Page 1 Technical Instructions November 21, 2016 LMV5... Linkageless Burner Management System Combustion Controls...
Page 2 Intentionally Left Blank ...
Page 3 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting GP 2 FUEL TRAIN ERROR CODES Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 4 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 5 LMV Series Technical Instructions Document No. LV5-1000 1-1: Introduction The LMV5 Burner / Boiler Management System (BMS) is ideally suited for use with steam boilers, hot water boilers, thermal fluid heaters, and industrial burners. The LMV5 is extremely flexible, and encompasses the following features: •...
Page 6 Technical Instructions LMV Series Document No. LV5-1000 1-2: LMV5 System Builder The LMV5 Linkageless Burner Management System is comprised of many components in addition to the LMV5 itself. Use the following pages to choose the components needed for your specific application. See pages 20-22 for an LMV5 system order sheet. For additional technical information about any of the products listed, refer to Appendix B.
Page 7 LMV Series Technical Instructions Document No. LV5-1000 Control Panel Components (continued) Display – Qty (1) Required Each LMV5 must be equipped with one AZL52.40B1 display. See page 25 for mounting information and panel cutout dimensions. Display with Modbus port, PC port, backlight, six AZL52.40B1 languages available Display Cable –...
Page 8 Technical Instructions LMV Series Document No. LV5-1000 Control Panel Components (continued) Touchscreens – Optional Touchscreen kits are available to provide a human machine interface for the LMV5. Kits come with a touchscreen and a plate kit with all necessary inputs and outputs. Standard communication is via Modbus TCP/IP.
Page 9 LMV Series Technical Instructions Document No. LV5-1000 Control Panel Components (continued) Replacement green connectors are available if necessary. 4-pin connectors are for terminals X52, X71, and X72. 5-pin connectors are for terminals X60, X61, X62, X70, and on each actuator and O module.
Page 10 Technical Instructions LMV Series Document No. LV5-1000 Air Damper Assembly Actuator – Qty (1) Required Choose one of the following actuators for the air damper. For more information, refer to Document No. N7814 (SQM4… actuators) or Document No. N7818 (SQM9… actuators). SQM9… actuators are rated NEMA 4.
Page 11 LMV Series Technical Instructions Document No. LV5-1000 Air Damper Assembly (continued) Mounting Bracket Kits - Optional Modular bracket kits are available to assist in mounting any SQM… actuator to a variety of valves or air dampers. A coupling is necessary when using a modular bracket kit. For more information, refer to Document No.
Page 12 Technical Instructions LMV Series Document No. LV5-1000 Gas Firing Rate Control Valve Valve Actuator Assemblies – Qty (1) Required if Firing Gas Pre-built valve actuator assemblies are available that mount an SQM45… actuator to a VKG… gas butterfly valve. A variety of VKG… valves are available from 1/2” to 4”. For more information about VKG…...
Page 13 LMV Series Technical Instructions Document No. LV5-1000 Gas Firing Rate Control Valve (continued) Pre-built valve actuator assemblies are available that mount an SQM45… or SQM48… actuator to a VKF… gas butterfly valve. A variety of VKF… valves are available from 1-1/2” to 8”. The most common assemblies are listed below.
Page 14 Technical Instructions LMV Series Document No. LV5-1000 FGR Control Valve Valve Actuator Assemblies – Qty (1) Required if Using FGR Pre-built FGR valve actuator assemblies are available to mount an SQM45… or SQM48… actuator to a high-temperature VKF… butterfly valve. The most commonly used assemblies are listed below.
Page 15 LMV Series Technical Instructions Document No. LV5-1000 Actuator Accessories (continued) NEMA 4 Kits – Optional A kit can be added to any SQM4… actuator in order to provide NEMA 4 protection. NEMA 4 kit for an SQM45… actuator BR-N4-SQM45 NEMA 4 kit for an SQM48… actuator BR-N4-SQM48 Explosion Proof Housing –...
Page 16 Technical Instructions LMV Series Document No. LV5-1000 Flame Scanner Accessories QRA75 Wiring Cable – Qty (1) Required per QRA75.A17 Flame Scanner A pre-made 12 foot cable is required when using the QRA75 flame scanner. For more information, refer to Document No. N7712. Pre-made 12 foot cable for use with the QRA75…...
Page 17 LMV Series Technical Instructions Document No. LV5-1000 Flame Scanner Accessories (continued) QRA75… Accessories - Optional Mounting accessories are available for the QRA75… flame scanner. For more information, refer to Document No. N7712. Right angle adapter for mounting a QRA75 flame scanner.
Page 18 Technical Instructions LMV Series Document No. LV5-1000 Sensors Pressure Sensors – Qty (1) Required for Steam Boilers A wide range of pressure sensors is available for steam boilers. All sensors have a 1/4” NPT process connection and a 1/2” NPT conduit connection. Sensors are available with either a 4- 20 mA or 0-10 Vdc output signal.
Page 19 LMV Series Technical Instructions Document No. LV5-1000 Sensors (continued) Temperature Sensors – Qty (1) Required for Hot Water Boilers, Optional for Other Applications One temperature sensor is needed to measure water temperature on hot water boilers. Additionally, one may be needed for low fire hold on a steam boiler, hot standby on a steam boiler, or ambient and stack temperatures for efficiency calculations or FGR hold features.
Page 20 Technical Instructions LMV Series Document No. LV5-1000 Variable Frequency Drive (VFD) Components Variable Frequency Drives (VFDs) - Optional Pre-programmed Variable Frequency Drives (VFDs) are available for use with an LMV52. Braking resistors and line / load reactors are available as accessories. Pre-programmed VFDs with LMV52 programming DR…...
Page 21 LMV Series Technical Instructions Document No. LV5-1000 O2 Trim Components O2 Module – Qty (1) Required for O2 Trim For O trim, the following CANbus module is required to connect the O sensor to the LMV52. Module to connect O sensor to an LMV52, supplied with (6) M16 to 1/2”...
Page 22 Technical Instructions LMV Series Document No. LV5-1000 O2 Trim Components (continued) O2 Sensor Cable – Qty (1) Recommended But Not Required An optional cable is available to easily connect the O sensor (QGO…) to the O module (PLL…). 6-conductor, 18 AWG, shielded cable to connect the C8120(35) sensor to the O module, 35 feet long...
Page 23 LMV Series Technical Instructions Document No. LV5-1000 Typical LMV52 System for a Cleaver Brooks Retrofit Components for a typical LMV52 retrofit on a Cleaver Brooks boiler are listed below: Control Panel Components LMV52.240B1 Dual fuel burner control, fuel-air ratio control, VFD control, O trim AGG5.210 120 VAC to (3) 12 VAC transformer...
Page 24 Technical Instructions LMV Series Document No. LV5-1000 LMV5 SYSTEM ORDER SHEET Email: customerservice@scccombustion.com Fax: (224) 366-8455 Company Name Required Ship Date Ship To Address Shipping Method Description Part Number Float/bump LMV51.040C1 Load control LMV51.140C1 Base Unit (Qty 1 Required) VFD/O trim/fuel meter LMV52.240B1 Advanced O...
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Page 26 Technical Instructions LMV Series Document No. LV5-1000 Description Part Number Valve Actuator Assemblies Write in part number (Qty 1 Required if Firing Oil and Not Using a Cleaver (see Doc. No. VA-4000) Brooks Oil Valve) Kit for SQM48 BR-48CBOIL Cleaver Brooks Retrofit Kits (Optional) Kit for SQM45 BR-45CBOIL 3"...
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Page 28 Technical Instructions LMV Series Document No. LV5-1000 1-3: Mounting LMV5 Controller The LMV5 must be mounted inside an enclosure that will protect it from dirt and moisture. The unit is mounted by four screws (M5 x 0.8mm thread, #2 Phillips drive) that are captive in each corner.
Page 29 LMV Series Technical Instructions Document No. LV5-1000 AZL5 Display The AZL5 is designed to be mounted in a rectangular cutout through the face / door of an electrical enclosure. It has one screw on the top and another on the bottom that engage small plastic tabs which will swing out when the screw is tightened clockwise;...
Page 30 Technical Instructions LMV Series Document No. LV5-1000 AGG5.210 Transformer The AGG5.210 transformer supplies 12 VAC power to the LMV5 base unit, AZL5, actuators, and PLL52 (if equipped). This transformer should also be mounted in an enclosure that shields the transformer from dirt and water. At least one transformer is necessary for each LMV5 base unit.
Page 31 LMV Series Technical Instructions Document No. LV5-1000 1-4: Important Safety Notes • The LMV5 is a safety device. Under no circumstances should the unit be modified or opened. SCC Inc. will not assume responsibility for damage resulting from unauthorized modification of the unit. •...
Page 32 Technical Instructions LMV Series Document No. LV5-1000 1-5: Approvals The LMV5 and its various system components have the following standards and approvals: Section 1 Page 28 SCC Inc. HOME...
Page 33 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 34 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 35 LMV Series Technical Instructions Document No. LV5-1000 2-1: Wiring Introduction The LMV5 is a very flexible burner control. As such, there are many different ways to wire it. The specific application will dictate the wiring required. This section details the most common applications. The parameter settings outlined in Section 3 can enable, disable or change the functionality of many terminals on the LMV5.
Page 36 Technical Instructions LMV Series Document No. LV5-1000 Grounds The LMV5 has three different types of grounds: Protective Earth (marked as PE on the LMV5) • Functional Earth (marked as FE on the LMV5) • Reference Ground (marked as 0, M or GND on the LMV5, hereafter referred to as 0) •...
Page 37 LMV Series Technical Instructions Document No. LV5-1000 CANbus The CANbus is a data bus similar to a computer network. The CANbus is used to connect the actuators, AZL5, and PLL52 module to the LMV5 base unit. Special shielded cable is used to connect all devices on the CANbus to the LMV5 base unit.
Page 38 Technical Instructions LMV Series Document No. LV5-1000 CANbus (continued) The shield of the CANbus cable must be connected on each cable segment (between the LMV5 and the actuators or PLL52 module) so that the entire shield has continuity with terminal X51.1 which is the shield connection on the LMV5.
Page 39 LMV Series Technical Instructions Document No. LV5-1000 Load Controller The LMV51.1 and all LMV52 are equipped with a load controller. The load controller is very flexible and can read multiple sensors simultaneously. Typically, either a temperature sensor or pressure sensor is connected for burner modulation.
Page 40 Technical Instructions LMV Series Document No. LV5-1000 2-2: Terminal Descriptions Front Bottom General notes: 1. Total combined load of all 120VAC outputs cannot exceed 5 Amps. 2. All “Line, fused” terminals are internally connected. 3. All “Neutral” terminals are internally connected. 4.
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Page 57 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 58 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 59 LMV Series Technical Instructions Document No. LV5‐1000 3‐1: Parameters Introduction The Siemens LMV5 has a number of parameters that can be adjusted to suit the wide variety of applications that exist in the burner / boiler and industrial heating market. These parameters are broken up into three main groups by password access: User Level access does not require a password, and encompasses all of the parameters that an end user might have to view or adjust during the life of the burner / boiler. Service Level access does require a password, and encompasses all of the user level parameters, ...
Page 60: Table Of Contents
LMV Series Technical Instructions LV5-1000 3-2: Parameter List L - cont Absolute Speed 39, 40 Date 5, 45 GasFiring 6, 44 LossFlameTest O2 Alarm actTmpFGR-sensor DateFormat GasPressureMax LossOfFlame O2 Content Air Actuator Addressing DelayLackGas GasPressureMin LowfireAdaptPtNo ** O2 Control Actuator/VSD Activation DelayStartPrev GasStartCount 6, 44...
Page 61 LMV Series Technical Instructions LV5-1000 S - cont S - cont P High-Fire ReacExtranLight Setpoint Output SW_FilterTmeCon ValveProvingType P Low-Fire ReacTmeLossFlame SetpointW1 5, 30 SystemOnPower 6, 44 var. RangePtNi ParamSet Code 17, 37 Release Stages SetpointW2 5, 30 Volume Gas 6, 45 ParamSet Vers 17, 37...
Page 62 LMV Series Technical Instructions LV5-1000 Actuators Ignition Position (see Ratio Control Curve) Password Updating activation Ignition Timings PID (see Load Controller) addressing Inputs / Outputs (120 VAC) Prepurge / Postpurge direction of rotation air pressure switch Program Stop 19, 21 potentiometer burner switch PTFI (see Ignition Timings)
Page 63: Lockouthistory
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description The normal AZL52 screen. In standby: Setpoint, Actual Value, Fuel and status can be NormalOperation (U) Read Only displayed.
Page 64: Gasfiring
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description GasFiring (U) Hours run firing gas. Reset / adjust: Params & Display > HoursRun OilStage1/Mod (U) Hours run on modulating or stage 1 oil.
Page 65: Mint_Prepurgegas
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description activated Operation O2Ctrl activate (U) deact Activates the O2 trim system.
Page 66: Interval1Gas
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the time the LMV5 stays in phase 30 on startups after a normal shutdown. Setting has PrepurgePt1Gas (S) no effect on startups after a safety shutdown.
Page 67: Maxtmelowfire
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the time that the LMV5 will ignore the high and low gas pressure switch inputs after the Params &...
Page 68: Ignoilpumpstart
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description If a lockout condition occurs, and the combustion air fan was running, it will continue running in the lockout phase (phase 00) for this period of time.
Page 69: Mainsfrequency
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the operation of the blower. 1) activated - blower runs in all phases.
Page 70: Startreleasegas
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the function of INPUT X7-03.2. deactivated 1) deactivated - terminal has no function.
Page 71: Gaspressuremax
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description If FGR-PS/FCC is set to PS VSD, then INPUT X4-01.3 must be energized from this % VSD and RotSpeed PS on (S) 0-100% higher.
Page 72: Heavyoildirstart
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the function of INPUT X6-01.3. 1) 38/44..62 - input must be energized in phase 38 and / or 44, and during phases 50 thru 62.
Page 73: Standardfactor
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets a datum for a "normal" flame, so that a "normal" flame can be displayed as 100% flame signal on the OperationalStat screen.
Page 74: Heavyoil
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description For the LMV52, this defines how the combustion chamber will be supervised during the SensExtranlOil (O) 1 Sensor See Above...
Page 75: Homepos
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description If valve proving is activated, this is the time that both the upstream and downstream valves are closed.
Page 76: Ignitionpos
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description PrepurgePosAir (S) 90 deg 0-90 deg Sets the prepurge position of the air actuator.
Page 77: Maxloadgas(Oil)
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description For gas or oil firing, this parameter will stop the sequence in the selected phase. Useful for Params &...
Page 78: Loadmaskhighlim
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description 0-LoadMask LoadMaskLowLimit (S) x x x Params &...
Page 79: Numfuelactuators
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Three options exist: 1) Automatic - Enables the burner allowing it to respond to setpoints and switch on / switch Automatic off points.
Page 80: O2 Alarm
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Four settings are available for each fuel: 1) man deact - O2 trim controller AND O2 monitor are de-activated.
Page 81: High-Fire
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description If the measured %O2 exceeds O2 MaxValue or goes lower than the O2 Alarm for a time longer than Time O2 Alarm (O2 exceedances), then the O2 trim will deactivate.
Page 82: Loadctrlsuspend
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the point that Tau Low-Fire is automatically measured. Tau and PI for low fire will be based on this point.
Page 83: O2Maxmanvariable
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Influences the behavior of the O2 precontrol (see LoadCtrlSuspend ). Setting is determined by whether or not a change in air flow (air pressure in the burner head) impacts the fuel flow.
Page 84: Load Of Ignition
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets how the LMV52.4 transitions from lightoff to operation. Four possibilities exist: 1) standard - after lightoff at set ignition positions, LMV5 is immediately released to modulate on the position control (fuel air ratio) curves.
Page 85: O2 Content Air
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description user def naturalGasH This enables the user to pick what type of fuel will be burnt with the O2 Control / O2 Alarm natural naturalGasL when firing gas.
Page 86: Manvar O2 Ctrl
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Calculated combustion efficiency, based on wet O2 levels in the stack, Read Only CombEfficiency (U) combustion air temperature, and flue gas temperature.
Page 87: Part
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description NOTE: For most applications, PID values should be tuned so that the load value does not change more than once every 10 seconds and the actual value trends within 5% of the setpoint. These are preset combinations of values for the for the internal load controller PID loop.
Page 88: Minactuatorstep
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description This serves as a deadband on the output of the PID loop to eliminate hunting due to small load changes.
Page 89: Stageload
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Determines what temp. / press. a staged oil burner will disengage stage 3. Set at a positive % x x x SD_Stage3Off (U) 0-50%...
Page 90: Maxtmemod
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description For modulating burners, this is the maximum allowable time for each load step. If the temp. / press.
Page 91 Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Sets the load controller operating mode of the LMV5. 1) External load controller X5-03 (ExtLC X5-03) - use with a floating bumping type of universal controller on X5-03 pins 2 and 3.
Page 92: Mrange Presssens
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description When MeasureRangePtNi is set to 1562F, this scales the high end of INPUT X62 for remote var.
Page 93: Startadaption
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description 0..20mA Selects the output signal of X63 to be either a 0-20mA signal or a 4-20mA signal. NOTE: This CurrMode 0/4mA (S) 0..20mA x x x...
Page 94: Language
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description x x x PasswordTime (O) 120min 10-480min Sets the length of time before the password times out.
Page 95: Addressing
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Params & Display> Display Contrast (U) Adjust as needed Change with <...
Page 96 Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description ASN (U) x x x Params & Display> ProductionDate (U) x x x Actuators>...
Page 97: Setteling Time
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description This sets the behavior of the run / stop dry contact (terminals X73.1 and X73.2) from postpurge (phase 78) into phase 10 when the VSD is driving to home position (0 RPM).
Page 98: Max Stat Dev
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Records the maximum VSD speed deviation from setpoint during steady state operation Max Stat Dev (U) Read Only (steady load) during a run period.
Page 99: Maxtempflgasgas
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Configures LMV5 INPUT X60 for a PT1000 ambient air temperature sensor. Sensor is not activated required for O2 trim, but is required for the efficiency calculation.
Page 100: Thresholdfgr Gas(Oil)
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Params & Display> Read Only SW Version (U) Software version of the O2 module (PLL module).
Page 101: Operationtempgas(Oil)
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Displays the recorded flue gas recirculation temperatures for each point. This is recorded OperationTempGas(Oil) (S) Read Only when commissioning the ratio control curves.
Page 102: Gasfiring
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description O2Ctrl/LimitrGas (S) man deact See: Params & Display > O2Contr/Alarm > GasSettings > OptgMode Description O2Ctrl/LimitrOil (S) x x x...
Page 103: Oem Password
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Current flow rate for the fuel being fired. Gas = cubic meters or cubic feet per hour. Oil = Read Only Curr Flow Rate (U) liters or gallons per hour.
Page 104: Load_Sw_From_Pc
Technical Instructions LMV Series LV5-1000 LEGEND - Password Access: (U)=User, (S)=Service, (O)=OEM, Shaded = Commonly Used, ** = Must Set, X = Has Function, / = Partial Function Menu Path Parameter Default Range Description Go into parameter then Transfers a parameter set from the LMV5x to the AZL5. Note that the working parameter set LMV5x ->...
Page 105 LMV Series Technical Instructions LV5‐1000 3‐3: Sequence Diagrams The Siemens LMV5 BMS can perform a number of different burner sequences based upon how certain parameters are set. Although there are a number of parameters that affect small aspects of the burner sequence, the main parameters that affect the sequence are parameters FuelTrainGas and FuelTrainOil. These parameters set the framework of the sequence and are based upon the fuel train diagrams in Section 4. The OEM has the option of selecting one of three different gas trains with their associated sequence diagrams, and one of four different oil trains with their associated sequence diagrams (the sequence diagrams and fuel train diagrams for direct spark ignition with heavy oil have been omitted). The sequence diagrams in Section 3‐3 illustrate when input and output terminals are expected to be energized or de‐energized. A legend on the bottom of each page describes the various symbols used in the diagrams. The last diagram describes what positions the attached actuators are expected to achieve at each phase and outlines the method that is used to check the actuators ...
Page 106 LMV Series Technical Instructions LV5‐1000 If parameter OilPumpCoupling is set to Magnetcoupl, the output for the oil pump can be energized in Phase 22 or in Phase 38, depending upon how parameter IgnOilPumpStart is set. If parameter OilPumpCoupling is set to DirectCoupl, the output will energize with the blower and de‐energize 15 seconds after the blower de‐energizes. If gas valve proving is performed on startup (immediately after phase 30), the actuators will be in prepurge position. If gas valve proving is performed on shutdown (immediately after phase 62), the actuators will be in the same position as they were in phase 62. The actuators will not move during valve proving. If parameter AirPressureTest is set to activated, the air pressure switch must open after postpurge is complete, causing input terminal X3‐02.1 to de‐energize. The LMV5 will wait about 30 seconds in phase 10 (driving to home position) for the switch to open before the LMV5 goes into alarm. This is done to check for welded contacts in the air pressure switch. If air pressure switch alarms are encountered in phase 10, increasing the setpoint of the air pressure switch typically cures this problem. If AirPressureTest is set to deactInStby, the air pressure switch is not checked in phase 10 or 12, but the switch must be open or the LMV5 will not start when it receives a call for heat. ...
Page 107 LMV Series Technical Instructions LV5‐1000 13) Actuator position is checked by using one of three methods. The method used depends upon the phase of the sequence. Position Required to Proceed means that the actuators must achieve and hold a certain position for the sequence to proceed. Dynamic Position Checking means that the actuator is evaluated by a “time and distance from target” algorithm. The further the actuator is away from its target position, the less time the actuator is permitted to be in that position. Run‐Time Position Checking means that the actuator is expected to be at a certain point in a certain amount of time (based off of the run‐time of the actuator). 14) For direct spark oil fuel trains, spark (ignition) will occur during prepurge if parameter OilPumpCoupling is set to Magnetcoupl and parameter IgnOilPumpStart is set to on in Ph22. 15) If parameter FGR‐PS/FCC is set for PSdeactStby, the status of the FGR pressure switch is not checked in phase 10 or 12. The rest of the sequence is the same as setting this parameter to FGR‐PS. If parameter FGR‐PS/FCC is set for PS VSD, input X4‐ 01.3 must be energized anytime the VSD speed is higher than RotSpeed PS on and de‐energized anytime the VSD speed is lower than RotSpeed PS off. ...
Page 108 LMV Series Technical Instructions LV5‐1000 DeaO2/Stp36 – Energizing input X5‐03.2 disables O trim, while de‐energizing X5‐03.2 enables O trim (LMV52 only). Energizing input X5‐03.3 allows the LMV5 to progress past phase 36. If X5‐03.3 is de‐energized, the LMV5 will remain in phase 36 indefinitely. CoolFctStby – This setting has no effect (LMV50 only). AutoDeactO2 – Energizing input X5‐03.3 will deactivate O2 trim by setting O2 trim OptgMode to auto deact. O2 trim OptgMode must be set to ConAutoDeac for this function to work. De‐energizing X5‐03.3 sets the O2 trim OptgMode ...
Page 109 Technical Instructions LMV Series LV5‐1000 Parameter ProgramStop Gas Train : DirectIgniG Phase OPER- GAS VALVE START-UP ATION SHUTDOWN PROVING SAFETY Terminal Description Notes PURGE TIME 1 X4-01.1 Fuel Select Gas Note 1 X3-04.1 Safety Loop (Limits) X5-03.1 ON / OFF Switch Note 2 Flame Signal Note 9 X3-02.1...
Page 110 Technical Instructions LMV Series LV5‐1000 Parameter ProgramStop Gas Train : Pilot Gp1 Phase OPER- GAS VALVE START-UP ATION SHUTDOWN PROVING SAFETY Terminal Description Notes PURGE TIME 1 X4-01.1 Fuel Select Gas Note 1 X3-04.1 Safety Loop (Limits) X5-03.1 ON / OFF Switch Note 2 Flame Signal Note 9...
Page 111 LMV Series Technical Instructions LV5‐1000 Parameter ProgramStop Gas Train : Pilot Gp2 Phase OPER- GAS VALVE START-UP ATION SHUTDOWN PROVING SAFETY Terminal Description Notes PURGE TIME 1 X4-01.1 Fuel Select Gas Note 1 X3-04.1 Safety Loop (Limits) X5-03.1 ON / OFF Switch Note 2 Flame Signal Note 9...
Page 112 LMV Series Technical Instructions LV5‐1000 Parameter ProgramStop Oil Train : LightOilLO HeavyOilHO Phase OPER- START-UP ATION SHUTDOWN SAFETY Terminal Description Notes PURGE TIME 1 X4-01.2 Fuel Select Oil Note 1 X3-04.1 Safety Loop (Limits) X5-03.1 ON / OFF Switch Note 2 Flame Signal Note 9 X3-02.1 Blower Air SW (APS)
Page 113 LMV Series Technical Instructions LV5‐1000 Parameter ProgramStop Oil Train : LO w Gasp Phase OPER- START-UP ATION SHUTDOWN SAFETY Terminal Description Notes PURGE TIME 1 X4-01.2 Fuel Select Oil Note 1 X3-04.1 Safety Loop (Limits) X5-03.1 ON / OFF Switch Note 2 Flame Signal Note 9 X3-02.1...
Page 114 LMV Series Technical Instructions LV5‐1000 Parameter ProgramStop Oil Train : HO w Gasp Phase OPER- START-UP ATION SHUTDOWN SAFETY Terminal Description Notes PURGE TIME 1 X4-01.2 Fuel Select Oil Note 1 X3-04.1 Safety Loop (Limits) Internal Temperature Limit X5-03.1 ON / OFF Switch Note 2 Flame Signal Note 9...
Page 115 Technical Instructions LMV Series LV5‐1000 ParameterProgramStop Actuators Phase 80 81 82 83 OPER- GAS VALVE START-UP ATION SHUTDOWN PROVING PRE- SAFETY POST- Actuator Description Notes PURGE TIME 1 PURGE See Note 7 Expected Position Note 7 Air, Aux 1, Position Required to Proceed Note 13 Aux 2, VSD Dynamic Position Checking...
Page 116 Technical Instructions LMV Series Document No. LV5‐1000 Intentionally Left Blank ...
Page 117 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting GP 2 FUEL TRAIN ERROR CODES Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 118 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 119 LMV Series Technical Instructions Document No. LV5‐1000 Section 4: Commissioning Table of Contents Pre‐Requisites for Basic LMV51 Systems .................. 2 Pre‐Requisites for LMV52 Systems with a VFD ................ 4 Pre‐Requisites for LMV52 Systems with O Trim ................ 5 Configuring (Parameterization of) an LMV5 with a Default Parameter Set ........ 6 Transferring Parameter Sets Using the AZL Display .............. 14 Suggested Initial Light‐off for LMV5 Systems ................ 15 Suggested Ratio Control Curve Commissioning................ 17 Suggested Load Control Setup ...................... 22 Suggested Cold Start (Thermal Shock Protection) Setup ............. 24 Additional Tips for Commissioning .................... 28 Special Features and Settings ....................... 30 ...
Page 120: Pre-Requisites For Basic Lmv51 Systems
Technical Instructions LMV Series Document No. LV5‐1000 Before the LMV5 can be commissioned, certain pre‐requisites must be met for the LMV5 control, the burner, the boiler, and the boiler room. Experience has shown that if the points below are addressed properly, commissioning will be safe, timely, and trouble‐free. Pre‐Requisites for Basic LMV51 Systems 1. Burner / boiler must be in "good" condition. Burner firing head must be correct for the boiler and the firing head must not be cracked, melted, or otherwise damaged. Other items to check include: a. Flame scanner tube must sight pilot and main flame correctly. b. Refractory should not interfere with the flame scanner sighting or the flame path of the burner. c. For fire tube boilers, the flame should not impinge on the Morrison tube. 2. All LMV5 components (base unit, actuators, flame scanners, etc.) are mounted properly. Please see Section 1 (Overview) and Appendix B (LMV5 Accessories Guide) for mounting details. Particular attention should be paid to the following: ...
Page 121 LMV Series Technical Instructions Document No. LV5‐1000 c. When actuator is installed and coupled, ensure that all mounting hardware is tightened adequately, and some method of thread locking is employed on the mounting hardware (except for the coupling hardware). d. Ensure environmental conditions (temperature, vibration, moisture, etc.) are not exceeded. 3. Ensure that all wiring is per the applicable wiring diagram and also meets applicable local and national codes. Particular attention should be paid to the following: e. If a step‐down control transformer is the source of 120 VAC power for the LMV5, the ground and neutral should be bonded (connected) on the transformer. Voltage supply to a 120 VAC LMV5 must be between 102 and 132 VAC, 47‐63 Hz. Waveform must be a full sine wave. g. The small transformer(s) used for the LMV5 (AGG5.210, typically blue or black) must be wired and grounded. See Section 2 (Wiring) for more details. Pay attention to pins 3 and 4 on terminal SEK2 and proper grounding. If more than two SQM48 and one SQM45 actuators are modulated at the same time, a second transformer (AGG5.210) will be required. h. CANbus wire (AGG5.643) must be used to wire between actuators. Plain, shielded cable is not adequate and is not permitted. Ensure that the last device and only the last device on the CANbus has the termination jumper in the “Bus Termination” position. See Section 2 (Wiring) for more details. The AZL has built‐in termination. ...
Page 122: Pre-Requisites For Lmv52 Systems With A Vfd
Technical Instructions LMV Series Document No. LV5‐1000 7. A method of determining firing rate (fuel flow within +/‐ 5%) should be used. This, in combination with knowledge of high fire and turndown, is used to set the load numbers on each curve point. An Excel spreadsheet is available for this purpose. 8. For steam boilers, the feedwater supply must be adequate to support high fire operation. Feedwater controls must be working properly. 9. The load on the boiler must be adequate so that a burner / boiler combination can be run at high fire for a minimum of 5 minutes. Pre‐Requisites for LMV52 Systems with a VFD 1. All pre‐requisites of the Basic LMV51 system apply. 2. Blower motor speed sensor and speed wheel must be installed correctly. See Appendix B (LMV5 Accessories Guide) for more details. 3. Vector‐type VFDs are highly recommended due to their inherently more precise motor speed control. Volt / Hz VFDs are not recommended due to less precise speed control. 4. Proper grounding between the LMV5, the VFD, and the motor must be installed. See Section 2 (Wiring) for more details. 5. VFD parameters must be set correctly to be compatible with both the LMV52 and the blower motor. See Section 5 (VSD) for more details. Particular attention should be paid to the following: a.
Page 123: Pre-Requisites For Lmv52 Systems With O 2 Trim
LMV Series Technical Instructions Document No. LV5‐1000 6. LMV52 / VFD combination must be “Standardized” before operation. See Section 5 (VSD) for more details. a. Verify that the air damper opens to pre‐purge position before the blower is energized for standardization. Pre‐Requisites for LMV52 Systems with O2 Trim 1. All prerequisites of the Basic LMV51 system apply. 2. The O sensor must be mounted correctly. See Appendix B (LMV5 Accessories Guide) for more details. Particular attention should be paid to the following: a. If the O sensor cannot be installed per Appendix B (LMV5 Accessories Guide), contact SCC for assistance. b. The QGO20 O sensor is not suited for most types of biogas or fuels that produce ash, such as #6 oil. Contact SCC for advice on the compatibility of uncommon fuels. 3. The O sensor must be wired to the PLL52 correctly. See Section 2 (Wiring) for more details. Particular attention should be paid to the following: a.
Page 124: Configuring (Parameterization Of) An Lmv5 With A Default Parameter Set
Technical Instructions LMV Series Document No. LV5‐1000 Configuring (Parameterization of) an LMV5 with a Default Parameter Set The procedure below assumes an LMV5 with a default parameter set. If the LMV5 is mounted to a burner / boiler, the OEM(s) may have already changed the parameters from the default setting and parameterized the LMV5 for the application. ...
Page 125 LMV Series Technical Instructions Document No. LV5‐1000 Direct Spark Ignition Pilot Ignition (Pilot From Between Main Gas Valves V1 and V2) Pilot Ignition (Pilot Before Main Gas Valves V1 and V2) Legend: ACT = Actuator SV = Shutoff (safety) valve V1 = Upstream gas valve (main) PS = Pressure switch V2 = Downstream gas valve (main) ...
Page 126 Technical Instructions LMV Series Document No. LV5‐1000 SAFETY TIME Terminal Description X4‐02.3 Ignition Gas valve V1 (main valve, ...
Page 127 LMV Series Technical Instructions Document No. LV5‐1000 Direct Spark Ignition for Light Oil, Single‐stage or Multi‐stage (other trains possible) Gas Pilot Ignition for Light Oil, Staged or Modulating (other trains possible) Gas Pilot Ignition for Heavy Oil, Modulating (other trains possible) Legend: ACT = Actuator SV = Shutoff (safety) valve V1 = Oil valves (main) PS = Pressure switch V2 = Stage 2 oil valve PV = Pilot valve V3 = Stage 3 oil valve ...
Page 128 Technical Instructions LMV Series Document No. LV5‐1000 Terminal Description SAFETY TIME 1 X4‐02.3 Ignition ...
Page 129 LMV Series Technical Instructions Document No. LV5‐1000 NOTE: Depending on the direction of rotation, home position set in the LMV5, and whether the actuator is activated or deactivated, the actuator may rotate as soon as it is addressed. For this reason it is highly recommended that the actuator shaft be uncoupled from the valve / damper until the parameters pertaining to the above are set, and the initial LMV5 alarm is reset. 5. Address the actuators. This is accomplished by the following steps: a. Remove the outer black cover of all actuators to be addressed. This is done by loosening the three Philips (Pozidriv) head screws on the cover and setting the cover aside. ...
Page 130 Technical Instructions LMV S Series Documen t No. LV5‐100 00 dditional info ormation:  When the actuator is wired corr rectly, powere ed up, and no ot addressed, , the green LE ED should d be a solid gr reen, which in ndicates pow wer and CANb us communic cation.  When addressing is s successful, t the LED shoul ld blink a set number of ti mes, pause a nd repeat t. The numbe r of blinks ind dicates how t the actuator i is addressed: ...
Page 131 LMV Series Technical Instructions Document No. LV5‐1000 NOTE: Make sure that the direction of rotation is set correctly for all actuators at this time, including the oil actuator. If the direction of rotation must be changed later, the fuel‐air ratio control curves must be deleted. 8. At this point, the LMV5 alarm can be reset, provided that there is not a call for heat present (burner switch is off / X5‐03.1 is not energized). Older LMV5 units also require the safety loop to be closed before the alarm can be reset. The reset can be accomplished via a remote reset button (if wired) or via the menu path: ...
Page 132: Transferring Parameter Sets Using The Azl Display
Technical Instructions LMV Series Document No. LV5‐1000 13. At this point, all other LMV5 parameters under the “BurnerControl” and “RatioControl” headings should be reviewed and set accordingly for the individual burner requirements. Params & Display > BurnerControl Params & Display > RatioControl Section 3 of this literature explains every parameter in detail, and the most commonly used parameters are shaded for easy reference. 14.
Page 133: Suggested Initial Light-Off For Lmv5 Systems
LMV Series Technical Instructions Document No. LV5‐1000 4. On B2, write down the burner ID if it is not blank. If the burner ID on B2 is not the same as B1, change the burner ID on B2 to match B1. Changing the burner ID can be done using the following menu path: Updating > BurnerID The OEM level password will be required to change the burner ID. 5. Power off B2 LMV5. After B2 LMV5 is powered off, remove the AZL from B2 and replace with the AZL from B1. Power B2 LMV5 back on. 6. Now that the burner IDs match or the B2 burner ID is blank, the B1 parameter set can be downloaded into B2 using the following menu path: ...
Page 134 Technical Instructions LMV Series Document No. LV5‐1000 3. Ensure burner switch is off. If the LMV5 is not yet powered, turn on the power to the LMV5. 4. At this point, all safety interlocks that can be checked should be checked in a safe manner. This includes but is not limited to: low water cut offs, high temperature switches, high gas pressure switch, low gas pressure switch, proof of closure (POC), etc. 5. Later in the procedure when the burner is running, the rest of the safety interlocks must be checked in a safe manner. This includes but is not limited to: Air pressure switches, high steam pressure limits, draft switches, etc. 6. Set parameter ProgramStop to Interval 1, Phase 44. This will stop the burner from progressing past lighting the pilot. This parameter can be found under the following menu path: Params & Display > RatioControl > ProgramStop 7.
Page 135: Suggested Ratio Control Curve Commissioning
LMV Series Technical Instructions Document No. LV5‐1000 Suggested Ratio Control Curve Commissioning 1. The procedure below assumes the following: a. Pre‐requisites for Basic LMV51 systems or LMV52 systems (from above) are met. b. Procedure for Configuring (Parameterization of) an LMV5 has been done (from above). c. This is a first‐time commissioning of the LMV5 and the combustion control curve is blank (no points entered). d. The burner has been lit off, and is at ignition position. e. A calibrated stack gas analyzer is sampling the stack gas and can read %O and ppm CO. The boiler has been warmed up to operating temperature / pressure. 2. If activated, set parameter ProgramStop to deactivated. This will permit the ratio control curve to be commissioned. The ratio control curve can be found under the menu: Params & Display > RatioControl > GasSettings > CurveParams 3. Go to Point 1. Point 1 is automatically set to ignition position values. When Point 1 is entered, the AZL will prompt to “change” or “delete” the point. “Change” should be selected. Next, the AZL will prompt for “Followed” or “Not followed”. “Followed” should be selected. All actuators and / or VSD that have been activated should show up on this screen. If more than one Aux actuator ...
Page 136 Technical Instructions LMV Series Document No. LV5‐1000 NOTE: While commissioning the Ratio Control Curves, it is the responsibility of the technician to ensure that safe fuel / air ratios are being maintained. If an AZL5 arrow key is held down when adjusting an actuator position, the position will be changed at a progressively faster rate. 5. Set the load number to 100%. Increase the effective firing rate of the burner by increasing the actuator and / or VSD positions in a way that maintains a safe fuel / air ratio. This is typically accomplished ...
Page 137 LMV Series Technical Instructions Document No. LV5‐1000 Figure 4‐6: LMV5x Curves Spreadsheet Used on a 600 BHP Boiler with FGR and a VSD SCC Inc. Page 19 Section 4 HOME...
Page 138 Technical Instructions LMV Series Document No. LV5‐1000 NOTE: When in a curve point on the right‐hand side of the AZL screen, pressing “Esc” will bring the cursor back to the left, off of the numbers. Pressing “Esc” again while off of the numbers ...
Page 139 LMV Series Technical Instructions Document No. LV5‐1000 o. Find and record the %O wet corresponding to the fuel lean limit (O2 MaxValue) for Point 1 and Point 10 by probing or according to burner OEM recommendations.* p. Find the target %O . For these burners, the target %O for each point will be the %O wet corresponding to emissions compliance (typically CO, NOx). After the target %O is found, increase the %O and leave the point at least 0.5% O leaner than the target %O . Record this as the saved value for each curve point. * NOTE: This information will be needed to commission the O trim, and it is convenient to obtain this information when commissioning the Ratio Control Curve. When probing the fuel ...
Page 140: Suggested Load Control Setup
Technical Instructions LMV Series Document No. LV5‐1000 Suggested Load Control Setup After the Ratio Control Curve has been commissioned, the load controller should be set up. The load controller can be run in internal load control modes (uses PID inside LMV5) or external load control modes (uses a remote PID control separate from the LMV5). The table below outlines the different load control modes available. Most LMV5s operate with the internal load controller. LMV5 Upon X62.1 ‐ Label Description Setpoint X62.2 Closure External load control, firing rate from N/A (firing rate via ...
Page 141 LMV Series Technical Instructions Document No. LV5‐1000 Most boilers use load controller mode "IntLC" which utilizes the local temperature / pressure sensor and a local setpoint entered through the AZL display. The following procedure outlines how to set up this mode: If possible, shut off the burner switch. Let the burner get back to Phase 12 (standby). Verify that the load controller is in the correct mode through the following menu path: Params & Display > LoadController > Configuration Set parameter LC_OptgMode to "IntLC". Next, verify that the connected pressure or temperature sensor is configured correctly. In the same menu, set Sensor Select to “PressSensor” ...
Page 142: Suggested Cold Start (Thermal Shock Protection) Setup
Technical Instructions LMV Series Document No. LV5‐1000 Properly adjusted PID values will result in the pressure / temperature staying within +/‐ 3% of setpoint without constantly changing the load and modulating the actuators. P‐Part (Proportional Band) ‐ Increases firing rate based on how far below setpoint the temperature / pressure is. Smaller values cause a more aggressive P response to a drop in pressure / temperature relative to setpoint. Values that are too small will cause hunting. Typical setting: 10% to 30%. ...
Page 143 LMV Series Technical Instructions Document No. LV5‐1000 If possible, shut off the burner switch. Let the burner get back to Phase 12 (standby). Access the cold start parameters through the following menu path: Params & Display > LoadController > ColdStart Set parameter ThresholdOn to the minimum permissible temperature where the burner can be released to modulate. Below this temperature, cold start will engage on initial startup (not during normal operation). Set ThresholdOff to a temperature higher than ThresholdOn. If already ...
Page 144 Technical Instructions LMV Series Document No. LV5‐1000 d. Temperature / Time‐based Stepping Start Combination This method combines methods b and c and if set correctly, is the fastest way to safely warm the boiler. The settings are similar to method b, but now parameter MaxTmeMod is set to have an effect (10 minutes for example). When this is done, the maximum time that a step‐up in load will take is 10 minutes, regardless of the temperature change. If the temperature change defined by StageSetp_Mod happens before the 10 minutes elapses, then the temperature change will trigger the step‐up in ...
Page 145 LMV Series Technical Instructions Document No. LV5‐1000 Parameter Value Notes BoilerSetpoint or Setp AddSensor Current setpoint Measured temperature must go below ThresholdOn (% of current setpoint) ThresholdOn to engage cold start Cold start will not disengage until ThresholdOff (% of current setpoint) ThresholdOff is met Defines the necessary temperature StageSetp_Mod (% of current setpoint) change required to trigger a load step ...
Page 146: Additional Tips For Commissioning
Technical Instructions LMV Series Document No. LV5‐1000 Additional Tips for Commissioning  If an LMV52 is being commissioned, activate the O sensor as soon as possible. Once the O sensor is heated, this will show a fast responding O value on the AZL screen during Ratio Control Curve commissioning. This sensor reads %O wet so the value will be somewhat lower ...
Page 147 LMV Serie es chnical Instruc ctions Docum ment No. LV5 ‐1000  When in the N Normal Opera ation screen, “Enter” can be pressed o once to go to a "hidden" s screen hat shows all actuator / VS SD positions i n real time. R Real time loa d and %O ar re also display yed.  ressing the “ “Esc” and “En nter” buttons s on the AZL L ...
Page 148: Special Features And Settings
Technical Instructions LMV Series Document No. LV5‐1000 Special Features and Settings The LMV5 has special features and settings that are very useful in some situations. Some of these features are detailed below. Alarm act/deact An internal alarm silence. Alarm silence will reset when the LMV5 alarm is reset. MinTmeStartRel Permits the LMV5 to hold in phase 21 for a specified period of time with the start signal terminal energized. This can be used as a delay to let stack and/or fresh air dampers open. PressReacTme Allows the LMV5 to disregard the high and low gas / oil pressure switches for a settable ...
Page 149 LMV Series Technical Instructions Document No. LV5‐1000 SensOperPhGas Enables two flame detectors to be used on one burner (LMV52 only). ValveProvingType Enables gas valve proving on start‐up or shutdown or both. This type of testing ensures that the gas valves are closed, and that the valve seats are in good condition. StartPointOp Can adjust which curve point the LMV5 will drive to after light off. This setting does not affect turndown. ...
Page 150 Technical Instructions LMV Series Document No. LV5‐1000 Intentionally Left Blank Section 4 Page 32 SCC Inc. HOME...
Page 151 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 152 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 153 LMV Series Technical Instructions Document No. LV5‐1000 Section 5 ‐ Variable Speed Drive Control Table of Contents Introduction ............................ 2 VFD and AC Induction Motor Fundamentals .................. 2 Line Reactors ........................... 3 Output Wiring / Load Reactors ....................... 4 Shaft Current ........................... 5 Braking Resistors .......................... 5 Types of VFDs: Vector and Volt/Hz .................... 7 Centrifugal Blower Fundamentals .................... 7 Configuring VFDs for use with the LMV52 .................. 8 Standardizing the LMV52 ........................ 9 Blower Speed Monitoring ...................... 13 Suggested Setup Procedure for the VFD Control ................. 15 Additional Tips for Burners with VFD Control ................ 16 ...
Page 154: Introduction
Technical Instructions LMV Series Document No. LV5‐1000 Introduction The LMV52 features an integrated, closed‐loop Variable Speed Drive (VSD) control that is typically used to ramp the speed of the combustion air blower with firing rate. This is accomplished by transmitting a 4‐20 mA signal from the LMV52 to the VSD, and then reading the speed of the motor via a motor‐ mounted, safety‐rated encoder wheel (speed wheel) and speed sensor. By using the speed wheel and sensor, the LMV52 can positively verify both the speed and direction of the blower, thus ensuring proper VSD operation. Blower speed and direction of rotation have a large impact on the airflow delivered to the burner, and thus the fuel‐air ratio. The most common type of VSD, a Variable Frequency Drive (VFD), is typically not safety‐rated and will typically not fail in a safe manner (a VFD failure will typically cause the combustion air blower to slow down or stop, causing the burner to go rich). The combustion air pressure switch offers only a small amount of protection in a VFD application, since the switch must be set to allow low fire operation when the blower is spinning slowly and the blower output pressure is low. The motor or blower shaft‐mounted, safety‐rated speed wheel and sensor ensure that a VFD failure will be quickly detected and the burner will shut down in a safe way. VFD and AC Induction Motor Fundamentals VFDs are typically connected to a three‐phase alternating current (AC) induction motor that is used to power the combustion air blower. Modern VFDs operate by taking single‐ or three‐phase AC and rectifying this power to high voltage direct current (DC) for the DC bus. The AC power is typically rectified to DC with banks of diodes. The DC bus feeds a bank of Insulated Gate Bipolar Transistors (IGBTs), and a microprocessor is used to fire the IGBTs in a way that the voltage and frequency of the modified sine waves can be controlled. This is done for each of the three phases on the VFD output. The microprocessor varies the voltage and frequency of the modified sine waves in response to a signal; in this case, the 4‐20mA input. By design, a three‐phase AC induction motor will attempt to approximately synchronize its speed with the frequency of three‐phase power that it is being fed. Thus, if the frequency can be adjusted, so can the speed of the motor. As their name suggests, three‐phase induction motors generate magnetic fields in the rotor of the motor by using induction rather than by using slip rings or brushes. The advantage of this type of construction is very low maintenance, and a small disadvantage is a phenomenon called slip. Slip is defined as the difference between the theoretical speed at a given AC frequency and the actual ...
Page 155: Line Reactors
LMV Series Technical Instructions Document No. LV5‐1000 As mentioned above, VFDs switch multiple IGBTs on and off very rapidly to generate a "modified" sine wave on all three phases going to the motor. Doing this has some tradeoffs, one of which is electrical noise, or harmonics. This noise is typically "wire borne" instead of airborne, and can cause issues with electronics in some situations. Thankfully, electrical noise associated with VFDs can be mitigated using proper wiring techniques (connecting shields and grounds correctly) and by the proper application of line reactors and / or load reactors for some applications. For difficult applications, EMC filters for the VFD are also available. Line Reactors Line reactors, or "chokes", are typically used when the impedance on the input side of the drive is low. Impedance on the input side of the drive is typically low when a relatively small VFD is being fed by a relatively large transformer. In this situation, the supply side of the drive is "stiff", meaning that an instantaneous current draw by the drive will be met very quickly by the large transformer (think square wave form), causing voltage and current distortions in the power distribution system feeding the drive. In this situation, adding a line reactor will add reactance which opposes instantaneous current draw and "softens" the input side of the drive. Conversely, if the transformer feeding the drive is not large relative to the drive, the impedance on the input side of the drive is higher and the system is "softer". In this situation, an instantaneous current draw by the drive will not be met as quickly, and the resulting voltage and current distortions in the power distribution system feeding the drive will be smaller. An additional line reactor in this situation is not needed. Figure 5‐1: Line Reactor Recommendation ‐ VFD (HP) vs Transformer (kVA) SCC Inc. Page 3 Section 5 HOME...
Page 156: Output Wiring / Load Reactors
Technical Instructions LMV Series Document No. LV5‐1000 In general, a line reactor is recommended if the supply capacity (kVA) of the transformer feeding the drive is greater than or equal to 10 times the capacity (kVA) of the drive for transformers 600 kVA and larger. Figure 5‐1 notes: 1. Drive power is shown in HP rather than kVA. This conversion can be done assuming a power factor of unity (1) and negligible losses due to efficiency. 2. Transformers less than 600 kVA have high enough impedance (“soft” enough) so that line reactors are typically not necessary. Example 1: A 25 HP drive is being fed by an 800 kVA transformer. Is a line reactor required? Assumptions: The power factor is unity (power factor =1) Losses due to efficiency and wiring are negligible 1. Convert horsepower to kilowatts: 25 HP x 0.745 HP/kW = 18.63 kW 2. Convert kilowatts to kVA: kW = kVA * Pf (Pf is power factor, which is assumed to be 1 in this example) Thus, a 25 HP drive is 18.63 kVA. 3. Calculate the kVA ratio: 800 kVA / 18.63 kVA = 42.94 Since a ratio of 42.94 is greater than 10, and the transformer is larger than 600 kVA, a line reactor will be necessary for this application. The same conclusion can also be arrived at by using Figure 5‐1. Example 2: A 10 HP drive is fed by a 400 kVA transformer. Is a line reactor required? Using the same assumptions and calculation as example 1, the kVA ratio is 53.7, but the transformer is smaller than 600 kVA, so a line reactor is not necessary. The same conclusion can also be arrived at by ...
Page 157: Shaft Current
LMV Series Technical Instructions Document No. LV5‐1000 NOTE: The DC bus runs at voltages substantially higher than the incoming voltage to the drive (about 35% higher) and typically employs large capacitors. These capacitors remain charged for a period of time after the incoming power to the drive is de‐energized, and are a shock hazard until they discharge. See the VFD manufacturer's recommendations for minimum waiting time to work on the drive after the drive is de‐energized. If wire length cannot be kept to less than 150 feet on the drive output, correction options are available. These are listed in Figure 5‐2: Wire Length ‐ up to (ft) Correction Option 150 None Required 300 Load Reactor at VFD Output 650 Load Reactor at Motor Input 2000 dV/dT Filter on VFD Output Consult Motor OEM Inverter Duty Motor Figure 5‐2: Correction Options for Long Wire Length between VFD and Motor Shaft Current As was mentioned earlier, the fast switching or "firing" of the IGBTs enable the VFD to produce modified sine waves of different frequencies and different voltages in order to speed up or slow down a motor. The fast switching of the IGBTs does have electrical side effects, some of which are detailed on the previous pages. This fast switching of the IGBTs can also cause "shaft current" on the motor. When this happens, a voltage charge builds up on the motor's shaft. When this voltage gets high enough, it will arc to ground through the path of least resistance. The path of least resistance is typically the ball bearings that ...
Page 158 Technical Instructions LMV Series Document No. LV5‐1000 The DC bus can absorb a small amount of energy in the DC bus capacitors. However, if the motor generates more than what these capacitors can absorb, the DC bus voltage will rise to critical levels and one of two actions will be taken by the VFD. Depending on the parameter setting of the VFD, the VFD will either stop decelerating (stall prevention) or the VFD will alarm and shut down. Either one of the actions is not a desirable result on a combustion air application. To avoid DC bus overvoltage issues, a braking resistor can be added to the VFD so that the excess electrical energy generated by decelerating the blower wheel can be turned to heat. This process happens seamlessly so that the VFD can decelerate the blower smoothly. Due to a number of variables, it is difficult to determine if a braking resistor will be needed on a particular application unless that application has been tested. The only disadvantage of having a braking resistor and not needing it is cost and possibly the space for the resistor. Burners having the following characteristics will typically need a braking resistor: 1. A heavy blower wheel ‐ Kinetic energy is stored in a spinning wheel. The heavier the blower wheel, the greater the stored energy. When this wheel is slowed down, the kinetic energy must go somewhere, and it is usually "pushed" back to the VFD as electrical energy. 2. Fast ramp times ‐ The faster the ramp times, the faster the blower wheel must be accelerated and decelerated. Just like a car, more energy is required to accelerate quickly (bigger engine) and more energy is required to be dissipated when decelerating quickly (bigger brakes). Decelerating a given blower wheel more quickly will push more electrical energy back to the VFD. 3. Mostly closed air damper ‐ A motor spinning at 3600 RPM draws fewer amps with a closed or nearly closed air damper as compared to a wide open air damper. Thus, the horsepower used by the motor and the drag (braking) on the blower wheel will be much less with a closed or nearly closed air damper. Decelerating a given blower wheel with reduced drag will also push more electrical energy back to the VFD. As one might expect, the above points compound one another. Decelerating a heavy blower wheel with a fast ramp time and a mostly closed air damper will push a large amount of electrical energy back at the VFD and will likely cause DC bus overvoltage issues if a braking resistor is not installed. ...
Page 159: Types Of Vfds: Vector And Volt/Hz
LMV Series Technical Instructions Document No. LV5‐1000 Types of VFDs: Vector and Volt/Hz Although there are over a hundred different manufacturers of VFDs, two main types of VFDs are produced by these manufacturers for use on blower motors. These two types are Vector and Volt/Hz. Vector VFDs can usually be run in either Vector mode or Volt/Hz mode. Vector VFDs are also typically slightly more expensive than Volt/Hz VFDs for a given size. The advantage of Vector VFDs is that they provide more accurate torque control of the motor. This accurate torque control enables much more accurate speed control of the motor, especially at lower motor speeds. More accurate speed control of the motor enables more accurate, repeatable control of the airflow. As mentioned earlier, the LMV52 employs a safety‐related speed feedback on the blower shaft, thus continuously checking and adjusting (if necessary) the signal to the VFD to achieve the desired blower speed within a certain band. The LMV52 can lockout and shut down the burner if blower speed deviations are large and persist for too long. Due to their increased accuracy, Vector VFDs provide trouble‐free operation on almost all LMV52 VFD blower applications. Volt/Hz VFDs can work satisfactorily in some applications, but are not preferred due to their decreased accuracy. Vector VFDs are typically run in Open Loop Vector (OLV) mode. In this mode, the VFD uses a mathematical model of the motor combined with extremely accurate, fast scanning of the current and other data taken from the rotating motor. In reality, Open Loop Vector mode does have feedback, but the Vector VFD itself does not require a separate encoder to achieve this. Since Vector VFDs use a mathematic model of the motor, and the design of motors differs somewhat between motor OEMs, a static or dynamic auto‐tune is sometimes required so that the Vector VFD "learns" key aspects of the motor it is connected to. A static auto‐tune (motor is not spun) does not require that the load (blower wheel) be de‐coupled from the motor. A dynamic auto‐tune (motor is spun) typically requires that the load (blower wheel) be de‐coupled from the motor, which is not possible or practical in many situations. A dynamic auto‐tune typically generates the best "learning" of the motor properties. A static auto‐tune is typically all that is necessary if speed control issues are encountered on a Vector VFD. Centrifugal Blower Fundamentals ...
Page 160: Configuring Vfds For Use With The Lmv52
Technical Instructions LMV Series Document No. LV5‐1000 2. The static output pressure of the blower (SP) varies by the square of the change in RPM: 3. The required brake horsepower of the blower (BHP) varies by the cube of the change in RPM: Example: A blower spinning at 1750 RPM produces 10 in WC of static pressure, 4500 CFM of flow, and requires 20 BHP. What happens if the RPM is increased to 2750 RPM? Assumptions: Air damper is wide open, and system effects (such as the restriction due to the boiler's heat exchanger, the burner’s diffuser, etc...) are not taken into account. Flow: CFM (new) = (2750 / 1750) * 4500 = 7071 CFM Pressure: SP (new) = (2750 / 1750) * 10 = 24.7 in WC Power: BHP (new) = (2750 / 1750) * 20 = 78 BHP Configuring VFDs for use with the LMV52 Modern VFDs typically have hundreds of parameters that can be set to tailor the VFD to a specific application. As mentioned earlier, there are also at least a hundred different manufacturers of VFDs, each of which have their own unique parameter list. Due to these two factors, SCC Inc. offers pre‐ programmed VFDs that can be purchased with the VFD parameters set up for use with an LMV52. ...
Page 161: Standardizing The Lmv52
LMV Series Technical Instructions Document No. LV5‐1000 5. The VFD should be able to do a "flying start" so that the VFD will not try to stop a free‐wheeling blower wheel before starting the wheel spinning again. Blower wheels frequently free‐wheel due to draft and other factors. 6. Ramp times ‐ the VFD should be set to slightly faster ramp times compared to the LMV52 ramp times (LMV52 parameters TimeNoFlame and OperatRampMod). If the shorter LMV52 ramp time is set to 60 seconds, the ramp up and ramp down times in the VFD should be set no longer than 55 seconds. In general, a 5 second differential will work well in most situations. Note: If short ramp times are necessary with large blowers (heavy blower wheels), a braking resistor may be necessary. See the braking resistor explanation on the previous pages. 7. Ramps must be linear with the 4‐20mA signal. S‐shaped ramps and PID / filtering on the 4‐20mA signal will cause speed faults on the LMV52. 8. The analog signal should be configured for a 4‐20mA signal and it should be spanned so that 4mA = 0Hz and 20mA = 62Hz (for blowers designed for 60 Hz power). The additional 2Hz is to make sure that full blower speed is achievable even with a 19.5 mA standardization (see standardization section below). 9. The motor nameplate data must be entered for the motor that the VFD is connected to. 10. Some VFDs have a feature that will stop ramping the drive if a critical limit in the drive is approached. On some VFDs, this feature is referred to as "stall prevention". Two common limits are the maximum amperage drawn and the DC bus voltage. Stall prevention, while protecting the drive, can cause speed faults with the LMV52 due to the drive ceasing to ramp in concert with the LMV52. If a braking resistor is used, stall prevention can typically be deactivated. ...
Page 162 Technical Instructions LMV Series Document No. LV5‐1000 The purpose of the standardization (calibration) procedure is to establish the relationship between the LMV52 analog output signal (4‐20mA) and the blower speed, as read by the speed sensor connected to the LMV52. This is done by recording a blower speed with 19.5 mA applied to the VFD. Once started, basic steps in the standardization are as follows: 1. The air damper is opened to pre‐purge position. 2. The run / stop dry contact in the LMV52 is closed. 3. An analog signal of 19.5 mA is applied to the VFD. 4. The VFD / blower ramp up to speed. After the speed has stabilized, the actual peak RPM is recorded by the LMV52. 5. The analog signal is returned to minimum (typically 4 mA). 6. The run / stop dry contact in the LMV52 is opened. 7. The air damper is returned to home position. A typical standardization process for a 2‐pole (~3600 RPM) blower is shown graphically in Figure 5‐3. If a standardization was performed on a 4‐pole (~1800 RPM) blower, the procedure would be similar but the blower speed achieved at 19.5 mA would be approximately 1750 RPM. ...
Page 163 LMV Series Technical Instructions Document No. LV5‐1000 Figure 5‐3: Standardization Process for a 2‐Pole Blower Motor (values are approximate) SCC Inc. Page 11 Section 5 HOME...
Page 164 Technical Instructions LMV Series Document No. LV5‐1000 NOTE: The total time of the standardization shown in Figure 5‐3 is 70 seconds with a VFD ramp time of 30 seconds. Longer VFD / LMV52 ramp times will increase the total time taken for the standardization. NOTE: The VFD is spanned so 20mA = 62Hz. Thus, 19.5mA is approximately 60Hz. Based off of the RPM that was read at 19.5 mA (in this case 3544 RPM) and an assumption of 0 RPM at minimum signal (typically 4mA), a two point linear interpolation is automatically done by the LMV52, which establishes the linear relationship between the analog signal and the blower RPM . This relationship is shown in Figure 5‐4. Figure 5‐4: Result of Standardization (2‐pole blower motor) and Analog Signal Correction Limits When the burner is in operation, the LMV52 has active, closed‐loop control of the blower motor speed and can compensate for motor slip and other factors within limits. The analog signal can be increased to compensate for low blower RPM and decreased to compensate for high blower RPM. These analog signal limits are also shown in Figure 5‐4. If the analog signal is increased to the maximum allowable signal and the blower RPM is still low, a message will be displayed on the AZL that states “Fan speed not reached”. Section 5 Page 12 SCC Inc. HOME...
Page 165: Blower Speed Monitoring
LMV Series Technical Instructions Document No. LV5‐1000 If the analog signal is decreased to the minimum allowable signal and the blower RPM is still high, a message will be displayed on the AZL that states “Control range limitation VSD Module”. The reason that the standardization is done at 19.5mA instead of at 20mA is to give the LMV52 some additional "room" to increase the analog signal for a low RPM condition at high fire. Because the standardization is done at 19.5mA, the analog input on the VFD is spanned so that 20mA = 62 Hz. This is done so that the blower will still achieve full 60 Hz blower speed at high fire on jobs where the blower is just large enough. NOTE: Most VFDs can be scaled to output 400 Hz or more. Consult the blower and / or motor manufacturer before over‐speeding the motor and blower, since blower wheels and motor rotors can catastrophically fail if RPM limits are exceeded. In addition to limits on how much the 4‐20mA signal can be compensated, the LMV52 also has limits on how far the blower speed can deviate from the standardized speed line. The next section explains how the blower speed is monitored when the burner is in operation. Blower Speed Monitoring Blower speed has a large impact on the airflow delivered to the burner and thus the fuel‐air ratio. Fuel‐ air ratios must be kept in a safe range while a flame is present in the boiler. If the fuel‐air ratio cannot be kept in a safe range, the burner must be shut down. To help ensure that the burner is either operated at a safe fuel‐air ratio or is shut down, the blower speed is constantly monitored while a flame is present in the boiler. The speed is monitored so that nuisance shutdowns are eliminated, but fast shutdowns will occur if the speed deviation is large. To do this, the LMV52 evaluates the magnitude of the speed deviation in combination with how long the speed deviation exists. To accomplish this, three distinct bands and one limit centered about the standardized speed line are used. These bands are: 1. Neutral Band ‐ if the speed is within this band, it is considered to be OK and no action is taken. The width of this band is +/‐ 0.5% of the standardized speed. ...
Page 166 Technical Instructions LMV Series Document No. LV5‐1000 Figure 5‐5 illustrates the same blower that was standardized in Figure 5‐3, this time ramping from low fire to high fire when the burner is operating. The black line is the standardized speed line (the same line as shown in Figure 5‐4). The lines surrounding the black line are the different speed monitoring bands. The width of each band in % and the time permitted in each band is shown in Figure 5‐5. Figure 5‐5: Blower Speed Monitoring Bands Section 5 Page 14 SCC Inc. HOME...
Page 167: Suggested Setup Procedure For The Vfd Control
LMV Series Technical Instructions Document No. LV5‐1000 Suggested Setup Procedure for the VFD Control After verifying that all VFD related components are installed and wired correctly, the VFD control can be set up. Naturally, if the burner has a VFD, this must be done before the Ratio Control Curves are commissioned. Particular attention should be paid to the following points: 1. The arrow on the speed wheel points in the same direction as the correct blower rotation. 2. The gap between the inductive sensor and the speed wheel finger is correct (approx. 1/16"). 3. The VFD, motor, and LMV52 share a common ground. 4. The analog signal from the LMV52 to the VFD must be in shielded cable with one end of the shield grounded. After these points are double‐checked, the LMV52 parameters can be set. 1. Activate the VFD. The VFD control can be activated / deactivated for either fuel in a dual fuel burner. Typically, if a burner has a VFD, it will be activated on each fuel. The VFD can be activated using the following menu path: Params & Display > RatioControl > Gas/Oil Setting > VSD 2. Set the air actuator to be “air influenced”. This is done so that the air damper will open to pre‐purge position when the LMV52 is standardized. This can be done using the following menu path: Params & Display > RatioControl > Gas/Oil Settings > AirActuator = air influen ...
Page 168: Additional Tips For Burners With Vfd Control
Technical Instructions LMV Series Document No. LV5‐1000 7. If working on an un‐configured LMV52, parameters unrelated to the VFD must be set before the VFD can be standardized. These are thoroughly outlined in Section 4 under "Configuring (Parameterization of) an LMV5 with a Default Parameter Set". To summarize, the following must be set: burner ID, fuel train, actuator addresses, actuator directions of rotation, and actuator special positions. 8. The LMV52 safety loop must be closed (high limit, low water, burner flange, etc...) or the standardization will not occur even if the LMV52 is not in alarm. 9. The burner switch must be off (LMV52 input X5‐03.1 must be de‐energized). 10. The VFD must be in remote mode so that it will respect the run‐stop contact and the analog signal from the LMV52. 11. The LMV52 / VFD / blower are now ready to be standardized. The standardization process can be initiated using the following menu path: Params & Display > VSD Module > Configuration > Speed > Standardization Set parameter Standardization to “activated”. The air damper should then drive to the pre‐purge position and the VFD / blower should ramp up to approximately 60 Hz (100% VFD). After a few seconds at 60 Hz, the VFD / blower should ramp back down to 0 Hz. The air damper should also drive back to home position. 12. Check the standardized speed, which is the product of the standardization, using the following menu path: Params & Display > VSD Module > Configuration > Speed > StandardizedSp For 2‐pole blowers, the standardized speed should be 3500 RPM, +/‐ 100 RPM. If the speed is out of ...
Page 169 LMV Series Technical Instructions Document No. LV5‐1000  The LMV52 / VFD / blower response can be watched to check for proper operation. This can be done in standby Phase 12 (burner off) by using the following menu path: Params & Display > RatioControl > Gas/Oil Settings > CurveParams or Curve Settings When the blower is at a speed other than what is displayed, an arrow (>) is displayed on the AZL next to the VFD position. When the blower is at the displayed speed, a colon (:) is displayed on the AZL next to the VFD position. By ramping the VFD up and down, the response of the VFD can be observed. Transitioning back and forth between a colon (:) and a (>) after ramping the VFD up or down indicates a speed control issue.  The LMV52's closed loop speed control is based on PI (proportional‐integral) logic. The response of this loop can be tuned using the following menu path: Params & Display > VSD Module > Configuration > Speed > Setteling Time In most cases, this does not need to be tuned. See Section 3 (Parameters) for a full explanation.  The absolute speed as read in real time by the speed wheel can be watched at any point in time. When the LMV52 is not modulating or when it is at a fixed VFD speed (pre‐purge, post‐purge, ignition, etc.), the speed should be steady, not deviating by more than +/‐ 10 RPM. This can be viewed at: Params & Display > VSD Module > Configuration > Speed > Absolute Speed  The combustion air pressure switch should be set by taking the VFD to 10% below the lowest anticipated low fire speed (if low fire is 50%, take the VFD to 40%) and setting the switch to open at that point. This should maximize the safety potential of the combustion air pressure switch and minimize nuisance trips. This can be done in standby by setting the home position of the VFD to 40% and setting the switch. ...
Page 170 Technical Instructions LMV Series Document No. LV5‐1000 Intentionally Left Blank Section 5 Page 18 SCC Inc. HOME...
Page 171 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 172 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 173 LMV Series Technical Instructions Document No. LV5‐1000 Section 6: Oxygen Trim Table of Contents Introduction ............................ 2 Trim (O Control) Fundamentals .................... 2 Pre‐control ............................ 4 Trim Terminology ........................ 4 Control and O Alarm Curves ..................... 6 Trim Configuration (Parameterization) Before Commissioning .......... 7 Suggested O Trim Commissioning – Traditional Nozzle Mixing Burner with No or Low Percentage FGR (Typically LMV52.240) .................. 9 Suggested O Trim Commissioning – Premix Mesh Burner or Nozzle Mixing Burner with High Percentage of FGR (Typically LMV52.440) ................ 14 Post Commissioning Tuning ...................... 20 Observing the Behavior of the O Trim .................. 24 Using the O Alarm Functionality without O Trim ............... 25 How the O is Measured with the QGO20 Sensor and PLL52 Module ...
Page 174: Introduction
Technical Instructions LMV Series Document No. LV5‐1000 Introduction The LMV52.240 and the LMV52.440 both have O (oxygen) trim and O alarm (previously called “monitor”) capability. In addition, the LMV52.440 offers advanced features such as temperature compensated light‐off and more dynamic O trim capabilities. In general, the LMV52.440 is recommended for more difficult applications such as low and ultra‐low NOx burners where the burner stability band is much smaller than a traditional nozzle mixing burner. Some features in the LMV52.440 were specifically designed for ultra‐low NOx mesh burners. The O trim functions by using an in‐situ O sensor installed in the boiler stack, and then adjusting actuators and / or VSD to maintain a % O setpoint. Only air‐related (air influenced) actuators are adjusted, thus the O trim does not adjust the firing rate (fuel‐related load). Only the air rate (air‐related load) is adjusted. Each Ratio Control Curve Point that is entered (see Section 4) will have a corresponding O trim setpoint, rich limit (O alarm) and lean limit (O max value). The exception to this rule is that O trim cannot be performed on Point 1. If 10 points are entered on the Ratio Control Curve, there will be 9 trim points and 10 rich limit (O alarm) points. Having 10 points on the Ratio Control Curve is recommended. As is the case with advanced systems such as O trim, the fundamental systems that lie underneath the advanced system must be in place and working correctly to enable the advanced system to work correctly. For example, if the gas pressure supply is not repeatable upstream of the firing rate control valve (fundamental system), then the O trim (advanced system) is likely to deactivate. The ...
Page 175 LMV Series Technical Instructions Document No. LV5‐1000 Figure 6‐1: Physical Arrangement of Burner, O Sensor, and Gas Path Since the O sensor is located in the boiler's exhaust (stack), there always exists a delay time (Tau time) between when air flow is adjusted at the burner and when the change is detected by the O sensor. This physical reality forces the O trim to use "old" O readings, which will be discussed later. The delay time depends on the length of the gas path through the boiler and the velocity of the gas. The length of the gas path is fixed for a given boiler, but the gas velocity depends upon the firing rate. Higher firing rates equate to higher gas velocities and smaller delay times (Tau times). If the fuel flow increases linearly with the firing rate (the load number accurately reflects the fuel flow), the Tau time will decrease in a predictable manner as the firing rate increases. Likewise, given an accurate load number, the Tau time will increase in a predictable manner as the firing rate decreases. This enables the Tau time to be automatically calculated at every point from Point 2 to high fire. Once the Tau time is calculated for every point from Point 2 to high fire, the PI (proportional + integral) response for the O trim can be automatically calculated for every point between Point 2 and high fire. Another place where the Tau time must be accounted for is at startup. Immediately before main flame ignition, the gas path of the boiler is full of air. To get a representative O reading that can be used for trimming, the gas path of the boiler must be full of products of combustion (exhaust gases). Thus, the main flame of the burner must be ignited and the burner must be running for a period of time to flush out all of the air. The time it takes to flush out this air is estimated by taking the Tau time (at Point 2) times a multiplier. For example, if the Tau time at Point 2 is measured to be 6 seconds, then the time it takes to get a representative O reading after light off might be 6 x 6 = 36 seconds. In this example, closed loop O trim cannot occur until 36 seconds after light off. This is precisely where the temperature ...
Page 176: Pre-Control
Technical Instructions LMV Series Document No. LV5‐1000 For many nozzle mixing burners (traditional boiler burners), the O setpoint will be a higher value at low fire and a lower value at high fire. This is true since most nozzle mixing burners need more excess air (higher O ) at low fire to achieve complete combustion. For this type of burner an O setpoint of 5% O (wet) at low fire and an O setpoint of 2% O (wet) at high fire is not uncommon. Pre‐control As mentioned above, all O trim systems with an O sensor in the boiler's exhaust must use "old" O readings due to physical realities of the boiler. This fact, combined with an O setpoint that typically varies from low fire to high fire means that the O trim system cannot actively trim when the burner makes a large change in firing rate. This begs the question of what happens to the O trim when the burner transitions from 20% firing rate to, say, 80% firing rate. The answer is the O trim changes modes from active trim to what is referred to as "pre‐control". Pre‐control is possible because the LMV52 learns the characteristic of the burner at each point on the curve during the O trim commissioning. The specific characteristic that the LMV52 learns is how much of a change in airflow (air rate) is necessary to achieve a certain change in the %O . This specific characteristic is known as the Lambda Factor, and is essentially the burner's signature from an O trim standpoint. Just like the delay time (Tau time) that was mentioned earlier, it is necessary for the fuel flow to match the load number so that the Lambda Factor is correct and accurate for each point. ...
Page 177 LMV Series Technical Instructions Document No. LV5‐1000 4. O Control ‐ This is the setpoint of the O trim system for each point on the curve except Point 1. This is also commonly referred to as the “trim curve”. 5. O Alarm ‐ This is the rich O limit for each point. Every Fuel‐Air Ratio Curve point including Point 1 must have a corresponding O alarm point. This is also commonly referred to as the “rich curve” or “rich alarm”. 6. O Max Value ‐ This is the lean O limit, and is a single value for all points. This is also referred to as the “lean alarm”. 7. Lambda Factor ‐ A value that is learned by the LMV52 for each point on the curve except Point 1. This value is learned when the O control curve is being set, and is based on how the measured %O responds when the burner is being transitioned from an O Ratio Control point to the O Control point during O Control commissioning. This value represents how much the air flow needs to be changed to get a change in the measured %O , and is essentially the "signature" of the burner from an O trim perspective. ...
Page 178: O 2 Control And O
Technical Instructions LMV S Series Documen t No. LV5‐100 00 Contr ol and O Al larm Curves s When the e O system is s commission ed, curves an nd parameter rs must be set t to define ho ow the system m will operate. When set cor rrectly, the cu urves seen in Figure 6‐2 w will achieve the e following: 1. Estab lish a safe op perating enve lope for the b burner. 2. Ensur re repeatable ...
Page 179: O 2 Trim Configuration (Parameterization) Before Commissioning
LMV Series Technical Instructions Document No. LV5‐1000 The O Ratio Control Curve reflects the %O that resulted from setting the Fuel‐Air Ratio Control Curve. The O Control Curve is the target for the O trim system when it is activated. When the burner is transitioned from the O Ratio Control Curve to the O Control Curve by increasing the Standardized Value, the Lambda Factor will be learned and recorded at that specific point. A larger gap between the Ratio Control Curve and the O Control Curve will give the LMV52 the best opportunity to learn the Lambda Factor of the burner, and thus yield the best pre‐control when the burner is modulating. A gap of 1% O or more is ideal, and it is typically achievable on nozzle mixing burners with no or low percentages of FGR. A 1% gap is typically not achievable on premix mesh burners or on nozzle mixing burners that use a high percentage of FGR. This gap also sets the available quantity of "lean" trim for an LMV52.240, and that is why the minimum recommended gap for an LMV52.240 is 1%. The LMV52.440 uses a different O trim algorithm for premix, mesh and high percentage FGR burners and can deal with a minimum gap of 0.5%. Trim Configuration (Parameterization) Before Commissioning The procedure below assumes an LMV52 with default parameters for the O2 Contr/Alarm menu and the O2 Module menu. If the LMV52 is mounted to a burner / boiler, the burner / boiler OEM may have already changed the parameters from the default setting and parameterized the LMV52 for the application. This procedure also assumes that all O trim components are installed and wired correctly, and that the O trim will be commissioned on natural gas. Section 3 gives a detailed explanation of all of the parameters in the LMV52 as well as highlights which ...
Page 180 Technical Instructions LMV Series Document No. LV5‐1000 NOTE: Both sensors are required to do a boiler efficiency calculation. The boiler efficiency calculation is not required for O trim operation. If sensors are activated but not reading correctly or not wired correctly, the O trim will not activate. Burner inlet temperature must be read to perform a temperature‐compensated startup on the LMV52.440. 4. Set the appropriate actuators to “air influen” (air influenced). These are typically only the actuators / VSD that will directly influence the burner air rate. The menu path for these parameters is: Params & Display > RatioControl > Gas Settings Typically, only the air actuator and the VSD (if used) are set to air influenced. If used, the FGR actuator is usually not set to air influenced. 5. Set the operating mode of the O system to “man deact” (manually deactivated). This is necessary for the O system curves to be commissioned. The menu path for this parameter is: Params & Display > O2Contr/Alarm > Gas Settings > OptgMode = man deact 6. Set the curve point at which the low fire delay time will be measured. This is typically set to Point 2, unless oversized exhaust stacks with high turndown burners are encountered, which may make gas velocity in the stack too low at low fire. For these applications, setting this parameter to a higher point than Point 2 will increase the gas velocity past the O sensor and yield a more responsive O reading. This can be set through the following menu path: Params & Display > O2Contr/Alarm> Gas Settings > Control Param > LowfireAdaptPtNo ...
Page 181: Suggested O 2 Trim Commissioning - Traditional Nozzle Mixing Burner With No Or Low Percentage Fgr (Typically Lmv52.240)
LMV Series Technical Instructions Document No. LV5‐1000 Suggested O Trim Commissioning ‐ Traditional Nozzle Mixing Burner with No or Low Percentage FGR (Typically LMV52.240) 1. The commissioning procedure assumes the following: a. All Pre‐Requisites for an LMV52 system with O trim (and VSD if equipped) have been met according to Section 4 of this literature. b. The Ratio Control Curves have been commissioned according to Section 4 of this literature. c. Section 6 of this literature has been read and understood up to this point. 2. As was the case for the Ratio Control Curves in Section 4, the same free spreadsheet can also be used to assist in the commissioning of the O trim. This spreadsheet graphically illustrates the O curves as well as provides an orderly way to record the details of how the burner was set up. Figure 6‐3: LMVx Curves Spreadsheet 3. The key to commissioning the O curves quickly and easily is contained in the Ratio Control Curves. Specifically, the following must be achieved for each point on the Ratio Control Curves (as paraphrased from Section 4 of this literature): a.
Page 182 Technical Instructions LMV Series Document No. LV5‐1000 NOTE: The %O values read and displayed by the LMV52 system are always on a wet basis (%O wet). Most if not all external exhaust gas analyzers read and display %O and other gases on a dry basis (%O dry). All O curves must be commissioned using %O wet values as read by the LMV52. The external exhaust gas analyzer is used to read CO, NOx, and also serves as a way to double check the %O wet values. Figure 6‐11 gives the approximate relationship between %O wet and dry. 4. Make sure that the QGO20 O sensor has been activated for at least 2 hours and is up to temperature. This gives the Zirconium cell time to heat‐soak and also to burn off any contaminants. The temperature of the cell can be checked if desired through the following menu path: Params & Display > O2 Module > Process Data > QGO SensorTemp 5. With the burner off (Phase 12), set the fuel rich limit (O2 Alarm value) for each point. This can be done with the burner off since these values have already been found and recorded during Ratio Control Curve commissioning (see above). Once into the O2 Alarm curve, simply enter in the recorded value for each point and save each point. To access the O2 Alarm curve, use the following menu path: Params & Display > O2 Contr/Alarm > Gas Settings > O2 Alarm > O2 Alarm 6. With the burner off (Phase 12), set the fuel lean limit (O2 MaxValue) based on the values that have already been found and recorded for Point 1 and Point 10 during Ratio Control Curve commissioning (see above). To set the fuel lean limit, use the following menu path: ...
Page 183 LMV Series Technical Instructions Document No. LV5‐1000 11. The AZL52 will then prompt "when value stable, continue with ENTER”. After the burner is at Point 2, wait at least an additional 30 seconds to make sure that the O value being read is representative of Point 2, then press Enter. Pressing Enter stores the O Ratio Control Curve point. The value that is stored should be close (+/‐ 0.2%) to the "saved" value that was recorded for Point 2 during Ratio Control Curve commissioning. NOTE: It is important to wait long enough to get a steady‐state O value before Enter is pressed. If in doubt, wait longer for the value to stabilize. Waiting longer than necessary has no ill effects for the O trim commissioning. NOTE: If the O value displayed on the AZL52 is not steady (oscillating more than +/‐ 0.1% O ), it is likely that the O sensor is not mounted correctly, or there are other issues with the burner / boiler that are affecting the fuel / air ratio. These issues must be corrected before proceeding. 12. Next, slowly increase the StandardVal number, which reduces the air flow into the burner. The reading beside O2 Control should start to drop as StandardVal is increased. Note that the Tau time of the boiler comes into play here, so it may take 10‐15 seconds or more for a change in the StandardVal number to be seen in the O reading. 13. Once the StandardVal number has been increased enough to get the %O into the target band (at least 0.5% O above the O Alarm and 1% below the O Ratio Control Curve point), the point can be ...
Page 184 Technical Instructions LMV Series Document No. LV5‐1000 Figure 6‐4: Example of Typical O Control Curves ‐ Nozzle Mixing Burner (No or Low % FGR) The curves above illustrate traits that are common to most nozzle mixing burners. These are:  Wide stability band ‐ 8% O or more between the rich and lean limits  Curves decrease in %O from low fire to high fire  1% O or more between the O Ratio Control Curve and the O Control Curve (accurate Lambda Factor)  Control Curve close to rich limit (minimize %O to maximize burner efficiency)  Curves are set up for efficiency (NOx emissions are not a priority)  LMV52.240 O trim system adequate for this type of setup Section 6 Page 12 SCC Inc. HOME...
Page 185 LMV Series Technical Instructions Document No. LV5‐1000 Figure 6‐5: Example of Typical Lambda Factors for O Control Curves in Figure 6‐4 (above) The Lambda Factor curves serve as a tool to evaluate how accurate and repeatable the fundamental mechanical systems of the burner are and how well all the curves were commissioned. In general, the Lambda Factor curve should be as constant or "flat" as possible. The actual numerical value is not important, but the consistency between points is. An approximate guide for evaluation of the Lambda Factor:  Difference in Lambda Factor between adjacent points ‐> lower numbers are better. Max = 0.35 (Higher numbers may lead to O trim deactivations on some burners during modulation).  Standard Deviation of all points on the curve ‐> lower numbers are better. Max = 0.30 (Higher numbers may lead to O trim deactivations on some burners during modulation). SCC Inc. Page 13 Section 6 HOME...
Page 186: Suggested O 2 Trim Commissioning - Premix Mesh Burner Or Nozzle Mixing Burner With High Percentage Of Fgr (Typically Lmv52.440)
Technical Instructions LMV Series Document No. LV5‐1000 Suggested O Trim Commissioning ‐ Premix Mesh Burner or Nozzle Mixing Burner with High Percentage of FGR (Typically LMV52.440) 1. The commissioning procedure assumes the following: a. All Pre‐Requisites for an LMV52 system with O trim (and VSD if equipped) have been met according to Section 4 of this literature. b. The Ratio Control Curves have been commissioned according to Section 4 of this literature. c. Section 6 of this literature has been read and understood up to this point. d. If a start mode with combustion air temperature compensation will be used, the air temperature sensor must be installed and activated. 2. As was the case for the Ratio Control Curves in Section 4, the same free spreadsheet can also be used to assist in the commissioning of the O trim. This spreadsheet graphically illustrates the O curves as well as provides an orderly way to record the details of how the burner was set up. Figure 6‐3: LMVx Curves Spreadsheet 3. The key to commissioning the O curves quickly and easily is contained in the Ratio Control Curves. Specifically, the following must be achieved for each point on the Ratio Control Curves (as paraphrased from Section 4 of this literature): ...
Page 187 LMV Series Technical Instructions Document No. LV5‐1000 * NOTE: When probing the fuel rich limit, it is not recommended to exceed 200 PPM CO (dry basis) or less than 1.0% O (wet or dry basis) for any point. When probing the fuel lean limit, it is not recommended to exceed 200 PPM CO or adversely affect flame stability for any point. NOTE: The %O values read and displayed by the LMV52 system are always on a wet basis (%O wet). Most if not all external exhaust gas analyzers read and display %O and other gases on a dry basis (%O dry). All O curves must be commissioned using %O wet values as read by the LMV52. The external exhaust gas analyzer is used to read CO, NOx, and also serves as a way to double check the %O wet values. Figure 6‐11 gives the approximate relationship between %O wet and dry. 4. Make sure that the QGO20 O sensor has been activated for at least 2 hours and is up to temperature. This gives the Zirconium cell time to heat‐soak and also to burn off any contaminants. The temperature of the cell can be checked if desired through the following menu path: Params & Display > O2 Module > Process Data > QGO SensorTemp 5. With the burner off (Phase 12), set the fuel rich limit (O2 Alarm value) for each point. This can be done with the burner off since these values have already been found and recorded during Ratio Control Curve commissioning (see above). Once into the O2 Alarm curve, simply enter in the recorded value for each point and save each point. To access the O2 Alarm curve, use the ...
Page 188 Technical Instructions LMV Series Document No. LV5‐1000 11. The AZL52 will then prompt "when value stable, continue with ENTER”. After the burner is at Point 2, wait at least an additional 30 seconds to make sure that the O value being read is representative of Point 2, then press Enter. Pressing Enter stores the O Ratio Control Curve point. The value that is stored should be close (+/‐ 0.2%) to the "saved" value that was recorded for Point 2 during Ratio Control Curve commissioning. NOTE: It is important to wait long enough to get a steady‐state O value before Enter is pressed. If in doubt, wait longer for the value to stabilize. Waiting longer than necessary has no ill effects for the O trim commissioning. NOTE: If the O value displayed on the AZL52 is not steady (oscillating more than +/‐ 0.1% O ), it is likely that the O sensor is not mounted correctly, or there are other issues with the burner / boiler that are affecting the fuel / air ratio. These issues must be corrected before proceeding. 12. Next, slowly increase the StandardVal number, which reduces the air flow into the burner. The reading beside O2 Control should start to drop as StandardVal is increased. Note that the Tau time of the boiler comes into play here, so it may take 10‐15 seconds or more for a change in the StandardVal number to be seen in the O reading. 13. Once the StandardVal number has been increased enough to get the %O at least 0.5% below the O Ratio Control Curve, the point can be stored. This is done by pressing Enter, Escape, and then Enter again. ...
Page 189 LMV Series Technical Instructions Document No. LV5‐1000 b. Make the burner drive to Point 2 immediately after light off. This can be done by setting parameter StartPointOp to 2 using the following menu path: Params & Display > RatioControl > Gas Settings > StartPointOp = 2 18. If the burner needs air temperature compensation after light off (most ultra‐low NOx mesh burners), activate air temperature compensation. Multiple modes of temperature compensation are available; the most often used mode is “IgnPtWithTC”. This mode will enable temperature compensation after light off and at Point 2 before the O trim engages. Temperature compensated light off can be activated using the following menu path: Params & Display > O2Contr/Alarm > Gas Settings > Startmode > Startmode NOTE: Air temperature compensation requires an air temperature sensor wired to the See “ LMV52.440. Trim Configuration (Parameterization) Before Commissioning” above for more information. 19. The O trim can now be activated in one of two modes. Mode “conAutoDeac” allows the O trim to work as long as the measured %O does not exceed the rich limit (O Alarm) or the lean limit (O MaxValue). If either of these limits is exceeded, the O trim will deactivate and the burner will run on the normal Ratio Control Curves. Mode “O2 Control” also allows the O trim ...
Page 190 Technical Instructions LMV Series Document No. LV5‐1000 Figure 6‐6: Example of Typical O Control Curves ‐ Mesh Burner or Nozzle Mix with High % FGR The curves above illustrate traits that are common to most mesh burners. These are:  Narrow stability band ‐ typically 3.5% or less  Curves are flat or nearly flat from low fire to high fire  0.5% O between the O Ratio Control Curve and the O Control Curve ‐ minimum to learn Lambda Factor  Control Curve close to lean limit ‐ high %O to cool combustion  Curves are set up for low NOx ‐ efficiency is lower due to high %O  LMV52.440 O trim systems are typically required for this type of setup Section 6 Page 18 SCC Inc. HOME...
Page 191 LMV Series Technical Instructions Document No. LV5‐1000 Figure 6‐7: Example of Typical Lambda Factor for O Control Curves in Figure 6‐6 (above) The Lambda Factor curves serve as a tool to evaluate how accurate and repeatable the fundamental mechanical systems of the burner are and how well all the curves were commissioned. In general, the Lambda Factor curve should be as constant or "flat" as possible. The actual numerical value is not important, but the consistency between points is. An approximate guide for evaluation of the Lambda Factor:  Difference in Lambda Factor between adjacent points ‐> lower numbers are better. Max = 0.45 (Higher numbers may lead to O trim deactivations on some burners during modulation).  Standard Deviation of all points on the curve ‐> lower numbers are better. Max = 0.40 (Higher numbers may lead to O trim deactivations on some burners during modulation). SCC Inc. Page 19 Section 6 HOME...
Page 192: Post Commissioning Tuning
Technical Instructions LMV Series Document No. LV5‐1000 Post Commissioning Tuning After the O curves have been set up according to the procedures above, some additional burner / boiler specific tuning may be necessary to keep the O trim operating properly. When and how to use these tuning parameters is discussed below. LoadCtrlSuspend ‐ This sets the load change that is necessary to make the O trim transition from active trim to pre‐control. Many factors influence the setting of this parameter. Menu path: Params & Display > O2Contr/Alarm > Gas Settings > Control Param Higher settings (more active trim, less pre‐control) can help the O trim stay close to setpoint in the following situations: 1. The O Control Curve is relatively flat from low fire to high fire (varies less than 0.5% O ) 2. The modulation ramp time is slow (OperatRampMod is set to 60 seconds or more) 3. The delay time (Tau time) of the boiler is relatively fast (Tau Low‐Fire is set to 7 seconds or less) Lower settings (less active trim, more pre‐control) can help the O trim stay close to setpoint in the following situations: 1. The O Control Curve slopes from low fire to high fire (varies more than 0.5% O ) 2. The modulation ramp time is fast (OperatRampMod is set to 30 seconds) 3.
Page 193 LMV Series Technical Instructions Document No. LV5‐1000 O2MaxManVariable and O2MinManVariable – These parameters set how much the O system can trim in an attempt to achieve the O setpoint ‐ essentially the trim limits for the O system. O2MaxManVariable sets how much the system can increase the air rate. Likewise, O2MinManVariable sets how much the system can decrease the air rate. Menu path: Params & Display > O2Contr/Alarm > Gas Settings > Control Param These trim limits must be set so that the O system can achieve the O setpoint. However, the limits should not be set in a way that allows the burner to run at an unsafe fuel‐air ratio. Ideally, the O trim system must compensate for two main environmental conditions. These conditions are ambient air temperature and barometric pressure. Figure 6‐8 illustrates how much the manipulated variable needs to change to compensate for these environmental conditions. The chart in Figure 6‐8 and the example in Figure 6‐9 serve as a guideline for setting the O2MaxManVariable and O2MinManVariable parameters. Figure 6‐8: Theoretical Change of the Manipulated Variable with Changes in Ambient Temperature and Pressure When the O Control Curve is commissioned, all burners will be at (0, 0) on the chart, where the X‐axis and Y‐axis cross. As air temperature and barometric pressure change from the air temperature and SCC Inc. Page 21 Section 6 ...
Page 194 Technical Instructions LMV Series Document No. LV5‐1000 barometric pressure that existed during O Control Curve commissioning, the manipulated variable must change to keep the same %O in the stack. An example is done below and illustrated in Figure 6‐9: Air temperature during O Control Curve commissioning = 80°F Barometric pressure during O Control Curve commissioning = 30.0 inHg Maximum expected air temperature = 120°F (+40°F compared to commissioning) Minimum expected air temperature = 30°F (‐50°F compared to commissioning) Maximum expected barometric pressure = 31.5 inHg (+1.5 inHg compared to commissioning) Minimum expected barometric pressure = 28.0 inHg (‐2.0 inHg compared to commissioning) Using Figure 6‐8 and the information above, the following values can be found: O2MaxManVariable = 13 O2MinManVariable = ‐16 Since other small factors exist that can change (heating value of the fuel, change in draft, etc.), it is suggested that an additional 5% are added to the max and subtracted from the min, giving the following settings: O2MaxManVariable = 18 O2MinManVariable = ‐21 Figure 6‐9: Finding the Theoretical Max and Min Manipulated Variable for Given Conditions Section 6 Page 22 SCC Inc. HOME...
Page 195 LMV Series Technical Instructions Document No. LV5‐1000 NumberTauSuspend ‐ The length of time after main flame light‐off that is required until an accurate, representative O value is read by the O sensor. Basically, the time it takes to replace all of the air in the boiler with products of combustion. This parameter is a multiplier that is taken times the delay time at low fire (Tau Low‐Fire) to determine the length of waiting time before a representative O value is measured and the O trim can engage. If Tau Low‐Fire was read to be 5 seconds during O Control Curve commissioning, and NumberTauSuspend is set to 10, then the O trim would engage 50 seconds after main flame light‐off. A setting of 10 will work for almost all applications, and will be conservative for most. Higher numbers (more waiting time) are more conservative and lower numbers are less conservative. Menu path: Params & Display > O2Contr/Alarm > Gas Settings > Startmode Startmode ‐ This determines how the burner transitions from light‐off to engaging the O trim. Two of the modes, “Ign Load TC” and “IgnPtWithTC”, require a combustion air temperature sensor. Immediately after main flame light‐off, the O sensor does not have a valid reading since the gas path of the boiler is full of air. Some burner designs, most notably ultra‐low NOx mesh burners, require some type of compensation at light‐off to ensure flame stability before the O sensor has a valid reading. Four options are available: 1. Standard ‐ Burner will modulate right after light‐off, not waiting for the O trim to engage. O trim ...
Page 196: Observing The Behavior Of The O 2 Trim
Technical Instructions LMV Series Document No. LV5‐1000 O2InitOffset ‐ For the other three start modes other than "standard", this is a rich or lean bias that is applied to the temperature compensation. Negative values (‐2 to ‐0.1) will bias the temperature compensation more rich, and positive values (0.1 to 2) will bias the temperature compensation more lean. Note that the units on this are %O , so a setting of ‐2 will offset the O approximately 2% more rich. This offset is dissolved after the O trim becomes active (NumberTauSuspend expires). Menu path: Params & Display > O2Contr/Alarm > Gas Settings > Startmode Observing the Behavior of the O Trim After the O curves are commissioned and post commissioning tuning is done, the behavior of the O trim can be observed and evaluated to determine if further tuning is necessary. Current O2 Value and O2 Setpoint Menu path: Operation > O2 Module Parameters can be toggled between to see how well the O setpoint is being followed at different firing rates and when transitioning between firing rates. Expected behavior: the difference between the O setpoint and actual value should be slightly more when the burner is transitioning between firing rates and less when not transitioning. As a guideline, the difference should be less than +/‐ 0.2% O when not transitioning and less than +/‐0.4% O when transitioning. ManVar O2 Ctrl Menu path: Params & Display > O2 Contr/Alarm > Process Data ...
Page 197: Using The O Alarm Functionality Without O Trim
LMV Series Technical Instructions Document No. LV5‐1000 4. InitContr – O control is preparing to engage but is still locked 5. LockTLoad – O control is engaged but locked (in pre‐control) due to a load change 6. Active – O control is actively trimming based on setpoint and measured O value 7. LockTCAct ‐ O control is engaged but locked due to an excursion from setpoint If the state of the O control is shown as "locked", parameter Diag Reg State will show the reason why. Diag Reg State Menu path: Params & Display > O2 Contr/Alarm > Process Data This parameter shows the reason that the O control is locked. Possible values are: 0 – The load is below the load limit set by parameter O2 CtrlThreshold 1 – The load controller is in auto tune 2 – The O sensor is being tested for response (self‐check of O sensor) 3 – The fuel‐air ratio or O trim curves are being programmed 4 – The measured % O is above the lean limit or below the rich limit 5 – There is an error in the PLL52 module 6 – There is an error in the pre‐control ...
Page 198: How The O 2 Is Measured With The Qgo20 Sensor And Pll52 Module
Technical Instructions LMV Series Document No. LV5‐1000 If only the O alarm function is to be used and the O trim has not been commissioned, a few key parameters must be set. These are: 1. O2 MaxValue ‐ set to the maximum safe %O (wet) for all points. 2. O2 Alarm curve ‐ enter the minimum safe %O (wet) for each point. 3. Tau Low‐FireOEM ‐ the delay time of the burner / boiler at low fire 4. Tau High‐FireOEM ‐ the delay time of the burner / boiler at high fire 5. OptgMode ‐ set to O2 Limiter If the O trim has not been commissioned, it will be necessary to manually enter Tau Low‐FireOEM and Tau High‐FireOEM. These Tau times do not have to be as accurate as if the O trim was being used. These can be manually timed by using the O reading on the AZL (recommended), or typical values can be used. Higher turndown burners will produce longer low fire Tau times. Typically, for a 5‐to‐1 turndown burner, Tau Low‐FireOEM is between 10‐20 seconds. Tau High‐FireOEM is typically 4 seconds or less. How the O is Measured with the QGO20 Sensor and PLL52 Module The QGO20 is a Zirconium type sensor that is heated to approximately 1292°F. The high temperatures allow oxygen to diffuse through the Zirconium cell and produce a milli‐volt signal. This milli‐volt signal is referred to as the Nernst Voltage. The Nernst Voltage that is produced for a given %O is dependent on the concentration of oxygen and the temperature of the Zirconium cell. The PLL52 module reads both ...
Page 199 LMV Series Technical Instructions Document No. LV5‐1000 Figure 6‐10: Cut‐Away View of the QGO20 Sensor (shown without collector) ...
Page 200 Technical Instructions LMV Series Document No. LV5‐1000 As previously mentioned, the QGO20 is only capable of measuring %O wet. This is true since it is an in‐ situ oxygen sensor, not needing any type of water trap, desiccant, or filter. In‐situ sensors typically have a much shorter delay time (Tau time) and require much less maintenance than other types of O sensors. Most hand‐held combustion analyzers measure %O dry, and therefore will be considerably different from the %O wet measured by the QGO20 sensor. Figure 6‐11 shows these approximate differences along with the raw milli‐volt signal from the Zirconium oxide O cell. As one would expect, the raw milli‐volt signal varies with sensor temperature, but this variance is compensated by the PLL52 module so the LMV52 is fed an accurate, compensated O value. Output Voltage Output Voltage (Natural Gas) (mV) @ 1292 F (mV) @ 1320 F 111.79 113.59 63.61 64.63 55.12 56.01...
Page 201: Considerations When Using O Trim With Fgr
LMV Series Technical Instructions Document No. LV5‐1000 Considerations when Using O Trim with FGR Some burners use a high percentage of FGR (FGR flow compared to air flow) to lower NOx emissions. Since flue gases change in %O and are being drawn back into the blower in significant quantities, these types of burners are inherently more difficult to trim the %O in the stack. The reason behind this increased difficulty is the oxygen content of the air / FGR mixture is dependent on the %O in the stack, which adds another dynamic variable into the system. On a burner without FGR, the oxygen content of the air at the blower intake is always a constant 20.9% O . Naturally, a larger percentage of FGR (20%) has the potential to vary the oxygen content of the air / FGR mixture at the blower intake more than a small percentage of FGR (5%) would. Moreover, a large percentage of FGR can change the oxygen content of the air / FGR mixture at the blower intake in a way that can set up a "cycle of intensification". An example of this cycle is below: 1. The %O in the stack increases for some reason. 2. The %O in the FGR also increases. 3. The oxygen content of the air / FGR mixture at the blower intake increases, which increases the %O in the stack even more. Naturally, the example above would also hold if the %O in the stack decreased, except the cycle of intensification would serve to push the burner rich instead of lean. ...
Page 202 Technical Instructions LMV Series Document No. LV5‐1000 3. If the fixed air inlet damper and / or the fixed stack damper are adjusted to provide adequate differential pressure across the FGR valve at low fire, pressure drops across these fixed dampers at high fire will be high, requiring a larger blower. Small pressure changes (pressure inside a boiler room vs the pressure in the stack) are common. These are typically due to doors being opened and closed in the boiler room and convective effects in the stack. Depending on the installation, these changes might be non‐existent or they might be as large as 2” WC. With the arrangement shown in Figure 6‐12, even small pressure changes can cause the FGR flow to be non‐repeatable. A few examples are given below: Example: At low fire, the differential pressure across the FGR control valve is 0.2" WC. Some external change increases P1 by 0.2” WC. This represents a very small absolute change in pressure, but a 100% change in the differential pressure across the FGR control valve which will lead to a large percentage change in FGR flow. Example: At high fire, the differential pressure across the FGR control valve is 6.0" WC. Some external influence increases P1 by 0.2” WC. This represents a very small absolute change in pressure and a 3.3% change in differential pressure across the FGR control valve. This will lead to a negligible percentage change in FGR flow. Figure 6‐12: FGR Burner with no VFD and an Air Damper on the Blower Outlet Section 6 Page 30 SCC Inc. HOME...
Page 203 LMV Series Technical Instructions Document No. LV5‐1000 Method shown in Figure 6‐13: Pressure P1 relative to pressure P2 (differential pressure across the FGR damper) is more constant with firing rate. Differential pressure will be generated across the FGR damper at low fire by using the suction of the blower against the air damper. The differential pressure across the FGR damper can also be adjusted with the speed of the VFD. As firing rate increases, P2 will increase (less vacuum) and P1 will increase due to increased pressure behind the stack damper, yielding a more consistent differential pressure. As a result, the FGR damper can be sized more appropriately and should offer better control. Other points to consider: 1. If using O trim, the effect that the trim has on FGR flow can be adjusted. Three possibilities: a. If only the air damper is trimmed (set to “air influenced”), trimming closed and reducing air flow will increase the vacuum at P2 and increase FGR flow relative to air flow. b. If only the VFD is trimmed (set to “air influenced”), trimming slower and reducing air rate will reduce the vacuum at P2 and reduce the FGR flow relative to the air flow. c. If both the air damper and VFD are trimmed (set to “air influenced”), trimming closed should keep the vacuum at P2 relatively constant and keep the FGR flow constant relative to the air flow. 2. Differential pressure across the FGR damper is significant even at low fire due to the vacuum provided by the blower. Small changes in the differential pressure across the FGR damper will cause small changes in FGR flow. FGR flow will be more repeatable as compared to the method in Figure 6‐12, especially at low to mid fire. 3.
Page 204 Technical Instructions LMV Series Document No. LV5‐1000 Figure 6‐13: FGR Burner with VFD and Air Damper on Blower Inlet In summary, the arrangement shown in Figure 6‐13 is preferable for the following reasons: 1. Better repeatability of FGR flow with slight pressure changes from P1 to P2. 2. Greater adjustability of the FGR to air ratio when trimming. 3. The ability to draw more FGR at lower firing rates. Section 6 Page 32 SCC Inc. HOME...
Page 205 LMV Series Technical Instructions Document No. LV5‐1000 Additional Tips for O Trim Commissioning and Tuning  If the AZL52 displays that the O trim has been automatically deactivated, it can be re‐activated under the following menu path: Operation > O2Ctrl activate Repeated deactivations can be caused by many different problems, including inaccurate load numbers.  All of the points on the O Control Curve should be completed in one session, and the session should be less than an hour. This is preferable, since ambient conditions (air temperature and barometric pressure) typically do not change a significant amount in one hour.  Every point on the O Ratio Control Curve must have a corresponding point on the rich limit (O alarm) curve. For Point 2 and above, every point on the O Ratio Control Curve must also have a corresponding point on the O Control Curve. If this is not done, an immediate O trim deactivation will occur.  If a point on the O Ratio Control Curve is changed (actuator positions), the corresponding point on ...
Page 206 Technical Instructions LMV Series Document No. LV5‐1000  If a combustion air temperature sensor is installed and activated, the air temperature will be recorded when the last point is entered into the O Control Curve. This temperature is stored under the following menu path: Params & Display > O2Contr/Alarm > Gas/Oil Settings > Startmode > Adjust. Temp O2 This is the temperature that will be compared against the current air temperature to perform temperature compensated light‐off if parameter StartMode is set to “IgnLoadTC” or “IgnPtWithTC” (LMV52.440 only).  When terminal X5‐03.2 is properly configured (see Section 3 ‐ Parameters), it can be energized to cause a deactivation of the O trim. When this is done, the LMV52 will operate on the O Ratio Control Curve. The O rich and lean limits will be active as long as there is a valid O signal. This deactivation via X5‐03.2 occurs without a notification being displayed on the AZL52.  Pre‐purge must be set so that 20.9% (+/‐ 2.0% O ) is read by the QGO20 sensor. If this is not met, a lockout or deactivation will occur depending on the setting of parameter OptgMode.  When using the LMV52.440 on low or ultra‐low NOx mesh burners, a StartMode of “IgnPtWithTC” is typically used combined with adjusting O2InitOffset in the negative direction (more rich). If done properly, this should make the transition from light‐off position to low fire richer than normal operation so that the transition is stable and reliable under varying environmental conditions. While the burner is being held at Point 2 awaiting NumberTauSuspend to expire, the O2InitOffset will gradually dissolve and the %O will be trimmed to setpoint before the burner is released to modulate. ...
Page 207 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting GP 2 FUEL TRAIN ERROR CODES Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 208 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting GP 2 FUEL TRAIN ERROR CODES Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 209 LMV Series Technical Instructions Document No. LV5‐1000 7‐1: Troubleshooting Introduction The LMV5 has an extensive list of fault codes to help clarify the nature of any fault. Section 7‐3 describes what every fault code is and gives some guidance on how to correct it. The most common issues seen on the LMV5 are described in greater detail in Section 7‐2 to offer additional troubleshooting help. The issues covered in Section 7‐2 are: General CANbus Faults Including “AZL not on Bus” and “System Test” ............ 2 Fault Positioning Actuator – Error Code 15 .................. 6 Internal Fault Actuator – Error Code 19 .................. 7 Flame Failure – Error Code 25 or 26 .................... 8 Open Circuit / Short Circuit Sensor Faults – Error Code A6 (Diagnostics 50…5A) ...... 9 Open Safety Loop – Error Code 21 .................... 10 LMV5 Will Not Start (Stays in Phase 12) .................. 11 LMV5 Will Not Modulate Properly .................... 12 O2 Trim Sensor is Not Reading ...................... 13 Sensor Reading Grossly High or Low .................. 14 Sensor Reads But Responds Very Slowly ................. 14 Ambient or Stack Temperature Sensor Reading Incorrectly ............ 15 AZL says “O2 Module not active or not Available” ............... 15 AZL Says “O2 Setpoint must lie 0.1% below O2 Ratio Control” or “O2 Setpoint must lie 0.1% above O2 Min” ........................ 16 AZL Says “Measurement not Successful” When Measuring the Delay Time for O Trim ...
Page 210: Canbus Faults Including "Azl Not On Bus" And "System Test
Technical Instructions LMV Series Document No. LV5‐1000 7‐2: Common Problems CANbus Faults Including “AZL not on Bus” and “System Test” The majority of all LMV5 wiring errors are related to the wiring of the CANbus network. The CANbus network includes the following components:  LMV5 controller  AGG5.210 transformer(s)  One main fuse (FU1) and two 12VAC fuses (FU2, FU3)  AZL display  AGG5.643 special CANbus cable  SQM45/48/91 actuators  PLL52 O module (if equipped) An illustration of the CANbus network with a single transformer is shown below in Figure 7‐2.1. Figure 7‐2.1: Illustration of the LMV5 CANbus Network Section 7 Page 2 SCC Inc. HOME...
Page 211 LMV Series Technical Instructions Document No. LV5‐1000 CANbus Faults Including “AZL not on Bus” and “System Test” (continued) The most common CANbus errors are:  “AZL not on Bus”  Stuck in “System Test”  Error code 99  Error code A7, diagnostic 17 However, there are many additional error codes that can also be caused by an issue with the CANbus network. The following procedure can be used to diagnose any CANbus related error: 1. Take the cover off of the last actuator (or PLL52 O module) on the CANbus network wired to terminal X51 on the LMV5. This should have only one 5‐pin green connector plugged into it. The other CANbus terminals should be empty, and is a perfect place to measure voltage. Ensure that the following voltages are present on the pins of the empty CANbus terminal:  12 VAC between pins 12VAC1 and GND  12 VAC between pins 12VAC2 and GND  24 VAC between pins 12VAC1 and 12VAC2 When measuring to ground (GND), it is ok to have anywhere from 10.2‐13.2 VAC as long as both measurements are the same. For example, it is okay to have 11 VAC between pins 12VAC1 and GND as long as there is also 11 VAC between pins 12VAC2 and GND. In addition, the voltage between pins 12VAC1 and 12VAC2 must be exactly double the other ...
Page 212 Technical Instructions LMV Series Document No. LV5‐1000 CANbus Faults Including “AZL not on Bus” and “System Test” (continued) 3. Check the LMV5 fault history. If the faults always occur in phase 38, the CANbus errors are being caused by noise from the ignition transformer. Make sure the ignition transformer is grounded properly and has a good neutral. Also, make sure any CANbus wires that run close to the ignition transformer are in proper conduit. It may be necessary to either relocate the ignition transformer or add a shield between the ignition transformer and any nearby CANbus wires. 4. Unplug the 6‐pin green connector plugged into terminal X51 on the top of the LMV5. This leaves the AZL, the LMV5, and the cable between them as the only CANbus components still plugged in. Reset the fault on the LMV5. At this point, two things can happen:  If the AZL faults with “Fault Feedback Air Actuator”, then the AZL, the LMV5, and the cable between them are all working properly. This means that there is likely an issue with the wiring of the actuators or O module. Go to step 5.  If the same CANbus fault recurs, then there is a problem with the AZL, the LMV5, or the cable between them. Check the wiring and terminations on the cable. Though unlikely, the AZL or the LMV5 might be damaged and need to be replaced. If a spare AZL is available, try it. If no spare AZL is present, check for any noticeable damage to either the AZL or the LMV5 to determine which component to replace. 5. To find the wiring issue with the actuators or O module, plug components back in one at a time to terminal X51 on the LMV5 to determine which component is causing the CANbus errors. First, plug in just the cable (unplugged from the actuator) that connects the first actuator to terminal X51 on the LMV5. Reset the fault on the LMV5. If “Fault Feedback Air Actuator” shows up again, the cable itself is okay. Next, plug in just the first actuator ...
Page 213 LMV Series Technical Instructions Document No. LV5‐1000 CANbus Faults Including “AZL not on Bus” and “System Test” (continued)  Make sure the shielding of the CANbus cable is grounded properly. The shielding of the CANbus cable is immediately under the plastic sheathing and encircles all five conductors. The shielding on all segments of the CANbus cable must have continuity with terminal X51.1. This can be checked with a multi‐meter by connecting one probe on the AGG5.110 shielding clip attached to terminal X51.1, and the other probe on the last actuator (or O module) on the CANbus network.  If everything else checks out, and every time one of the actuators is plugged in it immediately causes a CANbus fault, replace the appropriate actuator. ...
Page 214 Technical Instructions LMV Series Document No. LV5‐1000 Fault Positioning Actuator – Error Code 15 An error code 15 essentially means that an actuator has not reached the position it is being told to drive to by the LMV5. The diagnostic code will detail which actuator is having the problem. If an error code 15 is encountered, check for the following causes: 1. Binding. At full torque output, the actuator cannot move the valve or damper it is trying to move. This is typically due to the actuator pushing against mechanical stops on the valve or damper. Check that the actuator was properly coupled. This may also be caused by a valve or damper that requires more torque than the actuator is capable of. 2. Temperature. All SQM… actuators are rated for a maximum operating temperature of 140°F. However, when operating temperatures exceed 120°F, the torque output of the actuator is decreased by 15%. If this is the case, reduce the heat to the actuator. 3. Duty Cycle. All SQM… actuators are rated for a 50% duty cycle, meaning that the actuator can only be moving half of the time. Duty cycles over 50% can cause the actuator to overheat which reduces the torque output severely. If the actuator is constantly moving, improve the PID settings and / or adjust parameter MinActuatorStep. 4. Flutter. This typically occurs on air or FGR dampers. Highly turbulent flow across a damper blade can cause an alternating torque to be applied to the damper shaft. This in turn puts an alternating torque on the actuator shaft. For example, let’s say that the LMV5 is commanding the air actuator to drive to 50.0° which is a highly turbulent spot on the air damper. The following action may be seen:  LMV5 sees actuator at 50.3° and repositions it counterclockwise  LMV5 sees actuator at 49.7° and repositions it clockwise  LMV5 sees actuator at 50.3° and repositions it counterclockwise ...
Page 215: Fault Positioning Actuator - Error Code 15
LMV Series Technical Instructions Document No. LV5‐1000 Fault Positioning Actuator – Error Code 15 (continued) 6. If everything else checks out okay, replace the actuator. Internal Fault Actuator – Error Code 19 SQM45 and SQM48 actuators have dual potentiometers that provide feedback to the LMV5 to verify actuator position. When these two potentiometers disagree, the LMV5 faults with an error code 19. The diagnostic code will detail which actuator is having the problem. If an error code 19 is encountered, check the following: 1. Ensure that parameter allowed Pot.diff is set to 15. This allows a maximum disagreement of 1.5° between the two potentiometers. 2. If allowed Pot.diff is set to 15 and the LMV5 continues to receive error code 19, the actuator must be replaced. The likely cause of the damaged actuator is excessive side load on the actuator shaft or excessive vibration. Over time, excessive side load on the actuator shaft can wear down the shaft bearings of the actuator. Since the potentiometers are mounted directly onto the back of the shaft, they will disagree more and more as the shaft bearings wear. Excessive vibration can also cause potentiometer wear and lead to an error code 19. 3. It is imperative that proper couplings are used when mounting actuators. It is highly recommended to use an SCC flexible coupling on all actuators. SCC couplings eliminate excessive side load due to their design. Furthermore, SCC couplings allow up to 1/16” of parallel misalignment and 3° of angular misalignment between the actuator and valve shafts. See Document No. CPBK‐1000 for more information on available flexible couplings. 4. It is also important to use a rigid mounting bracket when mounting any actuator. Excessive vibration over time can wear the potentiometer tracks. If the wear is too severe, error code ...
Page 216: Flame Failure - Error Code 25 Or 26
Technical Instructions LMV Series Document No. LV5‐1000 Flame Failure – Error Code 25 or 26 If either an error code 25 or error code 26 is encountered, a flame failure has occurred. An error code 25 means that a flame failure occurred during pilot, while an error code 26 means that a flame failure occurred during operation. To remedy either fault, check the following: 1. Increase the flame failure response time through the following menu path: Params & Display > BurnerControl > Configuration > ConfigFlameDet > ReacTmeLossFlame The LMV5 has a base flame failure response time of 0.8 seconds. The setting of parameter ReacTmeLossFlame adds an additional 0.2 – 3.2 seconds for a maximum of a 4 second flame failure response time (FFRT). 2. Use a flame source to check if the flame scanner is defective. The flame signal can be viewed using the following menu path: Params & Display > BurnerControl > Configuration > ConfigFlameDet > FlameSignal Parameter FlameSig QRI_B can be used to view the flame signal when using an infrared scanner (QRI2…) or an ultraviolet scanner (QRA7…). Parameter FlameSig ION can be used to view the flame signal when using a flame rod. A flame failure occurs below a 20% flame signal. If the flame signal reads 0% when using a flame source, check the wiring of the scanner. See Section 2 for wiring assistance. If the wiring is correct, replace the defective scanner. 3. If an error code 25 occurred, check the wiring of the ignition transformer and pilot valve. Also, check to make sure any manual shutoff valves are open on the pilot line. 4. If an error code 25 occurred, check the position of the air damper during ignition. This can be viewed using the following menu path: ...
Page 217: Open Circuit / Short Circuit Sensor Faults - Error Code A6 (Diagnostics 50
LMV Series Technical Instructions Document No. LV5‐1000 Open Circuit / Short Circuit Sensor Faults – Error Code A6 (Diagnostics 50…5A) An error code A6 (diagnostic code 50…5A) means that the LMV5 is configured for a certain type of sensor, but it is not detecting that the sensor is connected. This means that a parameter in the LMV5 is set incorrectly, the wiring of the sensor is incorrect, or the sensor has failed. Note: Some of the fault code messages refer to Input 2 or Input 3. Input 2 is terminal X61 which is used for pressure sensors. Input 3 is terminal X62 which is used for remote setpoint and modulation signals. Check the following: 1. Ensure that the parameters used to program the analog inputs are set correctly:  LC_OptgMode  Ext Inp X61 U/I  Sensor Select  Ext Inp X62 U/I See Section 3 for information on how these parameters should be set. 2. If all of the above parameters are set correctly, check the wiring of the attached sensors. See Section 2 for information on how to wire sensors to the LMV5. 3. On a steam boiler, a temperature sensor can be used in addition to the pressure sensor for the cold start function. If this is the case, check the setting of parameter AdditionalSens. See Section 3 for more information on how to set this parameter. ...
Page 218: Open Safety Loop - Error Code 21
Technical Instructions LMV Series Document No. LV5‐1000 Open Safety Loop – Error Code 21 The safety loop is meant only for safety limits such as an auxiliary low water cutout or a high limit. The safety loop must be complete, and cannot be reconfigured. The wiring of the safety loop is shown below: If an error code 21 is encountered, check the following: 1. The burner flange switch wired between terminals X3‐03.1 and X3‐03.2. There should be 120 VAC on terminal X3‐03.1 at all times. If a burner flange switch is not present, a jumper must be placed between terminals X3‐03.1 and X3‐03.2. 2. Operating switches in the safety loop. Operating (cycling) switches should not be wired into the safety loop. If a cycling switch is placed in this loop and it cycles off, the LMV5 will lockout. The cycling switch should be relocated in series with the burner on / off switch wired to X5‐03.1:  If the LMV5 is in any external load controller mode (ExtLC…), this is used to cycle the burner on and off.  If the LMV5 is in any internal load controller mode (IntLC…), then a cycling switch may not be necessary, since this is done automatically in the LMV5 using parameters SD_ModOn and SD_ModOff. 3. The safety loop between terminals X3‐04.1 and X3‐04.2. There should be 120 VAC on terminal X3‐04.1 at all times. If there is not, then one or more of the devices wired into the safety loop are open. Check each device wired into the safety loop to find which one is open. ...
Page 219: Lmv5 Will Not Start (Stays In Phase 12)
LMV Series Technical Instructions Document No. LV5‐1000 LMV5 Will Not Start (Stays in Phase 12) 1. Ensure that the LMV5 is in automatic mode through the following menu path: ManualOperation > Autom/Manual/Off = Automatic 2. The burner will not start if the safety loop is open. Verify that there is 120 VAC on both terminals X3‐03.1 and X3‐04.1. 3. Verify that there is 120 VAC at burner switch input terminal X5‐03.1. 4.
Page 220: Lmv5 Will Not Modulate Properly
Technical Instructions LMV Series Document No. LV5‐1000 LMV5 Will Not Modulate Properly 1. Ensure that the LMV5 is in automatic mode through the following menu path: ManualOperation > Autom/Manual/Off = Automatic 2. Check the PID settings and make sure that they are set for the application. P‐Part – This is the proportional band. The proportional band increases firing rate based on how far below setpoint the temperature / pressure is. Smaller values cause a more aggressive response to a drop in pressure / temperature relative to setpoint. Values that are too small will cause hunting. Typical setting: 10% to 30%. I‐Part – This is the integral part, which serves to eliminate steady state "droop" caused by the proportional band setting. Thus, this works hand in hand with P‐Part to bring the pressure / temperature up to setpoint. Smaller values cause a more aggressive response (a ...
Page 221: O 2 Sensor Is Not Reading
LMV Series Technical Instructions Document No. LV5‐1000 O2 Sensor is Not Reading If the O value on the main screen is displayed as “XXXX”, check the following: 1. Ensure that the QGO20 O sensor is activated through the following menu path: Params & Display > O2 Module > Configuration > O2 Sensor = QGO20 2. The PLL52 O module controls the QGO20 O sensor’s heater to achieve a sensor temperature of approximately 1292 F. The sensor cannot read %O if the sensor is below 1202 F. Check the temperature of the QGO20 sensor through the following menu path: Params & Display > O2 Module > Process Data > QGO SensorTemp If the temperature is below 1202 °F, check the heating load to the O sensor: Params & Display > O2 Module > Process Data > QGO HeatingLoad The maximum QGO heating load is 60%. If the heating load is at or near 60%, the QGO20 sensor temperature should be increasing. If it is, the O sensor will begin reading once the temperature is over 1202 °F. If the temperature is not increasing, check the following: ...
Page 222: O 2 Sensor Reading Grossly High Or Low
Technical Instructions LMV Series Document No. LV5‐1000 O2 Sensor Reading Grossly High or Low If the O readings from the O sensor are grossly high or low, check the following: 1. The milli‐volt signals from the QGO20 to the PLL52 could have interference. Ensure that the high and low voltage wires that run from the QGO20 to the PLL52 are in a separate conduit. 2. The QGO20 sensor reads %O wet. Most combustion analyzers read %O dry, so the O number shown on the AZL52 is typically at least 1% O lower than the combustion analyzer. 3. The QGO20 sensor may be mounted incorrectly, and the sensor is not picking up a representative reading of the %O in the stack. O2 Sensor Reads But Responds Very Slowly If the %O being displayed is responding slowly to combustion changes, check the following: 1. Ensure that the QGO20 sensor is clean. This can be done by shutting off the power to the LMV52, and removing the QGO20 from the stack. Be careful as the sensor is likely to be very hot. After the QGO20 is removed from the stack, let it cool for at least an hour. After the sensor has cooled, it can be blown out using low pressure compressed air (less ...
Page 223: Ambient Or Stack Temperature Sensor Reading Incorrectly
LMV Series Technical Instructions Document No. LV5‐1000 Ambient or Stack Temperature Sensor Reading Incorrectly If the ambient or stack temperature sensor wired into the PLL52 are not reading (displayed as “XXXX” on the AZL screen), or the sensors are reading incorrectly, check the following: 1. Ensure that the sensors are wired into the PLL52 module correctly. See Section 2 to verify proper wiring. 2. Both sensors must be a 2‐wire, 1000 Ohm, platinum or nickel RTD. Check to see that the sensors are activated and properly configured under the following menu paths: Params & Display > O2 Module > Configuration > SupAirTempSens Params & Display > O2 Module > Configuration > FlueGasTempSens Note: The ambient and stack temperature sensors are not necessary for O trim. However, if one or both inputs are configured for a sensor and either sensor is not reading, the O trim will not activate. AZL Says “O2 Module not active or not Available” If the AZL displays the message “O2 Module not active or not Available” when trying to access one of the following menus, the LMV52 has lost communication with the PLL52 O module. ...
Page 224: Azl Says "O2 Setpoint Must Lie 0.1% Below O2 Ratio Control" Or "O2 Setpoint Must Lie 0.1% Above O2 Min
Technical Instructions LMV Series Document No. LV5‐1000 During O2 Commissioning, AZL Says “O2 Setpoint must lie 0.1% below O2 Ratio Control” or “O2 Setpoint must lie 0.1% above O2 Min” When setting the O control curve, one of the following messages appears:  “O2 Setpoint must lie 0.1% below O2 Ratio Control”  “O2 Setpoint must lie 0.1% above O2 Min”. If this is the case, check the following: 1. Ensure that there is an absolute minimum of 0.2 %O between the O alarm curve and the ratio control curve at every point on these curves. 2. Also ensure that the %O that is to be set on the O control curve is at least 0.1% O above the O alarm curve and 0.1% O below the O ratio control curve. Note 1: In most cases, the %O gap between the curves should be larger than the absolute minimum. Depending on the burner characteristic, doing this may also lead to more trouble‐free operation. See Section 6 for more information on these curves. ...
Page 225: Azl Says "Measurement Not Successful" When Measuring The Delay Time For O 2 Trim
LMV Series Technical Instructions Document No. LV5‐1000 AZL Says “Measurement not Successful” When Measuring the Delay Time for O2 Trim When setting the low fire point or the high fire point on the O control curve, the AZL measures what is called the “delay time” (Tau time). The delay time is defined as the length of time it takes a change in the air damper position to be detected by the O sensor. This time is longer at low fire and shorter at high fire due to gas velocity. If an error occurs while trying to measure this delay time, the AZL says “Measurement not Successful”. To troubleshoot this, check the following: 1) Verify that OptgMode is set to “man deact” using the following menu path: Params & Display > O2Contr/Alarm > Gas/Oil Settings > OptgMode 2) Verify that LowfireAdaptPtNo is set to 2 (combustion curve point 2) or higher if desired. By default, this parameter is set to “X” (undefined). The menu path for this parameter is: Params & Display > O2Contr/Alarm > Gas/Oil Settings > Control Param > LowfireAdaptPtNo 3) If both of the above parameters are set correctly, then it is possible that the O readings on the ratio control curve were set incorrectly. When setting each point on the O control curve, the LMV5 will prompt with the message “When value stable continue w ENTER”. Pressing ENTER then sets the %O for the ratio control curve. If ENTER is pressed too early before the O value has stabilized, a non‐representative O value will be entered for the ...
Page 226: Azl Says "O2 Trim Control Automatically Deactivated
Technical Instructions LMV Series Document No. LV5‐1000 AZL Says “O2 Trim Control Automatically Deactivated” Many different problems can cause the O trim control to automatically deactivate. When this happens, check the fault history. The most recent fault will likely be error code BF, diagnostic 00. This is the error code for an automatic deactivation of the O trim. Check the previous error code in the fault history to see what actually caused the automatic deactivation. The most common are: 1. Error code B5, diagnostic code 01. This means that the current O value went below the O alarm curve for more than 3 seconds, which caused the O trim to deactivate. a. Make sure the load numbers on the Ratio Control Curve match the actual fuel flow. Use a fuel flow meter if possible. b. Increase the %O gap between the O Control Curve and the O Alarm Curve at and around the point where the fault occurred (can be determined by the load listed in the fault history). Also, parameter O2ModOffset can be increased in 0.5% increments. Parameter LoadCtrlSuspend can be decreased in 1% increments. See Section 3 for more information on these parameters. 2. Error code AB, diagnostic code 15 or 16. Check the configuration of the ambient and stack temperature sensors. If these sensors are activated and are not wired in or are not ...
Page 227: Vsd Will Not Operate
LMV Series Technical Instructions Document No. LV5‐1000 VSD Will Not Operate If the VSD will not operate the blower (blower will not spin) when the LMV52 standardization is activated, check the following: 1. Ensure that the VSD is activated through the following menu path in the LMV52: Params & Display > RatioControl > Gas/Oil Settings > VSD = activated 2. The VSD cannot standardize if the safety loop is open. Check that the safety loop is closed by making sure there is 120 VAC on terminal X3‐03.1. If there is not, check the limits in the safety loop and the burner flange to see which limit is open. 3. Ensure that the LMV52 is not in alarm. If so, reset the fault and attempt to standardize again. 4. Verify that the 0/4‐20 mA signal and the run/stop contact wired between the VSD and the LMV52 are wired correctly. See Section 2 for more information on wiring. 5. Verify that the three‐phase motor wiring between the VSD and the motor is correct. 6. Verify that the VSD is set up properly for the motor it is driving. Specifically, check the following:  The VSD should be spanned so that 0/4mA equals 0Hz and 20mA = 62Hz (on a 60 Hz grid frequency). See Section 5 for more information. ...
Page 228: Unsuccessful Vsd Standardization
Technical Instructions LMV Series Document No. LV5‐1000 Unsuccessful VSD Standardization For information on what VSD standardizing is or how to perform standardization, see Section 5. The standardized speed can be viewed using the following menu path: Params & Display > VSD Module > Configuration > Speed > StandardizedSp For a 3600 RPM motor, the standardized speed is typically 3500 +/‐ 100 RPM. If this is the case, the standardization was successful. If the VSD does not standardize successfully, check the following: 1. The VSD cannot standardize if the safety loop is open. Check that the safety loop is closed by making sure there is 120 VAC on terminal X3‐03.1. If there is not, check the limits in the safety loop and the burner flange to see which limit is open. 2. Ensure that the LMV52 is not in alarm. If so, reset the fault and attempt to standardize again. 3. Verify the speed wheel is installed on the blower motor correctly and the gap between the speed sensor and the speed wheel is correct (about 1/16”). Also, use Section 2 to verify that the wiring from the speed sensor to the LMV52 is correct. The yellow LED on the back of the speed sensor should blink every time a speed wheel “finger” passes by the nose of the sensor. If it does not blink, the sensor is wired incorrectly, the sensor is mounted too far from the speed wheel, or the sensor is defective. 4. Check to ensure that the air damper opens when the standardization is activated. If this does not happen, set the air actuator to “air influenced” using the following menu path: ...
Page 229 LMV Series Technical Instructions Document No. LV5‐1000 Unsuccessful VSD Standardization (continued) 6. Monitor the speed of the blower motor during the standardization process. After standardization is activated, the real time speed can be read using the following menu path: Params & Display > VSD Module > Speed > Absolute Speed During standardization, the absolute speed should rise up to a peak value and hold steady at that value for a few seconds. Then, the value should drop back down to zero (or near zero). The peak value that is seen should be recorded as the standardized speed. If this doesn’t happen, it’s likely that there’s a problem with the VSD or the speed sensor. ...
Page 230: Azl Says "Fan Speed Not Reached" Or "Control Range Limitation Vsd Module
Technical Instructions LMV Series Document No. LV5‐1000 AZL Says “Fan Speed Not Reached” or “Control Range Limitation VSD Module” During burner operation, the LMV52 sends a 0/4‐20 mA signal to the VSD to control the speed of the blower. The speed sensor sends feedback to the LMV52 to let it know the actual speed of the blower. If the speed is too high or too low, the LMV52 will increase or decrease the signal to the VSD accordingly. However, there are limits on how much the LMV52 can increase or decrease the signal. If these limits are met, the LMV52 will lockout with one of the following messages:  “Fan Speed Not Reached” – Error code 15, diagnostic 10 or 40  “Control Range Limitation VSD Module” – Error code A9, diagnostic 0D “Fan Speed Not Reached” indicates that the blower speed is still too low even though the LMV52 has increased the 0/4‐20mA signal as far as possible. “Control Range Limitation VSD Module” indicates that the blower speed is too high even though the LMV52 has decreased the 0/4‐20mA signal as far as possible. If either of these messages appears, do the following: 1. Increase the ramp times of both the VSD and LMV52. Shorter ramp times on the VSD and LMV52 create a more demanding application for the VSD. Simply put, a shorter ramp time will cause the VSD to draw or absorb much more amperage for a given change in blower speed since the change in speed occurs more quickly. To adjust the ramp times of the LMV52, use the following menu paths: Params & Display > RatioControl > Times > OperatRampMod Params & Display > RatioControl > Times > TimeNoFlame 2. Large blower motors connected to large, heavy blower wheels have high rotating inertia. As the inertia of the blower wheel increases, the power needed to accelerate and decelerate the blower increases. If increasing the ramp times does not help, a braking ...
Page 231 7-3: Complete Error Code List Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) ROM error Any # RAM error RAM error in register bank 0 (LMV51...) RAM error in IDATA area (LMV51...) RAM error in XDATA area (LMV51...) RAM error of variables used RAM error variable consistency...
Page 232 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Flame scanner (QRI) or Base Unit (LMV5) Any # Fault during test of the flame signal amplifier If fault occurs sporadically: Improve shielding / isolation Fault during test of the flame signal amplifier of flame detector wires.
Page 233 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with devices or wiring connected to the Base Unit (LMV5) Safety chain burner flange Safety relay feedback Pressure switch gas minimum 1) Check connections of the neutrals to all of the Pressure switch gas maximum connected switches, valves, etc...
Page 234 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) Ratio Control, O2 Trim, VSD Basic unit has detected a plausibility fault in the ratio control The diagnostic code describes the cause of the fault Any # system.
Page 235 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) Any # (Internal) communication error of ELV Detection of different data when making the data comparison Internal Fault Timeout with program synchronization prior to data If fault occurs sporadically, reduce electrical noise.
Page 236 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Actuator (VSD) Positioning or Actuator (VSD) Run Time Check maximum slope sections of actuator curves. Maximum allowable slopes are as follows: - 3.6° per 0.1% load (30 sec ramp) Slope too steep A section of actuator curve is too steep.
Page 237 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Positioning an Actuator or VSD Speed Any # Running time fault of actuators or VSD. Actuator / Fault Running The diagnostic value is made up of the following faults or their VSD / 1) Check parameters TimeNoFlame and Time...
Page 238 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with VSD Code for VSD Basic unit has detected a fault in connection with the VSD Any # If fault occurs sporadically, reduce electrical noise. Module Fault module If fault occurs continuously, replace LMV5.
Page 239 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with devices or wiring connected to the Base Unit (LMV5) Any # Basic unit has detected extraneous light during startup 1) Ensure that the source of extraneous light is not a Extraneous Light flame.
Page 240 Contact is on PS/FCC is not set to "FCC". Any # 2) If an FCC fault occurs in phase 70, call a Siemens representative. A spark killer may be necessary. Fan Contactor FCC signal = off, but should have been on...
Page 241 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with devices or wiring connected to the Base Unit (LMV5) Gas Pressure 1) Bubble test gas valve to ensure that the upstream PS(M)-VP (Pressure Switch Valve Proving) has detected at Valve proving: valve is not leaking.
Page 242 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) If fault occurs sporadically, reduce electrical noise. Any # Wrong contact position of safety relay If fault occurs continuously, replace LMV5. Any # Wrong contact position of ignition Check wiring on igniton transformer.
Page 243 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with devices or wiring connected to the Base Unit (LMV5) / or Base Unit (LMV5) The time defined by Max SafetyTGas(Oil) is less than Safety time 2 gas too long the time defined by parameter SafetyTme2Gas(Oil) .
Page 244 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) SLT was activated and safety shutdown was triggered Any # Locked by SLT Shutdown via safety limit thermostat (SLT) test (usually by the safety loop opening) Program stop was activated.
Page 245 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) Any # Stack error Stack overflow Internal Fault If fault occurs sporadically, reduce electrical noise. Value dropped below preset minimum limit Basic Unit If fault occurs continuously, replace LMV5.
Page 246 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) This function is only enabled for the LMV50 and The redundancy contact monitoring function is not permitted LMV52. Setting StartReleaseOil to "HT/FG-RedCo" is Invalid not permitted.
Page 247 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) 1) Reset the LMV5 Fault when calling the "ParAccess()" function 2) If fault occurred after changing a parameter, check Written EEPROM block unequal RAM block Internal Fault the parameters that were last changed.
Page 248 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Connected Actuators Any # Basic unit has detected wrong state of the oil actuator 1) This fault occurs when an un-addressed actuator is connected to the CANBus. Addressing the actuator Fault Feedback CRC error should eliminate the fault.
Page 249 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Connected actuators Aux 3 Fault Feedback Basic unit has detected a ROM-CRC error Actuator Aux Actuator 3 on the auxiliary 3 actuator when checking its feedback signal 1) Check CANBus cabling.
Page 250 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Connected Actuators See diagnostic codes for A1 error codes. These diagnostic codes are identical, except they apply to the Auxiliary 3 Actuator. Air actuator has detected own fault and reported it to the basic Any # 1) Check CANBus cabling.
Page 251 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Connected Actuators 1) Reset the LMV5 Page too long open 2) If fault occurred after changing a parameter, check Page disrupted the parameters that were last changed. 3) If fault cannot be rectified by the reset: Restore Invalid parameter access parameters form the AZL to the LMV5...
Page 252 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) Internal Load Controller EEPROM does not respond within the expected period of time Internal Fault If fault occurs sporadically, reduce electrical noise. Max.
Page 253 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Sensors Connected to Internal Load Controller, in Base Unit (LMV5) Short-circuit Short-circuit sensor PT100, terminals X60.1, X60.4 Pt100 Sensor Open-circuit Open-circuit sensor PT100, terminals X60.1, X60.4 Pt100 Sensor Open-circuit Pt Open-circuit compensation line of sensor PT100, terminals...
Page 254 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) Internal Load Controller Timeout during calibrate_ADC Timeout during read_conversion Timeout during calibrate_ADC Fault during RedInv reading from A/D converter Fault internal A/D converter Gain register has been changed Offset register has been changed LMV5...
Page 255 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Sensors Connected to Internal Load Controller, in Base Unit (LMV5) 1) Check wiring and sensor. Re-wire or replace sensors Excessive voltage value or wrong polarity current measurement if necessary.
Page 256 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) Internal Load Controller Time block too long: Time block 0 Time block too long: Time block 1 Time block too long: Time block 2 Time block too long: Time block 3 Time block too long: Time block 4 Time block too long: Time block 5...
Page 257 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with AZL5… AZL5 has detected own fault and reported it to the basic unit. 1) Check CANBus cabling. Ensure that all cable shields Any # Type of fault: see diagnostic code. (screens) which are located in the cable sheath are CRC fault during ROM test terminated correctly at each actuator, O2 module, and...
Page 258 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with AZL5… 1) If fault occurs sporadically: Reduce electrical noise. CAN warning level 2) If fault occurs constantly: Replace AZL5 1) If the error occurs in phase 22 together with a VSD, Internal Fault AZL check the wiring of the VSD EEPROM fault...
Page 259 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) VSD Module VSD module has detected own fault and reported it to the basic Any # unit. Type of fault: see diagnostic code. CRC fault during ROM test CRC fault during RAM test 1) If fault occurs sporadically, reduce electrical noise.
Page 260 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) VSD Module 1) If fault occurs sporadically, reduce electrical noise. Fault during the speed calculation test 2) If fault occurs continuously, replace LMV5. 1) Check CANBus cabling.
Page 261 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with 02 Module (PLL5..) or Oxygen Sensor (QGO2..) Sync fault or CRC fault Error code for main loop counter Internal Fault O2 1) If fault occurs sporadically, reduce electrical noise. Module 2) If fault occurs continuously, replace PLL5..
Page 262 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with 02 Module (PLL5..) or Oxygen Sensor (QGO2..) 1) Check the wiring between the O2 Module and the O2 Unplaus Value sensor. Measured internal resistance of the QGO measuring cell Ri 02 Measuring 2) O2 Sensor may have reached the end of its service is smaller than 5 Ohm or greater than 150 Ohm...
Page 263 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) or Oxygen Sensor (QGO2..) 1) If fault occurs sporadically, reduce electrical noise. Any # O2 monitor 2) If fault occurs continuously, replace LMV5. 1) Check the %O2 between the O2 guard curve and the O2 setpoint curve.
Page 264 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) or Oxygen Sensor (QGO2..) 1) Check mounting of O2 sensor. Ensure no air is O2 Value in entering the stack upstream of the sensor. Operation too O2 MaxValue or O2 MaxCurve was exceeded 2) Verify that the O2 level in the stack has not...
Page 265 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) or Connected Components Before replacing any units, start the system and wait about 1 minute (until, after entering the parameter level, When comparing the versions of the individual units, the display “Parameters will be updated“...
Page 266 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) or Connected Components Internal Fault 1) If fault occurs sporadically: Reduce electrical noise. Any # Plausibility fault during calculation of interpolation values Basic Unit 2) If fault occurs constantly: Replace LMV5.
Page 267 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) or Connected Components Any # O2 trim control fault See diagnostic code. Missing or faulty Control PID parameter for controller algorithm missing Check the O2 trim PID control parameters.
Page 268 Error Diag. Device Display Meaning for the LMV5x System Corrective Action Code Code Fault with Base Unit (LMV5) or Connected Components A fault occurred in the O2 module in connection with the flue Any # See diagnostic code. gas recirculation Fault with The flue gas temperature sensor PLL52 input X86 is...
Page 269 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 270 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 271 LMV Series Technical Instructions Document No. LV5-1000 8-1: Modbus Master-slave principle Communication between Modbus users takes place according to the master-slave principle. The AZL5 always works as a slave. Data Transmission Transmission mode (RTU) – The transmission mode used is RTU (Remote Terminal Unit) –...
Page 272 Technical Instructions LMV Series Document No. LV5-1000 Example Data query: Reading 2 words from address 6 (CRC16 = 0x24A0) CRC16 Reply: (CRC16 = 0x0561) Word 1 Word 2 CRC16 Mapping Words Byte High Byte Low Transmission mode: The LSB (least significant bit) is transmitted first. Mapping Long Values Byte High Byte Low...
Page 273 LMV Series Technical Instructions Document No. LV5-1000 Example Marking for data query or end of reply with data format 10 / 9 bits Waiting time = 3.5 characters * 1000 * x bits / Baud rate Baud rate [Baud] Data format [bit] Waiting time [ms] 9600 3.125...
Page 274 Technical Instructions LMV Series Document No. LV5-1000 Number of messages The number of addresses per message is limited: 20 addresses of the size of one word when reading • 6 addresses of the size of one word when writing • For lockout history, messages must be exactly 16 addresses •...
Page 275 LMV Series Technical Instructions Document No. LV5-1000 Table of addresses Function Address Number Data designation Access Data Data type / Range Updating of words format coding rate 03/04 Phase 0...255 Fast 03/04 Position of currently active fuel actuator Degrees -3... 93° Fast 03/04 Position of gas actuator...
Page 276 Technical Instructions LMV Series Document No. LV5-1000 Function Address Number of Data designation Access Data type / coding Range Updating words rate 03/04 Inputs (bits) Medium Coding: 0 → inactive 1 → active Safety loop Controller ON/OFF Fan contactor contact Pressure switch-min-gas Fuel selection oil Pressure switch-max-gas...
Page 277 LMV Series Technical Instructions Document No. LV5-1000 Data type / Function Address Number Data designation Access Data Range Updating coding of words format rate R 03/04 Modbus downtime: R/W* 0…7200 s Slow W 06/16 Max. time with no communication. When this EEPROM time has elapsed, automatic changeover from Remote to Local takes place...
Page 278 Technical Instructions LMV Series Document No. LV5-1000 Function Address Number Data designation Access Data Data type / Range Updating of words format coding rate 03/04 80, 81 Fuel volume oil (read only) R/W* See ”Data types” Slow (resettable from AZL5... version V4.10) EEPROM on page 10 0…199999999.9 l...
Page 279 LMV Series Technical Instructions Document No. LV5-1000 Function Address Number Data designation Access Data Data type / Range Updating of words format coding rate R 03/04 D-value R/W* Seconds 0...1000 s Slow W 16 EEPROM 03/04 Lockout history (current lockout) U16/U32 [] Fast 03/04...
Page 280 Technical Instructions LMV Series Document No. LV5-1000 Legend to address table Access Value can only be read R / W Value can be read and written Data format 16 bit integer, subject to sign 16 bit integer, not subject to sign 32 bit integer, subject to sign Note: In the AZL..., this data type is also...
Page 281 LMV Series Technical Instructions Document No. LV5-1000 Modbus Address / LMV5 Parameter Cross-Reference Guide Modbus Modbus Description LMV5 Parameter Description LMV5 Parameter Address Address Phase 56, 57 Hours run on gas GasFiring Position of active fuel actuator 58, 59 Hours run on oil stage 1 OilStage1/Mod Position of gas actuator 60, 61...
Page 282 Technical Instructions LMV Series Document No. LV5-1000 Starting adaption via Modbus The routine used for identifying the path in the integrated load controller (termed “adaption” here) of the LMV5... system can be controlled and monitored via Modbus. In principle, the general conditions are the same as those used when making adaptions with the AZL52... (refer to subsection 6.4.2 Self-setting of control parameters (adaption)) in the Basic Documentation of the LMV5...
Page 283 LMV Series Technical Instructions Document No. LV5-1000 Selection menus in the AZL5 Activation of Modbus operation Ensure the gateway mode is set to Modbus: Operation > OptgModeSelect > Type of Gateway Activation takes place via menu: Operation > OptgModeSelect > GatewayBASon Having made the selection, the menu item can be quit via ESC.The setting is retained until Operation >...
Page 284 (electrical interference) and the type of cable used – without Siemens assuming responsibility. To ensure protection against electric shock hazard, it must be made certain that AC 120 V lines are strictly separated from the functional low-voltage area.
Page 285 LMV Series Technical Instructions Document No. LV5-1000 RS-232 – RS-485 Converter This converter converts a V.24 / RS-232 port into an RS-485 port. Technical Requirements Code transparency, that is, data must remain unchanged • When using the RS-485 interface as a bus, control of the transmitting section on the RS-485 side •...
Page 286 Technical Instructions LMV Series Document No. LV5-1000 Overview of «Operating mode changeover of controller» Note: IntLC Bus or ExtLC Bus may be selected for remote operation but ExtLC Bus will not revert to local upon a comm. fault. Note: This is the manual operation option from AZL. Note: AZL manual operation uses same set load register as Modbus manual operation.
Page 287 LMV Series Technical Instructions Document No. LV5-1000 W3 Setpoint Troubleshooting If setpoint W3 is not being displayed as the current setpoint, check the following: SCC Inc. Page 17 Section 8 HOME...
Page 288 Technical Instructions LMV Series Document No. LV5-1000 Notes on operating modes Modbus downtime When there is no more communication between BAS and AZL..., the Modbus downtime is used to switch over from Remote mode to the preselected setpoint in Local mode. The timer will be activated when changing from Local to Remote.
Page 289 LMV Series Technical Instructions Document No. LV5-1000 Important Modbus Notes Operating Remote X62 Action Remote -> Local Mode Mode Modbus Control Action (Hard-wired) (Address 41) (Address 39) (Address 43) Bumpless transition Bumpless transition from W3 Burner controls to W3 setpoint 0 (automatic) to W1 to W1...
Page 290 Technical Instructions LMV Series Document No. LV5-1000 Intentionally Left Blank Section 8 Page 20 SCC Inc. HOME...
Page 291 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 292 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 293 LMV Series Technical Instructions Document No. LV5-1000 Section 9-1: ACS450 Introduction The LMV5 system can be completely programmed using either the AZL5 or a PC with the ACS450 software. Most people find that using the AZL5 is more convenient than the ACS450 for a “manual”...
Page 294 C:\Program Files (x86)\ACS450 C:\Program Files (x86)\Siemens AG\ACS450 4. Open these folders and check to make sure that all of the .cod files listed below are there. These are necessary for the AZL5 to communicate properly with the ACS450 software.
Page 295 LMV Series Technical Instructions Document No. LV5-1000 9-3: AZL5 Communication Setup The following steps summarize the procedure for establishing communication between the AZL5 and a PC. 1. The table below outlines the cables necessary for connecting the PC to the AZL5. These cables will vary depending on whether or not the PC has a serial port to connect to.
Page 296 Technical Instructions LMV Series Document No. LV5-1000 5. After the connection at the user level is successful, disconnect from the AZL5 and then reconnect at the service or OEM level, if desired. This is done by going to the “System LMV5x” dropdown menu and selecting “Disconnect”.
Page 297 LMV Series Technical Instructions Document No. LV5-1000 9-4: AZL5 Software Updates The AZL5 software package is frequently updated with new parameters and features. The software of any AZL5 can be updated using the ACS450 software. If the AZL5 ever states that there is a “Version Conflict”...
Page 298 Technical Instructions LMV Series Document No. LV5-1000 4. On the main menu in the AZL5, scroll down to “Updating”. When “Enter” is pressed, a password prompt will appear. Either the service or OEM level password will be necessary. After access is gained, scroll down to “Load_SW_from_PC” and press “Enter”. This screen will state “Start Process with ENTER”.
Page 299 LMV Series Technical Instructions Document No. LV5-1000 9-5: Creating an LMV5 Startup Report The following steps outline the procedure for saving, viewing and printing a startup report to a PC. The LMV5 must be in standby or lockout and have a burner ID to create a backup report. Saving the .mdb file 1.
Page 300 Technical Instructions LMV Series Document No. LV5-1000 9-6: Saving and Uploading Parameter Sets The following steps outline the procedure for saving parameter sets (.par files) to a PC and also uploading parameter sets from a PC to an LMV5. Saving a .par file to the PC 1.
Page 301 LMV Series Technical Instructions Document No. LV5-1000 9. A window will appear titled “Restore PC > LMV”. If the message on the bottom of the window states “Burner ID is ok” or “New base unit”, then proceed to Step 11. If the message states “Burner ID is different”, proceed to the next step.
Page 302 Technical Instructions LMV Series Document No. LV5-1000 iv. Next, go to the “System LMV5x” dropdown menu and select “Init BU”. A window will appear and the ACS450 will begin reading the parameters. This will take a few minutes. After this is complete, a window will appear that asks for a .par file. Select the .par file that contains the parameter set to be uploaded.
Page 303 Type an appropriate file name in front of the .tbd extension. A valid file name would look like: siemens.tdb. Notice that the * is no longer in the file name.
Page 304 Technical Instructions LMV Series Document No. LV5-1000 6. Trends will be buffered until “Stop” is clicked. When “Stop” is clicked, the trends will be saved under the previously defined .tbd file. 7. Trends can be viewed when the ACS450 is disconnected from the AZL5. To view trends, go to the “File”...
Page 305 LMV Series Technical Instructions Document No. LV5-1000 9-8: Viewing the LMV5x Dashboard When connected to the AZL5, the ACS450 can provide an overview screen or “dashboard”. This provides a useful summary of the LMV5 inputs and outputs, as well as the operating state of the LMV5.
Page 306 Technical Instructions LMV Series Document No. LV5-1000 Intentionally Left Blank Section 9 Page 14 SCC Inc. HOME...
Page 307 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 308 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 309 LMV Series Technical Instructions Document No. LV5-1000 10-1: Introduction The LMV51, LMV52, and AZL5 have software packages that are frequently updated with new parameters and features. The revision history for each of these software packages will be covered in Sections 10-2 through 10-4. Table of Contents Section 10-2: LMV51 Software Version Updates ................
Page 310: Section 10-2: Lmv51 Software Version Updates
Technical Instructions LMV Series Document No. LV5-1000 10-2: LMV51 Software Version Updates This section covers all of the revisions that were made to the LMV51 controller with each new software release. The software version of any LMV51 controller can be found using the following menu path: Params &...
Page 311 LMV Series Technical Instructions Document No. LV5-1000 LMV51 Software Update: Version 0210 to 0220 (continued) 8. After a safety shutdown, the longer prepurge time PrepurgeSafeGas/Oil becomes active. LMV51 Software Update: Version 0220 to 0230 The following update was made with LMV51 software version 0230: 1.
Page 312: Lmv51 Version 0230 To 0250
Technical Instructions LMV Series Document No. LV5-1000 LMV51 Software Update: Version 0230 to 0250 (continued) 7. The maximum filling and evacuation times for gas valve proving are now limited by the maximum permissible safety time for startup. In particular, this affects the burner control versions that use the American standard parameter set.
Page 313 LMV Series Technical Instructions Document No. LV5-1000 LMV51 Software Update: Version 0250 to 0510 (continued) 2. The flue gas recirculation (FGR) pressure switch input X4-01.3 can be parameterized to not care in standby mode. 3. New configuration of load controller inputs X5-03.2 and X5-03.3 to act like an LMV3 via parameter Config X5-03.
Page 314: Lmv51 Version 0510 To 0520
Technical Instructions LMV Series Document No. LV5-1000 LMV51 Software Update: Version 0250 to 0510 (continued) 18. When using gas with the flue gas recirculation function (FGR) and oil without the FGR function, switchover to oil will not occur until the FGR actuator is closed. 19.
Page 315: Load Controller Version 0150 To 0160
LMV Series Technical Instructions Document No. LV5-1000 Load Controller Software Update: Version 0140 to 0150 (continued) Load output, modulating • < 3 mA: Line interruption • 4 mA: 0% load • xx mA: Low fire (minimum load) • xx mA: Nominal load (maximum load) •...
Page 316: Load Controller Version 0180 To 0210
Technical Instructions LMV Series Document No. LV5-1000 Load Controller Software Update: Version 0160 to 0180 (continued) 2. Analog output X63 has one additional range added: 0-20 mA. 3. The value of the analog output (e.g. load, temperatures, O2, etc.) can now be selected. 4.
Page 317: Section 10-3: Lmv52 Software Version Updates
LMV Series Technical Instructions Document No. LV5-1000 10-3: LMV52 Software Version Updates This section covers all of the revisions that were made to the LMV52 controller with each new software release. The software version of any LMV52 controller can be found using the following menu path: Params &...
Page 318: Lmv52 Version 0410 To 0420
Technical Instructions LMV Series Document No. LV5-1000 LMV52 Software Update: Version 0130 to 0410 (continued) 6. The inputs for oil are no longer checked when firing on gas. Likewise, the inputs for gas are no longer checked when firing on oil. 7.
Page 319: Lmv52 Version 0420 To 0450
LMV Series Technical Instructions Document No. LV5-1000 LMV52 Software Update: Version 0420 to 0450 The following updates were made with LMV52 software version 0450: 1. Abortion of speed test during operation by leaving the left operating position with controlled shutdown. 2.
Page 320: Lmv52 Version 0480 To 0510
Technical Instructions LMV Series Document No. LV5-1000 LMV52 Software Update: Version 0450 to 0480 (continued) 8. A parasitic effect in the QRI2 flame scanner during the reset phase leads to a short signal pulse. Thus, flame evaluation during the reset is now delayed so the signal is ignored. LMV52 Software Update: Version 0480 to 0510 The following updates were made with LMV52 software version 0510: 1.
Page 321: Lmv52 Version 0510 To 1020
LMV Series Technical Instructions Document No. LV5-1000 LMV52 Software Update: Version 0510 to 1020 The following updates were made with LMV52 software version 1020: 1. New function: Temperature-compensated flue gas recirculation (FGR). 2. Driving to the low fire position from phase 50 is adjustable (DriveLowfire Gas, DriveLowfire Oil).
Page 322: Vsd Module Version 0130 To 0140
Technical Instructions LMV Series Document No. LV5-1000 VSD Module Software Update: Version 0130 to 0140 The following updates were made with LMV52 VSD module software version 0140: 1. Opening of the release contact during shutdown can be set via parameter ReleaseContctVSD.
Page 323 LMV Series Technical Instructions Document No. LV5-1000 10-4: AZL5 Software Version Updates This section covers all of the revisions that were made to the AZL5 with each new software release. The software version of any AZL5 module can be found using the following menu path: Params &...
Page 324 Technical Instructions LMV Series Document No. LV5-1000 AZL5 Software Update: Version 0220 to 0250 (continued) 6. The following name changes were made to the load controller operating modes: • extLR → ExtLC X5-03 • intLR → IntLC • intLR via BACS → IntLC Bus •...
Page 325 1. Display of additional temperature for steam boilers with thermal shock protection. 2. The system is now capable of handling imperial and metric units. 3. The Siemens AZL52 is supplied with English settings. 4. Over Modbus, the non-resettable fuel meters have been replaced by resettable ones.
Page 326 Technical Instructions LMV Series Document No. LV5-1000 AZL5 Software Update: Version 0460 to 0480 The following updates were made with AZL5 software version 0480: 1. In connection with the new LMV52.4, only AZL5 units with software version 0480 and higher can be used.
Page 327 LMV Series Technical Instructions Document No. LV5-1000 AZL5 Software Update: Version 0480 to 0500 The following updates were made with AZL5 software version 0500: 1. Three new languages are available for the AZL52.09 (Cyrillic): Bulgarian, Romanian, and Turkish. 2. The display when cold start thermal shock protection is active has been enhanced. The display no longer alternates between “Coldstart is activated”...
Page 328 Technical Instructions LMV Series Document No. LV5-1000 AZL5 Software Update: Version 0500 to 0510 The following updates were made with AZL5 software version 0510: 1. The AZL52 normal operation indicator is switched between the internal and external setpoint depending on the switch position X62. 2.
Page 329 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 330 Section 1 Overview Section 2 Wiring Section 3 Parameters Section 4 Commissioning Section 5 Section 6 Trim Section 7 Troubleshooting ERROR CODES GP 2 FUEL TRAIN Section 8 Modbus Section 9 ACS450 Section 10 Revision History Appendix A Application Guide Appendix B* Complimentary Products Guide...
Page 331 LMV Series Technical Instructions Document No. LV5-8000 Appendix A: LMV5 Application Guide Description The LMV5 Application Guide includes programming, wiring, and operation examples of the control system for the most common applications. SCC Inc. Page 1 Appendix A HOME...
Page 332 Technical Instructions LMV Series Document No. LV5-8000 Table of Contents Direct Start Introduction ..........................4 Procedure ..........................4 Operation ........................... 6 Hot Standby on a Steam Boiler with an RWF50 or RWF55 Introduction ..........................7 LMV5 with an RWF5x for Hot Standby Only ................8 Procedure ..........................
Page 333 LMV Series Technical Instructions Document No. LV5-8000 Table of Contents (continued) Pilot Valve Proving Introduction ..........................20 Procedure ..........................20 Option 1: On Startup with SKP25’s on both the Pilot and Main Gas Trains......22 Sequence of Operation ...................... 23 Important Notes .........................
Page 334: Direct Start
Technical Instructions LMV Series Document No. LV5-8000 Direct Start Introduction Direct start accelerates the startup sequence of the burner. If the LMV5 is configured for direct start, the following cases enable this feature: • A call for heat is received during shutdown (phases 62-78) •...
Page 335 LMV Series Technical Instructions Document No. LV5-8000 Direct Start (continued) 2. Program the LMV5 to utilize direct start through the following menu path: Params & Display > BurnerControl > Configuration > ConfigGeneral > NormDirectStart = DirectStart 3. Configure “Start/PS-Valve” (output terminal X4-03.3) to energize the 3-way solenoid valve that diverts air pressure away from the blower air switch.
Page 336: Operation
Technical Instructions LMV Series Document No. LV5-8000 Direct Start (continued) Operation Direct start accelerates the startup sequence in the following instances: • The LMV5 loses the call for heat (terminal X5-03.1), and regains it before or during postpurge (phase 62-78) •...
Page 337: Hot Standby On A Steam Boiler With An Rwf50 Or Rwf55
LMV Series Technical Instructions Document No. LV5-8000 Hot Standby on a Steam Boiler with an RWF50 or RWF55 Introduction Hot standby is recommended on multi-boiler systems to maintain one or more backup boilers close to operating temperature. Hot standby can be accomplished on an LMV5 with an RWF5x controller.
Page 338 ExtLC X5-03 3. Set the following parameters in the RWF5x controller. For more information, obtain Siemens Document No. U7866 for the RWF50 or Document No. U7867 for the RWF55 at www.scccombustion.com. ConF > Cntr > SPL = setpoint range lower limit ConF >...
Page 339 LMV Series Technical Instructions Document No. LV5-8000 Hot Standby on a Steam Boiler with an RWF50 or RWF55 (continued) Operation 1. When the hot standby switch is open, the LMV5 system is in hot standby mode. The burner will turn on and off based on the limits set in the RWF5x controller. The contact between X62.1 and X62.2 will be open.
Page 340 Technical Instructions LMV Series Document No. LV5-8000 Hot Standby on a Steam Boiler with an RWF50 or RWF55 (continued) LMV5 with an RWF55 for Hot Standby and Load Control Procedure 1. Wire the RWF55 to the LMV5 as shown in Figure 3. Figure 3: LMV5 to RWF55 Hot Standby and Load Control Wiring 2.
Page 341 Hot Standby on a Steam Boiler with an RWF50 or RWF55 (continued) 4. Set the following parameters in the RWF55 controller. For more information, obtain Siemens Document No. U7867 for the RWF55 at www.scccombustion.com. ConF > Cntr > CtYP = 2 ConF >...
Page 342: Hot Standby With A Temperature Switch
Technical Instructions LMV Series Document No. LV5-8000 Hot Standby with a Temperature Switch Introduction Hot standby is recommended on multi-boiler systems to maintain one or more backup boilers close to operating temperature. A simple hot standby with an LMV5 is accomplished through the use of a temperature switch.
Page 343: Procedure
LMV Series Technical Instructions Document No. LV5-8000 Hot Standby with a Temperature Switch (continued) Procedure 1. Set the LMV5 for load control operating mode “ExtLC X5-03” through the following menu path: Params & Display > LoadController > Configuration > LC_OptgMode = ExtLC X5-03 2.
Page 344: Low Fire Hold With An Rwf55
Technical Instructions LMV Series Document No. LV5-8000 Low Fire Hold with an RWF55 Introduction Low fire hold assists in preventing boiler damage from thermal shock. If an RWF55 is the external load controller with the LMV5, a low fire hold can be easily incorporated. With an RWF55, a low fire hold is accomplished by breaking the increase load signal to the LMV5.
Page 345 LMV Series Technical Instructions Document No. LV5-8000 Low Fire Hold with an RWF55 (continued) Procedure – Steam Boiler with an RWF55 with Analog Output In the case of steam boilers, temperature sensors located in the boiler water jacket are recommended. Technical Instructions SEN-1000 provides additional information on temperature sensors.
Page 346 Technical Instructions LMV Series Document No. LV5-8000 Low Fire Hold with an RWF55 (continued) Hot Water Boiler with an RWF55 with Analog Output 1. Set the following parameters in the LMV5: Params & Display > LoadController > Configuration > LC_OptgMode = ExtLC X62 Params &...
Page 347 LMV Series Technical Instructions Document No. LV5-8000 Low Fire Hold with an RWF55 (continued) Steam Boiler with an RWF55 with 3-position Output In the case of steam boilers, temperature sensors located in the boiler water jacket are recommended. Technical Instructions SEN-1000 provides additional information on temperature sensors.
Page 348 Technical Instructions LMV Series Document No. LV5-8000 Low Fire Hold with an RWF55 (continued) Hot Water Boiler with an RWF55 with 3-position Output 1. Set the following parameters in the LMV5: Params & Display > LoadController > Configuration > LC_OptgMode = ExtLC X5-03 2.
Page 349: Operation
LMV Series Technical Instructions Document No. LV5-8000 Low Fire Hold with an RWF55 (continued) Operation 1. When the boiler temperature falls below the low fire hold temperature threshold (AL - 1/2 HYSt), contact K6 opens and prevents the LMV5 from increasing the firing rate. This is the case for either analog or 3-position output from the RWF55.
Page 350: Pilot Valve Proving
Technical Instructions LMV Series Document No. LV5-8000 Pilot Valve Proving Introduction Valve proving detects if the main gas valves in a gas train are leaking. In addition to checking the main gas valves, the pilot valves may be tested for leakage as well. There are three options for performing pilot valve proving: •...
Page 351 LMV Series Technical Instructions Document No. LV5-8000 Pilot Valve Proving (continued) 3. The times for each of the four stages of valve proving need to be set. To do so, use the following menu paths in the LMV5: Params & Display > BurnerControl > ValveProving > VP_EvacTme Params &...
Page 352 Technical Instructions LMV Series Document No. LV5-8000 Pilot Valve Proving (continued) Option 1: On Startup with SKP25’s on both the Pilot and Main Gas Trains Figure 9: Option 1 Piping and Electrical Schematics Appendix A Page 22 SCC Inc. HOME...
Page 353: Sequence Of Operation
LMV Series Technical Instructions Document No. LV5-8000 Pilot Valve Proving (continued) Option 1 Sequence of Operation 1. The LMV5 is in standby. All valves are closed and all relay contacts are as shown in the electrical schematic. 2. The LMV5 receives a call for heat. The SV terminal (X9-01.1) energizes before the blower, energizing the PVLT (Pilot Valve Leak Test).
Page 354: Option 2: On Startup, Skp25 On The Main Gas Train, Solenoid Valves On The Pilot Train
Technical Instructions LMV Series Document No. LV5-8000 Pilot Valve Proving (continued) Option 2: On Startup, SKP25 on the Main Gas Train, Solenoid Valves on the Pilot Train Figure 10: Option 2 Piping and Electrical Schematics Appendix A Page 24 SCC Inc. HOME...
Page 355: Sequence Of Operation
LMV Series Technical Instructions Document No. LV5-8000 Pilot Valve Proving (continued) Option 2 Sequence of Operation 1. The LMV5 is in standby. All valves are closed and all relay contacts are as shown in the electrical schematic. 2. The LMV5 receives a call for heat. The SV terminal (X9-01.1) energizes before the blower, energizing the PVLT (Pilot Valve Leak Test).
Page 356: Option 3: Pilot Valve Proving On Startup And Main Valve Proving On Shutdown
Technical Instructions LMV Series Document No. LV5-8000 Pilot Valve Proving (continued) Option 3: Pilot Valve Proving on Startup and Main Valve Proving on Shutdown Figure 11: Option 3 Piping and Electrical Schematics Appendix A Page 26 SCC Inc. HOME...
Page 357: Sequence Of Operation
LMV Series Technical Instructions Document No. LV5-8000 Pilot Valve Proving (continued) Option 3 Sequence of Operation 1. The LMV5 is in standby. All valves are closed and all relay contacts are as shown in the electrical schematic. Main gas valve V1 terminal X9-01.4 is effectively connected to PV1, and main gas valve V2 terminal X9-01.3 is effectively connected to PV2.
Page 358: Purge Proving
Technical Instructions LMV Series Document No. LV5-8000 Purge Proving Introduction Purge proving verifies either a differential air pressure switch or an air damper end switch is in the correct position before purge begins. This can be accomplished in two different ways: •...
Page 359: Operation
LMV Series Technical Instructions Document No. LV5-8000 Purge Proving 2. Input X4-01.3 on the LMV5 must be configured for a blower auxiliary contact. This can be set through the following menu path in the LMV5: Params & Display > BurnerControl > Configuration > ConfigIn/Output > FGR-PS/FCC = FCC Operation 1.
Page 360: Remote Setpoint
Technical Instructions LMV Series Document No. LV5-8000 Remote Setpoint Introduction The LMV5 can be configured to accept either a local setpoint or a remote setpoint. A remote setpoint takes an analog input and converts it into a setpoint. On the LMV5, terminal X62 can be wired and configured to accept a variety of signals for a remote setpoint.
Page 361 LMV Series Technical Instructions Document No. LV5-8000 Remote Setpoint (continued) Pressure Sensor Wired to Terminal X61 When operating on pressure, a 20 mA signal translates to the value programmed into parameter “MRange PressSens”. Parameter “MRange PressSens” can be accessed through the following menu path: Params &...
Page 362: Example: Pressure Sensor Wired To Terminal X61
Technical Instructions LMV Series Document No. LV5-8000 Remote Setpoint (continued) “Ext MinSetpoint” and “Ext MaxSetpoint” are found through the following menu path: Params & Display > LoadController > Configuration These parameters do not re-scale the input, but provide hard upper and lower limits on the setpoint.
Page 363: Example: Temperature Sensor Wired To Terminal X60
LMV Series Technical Instructions Document No. LV5-8000 Remote Setpoint (continued) Example: Temperature Sensor Wired to Terminal X60 LC_OptgMode = IntLC X62 Ext Inp X62 U/I = 4..20 mA MeasureRangePtNi = 302 °F Desired remote setpoint range = 180-270 °F A 4-20 mA signal on terminal X62 scales the setpoint from 32-302 °F. Parameters “Ext MinSetpoint”...
Page 364: Example: Temperature Transmitter Wired To Terminal X61
Technical Instructions LMV Series Document No. LV5-8000 Remote Setpoint (continued) Example: Temperature Transmitter Wired to Terminal X61 LC_OptgMode = IntLC X62 Ext Inp X62 U/I = 4..20 mA MRange TempSens = 300 °F Desired remote setpoint range = 200-240 °F A 4-20 mA signal on terminal X62 scales the setpoint from 32-300 °F.
Page 365: Valve Proving With Two Pressure Switches
LMV Series Technical Instructions Document No. LV5-8000 Valve Proving with Two Pressure Switches Introduction Valve proving detects if the main gas valves in a gas train are leaking. Typically, one pressure switch, mounted between the main gas valves, is used to test for valve leaks. However, a more sensitive test can be performed using two pressure switches, one switch to test the upstream valve, and one switch to test the downstream valve.
Page 366: Sequence Of Operation
Technical Instructions LMV Series Document No. LV5-8000 Valve Proving with Two Pressure Switches (continued) Sequence of Operation 1. The blower energizes, but nothing happens as CR1 remains open. 2. V2 opens, evacuating the space between the main valves. a. The V2 POC switch changes state, but this has no effect on CR1. 3.
Page 367: Vfd Bypass
LMV Series Technical Instructions Document No. LV5-8000 VFD Bypass Introduction When using an LMV52 with a variable frequency drive (VFD), it may be beneficial to bypass the VFD and run the motor at full speed. There are typically two reasons for doing this: •...
Page 368: Single Fuel Procedure
Technical Instructions LMV Series Document No. LV5-8000 VFD Bypass (continued) To bypass the VFD on a single fuel system, both gas and oil settings in the LMV52 need to be utilized. One fuel will be set up to run with the VFD, while the other fuel is set up to run without the VFD.
Page 369 LMV Series Technical Instructions Document No. LV5-8000 VFD Bypass (continued) 2. Wire the LMV52, AGM60, and motor contactor coils as shown in Figure 14. Figure 14: LMV52 and AGM60 Wiring for Single Fuel VFD Bypass 3. Set parameter “NumFuelActuators” to 1 since only one actuator will be used to operate both fuels.
Page 370: Single Fuel Operation
Technical Instructions LMV Series Document No. LV5-8000 VFD Bypass (continued) Single Fuel Operation 1. When the “VFD Bypass Switch” is in VFD mode, motor contactors K1 and K2 are energized. Power flows through the VFD to the motor. Bypass contactor K3 remains de-energized.
Page 371: Dual Fuel Procedure
LMV Series Technical Instructions Document No. LV5-8000 VFD Bypass (continued) Dual Fuel Procedure 1. Wire the LMV52, VFD, and motor contactors as shown in Figure 15. Figure 15: Wiring for a Dual Fuel VFD Bypass 2. Ensure the VFD is activated on gas, and deactivated on oil. This can be done through the following menu paths: Params &...
Page 372: Dual Fuel Operation
Technical Instructions LMV Series Document No. LV5-8000 VFD Bypass (continued) Dual Fuel Operation 1. When the “Fuel Select Switch” is in gas mode, the coil for CR3 is energized, preventing the LMV52 from running oil. Motor contactors K1 and K2 are energized and power flows through the VFD to the motor.
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Page 374 Global Siemens Headquarters Siemens AG Berliner Ring 23 76437 Rastatt Germany SCC, Inc. 1250 Lunt Avenue Elk Grove Village, IL 60007 Telephone: 1-224-366-8445 www.scccombustion.com Printed in USA © Siemens Industry, Inc. • (05/2015) Technical Instructions Document No. LV5-1000 July 10, 2015...

This manual is also suitable for:

Lmv51.140c1 Lmv51.040c1 Lmv52.240b1 Lmv52.440b1

Siemens LMV5 Series Technical Instructions

3-2: Parameter List

Startreleasegas

Loadctrlsuspend

Stageload

Addressing

Section 4: Commissioning

Section 5 - Variable Speed Drive Control

Section 6: Oxygen Trim

Introduction

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Pre-Control

Post Commissioning Tuning

Using the O Alarm Functionality Without O Trim

Considerations When Using O Trim with FGR

7-1: Troubleshooting Introduction

CanbusFaultsIncluding“AzlNotOnBus”And“SystemTest”

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10-1: Introduction

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