Category: Woodward

The GS16DR can be mounted directly to the piping system using the 2 inch (50.8 mm) ANSI flanges.

Consideration must be given to the strength of the piping system to support the 48 kg (105 lb) weight of

the GS16DR.

The mounting interfaces of the GS16DR are designed to support only the weight of the valve itself.

Failure to properly support components (piping, valves, etc.) mounted to the GS16DR can result in

binding loads on the GS16DR body and may adversely affect valve performance.

Refer to ASME B16.5 for details of flange, gasket, and bolt types and dimensions. Verify that the piping

flange-to-flange dimensions meet the requirements of the outline drawings (Figures 1-1 and 1-2) within

standard piping tolerances. The valve should mount between the piping interfaces such that the flange

bolts can be installed with only manual pressure applied to align the flanges. Mechanical devices such as

hydraulic or mechanical jacks, pulleys, chain-falls, or similar should never be used to force the piping

system to align with the valve flanges.

ASTM/ASME grade bolts or studs should be used to install the valve into the process piping. Flange

gasket material should conform to ASME B16.20. The user should select a gasket material which will

withstand the expected bolt loading without injurious crushing, and which is suitable for the service

conditions.

Key Product Variants Include

• 3 Stack (MAIN + EID + AUX)

• 2 STACK (MAIN + EID)

• 2 STACK (MAIN + AUX)

• MAIN Board

• EID Board

• AUX Board

Key Features

• Complete, single-unit engine control consolidating all engine control functions into one module.

• Uses a modular approach for both the electronic control modules for hardware and software.

• Engine-mounted.

• A single service tool used for all engine functions.

• Ability to add exclusive control algorithms.

• Marine-certified; available with application software for turnkey solutions and as an open platform.

• The software also allows control system designers to insert their own market

-differentiating control algorithms – thereby helping OEMs retain their core intellectual property.

• The LECM is not only built to satisfy the requirements driven by advancements in combustion technology,

but also to meet the requirements in the age of Industrial Internet of Things (IIOT).

Our Large Engine Control Modules (LECM) provide single,

engine-mounted modules that can be used to control all aspects of the engine’s operation.

Features & Functionality

The LECM provides a single-box approach that can be built up with interlocking 

modules into a single engine-mountable assembly.

This single-module LECM approach lowers hardware, wiring and trouble-shooting costs, 

while reducing development and installation time.

The LECM modules include speed and load control, air/fuel ratio control,

ignition or injector control, misfire and knock detection, air/gas/exhaust flow control,

the engine’s start and stop routines, all the monitoring and engine-protection-related

alarms associated with each function, as well as on-board data logging and communications.

Each module can be used as a stand-alone controller or mixed and matched as stacked 

configurations to address specific application needs – all using the same software interface. 

Each module has its own microprocessor running its own program with shared information

between modules so that all the modules can interact together as a seamless system.

The LECM manages and controls reciprocating engines used in power generation,

marine propulsion, locomotive and industrial engine, and process markets.

The hardware can be purchased with fully validated application software for gas, diesel, or dual-fuel

engines.

The LECM supports a model-based design that enables rapid application development time,

improves agility and enhances validation and verification.

Application

The ProAct ITB integrated actuator and throttle body is designed to throttle air or

air/fuel for gaseous engines. This system is designed for direct replacement of

traditional throttle valves, and requires no linkage between valve and actuator. The

three sizes are designed to cover a wide range of engines and should be selected

using the sizing procedure described inside this specification.

 No linkage or couplings

 Cost effective and highly efficient

 Low maintenance

 Requires no hydraulics, pneumatics, or governor gear train

 Long lasting, easy to install throttle option

 Some may be configured as an integrated speed controller or a positioner

Determining the Proper Valve Size

The proper size valve can be determined using the equation below. The required Cv (flow coefficient)

should be calculated for both the minimum and maximum flows expected on the application. This design

allows for a nominal travel of 75 degrees of rotation.

Using the graph and table below, select the closest valve that has a Cv equal to or greater than the

calculated maximum flow value at approximately 80 % opening (60 degrees) to ensure reasonable flow

margin. Also, check that the particular valve’s minimum Cv listed below is less than the minimum

calculated Cv for good low idle performance.

For further assistance, consult the Woodward engineering department.

Description

The ProAct™ Integrated Throttle Bodies (ProAct ITBs) are butterfly valves

electrically actuated by ProAct actuators to control flow output. With bore sizes

ranging from 85 mm to 180 mm, these ProAct ITBs are designed for use with

engines in the 1 MW to 2 MW range. This is an electromagnetic actuator with

75 degrees of travel, which alleviates the problems associated with linkages on gas

engines (such as setup, non-linearity, and wear).

This direct combination of throttle and actuator results in excellent stability and

transient characteristics, and requires no hydraulics, pneumatics, or governor gear

train. Therefore, you end up with an efficient, long lasting, and easily-installed throttle option.

Using the graph and table below, select the closest valve that has a Cv equal to or greater than the

calculated maximum flow value at approximately 80 % opening (60 degrees) to ensure reasonable flow

margin. Also, check that the particular valve’s minimum Cv listed below is less than the minimum

calculated Cv for good low idle performance.

For further assistance, consult the Woodward engineering department.

Control

Speed: Dynamics maps are field selectable for either low speed (8–300 rpm) or high speed (300–2100

rpm).

Dynamics: Two menus for engine dynamics are switch-selectable for alternate fuel, alternate loads, etc.

Four different gain settings in each dynamics menu tailor governor response to various conditions

depending on load or non-linearity in the fuel control system.

Limiters: Limiters set minimum, idle, and maximum fuel settings, and minimum and maximum torque

schedules.

Two-slope torque limit schedule with program-selected breakpoint is available.

Speed Switches: Three speed switches are included with programmable on and off positions according to

engine speed. The switches may be used to indicate cranking, idle, rated, or overspeed operation. Switch

output is 500 mA when closed. Increase-speed trip points may vary from decrease-speed trip points.

Droop: Two droop schedules are available, with a programmable switch point between idle droop and

rated droop.

Speed Reference: Programmable minimum and maximum limiters with 4–20 mA remote reference to raise

and lower the rated speed. Rate of change of speed reference may be programmed with different rates

for raise and lower.

Specifications

Actuator

Output Shaft: 0.500-36 inch serration on output shaft. Opposite side used for feedback device. (Other

configurationsavailable upon request.)

Operating Temperature Range: –40 to +100 °C (–40 to +212 °F) operating environment. Contact

Woodward forextreme temperature installation procedures.

Feedback: Brushless Hall effect feedback device directly connected to actuator shaft.

Installation: May be mounted on 2.250 inch (57.15 mm) diameter male pilot concentric to the terminal

shaft usingfour bolts through the actuator or with four 0.312-18 inch bolts into the base (M8-6H metric

optional). The actuator may be mounted in any attitude.

May be connected directly to butterfly shaft, or may be linked to rack or valve.

Weight: The ProAct I and ProAct II actuators each weigh 6.9 kg (15.25 lbs).

Construction: All external surfaces are resistant to water and salt water corrosion. Actuator is waterproof

at normalwater hose pressure. Do not high-pressure wash.

Vibration and Shock Tested: Tested to US MIL-STD-810C.

MIN Fuel Return Spring: The actuator is equipped with a light spring return toward min fuel to prevent

drift in caseof position signal interruption. Normal operating conditions do not require spring return, as

the actuator is powered in both the increase and decrease directions.

Direction of Rotation: All models are capable of either clockwise or counterclockwise rotation to increase

fuel.

Description

Le système ProAct allie un contrôle par microprocesseur 16 bits à un moteur à

couple de rotation à angle limité (actuateur). Le système est pourvu de menus

faciles à utiliser afin d’assurer une extrême flexibilité de développement de

programmes spéciaux de contrôle pour les différents types de moteur.

Deux actuateurs ProAct différents sont disponibles. Le ProAct I délivre un couple

de 1.4 Nm (1.0 lb-ft) en fonctionnement normal et un travail de 3.55 J (2.62 ft-lb)

pour les rotations de 75°. Le ProAct II délivre un couple de 2.7 Nm (2.0 lb-ft) en

fonctionnement normal et un travail de 7.11 J (5.24 ft-lb) pour les rotations de 75°.

Le contrôleur dispose de deux jeux complets de paramètres dynamiques pour assister le fonctionnement en cas

de doubles carburants ou de génération de puissance parallèle/autonome. Un programme de gain à quatre

pentes est disponible pour chaque jeu de paramètres dynamiques. Cela permet d’effectuer une programmation à

réponse élevée et extrêmement stable de moteurs à carburateur. Le réglage du contrôleur ProAct s’effectue via le

Programmateur portable. Le programmateur autorise l’accès à tous les paramètres ajustables. Le programmateur

est indépendant du contrôleur. Il est normalement débranché et retiré lorsque le système fonctionne. Il est ainsi

possible d’interdire tout réglage non-autorisée des paramètres du système. Le cas échéant, le contrôleur peut

être ajusté et contrôlé par ordinateur personnel au lieu du programmateur portable.

Carctéristiques standard

Le circuit électrique numérique du ProAct inclus des paramètres pour les

applications statique ou isochrone. Il est possible de définir des vitesses de

démarrage, ralenti et nominales. Disponible avec programmation séparée des

statismes pour la vitesse nominale et le ralenti. Il est possible de varier la vitesse

via une entrée externe. La gamme de variation de vitesse (augmentation ou

diminution) peut également être réglée. Les limitations de carburant peuvent être

imposées pour les modes Charge nulle, Pleine charge, Démarrage (limitation

carburant au démarrage) et Ralenti. Une limitation de couple à deux pentes est

disponible. Des temps de rampe séparés peuvent être définis pour l’accélération et

la décélération. Les vitesses nominale, ralenti, limites haute et basse sont

également facilement définissables.

Applications

Le contrôleur numérique ProAct™ est un régulateur électrique destiné à assurer un

contrôle et une régulation électronique précise des moteurs à essence et diesel.

ProAct I est conçu pour un accouplement direct à l’axe de la vanne papillon

des petits moteurs à essence et des moteurs diesel demandant

un couple inférieur à 1.4 Nm (1.0 lb-ft) pour être actionnés.

ProAct II est conçupour le contrôle de presque tous les moteurs

diesel et les moteurs à essence à carburateur plus importants.

Carctéristiques standard

Le circuit électrique numérique du ProAct inclus des paramètres pour les

applications statique ou isochrone. Il est possible de définir des vitesses de

démarrage, ralenti et nominales. Disponible avec programmation séparée des

statismes pour la vitesse nominale et le ralenti. Il est possible de varier la vitesse

via une entrée externe. La gamme de variation de vitesse (augmentation ou

diminution) peut également être réglée. Les limitations de carburant peuvent être

imposées pour les modes Charge nulle, Pleine charge, Démarrage (limitation

carburant au démarrage) et Ralenti. Une limitation de couple à deux pentes est

disponible. Des temps de rampe séparés peuvent être définis pour l’accélération et

la décélération. Les vitesses nominale, ralenti, limites haute et basse sont

également facilement définissables.