Usage:
Scope
This chapter contains general installation instructions for the ProAct control and ProAct actuator.
Power requirements, environmental precautions, and location considerations are included to help you determine the best location for the control. Installation suggestions are made for the actuator. These suggestions include information on heat dissipation and connection to the engine fuel control.
Additional information includes unpacking instructions, electrical connections, and installation checkouts procedures.
Unpacking
Before handling the control, read Chapter 3, Electrostatic Discharge Awareness. Be careful when unpacking the electronic control. Check the control for signs of damage such as bent panels, scratches, and loose or broken parts. If any damage is found, immediately notify the shipper.
The ProAct actuator will come in a separate carton. Inspect the carton for damage. The actuator is a rugged, heavy device and shipping damage is unlikely. Particularly inspect the receptacle and terminal shaft for possible damage.
Power Requirements
The ProAct II control system requires a voltage source of 18 to 32 Vdc (24 Vdc nominal) uninterrupted power supply. The ProAct I system requires a voltage source of 8 to 32 Vdc (12 or 24 Vdc nominal). Either unit will consume a maximum of 350 Watts (nominal).
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To prevent damage to the control, do not exceed the input voltage range. |
NOTE: If a battery is used for operating power, an alternator or other battery charging device is necessary to maintain a stable supply voltage.
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To prevent damage to the control, make sure that the alternator or other battery-charging device is turned off or disconnected before disconnecting the battery from the control. |
Control Box Location Considerations
Consider these requirements when selecting the mounting location for the ProAct control box or ProAct Driver box:
- * adequate ventilation for cooling;
- * space for servicing and repair;
- * 54 inches of connecting cord is provided with the Hand Held Programmer. If the location does not allow comfortable use of the programmer an extension cord should be obtained at the time of installation. The RS422 communications will allow a lengthy extension cord.
- * protection from direct exposure to water or condensation-prone environment;
- * protection from high-voltage or high-current devices, or devices which produce electromagnetic interference;
- * avoidance of vibration;
- * selection of a location that will provide an operating temperature range of -40°C (-40°F) to +70°C (+158°F).
- * space for servicing and repair;
The control must NOT be mounted on the engine. The control is designed for operation in a Class I, Division 2, Group D environment.
Actuator Installation Considerations
Thermal
The actuator is designed for installation on the engine. The actuator will generate heat, especially when stalled.
The feedback sensor located on the actuator has a maximum temperature limitation of 125° C. Should the actuator be shielded from air circulation, the installer must consider the heat conductivity of the installation bracket, and the operating temperature of the ultimate heat sink to which the bracket will be attached. Generally the heat transfer abilities of aluminum and low-carbon steel are better than that of high carbon steel or stainless steel. Contact Woodward if operating temperature is a concern.
Output Coupling or Linkage
The actuator will provide up to 75° rotation from min to max positions. This will allow direct installation to most butterfly shafts. Special connectors that permit the installation of the actuator directly to a butterfly valve shaft are available. The coupling selected (or any linkage used) must be of zero backlash design. If a coupling is used it should be drilled and pinned, or serrated.
The bracket that mounts the actuator must be of adequate precision to assure that misalignment limits of the coupling used are not exceeded. Contact Woodward for help in selection of an approved coupling.
Diesel engines will generally use less rotation, often about 30 degrees. Linkage should be designed to used as much actuator rotation as possible to use the actuators work capability. (If only 30° of actuator rotation is used the actuator will provide only 40 percent of its work capability.)
Fuel Position Stops
Figure 4-1. Use Diesel Engine Travel Stops
Diesel installations will generally use the fuel system minimum and maximum position stops. The actuator travel should be centered within the total rotation needed from minimum to maximum fuel.
Diesel engine racks are normally designed to provide the minimum and maximum stops without binding.
Butterfly valves in carburetors will often bind if rotated too far toward minimum or maximum. For this reason the stops in the actuator should be used at both minimum and maximum positions. Note that the stops will allow up to 3° of additional rotation in both directions during impact.
Make sure that the engine will always shutdown when the actuator is at the minimum stop.
Figure 4-2. Use ProAct Travel Stops for Carburetors
Actuator Bracket
The actuator may be installed on a bracket holding to the 2.248-2.251 inch diameter male pilot concentric to the terminal shaft or to a bracket which attaches to the base with four .312-18 screws with a minimum engagement of .625 inch. The actuator may be mounted in any attitude. The actuator is weather proof and resistant to corrosive effects of water and salt water, however, pressure washing of the feedback device side of the actuator should be minimized.
TYPICAL INSTALLATION WHEN CONNECTED DIRECTLY TO CARBURATOR BUTTERFLY SHAFT
Replace the four outside through bolts with longer .250-20 bolts when mounting on a fixture locating on the pilot diameter. Torque the bolts to 65 to 75 in-lbs.
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The actuator will fall apart if the inner bolts are removed. |
When mounting on the bottom of the actuator torque the attaching bolts to 150-160 in-lbs.
Figure 4-3. Examples of Actuator Brackets
Electrical Connections
External wiring connections and shielding requirements for a typical control installation are shown in the plant wiring diagram. The plant wiring connections are explained in the rest of this chapter.
ProAct control boxes are equipped with an outer cover designed to meet Class I, Division 2 requirements. Knockout holes are provided for conduit connections.
Shielded Wiring
Figure 4-4. Preparing Shielded Wiring.
All shielded cable must be twisted conductor pairs. Do not attempt to tin the braided shield. All signal lines should be shielded to prevent picking up stray signals from adjacent equipment. Connect the shields to the nearest chassis ground. Wire exposed beyond the shield should be as short as possible, not exceeding 50 mm (2 inches). The other end of the shields must be left open and insulated from any other conductor. DO NOT run shielded signal wires along with other wires carrying large currents. See Woodward manual 50532, EMI Control for Electronic Governing Systems for more information.
Where shielded cable is required, cut the cable to the desired length and prepare the cable as instructed below.
1. Strip outer insulation from BOTH ENDS, exposing the braided or spiral wrapped shield. DO NOT CUT THE SHIELD.
2. Using a sharp, pointed tool, carefully spread the strands of the shield.
3. Pull inner conductor(s) out of the shield. If the shield is the braided type, twist it to prevent fraying.
4. Remove 6 mm (1/4 inch) of insulation from the inner conductors.
The shield must be considered as a separate circuit when wiring the system. The shield must be carried through connectors without interruption.
Installations with severe electromagnetic interference (EMI) may require additional shielding precautions. Contact Woodward Governor Company for more information.
Failure to provide shielding can produce future conditions which are difficult to diagnose. Proper shielding at the time of installation is required to assure satisfactory operation of the ProAct control system.
Figure 4-5. Correct Wiring to Power Supply
Figure 4-6. Incorrect Power Supply Wiring
Power Supply
Power supply output must be low impedance (for example, directly from batteries).
Run the power leads directly from the power source to the control. DO NOT POWER OTHER DEVICES WITH LEADS COMMON TO THE CONTROL. Avoid long wire lengths. Connect the positive (line) to terminal 24 and negative (common) to terminal 25. If the power source is a battery, be sure the system includes an alternator or other battery-charging device.
If possible, do NOT turn off control power as part of a normal shutdown procedure. Use the Run/Stop discrete input (terminal 23) for normal shutdown.
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Do NOT apply power to the control at this time. Applying power may damage the control. |
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To prevent damage to the engine, apply power to the ProAct control for at least ten seconds before starting the engine. The control must have time to perform its power up diagnostics and become operational. Do not attempt to start the engine if the diagnostic tests fail, because test failure turns off the output of the control. |
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To prevent possible damage to the control or poor control performance resulting from ground loop problems, follow these instructions. The control common is electrically isolated from the power supply input. |
Actuator and Position Feedback Wiring
The ProAct actuator will rotate in either direction. In versions I and II the actuator direction of rotation is selected by wiring in the actuator and the drift spring.
Connect the actuator wiring from the actuator to the ProAct control to terminals 1 (+) and 2 (-). Connect the actuator position feedback wires to terminals 7 (+), 8 (0) and 9 (-).
Follow the wiring procedures shown in Figure 4-7.
Discrete Inputs
Discrete inputs are the switch input commands to the ProAct Control. The discrete inputs are powered by the positive power supply.
Droop/Isochronous
The Droop/Isoch contact (open for droop, closed for isochronous) connects to terminal 16. When terminal 16 is open the ProAct control will operate in droop as determined in menu 3. When closed the control will operate in Isochronous.
The droop entry in Menu 3 is based on 75° of actuator rotation between minimum and maximum positions. If the installation uses less than 75° the amount of droop must be increased proportionally.
Idle/Rated Contact
The Idle/Rated contact (open for Idle, closed for Rated) connects to terminal 17. When the Idle/Rated contact is closed, the control immediately switches the fuel limit to the maximum limit or torque limit (whichever is less) and ramps engine speed to the rated speed set point (or the speed specified by the Remote Input when the Remote Speed Setting input at terminal 21 is enabled). When the Idle/Rated contact is opened, the control ramps engine speed to the idle speed setting.
The idle set point cannot be set above the rated set point. The fuel limiters (start, torque, and maximum) remain effective regardless of the Remote reference input.
Lower and Raise Speed Contacts
The Lower Speed contact connects to terminal 18. Raise and Lower inputs are only effective if the control is in Rated. When the Lower Speed contact is closed, the control lowers speed at a rate determined by the Lower Rate set point. When the contact is open, speed remains at its current value. Closing the Lower Speed contact will cancel the ramps started by the Idle/Rated contact.
The Raise Speed contact connects to terminal 19. When the Raise Speed contact is closed, the control raises speed at a rate determined by the Raise Rate set point. When the contact is open, speed remains at its current value. Closing the Raise Speed contact will cancel the ramps started by the Idle/Rated contact.
Closing both Raise and Lower contacts at the same time will disable Raise and Lower speeds as long as both contacts are closed.
The Raise and Lower Speed contacts are disabled when the Remote Speed Setting mode is selected.
Alternate Dynamics
The Alternate Dynamics contact connects to terminal 20. When this contact is open, Dynamics set 1 is selected. When this contact is closed, Alternate Dynamics is selected.
Enable Remote
When Remote Reference is selected by closing the contacts to terminal 21 the Raise and Lower Speed inputs are disabled. The speed reference setting is based on the value of current in the remote speed reference input. When the contacts to terminal 21 are open the raise and lower speed inputs are enabled. The remote speed reference is a 4-20 mA input. The remote speed reference range is tailored in menu 3.
A remote reference of less than 2 mA is considered "failed" and the control will remain at the last speed setting.
Diagnostics Request
The Diagnostics Request contact to terminal 22 and the Electronic Fault Lamp from terminal 6 on TB1 are used during factory testing of the control. These terminals are to be left open during installation.
Run/Stop Fuel Contact
The Run/Stop contact is the preferred means for a normal shutdown of the engine. It connects to terminal 23 of the control. The control will not operate without voltage applied to terminal 23. When the contact is closed, the voltage applied to terminal 23 allows the control to move the actuator as required for operating conditions.
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The Run/Stop contact is not intended for use in any emergency stop sequence. To prevent possible serious injury from an overspeeding engine, do NOT use the Run/Stop contact as part of any emergency stop sequence. |
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Speed Signal Input
Connect a magnetic pickup to terminals 10 and 11 using shielded wire. Connect the shield to the chassis only. Do not connect the shield at the MPU end. Make sure the shield has continuity the entire distance to the speed sensor, and make sure the shield is insulated from all other conducting surfaces.
We recommend that the MPU be dedicated to the control. The MPU output should be from 1 to 60 Vrms.
The number of gear teeth is the number of teeth which will be exposed to the speed sensing device during one revolution of the engine. Should the sensed gear not rotate at engine speed the number of teeth must be adjusted to reflect the proportion of engine speed to the sensed gear speed. The number of gear teeth is tuned (entered) in Configuration Menu (Menu 6).
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The number of gear teeth is used by the control to convert pulses from the speed sensing device to engine rpm. To prevent possible serious injury from an overspeeding engine, make sure the control is properly programmed to convert the gear-tooth count into engine rpm. Improper conversion could cause engine overspeed. |
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Remote Speed Setting Input
Connect the 4 to 20 mA current transmitter or 1 to 5 Vdc voltage transmitter to terminals 14(+) and 15(-). Use a shielded, twisted-pair cable. Connect the shield to the control chassis only.
Aux Voltage Input
Connect the output of a Woodward Load Sensor (if used) to terminals 12(+) and 13(-). Use a shielded twisted-pair cable. Wire the remainder of the load sensor in accordance with the wiring diagram for the sensor used.