Formation GE Training EN PDF

GE Invertex Drive System Overview
Unit Rig Trucks: MT4400AC, MT3700AC & MT3300AC
Antonio Fernandez
September 2013
1 / Unit Rig Confidential: GREEN / MOVING YOU FORWARD

Introduction
Control
Group
Static Retard
Exciter Grids
Right EGWU
Engine Alternator Rectifier Inverter
Left EGWU
This slide shows a Block-Diagram of the GE Drive System. The Control

Group sends commands and/or receives feedback from each component.

Introduction
Retard Grids
Static Exciter Dissipate energy from
Outputs DC Voltage/Current for EGWU’s as heat during
excitation of the Alternator. retard mode.
EGWU’s
Rectifier
Engine Output mechanical
Outputs DC
Outputs mechanical torque to the tires.
Voltage to the
torque to the Alternator. Static Inverter. Retard
Exciter Grids
Right EGWU
Engine Alternator Rectifier Inverter
Left EGWU
Alternator Inverter
Outputs 3-Phase AC Outputs 3-Phase AC
Voltage to the Rectifier at a Voltage to the EGWU’s at a
frequency proportional to frequency proportional to the
the Engine’s RPM. desired wheel speed.

Alternator Voltage Generation

AFSE Alternator
Rectifier
This slide shows an schematic of the Alternator, the Static Exciter (AFSE), the
Rectifier and the various sensors and switches that control this sub-system.

Tertiary Main
Winding Winding
1-Phase AC
3-Phase AC
DC power Field
Winding
The Alternator’s main output is 3-phase voltage to the Rectifier. It receives DC power from
the AFSE to feed the Field Winding. The Alternator also outputs single-phase voltage to
the AFSE through its Tertiary Winding (thus, self-generating voltage).
The next slides will explain the Alternator Startup sequence.

Image of the Alternator

Image of the Alternator in the Truck.

Alternator Startup Sequence
This slide shows a detailed schematic of the AFSE circuit. At the beginning, the Engine turns the
Alternator, but there’s no voltage output from the Tertiary Winding (as there is no excitation); hence
the Alternator needs an initial “boost” from the batteries.
During the Alternator Startup Sequence:

1. Generator Field Contactor (GF) is engaged.
2. The System Controller engages Generator Field Relay (GFR) and SCR3.
3. DC power flows from the batteries, through the Field Winding back to the Chassis Ground (GND)
Next, Single-Phase AC Voltage is generated in the Tertiary Winding and then fed to the AFSE.

The AFSE converts the Tertiary AC Voltage into DC Voltage through the SCR1&2 rectifier bridge.
GFR & SCR3 are disengaged and the voltage supply from the batteries is cut.
The SCR1&2 Rectifier supplies excitation voltage to the Alternator (self-excitation).

Image of the AFSE (Closed and Open)

The frequency of the output voltage from the Alternator is proportional to the Engine Shaft
speed, by the next expression:
f = N*p/120
N= Engine Speed (rpm), f= Frequency, p=alternator poles
Example 1: A truck with an 8 poles alternator is idling, and the engine running at 750rpm. The
output frequency will be f= (750)(8)/120 = 50Hz.
Example 2: A truck with an 8 poles alternator is running loaded uphill, and the engine speed is
1800rpm. The frequency will be f= (1800)(8)/120 = 120Hz.
The number of poles in the alternator is a fixed value, and the engine speed varies according to
the manufacturer design specifications.
The AC Wheel Motors (EGWU’s) run at a speed proportional to the input frequency, so we want
to control the frequency to be very low when running at low speeds, and high when running at
high speeds.
The frequency span we can get out of the engine speed is not appropriate for our control needs;
therefore, we can not power the EGWU’s directly from the Alternator.

VAM’s
Current
Sensors VAM’s
Current
Speed Sensors
Sensor
There are various sensors that provide feedback to the System Controller:
Voltage Attenuation Modules (VAM’s): VAM4 reads the voltage DC output from the AFSE and the
AC Voltage output from the Alternator Tertiary Winding. VAM3 reads the 3-Phase AC Voltage output
from the Alternator.
Current Sensors/Transducers: CMT reads the Tertiary current, CMAF the current output from the
AFSE. LINKI reads the current returning to the Rectifier Package (DC Link current).
Speed Sensor: reads the Engine (and, hence, the Alternator) shaft speed.

3-Phase AC Voltage Rectification
& Resistors Panels

AC Voltage Rectification
3-Phase AC
Voltage
Rectified
DC Voltage
The 3-Phase AC Voltage is fed to the Rectifier Package. Through the diode bridge,
the AC Voltage is rectified into DC Voltage.
Image of the Rectifier Package (left) and one rectifier diodes pair (right)
Filter
Panel
Rectifier
Package
The Rectifier Package is also connected to the Filter Panel, as shown on this slide. The Filter
Panel is an arrangement of resistors and capacitors that filter voltage spikes on the DC Link,
thus protecting the Rectifier diodes.
Filter Drain Resistor
Filter Drain
Resistors
The Filter Drain Resistor (FDR) drains any remaining Voltage on the DC Link after the Drive System is powered off.
Normally, during the shut-off engine sequence, the System Controller closes one Retarding contactor to drain all the
voltage that remains in the DC Link; hence the FDR acts only as a fail safe protection.
Ground Resistor Panel
V
Ground
Resistor Panel
The Ground Resistor Panel (GRR) provides leakage current a path from the Chassis Ground to the DC Link. When a
device connected to the DC Link leaks current to the ground (has a ground fault), the leaked current returns to the DC
Link via the GRR (GRR9 & 10). The system continuously monitors the voltage on GRR10 and calculates the current
going through the resistor; a high current means that there’s a ground fault in the system.
Back of the Inverter Cabinet
Image of the back of the Inverter Cabinet, showing the Rectifier Package and the resistors.

Back of the Inverter Cabinet
Image of the back of the Inverter Cabinet.

Inverter System

Inverter System
Image of the front of the Inverter Cabinet.

Inverter System
This slide shows the Inverter for the Left Wheel Motor on a MT4400AC Truck. A group or “stack” of 6 IGBT’s
constitutes one Inverter. The MT4400 trucks have two Inverters per Wheel Motor (Inverter 11, Inverter 12 on this
example), working in parallel, and, hence, is often referred as a “Dual Stack” Inverter System.

Inverter System
This slide shows a detail view of the Inverter 11 stack. We will explain in detail how a stack of
IGBT’s operate.
Inverter System
Each Inverter stack has a set of two large capacitors. The capacitors store energy and provide
electrical “damping” to the System.

Inverter System
Image of the front of the Inverter Cabinet, showing the Inverter IGBT Stacks.
Inverter System
Image of a single capacitor (top) and the capacitor bank (bottom).

Inverter System
Phase A Phase B Phase C
DC Voltage
Positive
DC Voltage
Negative
An Inverter Stack has six IGBT’s. Two IGBT’s are required to make one phase, and three phases
are required to supply AC Voltage to the 3-Phase Wheel Motor.
Inverter System
Two IGBT’s arranged as shown on the left

DC Voltage can switch rapidly and produce a “train” of
Positive voltage pulses (blue), that result or
Positive average a sinusoidal-like wave (red).
IGBT
AC Voltage
Output
The IGBT’s are capable of modulating:

•The width of the pulses, hence
Negative controlling the output of power.
DC Voltage
IGBT •The time interval for a train of pulses, or
Negative
frequency.

Inverter System
The output Voltage sinusoidal-like wave is actually a voltage “relative” to another phase.
This means that the IGBT’s of phase A work together with the IGBT’s of phase B to create a
Voltage from A to B (or Vab).The IGBT’s of phase A also work simultaneously with the IGBT’s of
phase C to create a Voltage from A to C (or Vac).
The following image depicts a simplified switching sequence (six steps in total):

Inverter System
Image of a positive (left) and negative (right) IGBT.

Inverter System
Phase A Phase B Phase C
The arrangement of six IGBT’s in the stack produce three sinusoidal-like voltage waves, or 3-
Phase Voltage that will go to the Wheel Motors.
As we seen, the Inverter allows to control exactly how much power goes to the motor and the
voltage frequency, which will determine exactly how fast the motors will rotate.

Inverter System
This slide shows a detailed view of

the components in an IGBT or
Fuses
Phase Module:
Fuses: provide protection against
AC Power to a shorted circuit.
Gate Driver
IGBT Brick: the IGBT Brick is a
package of several IGBT’s, with
an integrated diode.
Gate Driver: opens and closes
the IGBT “switch”. It receives
commands and send status
feedback to the System Controller
via the Fiber Optics.
IGBT The Gate Driver is powered from
Brick an independent AC Voltage
source, which supplies 100VAC at
25kHz.
Fiber Optic
Control

Inverter System
It is noteworthy to mention that the AC Power to all Gate Boards on each stack are connected in
a daisy chain style. This slide shows the daisy chain connection for Inverter 11 stack.
For example, if P11C+ Gate Drive connector is plugged off, the rest of Gate Drivers down the
daisy chain (P11B-, P11B+, P11A-, P11A+) will not receive power.

Electric Gear Wheel Units
(Wheel Motors)

Wheel Motors
This slide shows the schematic representation of a GEB25 Wheel Motor of an MT4400AC Truck. As
explained before, the MT4400 Trucks use a Dual-Stack Inverter, hence, there are two lines per
phase.

Wheel Motors
Image of a Wheel Motor.

Speed Sensors
The Speed Sensors are located on the outboard side of the Wheel Motors (behind the disk brakes
assembly). There is one Speed Sensor per Wheel Motor.

Speed Sensors
The Speed Sensor is mounted facing a

toothed wheel; the sensor has magnets
that can detect movement on the
toothed wheel.
Each Speed Sensor has two channels,

and each channel creates a pulse once
a tooth (or valley) is detected.
Depending on the direction that the

wheel is rotating, one channel will create
the pulse before the other.
To the left is shown a pulse sequence

for each channel in a wheel that rotates
clockwise.

Wheel Motors
Image of a Wheel Motor installed in the Truck.

Wheel Motors
VAM’s
Speed
Sensor
Current
Sensors
There are various sensors on the Wheel Motor that provide feedback to the System Controller:
•Voltage Attenuation Modules (VAM’s): read the voltage applied to the Wheel Motors.
•Current Sensors/Transducers: read the current going to the Wheel Motors.
•Speed Sensor: reads the rotor speed on the Wheel Motor.

Induction Motor Operation
The Wheel Motors have electrical Induction (or asynchronous) Motors. Induction
motors work by supplying the stator with 3-Phase AC Voltage, a magnetic field is
created and current is induced to the rotor.
The induced current in the rotor creates a magnetic field in the rotor that follows the
alternating magnetic field in the stator.
The rotor speed is defined by the following equations:
ns: Synchronous speed.
f: Voltage frequency
p: Number of poles.
nr: Rotor speed.
s: Slip.
From the equations above we can see that the synchronous speed (ns) will be given
by the supply voltage and the number of motor poles.
The rotor speed (nr) will follow closely the synchronous speed, or: nr=(1-s)ns,
depending on the value of the rotor slip (S). The Slip depends on the torque required
by the load.

The graph on the right shows a typical performance curve of

an induction motor, when a fixed frequency voltage is applied.
In common applications (such as pumps or blowers), motors

are designed to work in the “Full-load Torque” neighborhood
of the curve. The loads are expected to be fairly constant.
If the torque demand exceeds the torque that is available on

the curve, the motor will stall.
In our application, we know that the torque we need to start
moving the truck is much greater that the torque we need to
continue moving. Hence, a “constant load” design is not
suitable.
However, if we reduce the frequency of the supply voltage,
the performance curve shifts to the left. The graph on the right
shows performance curves at different line frequencies.
So if we supply voltage at a very low frequency, we have
plenty of torque available, but the maximum speed that we
can attain is much lower.
As the truck picks up speed, we need less torque to continue
moving, so we can apply voltage at a higher frequency and
then move faster.
Since we have an Inverter, we can do all the adjustments we
need.

If we extend the Torque-Speed curve, we can notice that the torque becomes negative when the rotor speed (wr) is
greater than the synchronous speed (ws).
The rotor speed (wr) can not be greater than the synchronous speed (ws) when the electric machine is operating
in motoring mode, and it will always be slightly smaller, depending on the load.
Torque
Torque-Speed curve for a given

fixed-frequency voltage.
Positive Torque
Angular Speed (w)
Negative Torque
Synchronous speed, the
maximum speed that the rotor
can reach in motoring mode.
In order for the rotor to spin faster than the synchronous speed, an external force must be applied that forces
it to spin faster. Or, we can manipulate the Torque-Speed curve in some way.
When the electric machine works in the area of Negative Torque and Positive Angular Speed, the machine
works in regenerative mode, or retarding mode.
In order to enter the zone of negative torque and positive angular speed, the Control
System will manipulate the Torque-Speed curve by applying the same voltage but at a
frequency lower than the rotor speed.
When the Wheel Motors enter the Retarding Mode, a negative torque is applied to the
tires, thus creating a braking effect.
Nevertheless, during retarding the wheel motor does not consume energy, it produces
energy. We can verify this fact with the formula:
P = Tw (P=power, T=torque, w=rotor speed)
Following the signs convention, is the value of the power P is positive, it means we are
consuming energy. If P is negative, we are receiving energy.
Next we show the power value for different modes of operation:

Forward: (+T) X (+w) = (+P) consumes energy
Retard: (-T) X (+w) = (-P) creates energy
Reverse: (-T) X (-w) = (+P) consumes energy

Analysis of the Torque-Speed Curves
We may use the Torque-Speed curve to analyze the operation of an Inverter-fed AC Motor.
First, let’s analyze the case of a truck moving at constant speed and load (for example, a loaded truck moving on
a fairly flat track), and then we want to increase the speed.
T T T
Extra Torque!
Torque required Torque required Torque required
ws Ws* Ws*
wr w wr w Wr* w
Stage 1 Stage 2 Stage 3
On Stage 1, the Inverter applies a voltage with frequency Ws, and the truck moves at a speed Wr, according to
the level of torque required.
On Stage 2, the Inverter receives a command to increase the speed, so it applies instantaneously a voltage at a
frequency Ws*. The truck still moves at a speed of Wr, as the inertia prevents it to change its speed
instantaneously. The shift in the Torque-Speed curves provides an extra torque, greater than the Required
Torque, that will allow us to increase the speed.
On Stage 3, the truck has reached the new speed Wr*, and the Drive System is once more operating on a stable
state.

Now let’s analyze the case of a truck moving at a constant speed and load, and, suddenly, the load is increased
(for example, a loaded truck engages a steep grade)
T T T
Increased Torque Torque required Torque required
Insufficient Torque!
ws Wr* ws Wr*
wr w w Ws* w
S increases!
Stage 1 Stage 2 Stage 3
On Stage 1, the required torque has suddenly increased. The truck moves at a speed Wr, but the torque
available at the current operation point is insufficient to continue to move at this speed.
On Stage 2, the truck slows down to the speed Wr*, in order to reach the required torque. In this new point of
operation, the difference between Wr* and Ws is greater, meaning that the slip S has increased.
Working at relative high values of slip produces high rotor currents and reduces the overall motor efficiency,
hence on Stage 3 the Inverter decides to adjust the frequency of the applied voltage to Ws*, thus effectively
reducing the value of the Slip.

Next we will analyze the retarding sequence, when we want to slow down the truck using dynamic braking.
T Stage 1 T Stage 2 T Stage 3
wr Wr* Wr*
ws w ws w Ws* w
Negative Torque Retarding Retarding
Torque Torque
On Stage 1, the truck moves at a speed Wr and the Inverter instantaneously applies a voltage at a frequency Ws,
which is lower than Wr. The latter results in a negative torque applied to the wheel motors.
On Stage 2, the truck slows down to a speed Wr* (the natural response to a braking effort). The Inverter detects the
new rotor speed Wr* through the speed sensor feedback.
In order to maintain the braking torque constant, on Stage 3 the Inverter decides to adjust the voltage once more to
a frequency of Ws* (lower than Wr*). The Inverter will continue to adjust the voltage frequency as the rotor speed
decreases.

Rim Pull - Speed Graph
Rim Pull - Speed
A Drive System uses multiple Torque-Speed curves to drive the truck. A common practice in the Mining Truck
Industry is to present this information summarized in a “Rim Pull – Speed” graph. This graph may vary from
manufacturer to manufacturer, depending on the control strategy used (and also marketing strategies).
Rim Pull - Speed Graph
In the figure below we can see that the Rimpull – Speed graph is actually composed with the operation points of
multiple Torque-Speed curves.
Rimpull
Rimpull
Retarding
Traction
Speed Speed
The Analysis of Torque-Speed curve gives us a good idea of how an AC Drive System works.
However, this explanation should not be confused with the actual operation of the Control System (Vdq, Id, Iq
transformations, Vector Control, etc.), which goes well beyond the scope of this training.

Retarding Mode Operation
This slide shows a single stack Inverter and a Wheel Motor during Retard Mode.
3-Phase AC
Voltage
DC
Voltage
During Retard Mode the Wheel Motor generates 3-Phase AC-Voltage.

The anti-parallel diodes on the Phase Modules act as a full wave rectifier bridge and the
AC-Voltage is, thus, rectified into DC-Voltage.
Now, we must find a place to dump the DC Power generated by the Wheel Motor.

The Retard Grids are used to dissipate the energy coming from the Wheel Motors.
This slide shows the Retard group for a MT4400AC truck.

Grid
Blowers
Choppers
Contactors
This Retard Group consists in four independent grid banks, operated by the System Controller
with the Contactors RP1 & RP2 (electromechanical switches), and the Choppers CM1 & CM2
(solid state IGBT switching). We will explain the sequence of operation in the following slides.

Retarding Operation Sequence
When the Wheel Motors enter into Retarding Mode, the System closes RP1.
RP1 Contactor energizes the first grid bank and the Grid Blowers BM1 & BM2. The Grid
Blowers provide rapid air cooling to all the grid banks (regardless if not all are in use); the
blowers are DC motors with tapped connection to one of the grid resistors.

As demand for power dissipation increases, the System Controller uses CM1 & CM2.
The solid-state switching capability of the Choppers CM1 & CM2 allows a modulated
retard response.

As demand for power dissipation increases, the System Controller closes RP2.
The Contactor RP2 provides additional energy dissipation capabilities.

As demand for power dissipation increases, the System Controller uses CM1 & CM2.
In this mode the Retard Group has reached its maximum energy dissipation capabilities.
Unit Rig trucks are designed with enough retarding capability to stop (close to zero
speed) with a fully loaded truck, provided that the grade of the road do not exceed the
truck’s design specifications.
Image showing the Retard Group, one Grid Blower and one Grid Resistor.
CM1 Bank Grid Blowers RP1 Bank
CM2 Bank RP2 Bank
Image shows the layout of grid resistors and the blowers.

Image shows the contactors RP1 & RP2.

Cooling

Cooling
The Alternator Windings, the Wheel Motor Windings and the IGBT’s release
considerable amounts of heat that need to be removed in order for the equipment to
function properly.
On the MT4400AC trucks, the GE Drive System has a mechanical blower attached to
the back of the Alternator and blows air to the Alternator, Wheel Motors and Inverter
cabinet.
The MT3300AC trucks use an hybrid system with a mechanical blower (also located at
the back of the Alternator) that cools the Alternator, and a hydraulic blower that provides
cooling to the Wheel Motors and the Inverter cabinet.
The MT3700AC trucks may have either system (truck specific).

Cooling
Image shows the flow of air on a mechanical cooling system.

The Control Group
(Control Panel)

Control Panel
The Control Panel is a collection of electronic cards that read the feedback from various
sensors located on the Drive System and on other Truck systems, process this information
and command/control an output from the Drive System.
Control Panel
The High Voltage components used in the Drive System (Alternator, Wheel Motors, IGBT’s,
Retarding Grids, etc.) are the same for both Invertex I and Invertex II systems, save that Invertex II
incorporates certain improvements made to Invertex I in the past few years.
The main difference between the Invertex I and Invertex II Systems is found in the CPU System
Control and Inverter Control cards.
The Invertex I Systems use two CPU cards 17FB174 for the System Control (PSC and TCI), and
two cards 17FB179 for the Inverter Control.
The Invertex II Systems use one CPU card 17FB187 for the System Control (DSC), and two cards
17FB190 for the Inverter Control.
It is important to mention the systems Invertex Ie, which have the same card layout than the
Invertex I systems, but use two CPU cards 17FB187 for the System Control (PSC and TCI), y and
two cards 17FB190 for the Inverter Control.
As the cards 17FB174 and 17FB179 become obsolete, all Invertex I systems will eventually migrate
to Invertex Ie.

Control Panel
Image shows the control panel closed (left) and open (right).
Control Panel (Invertex I and Ie)

Control Panel (Invertex I and Ie)

Control Panel (Invertex II)

Control Panel (Invertex II)

Display Console
A quick way to check the status of the Drive System is through the Display Console, located
behind the driver’s seat.
Shown above is the status screen for a parked truck in REST mode. The 0/0 Event number
indicates that there are no active events on the Drive System.

Display Console
If there are active events on the Drive System, the Display will show the Code and Sub-Code
number.
If there is more than one active event, we can check the list by pressing the F1 button.

Display Console
By pressing the F1 and F2 buttons we can browse the list of all active events. An active event
may or may not have an effect in the operation of the truck.
We may reset any active event by pressing the F4 button.

Display Console
After the F4 was pressed (previous screen), the F1 & F2 buttons allow us to Reset the
selected event (F1) or all active events (F2).
If the fault conditions persist, the event will reappear. Nevertheless, some events occur
sporadically, and it is convenient to try to Reset the fault as an initial step.

Display Console
The MENU option (press F4 on initial screen) gives us access to several quick functions and
information screens.
For example, the F3 option “INV CUTOUT” allows us to turn off an Inverter (left or right),
which is a very useful function during troubleshooting.

Interface Software
(GE PTU)

PTU Software Interface
We start by plugging in the RS232 connector from the Laptop to the PSC/DSC port on the
Truck’s cab. After a “Connected to PSC/DSC” message appears on the blue screen, we
enter the password and then login.

PTU Software- Invertex I
The PSC Real Time screen provides us a summary of all the main parameters involved in the function of
the Drive System (voltage, current, speed, etc.), as well the status of some digital inputs and outputs. By
hitting Ctrl-M we are also able to record Real Time data.
PTU Software – Invertex II
The DSC interface is very similar to the PSC interface, but has more information.

PTU Software
By double-clicking in the PSC/DSC Event Summary tab, a list of all recent events/faults will be
populated on the screen.

PTU Software
To view the list of the stored Data Packs, we double click on “PSC/DSC Data Packs”. To check the
contents of each Data Pack, type the pack number (PACK#) in the lower field and press ENTER.

PTU Software
The Data Pack will show us the Drive System parameters at the time of the occurrence. We can scroll
back and forth in time by pressing the F3/F4 keys.

PTU Software
By clicking on the menu “Upload” and then “Consolidate Truck Data Save” we are able to download the
Event Summary and other reports to the Laptop. For inexperienced users, the “All Reports” option is
recommended.
PTU Software
By clicking on the menu “Screen” and then “Replay” we are able to view the data we just downloaded.
We can review the data offline as well.

PTU Software
The “Replay” menu also allows us to review offline Real Time Data that we recorded earlier by hitting
Ctrl-M.

If you have any questions, please contact:
Unit Rig Trucks.

Product Health & Technical Support
1100 Milwaukee Avenue
South Milwaukee, WI 53172
414.768.4000

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GE Invertex Drive System Overview

Unit Rig Trucks: MT4400AC, MT3700AC & MT3300AC

1 / Unit Rig Confidential: GREEN / MOVING YOU FORWARD

Engine Alternator Rectifier Inverter

This slide shows a Block-Diagram of the GE Drive System. The Control

2 / Unit Rig Confidential: GREEN / MOVING YOU FORWARD

Engine Alternator Rectifier Inverter

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Image of the Alternator

Image of the Alternator in the Truck.

During the Alternator Startup Sequence:

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Image of the AFSE (Closed and Open)

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Image of the back of the Inverter Cabinet.

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Image of the front of the Inverter Cabinet.

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Image of a single capacitor (top) and the capacitor bank (bottom).

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Phase A Phase B Phase C

Two IGBT’s arranged as shown on the left

The IGBT’s are capable of modulating:

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Image of a positive (left) and negative (right) IGBT.

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Phase A Phase B Phase C

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This slide shows a detailed view of

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Image of a Wheel Motor.

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The Speed Sensor is mounted facing a

Each Speed Sensor has two channels,

Depending on the direction that the

To the left is shown a pulse sequence

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Image of a Wheel Motor installed in the Truck.

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The graph on the right shows a typical performance curve of

In common applications (such as pumps or blowers), motors

If the torque demand exceeds the torque that is available on

46 / Unit Rig Confidential: GREEN / MOVING YOU FORWARD

Torque-Speed curve for a given

P = Tw (P=power, T=torque, w=rotor speed)

Next we show the power value for different modes of operation:

48 / Unit Rig Confidential: GREEN / MOVING YOU FORWARD

Torque required Torque required Torque required