AGV10 FUEL CONTROL VALVE

Installation and Operation Manual

II 2 G 0344, 0036 Class I, Div 1, 2, Group D: T4

EEx d IIA T4
KEMA 03ATEX2551

ISO 9001:2000 CERTIFIED

Version 3.0
PREFACE

This manual provides instruction and maintenance information for the AGV10 Fuel Control Valve.

It is highly recommended that the user read this manual in its entirety before commencing
operations. It is the policy of Continental Controls Corporation that it is neither our intention nor
our obligation, to instruct others on how to design or implement engine control systems.
Continental Controls Corporation will not assume responsibility for engine controls not designed
or installed by our authorized representatives.

This manual is intended to help the end user install and operate the AGV10 Fuel Control Valve in
the manner in which they were intended and in a way to minimize risk of injury to personnel or
damage to engine or equipment.

Do NOT attempt to operate, maintain, or repair the fuel control valve until the contents of this
document have been read and are thoroughly understood.

Every attempt has been made to provide sufficient information in this manual for the proper
operation and maintenance of the AGV10 Fuel Control Valve.

All information contained within shall be considered proprietary information and its release to
unauthorized personnel is strictly prohibited.

If additional information is required, please contact:

Continental Controls Corporation

8845 Rehco Road
San Diego, CA, 92121
(858) 453-9880
SAFETY WARNING!
The Continental Controls Fuel Control Valves are normally used with natural gas. Natural
Gas and Air, when combined together, the mixture becomes very combustible. When
contained within an enclosure, such as a gas turbine engine or its exhaust system can
explode in a violent manner when ignited. It is necessary to always use extreme caution
when working with any fuel system.

Controls for Gas Engines should always be designed to provide redundant fuel shut downs.
Towards this goal, the Fuel Control Valve plays an important part in the safety of the whole
system. The AGV10 is not the primary control to shut down the engine.

The AGV10 Fuel Control Valve is NOT a shutoff valve. Shutoff valves should be used in
addition to the Fuel Control Valve. The fuel system should be designed in such a way that:

1. No single failure of a component will cause the fuel system to admit

fuel to the engine when the engine has been shutdown.

2. No single failure can result in grossly over-fueling the engine when

attempting to start.

Failure to follow the above rules may lead to possibly serious damage to
equipment or injury to personnel!

Failure to follow the above rules may lead to possibly serious damage to equipment or to
personnel.

The AGV10 Fuel Control Valve is to meter fuel gas only and should not be used as a main
fuel system shutoff valve. A separate fuel shutoff valve must be installed UPSTREAM of the
AGV10. The fuel shutoff valve should provide for the venting of pressure from the upstream
side of the AGV10 before an engine start sequence is initiated. If no venting is provided, the
fuel system must be such that no gas is trapped downstream of the AGV10. It is the
customer’s responsibility to insure that purge times are completed and the igniter of the
turbine is turned on before fuel pressure is allowed to reach the AGV10.

Before installing the AGV10 Fuel Control Valve, check as to whether or not the valve
contains an embedded acceleration schedule. The AGV10-XX A is the designation that the
valve that does have an embedded acceleration schedules. This valve will only allow an
appropriate level of gas to the turbine based upon the compressor discharge pressure (PCD
or CDP). A non-acceleration schedule valve will allow a level of gas proportional to level of
the fuel demand signal supplied to the valve.
When the acceleration schedule is to be turned off, one of the enclosed warning tags shall
be affixed to the valve in such a way as to cover the part number on the valve. The
technician disabling the acceleration schedule will need to call Continental Controls with the
number on the tag he has affixed to the valve in order to get the equation code for the valve
before the schedule may be turned off.

WARNING THIS VALVE ACCELERATION

SCHEUDLE HASS BEEN DISABLED!
This valve is only compatible with PLC’s and with
acceleration schedule
 TRANSLATIONS OF CAUTION AND WARNING
1. WARNING:DO NOT DISCONNECT EQUIPMENT UNLESS POWER
HAS BEEN SWITCHED OFF OR AREA IS KNOWN TO BE NON-
HAZARDOUS

I: ATTENZIONE: APRE CIRCUITO PRIMA DI TOGLIERE

COPERCHIO L'L'IL

G: ACHTUNG: OFFENER KREISLAUF VOR HERAUSNEHMEN VON

DECKE
CAUTION
2. WARNING:DO NOT DISCONNECT EQUIPMENT UNLESS POWER
CAUTION:
HAS BEEN SWITCHED OFF OR AREA IS KNOWN TO BE NON-
OPEN CIRCUIT BEFORE
REMOVING COVER HAZARDOUS

WARNING: I: L'AVVERTIMENTO: NON DISINSERISCE L'APPARECCHIATURA

DO NOT DISCONNECT EQUIPMENT A MENO CHE IL POTERE È STATO DISINSERITO O L'AREA È
UNLESS POWER HAS BEEN SWITCHED
SAPUTA PER ESSERE NON RISCHIOSO
OFF OR AREA IS KNOWN TO BE
NON-HAZARDOUS
G: WARNEN: SCHALTEN Sie GERÄTE NICHT AB ES SEI DENN
WARNING: NETZSCHALTER AB ODER GEBIET IST GEWUSST, SEI ZU SEIN
SUBS TITUTION OF COMPONENTS
M AY IMP AIR SUITABILITY FOR 3. VALVE MUST BE CONNECTED TO ELECTRICAL CONDUIT IN
CLASS 1, DIV. 1 ORDER TO COMPLY WITH CLASS I, DIV. I REQUIREMENTS

VALVE MUST BE CONNECTED TO I: LE VALVOLE COLLEGATE CON UN CONDOTTO SONO

ELECTRICAL COND UIT IN ORD ER TO COMPLY
CONFORME A DELLE CLASSI I, DIV. I REQUISITO
WITH CLASS 1, DIV. 1 REQUIREM ENTS

G: VENTILE HABEN MIT EINER LEITING SICH AN KLASSE I, DIV

KEEP COVER TIGHT WHILE
CIRCUIT IS CLOSED
VERBUNDEN ANHÄLT I BEDINGUNG

4. KEEP COVER TIGHT WHILE CIRCUIT IS CLOSED

CLASS 1, DIV. 1 REQUIRES HEAT RESISTANT
RATED MIN. 105°C WIRE, CABLE GLAND,
AND CONDUIT SEAL, I: TENERE I COPERCHI STRETTI MENTRE CIRCUITO SONO VIVO

G: BEHALTEN Sie DECKEN DICHT, WÄHREND KREISLAUF

LEBEND IST

5. CLASS I , DIV I REQUIRES HEAT RESISTANT RATED MIN. 105 °C

WIRE, CABLE GLAND, AND CONDUIT SEAL

I: DELLE CLASSI I, DIV. I , Il CALORE CAVO RESISTENTE, LA

GLANDOLA DI CAVO, IL SIGILLO DI CONDOTTO, & I FILI
METALLICI DI CONDOTTO SARANNO USATI

G: KLASSE I, DIV VERBUNDEN ANHÄLT I WÄRME WISERSTANDS

FÄHIGES KABEL, KABEL DRÜSE, LEITUNG, LEITUNG
ABDICHTUNG, & LEITUNG, DIE DRÄBENUTZT WERDEN WARDEN
Table of Contents
PREFACE I

SAFETYWARNING! II

TRANSLATIONSOFCAUTIONANDWARNING IV

ADDENDUM TO INSTALLATION OF AGV10 FUEL CONTROL VALVE 8

AGV10 INSTALLATION DO’S AND DON’TS 9

VALVE PRE-INSPECTION 10

LIST OF MATERIALS NEEDED FOR CORRECT INSTALLATION 12

GENERAL CONSIDERATIONS 12

GENERAL CONSIDERATIONS 13

INSTALLATION LOCATIONS 13

STANDARD INSTALLATION: 15
STANDARD INSTALLATION WITH FILTER: 16
STANDARD NON-VENT INSTALLATION: 16
STANDARD NON-VENT INSTALLATION WITH FILTER: 17

ELECTRICAL CONNECTIONS 18

CONDUIT CONNECTION 18
HAZARDOUS AREA REQUIREMENTS 18
POWER SUPPLY 19
CONNECTING THE CONTROL SIGNALS TO / FROM THE AGV10 20

CONNECTING TO THE NON-ISOLATED 4 TO 20 MA VALVE INPUT

(DEMAND SIGNAL) 20

CONNECTING TO A NON-ISOLATED 4 TO 20 MA VALVE OUTPUT (FLOW

FEEDBACK SIGNAL) 21

INSTALLATION WITH MFAC BOXES 22

REMOTE COMMUNICATIONS WITH THE AGV10 FUEL CONTROL VALVE

23

THEORY OF OPERATIONS 24

OVERVIEW 24
PROPORTIONAL CONTROL 24
CONTROL DEMAND OFFSET 25
FLOW ADJUSTMENT OFFSET 25
ALTITUDE ADJUSTMENT 25
DEMAND GAIN 25
TRANSDUCER OFFSET 26
GAUGE RANGE 26
ACCELERATION GAIN 26
ACCELERATION (Y) OFFSET 27
ACCELERATION (X) OFFSET 27
TYPICAL CALIBRATION VALUES 27
AGV10 WITHOUT ACCELERATION CONTROL 27
AGV10 WITH ACCELERATION CONTROL 28

MAINTENANCE 30

MAINTENANCE OF THE AGV10 FUEL CONTROL VALVE 30

PREVENTATIVE MAINTENANCE 30
CORRECTIVE MAINTENANCE 31
REGULATOR & FILTER CLEANING OR REPLACEMENT 31
VALVE POPPET ASSEMBLY REMOVAL 33
REMOVAL OF FOREIGN DEBRIS FROM POPPET ASSEMBLY 35
REPLACEMENT OF TRANSDUCERS 36
VALVE INTERFACE SOFTWARE 38

LOADING INTERFACE TERMINAL SOFTWARE 38

ESTABLISHING COMMUNICATION WITH VALVE 39

TECHNICAL SPECIFICATIONS & OPTIONS 44

AGV10 FUEL CONTROL VALVE SPECIFICATIONS 44

VALVE MATERIAL 45

PRODUCT WARRANTY 46

APPENDIX I 47

ENVELOPE DRAWING 47

APPENDIX II 51

BASIC SERVICE DRAWING 51

APPENDIX II 55

ELECTRICAL DRAWING 55
DIGITAL POWER SUPPLY 55
INSTALLATION

Addendum to installation of AGV10 Fuel Control Valve

When installing the AGV10 Fuel Control Valve, the possibility exists that welding slag or
tubing cuttings, or other debris may foul the Poppet assembly if allowed to enter the
AGV10. If this occurs, the AGV10 may not function properly, due to the Poppet assembly
being improperly seated. To this effect Continental Controls recommends that one (1) of
two (2) types of safeties be installed to monitor the amount of fuel present in the engine
during light off. The installation of these items provides a redundant safety measure,
ensuring that there is no single point failure of the fuel system.

1. An installed pressure switches on the fuel manifold to detect over-fueling during

ignition. The switch would be electrically connected in series with the Shut-off
Valve solenoids. If the switch detects an unsafe condition, the fuel supply would
be “cut-off” and the AGV10 would cease providing fuel.

2. Monitoring of the flow feedback signal (4 to 20mA) from the AGV10. When an
unsafe condition during ignition is detected, the monitoring device (i.e. PLC) would
abort the start in progress, close the fuel solenoids and disable the igniter.

When installing the AGV10 Fuel Control Valve in a Class I Div 1 Group D
environment; heat resistant rating of 105°C min Cable, Cable Gland, Conduit Seal,
and Conduit Wires must be used at the ¾ NPT threaded opening. Installation of all
electrical Equipment will be in compliance with the National Electric Code (NEC).

8
AGV10 Installation Do’s and Don’ts

1. Do not install the valve in such a manner that will trap gas pressure within the
downstream side of the valve.

2. Always provide an adequate supply pressure for the application.

3. Where the gas is extremely sour, dirty, or has liquid suspension, install a separate
pilot gas supply with an external filter. An air purge option is also available for the
AGV10.

4. Supply the valve with +24Vdc w/ 1 amp at the valve. Using small gauge wire may
cause a large voltage drop resulting in an inadequate power supply.

5. Do not create ground loops.

6. The flow signal on the AGV10 is NOT loop powered.

7. Never install valve wires within the same conduit as items such as igniter wires or
large solenoid wires.

8. If installing a “Loader style” valve on a Solar Centaur engine, install a vent to allow
the relay logic to perform the shut off valve verification.

9. Never paint the valve.

10. Never replace the valve with that of a different configuration.

11. Do not install the valve in such a manner where condensate may build up inside
the electronics housing.

9
Valve Pre-Inspection

The gas fuel-metering valve should be inspected immediately after unpacking. Check for
any damage that may have been incurred during shipping. If there are any questions
regarding the physical integrity of the valve, call Continental Controls immediately.

NOTE: If possible, keep the original valves’ shipping container. If future transportation or
storage of the valve is necessary, this container will provide the optimum protection.

Ensure that the AGV10 received matches the model no. And configuration of the fuel
valve to the packing list and if possible, to the purchase order. The top plate of the
AGV10 contains information pertinent to that particular valve, i.e. embedded acceleration
schedule.

The AGV10 is the designation of all small, configured valves from Continental Controls.
The dash number (i.e. AGV10-1) denotes the engine that the valve has been configured
and calibrated for. Some examples are shown below:

-1 Saturn Engine Solar Turbines Inc

-3 Centaur Engine Solar Turbines Inc
-6 Centaur H Engine Solar Turbines Inc

FUEL CONTROL VALVE

CAUTION
II 2 G CAUTION:
OPEN CIRCUIT BEFORE
REMOVING COVER

WARNING:
DO NOT DISCONNECT EQUIPMENT
UNLESS POWER HAS BEEN SWITCHED
OFF OR AREA IS KNOWN TO BE
0344 NON-HAZARDOUS

TEMP: -40°C TO 85°C WARNING:

SUBSTITUTION OF COMPONENTS
-20°C TO 85°C (ATEX) MAY IMPAIR SUITABILITY FOR
MAX PRESSURE (PS): CLASS I, DIV 2
500 PSIG (35 BAR)
NOTIFY BODY NO. 0036 VALVE MUST BE CONNECTED TO
ELECTRICAL CONDUIT IN ORDER TO COMPLY
HAZARDOUS WITH CLASS I, DIV 1 REQUIREMENTS
LOCATION RATING
CLASS I, DIV 1, KEEP COVER TIGHT WHILE
CIRCUIT IS CLOSED
GROUP D, T4
(-40°C TO 85°C) CLASS I, DIV 1 REQUIRES HEAT RESISTANT
RATED MIN. 105°C WIRE, CABLE GLAND,
AND CONDUIT SEAL
US PATENT # 5,146,941

Different configurations for the valve are available for other engine types manufactured by
most other engine manufacturers.

10
The optional features included in the valve are denoted by a single letter designation. A
list of optional features is shown below:

A Embedded acceleration schedule

C Control signal is 0 to 50mA. (Control Input is 4 to 20 mA unless

denoted otherwise.)

D Control Signal is 0 to 200 mA

E The valve’s electrical connections are by conduit entry (with seal)

and therefore the valve is explosion-proof and approved for use
within Class I, Div I hazardous areas as defined by the appropriate
electrical code.

F 2” ANSI 300lbs, 8-bolt flange

M RS-485 serial communications

N The valve is NACE compliant for use in sour gas service

P The valve is configured for use with an external filter on the pilot gas
inlet

S 2’ SAE 4-bolt (series 61) flange

T Extended temperature service

If the valve information matches correctly, then it is the appropriate fuel-metering valve for
your engine application.

11
List of Materials needed for correct Installation

The following is just a list of materials needed:

1. AGV10 Fuel Control Valve

2. Flange kit (optional) - contains two, 304L stainless steel block flanges (or
equivalent), mounting bolts and o-rings. Pipe thread sizes are available in 1.5”
and 2”.

3. Pilot Gas Filter (optional)

4. Mounting plate (optional)

5. Pipe wrench(s)

6. Assorted SAE wrenches

7. Wire cutters/strippers

12
General Considerations
When considering where to place the AGV10 Fuel Control Valve it is recommended that
several issues be kept in mind.

• The valve should be located away from any extreme sources of heat.
Operating ambient temperature is –40 to +85°C [-20°C to 85°C for
ATEX]. Temperatures higher than this will require special precautions
from the manufacturer. However, if the temperature of the fuel gas is <
85°C, this will act as a heat sink and the valve may then be mounted in
extreme temperature environments.

• Supply gas temperature will not have an effect on the flow of fuel
through the acceptable operating temperature range of the valve (see
above). If the fuel gas temperature is anticipated to exceed 85°C, the
fuel valve will need to be modified by the manufacturer.

• Pressure variation in the fuel supply does not affect the gas flow
through the valve, providing that the pressure does not drop below the
minimum required for that fuel flow.

Installation Locations

Typically, the AGV10 Fuel Control Valve is mounted in a horizontal position, below the
turbine engine. Ideally, the installation will allow for at least 10 pipe diameters of straight
pipe (15” for 1.5” piping) on the downstream side of the valve. This helps to ensure a
consistent and smooth airflow through the metering orifice, providing a more accurate fuel
flow measurement.

13
However, straight runs of piping to and from the valve are not necessary, though some
performance degradation in flow meter accuracy will result. Re-calibrations can be done
to increase the accuracy of the flow meter once the valve has been installed.

14
Mounting the AGV10 Fuel Control Valve
The AGV10 may also be mounted in a vertical position with no loss of performance.

The valve is normally mounted and supported via the 4 or 8 bolt flanges, or the optional
mounting plate. Threaded holes (5/16”-18) are provided on the bottom of the valve that
can be used for securing the unit to a flat surface.

The AGV10 is normally supplied with SAE 61 series 4-bolt flanges for 1½” piping. As an
option, ANSI 8-bolt, class 300 flanges for 2” pipe or SAE 61 series 4-bolt flanges also for
2” pipe are available.

Before installing the gas lines to the AGV10, ensure that all electrical components are off
and that the main fuel line is “shut in” and blocked.

Standard Installation:
This type of installation is preferred and is good for dual-fuel applications.

15
Standard Installation with Filter:
This type of installation is preferred and is good for dual-fuel applications.

Standard Non-Vent Installation:

The non-vent installation is not capable of dual-fuel operation.

16
Standard Non-Vent Installation with Filter:
The non-vent installation is not capable of duel-fuel operations.

17
Electrical Connections

The following section applies to the electrical requirements of the installation of the
AGV10 Fuel Control Valve. All efforts should be made to conform to the applicable
electrical code concerning hazardous environment installations.

Conduit Connection

An EEx d certified sealing device such as a conduit seal with setting compound shall be
provided immediately to the entrance of the valve housing.
For ambient temperatures over 70 C. the wiring and setting compound in the conduit seal
shall be suitable for at least 95 C.

CAUTION: The system power should be OFF before any of the valve wiring is
connected or disconnected. Failure to do so may result in damage to your turbine system
and/or the AGV10.

Hazardous Area Requirements

Hazardous locations are those areas where a potential for explosion and fire exist
because of flammable gases, vapors or finely pulverized dusts in the atmosphere, or
because of the presence of easily ignitable fibers or flyings (NEC; articles 500 – 517,
CEC; section 18).

18
Because of the necessary requirements, the wiring methods to be used are through
threaded, ridged metal conduit with termination fittings approved for the location. The
entire assembly is to be explosion-proof and where necessary, to employ flexible
connections approved for Class I Division 1.

Power Supply

To power the AGV10 Fuel Control Valve, +19 to 32Vdc is required from the station
instrumentation power (+24VDC typical). The AGV10 electronics are electrically isolated,
but if excessive voltage noise (AC ripple) is found, it may be filtered out using a
Capacitor (300mF – 1000mF at 50Vdc is suggested). The capacitor should be placed at
the source of the noise (i.e. igniter) the power wires from the AGV10 valve are:

• White - +24VDC

• Grey - 24VDC common

THESE WIRES ARE THE ONLY CONNECTIONS TO ANY VOLTAGE SOURCE.

19
Connecting the Control Signals To / From the AGV10
The AGV10 may be ordered with any of several fuel demand input signals (4-20mA and
0-50mA are the most common). Current to the AGV10 fuel demand input must never
exceed the maximum of the calibrated range.

The fuel demand signal and the flow feedback signal from the AGV10 Fuel Control Valve
are non-isolated signals. If both of these signals are being connected to a source with
the same ground (i.e. the same PLC), no problem is usually encountered using direct
connections.

However, if any other devices are connected in the demand or feedback circuits, or if
demand and feedback are connected to different devices, care must be exercised not to
create potential ground loops. An example of one such installation that is common is
using an external electronic governor on generator sets. Even if the external devices are
powered from the same source, the internal circuitry of the external devices may cause a
ground potential difference. Different ground voltage potentials in the demand or
feedback circuits will cause ground loops to the AGV10. Ground loops will “zero shift” the
AGV10’s electrical components and may cause the valve to start erratic behavior and
possibly damage the valve circuitry.

To avoid ground loops when the demand and feedback signals are wired to different
devices, or when external devices are too be added to either circuit, it is recommended
that signal isolators be installed in the feedback wiring.

Most, if not all, signal isolators have significant time delays between their input and
output. These delays can cause problems if the isolators are wired into the fuel demand
signal. Please contact Continental Controls before installing any device that may add
signal delays in the fuel demand signal.

Connecting to the Non-Isolated 4 to 20 mA Valve Input

(Demand Signal)

Within the valve, the return side of the 4 to 20mA signal is connected to the ground plane
of the circuit board. Therefore, it is important to understand the common of the original
signal.

If the 4 to 20 mA source is isolated, the valve inputs may be connected directly. If the
source is not isolated, an additional isolator should be used to protect the valve circuit
board from ground loops. Shown below is the recommended setup.

20
The wires for the demand signal as they leave the valve are:

• Blue – 4 to 20mA signal

• Blue/White – 4 to 20mA signal return

Connecting to a Non-Isolated 4 to 20 mA Valve output (Flow

Feedback Signal)
The non-isolated 4 to 20 mA output from the valve is self-powered. If power is applied to
these pins, the valve circuit board components will be damaged.

The AGV10 is capable of driving 5Vdc (20mA, 250ohm) to a non-isolated analog input of
a control device (i.e. PLC). Otherwise, it is recommended that isolators be bused to
avoid potential ground loop problems. Shown below is the recommended setup.

21
Installation with MFAC Boxes
This option is for Solar Turbine customers only with Saturn and Centaur engine
installations dating pre-1985.

A schematic showing the wiring connection between the black boxes and the AGV10
Fuel Control Valve is shown below. The only wiring changes that are necessary are:

The two (2) wires that connected to the HR Textron (Ladeen) actuator would be removed
and connected to the AGV10 Fuel Control Valve.
The battery +24Vdc and its return wire (24Vdc common) would be connected to the
AGV10.

Speed Monitors - the analog output signals from the GP and the PT speed monitors
should be 4.167Vdc when the input frequency from the magnetic pickup is correct fro
100% speed. These signals connect to the MFAC box as shown.

Temperature Monitors - the temperature monitor input is from the T5 or T7

thermocouple harness. The analog signal output from the Temperature Monitor is set for
0 to 5.0Vdc and is adjustable based upon solar specifications of individual engine types.
The Temperature Monitor is based upon a 300° per volt output and will not require
adjustment.

Main Fuel Actuator Control (MFAC) – the MFAC box may require adjustment. It should
be calibrated in accordance with Solar Service P/N108649-__ for that specific engine
type/application.

22
Main Fuel Actuator Control (MFAC) – the MFAC box may require adjustment. It should
be calibrated in accordance with Solar Service P/N108649-__ for that specific engine
type/application.

CAUTION: There are several models of the solar turbines with different T5, T7 operating
temperature ranges. It is the users responsibility to be sure the MFAC is adjusted
properly to limit the temperature to a safe value for that respective engine.

Remote Communications with the AGV10 Fuel Control Valve

The AGV10 Fuel Control Valve uses RS-485 communications protocol. Most laptop
computers use an RS-232 serial protocol from their respective communications ports. An
RS-232/RS-485 protocol converter must be used to communicate with the AGV10. A
converter and cable is available from Continental Controls (part no. 50109059).

23
Theory of Operations
Overview

The fuel control for a gas turbine engine must include a method of safely starting the
engine. The gas producer compresses the inlet air and causes the air to flow through the
combustor to the turbine section. The fuel must be metered in the correct proportions to
maintain a certain fuel to air ratio. This ratio determines the temperature of the gases of
combustion entering the turbine section. If the temperature of these combustion gases is
too high, the backpressure may cause the engine to stall or surge. If the temperature is
even higher, it may cause heat damage to the turbine exhaust section of the engine.

The AGV10 is designed to be used with natural gas fired industrial gas turbines from 500
to 6000 horsepower. The AGV10 is designed for engine horsepower of 5000 to 50,000.

The AGV10 uses fuel gas supply (muscle) of at least 42 PSIG pressure above that which
is required to run the turbine. This excess is used to actuate the Poppet valve. A small
amount of fuel gas is ported through a differential pressure regulator to the pilot stage.
The pilot stage converts the electrical signal from the computer to a proportional
pressure. This pressure is applied to a piston in the center section to stroke the valve
open. A large spring in the center section is used to spring load the valve into a closed
position or state.

The valve uses a PID closed control loop, with fuel gas flow being the feedback signal
used to close the loop. Fuel supply pressure is used for muscle; thus, the AGV10
requires no external actuators or associated muscle producing accessories and
plumbing. An onboard computer tracks fuel demand, controls the valve actuator to meet
the demand, and calculates fuel flow to insure the adjustment made to meet the demand
was correct.

The AGV10 with the embedded acceleration control, generally receives a governor signal
from the user’s PLC engine control system or from the Black Boxes supplied with Solar
relay control systems. The signal from the PLC turbine control system is a 4 to 20 mA
current loop. The signal from the Main Fuel Actuator Control (one of the Black Boxes) is
a 0 to 50 mA current loop. The governor signal (from MFAC) is high (50mA) when the
engine speed is less than the speed set point. When the set point is reached the signal
decreases (generally to 25mA), causing the amount of fuel to the engine to decrease.
The governor control signal resides within the Black Boxes or PLC, not from within the
AGV10 valve.

Proportional Control
The AGV10 accomplishes flow control by using two closed loop processes. The first
control loop is referred to as the “inner loop” or “position loop”. The position loop is a

24
proportional closed loop control based upon valve position. There is no direct position
feedback, so the AGV10 uses control pressure (PC) feedback. PC is the pressure for
force on the Poppet actuator, which opens the valve for flow. The purpose of the control
loop is to vary the valve position and maintain stability at a fixed position. This control
loop is performed every one (1) millisecond.

The second control loop is referred to as the “flow control loop”, or “outer loop”. The flow
control loop is a proportional and integral control loop based upon measured fuel flow.
The purpose of the outer loop is to provide higher speed and better accuracy than what is
available on most valves with open loop control. The outer flow control loops output is
the set point variable for the inner or position loop. This flow control loop is performed
every ten (10) milliseconds.

Control Demand Offset

Control Demand Offset is the minimum output to the actuator coil while the valve is
flowing. Actuator current is zero (0) when the valve is closed. This current to the
actuator produces enough force just to open the valve. The value of Control Demand
Offset is in counts to the Digital-to-Analog converter (DAC).

Flow Adjustment Offset

The “Flow offset” is in standard cubic feet per minute (SCFM). Flow offset is used to
calibrate the measured flow calculation.
The measured flow is added to the flow offset. If the valve was to flow 10 SCFM low
throughout the range of the valve, this error could be calibrated out by subtracting 10
from the flow offset. The calculation for correcting measured fuel flow is:

ωf * flow gain / 100 + flow offset

Altitude Adjustment

The altitude adjustment is used to change the PO measurement from gauge pressure to
an absolute pressure measurement. For best flow measurement accuracy, the altitude
adjustment should be set to the altitude of the installation site. The factory default setting
is sea level. The flow measurement alone is affected by this number, valve performance
will otherwise remain unchanged.

Demand Gain
The Demand Gain is used to change the span of the flow demand signal. The same
value can be used with any engine within the same horsepower class, i.e. A Solar Saturn
calibrated valve would be changed to an ASE 8 valve by changing the demand gain. The
demand gain is an inverse function, therefore higher gains result in smaller spans.

25
Transducer Offset

Each of the transducer offsets equals what the transducer-offset equivalent was during
factory testing.

Gauge Range

This is the maximum value that the strain gauges can drift from the factory setting. If the
gauge drifts beyond the gauge range, the valve assumes that the gauge is not functioning
correctly and will not allow the valve to operate.

Acceleration Gain

The acceleration gain settings of the AGV10 Fuel Control Valve allow the user to supply
the appropriate engine speed acceleration model to the valve. The acceleration schedule
is based upon the manufacturers calculated schedule for the exact engine type (i.e. a
P&W ST-18 turbine will have a different schedule than would a P&W ST6L-813 turbine).
The valve user may cause their engine to accelerate faster or slower depending on their
preferences by adjusting the ACCEL GAIN value.
ω

26
Acceleration (Y) Offset

By adjusting the Y offset of the acceleration schedule, the user may allow the engine to
start at a different fuel flow (ωf) to PCD ratio than was originally determined. This may
have the effect of reducing any initial flaring or “booming” within the combustors during an
engine start. Conversely, adjusting the Y offset may cause the turbine to not start at all.

Acceleration (X) Offset

Adjusting the X offset of the acceleration schedule will have the effect of starting the
acceleration schedule sooner/later based upon the PCD of the turbine.

Typical Calibration Values

DESCRIPTION TYPICAL MINIMUM MAXIMUM

Control Prop Gain 12 9 15

Control Intg. Gain 0 0 0
Control Intg is OFF Not Used
Control Derv. Gain 0 0 0
Control Derv. is OFF Not Used
Flow Prop Gain 17 10 40
Flow Intg. Gain 100 50 550
Flow Intg. is ON Not Used
Flow Derv. Gain 0 0 0
Flow Derv. is OFF Not Used
Cntrl Demand Offset 1100 800 1600
Flow Adjust 71 0 100
Flow Offset -20 -70 50
Altitude Adjustment 300 100 500
Demand Gain 980 200 1225
PG Offset 270 150 300
PO Offset 270 150 300
DP Offset 250 150 300
PC Offset 270 150 300
Gauge Range 200 150 260

NOTE: “-“ and “+” are always calibrated to the same value.
i.e. Proportional Gain - = 20
Proportional Gain + = 20

AGV10 without Acceleration Control

The AGV10 Fuel Control Valve contains a computer that measures the analog input
signals from the internal pressure sensors and the associated PLC. The function of the
software configuration without the acceleration control is shown in the simplified diagram
below.

27
 4 -20 ma PID
Fuel Demand Σ Controller
To Engine
+
Signal
--

The 4 to 20 mA signal from the PLC is a fuel demand signal. The computer receives the
gas temperature and pressure data from the internal sensors and computes the fuel flow
through the valve. The measured fuel flow is compared with the fuel demand signal. The
PID controller adjusts the valve-throttling orifice to cause the fuel flow to match the fuel
demand. The metered fuel is directly proportional to the fuel demand signal.

AGV10 With Acceleration Control

Continental Controls Corporation also supplies fuel-metering valves that contain specific
acceleration schedules for different gas turbine engines. The software functions as
indicated in the simplified diagram shown below.

Pcd

A
m
Acceleration

20
Control

Wf (fuel flow)
mA
12
A
m

4mA
20

INTERNAL
Wf (fuel flow)

VALVE EXIT
PRESSURE PRESSURE
(Pcd+Pn) SENSOR

Pcd + Pn

FUEL
4-20mA PID FLOW To Gas
From ∑ Controller Turbine
PLC Control + Engine
Governor Signal
Multiplier

The compressor discharge pressure (CDP or Pcd) is a good measure of the air flow
through the engine, providing that the effective area the orifice (or restriction) of the
turbine section is constant, i.e. The engine does not have variable turbine nozzles or
devices that change the effective area of the turbine section.

The AGV10 Fuel Control Valve, with acceleration control, measures the pressure at the
discharge of the valve. The discharge of the valve connects to the gas manifold of the
engine. The gas manifold supplies gas to the combustor in the engine through one or
more fuel nozzles. The pressure in the gas manifold is compressor discharge pressure
plus a small pressure drop across the fuel nozzles.

28
The manufacturers acceleration fuel schedule is stored in the computer during calibration
and is shown in the block diagram as “Pcd Acceleration Schedule”. When the governor
signal is 20 mA, the valve limits the fuel flow to the value of the function. The
acceleration schedule is the maximum fuel that the valve will meter for that Pcd value
with a 20 mA input form the PLC.

The 4 to 20 mA signal from the PLC now functions as a governor signal. If the engine is
under speed and not temperature limiting, it will be requesting more fuel and will be 20
mA. The acceleration schedule will be controlling the amount of fuel metered to the
engine. A 20 mA signal corresponds to an input of 100% into the multiplier. If the
temperature limit is reached during acceleration, the PID circuit in the temperature control
loop will cut the 20 mA signal back. When the speed of the gas producer or the power
turbine reach the respective set point, the 20 mA signal will decrease under the control of
their PID loop to maintain the speed at the set point.

The fuel schedule with a 20 mA governor signal is the manufacturers acceleration

schedule. As the governor signal decreases the slope of the acceleration schedule also
decreases in a proportional manner. A lower schedule is shown on the diagram for a 12
mA governor signal. The valve is calibrated so a 4 mA governor signal provides the
deceleration schedule. The deceleration schedule is provided so that the flame will not
blow out if the governor cuts the fuel back all the way.

The advantages of having the acceleration built into the AGV10 fuel valve software are:

1. SAFETY – The control system cannot over-fuel the engine at any speed because
the valve limits the fuel flow to the engine based upon its measured Pcd.

2. VARIABLE GAIN – The gain of the governor loop is proportional to Pcd or airflow
through the engine. The multiplier is in the governor loop and the fuel flow input to
the multiplier varies with the Pcd. The loop gain increases as the Pcd increases.
This enhances the stability of the speed and temperature control loops

3. COMPENSATES FOR COMPRESSOR DEGRADATION – As the compressor

gets dirty or wears, the airflow will decrease. With built in acceleration control, the
maximum fuel also decreases so that the fuel to air ratio remain constant.

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Maintenance
Maintenance of the AGV10 Fuel Control Valve

The AGV10 Fuel Control Valve has been designed to provide reliable operation with a
minimum amount of maintenance. To ensure optimum performance, periodic inspection
and cleaning is necessary.

Preventative maintenance issues can be integrated into the current maintenance

schedule of the turbine engine. Most maintenance requires little effort and no downtime
of the AGV10 valve.

Corrective maintenance is to be done when the AGV10 Fuel Control Valve begins to
behave erratically. Procedures have been generated to troubleshoot and to repair most
minor issues. It is recommended that Continental Controls be informed whenever
corrective maintenance is to be performed on the AGV10.

Preventative Maintenance

• External Visual Inspection – Inspect the exterior of the valve for loose
connections, frayed wires, or major structural damage.

• Cleaning – Exterior cleaning will aid in the visual inspection of the external
casing and ensure good connections. Ethyl alcohol or mild soapy water can be
used as cleaning agents.

• Maintenance Log – To facilitate troubleshooting and to establish service

schedules, a maintenance log should be kept on the fuel-metering valve.

• Calibration – Flow calibration of the AGV10-X is performed in a controlled

environment before shipment. Since calibration of the valve requires
equipment not normally available in the field, it is recommended that the valve
be returned to Continental Controls if adjustments are necessary.

• Pilot Gas Filter – The pilot gas filter, if installed should be changed every six
(6) months or more frequently if operations if necessary. A replacement filter
(part no. 50109169) may be ordered from Continental Controls.

30
Corrective Maintenance
The only corrective maintenance procedures that field personnel may be able to perform
on the AGV10 Fuel Control Valve are that of regulator and pilot filter cleaning/replacing
and Poppet valve assembly removal. Any other actions taken on the AGV10 valve may
cause physical damage or loss of calibration and would require that the valve be returned
to Continental Controls for refitting or re-calibration.

Regulator & Filter Cleaning or Replacement

The following section will cover the replacement or cleaning of the Regulator assembly
(part no. 50105008) before starting it is recommended that a clean flat work surface be
prepared and the proper tools available. It is also recommended that Valve Repair Kit
(part no. 50109129) be purchased from Continental Controls. The kit contains items such
as a spanner wrench, replacement O-rings, replacement filter and O-ring lube.

Procedure for the cleaning/replacing of pilot filter

1. Using the spanner wrench, apply pressure in a counter-clockwise motion and

remove the regulator assembly.

2. DO NOT remove the regulator adjustment screw and nut. If these are
removed, the correct regulator settings (42 psid) cannot be reset without
returning the valve to Continental Controls for re-calibration.

31
3. Check to see that the regulator does not interfere with the end flanges. If there
is no interference, continue to step 5. If there is interference, the inlet flanges
need to be removed (step 4).

4. Remove the 7 cap screws holding the inlet flange on using a 5/16” Allen
wrench. Remove the flange.

5. The filter O-ring (size 4470-200-012) and filter should now be visible.

6. Carefully remove the O-ring for later use. Inspect the O-ring for cuts and
abrasions before reuse. If there is any physical damage to the O-ring, it is to
be replaced.

7. If you have a replacement filter and DO NOT want to reuse the current filter,
puncture the filter with a sharp object and remove it. Continue to step 11.

8. If the filter is to be reused, use a dental pick to carefully ease the filter out by its
edges.

9. Backs flush the filter with Stoddard solvent or other cleaner.

32
 10. Place the new or cleaned filter into the housing filter cavity coarse-side down.

11. Place the O-ring in front of the filter to fasten it. When replacing or reusing
an O-ring, the proper lubricant should be used at all times (i.e. Dow
Corning lubricant #55).

12. Tighten the regulator assembly using the spanner wrench in conjunction with a
torque wrench (30 lb-ft of torque).

13. If the end flange had to be removed, place a small amount of O-ring grease on
the flange O-ring and re-install.

Valve Poppet Assembly Removal

The following will cover the removal of the Poppet valve assembly (center section) from
the AGV10 Fuel Control Valve. Since the center section is not serviceable in the field, a
replacement must be installed if on-site repairs are desired. These parts are included in
the Valve Repair Kit (part no. 50109129) available from Continental Controls. In addition,
replacement Poppet valve assemblies are sold separately.

33
Procedure for the removal of the Poppet valve assembly

1. Remove the AGV10 valve from the fuel line.

2. Remove the downstream flange, indicated by two (2) ridges, being careful not to
cut the O-ring. If needed, tap the flange upward with a rubber mallet to ease
removal.

3. Using a pair of snap ring pliers, remove the steel snap ring. Use eye protection as
the snap ring can release out of the assembly unexpectedly.

4. Using the soft, rubber coated side of the snap ring pliers; pry out the orifice
metering plate (DO NOT DAMAGE THE INNER EDGE IN ANY WAY).

5. Remove the upstream flange, being careful not to cut the O-ring. Again, tap the
flange with a rubber hammer to ease removal.

6. Put a 2” diameter PVC pipe over the downstream portion of the center section.
Using a rubber mallet, tap the PVC pipe until the center section is removed from
the housing. Do not press or turn the Poppet itself.

7. Coat the O-rings (3) of the new center section with O-ring lubricant.

8. Insert the Poppet assembly into the valve body with the cone facing in the
upstream direction.

9. Align the control pressure inlet of the Poppet assembly with the dowel insert of the
control pressure transducer. NOTE: The cone of the assembly, which does not
have a cap screw, is in line with the control pressure inlet of the assembly.

34
 10. Click the center section in place by providing sufficient downward force on the
center section cone. In the field, this can be done by CAREFULLY standing on the
cone portion of the center section when it is oriented vertically.

11. Replace the upstream flange (it has two ridges). Tighten down the 7 cap screws
(6 lb-ft torque each).

12. Apply O-ring lubricant to the orifice O-ring. Firmly press the orifice into the valve
body at the downstream end. Ensure that the taper faces the downstream side of
the valve.

13. Replace the snap ring.

14. Replace the downstream flange. Tighten down the 7 cap screws (6 lb-ft torque
each).

15. Send the malfunction center section to Continental Controls for refitting.

Removal of Foreign Debris from Poppet Assembly

Occasionally some form of foreign debris will make its way into the metering housing and will become
lodged inside. This will cause the AGV10 to malfunction in such ways as failure to shut-off (leakage) and
incorrect transducer readings affecting valve accuracy. This debris may be removed by using station
instrument air.

Procedure for removing foreign debris from the metering housing and Poppet assembly

1. Upon the removal of the Poppet assembly from the metering housing of the
AGV10, inspect the housing for any internal damage that may have occurred.

2. Shop air can be used to blow away and clean any loose particles that may have
accumulated. DO NOT use any hard-edged instrument to clean the valve housing.

3. Holding the center section in hand, apply instrument air to the Poppet assembly
through the control pressure port (Pc).
4. The Poppet valve will open with 30 to 70 psi air applied. Do not exceed this range.

5. Using a soft edged device (i.e. Popsicle stick, Q-Tip, etc) hold open the Poppet
valve. Do NOT use any hard-edged instruments (i.e. screwdrivers) as this

35
 will damage the assembly and concurrently require repairs made by Continental
Controls.

6. Ensuring that the Poppet assembly is clear of debris, release the Poppet valve.

7. Re-lubricate the O-ring seals of the Poppet assembly and reinstall as instructed.

CAUTION: Due to the strong nature of the shutoff spring within the center section, DO
NOT place your fingers near the Poppet valve if it is in an open position.

Replacement of Transducers
Replacement of the AGV10 Fuel Gas Valve transducers can be done in the field under
the direction of Continental Controls Corporation. The transducers that may be replace
are the
• P(control) transducer

• P(offset) transducer

• P(supply) transducer

By replacing a transducer in the field, accuracy of the AGV10 may be slightly affected
due to the small variances in transducer parts.

1. Remove the electronics housing cover.

36
2. Examine and make notes of the AGV10 electronic board assembly (i.e. wire
placement and orientations).

3. Unclip the affected transducer from the electronics board and unscrew the board
from the circuitry housing. Do not remove more wires than necessary.

4. Using snap ring pliers, remove the snap ring of the affected transducer.

5. With a small pry tool, remove the transducer from its housing.

6. NOTE: There is an O-ring placed on the underside of the transducer. If this

O-ring is damaged, it must be replaced properly.

7. Insert the new transducer into the appropriate position, taking care to have the O-
ring in place (within the cavity).

8. Re-insert the snap ring to hold the transducer in place.

9. Attach the wiring to the electronics board in the proper orientation. NOTE: The
red wire of the harness is on the downstream side of the valve.

10. Re-assemble the electronics board to the electronics housing.

11. Install the electronics cover to the AGV10. Do NOT allow any wires to become
pinched when placing the cover on. Re-tighten the cap screws to 40 in-lb torque.
Max clearance between the cover and the housing is 0.0015”.

37
Valve Interface Software
Loading Interface Terminal Software
This manual assumes that the software user is familiar with using Windows and DOS
computer operating systems.

1. Insert the Continental Controls floppy disk (3½”) into the appropriate floppy disk
drive (drive A). of the users computer.

2. Using Windows Explorer, list the folders (directories) contain with the C hard drive.
Determine in which folder (directory) that you wish to place the valve interface
software.

3. With the copy command available in Windows Explorer, copy all files from the
floppy disk to the folder (directory), which you have chosen. The files that will
have been copied are Valve40.exe and Valve40.ovl and should be listed within the
directory on your hard drive.

4. Remove the floppy disk and place in a secure location.

FLOW
CCC
VALVE INTERFACE SOFTWARE
VER XX.XX

BROWN (TX) BROWN (TX)

GREEN (RX)
GREEN (RX)
WHT/BRN (COM)
BLACK (COM)

RS-232/RS-485
COMMUNICATIONS
CONVERTER

38
Establishing Communication with Valve

The valve interface software can be executed by using several different methods.

1. By using the RUN option within the Windows Start menu, select Valve40.exe and
execute.
2. By using Windows Explorer and selecting Valve40.exe, double-click on the
selected file.
3. By using DOS, select the appropriate directory and type Valve40.

Note:
If valve communication does not immediately start, power to the
valve may have to be cycled (on/off). Before doing this, start the
Valve30 program and have the appropriate connections made.

Explanation of Terms and Functions for the AGV10-X Fuel Control Valve

WORD:

This will give you a list of all words and symbols associated with the operation, testing,
and programming code functions. Most of these are for programming use only and are
not usable at the customer level.

REPORT:

Provides a REPORT of Gains, Offsets and Adjustments accessible for the calibration of
the valve. This information can be printed out directly from the screen by pressing the
“Print Screen” button on your computer keyboard. This should be done first before
valve operation or engine tuning.

39
GAINS
This menu is used for setting the GAINS during the valve calibration process and is
available to the customer for fine-tuning of the valve to match the installation.

LOADER

The LOADER command works as the ACCEL command with the exception that it affects
the embedded acceleration schedule specific to the engine type.

40
CHANGE-CALS

Normally used during the calibration process, this menu allows for setting the
Acceleration parameters for the engine flow calculation adjustments, altitude, and original
transducer settings.

SET-ORG

This command sets the original transducer counts as the “zero” point after calibration and
is used as the reference point for the program and to identify that the transducers are
operating within tolerance. Tolerance being +/-200 computer counts from the “original”
set point. Performing a SET-ORG function after a transducer malfunction will change the

41
accuracy of the flow calibration across the entire range of the valve. This should not be
performed in the field unless the transducer counts are first verified to be
approximately the same as the original counts through the READINGS command.

READING

This shows transducer computer counts in real time and can be done during valve
operation to determine if transducers are reporting within allowable ranges. Maximum
counts are 4095. All readings should be less than 4095.

42
T

Allows for an extended report during the FLOW! Function. The more “T’s” entered the
longer the valve will flow at the requested rate.

ENABLE-ACCEL

Allows operator to enable the embedded acceleration control but only if the have the
proper equation code.

DISABLE-ACCEL

Allows operator to disable the embedded acceleration control but only if the have the
proper equation code (obtainable only from Continental Controls Corporation.)

43
Technical Specifications & Options
AGV10 Fuel Control Valve Specifications

Maximum Pressure: 500-psig

Power Requirement: 24 VDC (1-amp nominal)

Ø 2.0" SAE Series 61, 4-Bolt Flange

Flanges:
Ø 1.5" SAE Series 61, 4-Bolt Flange

Step Response (10 to 90 % Stroke): 50ms Maximum

The Greater of 3% of Reading or 0.5%

Accuracy:
of Full Scale

Frequency Response: 3db @ 6HZ typical

-40°C to +85°C
Temperature Limits
-28°C to +85°C (Sour Gas Service)
4-20 mA (Standard)
Fuel Demand Signal (to Fuel Valve Control):
0-200 mA (Optional)

Flow Feedback Signal (from Fuel Valve Control): 4-20mA (Standard)

26pin Canon Connector

Electrical Connections:
3/4" Ridged Conduit, 84" Pigtail Wires

44
Valve Material
Body: 6061 T6 Aluminum

Nitrile
Valve Seat:
Super Viton, Alfas (Sour Gas Service)
304 Stainless Steel, Nickle, Anodized
Wetted Components:
Aluminum
Nitrile
Seals:
Super Viton, Alfas (Sour Gas Service

Fuel: Natural Gas, Methane

Dimensions: 13.9"L x 7.6"H x 5.5"W

Approximate Weight: 35lbs

45
Product Warranty

C ontinental Controls Corporation warrants that all goods furnished by CCC are free
from defects in workmanship and material as of the time and place of delivery.
As a matter of general warranty policy, CCC honors an original buyer's warranty
claim in the event of failure within 12 months of shipment to the end-user, when
the equipment has been installed and operated under normal conditions and in
accordance with installation instructions contained in the operating manual and generally
accepted operating practices.

All warranty work must be performed and CCC’s manufacturing facility in San Diego. The
customer is responsible for shipment or delivery of the product to the CCC facility. CCC
will pay return ground freight. The customer will pay any expedited freight fees.

46
Appendix I
Envelope Drawing
The envelope drawing that shows connector for electrical connection is not rated for Explosive
Atmosphere.

47
48
49
50
Appendix II
Basic Service Drawing

51
52
53
54
Appendix II
Electrical Drawing

Valve Board Description

TEST POINT DESCRIPTION VALUE/RANGE

TP01 Upstream Orifice Pressure 0 to –5 Vdc

TP02 Differential Pressure 0 to –5 Vdc
TP03 Control Pressure 0 to –5 Vdc
TP04 Supply Pressure 0 to –5 Vdc
TP05 Not Present/Not Used
TP06 Gas Temperature 0 to –5 Vdc
TP07 Board Voltage Common Reference
TP08 Fuel Demand Signal 1 to 5 Vdc
TP09 Board Amplifier Negative Power -11 Vdc +/-3%
TP10 Strain Gauge Power 7.0 Vdc +/-0.5%
TP11 Actuator DAC Voltage 0 to 10 Vdc
TP12 Strain Gauge Power 7.0 Vdc +/-0.5%
TP13 Not Present/Not Used
TP14 Flow Feedback 1 to 5 Vdc
TP15 Board Amplifier Positive Power 11 Vdc +/-3%
TP16 Digital Power Supply 5 Vdc +/-2%
TP17 Board Voltage Common Reference

Internal Board Wiring

DESCRIPTION BD WIRE COLOR CONNECTOR SIGNAL TYPE
PIN No. PIN

+24Vdc N/A WHITE A Supply Power

(Nominal) N/A GRAY B Supply Return
24Vdc
Common

Flow Demand 11 BLUE C Non-Isolated 4

Flow Return 10 WHITE/BLUE D to 20 mA Input

Flow Feedback 7 YELLOW E Non-Isolated 4

Flow FB Return 8 YELLOW/WHITE F to 20 mA Output

RS485 (A) 1 GREEN Y Non-Isolated

(B) 2 BROWN Z RS485
GND 12 WHITE/BROWN A Communication

55
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