPLINE information to others is not permitted without the express written USA
consent of National Oilwell. This document is to be returned to Phone +1 713-935-8000
National Oilwell upon request and in any event upon completion of
CLIENT PO NUMBER the use for which it was loaned. Fax +1 713-935-8382
 National Oilwell
CLIENT DOCUMENT NUMBER DOCUMENT NUMBER REV
Client Document Number D25RSTD-1200-MAN-002 01
www.nov.com

Document number D25RSTD-1200-MAN-002

Revision 01
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REVISION HISTORY
01 20.08.2012 Released from 20605-45 (L) TR DB TR

www.nov.com 24 HOUR SERVICE (713) 935-8000


Revision 01
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TABLE OF CONTENTS
1 SYSTEM INFORMATION ................................................................................................. 5

1.1 Description .............................................................................................................. 5
1.2 Specifications.......................................................................................................... 5
1.3 Functional Description ............................................................................................ 8
2 OPERATING PROCEDURE FOR GENERATOR SYSTEM MODELS 1201 THROUGH
1650 9
2.1 Starting an Engine .................................................................................................. 9
2.2 Bringing the First Generator On Line ...................................................................... 9
2.3 Synchronizing Generators .................................................................................... 10
2.4 Remove Generator from Line and Stop Engine .................................................... 18
2.5 Turning on an SCR Unit ........................................................................................ 18
2.6 Switch on Auxiliaries ............................................................................................. 19
2.7 Normal Operation ................................................................................................. 19
2.8 Crisis Operation .................................................................................................... 20
2.9 Shut Down Instructions ......................................................................................... 21
2.10 Capabilities ........................................................................................................... 22
3 MAINTENANCE .............................................................................................................. 25
3.1 Receiving & Handling ........................................................................................... 25
3.2 Installation ............................................................................................................ 28
3.3 Cubicles ................................................................................................................ 31
3.4 Testing .................................................................................................................. 33
3.5 Servicing ............................................................................................................... 35
3.6 Quality .................................................................................................................. 35
3.7 Harsh Operation ................................................................................................... 37
3.8 Environment.......................................................................................................... 37
3.9 Storing an SCR Drive System............................................................................... 39
4 TROUBLESHOOTING .................................................................................................... 41
4.1 Overview ............................................................................................................... 41
4.2 Malfunction Analysis ............................................................................................. 41


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4.3 Analysis of Front Panel Indicators ........................................................................ 41

4.4 Systems Analysis.................................................................................................. 42
4.5 Special Tools And Equipment ............................................................................... 44
5 REMOVAL & REPAIR .................................................................................................... 45
5.1 Cubicle Removal................................................................................................... 45
5.2 Cubicle Repair ...................................................................................................... 45
5.3 AC Control Module ............................................................................................... 45


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1 SYSTEM INFORMATION
1.1 Description
The SCR Drive System provides electrical power conversion and control for the DC motors
on a drilling rig. The system regulates AC power from engine-generator sets and delivers
continuously variable DC power to traction motors which are coupled to functions such as
Drawworks, Rotary Table, Top Drive, Cement Pumps and Mud Pumps (see Figure 1-1).
A typical drive system consists of the following units:
 Generator Units for control of engine-generator sets.

 SCR Units for AC to DC rectification for traction motor power and control.
 Transformer Feeder Unit - AC feeder breakers to feed step-down transformers that
deliver low voltage power for AC auxiliaries such as motor blowers, water pumping,
lighting and living accommodations.
 DW Dynamic Brake - electrical resistance or regenerative brake for Drawworks
motors.
 Field Supply Unit for DC field supply to shunt wound, separately excited DC traction
motors.
 Driller's Console for control of all drilling functions from the drill floor.
 Mud Pump/Cement Pump Console for local control of the pumps during
maintenance.
 Motor Control Center containing starters for AC auxiliary motors and feeder breakers
for lighting panels and smaller distribution transformers.
1.2 Specifications
The drive system conforms to IEEE-45 standards for electrical switchgear. For offshore
systems, certification can be obtained from American Bureau of Shipping (ABS), United
States Coast Guard (USCG), and Det Norske Veritas. See Table 1-1 for system
specifications.


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Table 1-1. System Specifications
ELECTRICAL
AC Input Three phase, 60 Hz, 600 VAC
Prime Power Usable KW depends on

horsepower of prime mover.
Engine Governor 0.5 Hz steady-state regulation

with one Second response time
at 5% load unbalance of rated
load
Generator Voltage Regulator

±3% regulation one second
response time with ±10% load
unbalance of rated KVAR’s.
DC Output Zero to 750 VDC at zero through

maximum current
Current Rating (Continuous Duty)

SCR bridge output is usually
zero to 1,800 ADC (this can vary
depending on model).
MECHANICAL
Temperature Range -22F to 105F
(-30C to 40C)
Cubicle Construction Fabricated from 12 gauge

cold-rolled steel with welded
construction and expanded
metal ventilation openings.
The cubicle bus is solid
copper with a 0.0005 Inch
(0.0013 cM) electroplating of
silver.
Console Construction Fabricated from 12-gauge

#304 stainless steel plate
with welded construction.


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Figure 1-1. SCR Drive System


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1.3 Functional Description
Figure 1-2 shows a typical one-line diagram. Observe that power from the engine-
generator sets is collected on a common AC bus.
AC to DC rectification occurs in SCR bridges. The output of the SCR bridge is applied to
the DC traction motors via contactors. Contactor logic is set at the Control Console being
used. Note that circuit breakers isolate each generator set and SCR Unit from the Main AC
Bus.


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2 OPERATING PROCEDURE FOR GENERATOR SYSTEM MODELS 1201 THROUGH

1650
During the following procedures, refer to Figures 1-3 through 1-6.
2.1 Starting an Engine
1. Place the ENGINE CONTROL switch to IDLE.
2. Start the engine and run it at idle speed until it is warmed up.
3. Place the ENGINE CONTROL switch to RUN.
2.2 Bringing the First Generator On Line
1. Turn the SYNC switch to the number of generator about to be brought on line. The
PUSH TO CLOSE pushbutton on the appropriate generator cubicle door should
illuminate.
2. Set the SPEED ADJUST control knob so the FREQUENCY meter indicates 60 Hz.
3. Adjust the VOLTAGE ADJUST control knob so the VOLTS meter indicates 600
Volts.
4. Charge the circuit breaker (if necessary) by pushing the CHARGE pushbutton for
electrically charged circuit breakers, or by cranking the circuit breaker handle for
manually charged breakers.
5. Close the circuit breaker by pushing the illuminated PUSH TO CLOSE pushbutton
on the appropriate generator cubicle door.
6. Turn the SYNC switch to the OFF position.


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2.3 Synchronizing Generators
2.3.1 To Bring an Additional Generator On Line
1. (Models 1200, 1201, 1500) Turn the SYNCHRONIZING switch (Item 9 on Figure 1-
3, Item 11 on Figure 1-4) to SYNC.
OR
1. (Model 1400) Turn the SYNCRONIZING switch (Item 15 on Figure 1-5) to the
number of generator about to be brought on line.
OR
1. (Model 1600) turn the SYNCHRONIZING SWITCH (Item 20 on Figure 1-6) to

AUTO.
2. Position the VOLTS ADJUST knob (Item 13 on Figure 1-3 and 1-4, Item 10 on
Figure 1-5, Item 17 on Figure 1-6) so the AC VOLTMETER (Item 5 on Figures 1-3
and 1-4, Item 18 on Figure 1-5, Item 7 on Figure 1-6) indicates 600 Volts.


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Figure 1-2. Typical One Line Diagram


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3. Adjust the SPEED ADJUST knob (Item 12 on Figures 1-3 and 1-4, Item 9 on Figure
1-5, Item 18 on Figure 1-6) until the SYNCROSCOPE needle (Item 20 on Figures 1-
3 and 1-4, Item 17 on Figure 1-5, Item 22 on Figure 1-6) moves clockwise (the
engine/generator speed is faster than desired) and the two SYNCHRONIZING
LIGHTS (Items 21 on Figure 1-3, Items 19 on Figures 1-4 and 1-5, Items 23 on
Figure 1-6) brighten/dim.


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Item Description
1. GEN Circuit Breaker
2. AC Kilowatts Meter
3. AC Kilovars Meter
4. AC Ammeter
5. AC Voltmeter
6. Generator Run Light
7. Generator On Line Light
8. Engine Control Switch
9. Synchronizing Switch
10. Ammeter Select Switch
11. Voltmeter Select Switch
12. Speed Adjust Knob
13. Volts Adjust Knob
14. % AC Ground Ammeter
15. % DC Ground Ammeter
16. Ground Fault Indicator Lamps
17. Ground Detector Test Button
18. Power Limit Light
19. Hertz (Frequency) Meter
20. Synchroscope
21. Synchronizing Lights
Figure 1-3. Controls and Indicators for Models 1200 and 1500


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Item Description
3. AC Ammeter
4. AC Kilovars Meter
5. AC Voltmeter
6. Generator Run Light
7. Generator On Line Light
8. Ammeter Select Switch
9. Voltmeter Select Switch
10. Engine Control Switch
11. Synchronizing Switch
14. % AC Ground Ammeter
15. % DC Ground Ammeter
16. Ground Fault Indicator Lights
17. Ground Detector Test Push Button
20. Synchroscope
21. Hertz (Frequency) Meter


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Figure 1-4. Controls and Indicators for Models 1201
Item Description
3. Kilovars Meter
4. AC Ammeter
5. Engine Control Run/Off/Idle Switch
6. GEN Run Light
7. GEN On Line Light
8. Push to Close Lighted Pushbutton
11. % AC Ground Fault
12. % DC Ground Fault
13. Ground Fault Indicator Lights
14. Ground Detector Test Push Button
15. Generator Synchronization
Select Switch
16. Frequency (Hertz) Meter
17. Synchroscope
18. AC Voltmeter
21. Hour Meter


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Figure 1-5. Controls and Indicators for Model 1400


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Item Description Item Description

1. AC Kilowatt Meter 13. Ammeter Select Switch
2. Temperature Meter 14. Engine Governor Switch
3. Kilovars Meter 15. Circuit Breaker Switch
4. AC Ammeter 16. Voltmeter Select Switch
5. % DC Ground Meter 17. Volts Adjust Knob
6. % AC Ground Meter 18. Speed Adjust Knob
7. AC Voltmeter 19. Temperature Select Switch
8. Generator Run Light 20. Synchronizing Switch
9. Circuit Breaker Push to Charge 21. Frequency (Hertz) Meter
Push Button 22. Synchroscope
10. Ground Fault Indicator Lights 23. Synchronizing Lights
11. Ground Detector Test Push Button 24. GEN Circuit Breaker
12 Circuit Breaker Indicator Lights
Figure 1-6. Controls and Indicators for Model 1600


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4. Crank the handle of the GEN CIRCUIT BREAKER (Item 1 on Figures 1-3, 1-4, and
1-5, Item 24 on Figure 1-6) once to charge the GEN CIRCUIT BREAKER.
5. Close the GEN CIRCUIT BREAKER when the needle of the SYNCROSCOPE
points straight up, the SYNCHRONIZING LIGHTS go out, and the PUSH TO
CLOSE pushbutton on the GEN CIRCUIT BREAKER is illuminated.
6. Position the VOLTAGE ADJUST knob so the KVAR meter gives the same reading
as the other generator(s) on line.
7. Turn the SYNCHRONIZING SWITCH to the OFF position.
2.4 Remove Generator from Line and Stop Engine
1. Open the circuit breaker by pushing the circuit breaker OFF pushbutton.
2. Place the ENGINE CONTROL switch in the IDLE position.
3. If the GOVERNOR CONTROL switch has an OFF position, go to the OFF position
only after engine has cooled down.
4. If system equipped with a GOVERNOR CONTROL pushbutton switch, the engine

must be shut down at the engine.
2.5 Turning on an SCR Unit
1. Check the Driller's Console to insure assignment for this SCR is turned off (the 12
o'clock position de-assigns all SCRs).
2. Charge the circuit breaker (if necessary), by pushing the CHARGE pushbutton (for
electrically-charged circuit breakers) (refer to Figures 1-3 through 1-6) or by cranking
the circuit breaker handle (for manually-charged circuit breakers). Some systems
have molded-case circuit breakers. These do not require charging.
3. Close the SCR circuit breaker by pushing the PUSH TO CLOSE pushbutton (this
may be mounted remotely or directly on the circuit breaker). Crank the circuit
breaker handle once to close molded-case circuit breakers.


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2.6 Switch on Auxiliaries
1. Close the feeder circuit breaker to feed AC supply to the distribution transformers
and the MCC.
2. Close the circuit breakers corresponding to each of the blowers and auxiliaries. Set
the HAND/OFF/AUTO switch to AUTO (if applicable).
3. If the motors are shunt wound, switch on the appropriate field power supplies. Each
motor's field current should be 50 Amps (or per the motor nameplate rating).
2.7 Normal Operation
2.7.1 KVAR Sharing
Adjust the VOLTS ADJUST knobs so all generator units KVAR meters are the same.
2.7.2 KW Sharing
A master/slave circuit automatically balances the Kilowatts (Horsepower) among all on-line
engines (the load is shared equally).
The master generator is the lowest- numbered unit connected to the Main AC Bus. The
remaining generators are slaved to the master. For example, if Generator 1, 2, and 4 are
connected to the Main AC Bus, Generator 1 is the master.
In systems using Auto Share (Auto Sync) AC Control Modules, master/slave floats. No AC
Control Module can be the dedicated master in an Auto Share system.
The magnetic coupling that exists between paralleled generators insures that all engine
generator sets connected to the Main AC Bus at the same time will run at the same speed.
The SPEED ADJUST knob on the master generator has total control of the Main AC Bus
frequency. The slave units SPEED ADJUST controls are disabled.
The combination of KW (Real Power) and KVAR (Reactive Power) sharing between engine
generator sets should cause all generator AMMETERS to read about the same value. Any
imbalance in the readings of the various KVAR meters can be adjusted by using the
VOLTAGE ADJUST knob of the generator that has the lowest KVAR meter reading.


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2.7.3 Power Distribution
Distribution of the total power is governed by the following equation:
DCPower Demand = Power Used (Total - AC)
Bring additional generators on line to increase the total power available. To increase the
total DC power available, increase the total power by putting more generators on line. AC
power is usually a small fraction of the DC power. To increase power for a specific DC
function, it also helps to reduce the power consumed by the other DC functions.
Due to the Main AC Bus feature and the Power Limit circuit, it is possible to connect as few
generators to the Main AC Bus as are necessary to do the work. For economy and
efficiency, match the total available power to the total load.
2.8 Crisis Operation
2.8.1 Unit Malfunction
The GEN ON LINE and SCR ON lights will illuminate when the respective units are
connected to the Main AC Bus. The lights go out when that unit is tripped off-line
(disconnected from the Main AC Bus). If a generator\SCR unit becomes inoperative,
continue the system operation on other units.
2.8.2 Sync Malfunction
If the SYNCHROSCOPE is inoperative, use the SYNC lights to parallel the generators. If
both the SYNCHROSCOPE and the SYNC lights fail, use a Multimeter.
Switch the Multimeter to a 600 VAC scale. Connect it across the generator circuit breaker
from the top to the bottom of any one phase. The voltage will swing from minimum to 600
VAC just as the SYNC lights should change from dim to bright. Adjust the SPEED ADJUST
knob for the oncoming generator until the swing slows. Close the circuit breaker when the
Multimeter voltage reading is minimum.
2.8.3 Transient AC Surge
The green SURGE SUPPRESSION light will extinguish if a problem blows the Surge
Suppression Circuit incoming line fuses.


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2.8.4 Sprocket Slip
The SPROCKET SLIP light illuminates when Mud Pump assignment contactors trip. This is
caused by a sprocket slip, chain failure, or belt slippage on a dual motor mud pump. After
the chain drive is repaired, push the SPROCKET SLIP RESET button to extinguish the
SPROCKET SLIP light and to allow the contactors to close.
2.8.5 Ground Fault
The three GROUND DETECTOR lights and the % AC GROUND and % DC GROUND
meters indicate ground faults.
These are only indicators and the fault must be located and corrected.
AC ground faults can occur anywhere along the AC power network (generator to AC bus
cables, feeder distribution to the AC motors, and the generator control bus in the cubicle
itself). The GROUND DETECTOR lights will isolate the fault to one of the phases, and the
% AC GROUND meter will indicate the degree of the fault.
DC ground faults may occur anywhere along the DC network from the DC (+) and DC (-)
buses in the SCR cubicles to the motor cables. Isolate the fault to one motor by observing
the % DC GROUND meter. The % DC GROUND meter needle will fluctuate as the faulty
motor speed is changed.
2.9 Shut Down Instructions
1. Turn off the SCR unit by tripping the SCR circuit breaker. The SCR ON light will
extinguish.
2. Disconnect the generator from the Main AC Bus by tripping the Generator circuit
breaker. The GEN ON LINE light will extinguish.
3. Push the engine IDLE pushbutton. Cool the engine per the engine manufacturer.
4. After the engine cool-down period is over, turn the Generator Control cubicle
OFF/IDLE/RUN switch to OFF to stop the engine. Shut down the fuel rack if there is
no OFF button.


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2.10 Capabilities
Figure 1-7 shows an SCR bridge Current versus Voltage response curve. Figure 1-8
shows DC series and shunt motors Speed versus Torque curves. These are for a specific
brand and model motor. Other brands and models will be different.
Figure 1-7. SCR Bridge Current versus Voltage Curve
Figure 1-8. Speed versus Torque Curve


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Figure 1-9. Typical SCR House


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3 MAINTENANCE
This chapter contains information to assure proper operation of the system through periodic
functional tests and preventive maintenance.
If the system fails to perform as indicated in the functional test instructions, consult the
troubleshooting guidelines listed in this manual.
3.1 Receiving & Handling
SCR switchgear is normally installed in a truckload-sized house (see Figure 1-9), a

self-contained, structural steel building mounted on skids. Cabling to external devices such
as generators, motors and control consoles is terminated at weatherproof plug panels (see
Figure 1-10).
If the house is not ordered, the equipment should be handled with care to prevent
excessive mechanical shock, and protected from possible damage due to moisture and dirt
during rig-up. See Figures 1-11 and 1-12 for cubicle lifting procedure.
Figure 1-10. Plug Panel of One SCR House


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Figure 1-11. Cubicle Lifting Procedure


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Figure 1-12. Cubicle Lifting Procedure


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3.2 Installation
See Figure 1-13 for a typical SCR switchgear layout in a house.

Figure 1-13. SCR House Layout


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If an SCR house was not ordered, refer to the following instructions for installation of the
SCR Cubicles. Figure 1-14 shows a typical SCR Drive Cubicle lineup.


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Figure 1-14. SCR Drive System Typical Cubicle Lineup


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3.3 Cubicles
3.3.1 Preliminary Considerations
Door Clearance
The SCR room must be large enough to allow the doors to be opened 90 degrees. The
doors cover the full height of the cubicles. The height of the room must have clearance for
the cable tray, piping, and ducting.
Ventilation and Ducting
The room air must be changed twice per minute when the cubicles are enclosed in a room.
Ducting in the front and rear of the room should force the air to flow the full length of room.
Heat Loss
Heat loss for a SCR system housed in a room fully insulated on walls, floor and ceiling, and
containing no distribution transformers, is approximately 2.5 tons for each 1,000 HP of DC
load.
Vibration Pads
If the cubicles are mounted in a high vibration area, such as the region close to the engine
skid, the cubicles should be mounted on vibration insulating pads. The vibration frequency
should be within 30 Hz, and the amplitude should not exceed 0.02 cM. Korfund spring-type
vibration isolators are recommended.
Location
Lift the cubicle with a crane into the general installation area. Use four lifting points per
cubicle. Refer to Figures 1-11 and 1-12 for the lifting procedure.
Use hydraulic hand trolleys (Rol-A-Lift or equivalent) to move the cubicles into the exact
location. Two trolleys may be required for wide cubicles such as the Motor Control Center.
Cover the vertical rest beams of the trolleys with carpeting to protect the finish of the
cubicle panels.
Slide the trolley horizontal forks all the way underneath the cubicle.
Jack up the cubicle approximately 6" (15 cm) above the floor.


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Push the cubicle carefully into the location, jack down, and remove the trolley horizontal
forks.


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Mounting
Butt the sides of the cubicles tightly together.
Bolt the cubicles together at the top and bottom using 3/8" bolts.
Install the AC bus splices to connect the bus together from cubicle to cubicle.
Cable Installation
Refer to the cabling diagrams in the SCR job book. Cables between the cubicles are
furnished by the customer unless the SCR drive system is installed in a Power Control
Building.
All power terminations are made through the cubicle top unless otherwise designed.
If the SCR system is supplied inside a Power Control Building, power and control cable
terminations are at one end of the building.
The terminations are copper stubs with a one-inch diameter bolt hole. The customer
should furnish plated-copper, crimp-type lugs. Avoid screw-type pressure connectors.
If multiple single conductor cables are used to feed the system, transposing of the cables
must be considered to ensure current sharing between conductors.
Control Consoles
The Driller's Console is typically mounted on top of the Drawworks pneumatic control
console. The Mud Pump and Cement Pump consoles are provided with tabs. Each tab has
a bolt hole for wall installation. Refer to the respective console drawings for detailed
installation instructions.
Control cable terminations are made from the bottom with plug-in-type Pyle National
connectors or screw-type terminal blocks fed through stuffing tubes.
3.4 Testing
This section contains information to test the proper functioning of the SCR Drive System.
Perform the test daily. If the system fails any part of the test, use the Troubleshooting
section to locate the malfunction.


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3.4.1 Safety Precautions
IF CARELESSLY HANDLED, THE SCR DRIVE SYSTEM CAN INFLICT

GRAVE INJURY. SAFETY PRECAUTIONS MUST BE OBSERVED AT ALL
TIMES TO PREVENT ELECTRIC SHOCK.
Team Work
Maintenance work should preferably be performed by a team of two electricians. This

assures help in an emergency situation.
Personal Wear
Do not wear metallic watch straps, rings, or bracelets.
Live Circuit
Consider all circuits to be energized unless known to be dead.
Tools
All electric tools should be grounded. Handles on the tools should be insulated. Do not
leave tools in the cubicles after the work is completed.
Fuses
Close a fuse by pushing on the plastic cover. Do not place a finger underneath the cover.
Fire
Remove power to the unit under fire. Read the label on the fire extinguisher to be sure it
can put out an electrical fire. Water may be used, but be very certain that all power is
removed including the power on the main bus.
3.4.2 Daily Test
Perform the following checks to assure the proper functioning of the drive system.
1. Check lights and meters on cubicles and control consoles.


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2. Check Ground Detector indicators. All three lamps should glow a dim orange. The
Ground Fault Percentage meters should read close to Zero.
3. Check field current supply of all shunt motors.
4. Ensure that KWs and KVARs are shared between all the generators on line.
5. During tripping, listen for switching action of the DW Dynamic Brake contactor.
6. Ensure that all SCR blowers are running.
3.4.3 Monthly Test
Perform the "Mechanical Overspeed Trip" and "Reverse Power Trip" Functional tests,
located in Table 2-4 (see Section 2).
1. Check waveshape of SCR Amps at the test pins on the DC Control Module. See the
SCR Unit section for further details.
2. Inspect the cooling inlet filters and clean/replace as necessary.
When working in conditions of low humidity, wipe off meter lenses with a
damp cloth or use anti-static spray.
3.5 Servicing
Servicing consists of cleaning the system components and replacing those which have
become defective or worn out. Periodic servicing will make the SCR Drive System more
reliable and last longer. A reliable system is less likely to suffer sudden failures or
deteriorate below the performance specifications.
The system components are vulnerable to three factors: inferior quality, harsh operation
and severe environment.
3.6 Quality
Efforts to eliminate this source of failure are made at our manufacturing and testing facility.
The system is rigorously tested through every phase of operation. The electronic modules
are placed in ovens at 165°F (75°C) for 96 hours to simulate numerous hours of operation
at normal temperature. Thus, components which are likely to fail during the first hours of
operation are replaced before shipment.


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3.7 Harsh Operation
The drive system should be operated within its capabilities. Operation above the ratings
subjects the system to severe strains. The controls should be handled with care. A harsh
switching action can generate a damaging transient overload.
3.8 Environment
3.8.1 Heat
Components can fail suddenly due to overheating. Even though the drive system is rated
between -22°F (-30°C) through 104°F (40°C), the system operation is more reliable at
normal temperatures. Components age faster at temperature extremes.
The blowers in each SCR cubicle remove the heat from the electrical assemblies. As a
further precaution, vital units such as the SCR bridges and electronic modules have heat
sinks for faster cooling. Inspect the assemblies frequently for indications of overheating
such as charring or burned insulation due to loose connections. Replace the damaged
components even thought they may not have failed completely.
3.8.2 Vibration
The drive system units do not generate vibrations. However, vibrations from rotating
machinery such as the generator set cause mechanical stress that can loosen connections
and crack insulation.
3.8.3 Dust
Dust is attracted to high voltage switchgear surfaces because of the static electricity
charge. As a result, circuit discontinuities, or even shorts can occur.
3.8.4 Moisture
Moisture aggravates problems caused by dust. The contaminants cake on the components
and conductivity is increased. Further, corrosion can occur.
Servicing consists of three operations: cleaning, inspection, and replacement.


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3.8.5 Cleaning
Wipe clean the cubicle and component surfaces with a lint-free cloth moistened with a mild
cleaning solvent. Be sure to leave the surfaces dry.
TURN OFF THE MAIN POWER TO THE SYSTEM BEFORE CLEANING. TEST
THE CLEANING SOLVENT ON A SMALL SURFACE TO MAKE SURE IT
DOES NOT DAMAGE THE PLASTIC PARTS OR INSULATION, OR REMOVE
PAINT.
3.8.6 Inspection
Check all components for overheating and corrosion. Replace damaged components even
if not completely failed. Inspect cables and wires for broken or burned insulation. Tighten
all connections and check switches, knobs, and buttons for easy movement.
CARELESS INSPECTION ITSELF CAN CAUSE MALFUNCTIONS. DO NOT

TUG CABLES AND WIRE HARNESSES, SHAKE THE ELECTRONIC
ASSEMBLIES OR FIDDLE WITH THE KNOBS. EMPLOY VISUAL
INSPECTION AS FAR AS POSSIBLE.
Operating conditions dictate the servicing period. Adhere to the following schedule during
the initial period and adjust it according to need.
3.8.7 Connections
Experience has shown that many problems with electrical equipment are the result of loose
connections. Periodic checks for tightness can be helpful.
3.8.8 Weekly Servicing
1. Clean all cubicle and air conditioning filters.
2. Check Driller's console and Foot Throttle for air pressure. If there is moisture inside
the compartments, the dryer in the air line may be clogged.
3. Check assignment contactors. Inspect the coils for signs of overheating such as
discoloration or charred insulation. Check contacts for corrosion or pitting. Inspect
the freewheeling diodes; also inspect auctioneering diodes in the system.


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4. Clean tachometer pickup plugs. Do not screw pick up in too far. Flywheel will
damage coil upon starting diesel.
5. Check AC leakage for every SCR bridge.
3.8.9 Quarterly Servicing
Clean and inspect the system components as indicated in Weekly Servicing. In addition,
tighten the bus bar bolts.
3.9 Storing an SCR Drive System
1. Disconnect HOC batteries at the battery terminals.
2. It is important to keep the SCR house interior dry while stacked. Install covers on all
external connectors on the plug panels. Place corrosion inhibitors in consoles and
cabinets.
3. Seal any openings to keep varmints out.
4. Lift the brushes on traction motors.
5. Apply power to generator and traction motor heaters if possible. Heaters in electrical
equipment areas are helpful.
6. Cover traction motor blower openings.
3.9.1 Removing an SCR Drive from Storage and Placing it in Service
1. Inspect bus bars for debris. Inspect and clean throughout cubicles, consoles, MCC
cans and underneath the main and switchgear line-ups.
2. Physically rotate the SCR blowers.
3. Manually operate all motor starters and contactors before powering up.
4. Open and inspect all modules.
5. Open and inspect all generator and traction motor covers.


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6. Open all fuses in the system and high-resistance check the main three phase bus
bars before applying power.
7. Remove covers and inspect SCR bridges. Clean as necessary.
8. Reconnect HOC batteries. If good, they will fully recharge within 24 hours.
9. Clean all potentiometer windings (speed adjust, voltage adjust, hand throttles, foot
throttle).
10. Tighten all bus bar bolts and screw connections.
11. Manually phase-up each SCR bridge as soon as possible.
12. Inspect all power resisters for cracks.
13. Check AC leakage on all SCR bridges.
14. Check knob settings on EGB-10P or 13P actuators.
15. Check resistance of all magnetic pickup circuits and all actuator circuits.
16. Check compatibility of all modules.
17. Check outputs of hand and foot throttles.
18. Check current and voltage feedback for all SCR bridges.
19. Perform emergency-off and reverse power trip tests for all engines.
20. Verify sync circuits with a VOM.
21. If equipment has been idle for more than one year, all electrolytic capacitors should
be replaced.


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4 TROUBLESHOOTING
4.1 Overview
Troubleshooting allows the isolation of a malfunctioning SCR Drive System unit.
It consists of first looking at the broad possibilities of failure, and then breaking down the
likely possibility into successively smaller trouble spots.
Examine the whole system as it is situated between the generators and the loads. Then
narrow the search to a cubicle or console, then to an internal assembly, and finally to a
component. The malfunction can be quickly located by seeking out signs of trouble, such
as extreme readings on the meters, tripped circuit breakers, and smoking components.
A step-by-step troubleshooting approach should consist of the following items: malfunction

analysis, analysis of front panel indicators, systems analysis, and signal tracing.
4.2 Malfunction Analysis
Troubleshooting is easier and faster if the nature of the malfunction is pinned down.
Sometimes, the faulty behavior of the system may be caused by operator error. For
example, the Driller may forget to turn on the lockout switch, open the throttle, and assume
that the SCR unit is defective.
The faulty behavior of a motor or generator may be blamed on the SCR system. Make
sure the fault is not outside the system before making extensive repairs such as replacing a
SCR cell.
If the malfunction occurs off and on, it may be useful to keep a log of the system
parameters with a strip chart recorder.
4.3 Analysis of Front Panel Indicators
Many malfunctions can be located by analyzing the meters and lights on the front panel.
Warning lights on the cubicle panels flag ground faults, AC surge, sprocket slip, and
reverse power conditions. Operational lights indicate whether a SCR or a Generator is on
the bus. Even voltmeters and ammeters provide valuable troubleshooting information. For
example, a stalled motor is indicated by high current, and low voltage. Low current and
high voltage is an indication of an unloaded motor.


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4.4 Systems Analysis
Think of the system as being made up of interrelated blocks or units. Ignore the contents of
the unit, and simply consider the inputs and outputs. Refer to Figure 1-15.
D R IL L E R 'S
G E N E R AT O R
CO N SO LE
DC
C IR C U IT
E L E C T R O N IC
BREAKER
M O DULE
G AT E F IR IN G
A C S U P P LY
PULSES
S C R B R ID G E
0 - 7 5 0 V D C S U P P LY
POW ER
C O N TR O L
Figure 1-15. System Block Diagram
A malfunctioning unit does not provide the correct outputs. The fault may be due to
incorrect inputs. If not, some of the assemblies within the unit may be defective.
To troubleshoot, the system, first isolate the faulty unit by examining the outputs of the
suspected units. Then examine the inputs to the faulty unit. If one of the inputs is
incorrect, trace the signal from the incorrect input to its source unit. If, however, the inputs
are correct and the outputs are incorrect, troubleshoot the defective unit. Isolate the fault to
any one of the unit assemblies by a similar system analysis.
Inputs to many of the SCR Drive System units are of two forms: power and control. For
example, a SCR cell must receive the AC supply and the control firing pulse at the gate. If
both the inputs to the SCR cell are correct and the output of the SCR cell is incorrect, the
cell is defective.
The defective unit can be easily located by tracing signals associated with the malfunction.


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G E N E R AT O R 1 C IR C U IT SCR 1 C O N TA C T O R
BR E AK ER
G E N E R AT O R 2 C IR C U IT SCR 2 C O N TA C T O R M OTOR
BR E AK ER
Figure 1-16. A Parallel Circuit
The motor can be operated on any one of the two power lines (refer to Figure 1-16). If it
fails to run, the fault can be in the motor, the assignment switch, or the power lines.
The power line can be checked out by simply switching the motor to one of the other lines.
If the motor runs, then obviously, the first power line is defective.
Each power line is made up of components in series. If the power line circuit is defective,
all the components and the wiring must be suspected. The defective component can be
located by tracing the power supply from the motor back to the generator.
Begin the signal tracing at the motor. If power is present at the motor and the motor is not
running, the motor is defective.
If power is absent at the motor, check for its presence on both sides of the contactor. If
power exists on the SCR side, but not on the motor side, the contactor is open.
Signal tracing should continue back toward the Generator until the defective component is
located. In extremely long series circuits, it may be convenient to divide the circuit in half.
Begin the probe in the middle. If the signal is missing, trace back toward the generator until
the signal is regained. If the signal is present, trace away from the generator until the signal
is lost.


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4.5 Special Tools And Equipment
The following instruments are needed to troubleshoot the SCR Drive System.
4.5.1 Multimeter
The Simpson Model 250 (or equivalent) is recommended to measure voltage and
resistance values. The meter should be insulated, rugged and possess:
DC/AC Volts: Zero through 1,000 Volts in several ranges.

Accuracy: 3% of full scale.
Ohms: Zero through 10 M in several ranges.
Accuracy: 2% of arc length.
It is recommended that digital-type meters not be used for measurements in

power circuits. It has been found that, in some cases, reading inaccuracies
may be induced by digital-type meter usage.
Digital multimeters may be used to measure voltage and current signals in the SCR drive
but you should be aware that some digital meters are overly sensitive to the high electrical
noise typical of that found in any switching high power supply. Digital meters that are not
designed with proper filtering and measuring techniques and can give inaccurate readings.
4.5.2 AC/DC Clamp-On Ammeter
This meter is used to safely measure high currents. The Columbia Model 1000A is
recommended.
4.5.3 Oscilloscope
The oscilloscope is used to check the SCR gate pulses and ripple on various DC voltages.
The Tektronix Model 305 (or equivalent) is recommended. The unit chosen should have >3
Inch diagonal viewing screen and two channels for comparing two signals.


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5 REMOVAL & REPAIR
5.1 Cubicle Removal
If a cubicle is damaged beyond repair, perform the following steps:
1. Disconnect power cables from the bus stubs located at the top of the cubicle.
2. Remove bus links which connect the AC bus from cubicle to cubicle.
3. Remove the bolts which join the cubicles at the top and bottom.
4. Slide the fork of a hydraulic hand trolley underneath the cubicle and jack it up
approximately 6" above the floor.
5. Pull out the cubicle carefully, taking care not to bump the adjoining cubicles.
5.2 Cubicle Repair
Repair of the SCR Drive System normally consists of repairing an assembly within a
system unit. A system unit is not replaced unless it is damaged beyond repair. When a unit
is replaced, perform a functional test on it before operating the system. Refer to the
respective unit manual for test instructions.
5.3 AC Control Module
If an AC Control Module is malfunctioning, replace it with the spare AC Control Module and
return the faulty unit to us.
To remove and replace the AC Control Module perform the following steps.


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1. Unscrew the Deutsch fastener at the top of the module and swing open the cover.
2. Release the wiring harness by removing each wire from the terminal board.
3. Unscrew the four Deutsch fasteners which hold the module to the cubicle wall.


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4. During new module installation, ensure you match the wire number to pin number.
5. Reconnect the module to the cubicle wall with the four Deutsch fasteners.


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6. Reconnect the wiring harness by replacing each wire on the terminal board. Ensure
that each wire is correctly placed and that the retaining screw is tightened.
7. Swing the cover closed and fasten it in place with the Deutsch fastener on top.


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THIS PAGE INTENTIONALLY LEFT BLANK


Technical Manual
Generator Unit

whole or in part; or use of this design or distribution of this Houston, Texas 77043
consent of National Oilwell. This document is to be returned to Phone +1 713 935 8000
CLIENT PO NUMBER the use for which it was loaned. Fax +1 713 935 8382
www.nov.com


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REVISION HISTORY
01 20.08.2012 Released from 20605-47 (L) TR BD TR



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TABLE OF CONTENTS
1 OPERATION ..................................................................................................................... 4
1.1 Description .............................................................................................................. 4
1.2 Specifications.......................................................................................................... 6
2 MAINTENANCE ................................................................................................................ 9
2.1 Testing .................................................................................................................... 9
2.2 Servicing ................................................................................................................. 9
2.3 Theory of Operation .............................................................................................. 24
2.4 Troubleshooting .................................................................................................... 49
3 HI-LINE OPERATION ..................................................................................................... 55
4 REMOVAL & REPAIR .................................................................................................... 58
4.1 Model 1000 ........................................................................................................... 58
4.2 Model 1400 ........................................................................................................... 59
4.3 Model 1861 ........................................................................................................... 60


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1 OPERATION
1.1 Description
The Generator Unit controls the engine/ generator set to develop a constant AC supply.
The output of several generators are fed to a common AC bus (refer to Figure 2-1).
Each Generator Unit's AC Control Module has an electronic engine governor, a voltage
regulator and a circuit breaker (refer to Figure 2-2). The circuit breaker is interlocked with a
Protection circuit which automatically trips the breaker for malfunctions such as
overcurrent, overvoltage, under/overfrequency and reverse power. In addition, a
Synchronization Panel is provided with each system to match individual generator equency
and voltage to the bus frequency and voltage.


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Figure 2-1. Generator Unit Functional Diagram


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Figure 2-2. AC Control Module Controls

and Indicators
1.2 Specifications
1.2.1 Electrical
Table 2-1 lists the electrical specifications of the AC Control Module.


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1.2.2 Mechanical
They are mounted in a sheet steel cubicle. Dimensions vary from model to model. A
typical Generator Cubicle is 90" H. x 36" D. x 24" W. and weighs 2,000 pounds.
ELECTRICAL POWER
AC Supply Three phase, 60 Hz., 600 VAC.
GENERATOR CIRCUIT BREAKER

Overcurrent The circuit breaker is preset to trip under
the following conditions: Amperes
required to trip depends on generator
KVA rating.
Overvoltage  1.16 times normal bus voltage, 100 mS

delay.
Overfrequency 67 - 68 Hz.
Underfrequency 50 Hz.
Reverse Power Usually -7% to -10% of rated KW.
ENGINE GOVERNOR
Regulation 0.5 Hz, steady state.
Response Time One Second.
Load Unbalance 5% rated load.
GENERATOR VOLTAGE REGULATOR

Regulation 3% maximum.
Response Time One Second.
Load Unbalance 10%, no load to full load of rated KVARs.
Exciter Power 100/200 VDC, 12 Amps maximum. KVAs

are distributed among generators by
reactive droop compensation.
Table 2-1. Electrical Specifications
Many of the electronic circuits associated with generator control are housed in the AC
Control Module. The AC Control Module is constructed from 14-gauge steel, and has its
own heatsink.


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1.2.3 AC Control Module Specifications
Size 12" High x 12" Deep x 4" Wide

Weight 25 pounds


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2 MAINTENANCE
This section contains testing and servicing information to assure proper operation of the
Generator Unit. TROUBLESHOOTING (later in this chapter) has an explanation of the
various Generator Unit circuits. REMOVAL AND REPAIR (also later in this chapter)
identifies the various generator assemblies.
2.1 Testing
Perform the functional tests given in Tables 2-2 through 2-6 after repairing/replacing any
assembly. Perform the Reverse Power Trip and Engine Mechanical Overspeed tests listed
in Table 2-4 once a month.
SERIOUS DAMAGE TO THE ENGINE CAN RESULT IF REVERSE POWER

AND ENGINE OVERSPEED FUNCTIONS DO NOT FUNCTION
PROPERLY.
These are the tables and their titles:
2-2 Engine/Generator Unit Functional Test

2-3 AC Module Functional Test
2-4 Protection Circuit Functional Test
2-5 Calibration Procedure for Woodward EG-3P and EG-10P Actuators
2-6 Calibration Procedure for Woodward EG-B 10P Actuators Used on EMD Engines
The TEST switch allows a quick check of the systems vital signals. The TEST switch and
the TEST METER are color-coded. For example, if the TEST switch is set to the yellow
BREAKER TRIP VOLTAGE position, normal condition is indicated by the TEST METER
needle deflecting to the yellow.
2.2 Servicing
Servicing consists of oil change and calibration procedure of the throttle actuator terminal
shaft.
2.2.1 Oil Change
The Woodward EG-3P and EG-10P Actuators receive oil from the engine oil supply, so
regular engine oil change intervals are sufficient.


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The Woodward EG-B 10P Actuator has it's own oil supply. Change it every six months
under favorable operating conditions. The oil sump holds one U.S. Quart. Refer to the
following and the manufacturer's literature.
The main difference between these models: the EG-B has a Ball Speed
governor and self-contained oil supply.
Changing the Oil In the EG-B 10P
1. To drain the oil, unscrew the Drain Cock located in the lower left-hand corner of the
front panel.
To flush the actuator, add one quart of diesel fuel or kerosene through the Oil Cup located
on the top. Run the engine speed up and down by switching the Engine Control switch
between IDLE and RUN. After a few minutes, shut the engine off and drain the fluid.
Repeat flushing until the Drain Cock fluid is clean.
2. Drain all the fluid and screw in the Drain Cock. Fill the actuator with one quart of the
recommended lubricating oil. Woodward recommends Mobil 1.
IF THE OIL IN THE EG-B 10P ACTUATOR IS NOT CHANGED

REGULARLY, IT WILL BECOME CLOGGED WITH GUM AND FAIL.
2.2.2 Terminal Shaft Calibration
Calibrate all engine actuators if KW load sharing at full load exceeds 10% (see Table 2-5).


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Table 2-2. Engine/Generator Unit Functional Test
ACTION RESULTS
PRELIMINARY
A. Open all the Generator unit fuses, with A. There are no measurable results from
the engine shut down. this step.
THROTTLE CHECK
A. Disconnect Throttle(+) (TB11-1) and A. There are no measurable results from
Throttle(-) (TB11-2)(this is TB4 or TB9 this step.
in older systems).
Refer to your system prints to
determine the terminal strip
connections for the Throttle and
Exciter.
B. Measure the resistance between the B. The resistance should be 30 to 36 .
leads to the Throttle to check for open
or short circuit conditions.
C. Measure the resistance between each C. The reading should be an open circuit
throttle actuator lead and ground. reading () unless the cable is
grounded.
D. Reconnect the throttle leads. D. There are no measurable results from
this step.
EXCITER CHECK
A. Disconnect the Exciter(+) wire from A. There are no measurable results from
TB11-7 and the Exciter(-) wire from this step.
TB11-8 (this is TB4 or TB9 in older
systems).
Refer to your system prints to
determine the terminal strip
connections for the Throttle and
Exciter.
B. Measure the resistance between the B. The resistance should be 3 to 20 (this
leads to the Generator Exciter to check depends on generator model).
for open or short circuit conditions.
C. The resistance should be  after
C. Check the resistance from each exciter TB11-8 in the generator switchgear is
lead to ground. disconnected.
D. Reconnect the Exciter leads. D. There are no measurable results from
this step.


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Table 2-2. Engine/Generator Unit Functional Test (Continued)

ACTION RESULTS
CONTROL CIRCUIT TEST
A. There are no measurable results from this step.
A. Set the ENGINE CONTROL SWITCH to IDLE.
B. If the system incorporates HOC (Hands Off
B. Start the engine and run it at 2/3 speed. Cranking), the HOC batteries supply power to the
AC Control Module (it is not necessary to
manually control the engine actuator).
C. The A phase voltage peak (see Figure 2-3)

C. Using the oscilloscope, check the phase occurs 120 before the B (see Figure 2-4). The B
rotation at the generator stabs. phase voltage peak occurs 120 before the C
(see Figure 2-5). Figure 2-6 shows phase
rotation.
Figure 2-3. Phase A Figure 2-4. Phase B
Figure 2-6. Phase Rotation

Figure 2-5. Phase C


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ACTION RESULTS
CONTROL CIRCUIT TEST (CONCLUDED)
D. Close fuses F30, F31, F32, F35, F36, and D. There are no measurable results from this
F37 on the input of the AC Regulator step.
Transformer.
On most models, these fuses will be

F30 F31, F32, F33, F34, and F35.
E. There are six phase voltages. VAB (pin 512)
E. Check the phase rotation at the AC Control should have a waveform which is inverse of
Module pins 512 through 517. VBA (pin 513). The inverse relationship also
exists between VBC (pin 514) and VCB (pin
515), and VCA (pin 516) and VAC (pin 517).
VOLTAGE REGULATOR TEST
A. A.Disconnect wires Gate A+ (Pin 504) A. There are no measurable results from this
and Gate A- (Pin 505). step.
B. Close the Exciter fuses. B. There are no measurable results from this
step.
Exciter fuse numbers depend on
model of system (check your
generator control schematic in your
drawing package). The Exciter fuses
for the 1400 system are F39 & F40.
C. Observe the generator VOLTMETER. C. The voltage should rise to 200 VAC, and fall
cyclically as K1 (the build-up relay) picks up
and drops out.
D. Monitor the signals at Pins 512 through D. These signals should also rise and drop.
517.
E. If the results indicated in Steps C and D E. There are no measurable results from this
occur, reconnect the Gate A+ and Gate A- step.
wires.
F. Set the VOLTS ADJUST control to give a

F. The VOLTMETER will indicate 300 to 450
50% indication on the generator
VAC.
VOLTMETER.


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ACTION RESULTS
ENGINE GOVERNOR TEST
A. Determine the model of your Throttle Actuator. If A. There are no measurable results from this step.
it is a Woodward Model EG-B 10P, perform
Steps B through F set the various
Steps B through D. If it is a Woodward Model
controls of the Throttle Actuator.
EG-3P or EG-10P, skip to Step E.
Woodward Models EG-3P and EG-10P do
not have these controls and, therefore,
do not require these steps to be
performed.
B. There are no measurable results from this step.

B. Set the SPEED DROOP control to 0 (Zero).
C. There are no measurable results from this step.

C. Set the LOAD LIMIT control to MAXIMUM
FUEL.
D. There are no measurable results from this step.
D. Set the SPEED control to MAXIMUM.
E. There are no measurable results from this step.

E. Set the SPEED ADJUST control to somewhat
less than 50% on it's scale indication.
F. There are no measurable results from this step.
F. Turn the ENGINE CONTROL switch to IDLE
and start the engine.
G. There are no measurable results from this step.
G. Allow the engine to warm-up for 15 minutes.
H. The generator voltage and frequency should

H. Turn the ENGINE CONTROL switch to RUN.
increase as the ENGINE CONTROL switch is
moved from IDLE to RUN.
I. The Generator VOLTMETER will indicate 600

I. Fine tune the VOLTAGE ADJUST and SPEED
VAC. The FREQUENCY meter will indicate 60
ADJUST knobs to achieve 600 VAC at 60 Hz.
Hz.
J. The generator voltage and frequency should

J. Turn the ENGINE CONTROL switch to IDLE.
decrease to Idle values.
K, The generator frequency should stabilize at 60

K. Turn the ENGINE CONTROL switch the engine
Hz within two overshoots.
back to RUN.


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ACTION RESULTS
SYNCHRONIZATION CIRCUIT TEST
A. Connect one engine/generator to the Main AC A. There are no measurable results from this step.
Bus.
GENERATOR CIRCUIT BREAKERS
This test only needs to be performed if WILL NOT CLOSE UNTIL
components in the synchronizing circuit SYNCHRONIZED WITH THE MAIN AC
have been changed or if a problem is BUS. DO NOT CLOSE ANOTHER
encountered in synchronization. GENERATOR’S CIRCUIT BREAKER
UNTIL THE SYNCHROSCOPE AND
SYNC LIGHTS HAVE BEEN CHECKED
FOR PROPER OPERATION.
B. Proceed to a second/subsequent generator, and B. The pointer of the SYNCHROSCOPE will turn
following the steps indicated in the previous counterclockwise. The SYNC LIGHTS will be
sections of the test, adjust its controls to develop dimly illuminated.
600 VAC at 58 Hz.
C. Connect an AC Voltmeter, switched to read 600 C. There are no measurable results from this step.
VAC, between the oncoming generator's stab A
phase and the Main AC Bus stab A phase.
D. Adjust the generator’s frequency to 60 Hz, so D. The pointer of the SYNCHROSCOPE will turn
that it slowly goes in and out of synchronization clockwise or counterclockwise. The SYNC
with the Main AC Bus. Observe the Voltmeter, LIGHTS will alternately dim and brighten.
the SYNCHROSCOPE, and SYNC LIGHTS.
E. Close the oncoming generator’s circuit breaker E. The generator’s circuit breaker will not close if
when sync occurs. proper synchronization has not been achieved.
The KVAR meters of all generators on line
Synchronization between the Main AC should each read the same value.
Bus and the oncoming generator has
occurred when the needle of the
SYNCHROSCOPE points vertically, the
SYNC LIGHTS are off, and a Simpson
Model 250 (or equivalent) Volt Ohm Meter
(VOM) connected to the top and bottom
of the Main AC Circuit Breaker indicates
minimum voltage.


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ACTION RESULTS
LOAD DISTRIBUTION TEST
Five separate tests comprise the Load

Distribution Test:
 KVAR Sharing Test.
 KW Sharing Test.
 Master/Slave Sharing Test.
 Engine/Generator Idle-Run Test.
 Load Testing Engine/Generator Test.
KVAR Sharing Test

A. Balance the KVARs by using the VOLTS A. Watch the KW and KVAR readings while
ADJUST knob of the Generator Control the system load is changing. The generator
Cubicle that has the lowest reading KVAR. readings should be about the same.
KW Sharing Test
A. Connect all engine/generator sets to the A. There are no measurable results from this
Main AC Bus. step.
B. Make assignments to provide 60% KW B. The KW METERS of all engine/generators
Load. should read the same and track together as
the KW Load varies.
Master/Slave Sharing Test
A. Connect all the system generators to the A. Observe that only the master generator
Main AC Bus. The KW and KVAR reading SPEED ADJUST dial has an effect on the
of each connected engine/generator set speed of all the engines on the lines. Verify
should be about the same. that the lowest numbered online generator
controls all other online generators.
B. Disconnect Generator 1 from the Main AC B. Verify that with Generator 1 off the Main AC
Bus. bus, Generator 2 controls all other
connected generators
C. Disconnect Generator 2 from the Main AC C. Verify that with Generators 1 and 2 off the
Bus. Main AC bus, Generator 3 controls all other
connected generators.
D. Reconnect all generators to the Main AC D. There are no measurable results from this
Bus. step.


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Table 2-2. Engine/Generator Unit Functional Test (Concluded)
ACTION RESULTS
LOAD DISTRIBUTION TEST (Concluded)
Engine/Generator Idle-Run Test
A. Start an engine/generator set and run it A. There are no measurable results from this
at IDLE. Follow the recommended warm step.
up time specified by the
engine/generator set manufacturer.
B. Put the ENGINE CONTROL switch to B. The generator voltage and frequency
RUN and adjust the SPEED ADJUST should increase as the engine goes from
potentiometer to 60 Hz. IDLE to RUN speed.
C. Put the ENGINE CONTROL switch to C. The generator voltage and frequency
IDLE. should decrease to the idle value.
D. Put the ENGINE CONTROL switch to D. The generator frequency should stabilize
RUN. at 60 Hz. within two overshoots.
Load Testing Engine/Generator Test
A. After performing the Engine/Generator A. There are no measurable results from this
Idle-Run test, connect the step.
engine/generator to the Main AC Bus.
B. Connect a load (such as a tank of salt B. Observe the Engine/Generator's KW

water) to the Main AC Bus. METER and compare the reading to the
Engine/Generator's rated KW capacity.


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Table 2-3. AC Control Module Functional Test
ACTION RESULTS
PRELIMINARY
A. Inspect the AC Control Module wiring A. Fix any incorrect or loose connections.
harness for incorrect and/or loose
connections.
B. Turn on the Generator unit. B. The Generator RUN light and the AC
Control Module front panel POWER ON
light will illuminate.
POWER SUPPLY CHECK

A. Measure the voltage at the following A. The voltage should be:
points:
Terminal Pin 502 +16 VDC
Terminal Pin 503 -16 VDC
Terminal Pin 507 -160 VDC
Auxiliary Board Pin 24 -11 VDC
FREQUENCY DEMODULATOR TEST
The Frequency Demodulator Circuit is used The appearance of the Frequency

to develop a speed feedback signal. This Demodulator Output Waveform will
signal is necessary for diesel engine speed NOT appear the same if different
regulation. The six AC phases from the AC oscilloscope adjustments are used.
Regulator Transformer are processed by the Therefore, use the suggested
Demodulator Circuit into the Frequency settings for viewing the waveform.
Demodulator Output Waveform. The
Frequency Demodulator Output Waveform Field calibration of this circuit is
is converted by the AC Control Module difficult and not recommended.
circuit into the Frequency Feedback Signal
which can be measured at TP19 of the AC
Control Module. The Frequency Feedback
Signal will be -2.5 VDC at the system's
proper operating frequency.


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Table 2-3. AC Control Module Functional Test (Continued)
ACTION RESULTS
FREQUENCY DEMODULATOR TEST
(CONCLUDED)
A. The waveform should be like the one shown in

A. Check TP5 for the Frequency Demodulator Figure 2-7.
Output Waveform in the Unit Under Test.
If desired, you can compare the waveform

of the Unit Under Test with the waveform
of a known fully functional unit.
20601-22 Rev. A
Figure 2-7. Frequency Demodulator Output

Waveform
CURRENT DEMODULATOR TEST
A. Check the following parameters at the given A. Since there is no current flow, the measured
location: voltages will be:
PARAMETER LOCATION
IREAL Auxiliary Board Pin 5 Zero (0) Volts.

IREACTIVE Auxiliary Board Pin 6 Zero (0) Volts.
A. At run speed, rotate the VOLTS ADJUST control A. There are no measurable results from this step.
knob to its center position.
B. Monitor Test Point 12. B. The voltage should be -92 VDC @ 600 VAC.
C. Monitor the VOLTAGE REFERENCE signal at C. The voltage should be +4 to 6 VDC.
AC Control Module Pin 551.


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Table 2-3. AC Control Module Functional Test (Concluded)
ACTION RESULTS
(CONCLUDED)
D. Monitor the EXCITER FIELD SUPPLY D. The EXCITER FIELD SUPPLY FIRING
FIRING PULSE at AC Control Module Pin PULSE waveform should look like the one
504 (GATE A+). in Figure 2-8.
20601-23 Rev. A
Figure 2-8. Exciter Field Supply Firing

Pulse Waveform
FREQUENCY REGULATOR TEST
A. There are no measurable results from this
A. Rotate the SPEED ADJUST control knob step.
to its center position.
B. The voltage should be +4.0 to +6.0 VDC.
B. Monitor the SPEED REFERENCE signal
at AC Control Module Pin 547.
C. It must fall within the normal operating
C. Monitor the engine/generator's speed. speed range of the engine/generator.


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Table 2-4. Protection Circuit Functional Test
ACTION RESULTS
NO PULSE TRIP This test applies only to systems

equipped with a Tachometer Pulse
Pickup circuit.
A. Connect an engine/generator set to the A. The Generator ON LINE light will

Main AC Bus. illuminate.
B. Disconnect TACH SIGNAL lead at AC B. The Generator Circuit Breaker will trip off
Control Module Pin 526. line, the engine will die, and the
Generator ON LINE light will extinguish.
C. Test all remaining engine/generator sets C. Results will be as shown in Steps A and
by repeating Steps A and B. B.
REVERSE POWER TRIP
A. Connect a generator to the Main AC Bus. A. There are no measurable results from
this step.
B. Connect a jumper between AC Control B. The Generator Circuit Breaker
Module Pins 533 and 545 (this is the corresponding to the generator will trip off
Throttle Output). line in eight to 10 Seconds.
Connecting this jumper between

pins 533 and 545 will cause a
reverse power condition.
C. Once the Generator Circuit Breaker trips C. The engine will return to RUN speed and
off line, remove the jumper between Pins the Generator Circuit Breaker will be in
533 and 545. the OFF position.


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Table 2-5. Calibration Procedure for Woodward EG-3P and EG-10P Actuators
ACTION RESULTS
SETUP
A. Connect an Ammeter in series with one of the A. There are no measurable results from this step.
throttle leads which are connected to the
Actuator receptacle.
B. Set the Ammeter scale to 100 mA. B. There are no measurable results from this step.
C. Open the Generator Circuit Breaker. C. There are no measurable results from this step.
D. Start the engine, and bring it up to RUN. D. There are no measurable results from this step.
TERMINAL SHAFT ADJUSTMENT

A. Disconnect the coupling from the actuator shaft A. On actuators produced beginning in 1980
(refer to Figure 2-9). Adjust the actuator so that it Ammeter readings on all units should be within 10
draws 30 to 60 mA. Monitor the Ammeter of all mA of each other. On older units, the Ammeter
actuators, in RUN, Off-line, with engine warmed readings may have to be the same for good load
up. sharing. If you have questions, call the Ross Hill
Field Service Office.
For each 2.5 mA of change desired, rotate

the coupling on the threaded rod
connected to the actuator shaft ½ to 1 turn. A C TU ATO R S H A F T
Actuators and linkages must also be set to

conform with the engine manufacturer's
specifications. A compromise between the
engine manufacturer's specifications and
LOC K
the 30 to 60 mA figure may be necessary.
NUT
THREADED
ROD
CATERPILLAR Series 3500 engines do not A C TU ATO R

conform to the 2.5 mA change per ½ to 1
turn of the coupling of the threaded rod.
Figure 2-9. Actuator Linkage
REASSEMBLY
A. Stop the engine. A. There are no measurable results from this step.
B. Disconnect the Ammeter and reconnect the B. There are no measurable results from this step.
throttle lead.


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Table 2-6. Calibration Procedure for Woodward EG-B 10P Actuators Used on EMD
Engines
ACTION RESULTS
ACTUATOR CURRENT CHECK This calibration procedure is to ensure
that all of the actuators will work together.
In most cases, if the actuator currents of
all the actuators are within 10mA between
the highest and lowest reading, they will
perform properly.
A. Remove the top cover plate by unscrewing the A. A 1/8" Allen Head adjustable Spring Seat will be
four corner screws. visible in the middle of the actuator about 1"
(2.54 cM) below the top. The seat is held tight by
a 5/16" lock nut.
B. Connect an Ammeter, set to read 100 mA, in B. There are no measurable results from this step.
series with one of the throttle leads which are
connected to the terminal strip located in the Engine
Control Cabinet, which is adjacent to the engine.
C. Record the actuator current, then repeat Steps

C. Open the Generator Circuit Breaker. Start the
engine, and bring it up to RUN. Monitor the A, B, and C for all the actuators.
actuator current.
D. Compare the actuator currents of all units. D. Determine which (if any) of the actuators require
adjustment. If any do require adjustment,
perform the following Terminal Shaft Adjustment
procedure on the identified unit(s).
TERMINAL SHAFT ADJUSTMENT
A. Loosen the Spring Seat lock nut. Rotate the A. Note that the actuator current changes.
Spring Seat 1/4 turn or less in either direction.
B. Adjust the Spring Seat until the Ammeter reads B. All actuators should draw 30 to 60 mA when the
the same as other recorder actuator currents. engines are at RUN RPM, Off-line, and at normal
operating temperature.
C. Tighten the Spring Seat lock nut. C. There are no measurable results from this step.
PRESSING DOWN ON THE LOCK

NUT CAN CAUSE THE ENGINE TO
OVER SPEED.
REASSEMBLY
A. There are no measurable results from this step.
A. Stop the engine.
B. Disconnect the ammeter from the actuator circuit
B. There are no measurable results from this step.
and reconnect the throttle lead.
C. Reattach the top cover plate with the four screws. C. There are no measurable results from this step.


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2.3 Theory of Operation
The Generator Unit controls the engine/generator set to deliver a constant AC supply to the
Main AC Bus (refer to Figures 2-10 and Figure 2-11). Note that the AC Control Module
contains the electronic Engine Governor, Voltage Regulator, Protection and Master/Slave
circuits.
2.3.1 Hands-Off Circuit (Hoc)
The HOC consists of a battery charging circuit connected to two 12 Volt batteries. Phases
A and B of the Main AC Bus are tapped, fused, and then rectified in a diode bridge to
obtain the battery charging current. The batteries supply power for the Engine Starting
circuit and the Pulse Pickup circuit in the AC Control Module (refer to Figures 2-11 and 2-
12).
2.3.2 Generator Circuit Breaker
The Generator Circuit Breaker isolates the Main AC Bus from the generator. It has a
magnetic trip unit which trips the circuit breaker if current exceeds a preset value. The
circuit breaker has a UV (Under Voltage) coil which is interlocked with a AC Control Module
Protection circuit. This circuit trips the circuit breaker for various abnormal conditions such
as reverse power, under/overfrequency and overvoltage.
2.3.3 Synchronization Panel
When the Main AC Bus is energized and another generator supply is to be connected to
the Main AC Bus, it is essential to match their voltage and frequencies before closing the
Generator Circuit Breaker. This is accomplished by comparing the two frequencies by
means of the Synchronization Box (shown in Figure 2-11).
When the front panel SYNC switch is in the OFF position, the Sync panel VOLT meter
indicates the Main AC Bus voltage. The needle of the SYNCHROSCOPE and the SYNC
LIGHTS compare the frequencies of the Main AC Bus and the on-coming generator. The
needle of the SYNCHROSCOPE rotates and the SYNC LIGHTS illuminate brightly when
the two frequencies are out of phase. When the frequencies and phases are identical,
there is no potential across the scope and the lights. As a result, the SYNCHROSCOPE
needle remains stationary in the vertical position and both SYNC LIGHTS extinguish.
2.3.4 Engine Governor
The electronic Engine Governor controls the engine speed and horsepower, and thereby
regulate the generator frequency (refer to Figures 2-13 and 2-14). Located in the AC


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Control Module, the Engine Governor is a feedback control circuit. See the Unique
Devices section of this manual for a general description of the feedback control circuit.
The governor output is connected to a Throttle Control Actuator (this controls the engine
fuel line valve). The Throttle Control Actuator opens the valve in direct proportion to the
current applied by the governor through its coil. The coil signal can be monitored at the AC
Control Module across Pin 533 (Throttle+) and Pin 545 (Throttle-).


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Figure 2-10. Generator Unit Block Diagram


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Figure 2-11. Generator Unit Circuit


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Figure 2-11. Generator Unit Circuit (Continued)


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Figure 2-11. Generator Unit Circuit (Continued)


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Figure 2-11. Generator Unit Circuit (Concluded)


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Figure 2-12. Hands-Off Circuit (HOC)


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G EN . B US
D EM O D U L ATO R
S PE ED FE ED B A C K
 RE A L FEE D B A C K
TH R O T TL E L IM IT
G EN .
P UL S E
P IC K U P
EN G IN E
Z8 Z9 Q4
TH R O T TL E
S PE ED R EFE RE N C E
EN G IN E C O N TR O L R A M P C K T.
S W ITC H
M A S TER S L A VE
M S L O G IC TO O TH E R
AC M ODU LE G EN . UN ITS
S L AV E M A S TER /S L A V E
M /S
LO G IC
S L AV E S W ITC H
M A S TER
S L AV E
C U R RE N T C O N TRO L L O O P
S PE ED C O N TRO L L O O P
Figure 2-13. Engine Governor Block Diagram


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Figure 2-14. AC Module Circuit


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Figure 2-14. AC Module Circuit (Continued)


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Figure 2-14. AC Module Circuit (Concluded)


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The engine governor employs two feedback control loops. The Outer Speed Control Loop
matches the actual generator frequency to the applied speed command. The Inner Current
Control Loop matches the horsepower (KW) output of all engines on line.
Speed Control Loop
Op Amp Z8 issues a speed command which is proportional to the difference between the
Speed Command and the Composite Speed Feedback. Speed Command is the Speed
Reference signal as modified by the Engine Control switch ramp circuit and the
Master/Slave Logic signal. Composite Speed Feedback is the sum of the Speed Feedback
and Throttle Limit signals.
Speed Reference
This signal is set by the operator on the front panel SPEED ADJUST knob. The SPEED
ADJUST knob is linked to a potentiometer which outputs a Zero to +11 VDC signal (pin
551). This corresponds to 56 to 64 Hz generator frequency.
Engine Control Switch
When the ENGINE CONTROL switch is moved from IDLE to RUN, the ramp circuit
generates an ascending ramp. This steadily increases the gain of Op Amp Z8. The ramp
circuit generates a descending ramp when the switch is moved from RUN to IDLE.
Changeovers in engine speed are thus accomplished smoothly over a 10 Second time
span.
Master/Slave Logic
A signal from the Master/Slave Logic circuit disables the Speed Reference signal when the
Generator Unit is in the Slave mode.
Speed Feedback
This signal is a low-level DC analog of the engine speed. At TP 19 in the AC Control

Module, the Speed Feedback signal is -2.5 VDC at 60 Hz and +5.0 VDC at 35 to 40 Hz
(the IDLE frequency). The Speed Feedback signal is derived either through a Tachometer
Pulse Pickup circuit or a Voltage Demodulator circuit.
Pulse Pickup Circuit
A magnetic pickup device is mounted near the flywheel of the engine. The magnetic
Pickup device emits a pulse each time a flywheel tooth passes by. These pulses are
applied to the Pulse Pickup circuit in the AC Control Module as Tach+ (pin 526) and Tach-
(pin 527). The pulse signal is processed to derive the Speed Feedback signal. The
magnetic pickup device generates it's own voltage and must produce ±2 VRMS. The Pulse


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Pickup also activates the HOC circuit (refer to Figure 2-12). This allows the HOC batteries
to power the AC Control Module during the time that the generator voltage is building up.
Frequency Demodulator Circuit
Generator phase voltages out of AC Regulator transformer T10 are processed through a
Demodulator circuit in the AC Control Module. The Demodulator output is inverted via Op
Amp Z5 to obtain a negative Speed Feedback signal.
Speed Feedback Switch
The AC Control module is equipped with a circuit that permits the tachometer circuit to
provide a speed feedback signal until the generator voltage is >200 VAC. When this
occurs, the Speed Feedback Switch operates to connect the Frequency Demodulator
Circuit output to the Frequency Regulator as the speed feedback signal.
Speed Control Loop
Op Amp Z9 issues a Throttle Current Command which is proportional to the error in signal
levels between the Speed Command from Op Amp Z8 and the IREAL (KW) feedback. The
output of Op Amp Z9 output is amplified through transistor Q4 and then applied to the
Throttle Actuator Coil via Throttle+ (Pin 533) and Throttle- (Pin 545).
Master/Slave Logic
The Master/Slave circuit decides which current command Z9 should receive. If the
generator is a Master, the Generator Cubicle M/S switch selects the Z8 output. If, however,
the generator is a Slave, the Generator Cubicle M/S switch selects the Master/Slave signal
(pin 543). This signal is the Master generator Z8 output.
The Master/Slave Logic circuit detects whether the generator is the Master or Slave. The
Master/Slave Logic circuit receives the M/S Logic signal from the Generator Circuit Breaker
(pin 544) and Slave signals which are the M/S Logic signals of the other generators (pins
537 through 542). Table 2-7 is the Master/Slave Truth Table.
Figure 2-15 shows the Master/Slave circuit. The Master/Slave Logic switches from 10
VDC (this voltage is approximate since it is partially dropped through a resistor) to -16 VDC
when the circuit breaker is closed to connect the generator to the Main AC Bus. The
Master/Slave Logic of each generator is connected to the Slave inputs of the following
higher-numbered generators. As a result, the Master generator is always the one with the
lowest number. Generator 1 is never a Slave unit since it doesn't receive any Slave inputs.
If Generator 1 is off, the lowest-numbered generator connected to the Main AC Bus
becomes the master.
Note that Master/Slave lines of all generators are tied together.


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Table 2-7. Master/Slave Truth Table
M/S Logic Slave Result

10 VDC 10 VDC The generator is
disconnected from
the Main AC Bus.
-16 VDC 10 VDC The generator is

the Master.
-16 VDC -16 VDC The generator is

the Slave.
IREAL Feedback
IREAL is a low-level DC analog of the real current produced by the generator (IREAL x E =
KW). Generator phase voltages out of transformer T10 and line currents out of CT1, CT2,
and CT3 are processed in the AC Control Module through a current demodulator to
develop ITOTAL, I REAL and IREACTIVE signals (refer to Figure 2-10).
2.3.5 Voltage Regulator
This controls the generator's exciter current through the exciter power supply to regulate
the generator voltage (refer to Figures 2-11, 2-13, 2-16, and 2-17).
The Voltage Regulator output can be monitored across Generator EX+ (TB11-7) and
Generator EX- (TB11-8). It should be +10 VDC during IDLE and +70 VDC during RUN for
a nominal 100 VDC exciter.
The Voltage Regulator employs two Feedback Control Loops (Inner and Outer). The Outer
provides overall regulation by matching the generator voltage to the Voltage Reference.
The Inner regulates the Exciter Field Supply. Op Amp Z1 issues the Exciter Current
Command. It is proportional to the error difference between the Voltage Reference and
Voltage Feedback signals.


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-1 6 V D C -1 6 V D C -1 6 V D C
CB AUX. CB AUX. CB AUX.
P IN N O . P IN N O . P IN N O .
M S L O G IC 5 44 5 44 5 44
M A S TE R S L AV E 5 43 5 43 5 43
S LAV E 5 42 5 42 5 42
S LAV E 5 41 5 41 5 41
S LAV E 5 40 5 40 5 40
A C M O D U LE A C M O D U LE A C M O D U LE
GEN. 1 GEN. 2 GEN. 3
Figure 2-15. Master/Slave Wiring Diagram
Exciter Current Command. It is proportional to the error difference between the Voltage
Reference and Voltage Feedback signals.
Voltage Reference
This is set by the operator on the front panel VOLTS ADJUST knob. The knob is linked to a
potentiometer which outputs a Zero to +11 VDC signal (Pin 551). This +11 VDC
corresponds to maximum voltage.
Voltage Feedback
Voltage Feedback is a low-level DC analog of the generator voltage. The generator AC

line voltages are applied to the primary of Control Transformer (600:115 VAC) T10. T10
has a Delta/Star configuration. The six AC phase voltages from the secondary are rectified
and reduced in value to give the feedback signal. IREACTIVE is a low-level DC analog of the
generator reactive current (IREACTIVE x E = KVARs).


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V O LTA G E FE E D BA C K
E XC ITE R C U R R EN T FE ED B A C K
V O LT. SCR GE N.
R E FE R .
Z1 Z2 F IR IN G
BU S
C IR C U IT
AC
M TR
 R E A C TIV E
E X C ITE R
UN D ER F RE QU EN C Y E XC ITE R
G E N E RA TO R
C UT BAC K FIEL D
AC M ODU LE S U P PLY
E XC ITE R C U R R EN T C O N TR O L L O O P
V O LTA G E C O N T RO L LO O P
Figure 2-16. Voltage Regulator Block Diagram
Figure 2-17. Exciter Field Supply Circuit


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The voltage feedback and current feedback signals are processed in the AC Control
Module to derive the IREACTIVE signal.
The IREACTIVE signal is negligible during startup when the circuit breaker is open since
minimal current flows out of the generator. Voltage Reference is the only effective signal.
The VOLTS ADJUST knob can be adjusted to set the generator voltage to the operating
level. When several generators are connected to the Main AC Bus, the terminal voltage is
held fixed by other generators. The VOLTS ADJUST knob can now be adjusted to bias
the IREACTIVE signal so as to distribute the reactive current (KVARs) equally among all
generators.
The Underfrequency Cutback Signal is developed from the frequency feedback. It applies
a negative bias to the summing junction of voltage regulator Op Amp Z1 to cutback the
generator voltage when frequency drops below 50 Hz. At IDLE, when the frequency is 35
to 45 Hz, the voltage is between 300 VAC to 450 VAC.
2.3.6 Exciter Current Control Loop
Op Amp Z2 controls the SCR firing circuit firing angle so that the exciter field current
matches the Op Amp Z1 current command.
The generator output (refer to Figure 2-17) is stepped down and rectified to produce the
exciter current. Two rectifier circuits are used: a diode bridge made up of DB1 and DB2
during startup. Thereafter, a half- controlled bridge made up of two diodes (DB2) and two
SCRs (SCR1, SCR2). During startup, generator residual voltage is rectified through the
diode bridge and applied to the Exciter. The Metal Oxide Varistor (MOV) clamps bridge
voltage to +250 VDC. Through positive feedback, the Exciter voltage, and in turn, the
generator voltage quickly builds up. When the voltage is sufficient to energize the AC
Control Module, build-up relay K1 energizes to switch the transformer output to the half-
controlled bridge. The Exciter current feedback to the Op Amp Z2 summing junction (I EX +
and IEX -) is +0.33 VDC per 1.0 Amp of Exciter current (or as adjusted by the connection of
current-sensing resistors).
2.3.7 Protection Circuit
This circuit (refer to Figures 2-13 and 2-18) compares the generator supply parameters
against their respective preset limits.
It consists of a Protection switch controlled by the reverse power, under/overfrequency and

the overvoltage detector.


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The Protection switch, made up of transistor Q3 and relay K2, deenergizes the Under
Voltage (UV) coil to trip the Generator Circuit Breaker. In some systems, the Generator
Circuit Breaker has a Shunt Trip coil and a UV coil. In these systems, the Shunt Trip coil is
wired to a switch on the Generator Cubicle. Closing this switch will energize the Shunt Trip
coil, thus causing the Generator circuit breaker to trip.
G EN. BU S AC BUS
AC
N O P U LS E C IR C U IT
BREAKER
I REAL REVERSE
POWER
D E T E C TO R
Z 6, Q 1 , K 1
P R O T E C TIO N
FREQ UENC Y U N D E R /O V E R S W ITC H CB
Q 3, K2 UV
FEEDBAC K FREQ UENC Y T R IP
D E T E C TO R
Z 7, Z 14
REVERSE
P O W E R LIG H T
U N D E R F R E Q.
CUTBACK
V O LTA G E
O V E R V O LTA G E
FEEDBAC K D E T E C TO R
Q6
A C M O D U LE
Figure 2-18. Protection Circuit Block Diagram
2.3.8 Reverse Power Detector
When an engine is running normally, it supplies power to the Main AC Bus. This power is
measured in terms of KWs. The front panel KW METER will display a normal positive
value (> zero). However, when fuel to the engine is cut off due to overtemperature, oil
pressure or because of a clogged fuel filter, the corresponding KW meter will display a
negative reading (below zero). This is because power flows from the bus into the
generator of the faulty engine. The generator functions as a synchronous motor which
keeps the faulty engine running.


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This is termed the reverse power phenomenon. Normally-running engines will force a
faulty-running engine to run at the same speed because of the magnetic coupling linking
the generators by way of the Main AC Bus.
Comparator Z7 in the Protection circuit monitors the IREAL (Kilowatts) feedback signal to
trigger the Protection switch when the signal exceeds the preset limit. The time delay
before tripping of the circuit breaker is a function of the level of the reverse KW. For
example, if reverse power is 7%, the Circuit Breaker will trip in eight to 12 Seconds.
2.3.9 Underfrequency Detector
Comparator Z6 triggers the Protection switch if the frequency feedback signal indicates that
the frequency is below 50 Hz. Z6 also applies the Underfrequency Cutback signal to the
Voltage Regulator circuit to reduce generator voltage.
2.3.10 Overfrequency Detector
Comparator Z14 triggers the Protection switch if frequency feedback signal says that the
frequency is 67 to 68 Hz.
2.3.11 Overvoltage Detector
The Voltage Feedback signal is applied to a voltage divider circuit made of resistors R90
and R96. The output of the voltage divider will trigger Q6 if the line voltage >1.16 x normal
bus voltage.
2.3.12 No Pulse Detector
The No Pulse signal will switch from +16 VDC to -16 VDC when the Pulse Pickup circuit
does not receive pulses from the Magnetic Pickup device (this is located near the engine
flywheel).
The Protection switch operates 100 mS after loss of magnetic pulses from the engine. This
will prevent nuisance tripping of the circuit breaker.
2.3.13 Power Limit Circuit
The Power Limit Circuit prevents the load from exceeding the capacity of engines on line.
The circuit monitors IREAL (KWs) and ITOTAL (KVAs) of all the generators to keep the SCR
bridges on line from demanding more of either KWs or KVAs that would exceed preset
limits. This action distributes the available power equally among the SCR bridges. The


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power limit is normally set at 95% of the engine's horsepower rating and 100% of the
generator's KVA rating.
Note that IREAL and ITOTAL signals are generated in the AC Control Module and auctioneered
together so that only the signal from the most highly loaded engine/ generator goes to the
power limit circuit (see Figures 2-11, 2-14, 2-19 and 2-20).


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Figure 2-19. Power Limit PC Card Schematic Diagram


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Figure 2-20. Power Limit PC Card Layout
The IREAL and ITOTAL signals are low-level DC analog signals representing the real and total
currents developed by the generator. Generator line currents are stepped down through
current transformers CT1, CT2 and CT3. The resulting low level AC signals are rectified
and processed in a current demodulator in the AC Control Module with the generator phase
voltages and rectified to derive IREAL and ITOTAL. The IREAL and ITOTAL signals of all
generators connected to the Main AC Bus are auctioneered to select the signals with the
highest positive values. The Power Limit signal (Op Amp Z1-6) goes positive as the load
increases. It is +0.25 to +0.5 VDC measured at Pin 12 of the Power Limit Board at power
limit. When the load exceeds the power limit, the Power Limit signal positively biases the
negative Firing Reference signals to all SCR bridges on line. Op Amp Z2 ramps input


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signal to Z1 from 75% of Power Limit to allow the prime mover to handle a large change
demand for power. Transistor Q1 turns on at power limit to turn on the Driller's Console
POWER LIMIT light. In some systems, Op Amp Z4 output is used to drive the Driller's
Console POWER LIMIT meter.
2.3.14 AC Ground Fault Detection Circuit
This circuit (refer to Figure 2-11) consists of three lights. One side of each light connects to
a phase of the Main AC Bus. The light's other side is grounded. If an AC phase becomes
grounded, the light corresponding to that phase is extinguished. The other two lights
become more brightly illuminated. A small C.T. drives a meter to indicate the percent of
the AC ground. This manual's SCR Unit section describes the DC Ground Fault Detection
circuit.
2.4 Troubleshooting
Table 2-8 gives troubleshooting information for engine malfunctions. Table 2-9 gives
troubleshooting information for Generator malfunctions. Table 2-10 gives troubleshooting
information for the AC Control Module.


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Table 2-8. Engine Malfunctions
SYMPTOM/PROBABLE CAUSE ACTION

ENGINE WILL NOT RUN
A. Engine overspeed lever not reset. A. Reset the lever.
B. No power to the actuator. Throttle drops shut if B. The actions for the possible causes are:
the fuel rack is not held open by hand. The
possible causes are:
1. Leads to the throttle actuator are either open, 1. Measure resistance between Generator TB11-1
short-circuited, or grounded. and Generator TB11-2 (Throttle + and -) with
both leads lifted. It should read 30.
2. The AC Control Module in the Generator 2. Measure current going to the Throttle Actuator
Cubicle is not providing control current to the at throttle + or Throttle -. It should be 30 to 60
throttle. mA when engine is at run speed. If there is no
or low current, replace the AC Control Module.
3. No signal from the engine pulse pickup (if 3. Set the Voltmeter on its lowest AC Volts range.
used). The pulse pickup must deliver at least 2 VAC at
engine crank speeds.
ENGINE RUNNING PROBLEMS
A. Engine speed oscillates up and down at a steady A. Speed may oscillate for a short time during cold
rate. Observe the engine throttle arm. starts (this is normal). If it continues to oscillate, the
AC Control Module may be malfunctioning. If so,
call Ross Hill.
B. Engine speed varies erratically without any B. The actions for the possible causes are:
steady oscillation. The possible causes are:
1. Intermittent connection on the throttle circuit. 1. Check for/repair any intermittent connections.
2. Defective AC Control Module. 2. Replace with spare AC Control Module.
C. Engine speed cannot be raised to 50 Hz. C. The AC control voltages from transformers not
reaching the AC Control Module. Troubleshoot and
repair. With the EG-B-10P throttle actuator, be
sure SPEED knob setting is set to MAXIMUM.
D. Engine speed cannot be adjusted. D. Faulty SPEED ADJUST rheostat. Troubleshoot and
repair.


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Table 2-8. Engine Malfunctions (Concluded)

E. Engine speed and KW sharing problems. E. AC Control Module is defective. Check the
actuator current.
F. Generator Circuit Breaker does not automatically F. The actions for the possible causes are:
trip for reverse power, under/overfrequency, or no
pulse faults. There are two possible causes:
1. Defective AC Control Module. 1. Replace with spare.
2. Circuit Breaker UV is faulty. 2. Troubleshoot and repair/replace as required.
Table 2-9. Generator Malfunctions

AC VOLTS ABSENT OR <150 VAC.
A. Engine speed is too low. A. If the Main AC Bus voltage will not increase, raise
the speed to RUN setting when starting.
Measure the voltage across Exciter Field+ (GEN
TB11-7) and Exciter Field- (GEN TB11-8). It
must be at least 1 VAC during starting. Check
the Generator Residual Voltage. At full speed, it
should be 15 to 20 VAC.
If both of the above conditions do not exist, the
Generator Residual Voltage is insufficient. In this
case, supply an external current to the Generator
Exciter Field (this procedure is called flashing
the Exciter Field ).
B. Exciter fuses are blown, or the Exciter Field B. Troubleshoot the Exciter Field Supply Circuit.
Supply Circuit is defective.
C. Shorted diode in the generator rotating rectifier. C. Troubleshoot and repair the generator.
D. Generator Residual Voltage insufficient. D. Flash the Exciter Field.
AC VOLTAGE REACHES 150 TO 200 VAC BUT
DOES NOT INCREASE TO 600 VAC
A. Defective Exciter Printed Circuit Card. A. Replace the Exciter Printed Circuit Card.
B. Defective AC Control Module. B. Replace with spare AC Control Module.


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Table 2-10. AC Module Troubleshooting

POWER SUPPLY TRANSFORMER
A. The Generator Voltage is high. A. Check the voltages on Pins 512 through 517 are missing
(they should each be 115 VAC measured in reference to
ground). Absence of any will cause this condition.
Check the Safety Fuses and Fuses F33, F34, and F35.
Replace if required. If the problem repeats, replace the AC
Control Module.
DC POWER SUPPLY
A. The KVAR and KW meter needles A. Measure the voltage at the following AC Control Module
oscillate against their Zero Stop pin. Pins:
Pin Voltage
501 Zero Volts (This point is ground)
502 +16( ± 0.15) VDC
503 -16( ± 0.15) VDC
546 +11( ± 0.15) VDC
These voltages should be present whenever the Generator
voltage >250 VAC. This condition can be caused by Pin 501
not being tied to ground and TB4-10. Troubleshoot and
repair/replace as required.
B. Generator Voltage reaches 600 VAC B. Measure the voltage at the following AC Control Module Pins
but DC Power Supply is not working when the Generator Voltage is 600 VAC:
correctly.
Pin Voltage
502 +16( ± 0.15) VDC
503 -16( ± 0.15) VDC
507 -160( ± 20) VDC
508 +160( ± 20) VDC
If voltages are incorrect or missing, troubleshoot and
GENERATOR VOLTAGE REFERENCE
A. Unable to adjust generator voltage. A. A low reading at Pin 551 of the AC Control Module will
cause this problem. Ensure that the VOLTS ADJUST is set
at  half rotation. Measure the voltage at Pin 551; it should
read +6 VDC when the Generator Output is 600 VAC. The
range adjustment for the Generator Voltage Reference is
Zero to +11 VDC.
If the voltage at Pin 551 is missing, troubleshoot and


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Table 2-10. AC Module Troubleshooting (Concluded)

ENGINE SPEED REFERENCE
A. Engine speed is low and/or AC Circuit A. Absence of a signal at Pin 547 of the AC Control Module will
Breaker trips due to underfrequency. cause this problem. Set the SPEED REFERENCE to 60 Hz
and then measure the voltage at Pin 547. It should be +6
VDC. The range adjustment for the Engine Speed Reference
is Zero to +11 VDC.
If the voltage at Pin 547 is missing, troubleshoot and
CIRCUIT BREAKER TRIP
A. Circuit Breaker has tripped. A. Measure the voltage between Pins 528 and 529 (the UV
Trip). The voltage should be Zero Volts. If the voltage is +24
VDC, The Trip Relay in the AC Control Module has not
picked up and the Circuit Breaker has tripped.
THROTTLE OUTPUT
A. Engine will only run when throttle is A. Measure the current from either Pin 533 or 545 when the
held by hand. engine is at RUN speed with NO LOAD, the reading should
be 30 to 60 mA. If the engine is at RUN speed with FULL
LOAD, the reading should be 180 to 200 mA.
Check for an open circuit between the throttle leads and
repair/replace as required. If the actuator resistance is 30 to
36 try replacing the AC Control Module.
EXCITER SCR GATE PULSES
A. The Generator Voltage oscillates A. Using an Oscilloscope, check for the presence of firing
between 10 VAC and 300 VAC as the pulses at AC Control Module Pins 504 and 505.
Field Supply Build-Up Relay opens and If the firing pulses are missing, replace the AC Control
closes. Module.
EXCITER CURRENT FEEDBACK
A. Generator voltages out of regulation. A. Use an Oscilloscope to monitor the voltage between Pin 556
of the AC Control Module and ground. Compare this
waveform with the waveform of a known good generator.
AC CURRENT FEEDBACK
A. There is a load imbalance between the A. Measure the voltage between the following AC Control
generators connected to the Main AC Module Pins with an Oscilloscope: 519 to 520, 521 to 522,
Bus. and 523 to 524. The voltage measured should be Zero Volts
at NO LOAD, and +2.5 VDC at FULL LOAD. If the voltage
between any of these AC Control Module Pins is missing,
troubleshoot and repair/replace as required.


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Table 2-10. AC Module Troubleshooting (Concluded)

MASTER/SLAVE
A. A large KW load imbalance between A. Start an engine/generator and allow it to operate until it is at
the engines. This is probably caused normal running temperature. Adjust the generator frequency
by improper actuator current to 60 Hz. Disconnect the generator circuit breaker and then
adjustment. measure the actuator current at either Pin 533 or 545 of the
There are several other, though AC Control by connecting a multimeter (set on the 100 mA
less common, reasons for a scale) in series with the wire going to the pin. Actuator current
large KW load imbalance: a must be 30 to 60 mA. If it is not within that range, adjust until it
defective KW Meter, a defective is. Perform this with all of the engine/generators. Ensure that
AC Control Module, a bad all of them have an actuator current that falls within a 10 mA
Actuator, or an engine range between the smallest and largest. All actuator's
problem. currents must fall with the 30 to 60mA range given above.


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3 HI-LINE OPERATION
Hi-Line operation allows you to replace or supplement the electrical power obtained from
your engine/generators with electrical power obtained from a commercial power company.
If this source of power is available at your site, the cost savings of utilizing Hi-Line
operation can be considerable.
The Hi-Line operation is primarily performed by a step-down transformer and two circuit
breakers (refer to Figure 2-21). There are other circuit components that allow control or
monitoring of Hi-Line operation. These other components are shown in Figure 2-22.
1 3,8 00 V (or H ig he r)
3 00 0 K VA
6 00 VA C
M CB1 M CB2
1 60 0A F 1 60 0A F /AT
BUS
L O C AT E D IN
H I-L IN E C U B IC L E
Figure 2-21. Typical Basic Hi-Line
The values for the step-down transformer and circuit breakers shown in Figure 2-21 are
given for illustration purposes. The values selected for your particular system may differ.
In Figure 2-21, either or both of the circuit breakers will supply voltage from the step-down
transformer to the system's AC Bus. If only one circuit breaker is closed, the power
delivered to the system's AC Bus will be limited to the rating of the connected circuit
breaker (typically 50% of the step-down transformer's rating). Figure 2-22 shows the
lineup of a typical SCR system containing a Hi-Line Incomer Cubicle.
The two circuit breakers in Figure 2-21 labeled MCB1 and MCB2 are the same
as the Items 31(Hi-Line Incomer Circuit Breaker) in Figure 2-22.
In the following item descriptions, all references are to items shown in Figure
2-22.


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Three items are Hi-Line controls:
 Two HI-LINE INCOMER CIRCUIT BREAKERs (Items 31).
 REVERSE POWER TRIP RESET Lighted Push Button (LPB) switch (Item 40).
The REVERSE POWER TRIP LPB is disabled if the Engine/Generator cannot

be paralleled with the HiLine Transformer.
The remainder of the items on the Hi-Line Incomer Cubicle are indicator lights or meters.
The AC AMMETER (Item 32) displays the total current being supplied by the Hi-Line's
step-down transformer. The KILOWATT METER (Item 33) displays the total real power
being supplied by the Hi-Line Incomer Cubicle. The KVAR METER (Item 34) displays the
total reactive power being supplied by the Hi-Line Incomer Cubicle. The AC
VOLTMETER displays the AC voltage being supplied by the Hi-Line Incomer Cubicle to
the Main AC Bus.
The UTILITY OK (Item 35) lamp illuminates if there is no problem with the incoming
commercial power. The REVERSE PHASE ROTATION lamp (Item 36) illuminates if the
incoming commercial power has been connected out of phase with the Main AC Bus. The
PHASE LOSS lamp (Item 37) illuminates if there is a phase loss of the incoming
commercial power. The MCB1 CLOSED lamp (Item 41) illuminates if Main Circuit Breaker
1 is closed. The MCB2 CLOSED lamp (Item 42) illuminates if Main Circuit Breaker 2 is
closed.


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Figure 2-22. Typical SCR System Containing a Hi-Line Incomer Cubicle


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4 REMOVAL & REPAIR
4.1 Model 1000
In the Model 1000, the Generator Unit assemblies (refer to Figure 2-23) are mounted inside
the Generator Cubicle on the door and side panels.
Figure 2-23. Model 1000 SCR/Generator Cubicle


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4.2 Model 1400
Figure 2-24. Model 1400 Generator Cubicle


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4.3 Model 1861
Figure 2-25. Model 1861 Generator Cubicle


Technical Manual
60 HZ SCR Unit

www.nov.com


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REVISION HISTORY
01 20.08.2012 Released from 20605-49 (N) TR BD TR



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TABLE OF CONTENTS
1 OPERATION ..................................................................................................................... 4
1.1 Specifications ......................................................................................................... 4
1.2 Mechanical ............................................................................................................. 6
2 MAINTENANCE ................................................................................................................ 8
3.2 DC Control Module ............................................................................................... 31
4 TROUBLESHOOTING GUIDE ....................................................................................... 43
5 REMOVAL AND REPAIR ............................................................................................... 51
5.1 Double Access (1200, 1500) ................................................................................ 51
6 REMOVAL & REPAIR .................................................................................................... 62
6.1 Front Access (1400) ............................................................................................. 62


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1 OPERATION
The SCR Unit rectifies the three-phase AC supply to provide continuously variable DC
power to the traction motors. The SCR bridge, which performs the rectification, is isolated
by a circuit breaker from the Main AC Bus. The bridge output is assigned to one of the
motors via contactors. The contactors are closed in pairs (DC+ and DC-)(refer to Figure 3-
1).
The contactor logic and the DC voltage level are controlled from the DRILLER'S
CONSOLE (refer to Section 4 of this manual). Electronic circuits in the DC Control Module
regulate the voltage and current within preset limits.
All SCR Units are identical. If one unit is not working, another is usually available to
maintain power to the motor. Similarly, the electronic DC Control Modules and SCR cells of
the bridge are interchangeable.
1.1 Specifications
Electrical
Three Phase AC Input

Voltage: 600 VAC
Frequency: 60 Hz
DC Output per SCR Unit
Current
Zero to current-limit-value Amps continuous at stall throughout maximum voltage.
Current Limits
Different limits are selected to allow maximum horsepower and torque to be obtained from
the Rig Equipment without exceeding the Manufacturers ratings. Refer to the label on top
of each DC Control Module to verify current limit settings.


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SCR 1 SCR 2
AC BUS AC BUS
SCR BRIDGE SCR BRIDGE
MOTOR
Figure 3-1. Parallel Connection of SCR Bridges
The circuit breaker connecting the SCR bridge to the Main AC Bus may be
replaced by a molded case switch.
On older units, the circuit breaker has an overcurrent magnetic trip circuit. Newer units use
ceramic fuses mounted on the vertical bridge for overcurrent protection. There is also an
undervoltage (UV) or shunt trip circuit which is triggered for fuse failure and SCR
overtemperature.
Current Rating
These values are available on the system one line printer.
Overtemperature Rating
The overtemperature switch, associated with each SCR is set for 165F (74C) on older
units. Newer units are set for 190F (88C).


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1.2 Mechanical
Cubicle
The assemblies are mounted within the SCR Cubicle, on the side and door panels and a
slide pan located below the blowers.
Controls and Indicators
These are mounted on the door panel of the SCR Cubicle.
DC Control Module
Many of the SCR rectification and control electronic circuits are assembled on one printed
circuit (PC) card. The PC card One Line Diagram shown in Figure 1-2 (refer to Section 1)
are housed in a module constructed from 14-gauge steel. The module has its own heat
sink.
Size: 4" (10 cM) Wide by 12" (30 cM) Deep by 12" (30 cM) High.
Weight: 21 Pounds (9.5 KG).
Forced-Ventilation System
The ventilation system consists of either two or six air blowers located below the SCR
bridge.
Air Flow Rating
1,500 cubic meters per minute through each SCR cell.
Each bridge requires either one or three motors to power the blowers. Each motor turns
two blowers. One is connected at either end of the motor’s shaft.
Voltage: 600 VAC.

Current: 1.0 Amp (see blower name plate)
Speed: 1,765 RPM (see blower nameplate)
Intake Air Filter Rating
Filters are mounted on the ventilation openings. They consist of expanded aluminum gauze
enclosed in a metal frame. They have an MBS (Master Bureau of Standards) rating of 12 to
15% (sufficient to trap common dust particles).


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SCR Enclosure
The SCR is mounted within a set of enclosures designed to provide insulation and heat
transfer, and to dampen mechanical vibration. The entire assembly is called the SCR
Enclosure. The innermost assembly consists of the SCR enclosed on either side by
aluminum heatsinks. A two- bolt clamp is tightened to press the heatsinks into the SCR.
Pressure exerted on the SCR is indicated by a gauge located on the top side of the
enclosure.


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2 MAINTENANCE
This Section contains specific functional tests to assure proper operation of the SCR unit.
 There are two separate tests: one for SCRs and one for SCR Bridges.
 Perform the appropriate test(s) after repairing or replacing any of the unit assemblies.
 If the unit under test fails to perform as indicated, refer to troubleshooting later in this
section to locate the malfunction.
Refer to Troubleshooting for an explanation of the various SCR Unit circuits, and Removal
and Repair (found at the end of this section) for identification of the components.
See Figure 3-2 for a front panel view of the DC Control Module.
The POWER ON LIGHT (Item 1 on Figure 3-2) illuminates when power is applied to the
DC Control Module.
The TEST SELECT SWITCH (Item 3 on Figure 3-2) permits the operator to check the
Contactor (CONT) and Throttle Reference (REF) signals received from the SCR Control
Cubicle. The TEST SELECT SWITCH and TEST VOLTMETER (Item 2 on Figure 3-2) are
color coded. For example, if the TEST SELECT SWITCH is set to one of the yellow CONT
positions, the TEST VOLTMETER needle will deflect to the yellow band to indicate a
normal condition.
The SCR bridge can be phased up for testing by setting the MANUAL VOLTAGE SWITCH
(Item 5 on Figure 3-2) to ON and rotating the MANUAL VOLTAGE KNOB (Item 4 on
Figure 3-2) clockwise. In the ON position, the MANUAL VOLTAGE SWITCH opens all of
the assignment contactors so that power is not applied to the DC traction motor.
Bridge voltage can be monitored at the SCR VOLTS TEST PINS (Item 7 on Figure 3-2).
The voltage ratio is 16:1, such that the SCR VOLTS TEST PINS (Item 7 on Figure 3-2) will
represent a bridge voltage of 750 VDC when the SCR VOLTS TEST PINS register 46.8
VDC.


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Item Description
1. Power ON light
2. Test Voltmeter
3. Test Select Switch
4. Manual Voltage Knob
5. Manual Voltage Switch
6. Zero Throttle Interlock Light
7. SCR Volts Test Pins
8. SCR Amps Test Pins
Figure 3-2. DC Control Module Indicators

and Controls
An indication of Bridge current can be monitored at the SCR AMPS TEST PINS (Item 8 on
Figure 3-2). The current/voltage ratio is 376:1, such that the SCR AMPS TEST PINS
represent 1,000 Amps of bridge current for each 2.66 VDC present on the SCR AMPS
TEST PINS.
The ZERO THROTTLE INTERLOCK LIGHT (Item 6 on Figure 3-2) indicates the
operational status of the module circuit which suppresses the SCR bridge Firing Reference.
When the ZERO THROTTLE INTERLOCK LIGHT is illuminated, the bridge voltage will be
ZERO. It is illuminated under the two following conditions:


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1. SCR Unit is ON but not assigned to any of the DC functions.
2. SCR Unit is assigned to a function before the throttles are set to ZERO.
The light is not illuminated when the throttles are set to ZERO and assigned contactors
PULL IN.
Table 3-1. SCR Unit Test
ACTION RESULT
PRELIMINARY
A. Ensure that SCR Unit to be tested will not be A. This step is performed for safety purposes.
assigned from the Driller's Console.
B. Remove the wire from Terminal 134 of the DC B. This opens the contactors.
Control Module.
C. Energize the AC bus, if required. C. On DC Control Module, POWER ON and ZERO
THROTTLE INTERLOCK lights will illuminate (the
ZERO THROTTLE light will extinguish if a DC motor is
assigned AND the REFERENCE SIGNAL was zero at
that time).
D. Close the SCR circuit breaker. D. SCR ON light will illuminate and blowers will switch ON.
SCR BRIDGE CHECK
A. Set the DC Control Module MANUAL VOLTS A. There are no measurable results from this step.
SWITCH to ON.
Rotate the DC Control Module MANUAL VOLTS Observe the reading on the DC Voltmeter mounted on
KNOB slowly clockwise to MAXIMUM and counter- the DC Control Module. The unloaded bridge will
clockwise to MINIMUM. This should cause the initially read a negative voltage and then go positive to
bridge voltage to go from zero to 800 VDC. When 800 VDC.
the SCR bridge is not loaded, the capacitors in the Voltage Feedback from the Voltage Feedback Board
bridge circuitry tend to raise the maximum bridge can be monitored at the DC VOLTS terminals located
voltage. on the front of the DC Control Module. Voltage
Feedback should be 46.8 VDC @ 750 VAC.
The bridge voltage will initially go negative.


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Table 3-1. SCR Unit Test (Concluded)
ACTION RESULT
CONTACTOR AND THROTTLE CHECK
A. Trip the SCR Circuit Breaker. A. This step is performed for safety purposes.
B. Reconnect the wire to DC Control Module B. This closes the contactors.
Terminal 134.
C. Jumper the Circuit Breaker auxiliary contacts C. This closes the ASSIGNMENT CONTACTORS
TB8-4 to TB8-5. without applying power to the motors.
D. Set the Driller's Console ASSIGNMENT D. Example: Suppose RT is assigned to the SCR Unit
SWITCH to various positions. In each position, in 1 o'clock position. Then RT CONT (pin 129) and
check the Driller's Console contactor (CONT) RT REF 1 (pin 130) can be checked.
and Throttle Reference (REF) signals.
E. Remove the AUXILIARY CONTACT JUMPER E. There are no measurable results from this step.
when all CONT and REF signals are checked
out.


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Table 3-2. SCR Bridge Test
ACTION RESULT
MODULE POWER SUPPLY CHECK
A. Power the Main AC Bus (if necessary). A. There are no measurable results from this step.
B. Check the voltage present at the following B. The voltage at each pins should be as follows:
DC Control Module pins:
Pin(s) Voltage
103 through 108 12 VAC
153 +14 VDC
154 -14 VDC
FIRING PULSE CHECK
Figure 3-3. SCR Firing Pulse

A. Open the SCR Circuit Breaker of the SCR A. This step is performed for safety reasons.
unit under test.
B. Place the MANUAL VOLTAGE SWITCH B. No observerable results are monitored during this step.
(Item 10 in Figure 3-2) in the up position.


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Table 3-2. SCR Bridge Test (Concluded)

ACTION RESULT
C. Rotate the MANUAL VOLTAGE KNOB (Item 4 on C. The observed SCR Firing Pulse should be similar to that
Figure 3-2) and check the firing pulses to each of the shown in Figure 3-3. This procedure allows all points in the
six SCRs with an Oscilloscope. firing circuit to be monitored without having high voltage
When making the checks on the SCR firing present.
pulses: the chassis of the Oscilloscope must
be floated, the Oscilloscope ground is
connected to the SCR’s Cathode, and the
Oscilloscope probe to the SCR’s Gate.
FEEDBACK CHECK
A. Check the ripple of the Voltage Feedback signal A. The waveform should be similar to that shown in Figure 3-4.
waveform across the SCR VOLTS TEST pins on
front of the DC Control Module.
The Voltage Feedback waveform provides an

indication of firing of the SCR's. Note that
there are six peaks. Each SCR contributes a
peak.
GOOD
BAD
BAD
Figure 3-4. Voltage Feedback Waveform


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Table 3-3. SCR Test
ACTION RESULT
ISOLATE FAULTY SCR This is accomplished by comparing the Current
Feedback ripple and SCR firing pulses on a
dual-trace Oscilloscope while the SCR Unit is
driving a load. During each 60 Hz cycle, there
are six peaks in the ripple. Each of the six SCRs
in the bridge contributes a peak. If one of the
SCRs does not fire, a peak will be missing. If
the SCR misfires, one of the peaks will be
distorted.
A. To check the six SCRs, connect Channel 2 of the A. The waveform will look like the one shown in Figure
Oscilloscope to the DC Control Module SCR 3-5. The firing pulse that is in sync with the missing or
AMPS TEST PINS and connect Channel 1 of the distorted peak is the one going to the faulty SCR
Oscilloscope to the DC Control Module Test (refer to Figure 3-6). In Figure 3-6, the B+ firing pulse
Points listed below: lines up with the distorted peak, indicating that the B+
SCR is misfiring.
DC Control Module SCR
Test Point
TP1 A+
Ch. 1 on
TP2 A- Test Point
TP3 B+ 4 (B-)
TP4 B-
TP5 C+
TP6 C-
Ch. 2 on
SCR Amps
Test Pins
Figure 3-6. Comparison of SCR Amps and

Firing Sync Waveform
SCR MISFIRING SCR NOT FIRING
Figure 3-5. Current Feedback Waveform


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Table 3-3. SCR Test (Concluded)
ACTION RESULT
SCR RESISTANCE TEST
A. Trip the SCR Circuit Breaker. A. There are no measurable results from this step.
B. Switch Multimeter polarity to + and the scale to R B. There are no measurable results from this step.
x 10,000.
C. Test the Multimeter by connecting the + (red) and C. The meter needle will swing to indicate Zero
– (black) leads. Ohms.
D. Measure resistance across the SCR by touching D. The resistance measured should be in the >10 KΩ
one Multimeter lead to the AC bus bar and the range. The SCR is leaking if the measured
other Multimeter lead to the DC bus bar. resistance is less. The charging action of snubber
capacitor that is across SCR will be observed (the
resistance will not instantaneously be in the >10
KΩ range, but will instead rise over a period of
seconds). Let the Multimeter needle stabilize
before taking final reading.
E. Measure resistance across the SCR in the E. Again, the resistance should be >10 KΩ.
reverse direction by swapping the Multimeter
leads.
AC LEAKAGE TEST
A. Reactivate an SCR bridge, but do not assign it. A. There are no measurable results from this step.
B. Use a Multimeter to check for AC from each leg B. A reading of >50 VAC indicates excess AC
of the DC Bus to ground. leakage. Most likely a snubber network has
opened.
C. If excess AC leakage was detected in either Step C. Repair/replace any defective components.
B or C, remove power to the SCR Bridge and
check all components in the snubber networks.


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3 TROUBLESHOOTING
Troubleshooting consists of locating a malfunctioning component in the SCR Unit. The

Troubleshooting Index in the back of this section provides specific instructions.
Figures 3-7 and 3-8 are the schematic diagrams of two different SCR Units. The circuits in
the units can be grouped as follows:
A. SCR Bridge
B. Surge Suppression Circuit
C. Ground Detection Circuit
D. Contactor Control Logic
E. DC Control Module
F. Sprocket Slip Circuit
3.1.1 SCR Bridge
See Figure 3-7 or 3-8. Three-phase AC from the Main AC Bus is applied to the SCR bridge
through a circuit breaker. Each AC phase is connected to two SCRs. One SCR feeds the
positive AC portion to the +DC Bus and the other SCR feeds the negative AC portion to the
-DC Bus. For example, Phase A is connected to the A+ and A- SCRs. The A+ SCR feeds
the +DC bus while the A- SCR feeds the -DC bus.
The +DC and -DC buses are connected to traction motors via assignment contactors. The
SCRs are switched on and off to vary the DC level through firing pulses applied across the
GATE and CATHODE terminals of each SCR. The firing pulses are generated in the DC
Control Module (refer to Figures 3-7, 3-8, and 3-9).
Refer to the Unique Devices section of this manual for a general description of an SCR.
3.1.2 Circuit Breaker
The Circuit Breaker is actually a power switch.
It has a UV Trip coil and is tripped open automatically if 24 VDC power to the coil is
interrupted. The positive terminal of the coil is permanently connected to +14 VDC power.


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The negative terminal is connected to -14 VDC power through various normally-closed
switches which signal the following hazardous conditions:
SCR Overtemperature
There are two temperature sensors. One is mounted on the top of each heat sink column.
The sensor contact is designed to open when the heatsink temperature exceeds 195F
(91C).
Blown SCR Fuse
Fuse protection for the SCR consists of two 600 Amp fuses mounted in parallel. The UV
Trip circuit is wired through blown-fuse indicator microswitches.
Emergency Off
The UV Trip circuit is also activated by the normally closed EMERGENCY OFF pushbutton
on the DRILLER'S CONSOLE.
3.1.3 Current Feedback
Three Current Transformers (CT1, CT2 and CT3) are used to sense current flowing into the
SCR bridge. On PC1 board, the CT signals are rectified and the resulting DC output
divided through a resistor circuit. One signal is used to drive the front panel DC
AMMETER. The other signal is applied to the DC Control Module as SCR Amps (Pin 131).
The SCR Amps signal is 2.66 Volts per 1,000 Amps out of the SCR bridge.
3.1.4 RC Filter
A ferrite core is used for each SCR to reduce the rate of change of current (dI/dT) through
the SCR. The RC filter (a resistor and capacitor) is designed to reduce the rate of change
of voltage (dV/dT) across the SCR. Excessive dV/dT or dI/dT can cause the SCR to misfire or
fail.


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Figure 3-7. SCR Unit Schematic Diagram


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Figure 3-8. SCR Unit Schematic Diagram (Continued)


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Figure 3-8. SCR Unit Schematic Diagram (Concluded)


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3.1.5 Firing Pulse
A pulse transformer isolates SCR voltages from control module firing circuits. The current
pulse rises very quickly to 1 Amp to HARD FIRE the SCR. It then descends to a 0.5 Amp
BACKPORCH (refer to Figure 3-9) to force more and more of the SCR to turn on through a
regenerative process.
There are two pulses, Main and Backup, which are 60 apart. The Main turns on one SCR.
The Backup keeps an opposite-polarity SCR turned on. The previous opposite-polarity
SCR allowing conduction was turned on 60 before the SCR turned on by the Main pulse.
The Main pulse has a minimum duration of 300 mS. The Backup has a minimum duration
of 200 mS. Main and Backup pulses are separated by 2.77 mS. Main and Backup pulses
reoccur every 16.66 mS for each device.
3.1.6 Voltage Feedback
The +DC and -DC buses are tapped to develop a 16:1 ratio analog of the SCR bridge volts.
DC+ and DC- signals from the DC buses dropped through a set of 3.9 K resistors are
used to drive the front panel SCR Voltmeter. The other is a differential voltage signal (+Vbr)
- (-Vbr). This is applied to the DC Control Module (Pins 101-102) for use in the DC
Regulator circuit. When the SCR bridge voltage is 750 VDC, the differential voltage signal
is 46.8 VDC.
3.1.7 Contactor Power Supply
Transformer T5 (see Figures 3-7 or 3-8) supplies three-phase 46 VAC, to the PC1 board.
On PC1, the 46 VAC is rectified to 60 VDC for contactor power supply.
The star winding of transformer T4 supplies six 12 VAC three-phase voltages to the module
(VCA, VCB, VAB, VBA, VBC, and VAC to pins 103 through 108). These signals are used to
synchronize firing pulses for the six SCRs and derive ±14 VDC power supplies.


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Figure 3-9. Firing Pulse
3.1.8 Rectifier-Type Surge Suppression Panel
This is an RC circuit which filters transient spikes on the AC bus. Circuit loss does not
disable the drive system but does increase the likelihood of damage to the SCR cells (refer
to Figure 3-10).
The line input is fused and then rectified through a diode bridge. DC output from the bridge
charges a capacitor bank to 1,000 VDC. A 25, 225 W resistor limits the charging current
to 35 Amps. About 30 mS after power is turned on, relay K1 closes to short out the resistor.


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The excess charge caused by a spike is discharged through the resistor bank. When power
is turned OFF, the capacitors are also discharged through the resistor bank.
THE CAPACITOR DISCHARGE TAKES 10 SECONDS. DO NOT TOUCH

ANY PART OF THE CIRCUIT DURING THIS PERIOD.
The front panel SURGE SUPPRESSION LIGHT is normally illuminated. It will extinguish if
any of the lines fuses are blown. The line indicator-type fuses are linked via indicator fuse
switches (F4, F5, and F6) to a microswitch (S1) whose normally closed contacts are in
series with the SURGE SUPPRESSION LIGHT circuit. When a line fuse blows, it’s
indicator button opens the indicator switch, thus turning off the SURGE SUPPRESSION
LIGHT.
3.1.9 MOV-Type Surge Suppression Panel
There are a number of operating conditions and problems that may lead to the generation
of voltage transients. The energization of a transformer primary, a fuse that blows during a
power fault, and switch arcing will all cause voltage transients. These voltage transients
can be responsible for damage to circuit components. Most semiconductor devices are not
able to withstand voltage transients in excess of their voltage ratings.
Transient protection has been provided by three-phase delta-connected Metal Oxide

Varistors (MOVs). An MOV device exhibits high resistance until the terminal voltage
exceeds its rated clamping voltage. The resistance of the device then substantially
reduces, causing it to pass the voltage transient-induced current to one of the other
phases, thus protecting the devices in the circuit (refer to Figure 3-11).
The MOV-Type Surge Suppression Panel has been made possible due to the improved
devices in the varistor family. The varistor combines the desired characteristics of the ideal
voltage clamp provided by solid-state diode devices with the superior energy-absorbing
ability of a metal oxide element. This MOV-Type Surge Suppression Panel is made of MOV
devices connected line-to-line on the 600 VAC bus in each SCR bridge.
The varistors are fused with 60 Amp indicating fuses. A blown fuse is indicated when the
green SURGE SUPPRESSION LAMP is extinguished.


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Figure 3-10. Rectifier-Type Surge Suppression Circuit


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Figure 3-11. MOV-Type Surge Suppression Circuit


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The SURGE SUPPRESSION LAMP extinguishing may be an indication of a failed MOV

device. It is possible that these devices may completely rupture upon failure. They are
therefore covered with a safety shield to prevent equipment damage or personnel injury.
DO NOT OPERATE THIS PANEL WITHOUT THE SAFETY SHIELD

INSTALLED. TO INSPECT THE MOVS, OPEN THE FUSES BEFORE
REMOVING THE SAFETY SHIELD. BE SURE TO INSTALL THE SHIELD
BEFORE CLOSING THE FUSES TO REAPPLY POWER TO THE MOVS.
3.1.10 Periodic Maintenance
It is unlikely that the MOVs protection will be downgraded.
It is recommended that the MOVs be inspected on a periodic basis (every

three months) for loose leads and evidence of overheating. Ensure that you
observe the precaution shown just above this subsection (PERIODIC
MAINTENANCE) before performing the inspections.
3.1.11 DC Ground Fault Detection Circuit
This circuit (refer to Figure 3-12) consists of three lights. Each light is connected on one
side to a phase of the AC bus and grounded on the other. A series-connected meter
indicates the percentage of the fault.
The lights will dimly illuminate during normal operation. If there is a DC ground fault, it will
complete the circuit through all the phases of the Main AC Bus, so all the three lights will
brightly illuminate. A deflection reading on the %DC GROUND METER indicates a ground
on one of the DC buses.
THE DC GROUND DETECTION CIRCUIT ONLY PROVIDES AN INDICATION

OF A DC GROUND. IT DOES NOT CORRECT THE PROBLEM. THE GROUND
FAULT MUST BE QUICKLY LOCATED AND CORRECTED TO PREVENT
FURTHER DAMAGE TO THE EQUIPMENT.
3.1.12 Contactor Control Logic
The bridge output is assigned to one of several traction motors by closing the appropriate
contactors. The contactor logic is set through the DRILLER'S CONSOLE ASSIGNMENT
SWITCH.


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Single-pole contactors are used to assign motors which turn in only one direction. For
reversing motors, the outputs of the single-pole contactors are applied to the motor
armature via a double-pole contactor. The double-pole contactor reverses the armature
leads to reverse the motor direction.
The power contactor coils require 74 VDC to energize. The positive terminal of all coils is
connected to +60 VDC. -14 VDC is connected to the negative terminals of the coils by a
number of wired-in-series contacts. These monitor and ensure that all conditions are
satisfactory to power the assigned motor. If any of the contacts in this control logic open,
the power contactors trip and the SCR bridge is phased down.
Figure 3-12. Ground Fault Detection Circuit
During the following discussion, refer to Figure 3-13 (a typical Rotary Table Control circuit).
1. The Rotary Table is assigned to SCR 3 at the DRILLER'S CONSOLE
ASSIGNMENT SWITCH.
2. The Rotary Table FORWARD/REVERSE SWITCH is set to REVERSE.


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Refer to the assignment switch configuration at the top-right corner of the

schematic. The rotary table can be run on either SCR 2, 3, or 4.
The Rotary Table motor connections are at the bottom-left corner of the schematic. SCR 3
bridge is connected to the Rotary Table motor through single-pole contactors K1 and K6
and reversing contactor K5.
The coil connections for K1, K5 and K6 are shown in the middle of the circuit. The positive
terminals of all the coils are connected to +60 VDC.
Trace the -14 VDC control signal. The -14 VDC power supply in the DC Control Module is
first passed through the normally-closed MANUAL VOLTAGE SWITCH. This switch is
placed in the TEST position to phase up the SCR bridge without applying power to the
traction motors.
The signal emerges from Pin 134 of the DC Control Module as CONT PS. It is routed
through a normally-open auxiliary contact of the SCR 3 circuit breaker. This normally-open
auxiliary contact closes when the circuit breaker is closed, thereby assuring that the SCR
Unit is turned on.
The control signal is then sent to the DRILLER'S CONSOLE where it turns on the SCR 3
ON light. The control signal is also connected to one side of the DRILLER'S CONSOLE
ASSIGNMENT SWITCH. The control signal emerges on the other side at the 3 o'clock
contact since the DRILLER'S CONSOLE ASSIGNMENT SWITCH is set to the 3 o'clock
position.
The contactor signal now passes through the contacts of the RT vane switch relay RL2. A
vane switch was not installed in the Rotary Table equipment; therefore, a jumper was
installed so that RL2 will always be energized. If a vane switch is installed in the Rotary
Table sometime in the future, the jumper can be removed.
The signal next passes through REV contact of the ROTARY TABLE LOCKOUT SWITCH
energizing the coil of contactor K5.
The control signal is then routed through all the normally-closed auxiliary contacts of the
power contactors in the SCR 3 Unit other than K1, K5 and K6. This assures that the bridge
output is not connected to two motors at one time.
At this point in time, the coils of K1 and K6 are energized. To ensure that their contacts
have closed, the control signal is passed through the normally-open auxiliary contacts of
K1 and K6.


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The control signal is then returned to the DC Control Module as RT CONT (Pin 129). In the
DC Control Module, the reference for the SCR firing circuits is disabled as long as all the
CONT signals (RT CONT, MP1 CONT, etc.) are not -14 VDC.
The Rotary Table reference and Current Limit signals which originate in the DRILLER'S
CONSOLE are also shown in Figure 3-13.


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Figure 3-13. Typical Rotary Table Control Circuit


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Figure 3-14. DC Regulator Circuit
3.2 DC Control Module
The DC Control Module (refer to Figure 3-14) contains electronic circuits for the SCR Unit.
These can be grouped into three assemblies:
1. DC Regulator
2. SCR Firing Circuits
3. DW Dynamic Brake
Figure 3-14 shows the DC Control Module block diagram and pin designations.


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3.2.1 DC Regulator
The DC REGULATOR is a feedback control circuit which automatically matches the motor
speed and torque to the throttle command from the Control Console in command (Mud
Pump or Driller’s). The DC REGULATOR circuit is shown in Figure 3-14.
The DC REGULATOR output is a FIRING REFERENCE (TP7) to the SCR firing circuits.
Inputs to the circuit consist primarily of the SPEED REFERENCE, SPEED FEEDBACK,
and CURRENT FEEDBACK. The regulator consists of two control loops, an outer
VOLTAGE LOOP (Speed) and an inner CURRENT LOOP (Torque). The SPEED
REFERENCE signal from the Control Console is summed with the SPEED FEEDBACK to
derive a CURRENT COMMAND signal which, in turn, is summed with the CURRENT
FEEDBACK signal to derive the FIRING REFERENCE signal.
3.2.2 DC Foot Throttle Operation
The Drawworks has a Foot Throttle to allow quick response to the SCR bridge during
tripping (refer to Figure 3-14). The DW Foot Throttle reference signal (pin 114) is applied
directly to the Current Limit Summing Junction, thus skipping the Speed Feedback
Junction. It, therefore, it acts as a Current Command. When the Driller presses the Foot
Throttle, current to the Drawworks motors rises quickly and the voltage follows.
The DW Speed Reference from the Driller's Console Hand Throttle (pin 117) and the DW
Foot Throttle Reference are auctioneered through D10 and D59 to select the greater value
(more negative) throttle command. When the Driller begins a tripping operation, he first
sets the Drawworks to cathead speed by slightly cracking (moving) the Driller’s Console
Hand Throttle. At this time, the Speed Reference and Foot Throttle are enabled. When the
Driller presses the Foot Throttle to lift a heavy load, the Foot Throttle Reference quickly
supersedes the DW Speed Reference. The Foot Throttle Reference goes to Zero when the
Driller removes pressure from the Foot Throttle.
As a result, the DW Speed Reference is enabled, and the motor speed and torque return to
cathead values.
3.2.3 Manual Operation
During testing, it would often be convenient if it were possible to phase up the SCR bridge
without applying power to the motor. A Manual Operation circuit makes this feasible.


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When the MANUAL VOLTS switch (S1) is set to the ON position, the -14 VDC CONT
Power Supply to the ASSIGNMENT CONTACTOR logic is disconnected and the MANUAL
VOLTAGE rheostat is connected into the regulator circuit. The bridge can now be phased
up by rotating the MANUAL VOLTAGE rheostat knob clockwise. Power is not applied to
the traction motors since the ASSIGNMENT CONTACTORS remain open.
These circuits generate firing pulses for the SCR bridge (refer to Figure 3-14).
3.2.4 Current Feedback
This is an analog of motor torque (torque is directly proportional to the armature current).
3.2.5 Speed Reference
This signal originates in the Control Console in command (Mud Pump or Driller’s). These
consoles are equipped with handwheels which the operator rotates to control the traction
motor speed. Each handwheel is linked to a rheostat which outputs a Zero to -8 VDC
Speed Reference signal for Zero (zero speed) to -8 VDC (maximum speed).
The regulator may receive the Speed Reference signal from more than one location.
3.2.6 SCR Firing Circuits
These circuits generate firing pulses for the SCR bridge (refer to Figure 3-14).
There are six identical firing circuits, one for each SCR. The Firing Pulse waveform actually
consists of two pulses, a main pulse followed by a backup pulse. The backup pulse is
essential for refiring the SCR at low DC output when current is not continuous. The time
difference between the main and backup pulses is constant.
The main pulse is synchronized with one of the six phase signals from the AC bus (VAB,
VBC, etc.) and Firing Reference from the DC Regulator. The backup pulse is synchronized
with a main pulse signal from one of the remaining firing circuits.
3.2.7 Speed Feedback
This is an analog of the motor speed. It’s range is zero (no feedback) to +5 VDC (maximum
feedback) at 1,000 RPM.


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In a shunt motor, the speed is directly proportional to the armature voltage. Therefore, the
differential voltage feedback signals (VBR+) - (VBR-) are simply compared to Op Amp Z701
to derive the single level 'N' (refer to Figure 3-10).
In a series motor, speed is a function of the armature voltage divided by the magnetic flux.
The flux, in turn, is a function of the armature current. N (the symbol for speed
inconventional motor speed equations) for a series motor is obtained by dividing the
Voltage Feedback signal by the shaped Current Feedback signal in Z703.
3.2.8 Contactor Interlock
There are several Contactor Interlock circuits (i.e., Drawworks, Mud Pump, etc.). Each is
completely separate. When all the interlocks on a particular Contactor
Interlock circuit is closed, the selected function (i.e., Drawworks, Mus Pump, etc.) will be
able to run.
3.2.9 Zero Throttle Interlock
This circuit protects the SCR bridge and the traction motor from unintended starts. It
disables the Firing Reference if the CONT signal switches to -14 VDC while the
corresponding Speed Reference is also great (negative). Thus, the Driller must set the
throttle to ZERO before switching the assignment.
3.2.10 Current Limit
This signal prevents the Speed Reference signal from demanding excess current. It is
simply a negative current flow produced by applying -10 VDC across a selected resistor. To
lower the Current Limit, the negative current flow is decreased by selecting a resistor with
higher value. If the current limit desired is 1,000 Amps, the resistor selected will be 390
K.
3.2.11 Speed Limit
This signal prevents the Speed Reference from demanding excess speed. It is particularly
useful for series motors. In shunt motors, an adequate field current prevents overspeeding.


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3.2.12 Power Limit
This signal prevents the Current Command from demanding excessive power, and thus
overloading the engines. It is effective at about 90% to 95% of the engine-generator
capacity on line. In other assemblies, the Power Limit signal is derived by processing the
KVA Feedback and KW Feedback from all generators connected to the Main AC Bus.
3.2.13 SCR Operation
An SCR conducts (turns on) when two conditions are satisfied:
 When it is forward biased.
 It’s Gate terminal is FIRED with a current pulse. This pulse is just that, a pulse - it is not
a constant voltage which remains applied to the Gate terminal.
If the Gate terminal is fired as soon as the SCR is forward biased, the SCR is working just
like an ordinary diode.
The SCR Gate terminal firing is delayed to vary the DC output. In this SCR firing circuit:
 The six-phase Reference will indicate when the SCR is forward biased.
 The Firing Reference will indicate when the SCR should be fired to achieve the desired
DC output level.
3.2.14 Three-Phase Diode Bridge Rectifier
Before discussing a three-phase diode bridge rectifier, let us review several simple one-
phase rectifiers.
The most basic is a single-phase half-wave rectifier (refer to Figure 3-15). This consists of
a diode mounted in-line with a one phase AC input. The output is a pulsating DC voltage
that varies between zero and maximum voltage. The diode conducts for 180. For 180
(when the diode is not conducting), the output will be zero. During the other 180, the
output will rise from zero to maximum and then back to zero.
A single-phase diode full-wave rectifier bridge (refer to Figure 3-15) has four diodes. Each
of the AC input lines has two diodes connected to it. Each of these diodes is connected to a
different DC output line. The diodes turn on and off automatically as the bias changes. This
process is called commutation.


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A. SINGLE-PHASE B. SINGLE-PHASE FULL-WAVE

HALF-WAVE RECTIFIER RECTIFIER BRIDGE
Figure 3-15. Single-Phase Half-Wave Rectifier and Full-Wave Bridge Rectifier
The left-most part of Figure 3-16 shows a three-phase diode bridge rectifier and several
input waveforms.
Compare the circuit of the single-phase full-wave bridge rectifier to the three-
phase bridge rectifier. The only major difference is the addition of the two
diodes for the C phase and the C phase winding. If these are disregarded and
the A and B phase voltages are summed, the two rectifier bridges are (for all intents
and purposes) the same.
In a three-phase diode bridge rectifier, things get a little more interesting. Even though the
diode is capable of conducting for 180, it will only do so for 120. This is because the
diode connected to a second AC phase becomes more positively biased than the diode
connected to the first phase. At this time, the diode connected to the first phase stops
conducting and the diode connected to second phase starts conducting. This process
happens on both output voltage legs of the rectifier. The only difference is that the events
on the two output voltage legs occur 60 apart.
Look at the top waveforms (VA, VB, and VC). Anytime VA is +VAC, the A+ diode may
conduct. Anytime VA is -VAC, the A- diode may conduct. However, the diode will not
conduct until 60 after it can start conducting because a diode connected to another phase
has a larger potential voltage. Once the + diode starts conducting, it will be paired with a -
diode on the output DC voltage leg for 60. At that point, a - diode on another phase will


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start conducting and the first - diode will stop. VL will thus be the output of diodes A+ and B-
for 60, then diodes A+ and C- for 60, then diodes B+ and C- for 60, etc. Note that each
diode conducts for 120.
The six-diode bridge waveform shows the commutation process through a single 60 Hz
three-phase cycle. The 360 cycle is divided into vertically-divided 30 sections (refer to
waveform A in Figure 3-16). Observe that between 30 to 150, the A+ diode is more
positively biased than either B+ or C+ and is therefore conducting. Similarly, the C- diode is
more negatively biased than either A- or B- during 90 to 210 and is therefore conducting.
Each diode conducts for 120 and is turned off for 240. Table 3-4 gives the commutation
sequence.
Table 3-4. Diode Commutation
DEGREES TURNS ON TURNS OFF

30 A+ C+
90 C- B-
150 B+ A+
210 A- C-
270 C+ B+
330 B- A-
3.2.15 SCR Rectifier Bridge
Figure 3-16 also shows a three-phase six-SCR rectifier bridge. In an SCR rectifier bridge,
commutation does not occur automatically. It must be forced through firing pulses.
Observe that SCR A+ is forward biased between 30 and 150. All the SCRs are forward
biased for current flow during 120 of each AC cycle. The SCR can be fired (conduction
started) anytime during this 120 period. This 120 period is defined as the range of the
firing angle ().


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DIODE BRIDGE
A. DIODE BRIDGE
SCR BRIDGE
Figure 3-16. SCR Bridge Operation Waveforms
B. SCR WAVEFORMS C. SCR WAVEFORMS D. SCR WAVEFORMS

= 0° = 60° = 90°


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When  = 0 (waveform B in Figure 3-16), the SCRs are fired as soon as they are forward
biased. The SCR bridge output is maximum. In this case, the SCR bridge is functioning just
like a Diode Bridge. This  gives maximum average VDC (we can call it our reference VDC
or 1).
If  is 60 (waveform C in Figure 3-16), the SCRs are not fired until 60 after they are
forward biased. In this case, the average VDC is 0.5.
If  is 90 (waveform D in Figure 3-16), the SCRs are not fired until 90 after they are
forward biased. In this case, the average VDC is Zero.
3.2.16 Sprocket Slip Circuit
This circuit provides overspeed protection for two series motors that are driven in parallel
from a single SCR bridge. Such an arrangement is normally used for Mud Pumps.
If either one of the motors exceeds a preset speed limit, due to a malfunction in the chain
or belt drive, the circuit cuts off power to both motors by tripping the ASSIGNMENT
CONTACTORS and turning on the front panel SPROCKET SLIP LIGHT.
In the system, overspeed protection for shunt motors is achieved through a FIELD LOSS
RELAY.
A shunt motor cannot overspeed unless the motor field is low.
The FIELD LOSS RELAY monitors the field current. It opens to trip the assignment
contactors of the motor if the current is <50% of the motor rated value.
Overspeed protection for series motors is normally provided through the OVERSPEED
CIRCUIT in the DC Control Module.
In an overspeeding series motor, voltage is high and current is low.
The OVERSPEED CIRCUIT works for all configurations of series motors except where two
motors are driven in parallel from a single SCR bridge (refer to Figure 3-17).
Suppose MP1A breaks its chain drive. The unloaded motor will overspeed. It will draw full
voltage, but little current. Most of the current will flow into MP1B. The OVERSPEED
CIRCUIT will not detect the overspeed because the Current Feedback signal indicates the
total current drawn by the two motors.


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The SPROCKET SLIP circuit measures the DC current drawn by each motor through Hall
Effect Devices (HED) and compares them to the voltage to detect overspeed.
Figure 3-18 is the installation diagram of the HEDs. HED1, mounted on the -DC cable,
measures current to the MP1A motor. HED2, mounted on the +DC cable, measures
current to the MP1B motor.
Refer to Figure 3-18, the Sprocket Slip circuit. Differential voltage signals from HED1 and
HED2 are compared on Op Amps Z1 and Z2 to obtain I1A, and I1B respectively. The
currents are auctioneered via D1 and D10 to select the current with the lower value. Since
the motors have equal armature voltage, the motor with the lower current has the higher
speed.
The motor with the lower current is slipping (not doing work). The motor with the higher
current is actually driving the sprocket.
The lower-current signal is summed in Op Amp Z4 against the voltage-feedback current

from Op Amp Z3. The output of Z4-6 switches Q1 off and deenergizes relay K1. The
Voltage/Current ratio at which Z4 deenergizes K1 is set by selecting the ratio of R33 and
R34.
The normally-open contacts of K1 are mounted in the assignment logic of both mud pump
motors. These contacts of K1 open to trip the main assignment contactors, thereby cutting
off power to the motors. When K1 deenergizes the K1 contacts connected between Pins
16 and 19, and between Pins 17 and 18 opens. These contacts are in the Mud Pump
Contactor lines (refer to the Mud Pump Contactor schematic in your drawing package).
The normally-closed contact of K1 closes to turn on the front panel SPROCKET SLIP
LIGHT. The SPROCKET SLIP LIGHT can be switched off by pushing the adjacent RESET
pushbutton. Depressing the RESET pushbutton disconnects +20 VDC, thus allowing the
coil of K1 to reenergize.


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Figure 3-17. A Typical Mud Pump Drive System


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Figure 3-18. Sprocket Slip Circuit


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4 TROUBLESHOOTING GUIDE
This is composed of two tables and one figure:
Table 3-5. SCR Unit Troubleshooting

Table 3-6. DC Control Module Troubleshooting
Figure 3-19. DC Control Module Pinout
Table 3-5. SCR Unit Troubleshooting
PROBLEM / INDICATION EXPLANATION / ACTION

SCR CIRCUIT BREAKER TRIPS
A. Emergency Stop. All SCR Breakers A. Driller may have pressed the EMERGENCY STOP pushbutton
Trip. on the Driller's Console. To resume operation, close the circuit
breakers.
B. SCR/Fuse Failure B. If an SCR fails, some fuses are also blown.
1. Check fuse trip indicators.
2. Test SCRs whose fuses are blown.
3. Replace all blown fuses and defective SCRs.
C. Overcurrent Trip C. Close the circuit breaker to resume operation.
D. SCR Overtemperature D. The Overtemperature switches will reset after temperature of
the SCR junction drops below 165 F (74C) on older units/190
F (88C) on newer units.
E. Field Loss E. If the motors are shunt-type, ensure that field current is 50
amps.
SCR BRIDGE INOPERATIVE

A. Zero Throttle Interlock A. Check ZERO THROTTLE LED on DC Control Module. To
resume operation, set THROTTLE at the Control Console in
command (Mud Pump or Driller’s) to ZERO before assignment.
B. Throttle Signal Not Reaching The B. Check for Speed Reference signal from the Control Console in
DC Control Module command (Mud Pump or Driller’s) at the DC Control Module.
C. Contactor Logic Defective C. Check for -14 VDC motor CONT signal at the DC Control
Module. If it is absent, trace the control signal. See the
explanation of Contactor Control Logic found earlier in this
section for information.
D. DC Control Module Defective D. Check SCR firing pulses.
1. If the pulses are absent, check the DC Control Module
power.
2. If the pulses are present, replace the DC Control Module.


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Table 3-5. SCR Unit Troubleshooting (Concluded)

MOTOR SPEED DOES NOT
REGULATE A. Check the DC Control Module VBR+ (pin 101), V BR- (pin 102),
A. No feedback signals to the DC and SCR Amps (pin 131) signals.
Control Module.
B. In case of mud pump slaving, the B. Check the DC Control Module Slave inputs (pin 133 or 136).
Slave Signal may be absent.
C. Defective DC Regulator C. Replace the DC Control Module.
INSUFFICIENT POWER - DW, MP
A. Only one motor is running A. Check the ammeters of the SCR units driving the two Mud
Pump or Drawworks motors (each SCR is driving one pump or
motor). One of the ammeter readings may be low. This indicates
that only one motor is running (the SCR with the higher
ammeter reading is driving the running motor).
MOTOR RUNS HOT AND NOISY
(SOUNDS AS IF BEARINGS ARE
BAD)
A. SCR misfiring, or not firing. A. Check current feedback waveshape.


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Table 3-6. DC Control Module Troubleshooting

POWER SUPPLY AC VOLTAGES
A. One or more SCRs not firing. A. Measure the voltage at DC Control Module Pins 103 through
108. It should be 14 VAC. If the 14 VAC is missing at any of the
pins, the 14 VDC supply voltages will be low. As a result, one
or more of the SCRs may not fire. Check the fuses, connections,
and verify the ground connections.
POWER SUPPLY DC VOLTAGES
A. One or more of the DC voltages are A. Measure the voltage at each of the following DC Control Module
missing. Pins for the indicated voltage. If any are absent, check the fuses
and connections.
Pin 153: +14(1) VDC.
Pin 154: -14 (1) VDC.
Pin 155: Zero VDC (Ground).
BRIDGE VOLTAGE FEEDBACK
SIGNAL (VBR+ AND VBR-)
A. System not operating normally. A. Measure the voltage between Pins 101 and 102 of the DC
Control Module. It should be +46.8 VDC when the bridge voltage
is +750 VDC. For Series Motors, Pin 101 is +. For Shunt Motors,
Pin 101 is -. This voltage must be present for normal operation.
If it is absent, check the Voltage Feedback Card, calibration, and
connections.
CURRENT FEEDBACK SIGNAL
(IFDBCK)
A. Motors overspeed/overtorque and A. Check for presence of IFDBCK at Pin 131 of the DC Control
SCR fuses may blow. Module. It should be +2.66 VDC when bridge current is 1,000
Amps.


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Table 3-6. DC Control Module Troubleshooting (Continued)

HAND THROTTLE REFERENCE
A. Hand Throttle does not work. A. Monitor the voltage at Pin 117 (DW) of the DC Control module while moving
the Hand Throttle from one limit to the other. The voltage should vary from
Zero VDC (ZERO throttle) to -8 VDC (MAXIMUM throttle).
CEMENT PUMP CONSOLE
A. Hand Throttle Reference signal A. Monitor the voltages at Pin 110 (CP REF 2) and Pin 113 (CP REF 1) of the
missing. DC Control Module while moving the Hand Throttle from stop to stop. The
voltage at each Pin should vary between Zero VDC (MINIMUM) and -8 VDC
(MAXIMUM). If the voltage at either pin is absent, trace the signal from the
Cement Pump HAND THROTTLE rheostat.
B. Cement Pump Contactor Signal B. Monitor the voltage at Pin 112 (CP CONT) of the DC Control Module. The
missing. voltage should be +10 VDC when the SCR Circuit Breaker is open. In
normal running, it will be -14 VDC when the Cement Pump Contactor
closes.
This signal will only be present on the SCR Units driving the
Cement Pump.
DRAWWORKS
A. Foot Throttle Reference Signal A. Monitor the voltage at Pin 114 (DW FT TH) of the DC Control Module while
used to drive Drawworks is moving the FOOT THROTTLE from stop to stop. The voltage at the Pin
missing. should vary between Zero (MINIMUM) and -8 VDC (MAXIMUM). If the
voltage is absent, trace the signal to the FOOT THROTTLE rheostat.
B. Drawworks Contactor Signal not B. Monitor the voltage at Pin 116 (DW CONT) of the DC Control Module. The
present. voltage should be +10 VDC when the SCR Circuit Breaker is open. In
normal running, it will be -14 VDC when the Drawworks Contactor closes.
Drawworks.
C. Drawworks Speed Reference C. Monitor the voltage at Pin 117 (DW SPD REF) of the DC Control Module
Signal not present. while moving the Drawworks Hand Throttle from stop to stop. The voltage at
the Pin should vary between Zero VDC (MINIMUM) and -8 VDC
(MAXIMUM). If the voltage is absent, trace the signal from the Drawworks
HAND THROTTLE rheostat.
The Propulsion Control Console ASSIGNMENT SWITCH must be
set to DRILLING (if applicable).
Drawworks.
DRILLER’S CONSOLE
A. Contactor Signal is missing. A. When SCR Circuit Breaker is closed, and DW is selected on the Driller’s
Console, the signal on Pin 116 (DW) of the DC Control Module should be -
14 VDC.
B. Hand Throttle On Driller’s Console B. With the SCR Bridge on, measure the voltage across Pins 101 (VBR+) and
is extremely sensitive. 102 (VBR-) of the DC Control Module. The voltage across the Pins should be
1/16 of the voltage on the SCR Bridge. When the SCR Bridge is +750 VDC,
the voltage between Pins 101 and 102 should be +46.8 VDC. Polarity of Pin
101 is + for series motors, – for shunt motors. Absence of the voltage will
cause this problem.


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C. Mud Pumps not pumping. C. Monitor the Mud Pump Contactor Signal voltage at Pin 121 (MP2
CONT) and Pin 124 (MP1 CONT) of the DC Control Module. The
voltage on each pin should be +10 VDC with the SCR Circuit Breaker
open, -14 VDC with the SCR Circuit Breaker closed and the MP
ASSIGNMENT CONTACTORS in this SCR Unit closed. This voltage
must be present to drive the Mud Pumps.
The MP1 CONT and MP2 CONT signals are only present on
SCR Units which are driving Mud Pumps.
The rig’s Mud Pump 2 may be driven from the DC Control
Module MP1 inputs. The Driller’s Console MP1/2 labels will
match the rig’s MP1/2 labels.
D. Mud Pump #1 Hand Throttle D. Monitor the voltage at Pin 125 (MP1 REF DC) and Pin 126 (MP1 REF
Reference Signal not present. MPC) of the DC Control Module while moving the Driller’s Console
Mud Pump #1 Hand Throttle from stop to stop. The voltage at each of
the pins should vary between Zero VDC (MINIMUM) and -8 VDC
(MAXIMUM). If the voltage at either of the pins is absent, trace the
signal to the MP rheostat on the Driller’s Console.
The Propulsion Console ASSIGNMENT SWITCH must be

set to DRILLING (if applicable).
E. Mud Pump #2 Hand Throttle E. Monitor the voltage at Pin 122 (MP2 REF DC) and Pin 123 (MP2 REF
Reference Signal not present MPC) of the DC Control Module while moving the Driller’s Console
Propulsion Hand Throttle from stop to stop. The voltage at each of the
pins should vary between Zero VDC (MINIMUM) and -8 VDC
(MAXIMUM). If the voltage at either of the pins is absent, trace the
signal to the MP rheostat on the Driller’s Console.
ENGINE ROOM CONSOLE
A. Propulsion Hand Throttle Speed A. Monitor the voltage at Pin 118 (P REF ERC) of the DC Control
Reference Signal not present. Module while moving the Engine Room Console Propulsion Hand
Throttle from stop to stop. The voltage at the Pin should vary between
Zero VDC (MINIMUM) and -8 VDC (MAXIMUM). If the voltage is
absent, trace the signal to the PROPULSION HAND THROTTLE
rheostat on the Engine Room Console.
WHEEL HOUSE CONSOLE
A. Propulsion Hand Throttle Speed A. Monitor the voltage at Pin 119 (P REF WHC) of the DC Control
Reference Signal not present. Module while moving the Wheel House Console Propulsion Hand
Throttle from stop to stop. The voltage at the Pin should vary between
Zero VDC (MINIMUM) and -8 VDC (MAXIMUM). If the voltage is
absent, trace the signal to the PROPULSION HAND THROTTLE
rheostat on the Wheel House Console.
ONE OR MORE OF THE SCRS NOT
FIRING
A. One or more of the six phase A. Check for the presence of a phase voltage signal at Pins 103 (VCA),
voltage signals are missing. 104 (VCB), 105 (VAB), 106 (VBA), 107 (VBC), and 108 (VAC) of the DC
Control Module. If absent or low, check the fuses and ground
connections.


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DC POWER LIMIT
A. DC Power Limit not working. A. Monitor the voltage at Pin 115 (DC PWR LIM) of the DC Control
Module. The voltage should be -4 VDC for the system generators when
under no load, Zero VDC when the generators are at full load. If voltage
is missing or incorrect, troubleshoot the Power Limit Card located in the
Generator 1 Cubicle.
PROPULSION THRUSTERS NOT
DRIVING
A. Propulsion Contactor Signal not A. Monitor the voltage at Pin 120 (P CONT) of the DC Control Module.
present. The voltage should be +10 VDC with the SCR Circuit Breaker open, -14
VDC with SCR Circuit Breaker closed. This voltage must be present to
drive propulsion thrusters.
The P CONT signal is only present on the SCR Units driving
thrusters.
DYNAMIC BRAKE
A. Dynamic Brake Logic Signal DB A. Monitor the voltage at Pin 127 (DB FIELD) of the DC Control Module.
FIELD missing. The voltage should be Zero VAC with the SCR Circuit Breaker open,
120 VAC during the braking cycle with the SCR Circuit Breaker closed.
The DB FIELD signal is only present on SCR Units which are

driving the Drawworks.
B. Dynamic Brake Logic Signal DC B. Monitor the voltage at Pin 135 (DB CONT) of the DC Control Module.
CONT missing. When braking, the voltage should be 120 VAC in SCR units assigned to
Drawworks.
C. Dynamic Brake Logic Signal DBØ C. Monitor the voltage at Pin 138 (DBØ) of the DC Control Module. The
missing. voltage should be 120 VAC in SCR units assigned to Drawworks.
ROTARY TABLE
A. Rotary Table CURRENT LIMIT A. Monitor the voltage at Pin 128 (RT I LIM) of the DC Control Module
SIGNAL missing. while varying the Driller’s Console CURRENT LIMIT rheostat. It should
be between Zero VDC (50 AMPS) to -8 VDC (MAXIMUM CURRENT
LIMIT). If the voltage is absent, trace the signal to the CURRENT LIMIT
rheostat.
B. Rotary Table CONTACTOR B. Monitor the voltage at Pin 129 (RT CONT) of the DC Control module. It
SIGNAL missing. should be +14 VDC with the SCR Circuit Breaker open OR the SCR
Circuit Breaker closed and the DC Contactors open. In normal
operation, the voltage will be -14 VDC when the Rotary Table
Contactors open.
RT CONT will only be present in SCR Units which are driving

the Rotary Table.
C. Rotary Table HAND THROTTLE D. Monitor the voltage at Pin 130 (RT REF) and Pin 132 (RT REF 2) of the
reference from Driller’s Console DC Control Module while varying the Driller’s Console Hand Throttle. It
missing. should be between Zero VDC (MINIMUM) to -8 VDC (MAXIMUM). If
either/both voltages are absent, trace the signal to the ROTARY
TABLE rheostat.


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Table 3-6. DC Control Module Troubleshooting (Concluded)

SCR BRIDGE CT ARMATURE CURRENT
FEEDBACK
A. Motor speed control not possible. A. Monitor the voltage at Pin 131 (I FDBCK) of the DC Control Module. It
should be Zero VDC with the SCR Circuit Breaker open OR the SCR
Circuit Breaker closed and the DC Contactors open. In normal
operation, the voltage will be +2.66 VDC per 1,000 Amps out of the
bridge. If this signal is missing, motor speed control is not possible.
MUD PUMP
A. The two Mud Pumps are not load A. Monitor the voltage at Pin 133 (MP1 SLV) or Pin 136 (MP2 SLV) of the
sharing. DC Control Module with SCR Circuit Breaker open OR SCR Circuit
Breaker closed and DC Contactors open, the voltage at the pin will be
Zero VDC (floating). In normal operation, the voltage at the pin will be
5.1 VDC per 1,000 ADC. If voltage at the pin is not present, verify
requirement, check connections, and check jumpers.
ASSIGNMENT CONTACTOR
A. Assignment Contactor Logic Control A. Monitor the voltage at Pin 134 (CONT PS) of the DC Control Module. If
Signal missing. the MANUAL SWITCH of the DC Control Module is engaged, the
voltage will be +14 to +60 VDC.
PIN 109 OF THE DC CONTROL MODULE SPARE - NOT USED.
PIN 137 OF THE DC CONTROL MODULE DO NOT USE.
DC POWER SUPPLY
A. DC Power Supply voltage(s) missing. A. Monitor the voltage at Pin 153 (+14 VDC) and Pin 154 (-14 VDC) of the
DC Control Module. If either or both voltages are missing, check fuses
F1, F2, and F3.
SCR FIRING PULSES The normal procedure in connecting the Oscilloscope is to
connect the Oscilloscope GROUND lead to the CATH pin of
the DC Control Module and the Oscilloscope PROBE lead to
the GATE pin of the DC Control Module.
A. A+ SCR Firing Pulse. A. Monitor the firing pulse signal at Pin 139 (A+ GATE) and Pin 140 (A+
CATH).
B. A- SCR Firing Pulse. B. Monitor the firing pulse signal at Pin 141 (A- GATE) and Pin 142 (A-
CATH).
C. B+ SCR Firing Pulse. C. Monitor the firing pulse signal at Pin 143 (B+ GATE) and Pin 144 (B+
CATH).
D. B- SCR Firing Pulse. D. Monitor the firing pulse signal at Pin 145 (B- GATE) and Pin 146 (C-
CATH).
E. C+ SCR Firing Pulse. E. Monitor the firing pulse signal at Pin 147 (C+ GATE) and Pin 148 (C+
CATH).
F. C- SCR Firing Pulse. F. Monitor the firing pulse signal at Pin 149 (C- GATE) and Pin 150 (C-
CATH).
For normal running, consult Figure 3-14 (DC Regulator

Circuit).


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156 DO NOT USE FOR VBR 101 FOR

SERIES SHUNT
155 GND MOTORS VRB 102 MOTORS
154 - 14V(A) VCA 103
153 +14V(A) VCB 104
152 SHUNT VAB 105
151 AUX REF 1 VBA 106
150 C - CATH VBC 107
149 C - GATE VAC 108
148 C+ CATH DWB CONT 109
147 C+ GATE CP REF 2 110
146 B - CATH PROP DB 111
145 B - GATE CP CONT 112
144 B+ CATH CP REF 1 113
143 B+ GATE DW FT TH 114
142 A - CATH PWR LMT 115
141 A - GATE DWA CONT 116
140 A+ CATH DW SPD REF 117
139 A+ GATE P REF ERC 118
MP1 REF MPC
MP2 REF MPC

DO NOT USE
MP1 REF DC
MP2 REF DC
PROP CONT
P REF WHC
MP1 CONT
MP2 CONT
SCR AMPS
DB FIELD
DB CONT
RT CONT
RT REF 2
RT REF 1
CNT -14
RT CL
SLV 2
SLV 1
DB
138
137
136
135
134
133
132
131
130
129
128
127
126
125
124
123
122
121
120
119
Figure 3-19. DC Control Module Pinout


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5 REMOVAL AND REPAIR
5.1 Double Access (1200, 1500)
See Figure 3-20 for a overall front view of the assemblies in the SCR cubicle.
Figure 3-20. Typical Model 1200 or 1500 Generator/SCR Cubicle - Double Access


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5.1.1 SCR Cell
While performing this procedure, refer to Figures 3-20 and 3-21.
To remove an SCR cell, simply disconnect the incoming wires to the terminal board on the
components plate, and remove the bus stubs from the bus bars. Each stub is attached to
the bus bar with two 3/8 Inch bolts.
The trigger fuse lead on the spare SCR cell is left unhooked. If it is to be a + cell (located at
the front of the cubicle), connect the lead to the left stub, which is attached to the +DC bus
bar. If it is to be a - cell (located at the rear of the cubicle), connect lead to the right stub,
which is attached to the -DC bus bar (the wire should always be attached to the SCR cell
bus bar that supports the fuse).
5.1.2 SCR Replacement
To replace an SCR, perform the following procedure.
5.1.3 SCR Removal and Reassembly Procedure for Front and Rear Access, Horizontal
Bridge
1. Trip the SCR Circuit Breaker before touching any part of the SCR Enclosure.


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10 11
3
4
1
6
7 13 9
11 14
10 12 8 7
Item Description
1. Pulse Transformer
2. 1 F Capacitor
3. Fuse
4. Microswitch
5. TB1
6. TB2
7. Heat Sink
8. 25, 55W Resistor
9. Clamp
10. Bus Stub
11. GEN Stub
12. SCR
13. Overtemperature Switch
14. Pressure Gauge
Figure 3-21. SCR Cell Mechanical View - Double Access


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2. Tools needed: screwdriver, 7/16" box end wrench, socket wrench handle and
extension, 3/8" socket, and ½" socket.
3. Discharge the capacitor by short circuiting the terminals with screwdriver.
4. Replace the trigger fuse if its plunger has tripped the microswitch.


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5. Disconnect wires leading into the enclosure at the terminal board.
6. Remove the SCR enclosure by loosening the attaching bolts.
7. Remove the fuse assembly, if necessary, using a hex wrench.


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8. Remove the 1/4” bolts at the back of the enclosure and disconnect the Gate (G) and
Cathode (K) leads. Once these things have been accomplished, extract the Gate (G)
and Cathode (K) leads through the hole in the Glastic box.
9. Disconnect the capacitor and trigger fuse leads and lift out the Glastic box.


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10. Loosen the two 3/8" bolt clamp and lift out the SCR.
11. Separate the heatsink connections and lift out the SCR.
12. Replace the SCR and reassemble in reverse order. Braid the SCR leads.


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13. Tighten both clamp bolts equally until the gauge reads recommended value.
14. Reinstall the Glastic box and connect the capacitor and trigger fuse leads.
15. Insert the leads through the Glastic box hole and reinstall the 1/4" bolts.


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16. Replace the fuse assembly using a hex wrench.
17. Replace the SCR enclosure and tighten the attaching bolts.
18. Connect the wires leading into the enclosure at the terminal board.


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19. Account for all your tools before closing the SCR Circuit Breaker


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6 REMOVAL & REPAIR
6.1 Front Access (1400)
See Figure 3-22 for a front view of the assemblies in the SCR cubicle.
SCR Bridge Cell
See Figure 3-23 for a mechanical layout drawing of the SCR Bridge Cell.
SCR Replacement
To replace an SCR, refer to the following removal/assembly procedure.


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Figure 3-22. SCR Cubicle - Front Access (1400), Vertical Bridge


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Item Description
1 AC Bus Bar
2 Fuse
3 Fuse Trip Indicator
4 Pressure Gauge
5 SCR
6 25  , 55 W Resistor
7 DC Bus Bar
8 Overtemperature Switch
9 1  f Capacitor
10 Pulse Transformer
11 Heatsink
Figure 3-23. Layout of Front Access Vertical Bridge Model 1400 SCR Cubicle
6.1.1 SCR Removal and Reassembly Procedure for Front Access, Vertical Model 1400 SCR
Bridge
1. Trip the SCR Circuit Breaker before touching any part of the SCR enclosure.
2. Tools needed: screwdriver, 7/16" box-end wrench, and ½" combination wrench.


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3. Remove fuse assembly to access SCR assembly. Unfasten Trip Indicator leads.
4. Place paper under the enclosure to catch any nuts or washers.


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5. Disconnect the Gate (G) and Cathode (K) leads and pull through the stuffing tube.
6. Pull out the clip lead which connects the resistor to the heatsink.
7. Using the 7/16" box-end wrench, disconnect the bus from the heatsink.


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8. Use the ½" wrench to remove the heatsink bolts clamping the SCR.
9. Carefully slide out the front heatsink and SCR assembly.
10. Lift out the defective SCR and put in new one. Braid the SCR leads.


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11. Carefully slide reinstall the front heatsink and SCR assembly.
12. Tighten the SCR clamping bolts until the pressure gauge reads 2,500 lb.
13. Using the 7/16" box-end wrench, reconnect the bus to the heatsink.


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14. Reconnect the clip lead which connects the resistor to the heatsink.
15. Pull the SCR leads through the stuffing tube and reconnect them.
16. Remove the paper placed under the enclosure.


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17. Fasten the Trip Indicator leads and replace the fuse assembly.
18. Count your tools before closing the SCR Circuit Breaker.


Technical Manual
Driller’s Console

This document contains proprietary and confidential information National-Oilwell L.P.
 National Oilwell
www.nov.com


Revision 01
Page 2
REVISION HISTORY
01 29.08.2012 Released from 20605-50 (M) ALR BSD ALR



Revision 01
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TABLE OF CONTENTS
1 OPERATION ..................................................................................................................... 4
1.1 Description .............................................................................................................. 4
1.2 Indicators and Controls ........................................................................................... 6
1.3 Operating Instructions............................................................................................. 9
2 MAINTENANCE .............................................................................................................. 12
2.1 Installation ............................................................................................................ 12
2.2 Testing .................................................................................................................. 13
2.3 Servicing ............................................................................................................... 16
4 REMOVAL & REPAIR .................................................................................................... 35
4.1 Driller's Console .................................................................................................... 35
4.2 DW Foot Throttle .................................................................................................. 35
4.3 Canadian Standards Association (CSA) ............................................................... 39


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1 OPERATION
1.1 Description
The Driller's Console is the primary control for the rig DC functions. It is installed on the
drill floor near the Drawworks and contains an Assignment switch to apply power to various
combinations of functions suitable for tripping or drilling. In addition, the Driller's Console
houses a lockout switch and throttle for each function. Lights on the Driller's Console panel
indicate the on-line status of the generators, SCR units, and auxiliary AC devices such as
blowers, chain oilers, etc.
1.1.1 Specifications
Refer to Table 4-1.
WHEN AN SCR IS ASSIGNED AND A FUNCTION SELECTOR (SUCH AS

MP1 OFF/ON) IS SELECTED, THE MOTOR(S) IS/ARE CONNECTED TO
THE SCR DRIVE. THE MOTOR(S) MAY ROTATE EVEN THOUGH THE
HAND THROTTLE IS IN THE FULL COUNTER-CLOCKWISE POSITION. IF MOTOR
ROTATION IS POTENTIALLY HARMFUL, PLACE THE FUNCTION SELECTOR TO
OFF. THIS WILL DEASSIGN (DISCONNECT) THE MOTOR(S).
The Driller's Console is pressurized. The customer should provide a dry air
bleed at 75 to 150 PSI.


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Table 4-1. Driller’s Console

Specifications
ELECTRICAL
Electrical input
The Driller’s Console does
not require an independent power
supply. It receives these voltages
from the other SCR Drive System
units.
1. 115 VAC from the Generator
Sync section.
2. ±14 VDC from each SCR Unit.
3. -14 VDC Contactor Power
Supply used to develop
contactor control signals
associated with each traction
motor.
Output There are four outputs:
1. Zero to -8 VDC throttle
reference signals back to the
SCR Units for each DC function.
2. -14 VDC contactor control
signal for each traction motor.
3. -8.2 VDC supply for the DW
Foot Throttle rheostat.
4. 120 VAC to MCC Relay Pan.
MECHANICAL
Mechanical Console
The console is fabricated from
14-gauge stainless steel. The Speed
Control handles are also stainless
steel. The meters and lights are
mounted behind reinforced glass.
The assembly is watertight.
Size: 18 to 30" High x 36" Wide x 12"
Deep
(46 to 74 cM High x 92 cM Wide x
31 cM Deep).
Weight: 130 to 200 Pounds (60 to 92 KG).
DW Foot Throttle
The DW Foot Throttle is fabricated
from No. 303 stainless steel plate.
The Foot Throttle pedal is
corrugated to provide a skid-proof
footing. The assembly is watertight.
Size: 12.75" High x 12.75" Wide x 11"
Deep
(32 cM High x 32 cM Wide x 28 cM
Deep) maximum.
Weight: 30 Pounds (14 KG).


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1.2 Indicators and Controls
Figure 4-1 shows the various types of indicators and controls on a typical console. The
numbers shown with parentheses in the following description indicate items on Figure 4-1.
The GEN and SCR Status Lights (Items 3 and 4) illuminate when the corresponding units
are connected to the Main AC Bus.
The positions of the ASSIGNMENT Switch (Item 1) are arranged as the hours on a clock,
with the vertical (12 O'clock) position being OFF.


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3
4
5
6
DETAIL A
11
8 8 9 10 10
12
Item Description
1. ASSIGNMENT switch
2. POWER LIMIT meter 13
3. GEN Status lights
4. SCR Status lights
5. BLWR Status lights
6. POWER LIM light
7. ROTARY TABLE ammeter
8. ON-OFF switch
9. EMERGENCY OFF switch
10. FWD-OFF-REV switch
11. RT LIMIT switch
12. Hand Throttle hand wheel
13. Drawworks Foot Throttle
Figure 4-1. Driller's Console Indicators and Controls


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Positions on the left side of the ASSIGNMENT Switch (positions 7 through 11) are
designed for tripping and those on the right side (positions 1 through 5) are intended for
drilling. The Driller, however, is free to choose whichever is needed at any time. For each
of these positions of the ASSIGNMENT Switch, the number in the blocks refer to the SCR
units. The function it drives is listed below the number in the block.
In DRILLING positions, DWA and DWB motors are connected in series (DWS). This
provides full lifting capability, but only half the hoisting speed. On one SCR bridge in
TRIPPING positions, the motors are connected to separate SCR bridges, giving full
hoisting speed.
The BLOWER Status lights (Item 5) are associated with auxiliary AC devices of the
corresponding DC functions. For example, the DW BLOWER light illuminates when all
auxiliary devices of both the Drawworks motors such as blowers and chain oilers are
switched on.
There are LOCKOUT Switches (Items 8 and 10) for each DC function. Once turned ON,
the corresponding Hand Throttle wheel (Item 12 - there are four) is rotated clockwise to
turn it from Zero to maximum speed.
WHEN AN SCR IS ASSIGNED AND A FUNCTION SELECTOR (SUCH AS

MP1 OFF/ON) IS SELECTED, THE MOTOR(S) IS/ARE CONNECTED TO
THE SCR DRIVE. THE MOTOR(S) MAY ROTATE EVEN THOUGH THE
HAND THROTTLE IS IN THE FULL COUNTER-CLOCKWISE POSITION. IF MOTOR
ROTATION IS POTENTIALLY HARMFUL, PLACE THE FUNCTION SELECTOR TO
OFF. THIS WILL DISCONNECT THE MOTOR(S).
1.2.1 Mechanical
The Drawworks Foot Throttle pedal (Item 13) is pressed to operate the Drawworks once
the DW Hand Throttle (Items 12) is rotated out of the OFF position.
The RT ammeter (Item 7) indicates current drawn by the Rotary Table motor. This is an
indication of developed torque. The RT LIMIT knob (Item 11) is rotated clockwise to
increase the torque limit on the Rotary Table motor from 0 to 10.
The POWER LIMIT meter (Item 2) indicates percentage of available total power capability
of the generators and SCRs on line being consumed by the load. The POWER LIMIT light
(Item 6) illuminates when the generators connected to the Main AC Bus approach (≈90%)
their maximum capability.


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The EMERGENCY OFF button (Item 9) is pressed to disconnect power to all DC functions
in case of an emergency.
1.3 Operating Instructions
1.3.1 General Instructions
1. As a safety precaution, before proceeding any further, set the ASSIGNMENT

SWITCH to OFF and rotate all HAND THROTTLES to OFF.
2. If a shunt motor is to be run, make sure the field supply is ON.
3. Check the Generator Cubicle GEN RUN and ON LINE status lights to ensure there
are sufficient generators connected to the Main AC Bus to fill the load requirement.
4. Check the SCR status lights to make sure the SCR units to be used are connected
to the Main AC Bus.
5. On Propulsion or Winch systems, ensure that the SCR units to be used have been
assigned to DRILLING at the Control Room Console.
6. Set the ASSIGNMENT SWITCH to the position desired.
7. Set the appropriate LOCKOUT SWITCH to ON, FWD, or REV, as desired.
8. The corresponding BLOWER Status Light will illuminate.
If all auxiliary motor starters are not closed, the BLOWER Status Light will not
illuminate.
DO NOT PROCEED ANY FURTHER IF THE LIGHT REMAINS

UNILLUMINATED. TURN OFF THE THROTTLE AND TROUBLESHOOT
THE SYSTEM.
9. Rotate the desired HAND THROTTLE (Items 12) clockwise to achieve the desired
speed.
10. The POWER LIMIT Meter (Item 2) will indicate percentage of power consumed out
of the total available from the generators connected to the Main AC Bus. The
POWER LIMIT Light (Item 6) will illuminate when power consumption reaches
≈90%. In the interest of fuel economy, operate the rig between 90 to 95% of full
power (as long as all functions are operating at desired speeds). Power Limit can
be released by connecting additional generators to the Main AC Bus. If all available


Revision 01
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generators are connected to the Main AC Bus and the POWER LIMIT Light
illuminates, all the equipment will still run, though at reduced speed. Speed
reduction is performed automatically by a Power Limit circuit to prevent overloading
of the engine/generator sets.
11. When changing direction of Drawworks or Rotary Table from FORWARD to

REVERSE (or vice versa), first turn the HAND THROTTLE (Items 12) completely
counterclockwise to OFF. Let the motor come to a complete stop before switching
the ON/OFF LOCKOUT Switch (Item 8) to the opposite direction. Otherwise,
damage may result to the SCR unit as well as the Drawworks or Rotary Table.
1.3.2 Drawworks
1. Achieve cathead speed by performing the preceding General Instructions.
2. For a speedy tripping operation, depress the FOOT THROTTLE.
THE FOOT THROTTLE REMAINS INOPERATIVE UNTIL THE DW HAND

THROTTLE IS MOVED OUT OF THE OFF POSITION.
3. After the tripping operation, slow the Drawworks to the HAND THROTTLE setting by
removing pressure on the FOOT THROTTLE.
THE DRAWWORKS DYNAMIC BRAKE IS AUTOMATICALLY APPLIED

WHEN THE FOOT THROTTLE IS RELEASED FOR MORE THAN TWO
SECONDS.
THE DYNAMIC BRAKE MAY NOT SET IF THE HAND THROTTLE

SETTING (CATHEAD SPEED) IS VERY HIGH.
1.3.3 Rotary Table
1. To turn on the Rotary Table, perform the preceding General Instructions.
2. Observe the RT AMMETER periodically to check the current drawn by the motor.
The torque limit will not be exceeded if the RT LIMIT knob is set to match the pre-
determined current limit even if pipe torque forces the Rotary Table to stall.
3. If the Rotary Table stalls, but more torque is required, the torque limit can be raised
by rotating the RT LIMIT Knob clockwise.


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DO NOT EXCEED THE CURRENT LIMIT SET FOR THE PRESENT

OPERATION. IF THIS LIMIT IS REACHED AND THE ROTARY TABLE
TORQUES UP AND STALLS, SLOWLY TURN THE RT LIMIT KNOB
COUNTER-CLOCKWISE TO THE MINIMUM SETTING.
1.3.4 Mud Pump/Cement Pump
1. To turn on the Mud or Cement Pump, perform the preceding General Instructions.
Be sure to turn ON the Mud or Cement Pump LOCKOUT switches.
2. For any maintenance activity, the pumps can be operated from the Mud or Cement
Pump Console. The Driller's Console LOCKOUT switch must be switched on before
either Pump Console can be operated.
The Mud and Cement Pump Console Hand Throttles can provide a maximum
of only half speed.


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2 MAINTENANCE
Refer to Section 3 (SCR Unit) for general information regarding maintenance and testing of
the SCR Unit. The following part of this section provides installation, testing, and servicing
instructions specific to the Driller's Console.
2.1 Installation
The Driller's Console is normally mounted on top of the pneumatic Drawworks Console.
Cables to the Driller's Console are brought in underneath via connectors or stuffing tubes
(refer to figure 4-1).
TO DW FOOT THROTTLE
TO ROTARY TORQUE INDICATOR
DRY AIR BLEED
Figure 4-2. Driller's Console Cable Entry

for Permanent Installation
Mobile rig units have connectors.
Place the Driller's Console on top of the pneumatic Drawworks Console and weld it around
the edges. An alternate method is to bolt it down. If the bolt-it-down method is used,
washers must be placed on the bolts so as to achieve an airtight seal.
2.1.1 DW Foot Throttle
The Foot Throttle is flush mounted on the Drill Floor close to the Driller's Console. The
cable from the Driller's Console should be strung below the Drill Floor.


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Refer to Figure 4-3. Cutout a 9.75" (25 cM) square section and drill four 0.562" (1.5 cM)
clearance holes. Insert the ½-13 bolts (length of bolt is dependent on deck material) in the
pedal place holes, then place the lower assembly in the cutout and fasten in place with the
½-13 bolts.
2.2 Testing
Perform the functional test after repairing or replacing any of the console assemblies. If the
unit fails to perform as indicated, refer to Troubleshooting later in this section to locate the
malfunction.
To test the Driller's Console, simply observe the operating instructions to run the motors in
each Assignment switch position. Make sure the Blower lights turn on as indicated and the
motor performance follows the throttle command.
If it is not feasible to run the motors, observe the instructions listed in Table 4-2.


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½ -13 WELDNUT BELOW DECK - (4 REQ'D)
.562 CLEARANCE HOLE - (4 REQ'D)

9.75 - CUTOUT
4.88
5.38
4.88
12.75 9.75 CUTOUT
5.38
1.00 1.00
12.75
10.75 MOUNTING CENTERS
TOP VIEW RECOMMENDED CUTOUT

FOR FLUSH MOUNTING
UNLESS OTHERWISE SPECIFIED

DIMENSIONS ARE IN INCHES AND
TOLERANCES ARE:
.X = ± .10
.XX = ± .020
.XXX = ± .005
FRACTIONS ±
ANGULAR ±
Figure 4-3. DW Foot Throttle Mounting Diagram


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Table 4-2. Driller's Console Functional Test
ACTION RESULT
1. Open all SCR Circuit Breakers. 1. This prevents SCR Bridge phase up
The Circuit Breaker may be a switch. when the assignment contactors are
closed.
2. Jumper the auxiliary contacts of the SCR #1 2. This enables assignment contactors to
switch (CB). Place the jumper between TB8-4 be closed in SCR #1 for the function
to TB8-5 in the SCR #1 Cubicle. being tested. The green SCR ON lamp
on the Drillers console will illuminate.
3. On the ASSIGNMENT Switch, select a 3. In the example, the MP1 contactors will
function to be tested (for example, MP1 may pick up, the blowers on Mud Pump
be run on SCR #1 in the ASSIGNMENT motors of MP1 will run, the auxiliary
switch’s 2 o’clock position by rotating the functions (Rod Oiler, Chain Oiler, etc.)
ASSIGNMENT switch to the 2 O’CLOCK will operate and the MP1 BLOWER ON
position and turning the MP1 OFF-ON switch lamp on the Drillers Console will
to ON. illuminate.
4. Rotate the MP1 HAND THROTTLE fully 4. Monitor the throttle voltage variation at
clockwise while observing the throttle voltage MP1 INPUT (pin 125) on the DC Control
variation. Module. Measure it in respect to
ground. It should be Zero VDC when
the MP1 HAND THROTTLE is fully
counter-clockwise (minimum) and
increase to -8 VDC as it is rotated fully
clockwise (maximum).
5. Repeat Steps 2 through 4 of this functional Refer to the control logic diagrams in
test for each SCR and each function powered the SCR System Print Book to
by the SCR system. Remember to move the identify the DC Control Module
jumper for the auxiliary contacts of the SCR numbers for the desired test
switch to TB8-4 and TB8-5 of the SCR being functions.
tested.
6. Verify the Drawworks Foot Throttle operation. 6. Monitor for Drawworks Foot Throttle
Make this check for each SCR. Jumper TB8-4 voltage on the pin 114 of the DC Control
to TB8-5 in only one SCR at a time. Module as the Foot Throttle is slowly
depressed. The voltage will vary from
Zero VDC when the Foot Throttle is not
depressed to -8 VDC as the Foot
Throttle is fully depressed.
7. Remove the jumper from the SCR switch 7. There is no measurable result from this
(CB) auxiliary contacts. Close the SCR switch functional test action.
(CB) to prepare the SCR to become
operational.


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Page 16
2.3 Servicing
Refer to Section 3 (SCR Unit) for general servicing instructions.
2.3.1 Console
1. Examine the internal assemblies periodically for signs of corrosion. Corrosion is

possible if the front panel door is not properly sealed or if the air or purge air is
bringing in a large quantity of moisture.
2. Rotate the hand wheels and the switches and examine the switch and rheostat
assemblies behind the Driller's Console door panel. Check the switch contacts and
rheostat wiper arms carefully. Test the rheostat linkage for tightness.
Perform the following service on the Foot Throttle every three months under normal
conditions.
1. Remove the Foot Throttle (refer to Figure 4-4) and open the rear dust cover.
2. Check and re-tighten the set screws. Ensure that the Foot Throttle potentiometer
returns to zero.
3. Check that the rheostat wiper does not rub the wires entering the Foot Throttle.
4. Grease the bearing surfaces.
5. Reassemble carefully to ensure that the Foot Throttle box is watertight.


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12.75
12.75
TOP VIEW
8.10
REAR VIEW RIGHT SIDE VIEW
Figure 4-4. DW Foot Throttle


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3 TROUBLESHOOTING
Refer to Table 4-3.
The Theory of Operation which follows Table 4-3 provides an explanation of the various
circuits in the Driller's Console.


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Table 4-3. Driller's Console Troubleshooting
PROBLEM AND ACTION

POSSIBLE CAUSE
MOTOR WILL NOT RUN
A. Generator SCR units may be A. Check the STATUS LIGHTS.
OFF.
B. If motors are shunt-type, the B. Check that the Field Supply is ON and that the FIELD
field current may be zero. CURRENT AMMETER reading is ≈50 Amps.
C. Assignment contactors may C. If the appropriate assignment contactors have not closed,
have not picked up. trace the -14 VDC contactor logic signal through the
appropriate assignment logic. Refer to Figure 4-7 (Driller's
Console Schematic Diagram Shunt Motor System).
D. The HAND THROTTLE signal D. The HAND THROTTLE reference signal should be
is not reaching the DC Control between Zero and -1 VDC at OFF and up to -8 VDC at
Module. MAXIMUM throttle. Check the signal at the selected SCR
unit TB. Trace the direction in which the signal is absent.
E. The DYNAMIC BRAKE is ON if E. Either the B motor is leading the A motor OR the A motor
DRAWWORKS is selected and DC Control Module is defective.
the HAND THROTTLE is set for
CAT HEAD SPEED.
HORN SOUNDS
A. The DRILLER’S CONSOLE is A. Check the dry air bleed for leakage.
no longer pressurized.
B. The blower has not switched B. Trace the 115 VAC motor control logic.
on, or fails to start running.
FOOT THROTTLE DOES NOT
WORK
A. The Foot Throttle rheostat is A. Check the reference signal at pin 114 of the selected SCR
inoperative. unit DC Control Module. Check for presence of the -8.2
VDC at TB9 in the DRILLER'S CONSOLE. Trace the
signal in the direction that it is absent.
B. Loose set screws on one of the B. Use Locktite solution on all screws inside the throttle. Use a
rheostat shafts. thin 3/8" jam nut on the rheostat bushing.
C. The Foot Throttle may be C. The drain hole must be kept clear. If this is not done, the
frozen. Foot Throttle unit may fill with water and freeze.


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3.1.1 Console
Mechanical
To permit operation in an explosion hazard area, the Driller's Console electrical assemblies
are isolated from the local atmosphere by maintaining a positive pressure within the
Driller's Console enclosure. This prevents an electrical spark from igniting what could be
explosive gas on the drill floor. The Driller's Console is also watertight.
The customer is required to supply dry air at 75 to 150 PSI via a connector located
underneath the Driller's Console. An Air Pressure Sensor triggers an alarm in the Driller's
Console if positive pressure is lost.
Electrical
The following description describes a Drive System with three generators and four SCR
units. Refer to the diagrams in this section as a study aid. The SCR Schematics Manual
has the diagrams appropriate to your rig.
Figure 4-5 shows the Assignment Switch position labeling and the corresponding wiring of
a typical Driller's Console.
The Driller's Console receives the -14 VDC contactor power supply signals from each SCR
unit from which the throttle power supply is generated. It returns those power signals to the
appropriate throttle and contactor signals.
Figure 4-6 indicates the wiring for a typical SCR 2. Note that SCR 2 can operate the RT,
DW A, and MP 1. Contactor and throttle lines for only these functions are wired.
The AC Section provides 115 VAC power and control signals which turn on the GEN
STATUS lights. The MCC provides control signals which turn on the BLOWER STATUS
lights.


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ASSIGNMENT SWITCH
OFF
SCR1 SCR2 SCR3 SCR4 SCR1 SCR2 SCR3 SCR4
RT 12 RT
DWB DWA MP2 11 1 DWS MP1 MP2
PS PS
DWB MP1 RT DWA RT

10 2 MP1 DWS MP2
TD PS DRILLER'S CONSOLE
RT RT
MP1 DWB DWA 9 3 MP1 DWA MP2
PS PS
RT RT TB1 TB2 TB3 TB4 TB5 TB6 TB9

DWB MP2 DWA 8 4 MP1 MP2 DWA
PS PS
RT
5 DWS PS - MP2
DW FOOT
THROTTLE
TB6 TB6 TB6 TB6 TB1 TB1

SCR 1 SCR 2 SCR 3 SCR 4 AC SECTION MCC
Figure 4-5. Typical Driller's Console Cabling Diagram

Printed By: dalvis
ASSIGNMENT SWITCH
OFF
SCR1 SCR2 SCR3 SCR4 SCR1 SCR2 SCR3 SCR4
www.nov.com
RT 12 RT
DWB DWA MP2 11 1 DWS MP1 MP2
PS PS
RT RT
DWB MP1 DWA 10 2 MP1 DWS MP2
TC Number: 10691194-FDD
TD PS
RT RT
MP1 DWB DWA 9 3 MP1 DWA MP2
PS PS
DW SPD REF 117
RT RT DW FT TH 114
DWB MP2 DWA 8 4 MP1 MP2 DWA
PS PS
RT
5 DWS PS - MP2 RT I LIM 128
RT REF 1 130
SCR 2 SCR 2
MP1 REF MPC 126
DC MODULE
MP1 REF DC 125
MP2 REF MPC 123

MP2 REF DC 122
P REF ERC I FDBCK

118 131
TB6
P REF WHC 119 153
+14 VDC
CP REF 2 110
DRILLER'S
TB2 CP REF 1 113
CONSOLE
RT CONT 129
ASSIGNMENT TB2 MP1 CONT 124
SWITCH -14 VDC
MP2 CONT 121 154
ASSIGNMENT
Printed REV: 01
P CONT 120
CONTACTORS
DW CONT
Page
116
CP CONT 112
24 HOUR SERVICE (713) 935-8000

Revision
CB AUXILIARY
MANUAL SW
ON
CONTACTOR PS 134
OFF
Document number
22
01
Figure 4-6. SCR 2 Wiring of Typical Driller's Console

I2 I FDBCK
SCR 2 PCI
D25RSTD-1200-MAN-009
Latest REV: 01
Printed On: 2014.08.12.07.05.02

Revision 01
Page 23
Figure 4-7 shows the circuits which are enabled when the ASSIGNMENT switch is set to
the 10 o'clock position to run Mud Pump 1 on SCR 2. It does not matter which generator is
connected to the Main AC Bus. Further, the Mud Pump 1 ON/OFF switch is set to ON and
the Mud Pump 1 HAND THROTTLE is rotated to provide the desired number of strokes
from the mud pump.
Assignment Logic
Assignment logic enables a -14 VDC signal (see Figure 4-7) which originates in the DC
Control Module at Pin 154. The -14 VDC signal is returned to the SCR Cubicle to close the
appropriate ASSIGNMENT contactors and then sent to the DC Control Module to unlock
the SCR Firing Circuits.
The -14 VDC signal is first passed through the normally closed MANUAL VOLTS switch.
The MANUAL VOLTS switch is turned on for testing purposes to phase up the SCR bridge
without running a motor.
The -14 VDC signal emerges at Pin 134 as Contactor Power Supply (CONT PS). It is a part
of the 74 VDC contactor voltage: -14 VDC at Pin 154 and +60 VDC at PC1-41, see Figure
4-7. The -14 VDC CONT PS is then passed through the normally-open auxiliary contacts of
the SCR switch. The -14 VDC CONT PS is enabled when the SCR switch is closed (this
feeds AC power to the rectifier bridge).
-14 VDC CONT PS is applied to TB6-2 and from there is supplied to the Driller's
Console TB2-2 via a control cable. The SCR 2 -14 VDC CONT PS is applied to
ASSIGNMENT switch contacts C1 and C10.
Mud Pump 1 can be powered by either SCR 1 or SCR 2. Mud Pump 2 can be
powered by either SCR 3 or SCR 4.
-14 VDC CONT PS also causes L7, the green SCR 2 ON lamp located on the Driller's
Console to illuminate.
The ASSIGNMENT switch (refer to Figure 4-8) consists of eight decks. The first
deck is labeled A, the second B, then C, D, E, F, G, and H. They are divided
into four adjacent deck pairs (A and B, C and D, E and F, G and H). Each deck pair
makes a switch having 12 terminals. Contact is made by a roller between the
terminals of the adjacent deck pairs. For instance, if the ASSIGNMENT switch is set
at the 2 O'clock position, A2 contacts B2, C2 contacts D2, etc.
When the ASSIGNMENT switch is set to the 10 O'clock position, the -14 VDC CONT PS is
conducted from ASSIGNMENT switch contact C10 to D10, passing power to the contacts
of S2, the MP1 ON/OFF switch (this switch also controls the blowers on the MP1 traction
motors). From S2, the power travels to TB2-5 and then down the control cable to TB6-5.


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The next contacts in the circuit shown in Figure 4-7 are on the Sprocket Slip Card and are
between PC5-16 and PC5-19. These contacts are shown in Figure 4-7 as normally
opened. They, however, are closed when power is applied. The Sprocket Slip Card
prevents traction motor overspeed, should one of the DC motors be unloaded.
On some systems, there are provisions for locking out the Mud Pump. Refer to
your system prints to see if this provision applies to your system.


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Figure 4-7. Typical Mud Pump 1 and 2 Control Schematic


Revision 01
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Figure 4-8. Rear View of Assignment Switch
-14 VDC CONT PS now goes through the normally-closed SAFETY INTERLOCK
CONTACTS (the Draw Works A (K6) and Rotary Table (K4) power contactors). The -14
VDC of CONT PS is now present on the left side of the Mud Pump power contactors K2
and K7. Since there is now 74 VDC across K2 and K7, they will pick up and connect the
traction motors to the SCR bridge.
K2 and K7's normally-open auxiliary contacts are now closed to bring -14 VDC CONT PS
onto Pin 124 of the DC Control Module. At this time, CONT PS is renamed the
CONTACTOR SIGNAL. The -14 VDC CONTACTOR SIGNAL will turn off the Inhibit Circuit
of the DC Module if the Mud Pump 1 Hand Throttle is at it's full CCW position.
The Mud Pump Throttle Reference Signal
In Figure 4-9, the Mud Pump 1 Throttle Assembly consists of two ganged (mechanically
connected) rheostats. The front rheostat's output is supplied to Pin 125 of SCR 1's DC
Control Module. The rear rheostat's output is supplied to Pin 125 of SCR 2's DC Control
Module. The Mud Pump Throttle Reference signal is active when the Mud Pump Throttle is
rotated enough to produce ≈-1 VDC to the DC Control Module.
This 0 to ≈-1 VDC is called the DEADBAND REGION.


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The Deadband Region has two important purposes:
1. The output of the Mud Pump Throttle does not have to reach Zero Volts for the
motor to stop rotating.
2. It permits the Charging Pump to be started before the Mud Pump begins to run.
Throttle Logic
The Throttle Hand Wheel is linked to a rheostat which outputs a Zero to -8.2 VDC signal.
This corresponds to Zero through maximum throttle.
The -8.2 VDC supply for the rheostat is developed on the Driller's Console PCB (refer to
Figure 4-10) from the -14 VDC from each SCR unit.


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Figure 4-9. Typical Mud Pump 1 & 2 Reference Schematic


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Figure 4-10. Driller's Console PCB

Circuit


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The -14 VDC input is dropped through five Watt 82Ω resistors and applied to 8.2 Volt Zener
diodes. The voltage across a Zener diode is constant even though the incoming voltage
may vary. The regulated -8.2 VDC is applied to the hand throttle, foot throttle and RT I
(torque) Limit rheostats.
The Throttle Hand Wheel rheostats for each function are gang-mounted (moving the
throttle hand wheel rotates the wiper of each rheostat the same number of degrees). The
reference signal from each Throttle Hand Wheel rheostat is applied to all the SCR units
that are capable of powering the same motors. This assures that there will be little change
in the motor performance (e.g., if Mud Pump 1 is switched from SCR1 to SCR2).
A micro-switch is linked to each Throttle Hand Wheel. The micro-switch contacts are
closed when the Throttle Hand Wheel is rotated. The micro-switches control the logic for
the auxiliary functions.
Blower Lights Logic
There is one blower light associated with each DC function. The light illuminates when all
associated AC functions are switched on.
Refer to figure 4-11. Observe that the MP1 BLOWER light cannot turn on until the MP1A
BLOWER, MP1B BLOWER, the MP1 ROD OILER, and the MP1 CHAIN OILER are
switched on.
The blower lights operate off 115 VAC from the Generator section. The relays which
switch on the AC functions are located in the MCC (Motor Control Center Section). A relay
is energized when ON/OFF switch MP1 is closed. The normally-open contacts of MP1
close to switch on power to the AC functions listed in the previous paragraph.


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Figure 4-11. Driller's Console AC Circuits


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In similar fashion, MP2 logic is enabled by the MP2 ON/OFF switch.
The Drawworks and Rotary Table blowers are enabled by their respective OFF/ON
switches.
The blower for the Drawworks or Rotary Table may be configured to run for
two to five seconds before the throttle can be raised to start the traction
motor. If this has been done on your equipment, it was to comply with an ABS
(American Bureau of Shipping) rule which requires a drill floor motor to be purged of
existing air before operation.
Alarm Horn Logic
The alarm will sound if either the positive pressurization within the Driller's Console is lost
OR the blower is not switched on.
The normally-closed air pressure switch stays closed to trigger the alarm if the pressure
drops below two inches of water difference between the pressure inside the Driller's
Console and outside pressure. The alarm is also triggered if the normally-closed blower
contact does not open when motor starter picks up.
Power Limit Light
The Power Limit Light illuminates to indicate that the generators connected to the Main AC
Bus are close to power limit. Contactor K1 on the Power Limit board closes to feed 115
VAC to the light. Refer to the Power Limit theory of operation in Section 2 of this manual.
DW/RT Interlock
On some rigs, the motor is used to drive either the Drawworks or the Rotary Table through
a chain drive. A gear box is used to shift the chain drive between the two functions.
A normally-closed contact of the Rotary Table relay is part of the DW CONT logic. Thus,
the interlock circuit enables the DW CONT signal and disables the RT CONT signal. This
situation is reversed when the Rotary Table Throttle Hand Wheel is rotated clockwise. The
micro-switch closes and, in turn, energizes the RT relay. Consequently, the DW CONT
signal is disabled and the RT CONT signal is enabled.


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Mechanical
Refer back to Figure 4-4 for front and side views of the DW Foot Throttle. The pedal of the
DW Foot Throttle is linked through a spring to a counterweight. Thus, it will return to the un-
depressed position when released.
Electrical
The incoming -8.2 VDC signal is enabled when the Draw Works micro-switch is closed.
Therefore, the DW Foot Throttle becomes operational only after the Drawworks Throttle
Hand Wheel is set beyond the OFF position.
Figure 4-12 depicts the Foot Throttle circuit. The pedal arm of the Foot Throttle is linked to
the rheostat wiper arm. The resulting DW FT TH signal varies from Zero to -8 VDC. This
equates to Zero to maximum throttle.


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PC 1 TB9
- 8.2V 10 1
RED
DW-MSW
TB4
(SCR 4) DW FT TH 10 2
WHITE
TB1
(SCR 1) DW FT TH 12
GROUND 20 3
GREEN
DRILLER'S CONSOLE DW FOOT THROTTLE
3-CONDUCTOR CABLE
Figure 4-12. Drawworks Foot Throttle Circuit


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4 REMOVAL & REPAIR
4.1 Driller's Console
To access the Driller's Console assemblies, open the front panel door by unlocking the
latches. Figure 4-13 shows these assemblies.
BEFORE DISCONNECTING, MARK EACH CABLE WITH THE

CORRESPONDING TERMINAL BOARD NUMBER.
4.2 DW Foot Throttle
Release the four ½-16 bolts located in the corners of the Driller's Console Foot Throttle
pedal assembly and lift it out. To access the Foot Throttle rheostat, remove the rear dust
cover by releasing the four corner screws (see Figure 4-14).
Refer to Table 4-4 for the parts list.


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A. Door View
B. Compartment View
Figure 4-13. Driller’s Console Assemblies


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Figure 4-14. DW Foot Throttle Assembly


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Table 4-4. Draw Works Foot Throttle Assembly Components (reference 11467-38 Rev. H)
ITEM QTY PART NUMBER DESCRIPTION
1 1 0001-1467-37 ENCL-FOOT THTL

2 1 0001-1467-36 PEDAL-FOOT THROTTLE
3 1 0001-1467-22 PLATE-INSP,FOOT PEDAL
4 1 1704-1130-01 ACTUATOR-BAR ASSY
5 1 1704-1130-02 PIN-PEDAL PIVOT
6 1 1704-1130-03 PIN-PIVOT,CONNECTING ROD
7 2 1704-1130-04 BLOCK-CONNECTING ROD END
8 1 1704-1130-06 CONNECTING ROD
9 2 1704-1130-07 BLOCK-PEDAL BEARING
10 1 1704-1130-08 BLOCK-COUNTERBALANCE BEARING
11 1 1704-1130-09 SCREW-SHOULDER
12 1 1704-1130-10 DAMPER-NEOPRENE & STL WASHERS
13 1 0002-0394-00 NUT-1/2-20,HEX HD,S/S,W/COTTER PIN HOLE
14 2 1704-1130-12 SPACER-DELRIN
15 2 1704-2159-01 SPRING-TORSION
16 1 1704-1641-01 COLLAR-SET SCREW,THTL SHFT
18 4 3101-2118-02 BOLT-3/8-16 X 1.50,HEX HD
19 2 3101-1920-02 BOLT-1/4-20 X 2.00,FLT HD CSK
20 4 3101-1917-04 BOLT-1/4-20 X 1.25.FLT HD CSK
21 4 3111-2101-01 NUT-3/8-16,ESNA NUT,S/S
22 6 3111-1901-01 NUT-1/4-20,ESNA NUT,S/S NYLON
23 3 3101-1906-04 SETSCREW-1/4-20 X 0.38,S/S HEX
24 2 3115-1718-01 PIN-COTTER,1/8 X 1.50,S/S
25 4 3101-1108-02 SCREW-#10-32 X 0.50,BINDING HD
26 1 3101-0904-00 SETSCREW-#8-32 X 0.50,S/S,HEX
27 1 3112-2315-01 WASHER-WAVE SPR,.53 ID X .73 OD
28 1 3112-2708-03 WASHER-FLAT,1/2,STD PLAIN,S/S
29 1 1103-0008-00 TERM TUBE-BRASS,0.50”
30 1 0506-0003-00 RHEOSTAT- 200 OHM,90 DEG
31 1 0602-0013-00 FITTING-BULKHEAD ADAPTER,0.25”
32 2 0000-6817-99 BEARING-0.75” BORE,1-5/8 X 7/16 WD
33 2 0603-0015-00 BEARING-ADB8VNEW
34 1 0603-0003-00 BEARING-FS160,S/S
36 20 1104-0005-00 CABLE-3COND,16AWG,600V
37 1 0001-0256-77 PLUG-AIR INLET
38 2 3151-0701-00 GSKT-CLSD CELL,1/8” X 1” NEOPRENE
39 1 0001-0027-63 ANGLE-RHEOSTAT MTG
40 1 1103-0014-00 TERM TUBE-LOCKNUTS,0.50” BRASS
41 1 3101-0917-03 SCREW-#8-32 X 1.25,RND HD
42 1 3112-0907-01 WASHER-LOCK,#8,HELICAL SPLIT
43 4 3112-1108-02 WASHER-FLAT,#10,STD PLAIN
44 4 3112-1107-01 WASHER-LOCK,#10,HELICAL SPLIT
45 1 0000-6819-74 NUT-3/8-32,JAM NUT,S/S
46 4 1704-1130-14 SPACER-BEARING BLOCK
47 2 1704-1130-15 SHIELD FLINGER
50 1 0601-4238-01 N/P-ID,CONSOLE,MDL 201
51 4 3101-0503-01 SCREW-#4-40 X 0.19,PAN HD


Revision 01
Page 39
4.3 Canadian Standards Association (CSA)
Compliance with CSA Approval/Listing of Model 425 Driller's Console for use in Class I,
Division II, Groups C & D Hazardous Atmosphere Locations.
4.3.1 Air Purge Alarm System
The Air Purge Alarm System must comply with NFPA-496 Rules for Type Z Purging as
interpreted by CSA.
The changes required to do this are:
1. Delete the Alarm Silence toggle switch, or replace with a CSA Approved self
resetting Alarm Silence switch.
2. Delete the Supply Line pressure switch.
3. Increase the orifice diameter to 0.161" (#20 Drill Bit) to provide 5.0 SCFM (cubic feet
per minute at specified conditions of temperature and pressure) flow at 50 PSI.
4. Install a DWYER-brand pressure switch (Ross Hill #0403-0081-00) complete with

connection to atmosphere.
If PYLE-NATIONAL-brand multi-pole connectors are installed on the Driller's

Console, the cautionary nameplate in Figure 4-15 must be mounted on the Driller's
Console.
All Driller's Consoles with a CSA label affixed have been manufactured to
comply with CSA requirements.
4.3.2 Implementation
This is to be done by compliance with all of the following:
1. Implement for all Driller's Consoles shipped to Canada or for eventual Canadian
use:
2. Implement for all Driller's Consoles shipped after April 15, 1980.
3. Do not retrofit unless required by regulatory bodies.


Revision 01
Page 40
4. Implementation at any location other than the Ross Hill manufacturing plant, 1530
West Belt North, Houston, Texas 77043, violates CSA Agreements.
WARNING
MULTI-POLE CONNECTORS ARE FOR INSTALLA-
TION PURPOSES ONLY. DO NOT DISCONNECT
UNLESS AREA IS KNOWN TO BE NON-HAZAR-
DOUS AND ALL CIRCUITS ARE DE-ENERGIZED.
LR 34415
AVERTISSEMENT
CONNECTEURS MULTIPOLAIRES CONVENANT
UNIQUEMENT POUR L'INSTALLATION. S'ASSUR-
ER QUE L'EMPLACEMENT N'EST PAS DANGER-
EUX ET QUE TOUS LES CIRCUITS SONT
DESAMORCES AVANT DE DEBRANCHER.
0601-4173-01B


Revision 01
Page 41


Technical Manual
Mud/Cement Pump

This document contains proprietary and confidential information National Oilwell Varco.
consent of National Oilwell Varco. This document is to be returned Phone +1 713 935 8000
to National Oilwell Varco upon request and in any event upon
CLIENT PO NUMBER completion of the use for which it was loaned. Fax +1 713 935 8382
 National Oilwell Varco
www.nov.com


Revision 01
Page 2
REVISION HISTORY
01 11.06.2013 Released from 20605-51 Rev (L). RJP TR RJP

CHANGE DESCRIPTION
Revision Change Description

01 Initial Release


Revision 01
Page 3
TABLE OF CONTENTS
1 OPERATION ..................................................................................................................... 4
1.1 Description .............................................................................................................. 4
1.2 Specifications.......................................................................................................... 4
1.3 Operating Instructions............................................................................................. 4
2 MAINTENANCE ................................................................................................................ 7
2.1 Installation .............................................................................................................. 7
2.2 Testing .................................................................................................................... 7
3 TROUBLESHOOTING ...................................................................................................... 7
3.1 Theory of Operation ................................................................................................ 7
4 MUD PUMP CONSOLE .................................................................................................. 13
4.1 Specifications........................................................................................................ 13
5 CEMENT PUMP CONSOLE ........................................................................................... 15
5.1 Specifications........................................................................................................ 15


Revision 01
Page 4
1 OPERATION
1.1 Description
The Mud Pump Console enables control of the pumps for maintenance operations such as
changing liners. The following description is referenced to the Mud Pumps. The same
description applies to Cement Pumps.
The Mud Pump Console is not intended for routine operation of the mud pumps. The
throttle range from the Mud Pump Console is restricted to half the range available from the
Driller's Console. In addition, the Rod Oiler, chain Oiler, and Charging Pump are not
automatically switched on.
The Cement Pump Console can run the cement pumps from zero to full speed (as
needed). Assignment power however is derived from the Driller's Console so the Driller
can maintain control over when the cement pumps can be operated.
1.2 Specifications
Refer to Table 5-1.
1.3 Operating Instructions
Figure 5-1 identifies the controls and indicators of the Mud Pump. The Mud Pump Console
has a dual set of controls, one for Mud Pump 1 and another for Mud Pump 2.
During normal operation of the pumps from the Driller's Console, the OFF/ON switches
should remain switched on. Padlock attachments are available at the SPROCKET SLIP
RESET buttons to prevent unwanted operation. The POWER ON light illuminates when
the Mud Pump is:
 assigned.
 not locked out.
 turned on.


Revision 01
Page 5
Table 5-1. Mud Pump Console

Specifications
ELECTRICAL
The Mud Pump Console has dual- and sometimes
triple-control circuits, one for Mud Pump 1 and
another for Mud Pump 2. If there is a third circuit, it
would be for Mud Pump 3. Each circuit receives the
following voltages from the SCR units assignable to
Mud Pumps:
1. +14 VDC to turn on a POWER ON light.
2. -14 VDC contactor control logic.
Each circuit outputs the following voltages to the

same SCR units.
1. -14 VDC contactor control logic.
2. Zero to -8 VDC throttle reference.
The MCC provides single-phase 115 VAC to power

a strip heater and a convenience outlet.
MECHANICAL
The Mud Pump Console is fabricated from 12
gauge stainless steel. The assembly is watertight.
Size: 18" Long x 10" High x 10" Deep (46 cM
Long x 26 cM High x 26 cM Deep)
Weight: 30 Pounds (14 KG)


Revision 01
Page 6
PO WER ON
L IG H T
O F F /O N
S W IT C H
TH ROTTLE H AND W H EE L
Figure 5-1. Mud Pump Console Controls and Indicators
To operate a pump from the Mud Pump Console for maintenance activity, perform the
following steps:
1. Set the MP1 (MP2) OFF/ON switch and the corresponding throttle to OFF.
2. At the Driller's Console, set the MP1 (MP2) THROTTLE to OFF. Set the
ASSIGNMENT switch to MP1 (MP2) and turn On the corresponding OFF/ON switch.
3. At the Mud Pump Console, the MP 1 (MP 2) POWER ON light will illuminate.
4. Set the MP 1 (MP 2) OFF/ON switch to ON and rotate the Mud Pump Console
THROTTLE HANDWHEEL to achieve the desired speed.
5. To resume normal operation from the Driller's Console, turn the Mud Pump Console
THROTTLE HANDWHEEL to OFF. Do not turn the Mud Pump Console OFF/ON
switch OFF. Turning the ON/OFF switch OFF at either of the consoles prevents
operation of the pump from either the Mud Pump Console or the Driller's Console.


Revision 01
Page 7
2 MAINTENANCE
Refer to the Section 3 (SCR Unit) for general instructions regarding shipping,
storage and servicing.
2.1 Installation
Four stabs are welded to the back panel of the console to facilitate bulkhead mounting.
2.2 Testing
Test the affected console after repairing or replacing any of its active components. A
functional test consists of operating the console according to the instructions listed in the
Driller's Console section.
3 TROUBLESHOOTING
Figure 5-2 shows the Mud Pump Console assembly, Figure 5-3 is the Mud Pump Console
circuit, and Figure 5-4 is the Mud Pump Control Logic circuit. Figure 5-4 shows the circuitry
that is activated when MP1 is driven from the Mud Pump Console on SCR 2. Table 5-2 lists
several possible Mud Pump console problems and the troubleshooting to determine the
problem.
The Zero to -8 VDC MP 1 REFERENCE (or MP 2 REFERENCE) is applied to DC Control

Module pin 126 (pin 123 for MP 2 REFERENCE) of all the SCR units assignable to MP 1
(or MP 2). A speed command is created from this reference by passing it through a 47 K
resistor. This contrasts with a 22 K resistor used for reference from the Driller's Console.
As a result, throttle range from the Mud Pump Console is approximately one half the range
from the Driller's Console.


Revision 01
Page 8
L O C K O U T S W IT C H
R H E O S T AT POWER ON
L IG H T
A. DOOR
PC CARD
B . C A B IN E T
Figure 5-2. Console Assembly


Revision 01
Page 9
Figure 5-3. Mud Pump Console Schematic Diagram


Revision 01
Page 10
Figure 5-4. Mud Pump Control Logic


Revision 01
Page 11
Figure 5-4. Mud Pump Control Logic (Concluded)


Revision 01
Page 12
Table 5-2. Mud Pump Console Troubleshooting
PROBLEM/PROBABLE CAUSE ACTION

MUD PUMP DOES NOT RUN
A. -14 VDC contactor logic not reaching A. Make sure the Driller's Console ASSIGNMENT switch is
the assignment contactors. appropriately set and the MP 1 (MP 2) OFF/ON switch is ON.
Check for the presence of the -14 VAC signal at the DC
Control Module and troubleshoot to the point in circuit in which
-14 VAC is absent (refer to Figure 5-4).
B. Zero to - 8 VDC throttle reference B. Check for the presence of the signal at the Mud Pump Console
not reaching the DC Control Module. terminal board. If absent, the Mud Pump Throttle Handwheel
rheostat may be faulty.


Revision 01
Page 13
4 MUD PUMP CONSOLE
The Mud Pump Console (see Figure 5-1) provides local control of the mud pump during
maintenance operations. It is not intended for normal running of the pumps, speed range is
usually restricted to half of the speed available from the Driller's Console.
4.1 Specifications
The enclosure is fabricated from 14 gauge stainless steel and affords a degree of
protection meeting NEMA Standard 4X.
The Mud Pump Console is enclosed in a stainless steel enclosure that has connections for
externally supplied air purging. The Mud Pump Console can be made to be suitable for
Class I Division II operation by providing proper purging air.
4.1.1 Controls and Indications
Typically an OFF/ON switch, a HAND THROTTLE, a POWER ON indicator lamp and a

PURGE LOSS lamp are provided for each pump, but extra equipment may be fitted
according to system requirements. The OFF/ON switch will prevent the mud pump running
from either the Mud Pump or the Driller’s Console. Set it to the ON position if operation is
required from either console.
4.1.2 Electrical Installation
The power supplies for the Console are fed from the SCR system. A grounding cable
MUST be run from the Mud Pump Console ground stud to the SCR system ground bus.
The connection must be <1 resistance.
4.1.3 Enclosure
The integrity of the Console and its seals must be maintained and should not be modified in
any manner. All components mounted through the enclosure should be gasketed with RTV
sealant. All screws should be fixed in place with LOCKTITE or similar.
The Mud Pump Console door is held closed by spring catches. These door latches act to
discourage entry by unauthorized personnel. Because of this use, the spring latches should
not be replaced by any other type of securing device.


Revision 01
Page 14
4.1.4 Purging System
The mud pump console has an air regulator system the will maintain positive pressure
inside the console as long as there is air supplied by the rig's air supply. The purging
system is built to comply with the National Fire Protection Association's guideline NFPA
496, Purged and Pressurized Enclosures for Electrical Equipment (1989), for type Z
purging. Upon customer request, the equipment can be built to comply with type X purging.
BEFORE REMOVING ANY PLUG CONNECTIONS, ALL POWER MUST BE

REMOVED FROM THE CONSOLE. COMPONENTS MAY ONLY BE
REPLACED WITH APPROVED SPARE PARTS.


Revision 01
Page 15
5 CEMENT PUMP CONSOLE
It provides local control of the cement pump during normal or maintenance operations and
is intended for normal running of the cement pumps with control over the full speed range.
Assignment power is only available from the Driller's Console.
5.1 Specifications
The Enclosure Is Fabricated from 14 gauge stainless steel and affords a degree of
protection to NEMA Standard 4X.
It is a stainless steel enclosure having connections for externally-supplied air purging and is
suitable for Class I Division II operation by providing proper purging air.
5.1.1 Controls and Indications
Typically an OFF/ON switch, a HAND THROTTLE, a POWER ON indicator lamp and a

PURGE LOSS lamp are provided for each cement pump, but extra equipment may be
fitted according to system requirements. A LOCKOUT switch will prevent running of the
Cement Pump Console.
5.1.2 Electrical Installation
The power supplies for the Console are fed from the SCR system. A ground cable MUST
be run from the console grounding stud to the SCR system ground bus with <1
resistance.
5.1.3 Enclosure
The integrity of the Cement Pump Console and its seals must be maintained. It should not
be modified in any manner. All components mounted through the Cement Pump Console
enclosure should be gasketed with RTV sealant. All screws should be fixed with LOCKTITE
or similar solution.
The Console door is held closed by spring-loaded latches. These deter accidental entry. Do
not replace with any other type.


Revision 01
Page 16
5.1.4 Purging System
The Cement Pump Console has an air regulator system that maintains a positive pressure
inside the Cement Pump Console as long as there is air supplied by the rig's air supply.
The purging system complies with the National Fire Protection Association's guideline
NFPA 496 - Purged and Pressurized Enclosures for Electrical Equipment (1989), for type Z
purging. Upon customer request, the equipment can be built to comply with type X purging.
BEFORE REMOVING ANY PLUG CONNECTIONS, ALL POWER MUST BE

REMOVED FROM THE CONSOLE. COMPONENTS MAY ONLY BE
REPLACED WITH APPROVED SPARE PARTS.


Revision 01
Page 17


Technical Manual
Drawworks Braking

whole or in part; or use of this design or distribution of this Houston, TX 77043
consent of National Oilwell. This document is to be returned to Phone +1 713-935-8000
CLIENT PO NUMBER the use for which it was loaned. Fax +1 713-935-8382
www.nov.com


Revision 01
Page 2
REVISION HISTORY
01 20.08.2012 Released from 20605-56 (P) TR BD TR



Revision 01
Page 3
TABLE OF CONTENTS
1 DW DYNAMIC BRAKE ..................................................................................................... 4

1.1 Operation, Series Motor .......................................................................................... 4
1.2 Series Motor Maintenance ...................................................................................... 4
1.3 Series Motor Troubleshooting ................................................................................. 5
1.4 Series Motor DW Dynamic Brake Assembly ......................................................... 11
1.5 Shunt Motor DW Brake Operation ........................................................................ 12
1.6 Shunt Motor DW Brake Maintenance ................................................................... 12
1.7 Shunt Motor DW Brake Troubleshooting .............................................................. 13
2 DRAWWORKS REGENERATIVE BRAKING ................................................................ 17
2.1 Operation .............................................................................................................. 17
2.2 Troubleshooting .................................................................................................... 27


Revision 01
Page 4
1 DW DYNAMIC BRAKE
1.1 Operation, Series Motor
1.1.1 Description
The DW Dynamic Brake slows the drawworks motors to the HAND THROTTLE speed
setting after the FOOT THROTTLE is released. The DW Dynamic Brake is designed to
function during hoisting. It is not a substitute for the Eddy Current brake commonly
used on the drawworks drum.
The DW Dynamic Brake is automatically applied three seconds after the FOOT
THROTTLE is released (provided the motor speed exceeds the HAND THROTTLE
setting). Typically, the motors require 30 to 40 seconds to coast from full speed to cathead
speed. But with dynamic braking, the time is reduced to 12 to 18 seconds.
Electrical
Three 0.16Ω stainless-steel grid resistors are connected in series to provide a 0.48Ω
braking resistance. This resistance is capable of sustaining 300 Amps continuously. On
some offshore SCR drilling systems, the DW Dynamic Brake will have six or more grid
resistors.
In some systems, the grid resistors may be installed outside the SCR house for greater
heat dissipation and control circuit installed in the feeder or dynamic brake cubicle.
Mechanical
The DW Dynamic Brake Cubicle is fabricated from 14 gauge steel and is 90" (230 cM)
high. Refer to your SCR Drawing package for width and depth dimensions. DW Dynamic
Brake Cubicle weight is 2,000 Pounds (960 KG).
1.2 Series Motor Maintenance
The resistor bank becomes hot during DW Dynamic Braking.
Inspect the ventilation grids in the cubicle panels frequently to ensure that they are free of
any debris.


Revision 01
Page 5
Table 9-1 lists instructions to functionally test the Series Motor Dynamic Brake control
circuit.
1.3 Series Motor Troubleshooting
Troubleshooting consists of locating a malfunctioning component in the unit. Refer to Table

9-2 for a guide to troubleshoot the Series Motor. The following theory of operation explains
the various circuits in the unit.
1.3.1 Theory of Operation
The Dynamic Brake slows the drawworks motors to the cathead speed set on the hand
throttle. It is typically used after the Driller hoists a pipe up to the monkey board. When he
throws out the clutch, the motors are free-wheeling at full speed. Recall that when a
separately-excited motor is free-wheeling, it behaves as a generator, sending power back
to the source. This phenomenon is called regeneration. The motor can be effectively
braked by dissipating the regenerated power in a resistor bank.
Table 9-1. Series Motor Dynamic Brake Functional Test
ACTION RESULT
A. Assign Drawworks and ensure brake is A. Power contactor K2 will be energized. DW DB (DC
off (refer to Figure 9-1). Control Module Pin 138) will be 115 VAC. DW DB CONT
(DC Control Module Pin 135) and DW DB FIELD (DC
Control Module Pin 127) will be Zero Volts.
B. Turn the DW switch ON. B. MS 1 will energize to provide nominal field supply.
C. Release DW FOOT THROTTLE >3 C. Pin 127 of the DC Control Module will switch to 115 VAC.
Seconds. This will energize MS2 and enable full field supply. At the
same time, Pin 135 of the DC Control Module will switch to
115 VAC. This will energize DWDB power contactor K1 and
relay RL1. As a result, the resistor bank will be connected
across DWA motor armature terminals.
D. Depress the foot throttle. D. DC Control Module Pins 127 and 135 will switch back to
Zero Volts. Power contactor K1 and relay RL6 will
deenergize. This will disconnect the resistor bank. Relay
MS2 will deenergize. This will switch the field supply back to
a nominal value. 1.5 Seconds later, DW DB contactor K1
and RL1 will deenergize.


Revision 01
Page 6
The series motor is not an effective generator unless its field is excited.
The resistor bank (refer to Figure 9-1) is connected across DWA motor armature terminals
when both K1 and K2 power contacts are closed. 115 VAC from transformer T1 keeps
power contactor K2 energized as long as the Overtemperature switch OT1 remains closed.
MS1 will energize when RL5 (the DW Blower contact) is closed. This indicates that the
Drawworks is switched on. 600 VAC is now applied to transformer T2. DW field is kept at
a nominal value by resistors R1, R2 and R3.
The Auxiliary Contacts of Power Contactors K1 and K6 in SCR 1 will close when
Drawworks is assigned to SCR 1. Similarly, when Drawworks is assigned to SCR 2, Power
Contactors K3 and K4 will close. MS2 will energize when the K701 contact in one of the
modules closes. See Figure 3-14 in the SCR Unit section of this manual for the brake
control circuit. Relay K701 and K702 will energize when all the conditions listed below are
fulfilled:
 DW CONT (Pin 116) is -14 VDC. This indicates that DRAWWORKS is assigned at the
Driller's Console.
 DW FT TH (Pin 114) goes to Zero. This indicates that the FOOT THROTTLE has been
released.
 Firing Reference (TP7) is approximately -5 VDC for SCR bridge Zero Volts output.


Revision 01
Page 7
Figure 9-1. Series Motor DW Dynamic Brake Circuit


Revision 01
Page 8
Figure 9-1. Series Motor DW Dynamic Brake Circuit (Concluded)


Revision 01
Page 9
Table 9-2. Series Motor DW Table Dynamic Brake Troubleshooting Guide
PROBLEM ACTION
BRAKE DOES NOT SWITCH ON

A. Operational error. A. DW Dynamic Brake will not switch on if the DW HAND THROTTLE is
set to a high speed. The DW HAND THROTTLE should not be rotated
beyond 10 O'clock.
B. Overtemperature - B. OVERTEMPERATURE switch should be closed for DW Dynamic
Grid resistors are >575º F. Brake operation.
C. Loss of power supply. C. Check dynamic brake fuses.
Actual fuse numbers may be different in the system on
which you are working. Refer to job prints.
D. Loss of field. D. When DW switch is ON, MS1 should be energized and the field should
be at a nominal value (50 Amps).
E. Control circuit malfunction. E. In the brake-off mode, DWDB Power Contactor K2 should be energized
and Pin 138 of the DC Control Module assigned to DW should be 115
VAC.
When the FOOT THROTTLE is released for more than 3 seconds, the
DW DB FIELD (DC Control Module Pin 127) should switch on to 115
VAC to energize MS2 and thereby switch the field to full value. At the
same time DW DB CONT (DC Control Module Pin 135) should switch
to 115 VAC to energize Power Contactor K1 and RL1.
BRAKE REMAINS ON When the FOOT THROTTLE is depressed:
 K701 in the DC Control Module deenergizes.
 1.5 seconds later, K702 in the DC Control Module deenergizes.
This time lapse of relay deenergizing is done to allow the motor field to
decay before the DW DB contactor is opened. It prevents arcing contacts
which could damage DW DB contactor. In addition, the SCR bridge for
both the A and B motors are inhibited during this turn off period.
If the DW Dynamic brake remains on when the SCR bridge is phased up,
high current will flow through the resistor bank circuit. If the high current
occurs, the overtemperature switch should open and deenergize Power
Contactor K2.
A three second delay is inserted in the circuit to ensure the Driller has not eased up on the
throttle while edging up the pipe. Both K702 in the DC Control Module and K701 in the DC
Control Module energize one second apart (K701 closes first, then K702), indicating that
the Firing Reference is held at -5 VDC. The Firing Reference is inhibited to prevent the
SCR bridge from phasing up while the resistor bank is in the circuit.
When DW Dynamic Brake MS2 energizes, its normally-open contact will close to short-
circuit R1, R2 and R3, letting the DW field go to braking current (200 Amps).
Power contactor K1 and relay RL1 will energize when the DC Control Module K702 closes,
connecting the resistor bank across the DWA armature terminals.


Revision 01
Page 10
Relays K701 and K702 in the DC Control Module will deenergize if any one of the
conditions listed change.
Normally, the firing Reference increases in the positive direction when DWA motor reaches
cathead speed set by the DW hand throttle.


Revision 01
Page 11
1.4 Series Motor DW Dynamic Brake Assembly
Figure 9-2 shows a component-side view of the Series Motor DW Dynamic Brake
Assembly.
Figure 9-2. DW Dynamic Brake Assembly - Series Motor


Revision 01
Page 12
1.5 Shunt Motor DW Brake Operation
1.5.1 Description
The Dynamic Brake slows the drawworks motors to the hand throttle speed setting after the
foot throttle is released. The DW Dynamic Brake is designed to function during the hoisting
mode. It is not a substitute for the Eddy Current brake commonly used on the drawworks
drum.
The DW Dynamic Brake is automatically applied three seconds after the FOOT
THROTTLE is released, provided the motor speed exceeds the HAND THROTTLE setting.
Typically, the motors require between 30 and 40 seconds to coast from full speed to
cathead speed. Dynamic braking reduces this to between 12 and 18 seconds.
Electrical
Eight 0.16Ω stainless steel grid resistors connected in series provides 1.28Ω braking
resistance. This is capable of sustaining 300 Amps continuously.
Mechanical
The cubicle is fabricated from 14 gauge steel and is 90" (230 cM) high. Refer to your SCR
job book for width and depth dimensions. The weight of the cubicle is 1,500 Pounds (720
KG).
In some systems, the grid resistors may be installed outside the SCR house.
This allows for greater heat dissipation. In this instance, the control circuitry
is installed in the Feeder or Field Supply Cubicles.
1.6 Shunt Motor DW Brake Maintenance
The resistor bank becomes hot during the braking operation. Inspect the ventilation grids
in the cubicle panels frequency to make sure they are free of any debris.
Table 9-3 lists instructions to test the DW Dynamic Brake control circuit shown in Figure 9-
3.


Revision 01
Page 13
Table 9-3. Shunt Motor Dynamic Brake Functional Test

ACTION RESULT
A. Assign Drawworks and ensure brake is off. A. Power contactor K8 will be energized. DW DB
(DC Control Module Pin 138) will be 115 VAC. DW
DB CONT (DC Control Module Pin 135) will be
Zero Volts.
B. Release DW FOOT THROTTLE >3 Seconds. B. Pin 135 of the DC Control Module will switch to
115 VAC. This will energize DWDB power
contactor K9 and relay RL3. As a result, the
resistor bank will be connected across DWA motor
armature terminals.
C. Depress the foot throttle. C. DC Control Module Pin 135 will switch back to
Zero Volts. Power contactor K9 and relay RL3 will
deenergize.
1.7 Shunt Motor DW Brake Troubleshooting
Troubleshooting consists of locating a malfunctioning component in the unit. Refer to Table

9-4 for specific instructions. The following theory of operation provides an explanation of
those circuits in the unit.
1.7.1 Theory of Operation
The Dynamic Brake slows the drawworks motors to the cathead speed set on the hand
throttle. It is typically used after a pipe is hoisted up to the monkey board. When the clutch
is thrown out, the motors are free-wheeling at full speed. If a separately-excited motor is
free-wheeling, it behaves as a generator, sending power back to the source. This
phenomenon is called REGENERATION. The motor can be effectively braked by
dissipating the regenerated power in a resistor bank.
Figure 9-3 shows the Shunt Motor DW Dynamic Brake circuit. The resistor bank is
connected across the DW A motor armature terminals when both K8 and K9 contacts are
closed.


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Figure 3-14 in the SCR Unit section shows the DW Dynamic Brake control circuit. Relay
K701 and K702 will energize when the following conditions are fulfilled:
 DW CONT (Pin 116) is -14 VDC. This indicates that DRAWWORKS is assigned at the
Driller's Console.
 DW FT TH (Pin 114) goes to Zero. This indicates that the FOOT THROTTLE has been
released.
 Firing Reference (TP7) is less than -5 VDC for Zero Volts out of the SCR bridge.
A three to five second delay has been designed into Dynamic Brake electronics. This
prevents the DW Dynamic Brake from engaging whenever the FOOT THROTTLE is
released before the braking has reached the desired level. This gives an immediate
drawworks response if the throttle is activated before the delay is completed and the DW
Dynamic Brake is turned on.
Relays K701 & K702 are both energized, although only the contacts of relay K702 are
utilized. The firing reference will be forced below -5 VDC because the FOOT THROTTLE is
released and the drawworks motors are turning at a high RPM. Anytime the DW Dynamic
Brake is ON, the firing reference is suppressed (inhibited). This prevents the SCR bridge
from phasing up while the resistor bank is connected across the DW A motor armature.
Relay K701 and K702 in the DC Control Module will deenergize when the drawworks
motors speed has decreased to the cathead speed set by the Drawworks Console HAND
THROTTLE. When the DW Dynamic Brake turns OFF, the firing reference will be released
and the SCR bridge will phase up to power the DW A motor.
1.7.2 Brake on Logic (External to DC Module) SCR or DW DB Cubicle K8
 If 120 VAC is available.
 And temp sensor is closed.
 And K8 is closed, then K1 is picked up and energizes DB Phase line to DC Control

Module Pin 138.
1.7.3 K9 and RL3

 If DB Phase line is energized and DC Control Module K702 is energized, then RL3 and
K9 will be picked up.


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RL3 picks up before and drops out after K9 so that K8 does not drop out
during the transition. If the contacts of K9 welds closed, K8 cannot pick up.
This will inhibit all braking functions by stopping 115 VAC to DC Control
Module Pin 138.
Table 9-4. Shunt Motor DW Dynamic Brake Troubleshooting
PROBLEM ACTION
BRAKE DOES NOT SWITCH ON
A. Operational error A. Brake will not switch on if the HAND THROTTLE is set at a
high speed. The HAND THROTTLE should not be rotated
beyond the 10 o'clock position.
B. Overtemperature B. OVERTEMPERATURE switch should be closed.
C. Loss of power supply C. Check for 115 VAC at Pin 138 of the DC Control Module with
DW assigned. If the voltage at Pin 138 is absent, check all
dynamic brake circuit fuses.
D. Control circuit malfunction D. When DW is assigned, K8 should energize. When the FOOT
THROTTLE is released for more than three seconds, Pin 135
of the DC Control Module should switch from Zero to 115
VAC. If it doesn't, replace the DC Control Module in the SCR
Cubicle assigned to DW. When Pin 135 of the DC Control
Module is 115 VAC, K9 and RL3 should power the resistor
bank to DW A motor armature terminals.
BRAKE REMAINS ON
A. Control circuit malfunction A. When the FOOT THROTTLE is depressed again, Pin 135 of
the DC Control Module should switch back to Zero Volts. If it
doesn't, replace the DC Control Module in the SCR cubicle
assigned to DW. When Pin 135 of the DC Control Module
goes to Zero Volts, K9 and RL3 should deenergize. If the DW
Dynamic Brake remains on when the SCR bridge is phased
up, high current will flow through the resistor bank circuit. If
this happens, the overtemperature switch should open and
deenergize K8.


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Figure 9-3. DW Dynamic Brake Schematic Diagram - Shunt Motor


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2 DRAWWORKS REGENERATIVE BRAKING
2.1 Operation
2.1.1 Purpose
Regenerative braking is designed to slow the declutched Drawworks (DW) motors. It is not
a supplement or substitute for the Eddy Current Brake which brakes the DW main
drum. The declutched DW motors can take up to 45 seconds to coast downward from full
speed to cathead speed if they are allowed to spin freely, If regenerative braking is utilized,
the DW motors will drop from full speed to cathead speed in twelve to 15 seconds.
2.1.2 Theory
Both a motor and generator require three things:
 A field winding with current flowing through it.
 An armature winding.
 Mechanical energy.
In a motor, both the armature and field windings have current flowing through them. The
current in each winding generates an electromagnetic field around that winding. The flux
lines of the armature winding electromagnetic field interact with flux lines of the field
winding electromagnetic field to cause a force which tries to push them apart. The field
winding is fixed in place, the armature winding is mounted on a shaft which is free to rotate.
The magnetic interaction causes the armature winding, and thus the shaft on which the
armature winding is mounted, to rotate. This rotation is used to drive pumps or other
mechanical devices. Electrical energy has been changed to mechanical energy.
In a generator, the field winding has current flowing through it which generates an
electromagnetic field. The flux lines of this electromagnetic field are cut by the armature
conductors as the shaft rotates. The rotation is caused by the mechanical energy stored in
the inertia of the motor armature windings and shaft. The field flux cutting the armature
windings generates an Electromotive Force (EMF). The EMF (an impressed potential
voltage) causes a current to flow if a complete circuit is connected to each end of the
armature winding. If the complete circuit contains resistors, the current flow through the
resistors will dissipate the electrical energy as heat. The energy converted to heat is
wasted, since it performs no useful work. This method of slowing down the DW motor is
called Dynamic Braking (refer to Figure 9-5).


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It is also possible to connect the power output of the armature windings to the original
electrical power source via the SCR bridge. Returning the converted power (mechanical to
electrical) to the electrical power source is the most efficient way of braking or slowing the
DW motor since energy is not wasted. This way of slowing down the DW motor is called
Regenerative Braking (refer to Figure 9-5).
K2
K1 BRAKE CO N TRO L
S E R IE S R E S IS T O R S IG N A L
M O TO R BANK
A
K1
W H E N K 1 P U LL S IN , E N E R G Y IN T H E F R E E W H E E L IN G
A R M AT U R E D IS S IPAT E S A S H E AT.
Figure 9-4. Dynamic Braking
These descriptions of Dynamic Braking and Regenerative Braking have been greatly
simplified. We did not explain that:
1. The original power source is AC.
2. The AC is changed to DC by an SCR bridge to power the motor.
3. During Regenerative Braking, the DC output of the motor is changed back to AC by
an SCR bridge.
In Regenerative Braking (refer to Figure 9-5), the motor-generated DC is converted to AC

by using the SCR bridge as a line-commutated inverter. To accomplish this, the SCRs must
fire at an angle >90.


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2.1.3 Technique
Just like a regular diode, SCRs only pass electron flow in one direction. The flow through
the SCR is always from negative to positive as shown by the arrow-headed line shown at
the top of each circuit in Figure 9-5.
( E LE C T R O N F LO W ) ( E LE C T R O N F LO W )
+
- Ia
+
- Ia
F IR IN G O F S C R
+
- M O TO R CEM F -
+
0V
POW ER A A
AC AC
SO U R C E
- SO U R C E
+
M O T O R IN G P O W E R = E a x I a R E G E N E R AT IN G P O W E R = E a x I a
Figure 9-5. Reversing Voltage Motor
The motor rotates in the same direction in both braking techniques as it does when being
used as a motor. During braking, the armature windings are the power source. The voltage
produced by the armature windings is the opposite of that felt when the motor is functioning
as a motor. The resultant armature winding electron flow is in the same direction. For
electrical power to be returned to the source in Regenerative Braking, the output of the
armature must be switched so the electron flow through the SCRs will continue to flow in
the same direction.
Since the output of the armature winding is DC, the SCR bridge is turned on when the
inverted voltage is greater than the AC source, power will be fed back into the AC source.
There are several actions which must take place for regenerative braking to occur:
1. The DC Control Module detects the need to brake.
2. The contactors for running the motors in normal mode are opened.
3. The armature reversing contactor is switched.


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4. The SCRs are phased back (fired at an angle greater than 90 degrees) to achieve
regeneration.
When the DW motors have sufficiently slowed down, the following actions must take place:
1. The DC Control Module detects the need to stop braking.
2. The reversing contactor is opened/switched only when the other contactors are
open.
3. The contactors for running the motors in normal mode are closed.
4. The SCRs are phased up (fired at <90) for normal running.
2.1.4 DW Control Schematic
Figure 9-6 shows the relay and contactor circuitry for DW motor running and Regenerative
Braking operations on SCR 2. This figure will be referred to during the rest of this
discussion of motor running and Regenerative Braking.
2.1.5 Forward DW Operation
Forward operation of the DW motor is achieved by selection of FWD on the Driller's

Console FWD/OFF/REV switch. FWD closes DW forward contactor K5T (K5-Top) in SCR
#2. (Refer to Figure 9-6, sheet 2). When FWD is selected, contactor K5T is closed which
permits K1 and K6 to be closed. The closing of K5T, K1 and K6 places -14 VDC on Pin
116 of the DC Control Module. The -14 VDC to Pin 116 is the DW contactor signal. This
tells the DC Control Module that the DW contactors are closed and to use the DW current
limit, DW hand throttle, and foot throttle references. For forward operation, contactor 2K8
and the contacts 1 and 3 plus 2 and 4 of contactor 2K5 are closed, thus causing the DW A
motor to rotate in the forward direction. Contactor 2K8 routes the current passing through
the motor's armature windings through the motor's field winding. The motor is thus being
powered by the SCR bridge in FWD. Regenerative braking is only allowed when the DWA
motor is being powered in the forward direction.


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Figure 9-6. Drawworks Control Circuit


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Figure 9-6. Drawworks Control Circuit (Continued)


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Figure 9-6. Drawworks Control Circuit (Continued)


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Figure 9-6. Drawworks Control Circuit (Concluded)


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2.1.6 Reverse DW Operation
Reverse operation of the DW motor is achieved by selection of REV on the Driller's

Console FWD/OFF/REV switch. This selection closes The DW reverse contactor K5B (K5-
Bottom) in SCR 2 (refer to Figure 9-6). When DW REVERSE is selected, contactor K5B is
closed. This, in turn, closes K1 and K6 contactors to be closed. This is called the DW
contactor signal. It tells the DC Control Module that the DW contactors are closed and to
use the DW current limits, hand throttle, and foot throttle references. For reverse operation
(refer to Figure 9-6), contacts 5 and 7, 6 and 8 of relay 2K5 are closed, thus causing the
Drawworks A motor to rotate in the reverse direction. The closing of 2K8 routes the current
passing through the motor armature windings also through the motor field windings. Only
Drawworks A can be placed in reverse operation.
2.1.7 Regenerative Braking
Let's recap several statements given in previous paragraphs:
1. Only Drawworks A can be placed in reverse operation.
2. Regenerative Braking is only available on forward operation of Drawworks A.
3. When Regenerative Braking is being used, the induced voltage in the motor
armature windings is in the opposite direction than when the motor is acting as a
motor.
4. In Regenerative Braking, the motor-generated DC is converted to AC by using the

SCR bridge as a line-commutated inverter. To do this, the SCRs must fire at an
angle >90.
During Regenerative Braking, power is returned to the source. This is accomplished by

making the motor a DC generator. When the SCR bridge powering the motor is phased off,
field current ceases to flow. The motor armature is turning at a high RPM. However with the
absence of a field, the motor will not generate a voltage. So a Braking Field must be turned
on to allow the motor to become a good DC generator. However, the CEMF (Counter
Electromotive Force) developed by the motor armature must be reversed during the
braking period of the regenerative in order to permit current to flow through the SCRs (refer
to Figure 9-5).
To accomplish braking, the regenerative braking logic must be understood. This will be
discussed in Electronic Circuitry later in this section. During regeneration, the motor is
treated as a quasi shunt motor. This is accomplished by opening contactor 2K8 and closing
contactor 2K9. The motor field windings will now have current supplied by the Drawworks A
Regen Field Supply (refer to Figure 9-7). The motor now functions as a DC generator.
However, power cannot flow through the SCR bridge because the generated voltage will


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reverse bias the SCRs. The armature polarity must be reversed. The armature polarity is
reversed by dropping K5T and picking up K5B. Closing K5B closes contacts 5 and 7 and 6
and 8 which reverses the armature polarity. This places the correct polarity on the SCRs
and enables the SCRs to conduct and feed power back to the source.
2.1.8 Regenerative Braking Logic
A printed circuit board inside the DC Control Module contains the electronic circuits that
controls the external relay logic. The DC Control Module initiates braking three to five
seconds after the FOOT THROTTLE is released. The DC Control Module electronic
circuits make the decision that braking is required and begin the braking sequence by
energizing relays K1 & K2 in the DC Control Module (refer to Figure 9-6). This action
switches Pins 127 and 135 of the DC Control Module to -14 VDC, picking up the 24 VDC
relays RL6 and RL7. These relays accomplish the following:
2.1.9 RL6
 Drops Contactor K8 (SERIES FIELD) and allows K9 (REGEN FIELD) to pick up.
 Reverses the armature by dropping out K5T and picking up K5B.
2.1.10 RL7
 Picks up a motor starter to turn on the braking field (refer to Figure 9-6).
After the motor speed falls to the cathead value, the DC Control Module drops out relays
RL6 & RL7. This will return the contactors to the non-braking state (K5T and K8 energized,
K9 de-energized).
2.1.11 Electronic Circuitry
The electronic circuits in the DC Control Module make the decision to initiate braking. This
is done by comparing the speed setting from the hand throttle to the speed feedback
signal. The DC Control Module electronics are designed to handle the change in polarity of
the voltage feedback signal that occurs during braking.
Zero throttle interlock is overridden during the braking cycle. This is necessary because of
the operation of the armature reversal contactor K5. Braking logic brings -14 VDC into Pin
109 of the DC Control Module. This signal releases the current ramp so that the braking
current level can be obtained. Four conditions must be satisfied before the current ramp
begins:


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1. DWA FORWARD is assigned (-14 VDC on Pin 138 of the DC Control Module).
2. The FOOT THROTTLE must be released. The initial braking logic decision will
switch Pins 127 and 135 of the DC Control Module to -14 VDC.
3. K9 is picked up and braking field supply is on.
4. Main assignment contactors are energized (-14 VDC on Pin 116 of the DC Control
Module).
2.1.12 Firing Reference Inhibit
During braking, a -14 VDC signal is sent from Pin 135 on the Drawworks A DC Control
Module to Pin 135 of the Drawworks B DC Control Module. This signal prevents the
Drawworks B DC Control Module from being able to run the Drawworks and oppose the
braking action of the Drawworks A motor.
2.1.13 Firing Pulses
To achieve regeneration, it is essential that firing pulses are never removed from the SCRs.
On systems that have Dynamic Braking, the pulses will be phased back and disappear
when the bridge voltage is not required. This will not occur with regenerative braking. DC
Control Modules are designed to maintain a small firing reference at all times.
This means that:
1. There is a bridge voltage when the SCR switch (CB) is closed. This voltage will go to
zero when the SCR is assigned.
2. When checking the resistance of the SCRs in a regenerative SCR bridge, not only
does the SCR switch (CB) have to be open, but the DC Control Module supply fuses
must be opened. Otherwise, the firing pulses will be present and the SCR will
indicate a low resistance.
Failure to follow these instructions will produce errors in the resistance

measurements.
2.2 Troubleshooting
The correct sequence of Regenerative Breaking can be noted by observation of the SCR
Bridge Cubicle:


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1. Place the Driller's Console controls to a selection of DWA and FORWARD

operation. Run the motor to high speed by completely depressing the FOOT
THROTTLE.
2. Release the FOOT THROTTLE. The motor current will drop to zero. The motor RPM
will be high, so braking is needed.
3. The system has a three to five second delay designed into the braking sequence so
immediate braking will not occur. After the delay, braking will begin.
4. K8 will drop out and K9 should pick up, (both K8 & K9 or located in SCR 2). K5T in
SCR 2 will switch to K5B.
5. The SCR bridge current will ramp up and the Drawworks A motor speed will return
to the cathead RPM. The SCR Cubicle VOLTMETER will indicate a negative voltage
during the braking action.
6. At the end of the braking cycle, the power contactors will switch back to their pre-
braking position.
7. The SCR bridge will phase up and the Drawworks A motor will resume running at
the cathead RPM.
If the breaking sequence does not function as stated, check the following:
1. Verify that DWA is assigned. The Dynamic Brake does not work on DWB
(Drawworks B) or DWS (Drawworks Series).
2. Pin 135 of the DC Control Module should read -14 VDC when braking is required. If
it does not, but -14 VDC is present on Pin 138 of the DC Control Module. The DC
Control Module is defective, replace it.
3. Contactors K8 and K9 should change states. If they do not pick up, check and
ensure that RL6 is energized.
4. Verify that -14 VDC is being applied to Pin 109 of the DC Control Module.
If problems occur during Regenerative Braking, stop the braking sequence by removing the
input from Pin 138 of the DC Control Module located in the SCR Bridge Unit where the
faulty braking operation is taking place.


Operation Manual
PLC System with WAGO Remote I/O &

Touchscreen

18 This document contains proprietary and confidential information National-Oilwell Varco
which belongs to National Oilwell Varco; it is loaned for limited 1530 W. Sam Houston Pkwy. N
REMARKS purposes only and remains the property of National Oilwell Varco.
Reproduction, in whole or in part; or use of this design or Houston, Texas 77043
MAIN TAG NUMBER DISCIPLINE distribution of this information to others is not permitted without the USA
express written consent of National Oilwell Varco. This document is Phone +1 713 935 8000
CLIENT PO NUMBER event upon completion of the use for which it was loaned. Fax +1 713 935 8382
 National Oilwell Varco
D25RSTD-1200-MAN-015 01
www.nov.com


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REVISION HISTORY
01 27.09.2007 For Information MS RB BD



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TABLE OF CONTENTS
1 PLC CONTROL SYSTEM DESCRIPTION ....................................................................... 4

1.1 Purpose .................................................................................................................. 4
1.2 System Definition .................................................................................................... 4
1.3 Special Programming Features/Additional PLC Logic ............................................ 5
1.4 Behaviour in Case of Loss of Communication or PLC Control ............................... 5
2 CONNECTION RECOMMENDATIONS ............................................................................ 6
3 PLC TERMINAL BLOCK DESIGNATION ........................................................................ 8
3.1 PLC Led Indication ................................................................................................. 9
4 LOGIC EQUATION TROUBLESHOOTING .................................................................... 10
5 PLC PROGRAMMING SOFTWARE DESCRIPTION ..................................................... 13
6 PLC SYSTEM TOUCH SCREEN SYSTEM DESCRIPTION ........................................... 14
6.1 Purpose ................................................................................................................ 14
6.2 System Definition .................................................................................................. 14
6.3 Connection Recommendations ............................................................................. 14
7 TOUCH SCREEN SYSTEM SCREENS OVERVIEW ..................................................... 14


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1 PLC CONTROL SYSTEM DESCRIPTION
1.1 Purpose
The purpose of the Programmable Logic Controller (PLC) in the control system is to reduce
interconnect cabling and overall components required to operate the system. This is
accomplished through the use of a single, serial communication cable between the various
PLC remote I/O racks located throughout the system. These remote I/O racks are located
as close as is possible to the device that is to be controlled thereby reducing the required
wiring to said components.
1.2 System Definition
The PLC System is made up of a main PLC Rack (refer to Table 1-1) using the S7-315-
2DP CPU manufactured by Siemens, and variable number of Profibus-DP remote I/O racks
utilizing Profibus-DP interface modules manufactured by WAGO. Profibus serial
communication cables are used to interface the main PLC to the remote I/O racks. The
protocol used is Profibus-DP running at 1.5 MB (Megabaud) communication rate.
RACK LOCATION DESCRIPTION

SCR CR1 SCR PLC Cubicle SCR House Central Rack 1 - A 315-2DP CPU, a 8 discrete input 8
discrete output card
SCR RR1 SCR1 Cubicle SCR Remote Rack 1 – WAGO Profibus-DP 333 Interface Module on a
DIN rail with variable amount of I/O (depending on requirement).
SCR RR2 SCR2 Cubicle SCR Remote Rack 2 – WAGO Profibus-DP 333 Interface Module on a
DIN rail with variable amount of I/O (depending on requirement).
SCR RR* SCR* Cubicle SCR Remote Rack * – for each additional SCR in the system, having a
similar setup as SCR remote racks above.
DC RR10 Driller's Console Driller's Console Remote Rack 10 – WAGO Profibus-DP 333 Interface
Module on a DIN rail with variable amount of I/O (depending on
requirement).
MCC RR11 Motor Control Center Motor Control Center Remote Rack 11 - WAGO Profibus-DP 333
Interface Module on a DIN rail with variable amount of I/O.
Table 1-1. PLC Rack Definition


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1.3 Special Programming Features/Additional PLC Logic
In addition to providing a serial link for communication of commands between the PLC and
I/O locations, the PLC logic also provides:
1. Useful diagnostic information from all throttles, switches, and various other points in the
system. Status information for the overall system is displayed on the HMI and can aid
in easier troubleshooting of faults and errors.
2. All speed and torque references are programmed to ramp their outputs rather than the
outputs mimicking the signals of the potentiometers. This feature enables gentler start
on the motors and is easier on the engines. By default the ramps are disabled (ramp
time set to zero), but can be activated easily by customer request.
3. Delaying closure of the Assignment Contactor. Setting the Assignment Switch and
switching a drilling function to ON will cause the auxiliary motors to turn on. Once all
motor starters have closed and no alarm exists (for that unit), the Assignment Contactor
will close after a delay of five seconds. Loss of an auxiliary motor after assignment will
cause an audible alarm to sound and the corresponding light on the Driller’s Console to
blink. However, the assignment will remain. The alarm can be canceled in either of two
ways:
 Cancellation of the assignment.

 The return of proper auxiliary motor operation.
1.4 Behaviour in Case of Loss of Communication or PLC Control
A lamp on the SCR House PLC Panel indicates the communication channel status.


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2 CONNECTION RECOMMENDATIONS
Figure 2-1 shows the serial communication interconnections between the PLC Racks. All
twisted-pair Profibus lines should be wired with Belden Cable #3079A (or equivalent) cable.
The multi-line bus extension cables that connect the Central Racks and Extension Racks
are made by Siemens (Part Number 6ES7368-3BB01-0AA0). All cables should be
connected as shown in Figure 2-1.
The termination resistors built into the Siemens Profibus connectors for each Belden Cable
should be switched on (there is a switch located on the side of the connector) if the
connector is located at the end of the transmission line. Both ends of the line should be
terminated for proper communications.


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Figure 2-1. PLC Rack Serial Communication Interconnection


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3 PLC TERMINAL BLOCK DESIGNATION
NOV drawings designate each PLC connection by use of a specific terminal block symbol.
 The specific Rack location.

 The Rack number in that location.
 The PLC's Slot position in that Rack.
The terminals on each of the I/O Modules are very similar. PLC addressing is configured in
the software. It is thus independent of the order in which the I/O Modules are installed.
Each termination must have a unique identifier. Therefore, the Rack, Slot, and Pin numbers
used to identify each termination are unique.
The unique terminal block designation number is constructed in the following manner:
(Rack)+ (/)+(Slot #)+(-)+(Pin #)
Example: If a certain PLC output is located at the Driller's Console Central Rack 1 in slot 4
on pin 15, the terminal block designation would be derived thusly:
( Rack )+(/)+(Slot #)+(-)+(Pin #)

(DC CR1)+(/)+( 4 )+(-)+( 15 )
DC CR1 + / + 4 + - + 15
DC CR1 / 4 - 15
DC CR1/4-15
Slot 2 in SCR CR1 (SCR House PLC Panel Rack 1) contains a CPU. Racks that
do not have a CPU do not have a Slot 2.
Slot 3 of SCR CR1 (SCR House PLC Rack 1) and SCR ER1 (SCR House PLC
Expansion Rack 1) each contain a back Plane Interface Module.
To aid troubleshooting, NOV drawings show the logic associated with each discrete output
in equation form. Understanding what the PLC terminal block designations mean is
essential if you are to gain an understanding of the NOV drawings' logic equations.
Each discrete output's equations give the following information:
 All of the input terminal designations for that specific discrete output.
 The logic sequence that must exist for that specific discrete output to be switched on.


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3.1 PLC LED Indication

When a particular discrete I/O is CLOSED or TRUE or ON, the LED on the I/O Module
associated with that I/O will be illuminated. For INPUTS, the LED is illuminated if the
correct voltage exists on the corresponding pin. For OUTPUTS, the LED is illuminated if
the PLC program commands the output to CLOSE
Figure 3-1 shows a Typical Output Module block and terminal connection diagrams that
show the association between pin numbering and LED location.
In Figure 3-1, note that six Pins (Pins 4, 8, 13, and 17 are common, Pin 1 is +24
VDC, and Pin 20 is Zero VDC (ground)) are not connected to a Channel
Number LED, and that eight Pins are connected to a Channel Number LED on the
Digital Output Module. Pin 3 is connected to LED 0, Pin 5 to LED 1, Pin 7 to LED 2,
Pin 9 to LED 3, Pin 12 to LED 4, Pin 14 to LED 5, Pin 16 to LED 6, and Pin 18 to LED 7.
Figure 3-1. SM 322 Module Block and Terminal Connection Diagrams


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LOGIC EQUATION TROUBLESHOOTING
If the Siemens Step 7 User's Manual is available, refer to its Chapter 17.
Study of the following example will help gain an understanding of the logic process used
when troubleshooting system problems that involve the PLC. Figure 4-1 is a PLC program
shown in a ladder equation that assigns Drawworks A/Rotary Table motor's forward
rotation to SCR 2. The ladder equation of the PLC program states (starting at the left side
and proceeding to the right):
Figure 4-1. Ladder Equation Assigning DWA Motor's Forward Rotation to SCR 8
(MODE 3 or MODE 7 or MODE 11)

and DWA/RT-FWD-SW
and not DWA/RT-REV-SW
and (DWA-SELECTED-SW or RT-SELECT1-SW)
and SCR2 ON
and (DW-ASSIGN or DWA/RT-FWD-SCR2-ASSIGN)
and not COMM LOSS ALARM
= DWA/RT-FWD-SCR2-ASSIGN.
ALL parts of a ladder equation must be TRUE for the equation to be satisfied.


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In this equation, MODE 3, MODE 7, and MODE 11 are set to TRUE by software that
monitors the position of the Driller's Console Assignment Switch. If set to MODE 3
(position 3 closed on the switch) or MODE 7 (position 7 closed on the switch) or MODE 11
(position 11 closed on the switch), this part of the equation will be TRUE.
DWA/RT-FWD-SW is set to TRUE by software based on the position of the Driller's
Console Forward/Off/Reverse Lockout Switch. If this switch is set to the FORWARD
position, this part of the equation will be TRUE.
DWA/RT-REV-SW is an interlock used to prevent SCR 2 being assigned to power

Drawworks A/Rotary Table motor in both the forward and reverse direction at the same
time. In this case, if the contact is OPEN (the motor is NOT being powered in the reverse
direction by SCR 2), this part of the equation will be TRUE.
RT-SELECT1-SW and the DWA-SELECTED-SW are set to TRUE by software, based on

the position of the Driller's Console RT/OFF/DW Lockout Switch. If this switch is set to the
RT position, RT-SELECT1-SW will be TRUE. If this switch is set to the DW position, DWA-
SELECTED-SW will be TRUE. If either RT-SELECT1-SW or DWA-SELECTED-SW are
TRUE, this part of the equation will be TRUE.
SCR2 ON is mapped to SCR ER1/4-3 (SCR PLC, Expansion Rack 1, Slot 4, Pin 3). If
SCR 2 is turned on, this part of the equation will be TRUE.
DW-ASSIGN is true if the auxiliary devices are in operation. In this equation, it is ORed (if
either condition is TRUE, the equation is TRUE) with DWA/RT-FWD-SCR2-ASSIGN (the
output of this equation). Therefore, for the overall equation to be TRUE when the
Drawworks A/Rotary Table motor is initially set to run in the forward direction, the auxiliary
devices must be operating. However, once the motor is running in the forward direction, the
auxiliary devices can be turned off and the motor will continue to be powered in the forward
direction.
COM LOSS ALARM is set to ON (the contact is OPEN) when the equipment has detected
a loss in communication. In this case, if the contact is CLOSED (no communication loss
has been detected), this part of the equation will be TRUE.
DWA/RT-FWD-SCR2-ASSIGN is mapped to Terminal Block SCR ER1/7-7 (SCR PLC,

Expansion Rack 1, Slot 7, Pin 7). If the ladder equation shown in Figure 7-3 is TRUE (all
the conditions are met) the contact at SCR ER1/7-7 will close, SCR 2 will be assigned to
power Drawworks A/Rotary Table, and the Drawworks A/Rotary Table motor will rotate in
the forward direction.
In this example, the output DWA/RT-FWD-SCR2-ASSIGN is fed to an assignment

contactor. If, for some reason, this contactor blocks assignment (it is not closing), this is a
logical troubleshooting procedure:


Revision 01
Page 12
In the following steps, referral to a specific Pin # indicates that Pin # shown on
the schematic in Figure 3-1. Referral to a specific Channel Number LED #
indicates the appropriate LED of the eight SM322 Module Block LEDs shown on the
left side of Figure 3-1.
A. Check to see if the DWA/RT-FWD-SCR2-ASSIGN contactor has voltage on it's coil.

If voltage is present, the contactor is bad. Replace it. If voltage is not present,
proceed to Step B.
B. Measure the voltage between Pins 1 and 20. If voltage is present, proceed to Step
C. If +24 VDC is not present, there is an external wiring problem.
C. Monitor LED 2. If it is illuminated (TRUE), Pins 7 and 8 should be connected. Take
a resistance reading between them. If the reading is not Zero , the Output Module
needs to be replaced.
D. If the resistance reading is Zero , check for a wiring problem.
E. If LED 2 is still not illuminated (FALSE), replace the Output Module.
USER MODIFICATION OF ANY OF THE NATIONAL OILWELL VARCO

SUPPLIED SYSTEM SOFTWARE VOIDS ALL NATIONAL OILWELL VARCO
WARRANTIES.


Revision 01
Page 13
PLC PROGRAMMING SOFTWARE DESCRIPTION
The software used to program the PLC is SIMATIC STEP 7, by Siemens. This software is
an easy-to-setup-and-use Windows-based software package.
A hand-held programmer is also available from Siemens.
If you require a copy of this programming software package, the software manual, or the
hand-held programmer, contact NOV’s parts sales department by calling (713)935-8000,
Monday through Friday 9:00 AM through 5:00 PM Central Standard Time (CST ).


Revision 01
Page 14
TOUCH SCREEN SYSTEM DESCRIPTION
6 Purpose
The purpose of the touch screen is to monitor the assignment of the SCRs, display meter
readings, for standard diagnostics and alarm annunciation. The touch screen is NOT
designed to be used for any control, but only for monitoring purpose. The touch screen is
usually mounted on the door of the PLC cubicle, but it may be mounted elsewhere
depending on circumstances.
6.1 System Definition
The touch screen system consists of a Flat Screen Touch Panel (Proface PF3600 family)
communicating with the main SIEMENS PLC (315-2DP CPU) using the MPI
communication port. The communication rate for the MPI port is set to 187.5KB (Kilobaud).
The standard node number assignment for the PLC is 2, and 5 for the touch screen, but
this may change depending on the application.
6.2 Connection Recommendations
All twisted-pair Profibus lines should be wired with Belden Cable #3079A or equivalent
cable. The termination resistors built into the connectors on either end of the cable should
be switched on (there is a switch located on the side of the connector).
6.3 TOUCH SCREEN SYSTEM SCREENS OVERVIEW
The touch screen will always display the NOV banner (Main Screen) by default after power
up. From the main screen it is possible to go to other screens. The Main Screen will
contain the National Oilwell Varco contact information. The touch screen may have a
variable number of display screens depending on the application and system configuration,
however there are always a set of standard display screens that are present in every
system. Some of the display screens are explained in detailed below.
7 SYSTEM ONE-LINE SCREEN
The “One-Line” screen will display the overall system status and also the selected
assignment for each SCR. Refer to Figure 7-1 for a pictorial representation of the “One-
Line” screen for a system with 3 GENs and 4 SCRs. Besides the Generator and SCR
status, this screen also shows the Power Limit, Ground Fault and MOV status.


Revision 01
Page 15
Figure 7-1: System One-Line
7.1 Assignment Screen
Assignment screen will show a mimic of the Driller’s Console Assignment Chart, with each
square box highlighted if that assignment is active. Touching the square box will bring up
the corresponding assignment status/diagnostic screen.
`Figure 7-2: Assignment Screen


Revision 01
Page 16
Once the touch screen is set up with the proper software and a working connection is made
to the PLC, it will monitor the driller’s console assignment.
The touch screen will only let you monitor assignments, and will not let you
change the assignments.
7.2 Assignment Status / Diagnostic Screen
Figure 7-2 shows all the possible assignments. We will use the SCR1-DWS assignment as
our example. Touching the screen on the SCR1-DWS square will bring up the screen
shown on Figure 7-3.
Figure 7-3: Assignment Status/Diagnostic Screen
This is the STATUS/DIAGNOSTIC screen for SCR1-DWS assignment. Green circles are
used to indicate O.K. or “On” condition, and Red circles indicate a fault condition, while the
shadowed out circles indicate an inactive condition.


Revision 01
Page 17
On the left side of the screen are a series of auxiliaries and conditions required for that
particular assignment (such as if the SCR is on and if the motor auxiliaries are on). At the
top of the screen are readings for bridge current, voltage, the percent speed reference, and
if applicable, torque reference or current limit references. In the middle of the screen, it
displays the status of the SCR bridge. On the bottom right of the screen is a display of fault
or lockout conditions for that assignment. In the middle of the screen is a real-time trend
chart displaying the voltage, current, and reference signals for the selected assignment.
The color of the lines/pens in the trend chart correspond to the color of the labels used for
the data on the top portion of the screen.
Other assignments will have similar information displayed on their STATUS/DIAGNOSTIC

screens.
7.3 Additional/Optional Screens
Drillers Console screen displays all the status information for devices physically mounted
on the Driller’s Console. This screen can be used to monitor for the proper functionality of
all the switches and throttles used on the Driller’s Console. Figure 7-4 shows a typical
Drillers Console screen. This display screen may not be present in every job.
Figure 7-4: Drillers Console Screen


Revision 01
Page 18
Diagnostic Screen displays the health status for each remote node in the Profibus or other
Communication Network. In some systems, this screen may contain additional information
related to the PLC control system (such as PLC error codes, I/O faults, etc…). Figure 7-5
shows a typical Diagnostic Screen. This display screen may not be present in every job.
Figure 7-4: Drillers Console Screen

FINAL DOCUMENTATION
SCR System
Section 1.2
Spare Parts
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Chapter 1 Index 1.2
Installation, Operation & Maintenance

8535 C00 Spare Parts
DOCUMENT NUMBER REV
10877885-IDX 01
www.nov.com


Revision 01
Page 2
Sec. Name ID Rev NOV

Code
1.2 SPARE PARTS
SYSTEM SPARE PARTS LIST 10691194-SPL 01 N07
www.nov.com

SPARE PARTS LIST
8535-ONGC BARODA
SCR House
8535 J258535 ONGC BARODA

ADDITIONAL CODE SDRL CODE TOTAL PGS This document contains proprietary and/or confidential National Oilwell Varco
information of National Oilwell Varco (NOV). It is loaned for Rig Solutions - CCD
4
limited purposes only. Any reproduction, in whole or in part, or 11000 Corporate Center Drive
REMARKS use, or disclosure of the contents to others shall be in Houston, TX 77041
accordance with the terms and conditions agreed upon with
MAIN TAG NUMBER DISCIPLINE NOV. Any use, reproduction, or disclosure beyond the terms Phone: 281-854-0400
and conditions of the release is prohibited without the express
written consent of NOV. The burden of proof that NOV consent
CLIENT PO NUMBER has been issued within the provisions of this paragraph lies with
the recipient. This document is to be returned to NOV or its
destruction certified upon request by NOV and in any event
CLIENT DOCUMENT NUMBER
upon completion of the use for which it was loaned. Except for
Client Document Num. the limited purposes agreed upon between NOV and the
recipient, no licenses or other rights are granted or conferred
upon recipient, expressly, implied or otherwise, under any of
NOV’s patents, trademarks, trade secrets, copyrights, or other
intellectual property rights. All rights pertaining to this document
and its contents are expressly reserved and retained by NOV.
©National Oilwell Varco, all rights reserved.
DOCUMENT NUMBER REVISION
10691194-SPL 01
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Document Number: 10691194-SPL

Revision: 01
REVISION HISTORY
01 13.11.2013 Initial Issue MD SA MD

Rev. Date (dd.mm.yyyy) Reason for issue Prep. Check Appr.
CHANGE DESCRIPTION
Revision Change description

01 First issue
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SPARE PARTS LIST

EQUIPMENT DESCRIPTION
SCR 1400
Engineering Contactor: National Oilwell Varco INQUIRY NO: DOC. NO: 10691194-SPL
Supplier's Name and Address: National Oilwell Varco
5100 N. Sam Houston Pkwy. W.
Customer Rig Ref. BOM No. NOV Part No.
Houston, TX 77086 ONGC 8535
Phone Number: 281-569-3000
Supplier's Contact Person: After Sales Spare Parts: Wayne Vaughan (Extension #5972) TAG No. PO No. Currency Ref. / Ser. No.
Email: wayne.vaughan@nov.com USD
COMMISSIONING TWO YEAR OPER.
MATERIALS DATA
SPARES SPARES
Quantity to be Ordered
Delivery Time for Parts

Unit Price (__) USD
Recommended
Recommended
(In Weeks)
(Currency)
Item No.
Item /
Description of the Recommended Spare Parts NOV Part No.
Ref. No.
1 150AT,250AF,690VAC,80KAIC,3P,THERMALMAGNETIC TRIP UNIT 10065902‐001 1
2 2.0HP,50HZ, M1400/G 10651263‐001 1
3 ASSY DUAL OUTPUT DC EXCITATION FOR 50HZ 10858869‐001 1
4 ASSY‐600V GND FLT W/RELAY OUTS 10050042‐001 1
5 ASSY‐MTR CAL CKT BD FUO 3" MTR 10050037‐001 1
6 ASSY‐PWR LMT CNTLR FUO STD SYSTEMS‐SAME AS STD PWR LMT 10050064‐001 1
7 BDGE‐30V, 1000V, 1PH 10040541‐001 1
8 CAP‐ 1 MFD, 400V,MYLAR,.450WX 1.20L,1.40LS,AXIAL,GLASS WR 10048849‐001 1
9 CB‐ SHUNT TRIP, 120 Vac 10049615‐001 1
10 CB‐1600AF,E3,3P,690VAC, 75KIC,FIXED MOUNT,PR121/P LSI TRIP 10049527‐044 1
11 CB‐UVR(YU),24VDC,FOR E1 THRU E6 FRAME SIZE 10049598‐001 1
12 CONTR‐CONT,0A4B0C, 10A, 600VAC(4)NC CONTACTS 10042430‐001 1
13 CONTR‐CONT,4A0B0C, 10A,600VA 10040445‐001 1
14 CT‐ 10:5 RATIO 10696064‐001 1
15 CT‐ 750:1;2. A;3.25X1.25 MAX WDW 10049358‐001 1
16 CT‐ 800:1;2. A;4.25 X 1.25 WDW 10049363‐001 1
17 DIODE 600V 3A MOTOROLA IN5551 10056131‐001 1
18 DIODE‐ 400V, 3A,GENERAL PURPPOSE 10049907‐001 1
19 DIODE‐ 600V, 1A, STAY BAKED 10048867‐001 1
20 DIODE‐1000V, 1A 10503535‐001 1
21 DIODE‐ZENER, 8.2V, 5W,5% 10049891‐001 2
22 DISPLAY, 0‐1mA INPUT, 85‐264 Vac, integrating totalizer 10641328‐001 1
23 FIELD SPLY‐REVERSING,50 HZ 10507902‐001 1
24 FUSE‐ .6A, 500V C, 10KIC, CLASS M 10056809‐010 20
25 FUSE‐ 2. A, 500V C, 10KIC, 10056809‐017 20
26 FUSE‐ 6. A, 500V C, 10KIC, CLASS M 10056809‐027 20
27 FUSE‐ 50. A, 690V C, 80KIC, CLASS J,GENERAL PURPOSE, 10049487‐001 10
28 FUSE‐ 80. A, 690V C,80KIC,URCLASS,SLO‐BLO mfg#18059 10049488‐001 10
29 Fuse 1.5" FUSE,UL RECOGNIZED,CLASS CC 10042493‐001 20
30 FUSE 15. A, 600VAC, 200KIC 10041937‐036 20
31 FUSE 3.5A, 500V, 10KIC 10056809‐022 20
32 METER‐AAC, 0‐2000, 0‐1MA INPUT 10073344‐001 1
33 METER‐ADC;0‐ 100;DB40;0‐50MV RATING;TAUT BAND;SHUNT 10050299‐001 1
34 METER‐ADC;0‐1000;DB40;0‐1MA RATING;TAUT BAND;SELF‐ 10050283‐001 1
35 METER‐ADC;0‐2000;HOYT;0‐1MADC;200 OHM;N.O.V. LOGO 10050282‐001 1
36 METER‐ADC0‐1550MVDC INPUT 10073345‐001 1
37 METER‐DIGITAL;5V INPUT 10066477‐001 1
38 METER‐FREQ;45‐55HZ;115V INPUT;MINI SWITHCBOARD INSTR;2180 10050337‐001 1
39 METER‐GND;0‐100%AC;GND AMPS;1MADC FULL SCALE; 200 10050357‐001 1
40 METER‐GND;100‐0‐100%ADC;1‐0‐1MADC FULL SCALE; 200 10050355‐001 1
41 METER‐HOUR, 50 HZ 10041452‐001 1
42 METER‐KVAR, 0‐2000, 0‐1MA INPUT 10073341‐001 1
43 METER‐KW;0‐2000;0‐1MA INPUT;MINI SWITHCBOARD INSTR;2180 10050271‐001 1
44 METER‐mADC, 0‐250, 0‐1MA INPUT 10073343‐001 1
45 METER‐PWR LMT;0‐100%;PANEL;EDGEWISE;HORIZONTAL;0‐1MA 10050332‐001 1
46 METER‐TEMP,100 OHM,250DEG C W/FORM C ALARM CONTACT 10051420‐001 1
47 METER‐VDC;0‐1000;HOYT;0‐1MADC;200 OHM;N.O.V. LOGO 10050324‐001 1
48 MODULE‐AC,50HZ OPERATION 10510739‐001 1
49 MODULE‐DC;SHUNT JOB CAL'D 50HZ 10545460‐001 1
50 MONITOR CURRENTMULTITEK M200A1U 120VAC POWER SUPPLY 10056928‐001 1
51 PB‐ILLUM;120AC/VDC;AMB LED 10066871‐001 1
www.nov.com Page 3

SPARE PARTS LIST

EQUIPMENT DESCRIPTION
SCR 1400
Engineering Contactor: National Oilwell Varco INQUIRY NO: DOC. NO: 10691194-SPL
Supplier's Name and Address: National Oilwell Varco
5100 N. Sam Houston Pkwy. W.
Customer Rig Ref. BOM No. NOV Part No.
Houston, TX 77086 ONGC 8535
Phone Number: 281-569-3000
Supplier's Contact Person: After Sales Spare Parts: Wayne Vaughan (Extension #5972) TAG No. PO No. Currency Ref. / Ser. No.
Email: wayne.vaughan@nov.com USD
COMMISSIONING TWO YEAR OPER.
MATERIALS DATA
SPARES SPARES
Delivery Time for Parts

Unit Price (__) USD
Recommended
Recommended
(In Weeks)
(Currency)
Item No.
Item /
Description of the Recommended Spare Parts NOV Part No.
Ref. No.
52 PB‐ILLUM;120AC/VDC;RED LEDW/O GUARD 10067327‐001 1
53 PC‐ASSY GEN CURRENT DEMOD PC FUO 3" HOYT METERS 10049978‐001 1
54 PCA‐VOLTAGE FEEDBACK 10050023‐001 1
55 PC‐CONTR AUCTIONEERING 10049998‐001 1
56 PC‐DC SLIDE FOR ABB CB 10049982‐001 1
57 PC‐DRLS CONS;ADD:JUMPER‐PIN 1TO D23 CATHODE 10050015‐001 1
58 PC‐GEN EXC;REV 120 OR 240V RATED 10050053‐001 1
59 PC‐S&A;FREQ MTR LOW PASS FLTR2.56" X 2.70";1" METER POST 10042975‐001 1
60 PL‐ 18V;CLR LENS;RND HD 10049347‐001 1
61 PL‐120V,AMBER,LED,FV,OIL TIGHT 10040442‐001 1
62 PL‐120V,GRN,LED,FV,OIL TIGHT 10040440‐001 1
63 PL‐120V,RED,LED,FV,OIL TIGHT 10042347‐001 1
64 PL‐120V,WHT,LED,FV,OIL TIGHT 10042348‐001 1
65 PL‐120V;BLU;W/O BULB;FVMIN OT 10042219‐001 1
66 PL‐FV MIN OT 120V AMB LENS 10042212‐001 1
67 PL‐FV MIN OT 120V CLR LENS 10042213‐001 1
68 PL‐FV MIN OT 120V CLR LENS 10042211‐001 1
69 PL‐FV MIN OT 12‐V RED LINES 10042210‐001 1
70 REGULATOR‐W/FILTER,0‐15PSI W/GAUGE,20 MICRON 10041246‐001 1
71 RELAY 120 VAC 10040997‐001 1
72 RELAY, 3PDT 10A 24VDC COIL 10032547‐007 1
73 RES‐ 2.0 KOHM,225W, 5% 10049916‐001 1
74 RHEOSTAT‐ 1KOHM, 25W, %,TY 10049950‐001 1
75 RHEOSTAT‐ 1KOHM; W; %;DUAL SECTION 10049953‐001 1
76 RHEOSTAT‐ 1KOHM;DUAL ASSY F/HAND THROTTLE 10049319‐001 1
77 RLY‐ 26.5VDC;DPDT;M39016;700 OHM COIL; MIL# J2K‐4730‐109L 10040956‐001 1
78 RLY‐ 26VDC;0A0B2C; A;3000 COIL;(26.5 VDC);DT 10048955‐001 1
79 RLY TIME DELAY, 120 VAC 10054781‐001 1
80 RLY‐120VAC,2A2B0C,UL & CSA APPROVED 10041268‐001 1
81 RLY‐120VAC,3A1B0C, 10A,IEC D 10042138‐001 1
82 RLY‐120VAC,4A0B0C, 10A,IEC D 10042139‐001 1
83 RLY‐120VAC,SPDT,6A TB RELAY INTERPOSING ISOLATION RLEAY 10049696‐001 1
84 RLY‐TMR,1.0S‐180S 10042599‐001 1
85 RLY‐TMR;24V AC/DC;220..240VAC;.1 S‐ 10S; DIN RAIL MTG ERE 10049712‐001 1
86 RLY‐VOLTAGE SENSING 120VAC PROTECTIVE, UNDERVOLTAGE WITH 10049689‐001 1
87 XFMR‐ 1.1KVA; 380/440/550/660:11 10699397‐001 1
88 XFMR‐ 1KVA; 660;120/208/240CVT 10699393‐001 1
89 XFMR‐ 20KVA; 660/480;400/200 10699396‐001 1
90 XFMR‐ 2KVA; 660; 240/120, CPT 10699385‐001 1
91 XFMR‐ 3KVA; 660:600;3PH;50HZ 10702701‐001 1
92 XFMR‐ 50VA; 660:26.5;CPT 10699382‐001 1
93 XFMR‐ 50VA; 660:32Y 10699383‐001 1
94 XFMR‐ 66VA; 660:115/11,CPT;3PH 10699372‐001 1
95 XFMR‐ 800VA; 660:115/66,CPT;3PH 10842317‐001 1
96 XFMR‐ 150VA; 660:120 50/60HZ 10699384‐001 1
97 XFMR‐ 150VA; 660:45, CPT 10699374‐001 1
98
99
100
101
102
www.nov.com Page 4

FINAL DOCUMENTATION
SCR System
Chapter 2
Technical Document & Drawings
Package
www.nov.com

FINAL DOCUMENTATION
SCR System
Section 2.1
General Drawings
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Chapter 2 Index 2.1
Technical Document & Drawing Package

8535 C00 General Drawings
DOCUMENT NUMBER REV
10877887-IDX 01
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Revision 01
Page 2
Sec Name ID Rev NOV

Code
2.1 OUTLINE / GENERAL ARRANGEMENT DRAWINGS
POWER HOUSE (4X4) 10691195-GAD 02 B01
MCC HOUSE ELEVATION 10691196-GAD 02 B01
4GEN/4SCR LINE-UP ELEVATION 10691198-GAD 01 B01
415VAC MCC A ELEVATION 10691199-GAD 01 B01
415VAC MCC B ELEVATION 10691200-GAD 01 B01
SCR/GEN LINE-UP SYSTEM 10730385-GAD 01 B01
CUBICLE – 415V MAIN TIE MAIN 10733931-GAD 01 B01
660V INC/220V DIST. LINE UP 10734676-GAD 01 B01
MCC A&B – REPLAY PAN 10744868-ASM 01 B01
ASSEMBLY DRAWING
POWER HOUSE (4X4) 10691195-ASM 02 B02
MCC HOUSE 10691196-ASM 02 B02
CUBICLE – MP1 & MP2 FIELD SUPPLY 10702073-ASM 02 B02
CUBICLE – SCR 1 10731720-ASM 02 B02
CUBICLE – GEN 1 10731725-ASM 02 B02
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Revision 01
Page 3
Sec Name ID Rev NOV

Code
2.1 ASSEMBLY DRAWING
CUBICLE-415V MAIN TIE MAIN 10733931-ASM 03 B02
660V INC/220V DIST. LINE UP 10734676-ASM 02 B02
GENERATOR PLUG PANEL 10735924-ASM 02 B02
MCC FEED PLUG PANEL 10735925-ASM 01 B02
CUBICLE-DWA,DWB IRT FIELD SUPPLY 10736284-ASM 02 B02
MAIN DC PLUG PANEL 10736354-ASM 02 B02
CONT ASSY STANDARD,4SCR,7DCM 10737310-ASM 01 B02
MCC HSE AC PLUG 10738423-ASM 02 B02
MAIN BUS-(2) 25X6, 4X4 10738471-ASM 01 B02
MCC INCOMER PLUG PANEL 10739325-ASM 01 B02
CONSOLE-M475 DRILLERS, 4 GEN 10741482-ASM 02 B02
ACCESSORIES-SLING SHOT EXTENSION 10742954-ASM 01 B02
SCR HOUSE GROUNDING 10781768-ASM 01 B02
MCC HOUSE GROUNDING 10781769-ASM 01 B02
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FINAL DOCUMENTATION
SCR System
Section 2.2
Data
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Chapter 2 Index 2.2

8535 C00 Data
DOCUMENT NUMBER REV
10877888-IDX 01
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Revision 01
Page 2
Sec Name ID Rev NOV

Code
2.2 EQUIPMENT DATA
60KVA XFMR 660:415/2403PH,50HZ A69986 00 D01
60KVA XFMR 660:220,3PH,50HZ A69987 00 D01
OLSUN MANUAL OLSUN-MAN 01 D01
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Installation, Operation and Maintenance Information

Page 1 of 12
Installation, Operation and

Maintenance Information
For Dry-Type Transformers

- Revision May 2009 -
Olsun Electrics Corporation - Richmond, Illinois


Page 2 of 12
- CONTENTS -
Section Title Page
1 Introduction
1.1 General Information 3
1.2 Inspection 3
1.3 Storage 3
2 Safety 4
3 Installation
3.1 Location - Ventilated units 4
3.2 Location - Encapsulated units 5
3.3 Preparation for service 5
3.4 Installation 6
3.5 Pre-service tests 6
3.6 Operation 6
4 Maintenance
4.1 Routine maintenance 7
4.2 Drying of core and coil assembly 8
4.3 Troubleshooting 8
5 Warranty information
5.1 Standard Warranty Information 9
5.2 Liabilities 9
5.3 Exclusivity 10
5.4 Returned Transformer(s),
Switch(es) or Reactor(s) 10
Appendix A Recommended Torque Values

for Connection Bolts 11
Appendix B Transformer Fan Control

Recommended Set Points 11
Appendix C Recommended Method of Lifting

Substation and Padmount Style Transformers 12


Page 3 of 12
Section 1 - Introduction
1.1 General Information
These instructions are applicable to all Olsun dry type, ventilated or encapsulated
transformers either single phase or three phase, including general purpose,
substation style and padmount transformers.
The transformers and related equipment covered by these instructions are

intended to be installed, operated and serviced by qualified technicians familiar
with the relevant electrical codes and practices which apply to equipment of this
type.
In addition to the use of these instructions, Olsun Electrics should be consulted

for recommendations on special conditions and applications.
Further information regarding the installation, application and maintenance of

dry-type transformers may be found in ANSI/IEEE C57.94.
1.2 Inspection
Upon receipt, the equipment should be thoroughly inspected for any damage
which may have occurred during transit. The inspection should include all
auxiliary components such as fans, meters, C.T's, P.T's etc.
In the event of damage, or if any indication of rough handling is visible, a claim

must be filed immediately with the transport company and Olsun Electrics should
be notified of the damage.
Locate and remove any special packaging or blocking that may have been
inserted for protection during transit.
The equipment should be checked for loose connections or bolts, and these
should be tightened if necessary to the appropriate torque value (see Appendix
A).
1.3 Storage
If it is necessary to place the equipment in storage, this must be in a warm, dry

location with uniform temperature. Condensation and moisture absorption must


Page 4 of 12
be prevented during storage, by the addition of heaters if necessary. Enclosure

ventilation openings should be covered to keep out dust and rodents. The floor of
the storage area should ideally be flat and level.
If the transformer must be stored outdoors, it should be thoroughly protected to

prevent the entry of moisture and foreign material.
Section 2 - Safety
It is essential to protect personnel from coming into contact with live parts.
Access to these parts should be prevented. Before any work is carried out on the
transformer, the supply should be isolated and safeguards introduced to prevent
inadvertent energization during the work period.
The unit must be operated within its design limits at all times. Rated values are
shown on the rating plate attached to the unit. This plate should not be
permanently removed.
The total weight of the unit is shown on the rating plate and on the drawing of the
transformer. Before attempting to lift the unit, check that lifting equipment is rated
for at least the weight of the unit.
Section 3 - Installation
3.1 Location - Ventilated units
When selecting the location for a ventilated dry type transformer, factors such as
ventilation, accessibility for maintenance and atmospheric conditions should be
carefully considered.
Adequate ventilation is essential for the proper cooling of transformers. Clean,

dry air is desirable. When transformers are installed in restricted spaces,
sufficient ventilation must be provided in order to hold the air temperature within
the design limits, when measured near the transformer ventilation inlets. This will
usually require approximately 100 cu.ft/min of air per 50kVA of transformer
rating.
Transformers should be so located that there are sufficient clearances from walls
and other obstructions to permit the opening of doors and the removal of covers
and panels for the purpose of inspection, testing and maintenance.


Page 5 of 12
Unless specified otherwise, transformers are designed to operate continuously at

their rated kVA in an ambient temperature which does not exceed 30 deg.C
average in any 24 hour period and does not exceed a maximum of 40 deg.C, at
an altitude which does not exceed 3300 feet. De-rating factors are applied for
conditions which do not fall within the above parameters.
Transformers specified for use in outdoor locations will be supplied with weather
resistant enclosures.
3.2 Location - Encapsulated units
Olsun Sil-Pac encapsulated transformers are designed for use in outdoor

locations in harsh environmental conditions and for hazardous atmospheres.
The heat generated within the transformer during normal operation must be
dissipated by the transformer enclosure and so adequate ventilation is essential
for proper cooling.
Unless specified otherwise, transformers are designed to operate continuously at

their rated kVA in an ambient temperature which does not exceed 30 deg.C
average in any 24 hour period and does not exceed a maximum of 40 deg.C, at
an altitude which does not exceed 3300 feet. De-rating factors are applied for
conditions which do not fall within the above parameters. In particular, de-rating
must be considered in applications where the transformer is subjected to long
periods of operation in direct sunlight.
3.3 Preparation for service
If the transformer has been stored prior to installation, the inspection detailed in
section 1.2 of this manual should be repeated.
3.4 Installation
During installation, use only the lifting and jacking facilities supplied by the
factory. See Appendix B for the recommended method of lifting for substation
and padmount transformers.
All Olsun ventilated transformers are supplied in knock-down enclosures which

may be removed if necessary to facilitate installation in areas with restricted
access.


Page 6 of 12
After the transformer has been placed in its permanent position, all special
packaging and blocking must be removed. For ventilated units, the core and coil
holding down bolts should be loosened one half turn, to allow the anti-vibration
pads to perform correctly.
All electrical connections should be tightened to the appropriate torque value in

accordance with the table in Appendix A.
Verify that the correct primary tap has been selected for the available supply
voltage. All transformers are shipped with the nominal tap connected, but this
should be changed as required to match the supply voltage. Information
regarding the available taps is shown on the rating plate attached to the
transformer.
The core and enclosure of the transformer should be permanently grounded with
a properly sized strap or conductor in accordance with the National Electrical
Code.
Before energization, check all wiring and operation of cooling fans and any other
auxiliary devices which may be fitted.
3.5 Pre-service Tests
It is recommended that the following pre-service tests be carried out before the
transformer is placed in service, to ensure that the transformer is in satisfactory
condition and to provide a reference for future comparison:
1. Insulation resistance test.

2. Voltage ratio test.
3. Applied voltage test.
3.6 Operation
When the transformer is initially switched on, it is desirable that the load be
increased gradually where this is possible, checking that the rating is not
exceeded. If there are no visible or audible signs or stress during this process,
full load may be applied.
Check the temperature indicator (if fitted) at intervals after placing the
transformer in service.


Page 7 of 12
If it should be necessary to change the primary tap position, this may be carried
out by changing the position of all links as required. Information regarding the
available taps is shown on the rating plate attached to the transformer.
IT IS ESSENTIAL THAT ALL THREE LINKS ON THREE PHASE
TRANSFORMERS ARE IN IDENTICAL POSITIONS.
Section 4 - Maintenance
4.1 Routine maintenance
The maintenance interval for dry-type transformers will be dependant upon the
loading of the transformer the environmental conditions. It is suggested that a
maintenance check be carried out after the first three months of operation and
then at twelve month intervals after that. This interval may be increased or
decreased according to site conditions.
It is essential to protect personnel from coming into contact with live parts. Before
any maintenance is carried out on the transformer, the supply should be isolated
and safeguards introduced to prevent inadvertent energization during the work
period.
The following maintenance items should be carried out:
1. Accumulated dust or other contamination should be removed from all

insulating surfaces. This should preferably be carried out using a vacuum
cleaner followed by wiping with a dry cloth.
2. Check that all winding air ducts are free from dust and foreign material.
These must be kept free by blowing out with dry compressed air.
3. All terminals and connections, accessible nuts and bolts and fittings
should be checked for tightness. Refer to Appendix A for recommended
torque values.
4. Measure and record the insulation resistance.
5. Check the integrity of all auxiliary wiring.


Page 8 of 12
4.2 Drying of core and coil assembly
If it should be necessary to dry a transformer following an extended period of

shutdown or after flooding, proceed as follows:
Remove excess moisture using clean dry cloths.
External heat should be applied to the transformer by one of the following

methods:
1. By placing the core and coils assembly in a suitably ventilated oven.

2. By directing heated air into the bottom air inlets of the transformer
enclosure.
3. By placing the core and coil assembly in a nonflammable enclosure with
openings at the top and bottom through which heated air can be
circulated.
Drying time will depend on several factors and the insulation resistance should
be monitored during the drying process in order to determine when drying is
complete. Measurements should be made before starting the drying process and
at two hour intervals during drying. As the transformer is heated, the insulation
resistance will drop to a minimum value and then gradually increase until a
relatively constant value is obtained. When the value has remained constant at
an acceptable level for three to four hours, drying will be complete.
Constant attendance is advisable during the drying process.
4.3 Troubleshooting
In the event of a fault condition occurring within the transformer, the unit should
be isolated from the incoming supply and the following procedure should be
carried out:
1. Visually inspect the transformer for damage such as overheating or arcing.
2. Carry out as many of the following tests as possible in order to determine

the nature of the fault:
a) Insulation resistance test.

b) Voltage ratio test.
c) Winding resistance measurement.
d) Applied voltage test.


Page 9 of 12
Section 5 – Warranty information

5.1 Standard Warranty Information
Olsun warrants the transformer(s), switch(es) and reactor(s) [manufactured]
to be free of defects in materials and workmanship for the period of one (1)
year from the date of original shipment. If within the applicable period of
warranty buyer discovers that the transformer(s), switch(es) or reactor(s)
was (were) not as was (were) warranted, Olsun agrees to correct such
defect at Olsun’s facilities, or to send at Olsun’s discretion, either competent
personnel to repair or remedy a defect, or to furnish a replacement
transformer(s), switch(es) or reactor(s) without charge. Buyer shall pay
freight costs to return a transformer(s), switch(es) or reactor(s) to Olsun's
facilities and Olsun shall pay freight costs to return a transformer(s),
switch(es) or reactor(s) to the buyer within the continental United States.
The correction of any default shall constitute a fulfillment of all Olsun’s
liabilities with respect to said transformer(s), switch(es) or reactor(s). This
warranty shall not apply to any transformer(s), switch(es) or reactor(s)
subjected to accident, abuse, negligence or any conditions beyond Olsun’s
control, or to improper operations, abnormal use, use under other than
ordinary conditions, or any use other than the task for which it is designed.
5.2 Liabilities
This warranty does not include expenses for transportation except as
previously stated, removal, installation, losses or damages due to a
transformer(s), switch(es) or reactor(s) failure, or any other expenses that
may be incurred in relation with repair or replacement. In no instance shall
Olsun be liable for any consequential damages, secondary charges,
expenses of installation or disconnecting, or losses of damages resulting
from an alleged defect of Olsun’s product(s). Olsun’s liability shall be limited
to cost of repairs, or cost of the product, whichever is the lesser.
Olsun shall not be subject to any other liabilities of any kind, except as
specifically noted in writing by Olsun in relation to transformer(s), switch(es)
or reactor(s) which Olsun has manufactured. UNDER NO
CIRCUMSTANCES SHALL OLSUN BE LIABLE FOR ANY
CONSEQUENTIAL DAMAGE OR ANY SPECIAL INDIRIECT OR
INCIDENTAL DAMAGES, WHETHER ARISING OUT OF ANY BREACH OF
ANY EXPRESS OR IMPLIED WARRANTY, BREACH OF CONTRACT,
NEGLIGENCE, OR ANY DEFECT IN, OR MALFUNCTION OF, ANY
TRANSFORMER(S), SWITCH(ES) OR REACTOR(S).


Page 10 of 12
5.3 Exclusivity
This warranty is exclusive and in lieu of all other written, oral, express,
implied or statutory warranties except warranties of title, including but not
limited to warranties of merchantability and fitness for a particular purpose.
OLSUN DISCLAIMS ALL OTHER EXPRESS WARRANTIES AND ALL

IMPLIED WARRANTIES AS TO THE QUALITY OF ANY PRODUCTS,
INCLUDING IMPLIED WARRANTIES OF MERCHANTABILITY AND
FITNESS FOR PARTICULAR PURPOSES.
The equipment has been sold based on the purchaser’s independent

determination that is appropriate for purchaser’s intended application. The
giving or failure to give any advice or recommendation by seller shall not
constitute any warranty or impose any liability upon seller.
5.4 Returned Transformer(s), Switch(es) or Reactor(s)

Returns accepted only with prior written approval from Olsun. All
transformer(s), switch(es), and reactor(s) accepted for credit shall be subject
to a service charge of 25% of the invoice price.
Only transformer(s), switch(es) and reactor(s) in a salable condition that are

regularly carried in Olsun’s stock shall be accepted for credit. The buyer will
be charged any costs required to return the transformer(s), switch(es) and/or
reactor(s) to a salable condition. It is also the responsibility of the buyer to
pay any freight costs brought about by the returning of a transformer(s),
switch(es) or reactor(s).


Page 11 of 12
Appendix A
Recommended Torque Values for Connection Bolts
The following values are based on grade 2 steel bolts with dry threads.
Bolt size Torque (Ft-Lb)
1/4 - 20 5.5
5/16 - 18 11
3/8 - 16 20
1/2 - 13 50
Appendix B
Transformer Fan Control Recommended Set Points
Olsun Electrics utilizes digital fan controllers for the operation of cooling fans on
transformers it manufacturers. Unless special requests or requirements dictate
otherwise, the two types of controllers typically found on Olsun Electrics manufactured
transformers are the TEC System Model T2612-B and the Cimco Model A21.
For typical applications, Olsun Electrics recommends the following set points for the
digital temprature controllers supplied with its transformers.
Transformer
“Trip” “Alarm”
Transformer Temperature Fans ON Fans OFF
Setting Setting
Type Rise (Degree C) (Degree C)
(Degree C) (Degree C)
(Degree C)
Conventional
150 210 200 180 170
Dry type
Conventional
115 210 200 145 135
Dry type
Conventional
80 210 200 110 100
Dry type
Cast Coil 80 185 175 160 150
Settings above assume 100% base loading at the listed temperature rise, and no
overload due to temperature rise overload potential.


Page 12 of 12
Appendix C
Recommended Method of Lifting Substation Style Transformers
For proper and safe lifting and handling of an Olsun Electrics substation or
outdoor compartmentalized padmounted style transformer, an appropriately rated
lifting beam and straps MUST be used. The “Lifting Details” drawing below
illustrates the proper method of lifting the transformer utilizing this equipment.
Failure to handle the transformer in this manner may result in damage to the
transformer or more critically, injury to handling personnel.
Point of information: The transformer weight may be found on the information

nameplate located on the transformers enclosure.

FINAL DOCUMENTATION
SCR System
Section 2.3
System Diagram & Specifications
www.nov.com

Chapter 2 Index 2.3

8535 C00 System Diagram & Specifications
DOCUMENT NUMBER REV
10877889-IDX 01
www.nov.com


Revision 01
Page 2
Sec Name ID Rev NOV

Code
2.3 ELECTRICAL SINGLE LINE DIAGRAM
SYSTEM ONE LINE DIAGRAM 10691195-DIA 05 C04
415VAC MCC A ONE LINE 10691199-DIA 02 C04
415VAC MCC B ONE LINE 10691200-DIA 02 C04
CONTROL CABLE INTERCONNECT 10729077-DIA 01 C04
GENERATOR CABLE INTERCONNECT 10729079-DIA 01 C04
POWER INTERCONNECT 10729081-DIA 03 C04
DC POWER AND INTERNAL SCR 10729083-DIA 01 C04

CONNECTIONS
DC FIELD INSTALLATION 10729084-DIA 01 C04
SHUNT MOTOR CONNECTIONS 10729086-DIA 02 C04
GEN FIELD INTERCONNECT 10735924-DIA 01 C04
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FINAL DOCUMENTATION
SCR System
Section 2.4
Electrical / Instrument
www.nov.com

Chapter 2 Section 2.4

8535 C00 Electrical / Instrument
DOCUMENT NUMBER REV
10877890-IDX 01
www.nov.com


Revision 01
Page 2
Sec Name ID Rev NOV

Code
2.4 ELCTRICAL INTERNAL WIRING DIAGRAM
415VAC MCC FVNR STARTER 10691199-SCH 01 E03
MCC HSE LT PANEL #1 10721049-SCH 04 E03
MCC HSE LT PANEL #2 10721052-SCH 03 E03
SCR HSE LT PANEL #1 10721761-SCH 04 E03
SCHEMATIC-MUD PUMP CONTROL 10729168-SCH 02 E03
SCHEMATIC-MUD PUMP REFERENCE 10729169-SCH 01 E03
SCHEMATIC-DW/RT CONTROL 10729170-SCH 02 E03
SCHEMATIC-DRAWWORKS 10729171-SCH 01 E03

REFERENCE
ROTARTY TABLE CONTROL 10729172-SCH 02 E03
ROTARY TABLE REFERENCE 10729173-SCH 02 E03
SCHEMATIC-MP1 FIELD SUPPLY 10729218-SCH 02 E03
SCHEMATIC-MP2 FIELD SUPPLY 10729219-SCH 02 E03
SCHEMATIC-DWA FIELD SUPPLY 10729220-SCH 02 E03
SCHEMATIC-DWB FIELD SUPPLY 10729221-SCH 02 E03
SCHEMATIC-IRT FIELD SUPPLY 10729222-SCH 02 E03
GENERATOR BASIC CONTROL 10730992-SCH 01 E03
SYNC GENERATOR CONTROL 10730993-SCH 01 E03
POWER LIMIT INTERCONNECT 10730994-SCH 01 E03
GENERATOR INTERCONNECT 10730995-SCH 02 E03
MCC GROUND FAULT 10730996-SCH 01 E03
www.nov.com


Revision 01
Page 3
Sec Name ID Rev NOV

Code
2.4 ELCTRICAL INTERNAL WIRING DIAGRAM
SCR BASIC CONTROL 10731501-SCH 01 E03
MCC RELAY PANEL CONTROL 10731504-SCH 01 E03
CUBILCE-415V MAIN TIE MAN 10733931-SCH 02 E03
GENERATOR PLUG PANEL 10735924-SCH 01 E03
DRAWWORKS DYNAMIC 10737334-SCH 02 E03
SCHEMATIC-DRILLERS CONSOLE 10742552-SCH 02 E03
415VAC MCC A GND DETECTION 10745329-SCH 02 E03
415VAC MCC B GND DETECTION 10748064-SCH 02 E03
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10691194-FDD - User Manual

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10691194-FDD - User Manual

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Printed By: dalvis Printed On: 2014.08.12.07.05.

National Oilwell Varco References:

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number 10691194-FDD

01 15.11.2013 For information TD KM MD

Revision Change Description

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Final Documentation Package Document Number: 10877882-TOC

FINAL DOCUMENTATION PACKAGE

Description Chapter - Section

Chapter 1 Installation, Operation & Maintenance

Operation and Maintenance .......................................................................................... 1.1

Spare Parts ...................................................................................................................... 1.2

Chapter 2 Technical Document & Drawing Package

General Drawings ........................................................................................................... 2.1

Data ………… .................................................................................................................... 2.2

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Final Documentation Package Document Number: 10877882-TOC

System Diagram & Specifications ................................................................................. 2.3

Electrical/Instrument ....................................................................................................... 2.4

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Chapter 1 Index 1.1

Installation, Operation & Maintenance

REFERENCE REFERENCE DESCRIPTION

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number 10877884-IDX

Sec Name ID Rev NOV

60HZ SCR DRIVE SYSTEM D25RSTD-1200-MAN-002 01 N04

60HZ SCR UNIT MANUAL D25RSTD-1200-MAN-008 01 N04

DRILLERS CONSOLE MANUAL D25RSTD-1200-MAN-009 01 N04

MUD/CEMENT PUMP MANUAL D25RSTD-1200-MAN-010 01 N04

DRAWWORKS BRAKING MANUAL D25RSTD-1200-MAN-014 01 N04

PLC SYSTEM W/TOUCHSCREEN D25RSTD-1200-MAN-015 01 N04

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

60 Hz SCR Drive System

RIG/PLANT REFERENCE REFERENCE DESCRIPTION

ADDITIONAL CODE SDRL CODE TOTAL PGS

Client Document Number D25RSTD-1200-MAN-002 01

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number D25RSTD-1200-MAN-002

01 20.08.2012 Released from 20605-45 (L) TR DB TR

www.nov.com 24 HOUR SERVICE (713) 935-8000

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number D25RSTD-1200-MAN-002

1 SYSTEM INFORMATION ................................................................................................. 5

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TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number D25RSTD-1200-MAN-002

4.3 Analysis of Front Panel Indicators ........................................................................ 41

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TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number D25RSTD-1200-MAN-002

A typical drive system consists of the following units:

 Generator Units for control of engine-generator sets.

www.nov.com 24 HOUR SERVICE (713) 935-8000

TC Number: 10691194-FDD Printed REV: 01 Latest REV: 01

Document number D25RSTD-1200-MAN-002

Table 1-1. System Specifications

Prime Power Usable KW depends on

Engine Governor 0.5 Hz steady-state regulation

Generator Voltage Regulator