CTI Summit Compressor Control System

Compressor Control Strategy (Typical Install)

This section assumes all referenced valves are installed and used, otherwise ignore sections referring to
unused valves. This document provides compressor control information not fully representable on
shutdown keys such as details regarding ranges, setpoint, and timer default setting.

Control Components

The engine/motor compressor is controlled by PLC c/w interactive Operator interface display. The PLC
performs compressor start-up, shutdown and auto sequencing. Varying engine speed and manipulating
recycle valve achieves compressor capacity control. The recycle valve will only be used in conjunction
with the engine speed to control the throughput of the compressor. PLC inlet suction pressure control is an
easily added option. This option allows the PLC to control the inlet pressure to the compressor during
starting and while the compressor is loaded. The Recycle Suction pressure control with high discharge
pressure override is the primary control method. The basic compressor control is easily adapted to each
application.
Panel mounted operator interfaces allows operators to start/stop and load the compressor. The interface
displays first-in shutdowns, alarm history sequencing messages and process data.
Start-up Sequencing
The start-up sequence should begin with the operator interface showing the start-up screen. The
compressor mode indicator will indicated “ready to start”. If the indication is stopped or start failed, push
the reset button to initialise the start sequence. This clears previous shutdown lockouts while enabling
bypass timers for a new start-up. The operator must ensure all shutdowns have been cleared before the
start-up sequence can commence. This may be confirmed by checking the alarm summary screen and
verifying all shutdowns are cleared. Once all shutdowns have been cleared, a ‘Ready to Start ‘ indication
will be displayed in the ‘COMPRESSOR MODE’ INDICATOR.

The operator is responsible for ensuring complete mechanical checks have been performed on the engine/
compressor. All process valves and auxiliary equipment must be online/ready for operation. The start
push-button on the HMI can now be engaged for a start attempt. If the unit is over maximum allowable start
pressure, the blow-down valve will open to de-pressure the unit to equal the starting pressure indicated on
the inlet suction controller screen, before proceeding with the start sequence. If the blow-down is manual
control, the operator will have manually bleed the pressure down to equal the inlet suction controller’s
starting pressure setpoint. When the pressure is lowered, the unit will then go into the pre-lube cycle.
In the pre-lube cycle, the engine/compressor aux. lube oil pump(s) will start. The engine/compressor lube
oil pump(s) must generate a minimum oil pressure permissive (as indicated by oil pressure transmitters)
within the ‘PRELUBE PERMISSIVE’ time, or start sequence will abort. On units with manual lube
pump(s),’PRELUBE PERMISSIVE’ time may be increased to allow for hand pumping. On obtaining
applicable lube oil pressure permissive(s), the lube oil pumps will continue until the pre-lube timer is
satisfied, after, which allows the crank solenoid to energize. The engine is cranked for the minimum
'CRANK'TIME or until the engine RPM reaches the crank termination speed. The engine is cranked for the
length the “ignition delay time” to purge engine cylinders of any residual fuel gas before activating the
ignition.

Following the ‘IGNITION DELAY TIME’ engine purge, the ignition relay is energized to power up the
ignition system. The fuel solenoid is energized after the minimum ‘fuel delay time' . The PLC looks at the
engine speed 10 seconds after the crank time begins. The crank sequence is terminated if it does not sense
a speed input. As engine cylinders begin to fire and speed reaches ‘CRANK TERMINATION SPEED’ the
crank solenoid is de-energized. If the start attempt is successful, the engine will accelerate to an idle speed.
The engine and compressor lube oil pumps will continue to run for the ‘LUBE STOP TIME’ after the
engine has started, and then shut-off. At the end of ‘LUBE STOP TIME’ period, if the shaft driven lube oil
pumps have not satisfied the “low Lube Pressure shut-down’ then the unit will shutdown. If the engine
fails to start within the ‘CRANK TIME’ of cranking, the start sequence will abort. All timers and rpm
settings mentioned below reside within the PLC software, and are user configurable from the HMI, i.e.,
Operator Interface.

Shutdown Classes

The ‘B’ and ‘b’ timers will commence once the engine reaches crank termination speed. Class A, B, C
shutdowns are as follows. Class ' A'inputs are most critical, i.e., always monitored, never bypassed. Class
'A'shutdowns initiate a shutdown immediately preventing a start-up. Class B shutdowns are used for
inputs that become healthy during start-up, such as manifold temperature or compressor injection oil no-
flow shut-downs. Class B inputs are associated with the ‘B’ timer. After the ‘B’ timer expires, all class B
inputs are monitored. Class b inputs are the same as Class B input, but the bypass time is less. Class b
inputs are engine oil and compressor oil pressures. Class C inputs are individually monitored, they become
active for the first time after the compressor is running. No timer is associated with class C inputs. To be
activated, the class C input valve must be rise above the low shut-down setpoint. The Class ' C'inputs are
used for process low pressure shutdowns.

Engine Warm-up
As the engine is idling, utility temperatures are being monitored by thermocouple(s). When engine oil
temperature reaches the ‘ENGINE OIL TEMPERATURE TO LOAD’ permissive and Compressor oil
temperature reaches the ' COMPRESSOR OIL TEMPERATURE TO LOAD’ permissive and minimum
setting on engine idling time has elapsed, the compressor can be loaded. A “Ready to Load” message will
be displayed in the ‘compressor mode’ label on the operator interface ‘Start-up’ screen. The red LED on
the load button will turn green. You must now press ‘LOAD’ button on the Operator Terminal. When the
load button is pushed, the engine will speed up to the minimum load speed. The recycle valve will begin to
close at a configured rate once the minimum load speed is reached. The speed and recycle valve will adjust
to manipulated variable to control the process to the set points.

Manual Compressor Loading

Manual recycle valve control – The soft key on the operator interface must be toggled to “manual mode”.
Once ‘manual’ mode has been enabled, the recycle valve will remain at its’ present position until opened or
closed via soft keys on the operator interface. The governor PID remains in automatic control.

Manual Engine Speed control – In ‘Manual’ mode the engine speed setpoint can be changed from the
operator Interface. Once ‘Manual’ mode has been enabled, the engine will remain at it’s present speed
until ramped up or down via soft keys on the operator interface.

Over-ride Control
After a ‘Ready to Load’ permissive is received and the engine reaches minimum speed, low suction
override PID controller will begin to control the recycle valve. If at anytime, suction pressure falls below
setpoint, the output will begin to ramp down. Controlling the speed between engine "Max speed %" to
"Min speed %" and the Recycle valve position between "Recycle Max. %" To "Recycle min %". This signal
to the governor and recycle valve is part of a low select between the suction pressure and Discharge
pressure override PID controller and is selected based on the greatest PID error.

Compressor Stop & Shutdown

Compressor Stop
A normal stop is initiated from the HMI ‘Cool Stop’ soft key. On normal stop the engine will reduce to idle
speed, recycle valve will open and the blow-down valve will open to reduce system pressure to equal the

Page 2 Revised: 01/30/02

inlet suction controller’s starting pressure setpoint. With the compressor unit unloaded, a cool-down cycle
will commence for a period of the ‘NORMAL STOP TIME’. On the cool-down cycle completion, the fuel
valve solenoid will de-energize and 3 seconds later the ignition module is de-energized. An
engine/compressor post lube cycle will begin. Engine/compressor pre-lube pumps will start/run for THE
‘POST LUBE TIME' .

Process Shutdown
A shutdown is automatically initiated if a discrete shutdown switch trips or an analog shutdown trip-point is
exceeded. Manual shutdown can be activated from the “Hard stop” button on the HMI/ Operator Terminal.
On shutdown the fuel valve solenoid is de-energized and 3 seconds later the ignition power is de-energized.
The suction valve will and recycle valve will open. An engine/compressor post lube cycle will begin.
Engine/compressor pre-lube pump(s) will start/run for the ‘POST LUBE TIME’.

Compressor E.S.D.

A unit ESD can be initiated from the large, red ESD button on front of the panel or exterior/remote ESD
button(s). On unit ESD the engine is immediately shutdown. The suction inlet valve will close and recycle
valve will open. No engine /compressor post lube cycle is performed. The blow-down valve will open to
completely de-pressure the unit.

Split Range Controller

Output from the low selector is intercepted by the split range
logic before driving the recycle valve and engine speed outputs.
To give priority control to the recycle valve, set it for 0 to 50%
split range and the engine for 50% to 100% split range. The
engine speed control will not come into affect until the recycle
valve is completely closed. However this minimises the design intent of split range control. An overlap of
the two ranges is more efficient allowing both the recycle valve and the engine speed to work together for
the desired result.

Multiple Gain Control – The governor on most compressor engines has a non-linear
response making it more challenging to control over the full range. At low speeds a
large change in governor position has little affect upon the engine speed while a small
governor position change at high speed causes a dramatic speed change. Mid speed
range is the easiest to control as it is the most linear control region.

Example:

Engine speed control is not done with PID loop control but uses step changes in
response to speed feedback. The gain factor is the degree of the step change. This
midrange factor can be multiplied by a factor of two for the low speed range and divided by two for the
high speed range to create separate high and low gain factors for a total of three gain factors. These three
control regions are separated by two user assigned speed limits or four speed assignments if you define the
minimum and top speed levels.

Page 3 Revised: 01/30/02