TECHNICAL LETTER

Technical Letters are proprietary to Solar Turbines Incorporated, P.O. Box 85376, San Diego 92186-5376. The information
in these Technical Letters shall not be used in any communication with a customer or third parties. Only qualified Solar
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meeting Solar's Engineering and Quality Control Standards may cause or result in damage to the equipment or bodily
injury.

NUMBER:
ISSUED:
REVISED:
PRODUCT:
MODEL(S):
SUBJECT:

2.0/114
August 2016
Taurus 70 HED
All Engine Models with Electric Bleed Valve Actuators
Control Changes to Improve Start Reliability

Purpose:
The purpose of this Technical Letter is to provide control changes for improving engine
acceleration during engine startup to improve the start system reliability.
GENERAL INFORMATION:
There have been a significant number of reports pertaining to failed engine acceleration during
engine startup. This document seeks to provide a formal solution, which has proved successful
during field trials, for addressing start system issues.
Discussion:
Technical Letter 2.0/113 was developed to ensure the software, including tunable parameters, are
set appropriately, and are in alignment with the CPD. TL 2.0/113 must be followed in conjunction
with the control changes explained in this Technical Letter (2.0/114).
The root cause of start system issues related to this Technical Letter is the introduction of a 4 stage
VGV engine compressor configuration. This has impacted engine compressor efficiency,
subsequently requiring additional power from the start system (due to varying power consumption
needs driven by ambient temperature changes), which was not accounted for when the 4 stage VGV
configuration was introduced. This resulted in poor engine acceleration during engine starts, often
resulting in a Failed to Accelerate machine event.
To improve engine acceleration and, subsequently, start reliability, airflow through the engine needs
to be controlled to achieve an optimum balance between the power required by the start system and
that of the engine without causing compressor surge. Currently this control requirement is managed
by a T1 bias on the T5 set point as shown by the blue lines in Figure 1. In cases where electric

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bleed valves are installed, this feature can be replaced by a T1 bias on the bleed valve angle as
shown in Figure 2, along with a fixed T5 set point schedule reflected by the black line in Figure 1.

Figure 1 T5 Control Schedule

Figure 1 illustrates how the T5 set point modulates with an increase or decrease in ambient
temperature from 35 to 85 percent corrected NGP.

Figure 2 BV Control Schedule

Figure 2 illustrates how the bleed valve modulates more open or more closed depending on
ambient temperature. The bleed valve opening at sixty percent addresses surge margin concerns
in the 4 stage VGV configuration.
The control changes outlined in this Tech Letter will be incorporated into a future Controls
Product Definition (CPD). It is also important to note that in early 2017, 5 stage VGV
configuration will again become the standard engine design for both new and overhauled
engines. These controls changes do not need to be removed or adjusted and can be used for either
VGV configuration.

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ACTION REQUIRED:
The control changes described herein may have been implemented to different degrees on some of
the fleet. It is important that all of the changes described herein are completed exactly as they are
shown.
INCORPORATION OF BV T1 BIAS LOGIC
NOTE
If the current running software was constructed using CPD 380 or after, it is possible
that Bleed Valve Actuator test logic may exist in this function block diagram. To retain
test functionality, the bleed valve test logic must be left. An example of what the test
logic may look like is shown in Figure 3.

Figure 3 Bleed Valve Actuator Test

1. Navigate to function block diagram _870_BV_Variable_Snox_Npt_XXX in the Fuel
Program.

Figure 4 Function Block Diagram Prior to Introduction of BV T1 Bias

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2. Before the implementation of the BV T1 Bias logic, it is imperative that the values in
the existing logic match excatly with the tag values in the Figures 5, 6, 7 and 8
shown:

Figure 5 KF_BV_Srg_Sch_FGEN_Ngp_Xn Tag Configuration

Figure 6 KF_BV_Srg_Sch_FGEN_Pct_Clsd_Yn Tag Configuration

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Figure 7 KF_BV_Npt_Oride_Sch_FGEN_Npt_Xn Tag Configuration

Figure 8 KF_BV_Npt_Oride_Sch_FGEN_Pct_Yn Tag Configuration

3. Next, create an ADD block titled BV_Srg_T1_Offset_ADD and tie the output of
BV_Srg_Sch_FGEN to Source B as well as the destination of the ADD block to
Source A of BV_Offset_SUB as shown below. The default parameters do not need to
be modified on the ADD block.

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Figure 9 ADD Block Creation

4. Create an FGEN block titled BV_Srg_Sch_T1_Offset_FGEN above the current logic,
tie in the tags and modify the parameters as shown below.

Figure 10 Addition of BV_Srg_Sch_T1_Offset_FGEN

5. Now, a tag needs to be created to set the Y values for the FGEN. In the Fuel Program
Tags, create a tag titled KF_BV_Srg_Sch_T1_Offset_FGEN_Pct_Yn with data type
UDT_ANALOG_ARRAY. Adjust the values as shown in Figure 11.

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Figure 11 KF_BV_Srg_Sch_T1_Offset_FGEN_Pct_Yn Tag Configuration

6. Once the values of the tags have been adjusted, attribute them to the FGEN as shown
in Figure 12. Do not forget to add a .Val to the end of the tag names when adding
them to the FGEN block, failure to do so will cause a compile error.

Figure 12 Configuration of BV_Srg_Sch_T1_Offset_FGEN

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7. Next, add another FGEN block above BV_Srg_Sch_T1_Offset_FGEN titled

BV_Srg_Sch_T1_Offset_Coef_FGEN with the same parameters as
BV_Srg_Sch_T1_Offset_FGEN.

Figure 13 Addition of BV_Srg_Sch_T1_Offset_Coef_FGEN

8. Again, as in the previous addition, new tags need to be created. In the Fuel Program
Tags, create a new tag named KF_BV_Srg_Sch_T1_Offset_Coef_FGEN_T1_Xn
with data type UDT_ANALOG_ARRAY and set the corresponding values as shown
in Figure 14.

Figure 14 Creating KF_BV_Srg_Sch_T1_Offset_Coef_FGEN_T1_Xn

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9. Also, create a new tag named KF_BV_Srg_Sch_T1_Offset_Coef_FGEN_Yn with

data type UDT_ANALOG_ARRAY and set the corresponding values as shown in
Figure 15.

Figure 15 Creating KF_BV_Srg_Sch_T1_Offset_Coef_FGEN_Yn

10. Now that these tags have been added, use them with the newly created FGEN as
shown below in figure 16.

Figure 16 Incorporating New Tags in to BV_Srg_Sch_T1_Offset_Coef_FGEN

11. Now that all of the necessary Function Generators have been added, their outputs can
be utilized. Therefore, a MUL and a SEL function are needed. Name the MUL block
BV_Srg_Sch_T1_Offset_MUL and the SEL block BV_Srg_Sch_T1_Offset_SEL.
These changes are illustrated in Figure 17.

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Figure 17 Adding the MUL and SEL Blocks

12. Lastly, tying in these blocks is necessary to complete the logic change. See Figure 18
as reference to ensure proper operation.

Figure 18 Finalizing BV T1 Bias Edits

This completes the addition of the Bleed Valve T1 Bias logic change. Now, the T5 T1
Bias must be removed.

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REMOVAL OF T5 T1 BIAS LOGIC

Note
This modification effectively undoes the changes performed in TL 2.0/119b.
1. In the Fuel Program, refer to _500_T5_Setpoint_T1_Off_T5_Add_G_XXX. Follow
the steps below to complete the required changes.

Figure 19 Selecting _500_T5_Setpoint_T1_Off_T5_Add_G_XXX

2. Remove both T5_SP_T1_Offset_Coef_FGEN and T5_SP_T1_Offset_FGEN function
generators.

Figure 20 Deleting Function Generator Blocks

3. Delete associated input and output references, as well as T5_SP_T1_Offset_GRT,

T5_SP_T1_Offset_MUL, and T5_SP_T1_Offset_SEL as shown in Figure 21.

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Figure 21 View After Function Generator Block Removal

4. If the running software is CPD 282 or earlier, follow step 4a. If the current running
software is CPD 290 or later, follow step 4b.
4a. Delete T5_SP_Offset_ADD and tie the output of T5_SP_Adder_SEL to Source B
of T5_SP_ADD as shown in Figure 22.

Figure 22 Function Block Change Finalization for CPD 282 and Earlier
4b. Delete T5_SP_ADD and connect the output of T5_SP_Sched_FGEN directly to
the input of T5_SP_RLIM as shown in Figure 23.

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Figure 23 Function Block Change Finalization for CPD 290 and Later
5. To ensure proper programming practice, go into the Fuel Program Tags and delete the
unused tags.

Figure 24 Unused Tag Removal

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SET UP NEW T5 SET POINT SCHEDULE AND CHECK TAG VALUES

1. Again in the Fuel Program, refer to _500_T5_Setpoint_T1_Off_T5_Add_G_XXX.
Utilize the figures below to complete the required changes to the T5 Schedule Set
Point and to check the remaining tag values in the Function Block Diagram

Figure 25 KF_T5_Inst_SD_Sched_FGEN_Xn Tag Configuration

Figure 26 KF_T5_Inst_SD_Sched_FGEN_Gas_Yn Tag Configuration

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Figure 27 KF_T5_SP_Sched_FGEN_Xn Tag Configuration

Figure 28 KF_T5_SP_Sched_FGEN_Gas_Yn Tag Configuration

NOTE
The following two tags will only exist in the logic if the running software was built from
CPD 282 or earlier.

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Figure 29 KF_T5_SP_Adder_Sched_FGEN_Xn Tag Configuration

Figure 30 KF_T5_SP_Adder_Sched_FGEN_Gas_Yn Tag Configuration

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IF ISSUES PERSIST:
In addition to the current As-Running ACD file, collect log files (10 second and trigger (if
shutdown)) and trend data (from RStrend preferably (50 msec sample time)) both before and
after these changes so we can compare the operating condition and refine further if need be.
Forward these files to the T70 PSM for review.
The RStrend data should include the following if they are available.

NGP

NGP Corr

NPT

PCD

Bleed Valve Command/FB

Guide Vane Command/FB

VFD Power

VFD Frequency

VFD Current

VFD Voltage

T5 Average

T5 Setpoint

Fuel Control Mode

BAM - All bands

Pilot Command

Lube Oil Temperature

Gas Main Command

Torch Pressure

Fuel Gas Control Pressure

Fuel Gas Control Temperature

T1 Temperature

Gas Fuel Control Valve DP

Gas Fuel Pilot Valve DP

Gas Fuel Flow

Pilot Valve Discharge Pressure

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Gas Main Valve Discharge Pressure

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