LM6000 Gas Turbine - Generator Package Familiarization Training

GE Energy

LM6000 Gas Turbine - Generator Package Familiarization Training Lotte PPTA Pakistan

2012

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All rights reserved by the General Electric Company. No copies permitted without the prior written consent of the General Electric Company. The text and the classroom instruction offered with it are designed to acquaint students with generally accepted good practice for the operation or maintenance of equipment and/or systems. They do not purport to be complete nor are they intended to be specific for the products of any manufacturer, including those of the General Electric Company; and the Company will not accept any liability whatsoever for the work undertaken on the basis of the text or classroom instruction. The manufacturer’s operating and maintenance specifications are the only reliable guide in any specific instance; and where they are not complete, the manufacturer should be consulted. The materials contained in this document are intended for educational purposes only. This document does not establish specifications, operating procedures or maintenance methods for any of the products referenced. Always refer to the official written materials (labeling) provided with the product for specifications, operating procedures and maintenance requirements. Proprietary Training Material Property of GE. Use of these materials is limited to agents and GE employees, or other parties expressly licensed by GE. Unlicensed use is strictly prohibited.

© 2012 General Electric Company

GE Energy

LM6000 Gas Turbine - Generator Package Familiarization Training Lotte PPTA Pakistan 2012

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Title

1

BOC-FAM Course Introduction

F-000-00-00-000-00

2

Turbine Basics

F-000-00-10-000-00

3

Construction and Operation

F-060-00-10-000-00

4

Turbine Support Systems

F-060-00-20-000-00

5

Turbine Lube Oil System (Woodward Control)

F-060-00-20-100-00

6

Variable Geometry System (Woodward Control)

F-060-00-20-200-00

7

Start System (Woodward Control)

F-060-00-20-050-00

8

Gas Fuel System, DLE

F-060-00-20-301-02

9

Ventilation & Combustion Air System (Woodward Control)

F-060-00-20-401-00

10

Water Wash System

F-060-00-20-500-00

11

Vibration Monitoring System (Bently Nevada 3500)

F-060-00-20-700-00

12

Fire Protection System

F-060-00-20-800-00

13

Basic Electricity and Generation

F-000-00-60-001-00

14

50 HZ Generator Construction

F-000-00-30-100-01

15

50HZ Generator Lube Oil System

F-060-00-30-300-01

16

Control System (Woodward Control)

F-060-00-40-100-00

17

Sequences

F-060-00-50-000-00

18

Appendix

F-000-00-60-002-00

19

Reference Drawings

LM6000 Gas Turbine – Generator Package Familiarization Training Lotte PPTA, Pakistan

Module

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Mechanical Flow and Instrument Drawings F&ID Symbols Hydraulic Start System Ventilation and Combustion Air System Turbine Lube Oil System Fuel System Turbine HYD Sys Generator Lube Oil System Water Wash System Sprint Main Sprint Skid Auxiliary Systems Fire Protection System

7232796-571231A 7232796-571232A 7232796-571239B 7232796-571244A 7232796-571245A 7232796-571247A 7232796-571248A 7232796-571262B 7232796-571268A 7232796-571270A 7232796-571272B GA-1177

Electrical Drawings Elect Sym Junction Box TCP Plan and Elevation One-Line Drawing Control System Worksheet Cause & Effect

7232796-730005A 7232796-730012A 7232796-730014A 7232796-730031C 7232796-730146B 7232796-730149A

General Arrangement Drawings Main skid Sprint Skid Aux skid Lube oil skid

7232796-571200B 7232796-571209A 7232796-571218A 7232796-571221A

LM6000 Gas Turbine – Generator Package Familiarization Training Lotte PPTA, Pakistan

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GE Energy

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GE Aero Package Training Course Introduction

BOC/FAM Course Introduction

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GE Energy


This document is intended for training use only. It is not intended to cover all possible variations in equipment or to provide for specific problems that may arise. Technical drawings and descriptions herein are intended to illustrate conceptual examples and do not necessarily represent as-supplied system details. System users are advised to refer to drawings of current release when conducting troubleshooting, maintenance procedures, or other activities requiring system information. GE Aero Energy Products advises that all plant personnel read this training manual and the Operation & Maintenance Manual to become familiar with the generator package, auxiliary equipment and operation. This manual is not a replacement for experience and judgment. The final responsibility for proper, safe operation of the generator package lies with the Owners and Operators. Operation and performance of auxiliary equipment and controls not furnished by GE is the sole responsibility of the Owners and Operators. Reproduction of this guide in whole or in part without written permission is prohibited.

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Course Objectives This training course is designed to provide system operators with : Understanding of basic Gas Turbine and Generator operation Understanding of how each of the sub systems operates, individually and as part of the total package Ability to initiate and maintain normal system operation Ability to recognize system alarm and fault information and take appropriate action Understanding of system documentation Knowledge of serviceable components and maintenance required for normal operation This course should be considered a mandatory prerequisite for more advanced training in package mechanical maintenance or control system maintenance and troubleshooting.

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OVERVIEW OF GE ENERGY PRODUCTS GE Energy is a leading supplier of diesel and aero-derivative gas turbine packages for industrial and marine applications, with many units operating throughout the world. GE Energy takes single source responsibility for the total equipment package and provides field service for the equipment once it has been installed. All of GE Energy’s skill and field experience is built into each unit. Customers’ needs are met with standardized designs, which have been proven time and time again in tropical heat, desert sand and arctic cold. For a customer with special requirements, GE Energy adds features from a list of pre-engineered options. GE Energy provides job-site supervision and operator training, offers total plant operation and maintenance when desired, and backs up each unit with a multi-million dollar inventory of turbine parts, as well as a service department with trained personnel ready to perform field service anywhere in the world — 24 hours a day, 365 days a year. Meeting customer’s requirements for quality, dependability and outstanding service is the commitment of GE Energy.

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GE Aero Package Training Course Introduction SAFETY CONSIDERATIONS

The following are general safety precautions that are not related to any specific procedures and do not appear elsewhere in this manual. Personnel must understand and apply these precautions during all phases of operation and maintenance. Health Hazards Use all cleaning solvents, fuels, oil adhesives, epoxies, and catalysts in a well-ventilated area. Avoid frequent and prolonged inhalation of fumes. Concentrations of fumes of many cleaners, adhesives, and esters are toxic and cause serious adverse health effects, and possible death, if inhaled frequently. Wear protective gloves and wash thoroughly with soap and water as soon as possible after exposure to such materials. Take special precautions to prevent materials from entering the eyes. If exposed, rinse the eyes in an eyebath fountain immediately and report to a physician. Avoid spilling solvents on the skid. Review the hazard information on the appropriate Material Safety Data Sheet and follow all applicable personal protection requirements. Environmental Hazards The disposal of many cleaning solvents, fuels, oils, adhesives, epoxies, and catalysts is regulated and, if mismanaged, could cause environmental damage. Review Material Safety Data Sheets, product bulletin information, and applicable local, state and federal disposal requirements for proper waste management practices.

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Fire Hazards Keep all cleaning solvents, oils, esters and adhesives away from exposed-element electric heaters, sparks or flame. Do not smoke when using flammable materials, in the vicinity of flammable materials, or in areas where flammable materials are stored. Provide adequate ventilation to disperse concentrations of potentially explosive fumes or vapors. Provide approved containers for bulk storage of flammable materials, and approved dispensers in the working areas. Keep all containers tightly closed when not in use. Electrical Hazards Use extreme care when working with electricity. Electricity can cause shock, burns or death. Electrical power must be off before connecting or disconnecting electrical connectors. Lethal output voltages are generated by the ignition exciter. Do not energize the exciter unless the output connection is properly isolated. Be sure all leads are connected and the plug is installed. All personnel should be cleared to at least 5 feet before firing the exciter. Compressed Air Hazards Air pressure used in work areas for cleaning or drying operations shall be regulated to 29 psi or less. Use approved personal protective equipment (goggles or face shield) to prevent injury to the eyes. Do not direct the jet of compressed air at yourself or other personnel so that refuse is blown onto adjacent work stations. If additional air pressure is required to dislodge foreign materials from parts, ensure that approved personal protective equipment is worn, and move to an isolated area. Be sure that the increased air pressure is not detrimental or damaging to the parts before applying high-pressure jets of air.

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Procedural Hazards Observe all specified and logical safety practices when assembling or disassembling the engine. Wear safety glasses or other appropriate eye protection at all times. Do not allow safety wire or wire clippings to fly from the cutter when removing or installing wire. Do not use fingers as guides when installing parts or checking alignment of holes. Use only correct tools and fixtures. Avoid “shortcuts,” such as using fewer-than-recommended attaching bolts or inferior-grade bolts. Heed all warnings in this manual and in all vendor manuals, to avoid injury to personnel or damage to gas turbine parts.

Tooling Hazards Improperly maintained tools and support equipment can be dangerous to personnel, and can damage gas turbine parts. Observe recommended inspection schedules to avoid unanticipated failures. Use tooling only for its designed purpose and avoid abuse. Be constantly alert for damaged equipment, and initiate appropriate action for approved repair immediately.

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Gas Turbine Operational Hazards The outside surfaces of the engine are not insulated; therefore, adequate precautions shall be taken to prevent operating personnel from inadvertently coming into contact with these hot surfaces. The gas turbine is a source of considerable noise. It is necessary for personnel working on the gas turbine or in its vicinity to wear proper ear protection equipment when it is operating. The gas turbine is a high-speed machine. In case of component failure, the skid housing would contain compressor and turbine blade failures, but might not contain major compressor or turbine disk failures. Operating personnel shall not be permanently stationed in or near the plane of the rotating parts. Low-pressure, high-velocity airflow created by the compressor can draw objects or personnel into the engine. Although an inlet screen is used, personnel should not stand in front of the inlet while the engine is operating. When entering the gas turbine enclosure, the following requirements must be met: •The gas turbine will be shut down or limited to core idle power. •The fire extinguishing system will be made inactive. •The enclosure door shall be kept open. If the gas turbine is operating, an observer shall be stationed at the enclosure door, and confined space entry procedures will be followed. •Avoid contact with hot parts, and wear thermally insulated gloves, as necessary. •Hearing protection (double) will be worn if the gas turbine is operating. •Do not remain in the plane of rotation of the starter when motoring the gas turbine. When performing maintenance on electrical components, turn off electrical power to those components, except when power is required to take voltage measurements. Lock out all controls and switches, if possible; otherwise, tag electrical switches “Out of Service” to prevent inadvertent activation. Tag the engine operating controls “Do Not Operate” to prevent the unit from being started during a shutdown condition. F-000-00-00-000-00


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Cleanliness and FOD/DOD FOD/DOD (foreign object damage/domestic object damage) is the single major cause of premature gas turbine failure. Prevention is the only practical means of protecting against FOD, and adherence to the following guidelines cannot be over-emphasized. •Empty pockets of all lose objects. •Keep maintenance area clean and organized. •Keep FOD containers in the work area to receive bits of safety wire, used gaskets, Orings and other similar types of debris. USE THEM. •Do not use the gas turbine as a shelf to hold parts and tools during maintenance. •Install protective covers and caps on all exposed openings during maintenance. •Remove protective caps and covers only when required to install a part or make a connection. •After protective caps and covers are removed, inspect all openings and cavities for foreign objects and cleanliness. •After maintenance, thoroughly clean and inspect work area. Account for all tools, parts, and materials used during maintenance.

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Turbine Basics

TURBINE BASICS

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Turbine Basics

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Turbine Basics

OVERVIEW The major components of the engine are a compressor section, combustion section, and a turbine. The turbine is mechanically coupled and drives the compressor by a drive shaft. The compressor, combustor, and turbine are called the core of the engine, since all gas turbines have these components. The core is also referred to as the gas generator (GG) since the output of the core is hot exhaust gas. The gas is passed through an exhaust duct to atmosphere. On some types of applications, the exhaust gas is used to drive an additional turbine called the power turbine which is connected to a piece of driven equipment (i.e. generators, pumps, process compressors, etc). Because of their high power output and high thermal efficiency, gas turbine engines are also used in a wide variety of applications not related to the aircraft industry. Connecting the main shaft (or power turbine) of the engine to an electromagnet rotor will generate electrical power. Gas turbines can also be used to power ships, trucks and military tanks. In these applications, the main shaft is connected to a gear box.

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Turbine Basics

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Turbine Basics

TURBINE BASICS The balloon drawings above illustrate the basic principles upon which gas turbine engines operate. Compressed inside a balloon, as in (A) above, exerts force upon the confines of the balloon. Air, which has weight and occupies space, by definition, has mass. The mass of the air is proportional to its density, and density is proportional to temperature and pressure. The air mass confined inside the balloon, accelerates from the balloon, creating a force as it is released (B). This force increases as mass and acceleration increase, as stated in Newton’s second law; force equals mass times acceleration (F = MA). The force created by the acceleration of the air mass inside the balloon results in an equal and opposite force that causes the balloon to be propelled in the opposite direction, as stated in Newton’s third law (for every action, there is an equal and opposite reaction). Replacing the air inside the balloon, as in (C) sustains the force and, although impractical, allows a load to be driven by the force of the air mass accelerating across and driving a turbine, as in (D). In (E) a more practical means of sustaining the force of an accelerating air mass used to drive a load is illustrated. A housing contains a fixed volume of air, which is compressed by a motor driven compressor. Acceleration of the compressed air from the housing drives a turbine that is connected to the load. In (F) fuel is injected between the compressor and the turbine to further accelerate the air mass, thus multiplying the force used to drive the load. In (G) the motor is removed and the compressor is powered by a portion of the combustion gas, thus making the engine self-sufficient as long as fuel is provided. In (H) a typical gas turbine-engine operation is represented. Intake air is compressed, mixed with fuel and ignited. The hot gas is expanded across a turbine to provide mechanical power and exhausted to atmosphere.

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Turbine Basics

Gas Turbine Operation Vs.Reciprocating Engine Operation F-000-00-10-000-00

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Turbine Basics

COMPRESSION – COMBUSTION – EXPANSION – EXHAUST Four processes occur in gas turbine engines, as illustrated above. These processes, first described by George Brayton and called the Brayton cycle, occur in all internal combustion engines. The Brayton steps are as follows: Compression occurs between the intake and the outlet of the compressor (Line A-B). During this process, pressure and temperature of the air increases. Combustion occurs in the combustion chamber where fuel and air are mixed to explosive proportions and ignited. The addition of heat causes a sharp increase in volume (Line BC). Expansion occurs as hot gas accelerates from the combustion chamber. The gases at constant pressure and increased volume enter the turbine and expand through it. The sharp decrease in pressure and temperature (Line C-D). Exhaust occurs at the engine exhaust stack with a large drop in volume and at a constant pressure (Line D-A). The number of stages of compression and the arrangement of turbines that convert the energy of accelerating hot gas into mechanical energy are design variables. However, the basic operation of all gas turbines is the same.

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Turbine Basics

CONVERGENT AND DIVERGENT DUCTS Compressors in gas turbine engines use convergent and divergent ducts to generate the high pressures necessary to (a) provide a “wall of pressure,” preventing expanding hot gas from exiting through the engine inlet, as well as, through the exhaust; and (b) provide the proper ratio of air-to-fuel for efficient combustion and cooling of the combustion chamber. Pressure decreases through convergent ducts and increases through divergent ducts, a phenomenon which is demonstrated in paint spray equipment. Compressed air, forced through a convergent duct, generates a lower pressure through the narrow section to draw in paint. Expansion through a divergent section then increases pressure and air volume, dispersing the paint in an atomized mist.

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INLET GUIDE VANES Inlet guide vanes direct, or align, airflow into the first rotating blade section where velocity is increased by the addition of energy. The following stator vane section is divergent, providing an increase in static pressure and a decrease in air velocity. Airflow then enters the second stage at a higher initial velocity and pressure than at the inlet to the preceding stage. Each subsequent stage provides an incremental increase in velocity and static pressure until the desired level of pressure and velocity is reached.

Some compressor stator vanes are designed to move, changing their divergence, allowing regulation of compressor outlet pressure and velocity to achieve the proper ratio of air for fuel combustion and cooling versus engine speed and power output.

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Axial Flow Compressor

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Centrifugal Flow Compressor

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COMPRESSORS Compressors in gas turbine engines use convergent and divergent ducts to generate the high pressures necessary to (a) provide a “wall of pressure,” preventing expanding hot gas from exiting through the engine inlet as well as through the exhaust; and (b) provide the proper ratio of air-to-fuel for efficient combustion and cooling of the combustion chamber. Pressure decreases through convergent ducts and increases through divergent ducts, a phenomenon which is demonstrated in paint spray equipment. Compressed air, forced through a convergent duct, generates a lower pressure through the narrow section to draw in paint. Expansion through a divergent section then increases pressure and air volume, dispersing the paint in an atomized mist. All turbine engines have a compressor to increase the pressure of the incoming air before it enters the combustor. Compressor performance has a large influence on total engine performance. There are two main types of compressors: axial and centrifugal. In the illustration, the example on the left is called an axial compressor because the flow through the compressor travels parallel to the axis of rotation. An apparent contradiction in the operation of the axial-flow compressor is that high pressure is generated, although the overall divergent shape would appear to cause a lower output pressure. Output pressure is increased by divergence in each static inter-stage section. Rotating compressor blades between each static stage increases the velocity that is lost by injecting energy. The compressor on the right is called a centrifugal compressor because the flow through this compressor is turned perpendicular to the axis of rotation. Centrifugal compressors, which were used in the first jet engines, are still used on small turbojets and turbo-shaft engines. Modern large turbojet, turbofan, and turbo-shaft engines usually use axial compressors.

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COMPRESSOR STALL A stall can happen within the compressor if the air moves from its general direction of motion (also known as the angle of attack). At this point, the low pressure on the upper surface disappears on the stator blade. This phenomenon is known as a stall. As pressure is lost on the upper surface, turbulence created on the backside of the stator blade forms a wall that will lead into the stall. Stall can be provoked if the surface of the compressor blade is not completely even or smooth. A dent in the blade, or a small piece of material on it, can be enough to start the turbulence on the backside of the blade, even if the angle of attack is fairly small. Each stage of compression should develop the same pressure ratio as all other stages. When a stall occurs, the front stages supply too much air for the rear stages to handle, and the rear stage will choke. High Angle of Attack If the angle of attack is too high, the compressor will stall. The airflow over the upper airfoil surface will become turbulent and destroy the pressure zone. This will decrease the compression airflow. Any action that decreases airflow relative to engine speed will increase the angle of attack and increases the tendency to stall. Low Angle of Attack If there is a decrease in the engine speed, the compression ratio will decrease with the lower rotor velocities. With a decrease in compression, the volume of air in the rear of the compressor will be greater. This excess volume of air causes a choking action in the rear of the compressor with a decrease in airflow. This in turn decreases the air velocity in the front of the compressor and increases the tendency to stall.

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Turbine Basics

Can Type Combustor

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Annular Type Combustor

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Turbine Basics

COMBUSTORS All turbine engines have a combustor, in which the fuel is combined with high pressure air and burned. The resulting high temperature exhaust gas is used to turn the turbine and produce thrust when passed through a nozzle. The combustor is located between the compressor and the turbine. The combustor is arranged like an annulus, or a doughnut, as shown by illustrations above. The central shaft that connects the turbine and compressor passes through the center hole. Combustors are made from materials that can withstand the high temperatures of combustion. The liner is often perforated to enhance mixing of the fuel and air. There are three main types of combustors, and all three designs are found in gas turbines: • The combustor at the right is an annular combustor with the liner sitting inside the outer casing which has been peeled open in the drawing. Many modern combustors have an annular design. • The combustor on the left is an older can or tubular design. Each can has both a liner and a casing, and the cans are arranged around the central shaft. • A compromise design (not shown) is a can-annular design, in which the casing is annular and the liner is can-shaped. The advantage to the can-annular design is that the individual cans are more easily designed, tested, and serviced. Turbine blades exist in a much more hostile environment than compressor blades. Located just downstream of the combustor, turbine blades experience flow temperatures of more than a thousand degrees Fahrenheit. Turbine blades must be made of special materials that can withstand the heat, or they must be actively cooled. In active cooling, the nozzles and blades are hollow and cooled by air which is bled off the compressor. The cooling air flows through the blade and out through the small holes on the surface to keep the surface cool.

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Turbine Basics

FLAME-STABILIZING AND GENERAL-FLOW PATTERNS The flame stabilizing and general-flow patterns are illustrated above for a typical “can-type” combustion chamber. Although modern engines use one continuous annular combustion chamber, the can-type simplifies illustration of the cooling and combustion techniques used in all combustion chambers. The temperature of the flame illustrated in the center of the combustor is approximately 3200°F at its tip when the engine is operating at full load. Metals used in combustion chamber construction are not capable of withstanding temperatures in this range; therefore, the design provides airflow passages between the inner and the outer walls of the chamber for cooling and flame shaping. Air flowing into the inner chamber is directed through small holes to shape the flame centering it within the chamber, to prevent its contact with the chamber walls. Approximately 82% of the airflow into combustion chambers is used for cooling and flame shaping; only 18% is used for fuel combustion. Regulation of fuel flow determines engine speed. Stator vane control in the compressor controls pressure and velocity into the combustion chamber as a function of compressor speed.

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Turbine Basics

TURBINE All gas turbine engines have a turbine located downstream of the combustor to extract energy from the hot flow and turn the compressor. Work is done on the turbine by the hot exhaust flow from the combustor. Since the turbine extracts energy from the flow, the pressure decreases across the turbine. The pressure gradient helps keep the boundary layer flow attached to the surface of the turbine blades. Since the boundary layer is less likely to separate on a turbine blade than on a compressor blade, the pressure drop across a single turbine stage can be much greater than the pressure increase across a corresponding compressor stage. A single turbine stage can be used to drive multiple compressor stages. Because of the high pressure change across the turbine, the flow tends to leak around the tips of the blades. The tips of turbine blades are often connected by a thin metal band to keep the flow from leaking. Turbine blades exist in a much more hostile environment than compressor blades. Sitting just downstream of the combustor, the blades experience flow temperatures of more than a thousand degrees Fahrenheit. Turbine blades must be made of special materials that can withstand the heat, or they must be actively cooled. In active cooling, the nozzles and blades are hollow and cooled by air which is bled off the compressor. The cooling air flows through the blade and out through the small holes on the surface to keep the surface cool.

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Turbine Basics

TURBINE (Continued) The compressor drive turbine is an “impulse reaction”-type designed for maximum efficiency in converting hot-gas flow into rotational mechanical energy. A first-stage fixed nozzle directs flow into the first-stage of rotating blades. The impulse of expanding hot gas upon the lower surface of each rotating blade propels motion in the upward direction. Hot gas flow above the following blade creates a lower pressure above the blade as above an aircraft wing, causing additional rotational force. Subsequent stages operate identically, multiplying the rotational force. Compressor and loaddriving turbines consist of a varying number of stages, depending upon the load being driven and other design considerations.

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Single Shaft

Twin Shaft

Concentric Shaft with Power Turbine

Concentric Shaft

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Turbine Basics

TURBINE SHAFTS The figure above shows the standard gas turbine shaft arrangements. Single shaft illustration is the traditional single shaft assembly. It consists of the axial flow compressor; Turbine and Power Turbine are all mechanically linked. If we add to this shaft the generator and gearbox, we have a shaft system with a high moment of inertia. This is the favored configuration for electrical generation because this provides additional speed (Frequency) stability of the electrical current during large load fluctuations. This configuration is typical of heavy-duty industrial “frame” turbines, such as the MS7001. The twin shaft illustration shows the standard two shaft arrangement with the compressor and turbine only connected, and an unconnected power turbine and output shaft that will rotate independently. This configuration is favored for variable speeddrive packages, such as pumps and compressors, because the gas generator or gas producer can run at its own optimum speed for a given load. The LM2500 utilizes this configuration and has been applied to both electric power generation and a variety of mechanical drive applications. Aircraft jet engines have for many years been adapted for industrial use as shown in the diagrams above. The concentric shaft illustration, above left, shows a more complicated aero-derivative industrial turbine arrangement. This, too, is still essentially a two shaft configuration but the gas generator core (an original jet-engine) was designed with two spools, a Low Pressure Shaft and a High Pressure Shaft. This engine configuration allows the load to be driven from either the exhaust end or the compressor air intake end. This is the configuration used by the LM6000 The concentric shaft with power turbine illustration is essentially a two shaft arrangement with a gas generator originally designed for propulsion. An independently rotating Power Turbine, manufactured especially to match the flow of the jet engine, is added to the gas path as the power/torque producer. This configuration is found in the LM1600 and the LMS100.

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NOx CONTROL Oxides of Nitrogen result from the thermal fixation of molecular nitrogen and oxygen in the combustion air. Its rate of formation is extremely sensitive to local flame temperature and, to a lesser extent, to local oxygen concentrations. Virtually all thermal NOx is formed in the region of the flame at the highest temperature. Maximum thermal NOx production occurs at a slightly lean fuel-to-air ratio due to the excess availability of oxygen for reaction within the hot flame zone. Control of local flame fuel-to-air ratio is critical in achieving reductions in thermal NOx. Combustion Controls Reduction of Nox emissions are accomplished by: • Injection of water or steam at the fuel nozzle in order to reduce combustion temperature • Specially designed Dry Low Emissions (DLE) combustors and fuel systems The injection of water or steam into the flame area of a turbine combustor provides a heat sink, which lowers the flame temperature and thereby reduces thermal NOx formation. Water or steam injection, also referred to as "wet controls," have been applied effectively to both aeroderivative and heavy duty gas turbines, and to all configurations. Reduction efficiencies of 70 to 85+ percent can be achieved with properly controlled water or steam injection, with NOx emissions generally higher for oil-fired turbines than for natural gas-fired units. The most important factor affecting reduction efficiency is the water-to-fuel ratio. In general, NOx reduction increases as the water-to-fuel ratio increases; however, increasing the ratio increases carbon monoxide and, to a lesser extent, hydrocarbon emissions at water-to-fuel ratios less than one. Further, energy efficiency of the turbine decreases with increasing water-to-fuel ratio. Post-Combustion Controls The major type of post-combustion control used in gas turbines is Selective Catalytic Reduction (SCR). Applications use SCR to supplement reductions from steam or water injection, or combustion modifications. Carefully designed SCR systems can achieve NOx reduction efficiencies as high as 90 percent. The Selective Catalytic Reduction (SCR) process reduces NOx emissions by using ammonia in the presence of a catalyst. Vaporized ammonia is injected into the flue gas at the appropriate temperature. The ammonia functions, in the presence of the NOx removal catalyst, as a reducing agent to decompose nitrous oxides NOx in the flue gas into nitrogen gas and water vapor. F-000-00-10-000-00

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LM6000 Construction and Operation

LM6000 CONSTRUCTION and OPERATION

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3.1 ENGINE OVERVIEW

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Developed from CF6-80C2 turbofan engine Liquid, Gas and Dual Fuel packages available Steam or Water Injection and Dry Low Emissions combustor systems available Most efficient simple-cycle gas turbine in class LM6000 Construction and Operation

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The General Electric LM6000 gas turbine is a stationary gas turbine that is derived from the family of CF6 jet engines. The aircraft version of the engine is called the CF6-80C2 turbofan engine and is used to drive several types of “wide body” commercial aircraft, including the Boeing 747-400. The experience and technology of the CF6-80C2 and the well-proven LM2500 have been applied to the LM6000 to make it one of the best engines on the market today. Although the LM6000 gas turbine was developed recently (first application in 1992), General Electric was one of the first developers of the aero-derivative (a gas turbine designed first as a flight engine, then redesigned for industrial use) with more than 30 million running hours. General Electric engines have an availability of 99.6% overall. The LM (Land and Marine) series of gas turbines has the following gas turbines: LM500, LM1500, LM1600, LM2500, LM2500+, LM5000, LM6000 ranging in power output from 14 to 50 megawatts (MW).

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The following changes were made to convert the CF6-80C2 to the LM6000: • Front fan removed and inlet guide vanes added • LP compressor from the CF6-50 / LM5000 used • Front and rear frames adapted • Output shafts added to the front of the LPC and the back of the LPT • Bearing 7R added • New industrial fuel system added • Balancing disk added to the LPT • Hydraulic control system for the variable geometry added Since it’s introduction in 1992, the original LM6000PA was followed by introduction of the model PB, the dry low emissions (DLE) version. In 1998, the PC model was introduced and incorporated design changes to the LPC, HPC, LPT, balance piston system and the fuel system. These design changes increased shaft power output by approximately 3.4 MW, and engine efficiency by approximately 2%. The LM6000 PD is the LM6000 PC modified with the Dry Low Emission Combustion System (DLE). This model made its appearance in mid-1998. DLE system requires changes to be made to the fuel nozzles and the annular combustion chamber. F-060-00-10-000-00


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• Dual Rotor, concentric drive-shaft design • “Hot” or “Cold” end drive configurations • 5-stage low-pressure compressor (LPC), 2.4:1 compression ratio • 14-stage variable-geometry high-pressure compressor (HPC), 12:1 compression ratio • Variable Inlet Guide Vanes (Optional), Variable Bleed Valves and Variable Stator Vanes • 2-stage high-pressure turbine (HPT) • 5-stage low-pressure turbine (LPT) F-060-00-10-000-00


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The LM6000 gas turbine is a dual-rotor, concentric drive-shaft, gas turbine capable of driving a load from the front and/or rear of the low-pressure (LP) rotor. The main components consist of a variable inlet guide vane (VIGV) assembly or inlet frame assembly, a 5-stage low-pressure compressor (LPC), a 14-stage variable-geometry high-pressure compressor (HPC), an annular combustor, a 2-stage high-pressure turbine (HPT), a 5-stage low-pressure turbine (LPT), an accessory gearbox (AGB) assembly, and accessories. The LP rotor consists of the LPC and the LPT that drives it. Attachment flanges are provided on both the front and the rear of the LP rotor for connection to the packager-supplied power shaft and load. The high-pressure rotor consists of the 14-stage HPC and the 2-stage HPT that drives it. The high-pressure (HP) core consists of the HPC, the combustor, and the HPT. The high- and low-pressure turbines drive the high- and low-pressure compressors through concentric drive shafts.

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Air enters the gas turbine at the IGV/VIGVs and passes into the LPC. The LPC compresses the air by a ratio of approximately 2.4:1. Air leaving the LPC is directed into the HPC. Variable bypass valves (VBVs) are arranged in the flow passage between the two compressors to regulate the airflow entering the HPC at idle and at low power. To further control the airflow, the HPC is equipped with variable stator vanes (VSVs). The HPC compresses the air to a ratio of approximately 12:1, resulting in a total compression ratio of 30:1, relative to ambient. From the HPC, the air is directed into the single annular combustor section, where it mixes with the fuel from 30 fuel nozzles. An igniter initially ignites the fuel-air mixture then, once combustion is self-sustaining, the igniter is turned off. The hot gas that results from combustion is directed into the HPT that drives the HPC. This gas further expands through the LPT, which drives the LPC and the output load.

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3.2 ENGINE STATIONS

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As in the aircraft industry, determine the left and right of the engine by looking into the air flow or upstream. From this vantage point specific areas can be described using their “clock hour” positions, such as “3 o’clock” for the right side and “9 o’clock” for the left side, etc. Various signals measured on the LM6000 gas turbine are called after the so called “engine stations,” which are engine locations, numbered in the direction of airflow, from 0 to 8. Station 0 (zero) is the LP compressor inlet; station 8 is the power turbine exhaust. Typical signal names refer to the stations. Station numbers may be subdivided, using alphabetical character or a decimal as a suffix.

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Complete list of LM6000 stations: 1 VIGV inlet 2 LPC inlet 2.3 LPC discharge 2.4 LPC bleed 2.5 HPC inlet 2.6 HPC bleed 7th stage 2.7 HPC bleed 8th stage 2.8 HPC bleed 11th stage 3 HPC discharge 3.6 Fuel nozzle 4 HPT inlet (nozzle) 4.1 HPT 1st stage blade 4.2 HPT exhaust 4.8 LPT inlet 5 LPT exhaust 5.5 LPT rear frame exhaust 5.6 LPT exhaust diffuser Items in bold denote engine instrumentation locations. F-060-00-10-000-00


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3.3 BEARINGS AND SUMPS

•Roller bearings take radial loads •Ball bearings take radial and axial (thrust) loads •Each rotating system uses one ball bearing •The LP system uses the 1B bearing for axial position •The HP system uses the 4B bearing for axial position

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Sump A houses the No. 1B, No. 2R, and No. 3R bearings. The No. 1B bearing is a balltype thrust bearing that carries the thrust loads for the LP rotor (LPC and LPT). The No. 2R bearing supports the low-pressure compressor rotor (LPCR) and the No. 3R bearing supports the high-pressure compressor rotor (HPCR) forward shaft. The B and C sump houses the No. 4R bearing, the No. 4B bearing and the No. 5R bearing. The No. 4R bearing supports the aft shaft of the HPCR. The No. 4B bearing carries the thrust loads for the HPR (HPC and HPT). The No. 5R bearing supports the high-pressure turbine rotor (HPTR) at its forward shaft.

The D and E sump houses the No. 6R and No. 7R bearings. The No. 6R bearing supports the forward end of the low-pressure turbine rotor (LPTR) shaft. The No. 7R bearing supports the aft end of LPTR shaft and the balance piston system.

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Synthetic lube oil is supplied to the bearings and scavenged out of the sumps by a seven (7) element pump assembly. A single supply element provides lubricating oil to all the bearings and gearboxes. The remaining six elements are utilized to scavenge oil away from the bearing sumps and gearboxes. The sump-A scavenge oil drains to the transfer gearbox (TGB) through the 6:00 o’clock compressor front frame (CFF) strut that houses the radial driveshaft. Oil is then scavenged through the transfer gearbox. The No. 4R/4B and No. 5R bearing zones of the sump-B and sump-C are individually scavenged, as are the No. 6R and No. 7R bearing zones of the D and E sump. All sumps emit oil mist-carrying air that is vented to a packager-supplied air-oil separator.

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Dry Sump Construction (Simplified)

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The gas turbine design uses the dry sump system to provide lubrication to the gas turbine main bearings. The dry sump system employs five subsystems: • Oil Supply - Oil is delivered to the bearings through jets pressurized by a supply pump deliver oil onto the bearings. • Oil Scavenge - Oil scavenge is accomplished when suction, created by the pumping action of a scavenge oil pump, is applied to a port in the lowest point of the oil-wetted cavity. • Seal Pressurization - Bleed air, directed to the sump cavity by ports or tubes in the engine structure, pressurizes seals. • Sump Vent - By venting the oil-wetted cavity out the top to ambient air pressure, a positive flow of pressurizing air to the sump is maintained. • Cavity Drain - Oil leaked from the seals (sump B and sump C) is carried to an overboard dump location.

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Bearing Oil Seals

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Bearing Oil Seals When a fault occurs and oil leaks across the oil seals, it must not be allowed to become a fire hazard or to contaminate the customer bleed air. Therefore, a drain is provided to the pressurization chamber. The drainage line is directly connected to an overboard drain port without shutoff so that, whenever the gas turbine is running, there is a flow of air out the drain. Scavenge pumps are connected by tubes to a low drain point in each sump. Whenever the gas turbine is running, the scavenge pumps are working to remove the oil from the sump drains. The Sump design uses pressurized labyrinth type oil seals between the sump housing and the shaft to contain the oil within the sump, and pressurized labyrinth venting seals to maintain pressurizing air separate from the primary gas turbine airflow. The rotating seal provides multiple serrations machined to a knife edge. The stationary shroud portion of the seal provides a surface opposite the knife edges. The seals reduce the leakage from one cavity to the other. Sump pressurizing airflow supply is a volume and pressure great enough to maintain a flow radially inward to the sump cavity across the oil seals and outward to the gas turbine cavity across the air seals. The airflow inward to the sump sweeps with it any oil that may be on the seals keeping the oil contained in the sump. The inflowing air is removed by both the vent system and the scavenge oil system. F-060-00-10-000-00


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3.4 MAJOR COMPONENTS

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3.4 MAJOR COMPONENTS

• Inlet Volute • Variable inlet guide vane (VIGV) assembly • Low-pressure compressor (LPC) assembly • Low-pressure compressor bypass-air collector • Variable bypass valve system • Low-pressure compressor front frame assembly • High-pressure compressor (HPC) assembly • Compressor rear frame assembly • Combustor assembly • High-pressure turbine assembly • Low-pressure turbine assembly • Turbine rear frame assembly • Accessory gearbox

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3.4.1 AIR INLET VOLUTE

Inlet Volute-ALF

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LP Compressor Mounting Face


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The Air Inlet Volute provides for a smooth transition of airflow from the air filter enclosure into the first stage of the low pressure compressor. The volute changes the airflow direction from a vertical to a horizontal flow. The air inlet casing assembly comprises an external casing, approximately rectangular in shape, and forms a circular internal casing to which the low pressure compressor mounts. The generator drive shafts then runs through the center of the volute to the generator.

A flexible joint of Neoprene rubber polymer is fitted between the inlet volute and the enclosure air ducting to accommodate relative movements. A trash screen (FOD screen) is also included for additional protection against debris in the inlet system.

Mounted on the forward end (ALF) of the inlet volute are the online and offline water wash manifolds. The LP SPRINT manifold is mounted on the rear (ALF) of the volute. Located on the bottom of the volute is a drain line with check valve that is plumbed to the customer provided waste fluid tank.

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3.4.2 INLET GUIDE VANE ASSEMBLY

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3.4.2 INLET GUIDE VANE ASSEMBLY The air intake section is designed to interface with a radial inlet duct, which allows inlet air to be drawn from the side or top or with an axial inlet system, which draws air from the front. The radial inlet duct is compatible with either forward or rear drive installations, while the axial inlet can be used only in rear drive installations.

The Optional Variable Inlet Guide Vane Assembly (VIGV) is located at the front of the LPC. It allows flow modulation at partial power, resulting in increased engine efficiency. The VIGV system consists of 43 stationary, leading-edge vanes and variable trailing flaps. The variable flaps can be rotated from 10 degrees open to +60 degrees closed by means of an actuation ring, which is driven by twin hydraulic actuators at the 3 o’clock and 9 o’clock positions. Both actuators are equipped with linear variabledifferential transformers (LVDTs).

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Normal engine operation is approximately 5 degrees open (full power) to +35 degrees closed (idle power). The flaps will also close during large power reductions in order to quickly reduce the LPC flow rate and maintain the LPC stall margin. The packager-supplied control is designed to provide excitation and signal conditioning for both LVDTs. It also controls VIGV position by means of closed-loop scheduling of the VIGV actuator position, based on LPC inlet temperature (T2) and HPC discharge static pressure (PS3) corrected to gas turbine inlet pressure conditions (P0).

The VIGV system improves performance for both simple cycle and heatrecovery cycles. It also helps minimize the variable bypass valve (VBV) flow and pressure levels, thereby reducing associated flow noise. A pressurized rotating seal between the VIGV hub and the LPC rotor prevents ingestion of unfiltered air into the flow path. The LM6000 PC engine can be provided with or without the VIGV assembly. LM6000 PC models without a VIGV assembly have a 43-strut inlet frame.

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3.4.3 LOW-PRESSURE COMPRESSOR (LPC) ASSEMBLY

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3.4.3 LOW-PRESSURE COMPRESSOR (LPC) ASSEMBLY The forward end of the low-pressure compressor is mounted to the IGV/VIGV assembly, while the rear mounts to the Compressor Front Frame (CFF). The LM6000 LPC is a 5-stage, axial-flow compressor with a 5-stage fixed stator. The LPC stator case contains the stator vanes for the LPC rotor. The case is horizontally split to facilitate repair.

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LPC Rotor

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Blade Locking Lugs LM6000 Construction and Operation

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LPC Rotor Individual disks are used in stages 0 and 1. Stages 2 thru 4 of the LPC rotor are an integral spool. Stages 0 and 1 blades have been modified to include squealer tips. Stage 0 blades are individually retained in the axial dovetail slots of the disk by a onepiece blade retainer. Stages 1 thru 4 LPC blades are retained in circumferential slots in the stage 1 disk and stages 2 thru 4 spool. The blade-retention features permit individual blade replacement. Blades in stages 0 thru 3 can be removed without removing the rotor. As the compressor rotates, the blades load centrifugally and become tight fitting.

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Low Pressure Compressor Casing and Stators F-060-00-10-000-00


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LPC Stator Vanes The stages 0 thru 2 stator vanes are individually replaceable. The vanes are shrouded to reduce vane response to aerodynamic forces. Wear strips are utilized between the vane dovetails and the LPC casing slots. The stage 3 casing is a full-circumferential case and is lined with honeycomb material over the rotor blade tips. Stage 3 vanes are bolted to the stage 3 case forward flange. The stage 4 stator vanes are mounted in the front frame and supported on the inside diameter by a support structure that is bolted to the engine front frame.

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3.4.6 LOW PRESSURE COMPRESSOR BYPASS AIR COLLECTOR

The LPC bypass-air collector is a duct attached to the front frame. It collects LPC discharge air, vented through the LPC bypass doors, and directs it overboard through packager-provided ducting.

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Variable Bleed Valves

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Variable Bypass Valve System The variable bypass valve (VBV) system is located in the front frame assembly. This system is used to vent LPC discharge air overboard through the LPC bypass-air collector in order to maintain LPC stall margin during starting, partial power operation, and large power transients. The VBV system consists of 12 variable-position bypass valves, 6 VBV actuators (two with LVDTs) Linear Variable Differential Transformer, 6 actuator bell cranks, 12 VBV doorbell cranks, and an actuation ring.

Actuators are installed at the 1 o’clock, 3 o’clock, 5 o’clock, 7 o’clock, 9 o’clock, and 11 o’clock positions on the engine. The six actuators are positioned with one VBV door on each side of each actuator. Bell cranks and pushrods mechanically link the actuators, the actuation ring, and the VBV doors. The actuator positions the actuation ring, which opens and closes the VBV doors. The 5 o’clock and 11 o’clock position actuators are equipped with integral LVDTs for position indication. The packager-supplied control is designed to provide excitation and signal conditioning for both LVDTs and, to control VBV position by means of closed-loop scheduling of VBV actuator position, based on LPC inlet temperature (T2) and high-pressure (HP) rotor speed corrected to inlet conditions (XN2.5R2).

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3.4.7 LOW PRESSURE COMPRESSOR FRONT FRAME ASSEMBLY

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3.4.7 LOW PRESSURE COMPRESSOR FRONT FRAME ASSEMBLY The front frame is a major structure that provides support for the LPC rotor and the forward end of the HPC rotor through the No. 1B, No. 2R, and No. 3R bearings. The frame also forms an airflow path between the LPC and the HPC inlet. Front engine mount provisions are located on the front frame 3 o’clock and 9 o’clock positions. One pad is included on the frame outer case for mounting HPC inlet temperature sensors T2.5 and HPC pressure sensor P2.5. The sensors provide control information to the fuel management system. The front frame is made from a high-strength stainless steel casting. Twelve equally spaced radial struts are used between the hub and outer case to provide support for the inner hub. Twelve variable-position bypass valve doors are located on the outer wall for LPC discharge bleed.

The front frame contains the engine A-sump, which includes a thrust bearing (1B) and roller bearing (2R) that support the LPC rotor, and a roller bearing (3R) that supports the forward end of the HPC rotor. Lubrication oil supply and scavenge lines for the A sump are routed inside the frame struts. The inlet gearbox is located in the A sump with the radial drive shaft extending outward through the strut located at the 6 o’clock position. F-060-00-10-000-00


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Inlet Gearbox Radial Drive Shaft

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Radial Drive Assembly The radial drive shaft assembly is located in the 6 o’clock CFF strut. The shafts serve to transmit torque from the Inlet Gearbox (IGB) to the Transfer Gearbox (TGB). The drive shaft assembly consists of three machined, tubular steel shafts, housing, and bearings.

The upper radial shaft is splined at the upper end to the IGB and at the lower end to the radial mid-shaft. The shaft is enclosed by the front frame and supported by a ball bearing at its lower end. The radial mid-shaft is splined at the upper end to the upper shaft and at the lower end to the lower shaft. The mid-shaft is enclosed in a housing and supported by a ball bearing at its lower end. The lower radial shaft is splined at the upper end to the mid-shaft and at its lower end to the TGB. The lower shaft is enclosed by the radial adapter portion of the TGB.

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HPC CASE (UPPER HALF)

HPC ROTOR

HPC CASE (LOWER HALF)

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3.4.8 HIGH PRESSURE COMPRESSOR (HPC) ASSEMBLY The LM6000 HPC is a 14-stage, axial-flow compressor. It incorporates VIGVs and variable stators in stages 0–5 to provide stall-free operation and high efficiency throughout the starting and operating range. Provisions for customer-use bleed air are available at stage 8 and at the compressor discharge. On earlier PA/PB model turbines the seventh and eleventh stages bleed air is utilized, while, later versions (PC/PD) use eighth and eleventh stage bleed air. Compressor discharge air is extracted for cooling and pressurization of the engine components.

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High Pressure Compressor Rotor Layout

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HPC Rotor The HPC rotor is a bolted assembly of five major structural elements consisting of a stage 1 disk, a stage 2 disk with an integral forward shaft, stages 3–9 spool, a stage 10 disk, and stages 11–14 spool with an integral rear shaft. These structural elements are connected through fully rabbeted joints at stage 2 and stage 10. On newer model HPC there are only four major structural elements. In these versions, the 10th stage disk has been deleted and added as an integral component of the 10--14 stage spool assembly.

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Typical Blade Profiles

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Disk 1 and 2 Loading

Stages 1 and 2 blades are individually retained in axial dovetail slots, and the remaining blades are held in circumferential dovetail slots. These features allow individual stage 1 blade replacement without disassembly of the rotor. Stage 1 blades are shrouded at mid-span for the purpose of reducing vibratory stress. All other blades are cantilevered from the rotor structure.

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High Pressure Rotor Assembly F-060-00-10-000-00


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LM6000 Construction and Operation HP STATOR CASE (UPPER)

VARIABLE STATOR VANES STAGE 1 VANES

VIGV

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HP STATOR CASE (LOWER)

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HPC STATOR The HPC stator consists of a cast stator case that contains the compressor stator vanes. The inlet guide vanes and the stages 1–5 vanes can be rotated about the axis of their mounting trunnions to vary the pitch of the airfoils in the compressor flow path. Vane airfoils in the remaining stages are stationary. All fixed and variable vanes are non-interchangeable with other stages to prevent incorrect assembly. The casing is split along the horizontal split-line for ease of assembly and maintenance. The inlet guide vanes and the stages 1 and 2 vane shrouds also support interstage rotor seals. The shrouds are designed to allow the removal of either half of the compressor casing. There are 14 axial stations provided for borescope inspection of blades and vanes.

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HPC Stator Casing and Vane Assembly

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Variable Stator Vane Assembly

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VARIABLE STATOR VANE ASSEMBLY The VSV assembly, an integral part of the HPC stator, consists of two VSV actuators and levers, actuation rings, and linkages for each VSV stage. Stator vane position is vital to stable, efficient operation of the engine. While the HPC is designed for peak aerodynamic efficiency at full power and full speed, it must also operate at lower speeds. At these lower speeds, the later stages of the compressor cannot consume all the air delivered by the earlier stages. The variable stators accommodate this situation by limiting the compression ratio of the first six stages of the compressor at low speeds and changing the compression at higher speeds. This is accomplished with two hydraulic actuators, one at the 3:00 o’clock position and one at the 9:00 o’clock position. Each actuator uses an LVDT for position feedback to the control system. The control system is designed to provide excitation and signal conditioning for both LVDTs, and to control VSV position by means of closed-loop scheduling of VSV actuator position, based on corrected HP rotor speed (XN2.5R) and inlet temperature (T2.5).

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Actuator

Variable Stator Vane Assembly

Variable Stator Vane Actuation Rings

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Compressor Rear Frame Assembly

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Compressor Rear Frame Assembly The compressor rear frame (CRF) assembly connects the compressor-casing flange to the high-pressure turbine nozzle assembly and consists of an outer case, 10 struts, and the B- and C-sump housings. The outer case supports the combustor, fuel manifolds and fuel nozzles, two ultraviolet flame detectors for flame sensing, an accelerometer, discharge static (P3) and HPC discharge temperature sensor (T3). The hub provides support for a thrust bearing (4B) and two roller bearings (4R and 5R) to support the midsection of the HP rotor system.

Bearing axial and radial loads, and a portion of the first-stage nozzle load, are transmitted through the hub and 10 radial struts to the case. The hub, struts, and outer casing are a one-piece casting. The casting is welded to the fuel embossment ring and bolted to the aft case. This serves as the structural load path between the compressor casing and the HPT stator case. Seven borescope ports are provided for inspection of the combustor, pre-mixers, and HPT. B-sump and C-sump service lines are contained in, and pass through, the CRF struts.

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Combustor Assembly

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Combustor Assembly The LM6000 gas turbine uses a singular annular combustor and is furnished with 30 externally mounted fuel nozzles for liquid distillate fuel, natural gas fuel, or dual fuel, depending upon the fuel system specified by the customer. Fuel systems may also be equipped for water or steam injection for NOx suppression. This combustion system is a high-performance design that has consistently demonstrated low exit temperature pattern factors, low-pressure loss, low smoke, and high combustion efficiency at all operating conditions.

SINGULAR ANNULAR COMBUSTOR Key features of the singular annular combustor are the rolled-ring inner and outer liners; the low-smoke emission, swirl-cup dome design and the short burning length. The short burning length reduces liner cooling air consumption, which improves the exit temperature pattern factor and profile. The swirl-cup dome design serves to leanout the fuel-air mixture in the primary zone of the combustor. This eliminates the formation of the high-carbon visible smoke that can result from over-rich burning in this zone.

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Swirler with Liquid Fuel Nozzle

Combustion Liner Assembly

DLE

SAC

Outer Liner

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Combustion Liner Assembly The combustion liner assembly is supported entirely at the aft end. The support ring on the outer liner is trapped in a groove on the compressor rear frame (CRF) aft end with the high pressure turbine case. The inner liner is supported by the inner flow path of the CRF. The combustion assembly consists of an inner cowl, an outer cowl, a dome, and an inner and outer liner.

COWL The cowl consists of 2 parts, the inner and outer cowls separated by the dome. Its purpose is to form a smooth leading-edge which splits and meters the incoming air flow to the combustion assembly.

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DOME The dome is a fabricated component consisting of 30 vortex inducing swirl assemblies consisting of two counter-rotating primary and secondary swirlers. Their purpose is to provide flame stabilization and complete mixing of the fuel air mixture. The primary swirler floats on the face of the secondary swirler to allow growth difference for the fuel nozzles. The entire surface of the dome is swept by a film of cooling air.

LINERS The inner and outer liners are composed of a series of circumferentially rolled ring strips joined together by resistance welding. They are protected from convective and radiant heat by continuous circumferential film cooling. Combustion zone dilution and mixing air entry is provided by a pattern of various sized circular holes in each ring. These holes provide recirculation for flame stabilization and shape the exit gas profile. Ports and tube assemblies have been located at the 3:00 and 5:00 o'clock positions for the igniter plugs. The liners and dome have a thermal barrier coating applied to the hot side.

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IGNITION SYSTEM

The energy level of the ignition system is lethal, and personnel should never contact output from the ignition exciters, leads or igniter plugs.

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IGNITION MODULES

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IGNITION SYSTEM The ignition system produces the high-energy sparks that ignite the fuel-air mixture in the combustor during starting. The system consists of high-energy spark igniters, a high-energy capacitor-discharge ignition exciter, and an interconnecting cable. The ignition cables interconnect directly between the package-mounted exciters and the igniters, which are mounted on the engine compressor rear frame. During the start sequence, fuel is ignited by the igniter, which is energized by the ignition exciter. Once combustion becomes self-sustaining, the igniter is de-energized at ≥ 400 F (204 C).

Proper installation of the igniter plug on the combustion chamber is essential for long operating life. The igniter plug has a special distance (packing) ring that must be installed between the plug and compressor rear frame. The correct distance of the plug in the rear frame is important, both for operation and cooling, and it can be adjusted with the distance ring. Cooling is achieved with compressor air flowing alongside the igniter plug tip. Also, 12 holes in the plug tip are present for cooling purposes and, finally, 6 holes provide cooling air for the igniter plug shank.

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The ignition system is normally energized only during the starting sequence. However, the circuit should be arranged so that the ignition system can be manually operated for maintenance and testing.

To ensure a successful light off, the ignition system is comprised of two independent ignition systems. Due to already increased air temperature from compression through the compressor, and fuel atomization from the fuel nozzle, it is possible to achieve ignition with only one igniter. Running two independent systems ensures the ability to maintain normal operations even with the complete loss of one system. Because of this configuration it is necessary to check the operation of the igniter system on a routine basis in accordance with the maintenance work package.

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Typically the igniters should be checked when a turbine fails to light-off and all other primary start requirements are met. Such as: •Proper acceleration of the HPC (XN2.5) •Proper CDP pressure (P3) •Proper fuel valve Position This type of failure is due to loss of both igniters. The only igniter indication that the operator can monitor is the logic state change on the Turbine Overview Screen. The operator screen change is a function of an energized relay coil. If there is a failure in the ignition system, the screen may indicate proper operation but, in reality, the system is inoperable. Because of the high voltage generated by the exciter module, there is no feedback of the igniter output to give a true indication of proper operation of the circuit. Duty cycle is: 90 seconds ON max, 2 start cycles in a 30 minute period Power input is: 106-124 volt AC, Requirement at 60 Hz or 50 Hz

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Igniter Location Igniter 3 O’clock Location

Igniter Mounting Detail Igniter 5 O’clock Location F-060-00-10-000-00


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High-Pressure Turbine Assembly

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High-Pressure Turbine Assembly The LM6000 HPT is an air-cooled, two-stage design with demonstrated high efficiency. The HPT system consists of the HPT rotor and the stage 1 and stage 2 HPT nozzles. The HPT assembly drives the HPC rotor by extracting energy from the hot-gas path stream.

HPT ROTOR The HPT rotor assembly consists of the stage 1 disk and integral shaft, a conical impeller spacer with cover, a thermal shield and a stage-2 disk. Forward and aft rotating air seals are assembled to the HPT rotor and provide air-cooled cavities around the rotor system. An integral coupling nut and pressure tube is used to form and seal the internal cavity. The rotor disks and blades are cooled by a continuous flow of compressor discharge air. This air is directed to the internal cavity of the rotor through diffuser vanes that are part of the forward seal system.

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The stage 1 disk/shaft design combines the rotor forward shaft and stage 1 disk into a one-piece unit. Torque is transmitted to the compressor rotor through an internal spline at the forward end of the disk/shaft. The stage 1 blades fit into axial dovetail slots in the disk. The stage 2 disk incorporates a flange on the forward side for transmitting torque to the stage 1 disk. An aft flange supports the aft air seal and the integral coupling nut and pressure tube. Stage 2 blades fit into axial dovetail slots in the disk.

Internally cooled turbine blades are used in both stages. Both stages of blades are cooled by compressor discharge air flowing through the blade shank into the airfoil. The cone-shaped impeller spacer serves as the structural support between the turbine disks. The spacer also transmits torque from the stage 2 disk to the stage 1 disk. The catenary-shaped thermal shield forms the outer portion of the turbine rotor cooling air cavity and serves as the rotating portion of the interstage gas path seal.

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Stage 1 HPT Nozzle—The stage 1 HPT nozzle consists of 23 two-vane segments bolted to a nozzle support attached to the hub of the CRF.

High-Pressure Turbine Blade Cooling Stage 1 High-Pressure Turbine Blades—First-stage turbine blades, contained within the CRF, are internally cooled with HPC discharge air. The HPC discharge air is directed through the turbine disk to the blade roots, passing through inlet holes in the shank to serpentine passages within the airfoil section of the blade. This air finally exits through nose and gill holes in the leading edge of the blades, where it forms an insulating film over the airfoil surface through holes in the cap at the outer end of the blade and through holes in the trailing edge of the airfoil.

Stage 2 High-Pressure Turbine Blades—Because the hot-gas path stream is cooler when it reaches the second-stage turbine blades, the cooling required to maintain a suitable metal temperature is not as great as with the first stage. The second-stage blades are, therefore, only cooled by convection. The air moves through passages within the airfoil section and is discharged only at the blade tips.

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High-Pressure Turbine Nozzle Cooling

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High-Pressure Turbine Nozzle Cooling Compressor discharge air is used to cool the nozzle vanes and support bands to maintain the metal temperatures at the levels required for extended operating life. Stage 11discharge air enters at the top and bottom of each vane. The air cools the vanes internally, and is then discharged through a large number of small holes and slots strategically located so the air forms an insulating film over the entire surface of the vanes. Stage 2 HPT Nozzle—The stage 2 HPT nozzle assembly consists of stage 2 nozzle segments, stages 1 and 2 HPT shrouds and shroud supports, HPT stator support (case), and interstage seals. There are 24 paired nozzle-vane segments. The nozzle vanes are internally cooled by HPC Stage 11 air.

The stage 2 nozzles are supported by the stage 1 shroud support. They are also bolted to the stage 2 shroud support forward leg, which is attached by a flange to the outer structural wall. The stage 1 shroud system features segmented supports and shroud segments to maintain turbine clearance. The turbine shrouds form a portion of the outer aerodynamic flow path through the turbine. They are axially aligned with the turbine blades and form a pressure seal to minimize HP gas leakage around the tips of the blades. F-060-00-10-000-00


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HPT Interstage Seal

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Low-Pressure Turbine Assembly

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Low-Pressure Turbine Assembly The LPT drives the LPC and load device using the core gas turbine discharge gas flow for energy. The principal components of the LPT module are a five-stage stator, a five-stage rotor supported by the No. 6R and No. 7R bearings, and a cast Turbine Rear Frame (TRF) supporting the stator casing and the No. 6R and No. 7R bearings. LPT ROTOR The LPT rotor assembly drives the LPC through the LP mid-shaft and drives a load through either the mid-shaft or from an aft drive adapter on the rear of the LPT rotor. The LPT rotor assembly consists of five stages of bladed disks and a shaft subassembly. The rotor is supported by the No. 6R and No. 7R bearings in the D and E sump of the TRF.

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Each LPT rotor stage consists of a bladed disk subassembly that is comprised of a disk, turbine blades, and blade retainers, interstage air seals, assembly bolts, and balance weights. Integral flanges on each disk provide assembly bolt holes in a low-stress area of the disk. Blade retainers hold the turbine blades in the axial dovetail slots. The turbine shaft assembly is a torque cone coupled to the mid-shaft through a spline and is bolted to the stage 2 and stage 3 turbine disk flanges. It also provides the journal for the D- and E-sump air/oil seal and the No. 6R and No. 7R bearing interfaces. The rotating portion of the balance piston system mounts on the shaft aft of the No. 7R bearing seals. Additionally, the aft shaft spline provides for driving the output load from the rear through the aft drive adapter.

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LPT Rotor Detail

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LPT NOZZLES The five-stage stator assembly consists of a one-piece tapered 360° casing, five stages of interlocking tip shrouds, and a 12-segment LPT case external cooling manifold. Aircooled, first-stage nozzle segments with a bolt-on pressure balance seal, four additional stages of nozzle segments with bolt-on inter-stage seals, and instrumentation and borescope ports also make up the stator assembly.

First stage nozzle cooling air is supplied from the 8th stage HPC bleed air header and high pressure recoup air. The LPT casing is the load-carrying structure between the HPT stator case and the TRF. The casing contains internal machined flanges that provide hooks to support the nozzle segments and stops to assure nozzle alignment and seating. Borescope inspection ports are provided along the right side, aft looking forward (ALF) from the 2:30 to 4:30 positions at nozzle stages 1, 2, and 4.

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Low Pressure Turbine Case

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Low Pressure Turbine Case The stage 1-nozzle vanes provide capability for LPT inlet instrumentation. Eight separate shielded chromel-alumel (type K) thermocouple probes are installed on the LPT stator case to sense LPT inlet temperature. Each dual-element T4.8 sensor reads an average of the two elements for a total of eight control readings. Two flexible harnesses, each connected to four of the probes, are routed to connectors on the No. 4 electrical panel. The engine also has an LPT inlet gas total pressure (P4.8) probe located on the right side of the LPT stator case. Seals minimize the air leakage around the inner ends of the nozzles, and shrouds minimize air leakage over the tips of the turbine blades

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LPT Case Cooling Airflow

LPT Case Cooling Manifold F-060-00-10-000-00


LPT CASE COOLING Later models of the LM6OOO-PA, as well as the -PC, have a cooling manifold, which is used to reduce casing temperatures as well as to lower blade tip clearance to improve efficiency. Air provided from the Compressor Front Frame (CFF) is utilized as the cooling medium. Slide 82

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Turbine Rear Frame Assembly

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Turbine Rear Frame Assembly The turbine rear frame (TRF) is a one-piece casting that provides the gas turbine exhaust flow path and the supporting structure for the D and E sump, the LPT rotor thrust balance assembly, the LPT rotor shaft, and the aft drive adapter. Fourteen radial struts function as outlet guide vanes to straighten the exhaust airflow into the exhaust diffuser for enhanced performance. Lubrication oil supply and scavenge lines for the D and E sump and LPT rotor speed sensors (XNSD-A and XNSD-B) are routed through the struts.

The LPT rotor thrust balance system is designed to maintain the axial thrust loading on the No. 1B thrust bearing within design limits. The balance piston static seal is mounted to the TRF hub. Stage 11 HPC bleed air is routed through three TRF struts to generate the required axial loading through the rotor thrust balance system.

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LOW-PRESSURE ROTOR BALANCE PISTON SYSTEM

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LOW-PRESSURE ROTOR BALANCE PISTON SYSTEM A balance piston system has been included in the aft-end of the engine to control thrust loading on the No. 1B bearing. These loads are imposed by LPC and LPT and vary with output power. Forward axial loads are applied by varying air pressure in the balance piston air cavity to maintain thrust loads within the capability of the bearing.

The balance piston system consists of the balance piston disk, the balance piston casing, their associated seals, and the dome-shaped cavity formed by these parts. This cavity is pressurized by stage 11 HPC bleed air. The balance piston casing is attached to the aft-inner hub of the TRF; the balance piston disk is attached to the LPT shaft. Thrust is monitored by a total-pressure probe (P48) and static-pressure probe (PS55).

In earlier systems, balance piston pressurization air from the 11th stage high pressure compressor was controlled by an electrically operated, hydraulically actuated control valve called a thrust balance valve. Hydraulic fluid for valve actuation is supplied from the variable geometry hydraulic control unit. A bypass line with orifice was supplied to ensure positive balance piston pressure in case of valve failure. Current LM6000 production units are supplied with orifice only for supply of 11th stage bleed air to the balance piston. F-060-00-10-000-00


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Accessory Gearbox

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Accessory Gearbox Engine starting, lubrication, and speed monitoring of the HP rotor shaft are accomplished by accessories mounted on the accessory gearbox (AGB). The AGB is mounted beneath the gas generator at the compressor’s front frame. Fitted to the aft side of the gearbox is the hydraulic starting motor clutch, which drives the transfer gearbox, radial drive shaft, and inlet gearbox in A-sump to rotate the HPC rotor. The following accessories are mounted on the AGB: • Hydraulic starting motor • Clutch assembly • Variable-geometry control unit • Engine lube oil pump • Fuel-metering valve hydraulic oil pump (optional) • Two magnetic speed pickups (XN25-A and XN25-B) • Transfer gearbox • Radial drive shaft F-060-00-10-000-00


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ENGINE AIRFLOW

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ENGINE AIRFLOW Air enters the engine at the inlet of the variable inlet guide vanes (VIGVs) and passes into the low-pressure compressor (LPC). The low-pressure compressor compresses the air by a ratio of approximately 2.4:1. Air leaving the low-pressure compressor is directed into the high-pressure compressor (HPC) and is regulated at idle and low power by variable bypass valves (VBVs) arranged in the flow passage between the two compressors. The airflow in the 14-stage HPC is regulated by VIGVs and five stages of variable stator vanes (VSVs). The HPC compression ratio is approximately 12:1. HPC discharge and stage 8 bleed air are extracted, as necessary, for emissions control. Compressor discharge air is then directed to the combustor section. Air entering the combustor is mixed with the fuel and ignited. Once combustion becomes self-sustaining, the igniter is de-energized. The combustion gases then exit to the high-pressure turbine (HPT). The hot gases from combustion are then directed into the HPT, which drives HPC. The exhaust gases exit the HPT and enter the low-pressure turbine (LPT), which drives both the LPC and the output load. The exhaust gases pass through the LPT and exit through the exhaust duct. F-060-00-10-000-00


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Low Pressure Compressor Discharge Usage

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Compressor Discharge Pressure Usage

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TURBINE INSTRUMENTATION AGB CDF IGV LVDT RTD TC TM TGB TRF

Accessory Gearbox Compressor Rear Frame Inlet Guide Vane Linear Variable Differential Transducer Resistance Temperature Detector Thermocouple Torque Motor Transfer Gearbox Turbine Rear Frame

T4.8 T2 T2.5 T3 VBV VSV XNSD XN2 XN25

Low Pressure Turbine Entry Temperature Low Pressure Compressor Inlet Temperature Low Pressure Compressor Discharge Temperature High Pressure Compressor Discharge Temperature Variable Bypass Vane Variable Stator Vane Low Pressure Turbine Rotor Speed Low Pressure Rotor Speed High Pressure Rotor Speed

LM6000 Electrical Cable Panel Nomenclature

Cabling The LM6000 Is supplied with electrical cables for interconnection between package mounted junction boxes and the engine. Each of the cables connects the engine at 1 of 4 electrical panels. Instrumentation leads are isolated from power leads, shielded, and run in conduits carrying only other very low level leads. F-060-00-10-000-00


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Panel 1

Panel 2

Panel 4

Panel 3 Electrical Panels F-060-00-10-000-00


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LM6000 Construction and Operation HPC Speed Sensors

Engine Speed Sensors The AGB is equipped with two reluctance-type speed sensors mounted in the accessory gearbox section of the TGB assembly for sensing HPC rotor speed. The speed signal is produced by sensing passing gear teeth frequency on a spur gear in the accessory gearbox section. Harnesses are routed to the No. 2 electrical panel.

XN2.5A & XN2.5B

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Low-Pressure Turbine Speed Sensor

Low-Pressure Turbine Speed Sensor The LPT is equipped with 2 reluctance-type sensors, mounted in the turbine rear frame at strut Nos. 2 and 9. These sensors detect and measure the tooth-passing frequency of a toothed sensor ring attached to the LPT rotor shaft. Each sensor has an integral lead which terminates on the No. 4 electrical panel. XNSD (Left and Right Side)

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LM6000 Construction and Operation Engine Vibration Sensors

Vibration Sensors The engine is equipped with two accelerometers, one on the CRF and one on the TRF. These accelerometers provide protection against self-induced synchronous vibration. Each sensor is capable of monitoring both high-speed and low-speed rotor vibration levels. Each accelerometer sensor has an integral lead that is routed to one of the electrical panels: CRF accelerometer to the No. 3 electrical panel and TRF accelerometer to the No.4 electrical panel. Accelerometer (Close-up)

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Mounting at CRF

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Compressor Temperature/Pressure Sensing

LPC Inlet Temperature (T2)

HPC Inlet Temperature and Pressure (T2.5, P2.5)

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LPC Inlet Temperature (T2) The engine is equipped with a probe to measure the LPC inlet temperature (T2). The probe contains a dual element, Resistance-Temperature Detector (RTD) with an integral lead terminating at the No. 1 electrical panel. The probe is located in the IGV/VIGV case which contains provisions for a second optional probe.

HPC Inlet Temperature and Pressure (T2.5, P2.5) The engine is equipped with a probe to measure the HPC inlet total temperature (T2.5) the inlet total pressure (P2.5) of the HPC. The probe contains a dual-element Resistance-Temperature Detector (RTD) with an integral lead terminating at the No.2 electrical panel.

HPC Inlet Temperature and Pressure (T2.5, P2.5)

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HP Compressor Discharge Temperature (T3)

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HP Compressor Discharge Pressure (PS3)

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FLAME SENSORS

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FLAME SENSORS An ultraviolet flame sensor detects the presence or loss of flame in the engine combustion system for control system logic use in sequencing and monitoring.

The flame sensor hardware consists of two ultraviolet sensor assemblies and two flame-viewing window assemblies, mounted on two holes in the compressor rear frame. The flame sensors come equipped with integral leads, which are connected directly to the packager-supplied signal conditioner.

When turbine speed drops below a defined threshold (Control Constant), the Flame Sensor Reference Shutdown (FSRSD) ramps to a blowout of one flame detector. The sequencing logic remembers which flame detectors were functional when the breaker opened. When any of the functional flame detectors senses a loss of flame, speed decreases at a higher rate until flame-out occurs, after which fuel flow is stopped. Fired shutdown is an improvement over the former fuel shutoff at dropout. By maintaining flame down to a lower speed, there is significant reduction in the strain developed on the hot gas path parts at the time of fuel shut off.

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Flame Sensor (Extended Profile)

Flame Sensor (Low Profile)

Flame Sensor Mounting Bracket and Sight Port F-060-00-10-000-00


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Low Pressure Turbine Inlet Temperature (T4.8) Sensor

Low Pressure Turbine Inlet Temperature (T4.8) Sensor There are eight separate shielded chromelalumel (type K) thermocouple probes that are installed on the LPT Stator case to sense LPT inlet temperature. There are two flexible harnesses; each is connected to four of the probes and routed to connectors on the No.4 electrical panel. F-060-00-10-000-00


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Turbine Inlet Total Pressure (P4.8) Sensor The engine includes a LPT inlet gas total pressure (P4.8) probe located on the LPT stator case. The interconnecting tubing between the P4.8 probe and the thrust balance controller is mounted on the No.4 electrical panel. The transducer tap connection is located on the controller block.

Turbine Inlet Total Pressure (P4.8) Sensor F-060-00-10-000-00


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Lube Oil Pump Sensors


Lube Oil Pump

(Right Side)

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(Left Side)

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Lube Oil Pump Sensors Seven dual-element platinum RTDs are provided as standard equipment on the engine for measurement of the lube oil supply and scavenge oil temperature. The RTDs sense temperatures of the bearing lube supply and scavenge from the individual sump (accessory gearbox AGB), TGB A, B, C, D, and E sumps. The cables for these RTDs are routed to the No. 2 electrical panel. The engine is equipped with electrical/magnetic remote-reading chip detectors in the TGB, sump A, sump B and common scavenge return lines. Each standard chip detector indicates chip collection when resistance across the detector drops. Chip detector leads are connected to the No. 2 electrical panel.

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Engine Operating Parameters

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Engine Operating Parameters The major engine components, sensors and important operating parameters are illustrated on the previous page. The engine-mounted sensors noted in the chart supply data for the fuel governor and sequencing systems. Independent software algorithms control inlet guide vanes, VBVs, and VSVs in the off-engine control system. The hydraulic actuators are an Electro-hydraulic type with built-in Linear Voltage Differential Transformer (LVDT), which provides accurate position feedback to the control system of the VG component.

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Introduction to Turbine Support Systems, Documentation, and System Configuration

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The Gas Turbine Generator “Package” includes multiple mechanical and electrical systems which are required for proper operation of the unit as a whole. These systems include starting, lubrication, fuel delivery and air handling. For each system described in this section, the operator will be introduced to: •Documentation for each system •Theory of operation •Location of major components •Function of components and normal operation of system •Operator Interface Display and requirements •Abnormal operation, alarm and shutdown actions

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The mechanical and electrical drawings are the documents that define the configuration of this unit. The mechanical and electrical drawings provided have been carefully detailed to include all the engineering and design data required to fully understand and operate this turbine-generator system. The mechanical drawings illustrate sub-system flows, both off-skid and on-skid. The electrical drawings illustrate interconnection of the devices identified on the mechanical drawings and, therefore, should be used in conjunction with the mechanical drawings. The most important “key” to reading and understanding mechanical and electrical equipment drawings is your ability to read symbols. You must be able to identify and read symbols to successfully interpret the technical and operational information that equipment drawings provide. Because space is often at a minimum on drawings, abbreviations are used to identify equipment components. Two of the most useful drawings available to help in understanding equipment drawings are the Flow and Equipment Symbols, Mechanical drawings and the Electrical Symbols, Abbreviations and Reference Data Drawings.

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Flow and Equipment Symbols - Mechanical Drawings F-060-00-20-000-00


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Flow and Equipment Symbols- Mechanical drawings are used to indicate the type of mechanical components installed in your system. They will identify the symbols and provide the names and name abbreviations of mechanical equipment symbols, piping symbols, hydraulic symbols, safety devices, and connection points located on your equipment. Excerpts from XXX231, Flow and Equipment Symbols drawing are shown above.

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F-060-00-20-000-00



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Electrical Symbols, Abbreviations and Reference Data drawings are used to indicate the type of electrical components installed in your system. They will identify the symbols and provide the names and name abbreviations of basic electrical symbols, circuit breakers, contacts, relays, and switches. They will also provide you with the symbols for transmission paths, one-line diagrams, and transformers. Examples from Electrical Symbols Abbreviations and Reference Data, drawing XXX005, are shown above.

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FLOW AND INSTRUMENT DRAWING

MATERIAL LISTINGS F-060-00-20-000-00


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Flow & Instrument Diagrams These drawings define the flow characteristics, start permissives, device set points and control-logic data. Flow (in gpm or scfm), filtration requirements, pressure-limiting, and shutdown responses are identified on these drawings. Together with the wiring and system wiring diagrams, these drawings define each system and its related components.

Flow and Instrument Drawings also include material lists which identify each component by tag number, device description, manufacturer, and part number.

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General Arrangement Drawings These drawings provide isometric, plan-and-elevation, and physical configuration data about major pieces of equipment, including skid interconnection-interface information and installation and footprint data. Data regarding the actual size and dimensions of major equipment may also be found on these drawings.

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F-060-00-20-000-00



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This LM6000 system consists of an enclosed main (turbine) skid, a generator and one or more auxiliary skids. The main skid contains a General Electric (GE) turbine engine (Model LM6000) connected to an air-cooled generator through an engine-generator coupling. The gas turbine generator package is equipped with a main unit enclosure. The unit enclosure is designed for outdoor installation with wind loads up to 100 mph (161 km/h). The enclosure has separate compartments for the generator and the gas turbine. Each compartment is provided with access doors and AC lighting. The turbine and generator compartment walls are supported by a structural steel framework and will withstand external wind loading plus the internal pressure developed by the fire extinguishing system. Enclosure walls are a sandwich construction filled with insulation blankets of high temperature sound attenuation material.

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The turbine compartment contains an integral overhead bridge crane to facilitate engine removal. 50Hz Units A speed reducer will be mounted between the engine and generator. This unit will reduce the nominal 3600 rpm (60Hz) LP rotor shaft output speed down to the generator input speed of 3000 rpm. The speed reduction gear is typically lubricated by the generator mineral lube oil system and is equipped with a turning gear motor for assisted rotation during start-up and cooldown.

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Inlet Air System Module The overhead air filter housing provides filtration for turbine combustion air and ventilation air for both the turbine enclosure and generator. The inlet air system is discussed separately under the Ventilation and Combustion Air System. The system also includes silencer assemblies for noise control. Turbine Exhaust The LM6000 exhausts through a flange located in the end of the turbine enclosure. This axial exhaust provides low restrictions and a direct path into optional or customer-supplied silencing or heat recovery equipment.

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The LM6000 static barrier filter removes more than 99.9 percent of all particles 5.0 micron and larger by utilizing a three-stage design. Typical airflow volumes through the filter assembly during baseload operation are listed below: •Engine Combustion Air

230,000 scfm / 6,514 m3/min.

•Turbine Ventilation Air

60,000 scfm / 1,699 m3/min.

•Generator Ventilation Air

45,000 scfm / 1,274 m3/min.

•Total Typical Air Flow

355,000 scfm / 9,487 m3/min.

Noise Control The enclosure and air inlet silencer reduce the average near field noise to 85 dB at three feet (1.0 m) from the enclosure and five feet (1.5 m) above grade. Far-field noise levels will be determined by the design of the heat recovery system or exhaust silencer. For most applications the steady-state noise levels emanating from one standard LM6000 60 Hz generator package at 400 feet (122 m) will comply with 59 dB. Lower noise limits can be provided with optional silencing equipment. Noise control will depend on the scope of the equipment supplied, the site plan, and project specific requirements. Noise control may be selected either to meet current noise requirements, or at a level to allow for future site expansion. F-060-00-20-000-00


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SKID MOUNTED AUXILIARY EQUIPMENT Typical installations employ a primary auxiliary equipment skid which contains the following equipment: •Synthetic lube oil reservoir, duplex scavenge filter (duplex shell/tube oil-to-coolant heat exchangers may also be mounted on this skid) •Electro-hydraulic start system •On-line/off-line water wash system (including instrument air filter) •Sprint System (Optional) •Gas fuel filters Separate skids my be provided for: •Liquid Fuel System •Fire System (CO2 cylinders) Note that auxiliary skids may be open or fully enclosed, depending on environmental and contractual requirements.

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CONTROL ROOM MOUNTED EQUIPMENT The packaging of the LM6000 GTG set includes a turbine-generator control panel (TCP), digital generator protection relay system, 480V motor control center (MCC), and 24 and 125-VDC battery systems, including the battery racks and chargers. The control room may customer-supplied or GE supplied skid-mounted structure.

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When handling oil used in gas turbines, do not allow oil to remain on skin any longer than necessary. It contains a toxic additive that is readily absorbed through the skin. Personal protective equipment will be worn when handling turbine oil.

NOTE: Oil consumption is not expected to exceed 0.4 gal/hr (1.5 l/hr) additional oil may be lost overboard through the engine sump vents, depending upon efficiency of the air/oil separator(s).

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System Overview

The Turbine Lube Oil System is shown in detail on F&ID XXX244. Please refer to the latest revision of this drawing for correct, site-specific configuration and settings.

The LM6000 gas turbine uses synthetic lube oil (MIL-23699, Mobil Jet Oil II, Exxon Turbo Oil 2380, Castrol 5000) to:

Ø

Lubricate and cool turbine bearing and gearboxes

Ø

Provide oil to the variable geometry control system.

Ø

Lubricate the over-running clutch for the hydraulic starter motor

The LM6000 lube oil system has two distinct sub-systems; a pressurized supply system and a separate scavenge system. Each subsystem has its own filtration.

A multi-element lube oil pump, containing both a supply (one (1)) element and scavenges elements (six (6)) elements, circulates oil through the system. A reservoir, lube oil coolers, piping, valves, and instrumentation complete the system.

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TURBINE SUPPLY LUBE OIL SYSTEM The turbine lube oil pump is mounted on the right rear side of the accessory gearbox. The supply element takes suction from the 150-gallon (568 liters) stainless steel turbine lube oil reservoir mounted on the auxiliary skid. Discharge pressure from the supply element is piped to the duplex supply lube oil filters, rated at six (6) microns. Two-way selector valves allow either filter to be on-line while the other is being serviced. From the supply lube oil filters the lube oil is piped to the turbine supply header to lubricate bearings, gearboxes and the hydraulic starter clutch. TURBINE SCAVENGE OIL SYSTEM After the oil is supplied to the gearboxes or bearing sumps, the oil is recovered from the gearboxes and sumps by one of six scavenge elements of the oil pump. Scavenged oil from “A/TGB and B” sumps passes over magnetic chip detectors. The collective oil discharged from all the scavenge elements also passes over a common magnetic chip detector. The oil then flows past a pressure relief valve which lifts when excess oil pressure is sensed, returning excess oil directly to the reservoir. The primary oil flow is then routed to the scavenge filters, where it is filtered to 6 microns. Then the oil flows to the turbine lube oil coolers, where the hot oil is cooled before being returned to the reservoir. A temperature control valve on the cooler discharge bypasses oil around the oil coolers when the oil temperature is below the setpoint. As the oil temperature increases, the temperature control valve starts mixing the warmer oil with cooler oil from the coolers to maintain a preset temperature. After passing through the temperature control valve, the oil is then returned to the reservoir Each engine bearing sump is provided with a sump vent line which allows sump pressurization air and entrained oil to be routed to an air/oil separator. The air/oil separator is mounted on the enclosure roof. By use of a dual-staged filter media and a fin/fan cooler, the separator removes entrained oil from the vent air. Oil is then returned to the reservoir and the vent pressurization air is released to atmosphere.

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Turbine Lube Oil System (Woodward Control) Turbine Lube Oil Reservoir The lube oil reservoir is stainless steel and is located on the auxiliary skid and has a 150 gallon (568 L) capacity. It has local indication of temperature, level, flow from the air / oil separator, and a reservoir heater (to keep lube oil temperature inside to at least 90F (32 C)). It also has a level switch and temperature switch.

Lube Oil Supply and Scavenge Pump The lube oil supply and scavenge pump assembly is located on the right rear side of the accessory gearbox. It has one supply element and six scavenge elements. The supply element provides 10-18 gpm (.63 –1.13 L/sec) flow, at 32-110 psig (220.6-758.4 kPag). The pump is a positive displacement type pump. The scavenge elements will discharge a combined total of 10-18 gpm (.63 –1.13 L/sec) at 20-80 psig (137.8-551.5 kPag).

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Scavenge Oil Filters The duplex scavenge lube oil filters are located on the auxiliary skid. The filter elements are rated at six (6) microns, and each element is designed for 100% flow and pressure. The filters have a local pressure differential pressure gauge, an alarm pressure differential switch set at 20 psid (138kPad), and a shutdown differential pressure switch set at 25 psid (172 kPad).

Supply Lube Oil Filters The duplex supply lube oil filters are located on the auxiliary skid. The filter elements are rated at 6 micron and each element can handle 100% flow and pressure. The filters have a local pressure differential pressure gauge, an alarm pressure differential switch set at 20 psid (138kPad), and a shutdown differential pressure switch set at 25 psid (172 kPad). NOTE: Human hair is about 100 Microns in Diameter

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TYPICAL LM6000 BEARINGS “R” DESIGNATES ROLLER BEARINGS.

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“B” DESIGNATES BALL BEARINGS.


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Bearings And Gearboxes Bearings are classified into two broad categories; friction, also commonly known as plain or Babbitt type, and anti-friction, which contain rollers or balls that makes a rolling contact with the shaft. The gas turbine utilizes anti-friction type bearings, whereas the generator has friction type bearings. Bearings have the following functions. They… •support the load on the shaft. The load may be a gear or the shaft itself. •reduce friction created by turning. This is accomplished both by design and by lubrication and is one of the most important functions of bearings. •reduce friction created by thrust. A specially designed bearing is required for this purpose. •hold a shaft in rigid alignment. A high speed-rotating shaft has a tendency to “whip” unless adequately supported by bearings. A pressure header provides lube oil to each of the bearings to lubricate and cool them. The roller bearings support the radial loads of the shafts, while the ball bearings absorb the shaft’s axial and radial loads. The pressure header also provides oil to lubricate and cool the inlet gearbox, transfer gearbox, and the accessory gearbox. As the oil drains through the bearing and gearboxes, it collects in sumps. Each sump is drained by a scavenge pump that suctions the oil from the bottom of the sumps.

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Turbine Engine Dry Sump All sumps are pressurized by low-pressure compressor (LPC) discharge static air pressure (P25). The airflow is of sufficient volume and pressure to maintain a positive airflow inward across the inner seals to the inner sump cavity. This positive airflow carries with it any oil on the seals, thus retaining the oil within the inner cavity. Sump pressurization air enters the outer sump cavity through a pressurizing port. This air then passes across the oil seals into the inner sump cavity, where it is vented to the air-oil separator. Sump pressurization air also passes outward across the outer seals to the engine cavity.

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The lube oil is then scavenged out of the bearing sumps and the gearboxes by one of six scavenge oil pump elements of the lube oil supply and scavenge pump. Each of the six scavenge lines are equipped with resistance thermal devices (RTD) to measure scavenge oil temperature after leaving the bearing housing. The RTD’s allow for operator monitoring, alarming and shutdown of the turbine if temperature setpoints are met. Oil from sumps “A/TGB” and “B” is passed over two of three magnetic chip detectors. The third is located in the common discharge line from all scavenge oil pumps. The magnetic chip detectors detect ferrous (of or containing iron) particulate metal in the scavenge oil flow from the bearings & gearboxes. This collection of metal is usually caused by degradation of the bearings or gears in the engine. The chip detectors normally read 300 ohms when clean. As particulate matter collects on the magnet, the resistance reading gets lower. At 100 ohms an alarm is sounded at the control console.

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Temperature Control Valve The temperature control valve regulates lube oil return temperature by bypassing some of the hot oil around the lube oil cooler and mixing it with the cool oil from the oil cooler. The thermostatic valve is a fully automatic, 3-way fluid temperature controller for mixing application. Temperature is sensed at port “A” (valve outlet). Port “B” remains fully open until oil temperature reaches approximately 100 °F (38 °C) to 102 °F (39 °C). As the oil, temperature continues to rise port “B” starts to close off and port “C” starts to open, mixing the hot and cool oils. Port “B” is fully closed and port “C” is fully open if oil temperature reaches 116 °F (47 °C) to 118 °F (48 °C). The valve continually modulates the oil flow, maintaining a nominal oil temperature of 110° F (43 °C). The oil is then returned to the lube oil reservoir. F-060-00-20-100-00


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LUBE OIL COOLERS

As discussed previously, the lube oil is returned to the reservoir after passing through or bypassing the lube oil cooler, as determined by the three-way thermostatically controlled valve. The lube oil cooler utilizes the principles of conduction, convection or radiation in order to transfer heat from the lube oil to a medium, typically air, water or some other fluid, depending on cooler design. Lube oil coolers employed in the Gas Turbine Generator application are typically one of three basic designs. They are:

•Fin Fan Coolers (Ambient air cooled) •Shell and Tube (water cooled) •Plate Type (Fluid cooled)

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Fin Fan Cooler The “fin fan” cooler is a heat-exchanger that uses air as the cooling medium. Oil is passed through the inner tubes of the cooler, and air is forced across the outside of the tubes to decrease the temperature of the circulating oil. The fin fan heat exchanger is a radiator-type heat exchanger that uses electric fans to force air through the radiator, thereby cooling the lubricating oil. After oil passes through the heat exchanger, it is routed directly to the lube oil reservoir. During cold startups, oil may be bypassed around the fin fan heat exchanger if the thermostatic control valve determines the temperature to be lower than the set point. During normal operation, the temperature control valve regulates lube oil return temperature by bypassing some of the hot oil around the lube oil heat exchanger and mixing it with the cool oil from the oil cooler. The thermostatic valve is a fully automatic, three-way fluid temperature controller for mixing application. The valve continually modulates the oil flow, maintaining a nominal oil temperature.

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Shell and Tube Type Cooler Shell-and-tube coolers serve to cool the lubricating oil. The shell-and-tube cooler consists principally of a bundle (also called a bank or nest) of tubes encased in a shell. The cooling liquid generally flows through the tubes. The liquid to be cooled enters the shell at one end, is directed to pass over the tubes by baffles, and is discharged at the opposite end of the shell. In other coolers of this type, the cooling liquid flows through the shell and around the tubes; the liquid to be cooled passes through the tubes. The tubes of the cooler are attached to the tube sheets at each end of the shell. This arrangement forms a tube bundle that can be removed as a unit from the shell. The ends of the tubes are expanded to fit tightly into the holes in the tube sheets; they are flared at their outer edges to prevent leakage. One tube sheet and a bonnet are bolted to the flange of the shell. This sheet is referred to as the stationary-end tube sheet. The tube sheet at the opposite end floats in the shell, a design that allows for expansion of the tube bundle. Packing rings, which prevent leakage past the floating-end tube sheet, are fitted at the floating end between the shell flange and the bonnet. The packing joint allows for expansion and prevents the mixing of the cooling liquid with the liquid to be cooled in-side the shell by means of a leak-off, or lantern, gland that is vented to the atmosphere. Transverse baffles are arranged around the tube bundle in such a manner that the liquid is directed from side to side as it flows around the tubes and through the shell. The deflection of the liquid ensures the maximum cooling effect. Several of the baffles serve as supports for the bank of tubes. These baffles are of heavier construction than those that only deflect the liquid.

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Plate Heat Exchangers Plate heat exchangers use a number of gasketed metal plates that are compressed together. The plates are designed to allow transfer of heat from one circulating fluid to another. Cooling water enters and flows through one plate, while lube oil flows through the next. Inside the heat exchanger, plates are arranged to provide alternate hot and cold sections, thereby sandwiching the hot lube oil plates between two cold water plates and allowing maximum heat transfer. As oil and water flows through the plates, the large surface area allows heat to be transferred from the hot lube oil to the cooler circulating water. Plate heat exchangers are more efficient than conventional shell and tube heat exchangers because they provide more surface area for better heat transfer. In addition they are smaller in size, require less water, and can operate at higher pressures than comparable shell and tube heat exchangers.

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Air / Oil Separator

Bearing sump vent air goes to an air/oil separator located on the roof of the enclosure. The air/oil separator is a two-stage design with a heat exchanger between the stages. The vent air flows through the first separator, which has a filter pad that collects most of the oil mist trapped in the vent air. The vent air then goes through an air-to-vent air heat exchanger, followed by the second stage of oil separation passing through a filter pad in the second separator chamber. Collected oil is returned to the turbine lube oil reservoir and the air is discharged to atmosphere.

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Turbine External Lube Oil Operation Lubricating oil is drawn from the turbine lube oil reservoir into the supply pump suction at turbine connector áL1ñ. The supply pump discharges pressurized oil through turbine connector áL6ñ to the duplex filter assembly (lube oil supply filter), removing particles ³ 6 µ, absolute, from the oil. Some filtered oil is taken to the supply valve actuator in the turbine hydraulic system, but most of the filtered supply oil is returned to the turbine at connector áL3ñ. The turbine supply oil pressure is monitored by instruments on the turbine gauge panel. Pressure switches respond according to oil pressure and transmit switch closures to the turbine control system. The control system evaluates information relative to speed and initiates action accordingly. Oil supply pressure gauge PI-6108 indicates supply pressure at the turbine oil header, and pressure transmitter PT-6121 transmits this information to the TCP. Pressure switch PSLL-6115 opens when turbine header oil pressures £ 15 psig (103 kPag)On startup, if PSLL-6115 has not closed when the turbine speed reaches 7800 rpm, the control system initiates a low-oil pressure, fast stop lock out (FSLO) shutdown. Pressure switch PSLL6116 is open at turbine header oil pressures £ 6 psig (41 kPag). On startup, if PSLL-6116 has not closed when the turbine speed is  4500 rpm but  7800 rpm, the control system initiates an FSLO shutdown. Some filtered supply oil from the turbine oil header at turbine connector L3 is used by turbine VG hydraulic pump to operate the turbine VG system. A filter, integral to the VG system, filters pump output. The condition of this filter is displayed by pressure gauge PDI-6149 and monitored by pressure differential switch PDSH-6146. Most oil supplied to turbine oil header at connector L3 is used to lubricate and cool turbine bearings. The turbine scavenge pump scavenges lubrication oil mixed with air from turbine bearings and discharges the air-oil mixture to the external lube oil system via turbine scavenge oil discharge connector L2. The turbine scavenge oil header pressure at L5 is monitored by instruments on the turbine gauge panel. Scavenge oil pressure gauge PI-6109 indicates scavenge oil pressure at scavenge oil pump discharge. Pressure transmitter PT-6122 senses pressure at the scavenge oil pump discharge and transmits that information to the control system. Pressure switch PSH-6117 opens to notify the control system of high scavenge oil back pressure (when pressure at the turbine oil header is  100 psig (689 kPag)). At switch opening, the control system initiates an alarm. A check valve in the filter line prevents oil from the scavenge discharge from draining back into the turbine. Pressure-relief valve PSV-6103 limits scavenge back pressure to 140 psig (965 kPag). F-060-00-20-100-00


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The turbine scavenge oil header pressure at L5 is monitored by instruments on the turbine gauge panel. Scavenge oil pressure gauge PI-6109 indicates scavenge oil pressure at scavenge oil pump discharge. Pressure transmitter PT-6122 senses pressure at the scavenge oil pump discharge and transmits that information to the control system. Pressure switch PSH-6117 opens to notify the control system of high scavenge oil back pressure (when pressure at the turbine oil header is  100 psig (689 kPag)). At switch opening, the control system initiates an alarm. A check valve in the filter line prevents oil from the scavenge discharge from draining back into the turbine. Pressure-relief valve PSV-6103 limits scavenge back pressure to 140 psig (965 kPag). The scavenge oil pump discharge at scavenge oil discharge connector L2is routed to the scavenge oil filter assembly and is filtered through a selected duplex element. Filtered scavenge oil is then cooled by a selected cooler in the heat exchanger before being returned to the reservoir for recirculation. The portion of oil actually routed through the selected cooler is determined by three-way, thermostatic valve TCV6101. This valve apportions oil flow through the selected cooler, as required, to maintain the outlet temperature at 110 °F (43.3 °C). All oil below 110 °F (43.3 °C) is bypassed directly to the lube oil reservoir. Bearing sumps are vented through the air-oil pre-separator, the air-air heat exchanger, and the air-oil separator. The air-oil separator system removes entrained vent air from the lube oil. The oil is returned to the reservoir. Seal/sump oil drains are always open and should have no flow during normal operation. Customer instrument air connector [55] provides air to the LPT at connectors A23, A24, A25, and A28 for air purge cooling after shutdown. The air pressure regulator maintains the purged air pressure at 30 psig (207 kPag).

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Turbine External Lube Oil Features The external lube oil system equipment consists of several major assemblies plus interconnects piping and related monitoring instruments. The equipment components are located on the turbine-generator skid and the auxiliary skid. Thermometers are mounted at appropriate points in the piping and oriented for direct observation. Pressure gauges, mounted on one of two gauge panels, directly indicate operating pressures while pressure switches and transmitters, mounted on the same panels, input the pressure information to the control system. Manually operated ball valves throughout the piping facilitate component maintenance. The external lube oil system components on the turbine-generator skid consist of system piping and instrumentation to monitor the turbine oil pressures at the turbine inlet and outlet connectors. The external lube oil system components on the auxiliary skid consist of piping and valving, instrumentation to monitor filter condition, oil reservoir, filter assembly, scavenge oil filter assembly, heat exchangers, and oil tank flame arrestor and demister. Turbine Lube Oil Reservoir The turbine lube oil reservoir is a 150-gallon tank containing synthetic oil on the auxiliary skid. The reservoir is filled via a fill cap and basket strainer, and may be drained via a 2-inch drain valve. An air-oil separator allows air to escape to the atmosphere while capturing the oil droplets to be drained back into the reservoir. A demister/flame arrestor inhibits combustion of flammable vapors. The relief vent cracks open at 1–4 psid (7-28 kPag). Lubricating oil is drawn from the reservoir through a supply shutoff valve. Level gauge LG-6105, located on the side of the tank, provides for direct observation of the oil level in the tank. Tank heater HE-6104 warms lubrication oil during cold-weather operation. Thermostatic control switch TC-6131 energizes the heater whenever the turbine lube oil temperature drops to 90 °F (32 °C). Alarm switch LSL-6102 signals the control system if the oil level drops 12 inches (30 cent.) below the flange while simultaneously de-energizing HE-6104. Thermometer TI-6110, located on the lube oil tank, indicates actual oil temperature in the range of 50–400 °F (10-204 °C). Low oil temperature switch TSL-6113 signals the control system when the oil temperature drops to 70 °F (21 °C).

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Turbine Lube Oil Duplex Filters The lube oil supply and scavenge oil filter assemblies are located on the auxiliary skid. Except for external instrumentation, the two assemblies are identical. Each is a duplex, full-flow assembly, with two steel filter shells and replaceable 6-µ-absolute filter elements. A manual shuttle valve may be used to divert oil flow through one element, allowing the other element to be serviced without interruption of operation. For each duplex filter, a differential pressure gauge and two differential pressure switches, located on the auxiliary skid gauge panel and JB-55, warn operating personnel of dirty filter elements. The instruments may be isolated from the system by means of instrument valves while a differential pressure balance valve permits equalizing pressure across the instruments. The lubricating oil system contains three instruments for monitoring operation at the supply and scavenge duplex filter assemblies: (1) differential pressure gauges PDI 6106 and PDI 6107 indicate filter differential pressure in the range of 0–30 psid (0-207 kPad), (2) differential pressure switches PDSH 6120 and PDSH 6118 signal the control system to initiate an alarm if the pressure drop across the oil filter rises to 20 psid (138 kPad), and (3) differential pressure switches PDSHH 6144 and PDSHH 6119 signal the control system to initiate a cool-down lockout (CDLO) shutdown if the pressure drop across the oil filter rises to 25 psid (172 kPad). Turbine Lube Oil Heat Exchangers The shell and tube heat exchanger assembly is located on the auxiliary skid. The lube oil may bypass the coolers if thermostatic control valve TCV-6101 determines the temperature to be < 110 °F (430 °C). After the lube oil passes through control valve TCV-6101, temperature indicator TI-6137 measures actual lube oil temperature. This indicator is scaled 0-250 °F (0-121 °C). The lube oil is then routed directly to the reservoir.

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Air-Oil Separator The turbine air-oil pre-separator, air-air heat exchanger, and the air-oil separator are located on the roof of the turbine enclosure and vent to the atmosphere. Turbine engine sumps A/B and C, at engine connector áA9ñ, are connected to the separator via a 6-inch line. Sumps D and E, at engine connector áA10ñ, are also connected to the separator via a 6-inch (15 cent.) line. The pre-separated oil is drained to the turbine lube oil tank via a 1½-inch (3.8 cent) line, the air is vented to the air-air heat exchanger where it is cooled, and then, the air is vented to the air-oil separator. The separated oil is drained to the turbine lube oil tank via a trapped ½-inch (1.3 cent.) line, and the air is vented to the atmosphere. A sight gauge allows operating personnel to observe oil flow from the pre-separator to the lube oil tank. Pressure switch PDSH6148 indicates excessive differential pressure and initiates alarm PDAH-6148 if pressures increase to ³ 1.75 psid (12 kPad).

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Turbine Lube Oil System HMI Display The typical Turbine Lube Oil System HMI display screen is laid out similar to the Flow and Instrument Diagram. Reservoir temperature and level switches and the state of the heater are displayed. Lube oil supply and scavenge pressures are displayed as well as the state of high and low pressure switches. Differential pressure across supply, scavenge, and VG oil filters is displayed. Scavenge oil temperatures, as measured by the dual element RTDs, are displayed. The state of the air/oil separator cooler fan motor is displayed as well as differential pressure between separator stages.

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Gas Turbine Lube Oil System Review

1. What are the two aspects of the turbine lube oil system that requires special attention regarding personal safety on the part of the operator? A.__________________________ B.__________________________ 2. The variable geometry control pump supplies turbine lube oil to the engine fuel valve actuator(s). A. True

B. False

3. Turbine lube oil for the most part is maintained at a constant pressure after the engine has attained synchronous rpm. A. True

B. False

4. Can the duplex lube oil supply filters be transferred in and out of service during unit operation? A. True

B. False

5. The engine's lube oil system coolers use ____ as the cooling media. A. The primary air system

C. Ambient air

B. The secondary air system

D. Water

6. The temperature of the oil in the turbine lube oil reservoir tank will be maintained at ____.

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A. 70 °F

C. 90 °F

B. 80 °F

D. 100 °F Turbine Lube Oil System (Woodward Control)

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Turbine lube oil temperature is controlled by ____. A. Variable speed cooler fans B. Regulating flow through or bypassing the lube oil cooler C. Throttling the rate of flow through the engine D. None of the above

8.

Engine shutdown occurs if lube oil pressure is not above specific minimum values as speed increases. A. True

9.

B. False

Bearing cavity seals within the engine are ____. A. Spring-loaded carbon B. Single labyrinth C. Double labyrinth with air pressure between

10.

All dual-redundant lube oil filters that can be replaced without engine shutdown can be serviced without entering the turbine enclosure. A. True

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B. False

What type of oil can you use on the LM6000? Turbine Lube Oil System (Woodward Control)

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12.

Can you mix different types of oil in the turbine sump?

13.

Where is the oil pump mounted?

14.

Why isn’t there a “backup” lube oil system to protect the turbine bearings if the primary pump should fail?

15.

What does the “Scavenge Oil System” do?

16.

Depending on customers needs, a lube oil system might have Plate & Frame, Shell & Tube or FinFan Coolers. Why would a customer choose one of these types over the other type?

17.

What is the purpose of having Lube oil analyzed?

18.

How can you check for free water in an oil sample?

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LM6000 Variable Geometry System (Woodward Control)

LM6000 Variable Geometry (Woodward Control)

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LM6000 Variable Geometry System

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(Woodward Control)

Variable Geometry System Overview

The Turbine Lube Oil System supplies oil for the Variable Geometry (VG) System The VG system consists of: •VG hydraulic pump •VG hydraulic pump oil filter •Hydraulic control unit (HCU), which houses torque motor-positioned hydraulic servos for porting fluid at regulated pressure •Two Variable Inlet Guide Vane (VIGV) actuators (optional) •Six Variable Bypass Valve (VBV) actuators •Two Variable Stator Vane (VSV) actuators

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VG System Operation The VG hydraulic pump is a fixed-displacement pump which supplies pressurized lube oil to the HCU for delivery to the actuators. Positioning of the VIGVs, VSVs and VBVs is scheduled by the Millennium or Netcon Control System (provided with the unit). Electrical inputs to separate servo valves in the HCU, which is mounted on the VG hydraulic pump, position the servo valves in the correct position. Position feedback to the control system is provided by Linear Variable Differential Transformers (LVDTs) integral to the individual system actuators.

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Hydraulic Control Unit

The HCU controls the hydraulic pressure for the servo system. The HCU receives oil from the VGC pump. This oil is filtered in a single filter (for safety reasons only, since the oil has already passed the lube oil filter). From the filter the oil flows to two control valves, one adjusted to 83 bar for the VBV system via the internal connections in the HCU and VGC pump. The HCU contains three servo valves, for the IGV, VBV and VSV control system. The other servo systems operate with servo valves that are incorporated in the control valve assemblies. The servo valves in the HCU operate on DC signal with the following characteristics: •Null bias current

20+/- 2 mA

•Normal current in coil

-80 to 120 mA (100 mA nominally)

•Maximal current

-350 to 350 mA

•Resistance of coil

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27 to 63 Ohms


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Variable Inlet Guide Vanes

Two hydraulic actuators (3 and 9 o’clock) operate the variable VIGVs for the LPC. Both actuators have an internal LVDT (position transducer) for the feedback signal to the control system. At low compressor speed the VIGVs are kept in the minimum position in order to limit the airflow through both the LPC and the HPC.

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(Woodward Control)

Variable Bypass Valve (VBV) System

The VBV system is located on the compressor front frame assembly. It is used to vent LPC discharge air overboard through the LPC bleed air collector, in order to maintain LPC stall margin during starting, partial power operation, and large power transients. The VBV system consists of 12 variable-position bypass valves, six VBV actuators (two with LVDTs), six actuator bellcranks, 12 VBV bellcranks, and an actuation ring. The actuators are located at the 1:00, 3:00, 5:00, 7:00, 9:00, and 11:00 o’clock positions on the compressor front frame. The six actuators are positioned with one VBV on each side of each actuator. The actuators, actuation ring and VBVs are mechanically linked by bellcranks and pushrods. The actuators position the actuation ring, which opens and closes the VBVs. The 5:00 and 11:00 o’clock actuators are equipped with integral LVDTs for position indication. The Millennium Control System is designed to control VBV position by means of closed-loop scheduling of VBV actuator position, based on LPC inlet temperature (T2) and high pressure (HP) rotor speed corrected to inlet conditions (XN25R2).

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Variable Stator Vane (VSV) System The VSV system consists of two VSV actuators and levers, actuation rings, and linkages for each VSV stage. The VSV system has two hydraulic actuators, located at the 3:00 and 9:00 o’clock positions. Each actuator is equipped with an integral LVDT for position feedback. The Millennium Control System controls VSV position by means of closed-loop scheduling of VSV actuator position, based on corrected high-pressure (HP) rotor speed (XN25R). The VSV system has a number of natural wear points that must be inspected on a regular basis. By keeping the system in good physical condition, accurate positioning of the vanes is possible. Misadjusted or worn vanes, or worn vane bushings, can cause a significant increase in the cyclic loading imparted on the rotating blades in the compressor. Wear can be drastically accelerated by allowing the external surfaces to become dirty and/or oily over time. This mixture combines to form a paste very similar to lapping compound. Consequently, each time the system cycles, the wear surfaces are “lapped” and clearances increase at an ever accelerating rate. External surfaces can be cleaned following work package 4011.

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VGC Schedules The simplified “LM6000 VGC schedules” show that during low speeds of XN25: IGVs are closed (minimum position) VBVs are open VSVs of the HPC are closed (minimum position) As the HPC speed goes up, the VGC components gradually obtain their full speed positions. Besides the HPC speed, the air inlet temperature has an influence on the required VGV positions. Therfore, the HPC speed signal XN25 will be corrected with a factor derived from the HP compressor inlet temperature T25.

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Variable Geometry Hydraulic Pump. The variable geometry hydraulic pump is a positive displacement pump that supplies the hydraulic control unit (HCU) with the correct oil flow and pressure to move the variable bleed valves (VBVs) and the variable stator vanes (VSVs) to the required position. Variable Geometry Hydraulic Pump Oil Filter The VG pump filter is mounted near the discharge of VG pump, on the engine accessory gearbox. The filter is rated at 40u. The filter also has a pressure differential switch set at 20 psid (138kPad), which sends a signal to the turbine control system for alarm indication. Hydraulic Control Unit (HCU) The hydraulic control unit receives position signals from the turbine control system. The HCU houses torque motor-positioned hydraulic servos to direct hydraulic fluid at regulated pressure to the VBV actuators and / or the VSV actuators, or to the bypass position.

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Variable Geometry System demand and position feedback data is displayed on the Turbine Overview screen in the HMI. For each system, both LVDT positions are displayed in addition to the position demand and the selected position feedback signal used for control.

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Variable Geometry System Review

1. The variable geometry (VG) system consists of: •_________________________ •_________________________ •_________________________ •_________________________ •_________________________

2. The VG hydraulic pump is a ________________ type pump.

3. Position feedback to the control system is provided by___________________.

4.

Name the three servo valves in the HCU. 1._____________________________ 2._____________________________ 3._____________________________

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5.

The VBV system consists of ____ variable-position bypass valves, ____ VBV actuators (two with LVDTs), _____ actuator bellcranks, _____ VBV bellcranks, and an actuation ring.

6.

The ______ and _______ o’clock actuators are equipped with integral LVDTs for position indication on the VBV.

7.

The VG filter is rated at ________ micron.

8.

What type of oil is used on the Variable Geometry?

9.

Hydraulic oil for the TBV is being received from?

10.

At what pressure will the oil filter bypass?

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LM6000 Start System (Woodward Control)

Hydraulic Start System

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Cooler Pump

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SYSTEM OVERVIEW The illustration above is a simplified diagram of the LM6000 Hydraulic Starter System. For complete, sitespecific layout, instrumentation and settings, please refer to F&ID XXX232. The LM6000 hydraulic start system supplies hydraulic pressure to the hydraulic starter motor. This pressure is used to rotate the HP compressor during low-speed crank, high-speed crank, and start. The starter system is also utilized to perform offline water wash cycles and to crank engine during certain CDLO/FSWM shutdowns. The charge pump takes suction from the hydraulic oil reservoir and discharges the hydraulic oil to the suction side of the main pump, providing a positive suction for the main pump. The main pump discharges the oil at 5200 psig (35,853 kPag) at a flow rate of 56 gal/min (212 L/ min). The oil from the main pump is piped to the hydraulic starter motor on the accessory gearbox of the gas turbine. The oil pressure hydraulic starter motor, in turn, rotates the HP compressor through the accessory gearbox. Most of the oil from the hydraulic starter motor returns to the suction side of the main pump, but oil from the pump casing drains, then flows, through a return line to the temperature control valve. When the return oil is cool, the temperature valve sends the oil directly to the reservoir. When oil heats up during operation, the valve diverts oil to a fin-fan cooler and then to the reservoir. The hydraulic cooler fan pump is mounted on the end of the hydraulic pump assembly. This pump takes suction from the reservoir and discharges the oil to the hydraulic fan motor on the fin fan oil cooler. The discharge from the motor returns to the hydraulic oil reservoir.

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Hydraulic Oil Charge/main Pump assembly

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Insulated Hydraulic Reservoir


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Hydraulic Oil Reservoir The hydraulic oil reservoir is stainless steel. The reservoir is located on the auxiliary skid and has a 40 gal (151 L) capacity. The reservoir has local indication of level and a reservoir heater, which keeps lube oil temperature in the reservoir to at least 90 °F (32 °C). The reservoir also has a level switch, a temperature switch, and a suction strainer, which will bypass the strainer at 3 psid (20.6 kPad), located inside the reservoir.

Hydraulic Oil Charge Pump The charge pump is one of three pumps in the hydraulic pump assembly. The charge pump takes suction from the hydraulic oil reservoir and discharges the hydraulic oil at 350 psig (2413 kPag) at a flow rate of 12 gal/min (45 L/min) to the charge pump filter.

Charge Pump Filter The charge pump filter is a “spin on” type single stage filter. The filter has a visual indicator to show filter condition. The filter housing has a bypass valve that will open, bypassing oil around the filter if differential pressure across the filter reaches 50 psid (344.6 kPad).

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Main Hydraulic Oil Pump The main hydraulic starter pump, located on the starter skid, is driven by a three-phase, constant-speed, AC electric motor. The hydraulic starter pump has a variable swash plate, whose angle is controlled by software logic signals from the turbine control panel (TCP). The signals are applied to a solenoid operated valve (SOV) on the hydraulic starter pump assembly. The hydraulic starter pump supplies hydraulic fluid under high pressure to the turbine starter motor. As the hydraulic starter pump’s swash plate angle is increased or decreased, more or less hydraulic fluid under pressure is applied to the pistons in the turbine starter motor, thereby increasing or decreasing the revolutions per minute (rpm) of the starter and the turbine engine. Fluid pressure from the hydraulic starter pump is applied to pistons in the turbine starter motor causing the motor to rotate.

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Hydraulic Starter Motor

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Hydraulic Starter Motor The hydraulic starter motor, located on the auxiliary gearbox of the LM6000, is driven by hydraulic fluid under high pressure from the main hydraulic oil pump. The hydraulic starter motor has a fixed angle swash plate with movable pistons. The high-pressure fluid forces the pistons to move within the cylinder, causing the motor to rotate.

Low Pressure Return Oil Filter The low-pressure return oil filter is a “spin-on” type single-stage filter. The filter has a visual indicator to show filter condition. The filter housing has a bypass valve that will open, bypassing oil around the filter if differential pressure across the filter reaches 25 psid (172.3 kPad).

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Oil To Relief Valve

Oil To Cooler

Oil Inlet

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Temperature Control Valve The temperature control valve regulates hydraulic oil return temperature by bypassing some oil around the lube oil cooler. The valve opens when the oil heats during operation and diverts the oil through the Fin-Fan cooler to the reservoir. Temperature control valve is set at 120°F (49°C).

Hydraulic Oil Cooler Pump The cooler pump is a gear type pump coupled to the main pump assembly which is driven by the electric motor. It draws suction from the reservoir and pressurizes a hydraulic fan motor in the hydraulic oil cooler.

Hydraulic Oil Cooler Pump Discharge Relief Valve The hydraulic oil cooler pump discharge relief valve protects the hydraulic cooler pumps from overpressurization, by discharging excess pressure back to the reservoir. The relief valve is set at 1200 psid.

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Hydraulic Oil Cooler (Electric)

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Hydraulic Oil Cooler

A fin fan type cooler cools the hydraulic oil. The fan for the cooler is powered by a hydraulic motor which in return rotates a five blade fixed pitch fan assembly. The hydraulic motor is powered by pressure from the hydraulic oil cooler pump.

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Hydraulic Starter Clutch

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Centrifugal Starting Clutch In the starting motor output shaft a centrifugal clutch allows engagement of the starting motor to the gas turbine generator at the beginning of the start-up sequence, and disengagement as soon as the HP runs faster than the starting motor. At 4500 rpm’s XN 2.5 speed the control system will signal a shutdown of the hydraulic start motor. For proper clutch operation, the oil flow to the clutch should be continuously controlled to a minimum of .5 qt/minute (.47 L/min) and to a maximum of 1.25 qt/minute (1.18 L/min). An orifice plate controls this oil flow. This clutch is also referred to as an overriding or overrunning clutch. At standstill of the gas turbine generator and the starting motor, the pawls of the centrifugal clutch engage in the gear on the starting motor output shaft. Weak plate springs push the pawls in the gear teeth. As soon as the starting motor begins to run, it will drive the HP shaft. The pawls tend to move outwards due to centrifugal force, but as long as the starting motor supplies torque to the HP rotor, the claws will stay engaged by friction. At approximately 4500 rpm the control system will shut down the starting motor. This will cause the torque to reverse and, immediately, the claws will disengage. When during the shutdown sequence the gas generator runs down to standstill, the centrifugal force on the pawls will gradually diminish, allowing the weak springs to bring the claws to the starting motor gear. As soon as the HP shaft speed is below 1000 rpm, the gas turbine may be started again. The spring force in the clutch then overrides the centrifugal force of the claws, allowing full engagement of the claws.

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In an SSS clutch the input shaft has helical splines, which correspond to the thread of the bolt. Mounted on the helical splines is a sliding component, which simulates the nut. The sliding component has external clutch teeth at one end, and external ratchet teeth at the other (see Figure 1).

When the input shaft rotates, the sliding component rotates with it until a ratchet tooth contacts the tip of a pawl on the output clutch ring. This prevents rotation of the sliding component relative to the output clutch ring, and aligns the driving and driven clutch teeth (see Figure 1 and Figure 4).

As the input shaft continues to rotate, the sliding com-ponent moves axially along the helical splines of the input shaft, moving the clutch driving and driven teeth smoothly into engagement. During this movement, the only load taken by the pawl is that required to shift the lightweight sliding component along the helical splines.

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Basic SSS Clutch Principle The initials SSS denote the 'Synchro-Self-Shifting' action of the clutch, whereby the clutch driving and driven teeth are phased and then automatically shifted axially into engagement when rotating at precisely the same speed. The clutch disengages as soon as the input speed slows down relative to the output speed. The basic operating principle of the SSS clutch can be compared to the action of a nut screwed onto a bolt. If the bolt rotates with the nut free, the nut will rotate with the bolt. If the nut is prevented from rotating while the bolt continues to turn, the nut will move in a straight line along the bolt.

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As the sliding component moves along the input shaft, the pawl passes out of contact with the ratchet tooth, allowing the driving teeth to come into flank contact with the driven teeth and continues the engaging travel (see Figure 2). Driving torque from the input shaft will only be transmitted when the sliding component completes its travel by contacting an end stop on the input shaft, with the clutch teeth fully engaged and the pawls unloaded (see Figure 3). When a nut is screwed against the head of a bolt, no external thrust is produced. Similarly, when the sliding component of an SSS clutch reaches its end stop and the clutch is transmitting driving torque, no external thrust loads are produced by the helical splines.

If the speed of the input shaft is reduced relative to the output shaft, the torque on the helical splines will reverse. This causes the sliding component to return to the disengaged position and the clutch will overrun. At high overrunning speeds, pawl ratcheting is prevented by a combination of centrifugal and hydrodynamic effects acting on the pawls. The basic SSS clutch can operate continuously engaged or overrunning at maximum speed without wear occurring.

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Hydraulic Start System HMI Screen

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LM6000 Start System (Woodward Control) Hydraulic Start System Review

1.

The hydraulic starter system rotates the High Pressure Rotor to start the engine. What causes the Low Pressure Rotor to Start Rotating?

2.

Where is the hydraulic starter mounted on the gas turbine?

3.

The hydraulic cooler bypass valve maintains the hydraulic fluid at 120 °F.

A. True

4.

As the pump swashplate angle is increased or decreased, more or less hydraulic pressure is applied to the turbine starter, thereby increasing or decreasing turbine rpms.

A. True 5.

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B. False

The engine's hydraulic starter receives electrical power from the motor control center. A. True

6.

B. False

B. False

Name the 3 pumps on the hydraulic start motor? LM6000 Start System (Woodward Control)

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7.

Explain the type of clutch on the LM6000 and its operation.

8.

What protects the cooler from over pressurization?

9.

If the temperature control valve should fail, oil is bypassed at _________ pressure.

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LM6000 Package Familiarization

LM6000 PD FUEL SYSTEM

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LM6000 PD Fuel System

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GAS FUEL SYSTEM OVERVIEW The LM6000 PD engine allows the customer to operate with low Nox and CO emissions on gas fuel without need for water or steam injection. The turbine control system meters the customer-supplied fuel to the turbine combustor through the fuel manifolds and 75 dual-fuel nozzles. Gas fuel must meet General Electric fuel quality requirements. The gas fuel system contains piping, valves, a gas manifolds staging valves, 75 fuel nozzles, and control and monitoring instrumentation. The fuel gas system provides fuel gas in sufficient amounts to run the LM6000 through the full scale of operations. The fuel gas enters the enclosure base at the following conditions: •400 MMBtu/hr Max. •250°F (121°C) Max. •675 ± 32.5 Psig (4740 ± 224 kPag) •Filtered to 3 micron

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TYPICAL COALESCING FILTER SKID

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GAS FUEL Duplex Coalescing Filter Skid Any accumulations of moisture left in the fuel could have detrimental effects on the gas turbine's sensitive fuel control. The duplex coalescer filter provided is necessary to remove any remaining water and sediment prior to entering the turbine. One duplex coalescer filter is supplied with each GTG unit. Each filter tower is split into two compartments; coalescer and sump. The coalescing filter separates water from the fuel and traps sediment prior to entering the turbine gas fuel system. The sump collects and drains off water separated by the coalescer. Each tower is equipped at the coalescer and sump with level transmitter, level indicators, and manual drains. The filters assembly also incorporates a pressure differential transmitter. This transmitter will alarm should the differential pressure between the inlet and outlet of the filter, suggesting a high level of moisture or contaminants in the filter, reach a predetermined set point. Should the operator receive this alarm, the filters should be switched and the coalescer elements replaced. The operator can monitor levels at the sump and coalescer locally by checking level indicator. Coalescer and sump levels can also be monitored at the TCP. One filter separator (tower) remains on-line while the other remains off-line as a backup. The filters are operated independently allowing the off-line filter to be placed out of service for cleaning without disrupting operations. F-060-00-20-301-02


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Filter Separator Operation Fuel being delivered from a gas compressor or a system reducing valve is piped to the coalescer assembly. Gas is directed into one of the two filter separators (towers) after passing through a manual isolation valve. Each filter assembly (tower) is comprised of two compartments consisting of a coalescer and sump sub-assembly. Each sub-assembly is equipped with a remote level transmitter and local level indicator for monitoring. In addition; a differential pressure transmitter monitors the cleanliness of the on-line separator and will activate an alarm in differential pressure reaches 25 psid (172 kPaD). Each sub-assembly is equipped with a manual isolation condensate drain valve, which allows for draining the condensate from each individual assembly. Each filter assembly is equipped with a pressure safety valve that is set to lift (open) if pressure reaches 750 psig (5171 kPaG) and vents to atmosphere to protect the vessel from over pressurization. A manual vent valve is provided to depressurize the separator for maintenance. Discharge from the filter separator is piped to the gas turbine enclosure after passing through a pneumatic actuated fuel shutoff valve. A pneumatic actuated vent valve will depressurize the system when actuated. F-060-00-20-301-02


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GAS FUEL SYSTEM – GT ENCLOSURE Fuel gas coming from the duplex coalescer filter has been filtered to 3 microns. Fuel gas enters the gas turbine enclosure through a manual isolation valve. Downstream of the isolation valve is a Y-type strainer to remove any large particulate contamination from the gas. Located after the strainer, a fuel flow transmitter monitors and transmits a signal to the turbine control system for fuel scheduling. A manual vent valve is located downstream of the flow transmitter to depressurize the piping for maintenance. BLOCK AND BLEED VALVES Located in the main fuel piping are two block valves and a vent valve. These are referred to as a double block and bleed type system. During shutdown of the system the two block valves will close to isolate the system and a vent valve will open, depressurizing the piping between the two block valves. The block valves are electronically operated, pneumatically actuated by fuel gas that has been pressure reduced to 40 psig (276 kPaG). To open the block valve, a signal from the TCP will electronically shift a 3-way solenoid valve that will port fuel gas to the block valve. Fuel gas will overcome the block valve actuation spring pressure (holding the block valve closed), opening the valve. In order to close the block valve, a signal from the TCP will electronically shift the 3way solenoid valve to vent to atmosphere the fuel gas holding the block valve open. F-060-00-20-301-02 Fuel System The actuation spring located in the LM6000 blockPD valve will force the valve closed.

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FUEL CONTROL VALVES The three valve fuel system employs three metering valves that are independently positioned in direct response to the fuel flows required in each ring. The three valve fuel system requires two orifices to be connected, one between the pilot manifold and the outer manifold, the other between the pilot manifold and the inner manifold.

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These orifices limit the manifold pressure build up in a non flowing ring. This reduces the initial fuel flow pulse, and therefore flame temperature, when a ring is first fueled ( the first staging valve is opened). The fuel-metering valve is a rotary sleeve-and-shoe throttling valve. The metering port area is determined by input shaft positioning from the actuator. The valve is springloaded to the minimum fuel direction, so that loss of signal and loss of power situations will cause a fuel shutdown. The rotary fuel-metering valve actuator is an electrohydraulic proportional device. In the actuator, a torque motor servo-valve is actuated by a rotary servo motor through a precision gear assembly. The valve position demand signal from the fuel control in the TCP is converted to high-current motor drive signal by the digital drive module. Rotary position feedback is provided by dual non-contact, electro-magnetic resolvers, mounted on the actuator shaft. The fuel-metering valve is a rotary sleeve-and-shoe throttling valve. The metering port area is determined by input shaft positioning from the actuator. The valve is springloaded to the minimum fuel direction, so that loss of signal and loss of power situations will cause a fuel shutdown. The rotary fuel-metering valve actuator is an electrohydraulic proportional device. In the actuator, a torque motor servo-valve is actuated by a rotary servo motor through a precision gear assembly. The valve position demand signal from the fuel control in the TCP is converted to high-current motor drive signal by the digital drive module. Rotary position feedback is provided by dual non-contact, electro-magnetic resolvers, mounted on the actuator shaft. F-060-00-20-301-02


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Staging Valves (11) The flame temperature range is limited by thermal stress limits on the high side and lean blowout on the low side. The minimum bulk or average flame temperature for an LM6000 ranges from approx. 3300 deg F at noload sync idle to approx. 2900 deg F at maximum power, whereas the maximum bulk or average flame temperature ranges from approximately 3450 deg F at no load syncidle to approximately 3000 deg F at maximum power.

With such a limited flame temperature operating range, it is necessary to "stage" the combustor, i.e. it is necessary to turn sections of the combustor "on" and "off" .

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Gas fuel is introduced into the combustor via 75 air/ gas premixers packaged in 30 externally removable and replaceable modules. The premixers produce a very uniformly mixed lean fuel/air mixture. Half of these modules have two premixers and the other half have three. The 75 premixers, or cups, are arranged in three rings or domes. DRY LOW EMISSIONS FUEL SYSTEM

The middle ring is referred to as the pilot or the B ring and has 30 cups. The pilot ring is always fueled, and therefore always lit. The inner ring is referred to as the C ring and has 15 cups, where as the outer ring, which is referred to as the A ring, like the pilot has 30 cups.

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LM 6000 DLE COMBUSTOR OPERATING MODES There is a limited operating power range for each combustor configuration. Operating at a higher power than intended in a given combustor configuration means exceeding the max allowable average flame temperature and can result in extensive damage to the combustor.

Attempting to operate at a lower power than intended in a given combustor configuration means attempting to run below the min allowable flame temperature and can result in blowouts.

From the burn mode illustration it can be seen that there are "gaps" between each configuration, i.e. power regions in which the DLE engine could not run. This is overcome by using compressor bleed. F-060-00-20-301-02


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B F-060-00-20-301-02


BC/2

BC

BC+2A LM6000 PD Fuel System

AB

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LM6000 Package Familiarization FUEL GAS SYSTEM COMPONENT DESCRIPTION Fuel Gas Strainer The fuel gas strainer stops any “large” contamination from reaching the rest of the fuel system. This is sometimes referred to as the “last chance strainer.”

Fuel Gas Flow Meter The fuel gas flow meter is a vortex shedding type with a remote converter. The flow meter sends a signal of total fuel flow to the turbine control panel (TCP).

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LM6000 Package Familiarization Fuel Gas Shutoff Valves (2) Since both the upstream and downstream shutoff valves are the same type of valve, the following describes the operation and function of both valves.

The fuel gas shutoff valves are normally closed, fuel gas pressure-to-open type valves. During the start sequence, the shut off valves are ordered open by the TCP. This allows fuel gas to flow to the fuel control valve and to the gas turbine. FUEL GAS VENT VALVE The fuel gas vent valve is a failed open type solenoid valve. This valve works with the fuel gas shutoff valves. When the fuel gas shutoff valves are closed, the vent valve is open, venting the piping between the shutoff valves to a safe area. When the shutoff valves open, the vent valve closes. F-060-00-20-301-02


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BLOCK VALVES AND FUEL CONTROL VALVES

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3103 Gas Valve and EM35MR1 Electric Actuator

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Gas Fuel Valve Overview The EM35MR1 electric actuator is used to drive a 3103 gas valve, closed loop to position demand. Position feedback is provided by a resolver connected to the valve metering sleeve. Closed loop position control is accomplished through an EM 24V Digital Driver. Having the feedback on the valve allows the motor assembly to be repaired or changed in the field without the loss of valve calibration. 3103 Gas Valve The 3103 Gas Valve is a stainless steel valve capable of metering gas flow between 50 and 40 000 pph. The valve is designed to bolt into a 2 inch (51 mm) line by means of tapped holes. The valve design is a rotary metering sleeve and a shoe-type throttling valve. The valve shoe is spring- and pressure-loaded against the metering port to minimize leakage and to self-clean the metering port. Metering port area is determined by input shaft positioning from the actuator. The valve has an internal spring to return the valve to the minimum fuel position in the event of a power loss to the actuator.

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The 3103 valve has redundant seals on all dynamic sealing surfaces. Between these two seals is an overboard vent which vents any gasses that may leak past the first seal to safe vent location. The use of an inner-seal vent prevents the second dynamic seal from seeing any differential pressure and thus offers protection against the leakage of gasses from the valve into the surrounding ambient atmosphere. The valve design incorporates an inlet guide tube to condition the inlet flow and to direct any gas contaminants through the metering port, minimizing any accumulation in the valve housing. The metering sleeve support bearings are positively sealed from the gas. Internal valve parts are made of through-hardened stainless steel.

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LM6000 Package Familiarization CAUTION The valve has mechanical stop screws installed in the valve flange. The customer must not adjust these stops. If these stops interfere with the valve operating region or the electrical stops, it will cause the EM35 driver to trip out on overcurrent.

EM35MR1 Actuator The EM35MR1 actuator is an all-electric actuator designed for use in industrial gas turbine control applications. The EM35MR1 actuator consists of a high performance brushless servomotor and a precision planetary gearbox with two resolver-type shaft position sensors. All stator windings are completely sealed. The use of a high efficiency gearbox facilitates high servo system bandwidth. The motor has its own resolver providing motor rotor position feedback, and the other resolver(s) provides accurate output shaft position feedback. The actuator also has a slip clutch to allow full speed impact into optional external rigid mechanical stops. The motor assembly is housed in a cast aluminum explosion proof housing. A thermal potting compound is used to transfer waste heat generated by the motor, to the cast, explosion-proof housing and out to the ambient environment. The motor output shaft is directly coupled to the valve input shaft through the use of a stainless steel torsional coupling.

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Resolver Position feedback is accomplished using a highly accurate brushless resolver(s). The resolver is directly coupled to the valve metering shaft through use of a stainless steel bellows and is housed in an explosion proof enclosure. The resolver receives its excitation from the EM driver. The EM driver uses a resolver to digital converter to determine valve position using the output voltages from the resolver's two secondary windings. Resolver accuracy is ±0.05°. From the fuel gas control valve the fuel gas flows to the fuel gas manifolds, the staging valves and then to the 75 fuel nozzles.

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There are _______ fuel nozzles/cups on an LM6000 DLE Engine. 2.Gas Fuel pressure to the turbine engine is supplied at _____. A. B.

3.

475  20 psig 520  20 psig

C. D.

675  32 psig 700  20 psig

How many fuel nozzles are in the A-ring? 4.Combustor flame patterns are determined by ____. A. B. C.

5.

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fuel manifold pressure combustor liner cooling airflow fuel nozzle orifice design

D. all of the above E. none of the above

Which combustor burn mode requires all three rings to be lit?


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7. The high-speed fuel shutoff valves are fail-safe, and will close with-in 100 ms. A. True 8.

B. False

Unstable fuel supply pressure to the fuel-metering valve may cause ____. A. fluctuating load on the kW meter B. fluctuating LPT inlet temperature C. fluctuating high-pressure rotor speeds

D. all of the above E. none of the above

9. Explain how water and sediment is removed from the gas prior to entry into the gas turbine?

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Slide 26

Tab 9

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LM6000 Ventilation and Combustion Air System (Woodward Control)


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GE Energy


VENTILATION & COMBUSTION AIR SYSTEM SCREEN #1

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SYSTEM OVERVIEW The ventilation and combustion air system can be divided into the following three (3) sub-systems; the gas turbine enclosure ventilation air system, the generator enclosure ventilation air system and the gas turbine combustion air system. GAS TURBINE ENCLOSURE VENTILATION AIR SYSTEM The gas turbine ventilation air system provides the gas turbine enclosure with sufficient ventilation air to cool the gas turbine exterior and the inside of the enclosure. Air flows through the filters in the filter house. From the filter house the air flows down the ductwork into the gas turbine enclosure. Next the air is removed from the gas turbine enclosure by the enclosure/exhaust fans and is discharged back to the atmosphere. This maintains the gas turbine enclosure under a negative pressure. GAS TURBINE COMBUSTION AIR SYSTEM The combustion air system provides a sufficient amount of combustion air (approximately 230,000 scfm (6512.8 scmm) for the LM6000 to operate at all required operating levels. Air enters the filter house and flows through the chiller / heater coils. Then the air flows through barrier filters, drift eliminator located in the filter house, down the duct to the inlet bellmouth screen (last chance) and into the inlet volute. The inlet volute turns the airflow from a downward flow to a horizontal flow and into the LM6000 gas turbine. From the LM6000 the exhaust gases pass thru outlet guide vanes which will evenly distribute the exhaust gases thru the exhaust collector before discharged back into the atmosphere.

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GE Energy


GENERATOR VENTILATION SCREEN

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GENERATOR ENCLOSURE VENTILATION AIR SYSTEM The generator ventilation air system provides the generator enclosure with sufficient ventilation air to cool the generator and the inside of the generator enclosure. Air flows through the filters in the filter house. From the filter house the air is drawn into one of the generator cooling fans and is discharged into the generator enclosure. From the generator enclosure the air flows into each end of the generator. On the driven end of the generator the air flows along the rotor shaft and is then discharged into the generator exhaust and back to the atmosphere. On both ends of the generator rotor shaft are mounted fans that draw air from the generator enclosure. Most of the air flows along the rotor shaft and is then discharged into the generator exhaust. A portion of incoming air flows across the exciter and is then discharged back into the generator air-cooling stream.

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Typical Filter House

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Filter House Air enters the filter house and flows through various customer selected filtration, cooling and anti-icing equipment. The air flows through the barrier filters in the filter house, down ducts to the combustion air inlet volute and to the two enclosures for cooling. There are numerous options the customer may select depending on the operating environment. They are:

Filtration Barrier filters (high efficiency filter) may consist of a canister or bag type filter element. All units will have barrier filters as these are the primary filter for the unit. Inlet screens are a large mesh, stainless steel screen mounted on the opening to the filter house to prevent birds and large sized garbage from entering the filter house. Guard filters are a disposable pre-filter used to extend the operating life of the barrier filter. They are easy to change out and less expensive than the barrier filters. Drift eliminators are moisture separators designed to remove water droplets from the airflow.

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Slide 7

LM6000 Ventilation and Combustion Air System

GE Energy

(Woodward Control)

BAG FILTER

CANISTER FILTER

GUARD (PREFILTER) FILTER

TYPICAL FILTERS

BOX FILTER F-060-00-20-401-00


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GUARD (PREFILTER) FILTER The guard filter (optional) may be used in areas where there is a large concentration of airborne contaminates. The guard filter is an disposable filter utilized to catch a majority of the airborne contaminates which will prolong the life of the more expensive barrier filters. When differential pressure increases to an alarm state, the filter assembly will be replaced and the old filter disposed. BARRIER FILTERS The barrier filters, which are made of a composite type material, are high efficiency media which filters the incoming ventilation air to remove any solid contamination. The canister type media has a pre-filter that inserts into the canister to help prolong the life of the canister.

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Chiller Coils The chiller coils cool the combustion air to approximately 48°F to 50° F to increase the available power output of the LM6000. The chilled water, from the chiller system, is supplied to the coils at approximately 44° F. The chiller coils can also be used for anti-icing in the winter. Circulating warm water through the coils and heating the turbine combustion air 10-15° F above ambient temperature accomplish this.

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PLACTIC DRIFT ELLIMINATOR

METAL DRIFT ELLIMINATOR

WATER SEPERATOR FILTER MEDIA

FOD Screen with Nylon Screen

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GE Energy


DRIFT ELIMINATOR The drift eliminator is a water separating media which changes the direction of the airflow, causes any moisture to “drop out” of the combustion air. The collected moisture is then drained off.

FOD Screen This is the “last chance” filtration of the combustion air before it enters the LM6000. The screen is across the inlet bellmouth. The screen is rated at 1200 micron and is supported by a stainless steel mesh. This screen is designed to catch any small foreign objects. The FOD screen has two sizes of synthetic filters that can be installed to increase protection.

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Gas Turbine Enclosure Ventilation Fans

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Generator Enclosure Ventilation Fans (2)


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Ventilation Fans The gas turbine enclosure ventilation fans remove hot air from the gas turbine enclosure and discharge the air back into the atmosphere. Because of this arrangement the gas turbine enclosure has a “negative” pressure. This prevents any gas migration from the gas turbine enclosure to the generator enclosure. Normal operation is to run one fan and have one fan as back up. The fans are belt driven by electric motors.

Fans will alternate as lead fan upon each start.

Each fan is rated at 60,000 scfm (1699.01scmm) and is 66” (1.68 meters) in diameter.

Generator Enclosure Ventilation Fans (2) The generator enclosure ventilation fans force cooling air from the filter house into the generator enclosure. Because of this fan arrangement the generator enclosure has a “positive” pressure. This prevents any gas migration from the gas turbine enclosure to the generator enclosure. The fans are direct driven by electric motors. Normal operation is to run one fan and have one fan as back up. Fans will alternate as lead fan upon each start. Each fan is rated at 45,000 scfm (1274.25 scmm) and is 42” (1.07 meters) in diameter.

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Generator Enclosure Ventilation Exhaust Silencer The generator enclosure exhaust duct silences the airflow before discharge back into the atmosphere. The silencer is insulated and finned which smoothes out the airflow from the fan reducing airflow noise. The silencer is rated at 90 dBA.

Gas Turbine Enclosure Ventilation Fan Silencer (2) The discharge of each fan is attached to a silencer. The silencer is insulated and finned which smoothes out the airflow from the fan reducing airflow noise. The silencer is rated at 90 dBA

Gas Turbine and Generator Enclosure Ventilation Fan Fire Dampers (4) Each gas turbine ventilation fan has a fire damper on the inlet side of the fan while each generator ventilation fan has a fire damper mounted on the discharge side of the fan. To stop all airflow out of the enclosure during a ‘Fire Stop’ the fire dampers mechanism is released by CO2 pressure in return the counter weights will close the damper. Compressed air is used to reset fire dampers.

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Icing Conditions and Anti-Icing Systems

Note from the table above that icing conditions are possible at temperatures above 32 degF (0 degC). Temperature protection is provided in the form of an alarm that is generated at 43 degF (6 degC). This alarm alerts the operator to the possibility of icing conditions. In the event of such an alarm, it is the operator’s responsibility to check the relative humidity and determine if anti-icing measures should be taken. Anti-icing requires heating of the inlet air. This may be accomplished by one of several means. In systems equipped with chiller coils, it is possible to circulate heated fluid (typically glycol) through the chiller coils. In some systems, there are ducts which allow turbine enclosure exhaust air to be introduced to the inlet for anti-icing. In other system, turbine exhaust is used to heat inlet air. Note that turbine exhaust is never introduced directly into the turbine inlet air.

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Ventilation and Combustion Air System Review

1. Three benefits of the air filtration system are: 1) ________________________________________ 2) ________________________________________ 3) ________________________________________

2. In summer, operators often cool the combustion air entering the turbine inlet, using mechanical chillers, how will cooling the air improve performance?

3. Combustion and enclosure ventilation air passages are separated in the filter house ____. A. To provide added filtration of combustion air B. To provide cooling or heating of combustion air without cooling or heating enclosure ventilation air C. To allow more effective silencing of airflow into the engine D. Develop negative pressure between the enclosures

4.

The turbine enclosure is maintained at a ______________ pressure during operation. A. Negative

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B. Positive


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5. During normal operation, both of the turbine enclosure ventilation fans are running. A. True

B. False

6. The engine air inlet silencer reduces noise by reducing combustion air velocity. A. True

B. False

7. The ventilation fans pressure the generator enclosure and vent the turbine enclosure, creating a pressure-differential between the enclosures. How does this arrangement help improve safety?

8. All the ventilation air is filtered to the same degree as the combustion air. Why is this filtration important to maintenance of the generator?

9. What is the tag number for the Enclosure differential switch? 10. How many inlet temperature gages are located on the air inlet housing?

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11. Are the exhaust fans for the turbine and inlet fans for the generator rated the same?

12. How can ice build-up be prevented from the air inlet housing?

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Tab 10

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LM6000 Water Wash System

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Slide 1

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GE Energy THEORY OF OPERATION

The water wash system provides a mechanism for cleaning engine compressor blades to increase compressor efficiency and improve engine power output versus fuel burned. There are many types of compressor fouling. The type and rate of fouling depend on the environment in which the gas turbine operates and the type of inlet filtration. Among the most common types of contaminants are: Ø

Dirt or soil

Ø

Sand

Ø

Coal dust

Ø

Insects

Ø

Salt (Corrosion)

Ø

Oil

Ø

Turbine exhaust gas

Salt, aside from being a contaminant by itself, also causes corrosion of blading and ductwork and subsequent ingestion of rust and scale. Oil increases the ability of contaminants to cling to compressor passages and airfoils. The type of material that is deposited on the compressor blading influences the method of its removal. In other words, some material will respond to one cleaning media, others to another. Keeping the compressor internals clean can alleviate a number of problems before they ever become apparent. Besides the obvious benefits of enhanced efficiency (increased power output, lower T-3 temperatures, etc.), keeping the HPC clean will help blades survive longer. If the compressor is dirty, additional weight is added to the airfoil and this increases the cyclic stress. Also, dirt in the dovetail slots will add to the existing friction loading at the dovetail/slot interface and between the two mechanisms making a blade dovetail failure, more likely. Performing thorough water washes with high quality ingredients on a regular basis with help combat these conditions. F-060-00-20-500-00


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GE Energy Methods of Detection •Visual •Performance Monitoring

VISUAL INSPECTION The best method for detecting a fouled compressor is visual inspection. This involves shutting the unit down, removing the inlet plenum inspection hatch, and visually inspecting the compressor inlet, bellmouth, inlet guide vanes, and early stage blading. If there are any deposits, including dust or oily deposits that can be wiped or scraped off these areas, the compressor is fouled sufficiently to affect performance. The initial inspection reveals whether the deposits are oily or dry. For oily deposits, a water-detergent wash is required, followed by clean water rinses. The source of the oil should be located and corrected before cleaning to prevent recurrence of the fouling.

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GE Energy PERFORMANCE MONITORING

A second method for detecting a fouled compressor is performance monitoring. Performance monitoring involves obtaining gas turbine data on a routine basis, which in turn is compared to baseline data to monitor trends in the performance of the gas turbine.

The performance data is obtained by running the unit at a steady base load and recording output, exhaust temperatures, inlet air temperatures, barometric pressure, compressor discharge pressure and temperature, and fuel consumption. The data should be taken carefully with the unit warmed up. If performance analysis indicates compressor fouling, it should be verified by a visual inspection.

Washing and rinsing solutions are mixed in a holding reservoir and pumped into nozzle rings in the engine air inlet under controlled pressure and flow rates for optimum cleaning. Operators are responsible for charging the reservoir and initiating the washing and rinsing cycles. Software logic then operates the pump and valve controls, based upon operator mode selections and engine safety permissives.

Following the release of washing and rinsing solutions into the engine, a software- controlled air purge of the nozzles prevents contamination or blockages in the feed nozzles.

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On Line Manifold

Off Line Manifold

INLET PLENIUM SHOWING ON-LINE/OFF-LINE WATER WASH RINGS

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OFF-LINE and ON-LINE WASH MODES

Off-Line Most effective Uses de-min water/detergent solution

On-Line Not as effective as Off-Line procedure May extend intervals between Off-Line washes Uses de-min water only

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GE Energy

Water Wash System Taken from F&ID XXX262

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GE Energy

The flow and instrument diagram illustrates separate nozzle rings in the engine inlet for on-line and off-line cleaning. Droplet size is larger in the off-line ring, allowing greater flow volume than is permissible when the engine is running. Smaller droplets are necessary in on-line operation to avoid blocking compressor blades at speeds above core idle. Cold weather operations require the addition of anti-freeze. Be sure to check manufacturer’s information for mixing of soap solution and antifreeze to ensure compatibility. Operators initiate washing by closing the tank drain, discharge, and water fill lines. After introducing recommended chemical amounts, the chemical inlet valve is closed and the water fill valve is opened. The engine manufacturer recommends 150 °F–180 °F (66 °C – 82 °C) water temperature. For units without the tank heating option, water preheating is recommended. A sight gage is provided to avoid overfilling. After charging the reservoir, WASH mode is selected on the turbine control panel (TCP). If the engine is not running, an off-line sequence is enabled. The START pushbutton on the water wash skid activates the sequence as follows:

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GE Energy

NOTE: Conduct all Water Wash procedures IAW WP 4014. Off-Line Water Wash

Remove the following sensor lines on the engine as close to the sensing point as possible. Tape off, with non-residue tape, the sensor side of the line. Ø

P2 Low Pressure Compressor Inlet Pressure

Ø

P2.5 High Pressure Compressor Inlet Pressure

Ø

P3 High Pressure Compressor Discharge Pressure

Ø

P4.8 Low Pressure Turbine Inlet Pressure PS55 Thrust Balance pressure 8TH bleed air actuating line to exhaust drain valve.

1.

A WASH MODE ACTIVE status message is presented on the operator’s CRT screen.

2.

The generator alternating current (AC) lube oil and jacking pumps are activated. (In systems generating 50 Hz power, a gearbox turning motor is activated.)

3.

The electric motor driving the centrifugal water pump is activated, pressurizing the water lines to both cleaning ring manifolds.

4.

The permissives listed below are verified for off-line washing.

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1.

XN25 > 1700 rpm

2.

XN2 > 200 rpm

3.

T48 average < 200 F (93 C)

4.

Crank mode flag not set (unit in WASH mode)


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5. The off-line ring manifold feed solenoid valve is opened, allowing flow from the reservoir.

6. Both manifold solenoid valves are opened and the air purge valve is opened for approximately 1 minute.

7. A WASH COMPLETE operator message is presented and the skid-mounted pushbutton is reset.

Off-line rinse is performed identically, except chemicals are not added to the water tank before pressing the WATER WASH pushbutton.

Off-line reservoir empty time is approximately 10 minutes.

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GE Energy On-Line Water Wash

The permissives listed below are verified for on-line washing:

•Engine loading ³1.5 MW •XNSD > 3585 rpm •XN25 > 8000 rpm

Operator messages indicate which permissives are not met in off-line or on-line modes. On-line reservoir empty time is approximately 13 minutes.

Washing or rinsing can be terminated before the reservoir level switch closes by pressing the skidmounted pushbutton a second time.

NOTE: All waste water from water washing is to be disposed of in accordance with the local environmental standards.

NOTE: During water wash, approximately 10 percent of the water and cleaning solution will leak through the engine casing and openings to the exterior of the engine.

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GE Energy Features of the water wash system include the following:

Vent with 40-micron filter in the reservoir fill cap •Filters at each ring manifold inlet •Pressure indicator in the manifold feed line (the pressure should read in the 80–120 psig range) •Analog flow rate indicator in the manifold feed line (normal flow rates are 5–8 gpm) •Pressure regulator valve upstream of the flow rate indicator, allowing adjustment of flow rate

The following liquids detergents are available for crank/soak compressor cleaning: •B&B 3100 (Crank/Soak clean only) •Ardrox 6322 •RMC Turbine/Engine Cleaner (Rivenaes) •Rochem Fyrewash •ZOK 271.A

In freezing weather, mix one of the agents below with the cleaning solution mixtures: •Isopropyl Alcohol •Acetone

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Compressor Water Wash System Review

1.

Compressor cleaning is carried out periodically to ____. A. Improve combustion airflow efficiency B. Improve fuel use efficiency C. Decrease T.3 at the same power settings D. All of the above E. None of the above

2

Distilled water is used for water wash to prevent corrosive buildup from contaminated water. A. True

B. False

3.

How is excess water removed from the turbine exhaust case?

4.

Lack of distilled water rinses will leave undesirable deposits on the engine compressor blades. A. True

B. False

5.

Off-line water wash may not be initiated until surface temperature of the gas turbine is less than ______________ degrees Fahrenheit (degrees Centigrade).

6.

Is it recommended to double the cleaning solution on excessively dirty compressors blades? Why?

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7.

What is more effective, an online or off line water wash? Why.

8.

Where are the water wash manifolds and nozzles located?

9. Why is preheating the solution prior to admitting it into the compressor section recommended?

10.

How are water wash chemicals disposed of?

11.

The water wash filters are located_________________?

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Slide 16

Tab 11

GE Energy

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LM6000 Vibration Monitoring System (Bently Nevada 3500)

LM6000 Vibration Monitoring System

Slide 1

GE Energy


VIBRATION MONITORING SYSTEM FUNCTION DIAGRAM

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Slide 2

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PRIMARY PURPOSE OF THE 3500 IS TO PROVIDE: Machinery protection by continuously comparing monitored parameters against configured alarm set points to drive alarms. Essential machine management information for both operations and maintenance personnel.

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Slide 3

GE Energy

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VIBRATION MONITORING SYSTEM THEORY OF OPERATION The vibration monitoring system produces vibration magnitude data with adjustable alarm and shutdown set points for engine and generator safety. The previous figure illustrates the LM6000 engine and generator vibration sensors and electronic components. Aft and forward engine accelerometers are installed on the turbine rear frame (TRF) and compressor rear frame (CRF). These sensors produce complex electrical waveforms, resulting from the frequency and amplitude of engine vibration. Interface modules, installed in relative close proximity to the sensors, integrate 10-mV/g acceleration signals to obtain 100-mV/sec velocity signals for processing in modules that plug into the control rack. The rack is mounted in the turbine control panel. Tracking filters receive low-pressure turbine (LPT) and high-pressure turbine (HPT) velocity and speed signals. The tracking filters present the velocity components associated with the two turbine speeds on front panel displays. In summary, four velocity signals are produced: one from each accelerometer, filtered at XN25 and at XNSD speeds. They are noted as follows: •Engine (FWD) vibration velocity at (HPC) speed •Engine (AFT) vibration velocity at (HPC) speed •Engine (FWD) vibration velocity at power turbine (LPT/LPC) speed •Engine (AFT) vibration velocity at power turbine (LPT/LPC) speed

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Generator Bearing Proximitors

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Generator Bearing Proximitors Proximitors are installed on the drive and non-drive ends of the generator drive shaft bearing housings, to measure displacement between the bearing housings and the generator shaft. Two proximitors are mounted on each bearing housing perpendicular to the shaft axis and displaced 90 radially. The proximitors are referred to as x and y and mounted on both drive and non-drive ends of the generator. Displacement measurements from the four proximitors are displayed on modules installed in rack slots 7 and 8 as follows: •Drive end x •Drive end y •Non-drive end x •Non-drive end y

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ACCELEROMETER

ACCELEROMETER OPERATION F-060-00-20-700-00


Slide 8


GE Energy

(Bently Nevada 3500)

Accelerometer Theory of Operation In the study of physical systems, it is often desirable to observe the motion of a system and, in particular, its acceleration. An accelerometer can be described as a combination of the two transducers – the primary transducer, typically a single degree of freedom vibrating mass, or seismic mass, which converts the acceleration into displacement, and a secondary transducer which converts the displacement of the seismic mass into an electric signal. As the accelerometer reacts to motion, it places the piezoelectric crystal into compression or tension, which causes a surface charge to develop on the crystal. The charge is proportional to the displacement of the crystal. As the large body moves, the mass of the accelerometer will move with an inertial response. The piezoelectric crystal acts as the spring to provide a resisting force and damping. As the seismic mass moves, it places a piezoelectric crystal into compression or tension, which causes a surface charge to develop on the crystal, which is proportional to the motion.

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VIBRATION HMI SCREEN

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Slide 10


GE Energy


Turbine Generator Vibration Monitor Display

Turbine Vibration Sensors (Accelerometers) at CRF and TRF Locations •LP and HP vibration component displayed for each sensor •Wideband vibration signal displayed for each sensor

Gearbox Accelerometers •Turbine and Generator Ends

Generator Proximeters •X and Y displacement for Drive End •X and Y displacement for Non-Drive (Exciter) End

Accelerometers displayed as velocity – inches (millimeters) per second Proximeters displayed as displacement – mils (micrometers)

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GE Energy


VIBRATION AND SPEED SENSING INSTRUMENTATION Excerpt from F&I D XXX270

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BENTLEY 3500 RACK

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VIBRATION MONITORING SYSTEM

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VIBRATION MONITORING SYSTEM 1.

Low Voltage DC Power Supply / Future Expansion: Operates under fully loaded conditions with a single power supply. When two power supplies are installed in a rack, the supply in the lower slot acts as the primary supply and the supply in the upper slot acts as the backup supply. If the primary supply fails, the backup supply will provide power to the rack without interrupting rack operation.

2.

Rack Interface Module: Primary interface that supports Bently-Nevada proprietary protocol used to configure the rack and retrieve machinery information. The rack interface module provides the connections needed to support current Bently-Nevada Communications Processors and Dynamic Data Interface External.

3.

Communications Gateway Module: Provides serial communications between the 3500 Monitor System and a plant information system such as a distributed control system (DCS) or a programmable logic controller (PLC). Collects data from the modules in the rack over a high-speed internal network and sends this data to the information system upon request. The module is able to establish communications with up to six hosts over Ethernet.

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4.

Aero GT Vibration Monitor: 4-channel monitor that accepts input from four Velocity Transducers and uses these inputs to drive alarms. The monitor can be programmed using the 3500 Rack Configuration Software to execute any filter options.

5.

Keyphasor Module: 2-channel module used to provide Keyphasor signals to the monitor modules. The module receives input signals from proximity probes or magnetic pickups and converts the signals to digital Keyphasor signals that indicate when the Keyphasor mark on the shaft is under the Keyphasor Probe. A Keyphasor signal is a digital timing signal that is used by monitor modules and external diagnostic equipment to measure vector parameters like 1x amplitude and phase.

6.

Proximitor Monitor: 4-channel module that accepts input from proximity transducers, linear variable differential transformers (DC & AC LVDTs), and rotary potentiometers and uses this input to drive alarms. It is programmed by using the 3500 Rack Configuration Software to perform any of the following functions: Thrust Position, Differential Expansion, Ramp Differential Expansion, Complementary Input Differential Expansion, Case Expansion, and Valve Position.

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7.

Future Expansion

8.

4 Channel Relay Module: Contains four relay outputs. Each relay output is fully programmable using AND and OR voting. The Alarm Drive Logic for each relay channel can use alarming inputs (alerts and dangers) from any monitor channel in the rack. The Alarm Drive Logic is programmed using the Rack Configuration Software.

9.

Dynamic Pressure Monitor: Single slot, 4- channel monitor that accepts input from various high temperature pressure transducers and uses this input to drive alarms. The monitor has one proportional value per channel, bandpass dynamic pressure. The bandpass corner frequencies are configured using the 3500 Rack Configuration Software along with an additional notch filter.

10.

- 16.

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Future Expansion


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Vibration Monitoring System Review

1. Engine vibration is measured using ___________________________. (What devices?)

2. Generator vibration is measured using ________________________. (What devices?)

3. Engine vibration monitoring is disabled at low HPT speeds to ____. A. Prevent high-voltage excursions from the turbine-monitoring devices from damaging the sensitive vibration system electronics B. Prevent annoying operators with nuisance alarms and possible shutdowns C. Present only the most favorable vibration data to system operators D. None of the above

4.

Four velocity signal inputs are feed to the turbine frequency tracking filters to obtain data on the forward and aft frames of the engine at both HPT and LPT speeds. A. True

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B. False


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5. Proximitors mounted in the generator bearing housings measure ____. A. Shaft displacement B. Shaft deflection C. Shaft x and y alignment D. Changes in shaft speed

6. Tracking filters receive low-pressure (LPT) and high-pressure (HPT) velocity and speed signals. A. True

B. False

7. The vibration monitor display on the operator interface panel is calibrated in ____ per second for turbine vibration. A. Inches per sec B. Mills/millimeters per sec C. Cubic feet per min D. All of the above at operator discretion

8. Vibration monitoring of the engine is disabled until the HPT speed has increased above ______________ rpm.

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9.Vibration levels should not be changed by operators. A. True

B. False

10. Excessive generator rotor vibration requires pulling the main generator rotor and performing a close visual examination of the bearings. A. True

B. False

11. The waveform of generator displacement is generally ____________. A. Sinusoidal B. Trapezoidal C. Hexagonal D. Tangential

12. Can the vibration data collected within the control system be graphed?

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LM6000 FIRE PROTECTION SYSTEM

LM6000 Fire Protection System

Slide 1

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Slide 2

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FIRE SYSTEM OPERATION The fire protection system utilizes flame, thermal, and gas detectors in the generator and turbine enclosures to detect fire or fire-causing conditions. The system activates precautionary alarms or engine shutdown commands under specific conditions. Fire-extinguishing CO2 is released into the enclosures if flames are detected or temperatures rise above set limits. Backup ventilation fans are activated to exhaust explosive gases from the enclosures should gas-air mixtures reach dangerous levels. Pressure from CO2 in the release lines activates pneumatic actuators, pulling pins that allow weights to fall, thus closing louvers (fire dampers) in the ventilation ducts. These fire dampers reduce the supply of oxygen and confine CO2 within the enclosures for maximum effect.

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FIRE PROTECTION SYSTEM BLOCK DIAGRAM F-060-00-20-800-00


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THEORY OF OPERATION Because of its importance to the system while running, and in Standby or Static state, the Allestec Fire Protection system performs a routine “system check” every 36 hours. At time of initial power-up, the FPP sets an internal watchdog timer that initiates a status check at 36-hour intervals. During this period the system looks at each circuit run to the manual switches, heat sensors, flame detectors, gas detectors, pressure switches and battery charger system to verify proper operating parameters of the external components. If a device is not functioning properly, or if the system detects a loss of circuit continuity, an alarm will be annunciated and displayed on the Operator’s Alarm and Shutdown screen on the HMI.

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GE Energy

LM6000 FIRE PROTECTION SYSTEM INFRARED FLAME DETECTORS A total of four dual-element infrared flame detectors signal the fire control modules when flames are present. Three of these detectors are located in the turbine enclosure and one is located in the generator enclosure. The detectors are filtered for different wavelengths in the infrared spectrum, and are activated by the spectral characteristics of light emitted from hydrocarbon flames. In the gas turbine enclosure, 2 of 3 sensors need to detect the fire for 2.5 seconds before initiating fire alarm/shutdown. The single generator sensor needs to detect flames for 2.5 seconds prior to initiating alarm/shutdown.

Flame Detector

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GE Energy

LM6000 FIRE PROTECTION SYSTEM THERMAL SPOT DETECTORS Four thermal spot detectors, two each located in the generator and turbine enclosures, monitor temperatures and signal the fire control modules when high temperatures are present.

THERMAL SPOT DETECTOR

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GE Energy

LM6000 FIRE PROTECTION SYSTEM COMBUSTIBLE GAS DETECTORS Combustible gas is detected by three dualelement sensors, two for the turbine enclosure and one for the generator enclosure. The dual elements, one of which is exposed to the local atmosphere and one of which is sealed, are balanced to cancel the effects of temperature, aging, and humidity. An unbalance occurs when gas affects the electrical conductivity of the exposed element.

COMBUSTIBLE GAS DETECTOR

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GE Energy

LM6000 FIRE PROTECTION SYSTEM Alarm Horns Alarm horns, located in the turbine and generator enclosures and outside the package, will sound if fire or gas is detected. CO2 is released 30 seconds after the alarm horns sound. A manual key-switch is provided as a “Horn Acknowledge” mute switch. Strobe Lights Strobe lights emit a bright, flashing red light whenever the fire suppression system has been activated.

NOTE: Except during an actual response to a fire Alarm/Shutdown condition, if the system initiates a 36hour status check, any condition such as a manual inhibit mode will be reset. Operators should utilize the use of the manual shutoff valve ZS-6364 located in the CO2 enclosure when doing a quick internal package inspection. Situation could arise while in an inhibit-only mode to perform an inspection, system could initiate the 36-hour check and reset inhibit status. System does not indicate that the FPP panel is performing this diagnostic function.

Manu Manu suppr pullin new a

Strobe lights activate with the initialization of the FPP panel. The strobe latch-in relay is armed when a shutdown condition occurs and the fan latched-out relays are armed (CO2 discharged). In the condition where high LEL initiates a shutdown, the strobe latch-in relays are armed. The strobes cannot be turned off until the key-operated CO2 purge switch is activated and fan logic reset.

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GE Energy

LM6000 FIRE PROTECTION SYSTEM CO2 Purge Switch The CO2 Purge Switch is a key-lock switch that is actuated in order to open fire dampers, enable ventilation fan operation and turn off strobe lights after fire system activation.

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GE Energy

LM6000 FIRE PROTECTION SYSTEM CO2 RELEASE PRESSURE SWITCH The pressure switch is located on the discharge of the CO2 bottles, downstream of the manual block valve. The switch is activated upon discharge of the main bank of CO2. If the main bank is released and the switch is not activated, the controller will release the reserve bank. If CO2 is released manually at the control head, activation of the switch will result in a FSLO shutdown of the generator set. Set at 150 psig (1035 kPaG) - FSLO shutdown.

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GE Energy

LM6000 FIRE PROTECTION SYSTEM CO2 BOTTLE RELEASE SOLENOID VALVE (CONTROL HEAD) Two solenoid operated release valves are mounted in each of the banks of bottles (Main and Reserve). It only takes one per bank to actuate the CO2 system. CO2 system may be manually actuated for the solenoid valve. Resetting the valve is completed manually with a screw driver.

CO2 MANUAL BLOCK VALVE Manual operated valve located on the discharge side of the CO2 bottles. Utilized when accessing the enclosures to ensure no accidentally CO2 release in the module. The valve has an electronic position feedback to the fire protection panel. In the closed position, release of CO2 is inhibited.

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GE Energy

LM6000 FIRE PROTECTION SYSTEM Gas Turbine Enclosure Ventilation Fan Fire Dampers (2) Each gas turbine ventilation fan has a fire damper on the inlet side of the fan. During a “Fire Stop” the fire dampers are closed by CO2 pressure to stop all airflow from the enclosure. Compressed air is used to reset fire dampers.

FIRE DAMPER ACTUATORS Located outside the turbine enclosure is an instrument air fitting that is used for resetting fire dampers. Under normal operation the supply air valve is closed and the discharge valve is open, vented to atmosphere. To reset dampers, close the discharge valve and open the air supply to dampers. After reset, close the air supply valve and open the discharge valve to atmosphere. F-060-00-20-800-00


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GE Energy


FIRE PROTECTION PANEL

The Fire Protection Panel illustrated above is comprised of plug-in modules that link to flame, thermal, and gas detection sensors inside the turbine and generator enclosures. The FPP also contains Alarm, Release, Manual Pull, and Fault modules that provide activation of CO2 release solenoids and annunciation of operating conditions. The function of the individual modules is as described on the following pages.

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NOTE: Unlike most modular control systems, the “slots” within the Fire Protection System cardframe are numbered from right to left. Thus, for reference, the module in slot number 1 is located at the far right hand end of the cardframe, when viewed from the front of the control panel.

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FAULT MODULE The Fault module assists operators in identifying fault categories and provides a mechanism for resetting the audible fault horn. The Power LED indicates low battery supply voltage. The AUX LED is not used in the system as presently configured. Faults are also displayed locally on each plug-in module type. 1. System – Amber indicator illuminates when a fault in any module in the system is present. 2. Battery Voltage – Green indicator illuminates should the battery power rise to approximately 30V or fall to approximately 18V. 3. Aux – (Not Used) Amber indicator illuminates when normally closed circuit is open. 4. Power LED – Green indicator illuminates when power is applied to the module. 5. Reset Switch – Toggle switch used to reset module and alarm conditions.

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MANUAL PULL MODULE The Manual Pull module accepts inputs from manual pull switches located strategically around the GTG package and sets a latch, which activates the Alarm and Release modules. Operation of any of the manual pull switches also causes the Fire LED on the module front panel to energize. 1. Fire – Upon activation of a manual pull station, this LED will illuminate and audio and visual alarms will be activated. The release module will also be activated. 2. Fault – Amber indicator will illuminate when a circuit is open in the manual release input wiring and the alarm will be activated. 3. Power LED – Green indicator illuminates when power is applied to the module. 4. Inhibit/Reset – Toggle switch allows testing of the detectors while disabling the main and reserve banks of the release module.

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RELEASE MODULE The release module activates CO2 release solenoids after pre-set time delays. Manual pull switches, high temperature detection, or flame detection will activate a 30-second timer in the Release module. Following the 30-second warning delay, the primary bank of CO2 bottles is released. At the time of release, 10-second and 90-second timers are initiated. If CO2 pressure is not sensed in the release lines when the 10-second timer elapses, the backup bottle bank is released. If flames continue to be detected when the 90-second timer elapses, the backup bottle bank is also released. 1. Main – Red indicator illuminates when CO2 is released from CO2 cylinders. 2. Reserve – Red indicator illuminates when CO2 is released from reserve CO2 cylinders. 3. Main – Amber indicator illuminates when an open conductor in the Main Release circuit is detected.

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4. Reserve – Amber indicator illuminates when an open conductor in the Reserve Release circuit is detected. 5. PSW – Amber indicator illuminates when an open conductor in the Pressure Switch (PSW) line is detected. 6. Abort – Amber indicator will illuminate when an open conductor in the abort line is detected. 7. Power LED – Green indicator illuminates when power is applied to the module. 8. Inhibit/Reset Switch – Inhibit position inhibits release of CO2 while testing Input Module Alarms. Manual Pulls may still be used in normal manner while Inhibit function is selected. Reset position allows user to reset the fault circuit provided the condition causing the fault has been cleared.

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GE Energy


INPUT MODULE (TURBINE OPTICS) The input module for the turbine optics accepts inputs from the three optical flame detectors in the turbine enclosure. Once activated by a detector the Input Module will initiate the Alarm Module and the Release Module. When reset with the spring-loaded Reset switch, the LEDs extinguish. Fault LEDs do not blink. To prevent nuisance alarms, adjustable time delays on the input module printed circuit cards determine the length of time sensor contacts must remain closed before being “captured” and presented as a valid signal. 1. Fire 1 – Red indicator illuminates as long as the detector remains in alarm. When the alarm clears, the LED will blink to indicate there has been a relay closure. The module can be reset when all alarms on this module have been cleared. 2. Fire 2 – Red indicator illuminates as long as the detector remains in alarm. When the alarm clears, the LED will blink to indicate there has been a relay closure. The module can be reset when all alarms on this module have been cleared. 3. Fire 3 – Red indicator illuminates as long as the detector remains in alarm. When the alarm clears, the LED will blink to indicate there has been a relay closure. The module can be reset when all alarms on this module have been cleared 4. Fault 1 – Amber indicator illuminates when there is a sensor contact open in No. 1 Fault Input circuit.

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5. Fault 2 – Amber indicator illuminates when there is a sensor contact open in No. 2 Fault Input circuit. 6. Fault 3 – Amber indicator illuminates when there is a sensor contact open in No. 3 Fault Input circuit. 7. Power LED – Green indicator illuminates when power is applied to the module. 8. Reset Switch – Allows resetting the input module.

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INPUT MODULE (GENERATOR OPTICS) The input module for the generator optics accepts inputs from the single optical flame detector in the generator enclosure and four thermal sensor inputs. Two thermal inputs are wired in parallel from the turbine enclosure and two from the generator enclosure. Once activated by a detector the Input Module will initiate the Alarm Module and the Release Module. When reset with the spring-loaded Reset switch, the LEDs extinguish. Fault LEDs do not blink. To prevent nuisance alarms, adjustable time delays on the input module printed circuit cards determine the length of time sensor contacts must remain closed before being “captured” and presented as a valid signal. 1. Fire 1 – Red indicator illuminates as long as the detector remains in alarm. When the alarm clears, the LED will blink to indicate there has been a relay closure. The module can be reset when all alarms on this module have been cleared. 2. Fire 2 – Red indicator illuminates as long as the detector remains in alarm. When the alarm clears, the LED will blink to indicate there has been a relay closure. The module can be reset when all alarms on this module have been cleared. 3. Fire 3 – Red indicator illuminates as long as the detector remains in alarm. When the alarm clears, the LED will blink to indicate there has been a relay closure. The module can be reset when all alarms on this module have been cleared

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4. Fault 1 – Amber indicator illuminates when there is a sensor contact open in No. 1 Fault Input circuit. 5. Fault 2 – Amber indicator illuminates when there is a sensor contact open in No. 2 Fault Input circuit. 6. Fault 3 – Amber indicator illuminates when there is a sensor contact open in No. 3 Fault Input circuit. 7. Power LED – Green indicator illuminates when power is applied to the module. 8. Reset Switch – Allows resetting the input module.

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ALARM MODULE Note: The horn, strobe, and bell circuits are fused. Open fuses or continuity loss to the end devices will activate the associated Fault LEDs on the module front panel. The Input or Manual Pull modules activate the alarm module. When activated the Alarm Module will sound the annunciation devices and turn on the strobe light. 1. Bell – Red indicator illuminates when the Manual Pull via Release Module activates the Bell upon an alarm input from the Input Module. The LED will blink once the alarm has been silenced to indicate that it has been silenced. 2. Horn – Red indicator illuminates when the Manual Pull via Release Module activates the Horn upon an alarm input from the Input Module. The LED will blink once the alarm has been silenced to indicate that it has been silenced. 3. Strobe – Red indicator illuminates when the Manual Pull via Release Module activates the Strobe upon an alarm input from the Input Module. The LED will blink once the alarm has been silenced to indicate that it has been silenced. 4. Fault 1 – Amber indicator illuminates when there is a fault in the Bell circuit, and it flashes when the Silence switch has been operated. 5. Fault 2 – Amber indicator illuminates when there is a fault in the Horn circuit, and it flashes when the Silence switch has been operated.

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6. Fault 3 – Amber indicator when there is a fault in the strobe light circuit. 7. Power LED – Green indicator illuminates when power is applied to the module. 8. Silence/Reset Switch – The Silence function will silence the horn after which the Horn LED blinks until Reset is activated. The reset function extinguishes the Horn and Strobe LEDs. The Reset function is only permitted if the event causing the alarm is cleared.

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GAS MODULE TURBINE ENCLOSURE Gas modules accept 4–20 mA analog signals from gas detectors in the turbine enclosure and display the values calibrated as a percentage of the lower explosion limit (LEL) of the gas-air mixture. To initiate programming, both the Step and Set Reset pushbuttons are pressed simultaneously. In normal operation, gas levels will be well below the Lo Alarm limit. Should the level increase to a value greater than the Lo or Hi Alarm limits, the respective LEDs will illuminate. The HiHi Alarm LED indicates a 100% LEL. 1. Display – Two seven-segment LEDs display the real-time concentration of gas level between 5 and 100% LEL, PPM, or percent of analog current loop. Displays also indicate “or” or “ur” for over or under range sensor inputs and programming information for setting alarm parameters. 2. Step – Switch used to increment program steps, and the selected values are stored in the memory with this switch. 3. Step/Reset – Switch used to enter and store values into the program mode. Also allows the operator to reset fault circuit. 4. Hi-Hi Alarm – Red LED illuminates when pre-set limit is exceeded. 5. Hi Alarm – Red LED illuminates when pre-set limit is exceeded. 6. Lo-Alarm – Amber LED illuminates when pre-set limit is exceeded. 7. Fail – Red LED illuminates when the module detects a sensor failure.

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GAS MODULE GENERATOR ENCLOSURE Gas modules accept 4–20 mA analog signals from gas detectors in the turbine enclosure and display the values calibrated as a percentage of the lower explosion limit (LEL) of the gas-air mixture. To initiate programming, both the Step and Set Reset pushbuttons are pressed simultaneously. In normal operation, gas levels will be well below the Lo Alarm limit. Should the level increase to a value greater than the Lo or Hi Alarm limits, the respective LEDs will illuminate. The Hi Hi Alarm LED indicates a 100% LEL. 1. Display – Two seven-segment LEDs display the real-time concentration of gas level between 5 and 100% LEL, PPM, or percent of analog current loop. Displays also indicate “or” or “ur” for over or under range sensor inputs and programming information for setting alarm parameters. 2. Step – Switch used to increment program steps, and the selected values are stored in the memory with this switch. 3. Step/Reset – Switch used to enter and store values into the program mode. Also allows the operator to reset fault circuit. 4. Hi-Hi Alarm – Red LED illuminates when pre-set limit is exceeded. 5. Hi Alarm – Red LED illuminates when pre-set limit is exceeded. 6. Lo-Alarm – Amber LED illuminates when pre-set limit is exceeded. 7. Fail – Red LED illuminates when the module detects a sensor failure.

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Fire Sensor Alarm, Shutdown, and Action Summary Sensor

Temperature

Gas Detection

Flame Detection

Notes:

Alarm

Shutdown

Ventilation Fans

CO2 Release

YES Gen. Encl.

YES @ >225 °F

OFF (1)

YES (2,3)

YES Turbine Encl.

YES @ >450 °F

OFF (1)

YES (2,3)

YES @ >20% LEL (4)

NO

B/U fans in appropriate encl. ON

NO

YES @ >60% LEL (4)

YES

B/U fans in appropriate encl. ON

NO

YES

YES (5)

All fans OFF (1)

YES (2,3,6)

(1)

Fire dampers are closed by CO2 pressure in release lines. Alarm horns and beacon lights are activated 30 seconds before CO2 is released to allow personnel to clear fire area. (3) Backup bottles are released if pressure from first release is not detected within 10 seconds. (4) Lower Explosion Limit (LEL) of gas-air mixture. (5) Two of the three flame detectors in the turbine enclosure must detect flame for release of CO2. The single flame detector in the generator enclosure, when activated, will cause release of CO2. (6) If flames continue to be detected 90 seconds after primary CO2 bottle bank is released, backup bottles are also released. (2)

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LM6000 FIRE PROTECTION SYSTEM TURBINE CONTROL SYSTEM \ FPP SIGNALS

Turbine Control System Operator Messages

Shutdown/Alarm

GTG ROOM HI GAS LEVEL

FSLO

GTG TURBINE ROOM HI GAS LEVEL

FSLO

GTG ROOM AIR HI TEMP

FSLO

GENERATOR ROOM AIR HI TEMP

FSLO

GTG CO2 RELEASE

FSLO

24-VDC BATTERY LOW VOLTAGE

CDLO

GTG BATTERY CHARGER FAILURE AC

(ALARM ONLY)

GTG BATTERY CHARGER GROUND FAULT

(ALARM ONLY)

*Fire protection panel (FPP) internal diagnostic fault. NOTE: FSLO, CDLO, and SML shutdown mode definitions are given in the Turbine Control System description.

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LM6000 FIRE PROTECTION SYSTEM FPP F&ID

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FIRE PROTECTION SYSTEM SCREEN

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LM6000 FIRE PROTECTION SYSTEM Fire Protection System Review

1. CO2 is released into the turbine and generator enclosures only when flames are detected A. True

B. False

2. Three types of sensors are installed in the turbine and generator enclosures. They are __________, ___________, and __________ detectors.

3. Is it safe to operate without a functioning fire system? What should happen if the fire system isn’t operating properly?

4. How is the fire system protected if there is a break in the wiring between the sensor and the monitor?

5. A reserve bank of CO2 bottles is released into the generator and turbine enclosures ONLY if the pressure switch does not activate at 150 psig ()1034 kPaG) after the initial bank of bottles is released. A.True

B. False

6. Should connections to flame detectors in either the turbine or the generator enclosures be accidentally cut (open circuited), operators will not be alerted until an attempt is made to release CO2. A. True F-060-00-20-800-00

B. False LM6000 Fire Protection System

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BASIC ELECTRICITY and GENERATION

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INTRODUCTION TO ELECTRICITY All matter is composed of atoms that often arrange themselves into groups called molecules. The atom is composed of smaller particles separated by space. The center of the atom is the nucleus that contains various particles, including protons. These protons are said to have positive charge. The electrons, which complete the atomic structure, are said to orbit the nucleus and have a negative charge. Different atoms have different numbers of electrons, and atoms in their complete state have equal numbers of electrons and protons. In this structure, the positive and negative charges cancel out each other, leaving the atom electrically neutral. Consider the copper atom; notice the outer electron is farthest from the nucleus and subject to a smaller force of attraction than those electrons in the inner orbit. This electron is weakly held in position and often breaks free, moving at random among the other copper atoms. An atom that loses an electron in this way is left with an overall positive charge, since it has a positive proton in excess of those required to balance the effect of the negative electrons. Such an atom is called a positive ion. Electrons in motion constitute electric current. By the laws of nature, opposites attract. If opposite-charged materials are connected electrically in some way, current will flow to the movement of electrons from negative to positive.

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ELECTRIC CURRENT IN A BLOCK Consider a block of conducting material. Free electrons are moving at random among positive ions. If a battery is connected across the block, free electrons close to the positive plate will be attracted to it and free electrons near the negative plate will be repelled from it. A steady flow of electrons occurs from the negative battery terminal to the positive terminal. For each electron entering the positive terminal, one is ejected from the negative terminal, thus the total number of electrons in the material remains constant. VOLTAGE, CURRENT, AND RESISTANCE To consider the basic DC circuit we must introduce the notion of voltage. Consider our basic circuit, the battery connected across the piece of material. The reason there is current flow is because there is an excess of electrons at the negative terminal and a deficiency of them at the positive one. We say there is a difference in potential between the positive and the negative terminals, and we measure this potential difference in volts. Adopting the physical analogy to electricity, we can say the following: In order for electrons to move, a force must be applied. This force is called electromotive force (EMF) and is measured in volts. In all conducting materials there is a resistance associated with electron movement. This is the electrical resistance and is measured in ohms.

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OHM’S LAW The conditions required to set up and maintain the flow of electric current are as follows: • There must be a source of EMF (battery or generator • There must be a continuous external path (circuit) for the current to flow in Consider the simple circuit shown on the previous page. When the switch is closed, a current will flow. The value of this current depends on the battery EMF (in volts) and the amount of resistance in the circuit. The relationship between EMF, current, and resistance is defined in the statement called Ohm’s law. The current flowing in a circuit is directly proportional to the applied voltage. EMF is inversely proportional to the resistance. We tend to express this relationship mathematically as follows: I=V/R I = Current (A) V = EMF (V) R = Resistance (R) This gives us the “magic triangle” from which is given two of the circuit parameters; we can deduce the remaining one.

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POWER To complete the definitions portion of this section, we need to consider power. We define power as the rate of doing work. Whenever a force of any kind causes motion, work is said to be done. A difference in potential between any two points in an electric circuit gives rise to a voltage, which causes electrons to move and current to flow. Thus, force causes motion and work is done. So whenever voltage causes electrons to move, work is done in moving them. The rate at which the work of moving electrons from point to point is done is called electrical power. The unit in which it is measured is the watt (W). It is defined as “the rate at which work is being done in a circuit in which a current of 1 ampere (A) is flowing when the EMF applied is 1 volt (V)”. In real terms, power is the rate at which electrical energy can be converted into useful forms of energy, such as heat or light. Electrical power is expressed in watts (W), kilowatts (kW), or megawatts (MW). One horsepower of mechanical energy is equal to 746 W or about ¾ kW (1000 W = 1 kW). As an example, 13,800 volts × 1500 amperes = 20,700 kW (20.7 MW). This example provides for the instantaneous amount of electrical power being generated. The total energy produced by the generator is expressed in kilowatt-hours. As an example, 20,000 kW × 2 hours of generation = 40,000 kilowatt-hours. The formula for calculating kW (shown in the above illustration) is valid for directcurrent (DC) circuits and for alternating-current (AC) circuits when the AC voltage and current are in phase with each other. The power (P) consumed in a resistor is determined by the voltage measured across it, multiplied by the current flowing through it. The following power formula results: P = V × I Watts = Volts × Amps.

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CONDUCTORS AND INSULATORS In the simple model we have been considering, we introduced the notion of conductors. The piece of material, which permitted electron flow, is a conductor. Copper wire is considered a good conductor since it contains many free electrons. Given an electric force (voltage) acting in a particular direction, electrical energy will be transferred through the conductor by the directional movement of free electrons migrating from atom to atom within it. Each electron only moves a very short distance to a neighboring atom, where it forces one of that atom’s electrons from its outer orbit by mutual repulsion of like charges and then takes its place. The displaced electron repeats the process in another nearby atom, until the movement of electrons has been transmitted through the conductor. The more electrons that can be made to move for a given applied electric force, the better the conductor. Popular conductors in use in the power industry today are aluminum and copper, with aluminum preferred, owing to its lower price. Materials possessing very few free electrons are called insulators. In these materials, a lot of energy is required to force electrons out of their orbit about the atoms. Even then only a few can be forced out at any one time. No such thing as a perfect insulator exists and in that sense, they can be thought of as very poor conductors.

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MAGNETISM Let us consider a common bar magnet. Magnetism about the magnet is exhibited in the form of lines of force. These invisible lines of force are called flux lines and the shape of the area they occupy is called the flux pattern or magnetic field. The magnetic lines of force always travel out from the North Pole and reenter the magnet through the South Pole. Inside the magnet the lines of force travel from the South Pole to the North Pole. This way, the lines remain continuous and unbroken and the complete path they take is called the magnetic circuit. Flux lines per unit area, or flux density, are greater at the ends of the coil, where flux lines leave the “north” pole and enter the “south” pole. Pushing two similar poles of different magnets together, you experience a force of repulsion between them. By bringing similar poles together, one can feel a strong force of attraction. It is a characteristic of all magnetic lines of force that they always tend to repel one another and never unite or cross. Two magnetic fields, which are brought close together, will deform themselves into considerably distorted flux patterns, but will not cross each other. The type of magnet we have been considering is the natural phenomena of permanent magnetism that is exhibited in some natural materials. It is possible, however, to induce magnetism in a material by means of electricity. This is known as electromagnetism.

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CURRENT FLOW IN A CONDUCTOR If a magnet is moved past a piece of wire, electric current is induced in this wire. The current is induced only when the magnet is moving. As the diagrams demonstrate, you can increase the amount of electricity produced by increasing the speed with which the wire is passed back and forth about the magnet, use a stronger magnet, or use more coils of wire. The energy required to produce relative motion is analogous to the energy used in rotating a mechanical pump to produce liquid flow, as illustrated above. The circulating liquid flow is analogous to current flow in the electric circuit. The switch in the electrical circuit is analogous to the valve in the mechanical liquid circuit.

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FIELD AROUND A CURRENT-CARRYING CONDUCTOR Current flow through a conductor produces a magnetic field, as illustrated above. The direction of magnetic flux lines is predictable by Ampere’s right-hand rule. A compass near the conductor can be used to verify the presence and direction of the magnetic field.

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ELECTROMAGNET AND RIGHT-HAND RULE One of the effects of a conductor carrying a current is to produce a magnetic field. Any conductor carrying a current will, in fact, act as a magnet. If we cause current to flow in a piece of wire, a magnetic field is induced. The converse is also true—if you move a piece of wire so that it cuts through a magnetic field, an electric current will flow in the wire. Forming the conductor in the previous illustration into a coil, as illustrated above can increase magnetic field strength. To make the magnetic field of the loop stronger, form the wire into a coil containing many loops. The individual fields of all the loops reinforce one another and form a single strong magnetic field, extending both inside and outside the loop. The field strength of the coil will then be proportional to current flow and the number of turns in the coil. The magnetism also increases with increasing current. Note that once current ceases to flow in the conductor, magnetism is lost. Flux lines per unit area, or flux density, is greater at the ends of the coil where flux lines leave the North (N) pole and enter the South (S) pole. The direction of the magnetic field about a current-carrying conductor is determined by the direction of current flow. If a current-carrying conductor is grasped in the right hand with the thumb pointing in the direction of current flow, the fingers wrapped around the conductor will point in the direction of the magnetic lines of force. This is known as the “Right-Hand Rule.”

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GE Energy


ELEMENTARY GENERATOR In order to understand the ac waveform, it does well to examine how it is produced. To do this, we need to understand the mechanism of ac power generation. An elementary generator consists of a loop of wire placed so that it can be rotated in a uniform magnetic field to produce electricity in the loop. If sliding contacts are used to connect the loop to an external circuit, a current will flow around the external circuit and the loop. The pole pieces are the North and South Poles of the magnet that supply the magnetic field. The loop of wire that rotates through the field is called the armature. The ends of the armature loop are connected to rings called slip rings, which rotate with the armature. Current collectors, called brushes, “brush off” the slip rings to pick up the electricity generated in the armature and carry it to the external circuit. In the description of the generator outlined, visualize the loop rotating through the magnetic field. As the sides of the loop cut through the magnetic field, they generate an emf, which causes a current to flow through the loop, slip rings, brushes, ammeter, and load resistor, all connected in series. The emf, which is generated in the loop and, therefore, the current that flows, depends on the position of the loop in relation to the magnetic field. ALTERNATING-CURRENT FREQUENCY We have seen that as the loop of the elementary generator rotated through 360 degrees, one complete revolution, the generated emf completed one cycle. If the loop rotates at a speed of 60 revolutions per second, the generated emf will complete 60 cycles per second (c/s). It will then be said to have a frequency of 60 cycles per second. The units we use for frequency are hertz (hz = c/s). Frequency is the number of cycles per second. The standard commercial frequency used in the United States is 60 Hz. Other parts of the world use frequencies of 50 Hz. Lower than 50 Hz causes problems; for instance, a visible flicker of lights can be seen using an electrical supply of less than 50 Hz. This is because every time the current changes direction, it falls to zero and momentarily switches off an electric lamp as it does so. At 50 c/s, the lamp switches on and off at 100 times per second (faster than the human eye can detect, and therefore, we have the impression that the lamp is permanently lit). At lower frequencies, it would be possible to discern this switching.

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Slide 21

GE Energy

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Slide 22

GE Energy


SIMPLE SINGLE-PHASE GENERATOR Illustrated above is a permanent magnet with high permeability rotating near a single-loop conductor. As the N and S poles rotate (to positions) near the loop, the flux density is increased and reversed when the opposite pole approaches. The reversal in flux direction produces a once-per-cycle reversal in current flow, such that an oscillating waveform is produced. The waveform produced is sinusoidal, having a peak-positive value as each N pole passes and a peak-negative value as each S pole passes. By positioning three loops, or coils, around a rotating magnet, as illustrated in (A) above, three voltage waveforms are generated with each revolution. By arranging the coils 120 mechanical degrees apart (industry standard), three-phase power is produced, as illustrated in (B) on the next page.

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Slide 23

GE Energy

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Slide 24

GE Energy


SIMPLE THREE-PHASE GENERATOR By positioning three loops, or coils, around a rotating magnet as illustrated in (A) above, three voltage waveforms are generated with each revolution. By arranging the coils 120 mechanical degrees apart, industry-standard, 3-phase power is produced, as illustrated in (B) above. The generating system illustrated in (A) above uses a rotating electric magnet rather than a permanent magnet. Current flow through the rotating windings is supplied by a battery and brushes, which contact rotating slip rings. A variable resistor in the external battery current loop regulates current flow through the rotating coil. This Excitation current determines the strength of the rotating magnetic field and, therefore, the voltage and/or power output from the stator windings.

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Slide 25

GE Energy

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Slide 26

GE Energy


TWO POLE GENERATOR The excitation scheme, illustrated in (B) above, provides magnetic linking of the stationary and rotating parts of the machine without using brushes. Brushless excitation has become an industry-preferred standard, eliminating the wear and failure problems associated with brush type exciters. In the brushless excitation scheme, the rotating flux lines of the permanent magnet induce an AC voltage in the surrounding stationary windings. This AC voltage is rectified, and the resulting DC is regulated and applied to a set of stationary windings called the Exciter Field. The exciter field windings surround an exciter rotor, which has induced in it an AC voltage. The AC voltage output of the exciter rotor is rectified by diodes, which also rotate. The DC output from the rotating diodes is applied to the main rotor to control the electrical output of the main stator windings. The regulation of exciter field current, therefore, is a mechanism for controlling the 3-phase generator output.

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Slide 27

GE Energy


GENERATOR BRUSHLESS EXCITATION

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Slide 28

GE Energy


TWO BIG IDEAS

When magnetic lines of force cut a coil, a VOLTAGE is built in the coil.

When a current is passed through a coil, a MAGNETIC FIELD is built around the coil.

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Slide 29

Tab 14


GE Energy

50 HZ GENERATOR CONSTRUCTION

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Slide 1


GE Energy

BRUSH GENERATOR

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Slide 2


GE Energy

GENERATOR OVERVIEW Electric power generators convert rotational shaft horsepower into electrical energy. Typical output from electric generators furnished in GE Energy Products gas turbine-generator (GTG) packages with LM6000 engines is 50 megawatts (MW) under ideal conditions. The LM6000 engine produces approximately 55,000 shp. The limiting factor for production over 50 MW is the LM6000 engine. The Brush generator is rated for 60.5 MW, 13.8 Kv. The generator is oversized to provide added safety margins and provide for future power increasing enhancements developed for the engine. The generator is installed in an isolated, pressurized enclosure to prevent explosive gas leakage from the engine into the generator compartment, where possible ignition could occur. It also provides enclosed filtered air for cooling of the generator. The unit is bolted to the gas turbine-generator package main skid, such that the rotor is axially aligned with the engine drive shaft. A flexible coupling through the engine intake connects the generator rotor to the engine’s low pressure compressor (LPC) drive shaft.

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Slide 3


GE Energy

The generator is characterized as a three-phase, two-pole brushless exciter type, with an open-circuit air-cooling system. To avoid degraded performance under high-current loads or ambient temperatures, cooling has been a major consideration in the design of the generator. Bearings at the drive and non-drive ends support the 12-ton rotor. The gross weight of the assembled generator is approximately 92 tons.

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Slide 4


GE Energy

1.

Stator Winding

2.

Stator Core

3.

Rotor

4.

Rotor Endcap

5.

Shaft Mounted Fan

6.

Bearing Oil Seal

7.

Exciter Cooling Air Duct

8.

Endframe Bearing

9.

Exciter Stator

10.

Rotating Diodes

11.

Exciter Rotor

12.

PMG

Brushless Generator Major Components

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Slide 5


GE Energy MAJOR COMPONENTS

1. Stator Winding - High voltage coils are mounted in the generator frame. Rotor’s lines of force cut through these coils and create the generator’s output voltage. 2. Stator Core – Thin laminations of low-loss electrical steel are stacked together to form the generator core. The core concentrates the rotor’s magnetic flux in the stator coils and completes the path of the rotor’s magnetic loops. 3. Rotor – The rotor is a 12-ton, solid forging of nickel-chromium-molybdenum alloy steel. The rotor supports the field windings of solid copper bars. Current in the rotor windings creates magnetic flux around the rotor. This flux cuts the stator coils and produces the generator’s high-voltage output. 4. Rotor Endcaps – The rotor endcaps are non-magnetic steel. The endcaps cover and protect the end portions of the rotor windings. 5. Shaft-Mounted Fan(s) – Two fans (one on each end of the rotor) pull cooling air into the generator through top inlets at each end of the generator frame. The fans force the air over the rotor and core and out through the central top exhaust exit.

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Slide 6


GE Energy 6.

Pressure Oil Seals – Twin lube oil seals are mounted at the inner and outer edge of each bearing cavity. Air pressure from the shaft fans is inserted between the seals to contain the bearing lube oil.

7.

Exciter Cooling Air Duct – A fan on the exciter shaft pulls cooling air through this duct and forces the air over the exciter components.

8.

Endframe Bearing(s) – White-metal lined, hydrodynamic, cylindrical bearings support the rotor shaft at each end. These bearings require continuous lubrication while the rotor is turning.

9.

Exciter Stator – DC excitation current flows through these fixed stator coils, producing a magnetic field around the coils. The exciter rotor coils cut through this magnetic field, and a voltage is built in the rotating coils. Note: The energy is transferred to the rotating shaft without brushes, slip rings or physical contact.

10. Rotating Diodes – These diodes rectify the AC voltage in the Exciter Rotor Coils and produce DC current to energize the rotor main windings. 11. Exciter Rotor – A voltage is built in the Exciter Rotor coils when they cut through the magnetic flux of the Exciter Stator coils. This voltage is rectified by diodes, providing DC current to energize the main rotor windings. 12. Permanent Magnet Generator (PMG) – The flux from sixteen shaft-mounted permanent magnets cuts through the PMG stator coils and creates the AC utility voltage needed for excitation. F-000-00-30-100-01


Slide 7


GE Energy

Generator Frame

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Generator Rotor


Slide 8


GE Energy Generator Frame

The generator frame is a box-shaped weldment built of carbon steel plates. The frame is stiffened internally by web plates. These plates are aligned by “key bars” running parallel to the axis of the machine. The key bars support the stator core. After fabrication, the generator frame is machined on a large lathe. The lathe cuts an accurate cylinder along the axis and provides machined faces on each end for mounting the generator end pieces. Main Rotor The rotor is machined from a single alloy-steel forging of tested metallurgical properties. Longitudinal slots are machined radially in the body in which the rotor windings are installed. The windings are secured against centrifugal force by steel wedges fitted into dovetail openings machined in the rotor slots. The coils are insulated from the slot walls by molded slot liners. Molded ring insulation is provided at the coil ends to separate and support the coils under thermal and rotational stresses. A centering ring held into place by shrink fit restricts axial movement. A single brush, spring-loaded against the rotor, carries stray ground currents from the rotor to the frame ground. The brush is located near the drive end of the main rotor.

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Slide 9


GE Energy

Stator Winding Copper Bars

LAMINATED CORE SUPPORTS STATOR COILS F-000-00-30-100-01

STATOR CORE COMPLETES MAGNETIC CIRCUIT AROUND ROTOR 50 HZ Generator Construction

Slide 10


GE Energy

Stator Core The stator core is built into a fabricated steel frame and consists of low-loss silicon, steelsegmented stampings insulated by a layer of varnish on both sides. The stampings are divided into short sections by radial-ventilating ducts extending from the center through to the outer ends. The stator windings are arranged in patterns to minimize circulating currents. Conducting tape between the windings and the machine frame provides Corona protection. The stator core is a compressed stack of insulated, laminated steel strips. (The laminated construction reduces electrical losses in the core.) The stator core provides the “return path” to complete the rotor’s magnetic circuit. This concentrates the flux and produces more power in the stator coils.

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Slide 11


GE Energy

PHASE & TERMINAL NUMBERS

“WYE” CONNECTED PHASES

CUBICLES CONNECT GENERATOR TO SITE EQUIPMENT

Generator Terminals

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Slide 12


GE Energy

Generator Connections The generator has three stator coils, one per phase. Standard phase and terminal numbering is shown in “A” above. Three coil terminals extend through the left side of the generator housing, near the exciter end of the frame (T1,T2,T3), and three terminals extend through the right side of the generator housing (T4,T5,T6), as shown below. The generator connects to the site equipment through Lineside and Neutral Cubicles. These cubicles contain heavy busbars to transmit the generator voltage to the load. The cubicles are mounted on the outside of the generator enclosure at the site. The Lineside Cubicle can be mounted on either side of the generator enclosure - to suit the customer’s layout. The Neutral Cubicle mounts on the side opposite from the Lineside Cubicle. In the Neutral Cubicle, three of the generator terminals are connected together by busbar, creating a Wye arrangement, as shown in “B” above. The common, or “Neutral”, point is connected to ground through a grounding transformer, as shown in “C” above.

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Slide 13


GE Energy

Lineside Cubicle

Neutral Cubicle and Grounding Transformer

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Slide 14


GE Energy Lineside Cubicle

The Lineside cubicle connects to the high-voltage output terminals of the generator. The customer then connects the Lineside cubicle to the generator circuit breaker (52G) with busbar or high voltage cables. Three sets of lightning arrestors and surge capacitors are mounted in the Lineside cubicle. These devices “shortcircuit” lightning energy to ground and protect the generator if lightning should strike the grid. Neutral Cubicle The Neutral cubicle connects to the side of the enclosure opposite the Lineside cubicle. Busbars in the Neutral cubicle connect three phases together to form the “neutral point” of the generator Wye connection. The neutral point connects to earth ground through the Neutral Grounding Transformer. The Neutral cubicle also contains three sets of current transformers. These transformers tell the control system how much current is flowing in each of the three phases of the generator. The control system uses these 0-5 Amp signals for metering and relaying. Neutral Grounding Transformer The Neutral Grounding Transformer connects the neutral point of the generator’s Wye connection to ground. Grounding generators in this fashion provides a “common potential reference” for all the generators connected to a grid. This allows them to work smoothly in parallel. The Neutral Grounding Transformer also limits the maximum current flow from ground back into the generator if a “phase conductor” should accidentally fall to earth or become grounded

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Slide 15


GE Energy

Generator Drive-End Bearing

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Slide 16


GE Energy Generator Drive-End Bearing

A pressure-lubricated journal bearing supports the rotor at the drive and non-drive ends. Thrust pads are installed between the drive-end journal and the bearing, to prevent longitudinal loads that may be imposed upon the drive turbine. The bearings are supported in fabricated steel housings, which are bolted directly to the machine ends. The bearing housings are split on the horizontal shaft centerline with the lower half forming the bearing oil sump. The bearings are of plain cylindrical design, white metal lines, and spherically seated within the end frames. Oil under pressure is fed to the bearings and distributed over the bearing surface by internal grooves.

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Slide 17


GE Energy

GENERATOR BEARING LUBRICATION On the 60Hz Generators, there are two Lube Oil Pumps. One is a Mechanically driven Pump attached to the Generator Exciter end. And an Auxiliary AC Pump mounted in the lower portion of the Generator enclosure. On the 50Hz Generators, there are two AC Lube Oil Pumps (one is primary and the other Secondary) and one Auxiliary DC Lube Oil Pump. On both the 50 and 60Hz Generators there are four “Rundown” tanks. Two on the Drive end and two on the Non Drive End. Each tank contains 20 Gallons of Lube Oil and provide emergency bearing lubrication in case of Lube oil pump failure. A “jacking” lube oil pump is provided to reduce breakaway torque during startup, crank cycles and offline water wash motoring. An orifice in the supply lines controls the bearing oil flow. Drain oil discharges into the bottom of the bearing housing from where it is returned to the lube oil system.

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Slide 18


GE Energy

Generator Bearing Seal System Pressurized knife-edge oil seals are mounted on the inboard and outboard faces of the bearing housing. The outer chamber is supplied with pressurized air bled from the downstream side of the main generator fan. Pressurization prevents oil and oil vapor from flowing along the shaft and out of the bearing housing.

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Slide 19


GE Energy

Generator Airflow

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Slide 20


GE Energy

Generator Temperature Monitoring Instrumentation installed within the generator by the generator manufacturer is as follows: •Three resistance temperature detectors (RTD's) are embedded in each stator winding—one in each winding is a spare. • Four RTD's are installed in the air duct flow path—two are operational, two are spares (on water cooled generators they are used to monitor water temperatures). •Two RTD’s are embedded in the bearings, one on the generator drive end and one on the exciter end. •Two RTD’s are installed in the bearings oil supply drain flow, one on the generator drive end and one on the exciter end.

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Slide 21


GE Energy

Exciter Diode Wheel

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Slide 22


GE Energy

Exciter and Diode Assembly The exciter assembly consists of a permanent magnet generator (PMG), an exciter stator and rotor, and a rotating diode rectifier. These components are installed at the non-drive end of the generator shaft. The PMG stator consists of a single-phase winding in a laminated core. Twelve permanent magnets rotate on the rotor inside the stator. The PMG output AC voltage is rectified and regulated by the modular automatic voltage regulator (MAVR). The exciter stator, which receives the MAVR output DC voltage, is mounted around the exciter rotor. It consists of a stationary ring that supports the stator poles and carries the magnetic flux between adjacent poles. Stator windings are series-wound around laminated poles. The exciter rotor is constructed from punched laminations and contains resin- impregnated, form-wound, and three-phase windings. A rotating diode assembly rectifies the AC voltage induced into the exciter rotor.

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Slide 23


GE Energy Exciter Diode Wiring

The rectifier is a three-phase, full-wave bridge rectifier with parallel, individually fused diodes. The fuses are mounted on the reverse side of the diode assembly. The redundant diode configuration enables the exciter to carry full generator output with as many as half the diodes out of service. Because diodes have only two failure modes (shorted or open), the fuses provide over current protection and allow continued normal operation, unless two fuses open in any one of the six rectifier legs. A radio transmitter, powered by the rectifier DC voltage output, discontinues transmission, should a rotor ground fault occur. A stationary radio receiver generates an alarm, should the transmitter signal cease. Diode failure detection is accomplished by sensing ripple induced into the exciter field caused by the unbalanced load.

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Slide 24


GE Energy

Diode Failure Detection Twelve diodes, each with a fuse in series, are mounted in parallel pairs in a three-phase bridge. Six of the diodes has positive bases and are mounted on one heat sink, the remaining six have negative bases and are mounted on the other heat sink. The risk of diode failure is very remote. However, if a diode does break down a heavy reverse current will flow which is interrupted by the fuse. The adjacent diode and fuse would then be called upon to carry the whole current that was previously divided between two parallel paths. Each path is designed with sufficient surplus capacity to carry the full current continuously. The generator will therefore continue running as if nothing had happen.

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Slide 25


GE Energy

50Hz Gearbox Assembly For 50Hz applications, the 3600 rpm output speed of the LPT must be reduced to 3000 rpm. This is done via a reduction Gearbox attached to the LPT output shaft and the Generator Drive End.

The Gearbox consists of a turning gear motor, an input shaft and an output shaft.

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Slide 26

Tab 15

GE Energy

LM6000 50 HZ Generator Lube Oil System

GENERATOR LUBE OIL SYSTEM

LM6000 50 Hz Generator Lube Oil System Slide 1

GE Energy


GEN LUBE OIL SCREEN#1 LM6000 50 Hz Generator Lube Oil System Slide 2

GE Energy


GENERATOR LUBE OIL SCREEN#2 LM6000 50 Hz Generator Lube Oil System Slide 3

GE Energy


System Overview The generator lube oil system uses mineral lube oil to lubricate, cool and cleans the gearbox and generator bearings. In addition, the mineral oil is used to lift the generator rotor shaft for easier “break-away.” The generator lube oil system has two distinct subsystems: a pressurized supply system and a separate jacking oil system, which lifts and centers the generator rotor for starting. Each subsystem has its own filters. The supply system has three pumps: one D/C motor driven supply oil pump and two A/C motor driven pump. A Single A/C motor-driven pump provides lubricating oil during operation. In case of pump failure, when the header pressure drops to 20 psig (138 kPaG) the standby A/C pump comes online. If pressure continues to drop to 12 psi (82 kPaG), the D/C motor driven pump will start to provide oil to the system. In the event of a complete electrical or mechanical system failure, four 20 gal (76 L) rundown tanks are provided to gravity feed oil to the bearings on both the generator and gearbox. (2 per unit) The jacking oil pump is used during startup and provides high-pressure oil to the rotor shaft to “lift” the shaft up on a cushion of oil so “break-away” is easier. The system also contains the following: a reservoir, lube oil coolers, piping, valves, and instrumentation.


GE Energy


Generator Supply Oil System The generator A/C and D/C motor driven supply pumps are located on the top of the lube oil reservoir. The supply pumps take suction from the 3000-gallon (11356 liter) stainless steel generator lube oil reservoir (mounted on the generator lube oil skid).

Discharge pressure from the supply element is regulated to 30 psi (206 kPaG) by a pressure control valve and then piped to the supply lube oil cooler. From the supply lube oil cooler, the lube oil is piped to the supply oil duplex filters (rated at six (6) microns). From the filters, the lube oil goes to the lube oil header, to the rundown tanks, and to the bearings on both the gearbox and generator. The lube oil is then returned to the generator lube oil reservoir by return oil piping.


GE Energy


50Hz Gearbox Assembly For 50Hz applications, the 3600 rpm output speed of the LPT must be reduced to 3000 rpm. This is done via a reduction Gearbox attached to the LPT output shaft and the Generator Drive End.

After the lube oil has passed through the oil supply filter, it flows through a check valve and then to the gearbox where it lubricates the gearbox’s four bearings. Temperature elements TE-6079, TE-6080, TE-6081, and TE-6082 indicate the temperature of the lube oil inside the gearbox. Temperature alarms TAH-6079, TAH-6080, TAH-6081, and TAH-6082 signal if the temperature of the lube oil reaches 107 °C (225 °F) increasing. A FSLO is initiated by alarms TAHH-6079, TAHH-6080, TAHH-6081, and TAHH-6082 if the lube oil reaches 116 °C (240 °F). After the lube oil has passed through the gearbox, it returns to the lube oil reservoir through a 305 mm (12inch) drain line. Temperature indicator TI-6083, scaled -20–120 °C (0250 F), indicates lube oil temperature upstream from the flow indicator. On the generator/gearbox lube oil skid, the lube oil passes through flow indicator FI-60004 before it returns to the reservoir. LM6000 50 Hz Generator Lube Oil System Slide 6

GE Energy


GENERATOR JACKING OIL SYSTEM The generator jacking oil system centers the generator (axially) and “lifts” the generator rotor on a highpressure layer of oil for easier “break-away.” The jacking oil pump is a four (4)-element pump, two (2) high-pressure elements rated at 2850 psig (19,650 kPag), and two (2) low-pressure elements rated at 800 psig (5516 kPag). Each pump element has a separate simplex discharge filter. The jacking oil pump takes suction from the generator lube oil supply header. The HP oil is supplied to each side of the thrust bearing to axially center the rotor shaft. The LP oil is supplied to each journal bearing to “lift” the rotor shaft up on a cushion of oil. This eliminates friction between the shaft and the bottom half of the journal bearing making “break-away” easier.


GE Energy


COMPONENT DESCRIPTION A/C Motor Driven Lube Oil Pump The A/C supply pumps are used to supply pressurized oil to the generator supply oil system. The motor driven pump is rated at 330 gpm (1249 L/min). The pump motor is rated 25 hp (18.6 kw), 400 VAC, 3-phase, 50Hz, 1500 rpm. D/C Motor Driven Lube Oil Pump The D/C motor-driven pump is used to supply oil to the generator supply oil system in case of A/C pump failure. The motor driven pump is rated at 165 gpm (625 L/min). The motor for the pump is rated 15 hp (11.1 kw), 125 VDC, 1500 rpm.


GE Energy


A/C Motor Driven Pump Relief Valve On the discharge side of the motor driven lube oil pumps are relief valves to protect the system from over-pressurization. The valve relieves back to the reservoir and is set to open at 85 psig (586 kPag). D/C Motor Driven Pump Relief Valve On the discharge side of the D/C motor driven lube oil pump is a relief valve to protect the system from over-pressurizsion. The valve relieves back to the reservoir and is set to open at 30 psig (207 kPag).


GE Energy


Pressure Control Valve (PCV-6013) The pressure control valve controls the lube oil header pressure by returning excess pressure back to the lube oil reservoir. The pressure control valve is set to maintain header pressure, after the filters, to 30 psig (206 kPag).


GE Energy


Generator Lube Oil Coolers Shell and Tube type cooler (as discussed in the gas turbine synthetic lube oil write-up) are located on the generator lube oil skid. Sending controlled amounts of oil flow thru the coolers controls the lube oil temperature.


GE Energy


Temperature Control Valve The temperature control valve regulates lube oil return temperature by bypassing some of the hot oil around the lube oil cooler and mixing it with the cooled oil from the oil cooler. The thermostatic valve is a fully automatic, three (3)-way fluid temperature controller for mixing application.

Temperature is sensed at port “A” (valve outlet). Port “B” remains fully open until oil temperature reaches approximately 131F (55 C) to 133F (56 C). As the oil temperature continues to rise port “B” starts to close off and port “C” starts to open, mixing the hot and cool oils. Port “B” is fully closed and port “C” is fully open if oil temperature reaches 149F (65 C) to 151F (66 C). The valve continually modulates the oil flow, maintaining a nominal oil temperature of 140 F (60 C).


GE Energy


Generator Lube Oil Filters The duplex supply lube oil filters are located in the generator enclosure. The filter elements are rated at six (6) micron and each element can handle 100% flow and pressure. There are three filter elements per canister. The filters have a local differential pressure gauge, an alarm pressure differential switch set at 20 psid (138 kPad).

Lube Oil Supply Header Relief Valve On the lube oil supply header is a relief valve to protect the system from over-pressurization. The valve relieves back to the reservoir and is set to open at 38 psig (262 kPag).


GE Energy


Generator Gauge Panel Located outside of the Generator enclosure is a local gauge panel. This monitoring station gives local pressures of the Jacking Oil pump HP/LP elements. Located on the opposite side is a monitoring station for the Auxiliary oil pump discharge Gauge Panel.


GE Energy


Lube Oil Rundown Tanks (4) There are four rundown tanks. Two tanks are located on the generator, (one on each end of the generator) and two located on the gearbox. Each tank has a 20 gal. (76 liters) capacity. The rundown tanks are filled when the motor-driven pump is started. The rundown tank provides an emergency source of lube oil to the bearings in case of pump failure.


GE Energy


Typical Generator Bearing GENERTOR BEARINGS An orifice in the supply lines controls the bearing oil flow. Pressure-lubricated journal bearings support the rotor at the drive and non-drive ends. Thrust pads are installed between the drive-end journal and the bearing, to prevent axial (thrust) loads that may be imposed upon the drive turbine and rotor shaft during startup and shutdown.


GE Energy


GENERATOR BEARINGS (CONT). The bearings are supported in fabricated steel housings, which are bolted directly to the generator ends. The bearing housings are split on the horizontal centerline with the lower half forming the bearing oil sump. The bearings are of plain cylindrical design, white metal lining, and spherically seated within the bearing housings. Oil under pressure is fed to the bearings and distributed over the bearing surface by internal grooves. Oil drains into the bottom of the bearing housing. From the housing, the oil drains into the lube oil return oil header.


GE Energy


Air / Oil Separator The generator lube oil reservoir is vented to the demister heat exchanger where it is cooled by chill water. The separator contains filter pads that coalesce the oil-air mist. Droplets form on the filter, and the collected oil drains back to the reservoir.


GE Energy


JACKING OIL SYSTEM

Jacking Oil Pump The jacking oil pump has four separate shaft mounted pumps (two (2) low pressure elements and two (2) high pressure elements), which takes suction on the lube oil supply header. The LP elements are rated at 800 psig, 1.7 gpm for each element. The HP elements are rated at 2850 psig, 2.5 gpm for each element.


GE Energy


Low Pressure Element Relief Valves (PSV-6053 A/B) A relief valve is located on the discharge side of each jacking oil pump, low-pressure element. The relief valves protect the system from over-pressurization. The valves relieve back to the reservoir and is set to open at 1000 psig (6890 kPag). High Pressure Element Relief Valves (PSV-6054 A/B) A relief valve is located on the discharge side of each jacking oil pump high-pressure element. The relief valves protect the system from over-pressurization. The valve relieves back to the reservoir and is set to open at 3000 psig (20670 kPag).


GE Energy


Jacking Oil Pump Filters (4) The jacking oil filters are located in the generator enclosure. The filter elements are rated at five (5) micron and each element can handle 100% flow and pressure. The filters have a local differential pressure indicator. The filters filter the oil before the oil flows to the bearings.


GE Energy


Low Pressure Jacking Oil The low-pressure (LP) jacking oil “lifts” the rotor shaft out of the bottom half of the bearing and “floats” the rotor shaft on a cushion of oil during unit startup. This makes the rotor shaft easier to “break away” and start rotating. High Pressure Jacking Oil The high pressure (HP) jacking oil “pushes” the rotor shaft off the thrust bearing pads during unit start up. This makes the rotor shaft easier to “break away” and start rotating. Jacking Oil Return The jacking oil is returned to the generator lube oil sump by the return oil header.


GE Energy


GENERATOR LUBE OIL OPERATION Oil supply pressure gauges and filter differential pressure gauges are located on the generator gauge panel outside the generator enclosure. Gauges, switches, and transmitters have isolation valves in sensing lines to facilitate instrument maintenance or replacement. Oil for generator-bearing lubrication and for jacking oil pump system operation is extracted from the lube oil reservoir by pumps and discharged into a common supply line. Ball valves on the pump discharge piping can isolate the pump from the common supply line. Check valves prevent oil from flowing backwards. Oil discharge pressure for each pump is monitored by pressure gauges. The pressure gauges are on the pump discharge side of the check valves to ensure that only pump pressure (not lubricating oil manifold pressure) is measured. Each pressure gauge can be isolated from the pump discharge line. Pump A (AC-powered pump) pressure switch PSL-6073A is set to initiate an alarm at pressures 50 psig(345 kPaG). Pump B (AC-powered pump) pressure switch PSL-6073B is set to initiate an alarm also at pressures 50 psig (345 kPaG). If applicable, emergency coastdown pump (DC-powered auxiliary pump) pressure switch PSL-6074 initiates an alarm at pressures 20 psig (138 kPag).


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Oil flow from the common supply manifold is routed to either (1) the lube oil heat exchanger and then the duplex filter, or (2) directly to the duplex filter (bypassing the heat exchanger assembly). Flow to and through the shell-tube heat exchangers, or flow around the heat exchangers, is controlled by thermostatic, 3-way control valve TCV-6065. This thermostatic control maintains an oil outlet temperature of 140 F (60 C). If the oil temperature is > 140 F (60 C), the thermostatic valve modulates closes and varies the oil flows through the heat exchanger. The common supply line divides to supply lubrication simultaneously to the two generator bearings as well as through the gearbox. Oil flow to the bearings is through check valves and orifices and for the exciter-end and drive-end bearings, respectively. The check valves prevent oil backflow into the lube oil system during jacking oil pump operation. Temperature elements TE-6023 and TE-6021 are installed in the exciter-end and drive-end bearings, respectively. Each element monitors the bearing temperature and transmits these values to the control system. The control system initiates a high-temperature alarm at 197 F (92 C) and initiates a FSLO system shutdown at 203 F (95 C). Temperature elements TE-6035 and TE-6036 are installed in the exciter-end and drive-end bearing drain lines, respectively. Each element monitors bearing drain oil temperatures and transmits these values to the control system. The control system initiates a hightemperature alarm at 189 F (87 C) and initiates a FSLO system shutdown at 194 F (90 C). Temperature indicators TI-6012 and TI-6011, scaled 50400 F (10-200 C), indicate the bearing oil discharge temperatures for the exciter-end and drive-end bearings, respectively.


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Extensions of the lube oil supply lines to the generator bearings supply oil to fill two generator lube oil rundown tanks that are designed to hold 20 gallons (76L) each. Mounted near the generator housing, the rundown tanks are positioned so that oil from the tanks flows by gravity into the lube oil supply line. In the event of AC pump failure (or during emergency shutdown with the DC pump operating), oil from the rundown tanks is supplied to the bearings through snubber orifices. During operation, the tanks are maintained at capacity through the same oil supply lines. Each rundown tank has a level switch: LS-6041 and LS-6042. If oil level in any tank is lower than 6 inches (152 mm) from the top of the tank, the associated level switch notifies the TCP. If the low level occurs 5 minutes after startup, the control system will abort the startup. If the low level occurs during operation at normal speeds, the control system will initiate an alarm. Lubricating oil flows through the generator bearing assemblies, then drains by gravity to the generator lube oil reservoir. An oil flow indicator is located in each generator bearing drain line for visual verification of oil flow through the bearings.


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Generator Lube Oil Features Thermometers are mounted at appropriate points in the piping for direct observation of oil temperatures. Pressure gauges mounted on the generator gauge panel provide direct indication of lubricating oil operating pressures. Jacking oil pressures are shown on the jacking oil gauge panel. Pressure switches and transmitters send pressure information to the control system. Temperature sensors and transmitters send temperature information to the control system. Flow indicators in return and drain lines allow operators to inspect oil flows. Manually operated ball valves throughout the piping facilitate component maintenance. In addition to piping, valving, and certain pipe-mounted instruments, the assemblies listed below make up the generator lube oil system.


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Generator Jacking Oil Pump Pressure gauges are located on the generator jacking oil gauge panel outside the generator enclosure wall. The pressure switches are located on the MGTB with the generator lube oil switches and transmitters. Gauges and pressure switches have isolation valves in sensing lines to facilitate instrument maintenance or replacement. Check valves prevent backflow of oil into the pump elements. For jacking oil pump maintenance purposes, it is necessary that the main AC lube oil pump be in operation. The four elements of the jacking oil pump take supply oil from the generator lube oil system, just downstream from the duplex filter. Inlet pressure may be monitored on jacking oil pressure indicator PI-6052. Jacking oil is drawn through a pump isolation valve and a four-branch manifold via a 2-inch pipe to the four-pump suction inlets. Pump inlet pressure is monitored just downstream from the pump isolation valve by pressure switch PSL-6050, which closes to initiate an alarm if jacking pump inlet pressure is 10 psig (69 kPag), while pressure switch PSLL-6051 closes to initiate a FSLO shutdown if the jacking oil inlet pressure is 5 psig 34 kPaG). As part of the system startup logic, the contacts of switch PSL-6050 must be open before the control system startup permissive requirements are satisfied.


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The outlet pressure of the low-pressure pump elements is limited to 1000 psig (6895 kPaG) by pressure-relief valves PSV-6053A and PSV-6053B, and the outlet pressure of the high-pressure pump elements is limited to 3000 psig (20864 kPaG) by pressure-relief valves PSV-6054A and PSV-6054B. Discharge from the pump elements is routed through four ½ x ¾ -inch pipes, check valves, and 5 , absolute, no-bypass filters to the generator bearings. The check valves prevent backpressure from normal generator lubrication pressure when the jacking oil pump is not operating. Four gauges display the output pressures of the four pump segments. Snubber orifices help prevent gauge damage by an unexpected, sudden application of pressure. Gauges PI-6046 and PI-6049 monitor the low-pressure pump outputs and are scaled 0–1500 psig (0-10342 kPag). Gauges PI-6047 and PI-6048 monitor the high-pressure pump outputs and are scaled 0–5000 psig (34474 kPaG).


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Generator Lube Oil Reservoir The generator lube oil reservoir has a 2640-gallon (9995 L) retention capacity (3000 gallon (11356 L)capacity of mineral lubricating oil). The reservoir is filled via a fill cap and basket strainer, and may be drained via a 2-inch drain valve. A plate-frame heat exchanger cools the lube oil before it enters the air-oil separator. The air-oil separator (demister), driven by a 3 -hp, 400 VAC, 3phase, 50-Hz motor, allows entrained air to escape to the atmosphere while capturing oil droplets that are drained to the reservoir. Pressure indicator PI-6088 monitors reservoir pressure from the top of the reservoir. Demister pressure switch PSH-6089 closes at –1 inch (-25 mm) of water increasing and activates an alarm. Level gauge LG-6068, located on the side of the tank, provides for direct observation of oil levels in the tank. The tank heater is comprised of thermostatically controlled elements HE-6067A and HE-6067B and switches TC-6077 and TSL-6020. The heaters warm the oil during cold-weather operation. The control switch energizes the heaters, as required, to maintain the temperature at 90 F (32 C). Temperature switch TSL-6020 signals the control system to initiate an alarm when oil temperature drops to 70 F (21 C). Alarm switch LSL-6001 signals the control system to initiate an alarm and deenergize the lube oil heaters whenever the oil level drops 12 inches (305 mm) below the flange. Thermometer TI-6014, scaled 50400 F (10-200 C), measures actual lube oil temperature in the reservoir.


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AC Generator Lube Oil Pumps The control system activates the AC motor, main lube oil pump (Pump A or Pump B) to provide oil to the generator lube oil system. The standby pump will come on-line should the main pump fail. The main and standby oil pumps are driven by 18.6 kW (25-hp), 400V, 3phase, 50-Hz, explosion-proof, AC motors. Each pump is designed to deliver 330 gpm (1249 L/m) of oil. The control system monitors generator speed and lube oil pressures and temperatures for indications of system malfunction.

Generator Lube Oil Heat Exchanger The shell-tube heat exchanger assembly is located on the generator lube oil skid. The lube oil may bypass the coolers if thermostatic control valve TCV-6065 determines the temperature to be  140 F (60 C). After the lube oil passes through control valve TCV-6065, temperature indicator TI-6070 measures actual lube oil temperature. This indicator is scaled 0250 F (-20 – 120 C).


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Generator Oil Supply Filter The oil supply filter assembly is located on the generator lube oil skid. Identical in function to the turbine lube oil filter, the filter is a duplex, full-flow assembly, featuring two pressure-balanced filters with replaceable 6-µ, absolute, filter elements. A manual transfer valve diverts oil flow through one element, allowing the other element to be serviced without interruption of operation. A differential pressure gauge and switch warn operators of a dirty filter element. The instruments may be isolated from the system by instrument valves. A differential pressure-balance valve permits the equalization of pressure across the instruments. Differential pressure gauge PDI-6007 indicates filter differential pressure in a range of 0–30 psid (0-207 kPaD), and differential pressure switch PDSH-6015 signals the control system to initiate an alarm if the pressure drop across the oil filter increases to 20 psid (138 kPaD).


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Gearbox Lube Oil Operation After the lube oil has passed through the oil supply filter, it flows through a check valve, then into the gearbox where it lubricates the gearbox’s four bearings. Temperature elements TE-6079, TE6080, TE-6081, and TE-6082 indicate the temperature of the lube oil inside the gearbox. Alarms TAH-6079, TAH-6080, TAH-6081, and TAH-6082 signal if the temperature of the lube oil reaches 225 °F (107 C). A FSLO will be initiated by TAHH-6079, TAHH-6080, TAHH-6081, and TAHH-6082 if the lube oil reaches 240 °F (116 C). After the lube oil has passed through the gearbox, it returns to the lube oil reservoir through a 305 mm (12-inch) drain line. Temperature indicator TI-6083, scaled 0250 F (-20 – 120 C), indicates lube oil temperature upstream from the flow indicator. On the generator/gearbox lube oil skid, the lube oil passes through flow indicator FI-60004 before it returns to the reservoir.


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MAINTENANCE INSPECTION/CHECK SCHEDULE Inspection Check Required

Inspection Frequency

Maintenan ce Level

Remarks

Generator Frame

Monthly

I

Conduct general inspection

Grounding System

Monthly

I

Verify shaft and frame grounding

Lube Oil Level

Weekly

I

Check reservoir sight gauge.

Bearing Drains

Weekly

I

Check that flow is maintained.

Vibration Signatures

Weekly

I

Check Bently Nevada gauges for measuring vibration.


GE Energy

LM6000 50 HZ Generator Lube Oil System INSTRUMENTATION

SSEP Tag Number

Drawing Item Number

Device Description

Lube Oil Reservoir Temperature Gauge Gives local temperature indication of reservoir temperature.

TI-6014

26

LSL-6001

3

TSL-6020

30

HE-6067 A/B/ TC6077

8

LG-6068

9

Reservoir Lube Oil Level Gauge Gives local indication of reservoir level.

PSL-6073 A/B

88

AC Motor Driven Pump Discharge Pressure Switch Sends a signal to the TCS when motor driven pump discharge pressure reaches set point. 50 psig (345 kPag) decreasing.

Reservoir Lube Oil Level Switch Sends a low-level alarm signal to the turbine control system (TCS). Alarm set at 12” (305 mm) below the mounting flange face. Reservoir lube Oil Temperature Switch Sends a signal to the TCS. Alarm set at 70 F (21 C) decreasing (This is a start permissive). Reservoir Lube Oil Heater and Temperature Control The reservoir heater comes on at 90 F (32 C) decreasing.


GE Energy


SSEP Tag Number

Drawing Item Number

Device Description

PSL-6074

90

DC Motor Driven Pump Discharge Pressure Switch Sends an alarm signal to the TCS if DC motor driven pump discharge pressure has decreased below the required set point. Alarm set point set at 20 psig (138 kPag) decreasing.

TI-6071

22

Lube Oil Pump Discharge Temperature Gauge Gives local indication of lube oil pump discharge temperature.

TI-6070

22

Lube Oil Cooler Discharge Temperature Gauge Gives local indication of lube oil cooler discharge temperature.


GE Energy


Device Description

SSEP Tag Number

Drawing Item Number

PDI-6007

20

PDSH-6015

28

PI-6008

21

Lube Oil Supply Header Pressure Gauge Gives local indication of supply header pressure.

PT-6026

33

Lube Oil Supply Header Pressure Transmitter

Lube Oil Filter Differential Pressure Gauge Gives local indication of supply filter P.

Lube Oil Supply Filter Differential Pressure Switch Gives an alarm if supply filter P exceeds set point. Alarm set at 20 psid (138 kPad) Increasing.

Gives remote indication of supply header pressure.


GE Energy


SSEP Tag Number

Drawing Item Number

Device Description

PSL-6018

29

Lube Oil Supply Header Alarm Pressure Switch Sends an alarm signal to the TCS if lube oil supply header pressure has decreased below the required set point. Alarm set point set at 20 psig (138 kPag) decreasing. Starts the opposite AC motor driven lube oil supply pump.

PSLL-6019

29

Lube Oil Supply Header Shutdown Pressure Switch Sends a shutdown signal to the TCS if lube oil supply header pressure has decreased below the required set point. Shutdown set point set at 12 psig (82 kPag) decreasing. Gives a FSLO type shutdown. Start DC motor driven pump


GE Energy


SSEP Tag Number

Drawing Item Number

Device Description

LS-6041 LS-6042 LS-60001 A/B

49

Lube Oil Rundown Tank Level Switches (4). Sends an alarm signal to the TCS if lube oil rundown tank level falls below the required set point. Alarm set point set at 6” (152 mm) from top of tank decreasing. Start permissive for the unit start sequence.

PI-6052

60

Jacking Oil Inlet Pressure Gauge Gives local indication of jacking oil inlet pressure.

PSLL-6051

68

Jacking Oil Inlet Pressure Switch Sends a shutdown signal to the TCS if jacking oil inlet pressure has decreased below the required set point. Shutdown set point set at 5 psig (34 kPag) decreasing. Gives a FSLO type shutdown.


GE Energy


SSEP Tag Number

Drawing Item Number

Device Description

PI-6046, PI6049

57

Jacking Oil Pump Low Pressure Discharge Gauge Gives local indication of jacking oil low-pressure discharge pressure.

PI-6047, PI6048

58

Jacking Oil Pump High Pressure Discharge Gauge Gives local indication of jacking oil high-pressure discharge pressure.

Ti-6069

22

Lube Oil Cooler Discharge Temperature Gives local indication of oil temperature on discharge of cooler prior to entering the thermostatic control valve

PSH-6089

86

Reservoir Pressure Switch High Sends an alarm signal to the TCS if oil reservoir pressure has decreased below the required set point. Alarm setpoint –1” (-25mm) H2O Increasing


GE Energy


SSEP Tag Number

Drawing Item Number

Device Description

PI-6088

87

Reservoir Pressure Gage Gives local indication of reservoir pressure

TE-6079 TE-6080 TE-6081 TE- 6082

77

TI-6012 TI-6011

24

Gearbox Bearing Temperature Elements Sends an alarm / shutdown signal to the TCS if oil pressure has decreased below the required set point. Alarm setpoint: 225F (107C) FSLO Shutdown: 240F (116C) Generator Bearing Oil Discharge Temp Indicator Gives local indication of generator bearing oil discharge temperature.

TI-6083

79

Gearbox Bearing Oil Discharge Temp Indicator Gives local indication of gearbox bearing oil discharge temperature.


GE Energy


SSEP Tag Number

Drawing Item Number

Device Description

Gearbox Bearing Oil Discharge Temp Indicator Sends a signal to the TCS displaying gearbox bearing oil discharge temperature.

TE-6084

75, 80

FI-60002 FI-60003

19

Generator Bearing Discharge Flow Discharge Indicator Gives a local visual indication of generator bearing discharge flow.

FI-60004

78

Gearbox Bearing Discharge Flow Discharge Indicator

Gives a local visual indication of gearbox bearing discharge flow.


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LM6000 Turbine Control System (Woodward Control)

LM6000 TURBINE CONTROL SYSTEM (Woodward Control)

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Turbine Control Panel The Turbine-Generator Control Panel (TCP) and Generator Control Panel are the focal point for operating the gas turbine generator system. The panels use solid-state electronics and is suitable for installation in a non-hazardous local control room near the gas turbine generator. The TCP and GCP includes the following: •Woodward MicroNet Plus or MKV1 microprocessor based digital fuel controller and sequencer •Digital vibration monitor •M-3425 digital multi-function generator protective relay system •Digital auto/manual voltage regulator •Auto and manual synchronization •Multi-function digital meter for electrical power values •Human-Machine Interface that provides graphic “screens” •Operator control switches and push buttons •Serial output and Ethernet data port for customer's DCS •Parallel printer port

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WOODWARD MICRONET F-060-00-40-100-00


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The turbine-generator control system detects turbine engine and generator parameters; responds to operator directions; and performs fuel management, startup, shutdown sequencing, and electric power generator synchronization. The unit also senses unsafe conditions, generates operator alarms, and shuts down the engine when necessary to avoid danger to personnel or equipment. Starting and stopping the gas turbine engine or changing its modes of operation must be accomplished in a sequence that considers engine reliability and personnel safety. Prior to startup, ventilation fans and lube oil pumps must be in operation, engine and starting subsystem status must be verified, and operator mode selections and start authorization must be given. After startup has been initiated, fuel system initialization must proceed ignition and warm-up intervals must be satisfied before the engine is permitted to accelerate. Synchronism to the electric utility feed bus must then be established and the generator output circuit breaker closed. These sequential operations are all controlled by the turbinegenerator control system. The MicroNet control system implements Woodward’s real time operating system. The control is based on a 5 millisecond interrupt (the Minor Frame Timer or MFT). The operating system schedules application tasks and control algorithms at the beginning of each MFT. In the application program each part or function of the application is executed in a scheduled multiple of the MFT called a rate group, or RG. In this manner, all tasks or control functions are implemented exactly at a scheduled time, which allows for accurate and consistent control dynamics. The tool used to develop this program is the Graphical Application Program (GAP). GAP is a Woodward developed Windows based program that uses standard blocks to develop an application.

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LM6000 Turbine Control System

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(Woodward Control)

TYPICAL I/O LINKNET MODULES F-060-00-40-100-00


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BENTLEY 3500 RACK & FIRE PROTECTION PANEL F-060-00-40-100-00


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LM6000 Turbine Control System (Woodward Control) Typical Turbine Control Panel Layout

1.

N/A

2.

Synchronizing Lamp: Display phase relationship between generator voltage and bus voltage. When generator and bus are matched in frequency, phase, and voltage, the lamp will illuminate at minimum intensity. When generator and bus are out of phase, the lamp will illuminate at maximum intensity.

3.

Synchronizing Lamp: Display phase relationship between generator voltage and bus voltage. When generator and bus are matched in frequency, phase, and voltage, the lamp will illuminate at minimum intensity. When generator and bus are out of phase, the lamp will illuminate at maximum intensity.

4.

Synchroscope: Displays frequency relationship between generator and bus voltage. When in the 12 o’clock position, it indicates that the generator and bus are in phase.

5.

Digital Multifunction Meter: Micro-based instrument that allows selection of generator electrical conditions, such as bus and generator voltages, power factor, VARs, and megawatts.

6.

Switch, Synchronize: Three-position switch selects synchronizing mode. Auto – Allows automatic synchronizer unit to synchronize and parallel generator set with bus. Off – Turns Synchroscope and synchronizer off. Man – Allows generator set to be manually synchronized and paralleled with bus.

7.

Ammeter, Null Balance: Compares automatic and manual voltage regulator outputs and allows operators to visualize the difference. Used to transfer from manual to automatic voltage regulation.

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8.

86 Relay Lockout (Generator): Allows operator reset of the 86G protective relay.

9.

Blower & Vent for Control Cubicle: Louvered vent provides airflow through cabinet.

10.

N/A

11.

52G Circuit Breaker Control & Status: Permits energizing and de-energizing of the circuit breaker 52G. Lights indicate status of the 52G breaker.

12.

Switch, PF/VARs Adjust: Two-position switch. Allows operator to adjust PF or VAR levels.

13.

Switch, PF/VARs Enable: Two-position switch. Allows operator to select PF or VAR control

14.

Switch, Manual Voltage Adjust: Three-position selector switch with spring-loaded return to NORM position. Used to RAISE or LOWER output voltage of generator in manual excitation mode.

15.

Switch, Voltage Regulator “On/Off” (Inside Panel): Two-position selector switch that controls power to automatic voltage regulator. On – Enables the voltage regulator. Off – Disables the voltage regulator.

16.

Switch, Exciter Mode: Three-position selector switch with spring-loaded return to NORM position. Switches generator excitation control between automatic (AUTO) and manual (MAN) modes.

17.

Switch, Automatic voltage Regulator Adjust: Three-position selector switch that is spring-loaded to return to the Norm position. Allows operator to raise or lower the operational setpoint of the voltage regulator.

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(Woodward Control)

18.

Regulator, Auto/Manual Voltage: Selector switch with spring-loaded return to NORM position. Switches generator voltage control between automatic (AUTO) and manual (MAN) modes.

19.

N/A

20.

N/A

21.

N/A

22.

Switch, Speed Adjust: Three-position selector switch that is spring-loaded to return to the Norm position. Used to Lower or Raise speed adjustment signals to the turbine control system.

23.

Integrated Generator Protection System: Provides protective relay functions implemented digitally for the generator and its associated equipment. (See Generator Protective Relay System section for details.)

24.

N/A

25.

N/A

26.

N/A

27.

Access Door: Doors allowing access to cubicle.

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(Woodward Control)

28.

Switches, Test, Bus Voltage –

29.

Switches, Test, Generator Voltage –

30.

Switches, Test, Generator Current Metering –

31.

Switches, Test, Bus Current Protection –

32.

Switches, Test, Generator Current Protection

33.

Switches, Test, Bus Voltage (52U) –

34.

Switches, Test, Utility Voltage (52U) –

35.

Switches, Test, Generator Lockout Relay (86G) –

36.

Digital Synchronizer Module:

37.

Filter, Control Cubicle: Louvered vent provides airflow through the cabinet.

38.

N/A

39.

Nameplate: Nameplate identifying the control cubicle

40.

Switch, Circuit Breaker Control and Status (52U) the circuit breaker 52G.

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Permits energizing and deenergizing of


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MICRONET CHASSIS

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The MicroNet Chassis is designed around a modular six slot chassis (block). Each block consists of a pre-molded cage with a fan for cooling and a temperature switch for high temperature detection. A forced air-cools the chassis, and either a module or module blank must be installed in every slot to maintain correct airflow. The fans run whenever power is applied to the system. The Simplex twelve slot MicroNet control utilized in this system, is composed of three blocks with a motherboard inserted in the back of the assembly to make connections between the fans, switches, power supplies, and control modules.

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WINDOWS NT CPU MODULE Every Simplex MicroNet control contains one CPU module located in the first slot of the MicroNet chassis. The description of the CPU module contained in this chapter is the Windows® NT™ CPU. The NT CPU module runs the application program. This module is a standard PC on a VME card. It supports Windows NT with real-time extensions to maintain a rigorous real-time environment. NT functions are not redocumented in this manual. There is a solid state Hard-Drive on the module which uses the standard Windows file system. The hard-drive has Windows NT Operating System with the real-time extensions and the Application program. It has a standard interface to the VME bus to read and write to I/O modules

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INPUT FLOW

OUTPUT FLOW

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INPUTS AND OUTPUTS The MicroNet platform is developed around the VME chassis and the CPU module that goes into the first active slot of the VME chassis. All I/O modules plug into the remaining slots of the VME chassis. Expansion chassis can be used to allow additional I/O modules. Each I/O module has connectors on the faceplate. For analog and discrete I/O, cables connect to the module to a Field Terminal module (FTM). The FTM is used to connect to the field wiring. For communication modules, FTMs are not used. Cables are connected directly to the faceplate of the communications module. The following diagram shows the flow of analog and discrete inputs from the field to the application.

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MICRONET SIMPLEX POWER SUPPLIES The MicroNet Simplex control may use either single or redundant power supplies. A motherboard located on the back of the chassis allows the two power supplies to form a redundant power system providing: •Two separately regulated, 24 Vdc, 12 A outputs, •Two separately regulated, 5 Vdc, 20 A outputs •Two separately regulated, 5 Vdc precharge outputs to the control. Power output regulation, including line, load, and temperature effects, is less than ± 5%. When redundant power supplies are running, current sharing circuitry balances the load to reduce heat and improve the reliability of the power supplies. In the event that one supply needs replacement, this feature also ensures hot replacement of the power supplies without disrupting the operation of the control. Each main power supply has four LEDs to indicate power supply health •OK •Input Fault •Overtemperature •Power Supply Fault

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(Woodward Control)

OPERATOR SCREENS

MAIN MENU F-060-00-40-100-00


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MAIN TURBINE OVERVIEW

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GENERATOR SCREEN

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SEQUENCE SCREEN #1

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SEQUENCE SCREEN #2

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TURBINE START PERMISSIVE SCREEN

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CRANK AND WATER WASH PERMISSIVE SCREEN

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GENERATOR LUBE OIL SCREEN #1

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GENERATOR LUBE OIL SCREEN #2

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TURBINE LUBE OIL SCREEN

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HYDRAULIC STARTER SCREEN

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TURBINE OVERVIEW SCREEN

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WATER INJECTION SCREEN

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FUEL SYSTEM SCREEN

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CDP PURGE

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TURBINE ENCLOSURE VENTILATION SCREEN

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GEARBOX SCREEN

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GENERATOR ENCLOSURE SCREEN

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FIRE PROTECTION SCREEN

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SPRINT SCREEN

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AUX SKID ENCLOSURE

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WATER WASH SCREEN

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CONTROL REGULATOR

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T48 TEMP SCREEN

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GENERATOR WINDING TEMP

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VIBRATION SCREEN

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OPERTIONAL DATA

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(Woodward Control)

MICRONET I/O

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(Woodward Control)

LINKNET I/O

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UTILITIES SCREEN

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TURBINE DATA #1

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TURBINE DATA #2

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TURBINE DATA #3

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CALIBRATION SCREEN

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TURBINE TRENDING

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FUEL AND WATER TRENDING

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LUBE OIL TRENDING

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ALARM SUMMARY

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ABORT STARTS #1

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ABORT STARTS #2

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EMERGENCY SHUTDOWN WITH MOTOR

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EMERGENCY SHUTDOWN WITH NO MOTOR

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FUEL MANAGEMENT

FUEL CONTROL SCHEMATIC F-060-00-40-100-00


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FUEL CONTROL SYSTEM SCHEMATIC WALK THROUGH The fuel valve position is driven by the output of the two low signal select (LSS) buses, whichever is lowest. For example, if the start limiting signal at LSS (2) is at a lower value than the output of bus (1) or the deceleration limit or fuel flow limiting signal into bus (2), the start limiting signal will control the fuel valve. As the start limiting signal increases, one of the other inputs will control the fuel control valve position. Typical of the inputs to LSS bus (1) is the XN25 control signal. The XN25 speed and reference signals are illustrated as inputs to an operational amplifier configured as a comparator. The comparator output will remain positive unless the XN25 speed signal increases above the reference value. System sequencing logic, under operator direction, establishes the start limiting and the XN25 and XNSD reference signals as biased by safety conditions. Limiting inputs from T48, PS3, and T3 control fuel to prevent engine damage, compressor stalls, or flameout conditions. The limiting inputs are derived from transfer functions based upon engine operational design parameters.

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(Woodward Control)

XN25 SPEED REFERENCE LOGIC DIAGRAM Voltage from the XN25 reference ramp is raised or lowered under software control. High-pressure compressor discharge temperature is compensated for standard temperature variations (T2 = 59° F [15 C]) and applied as a bias to the reference ramp output, to obtain the XN25 reference input value.

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(Woodward Control)

XNSD SPEED REFERENCE LOGIC DIAGRAM Two modes of control are provided: isochronous or parallel mode. In the isochronous mode, XNSD speed is maintained at 3600 rpm, with allowance for droop as load increases. In the parallel mode, power obtained from load current and voltage is summed with the output of an XNSD reference ramp. The resulting XNSD reference is stabilized when loading is driven to equal the set point reference. Set point control is established manually or automatically from operator-loading selections. (See Sequencing Logic section.)

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PS3 LIMITING CONTROL LOGIC The higher of the two PS3 sensors (A or B) is compared with the PS3 set point as biased by LPC inlet temperature T3. The influence of the T2 bias at values below 48° F (9 C) is negative, whereas at temperatures above 48° F, the T2 bias is positive. The bias is implemented to prevent engine damage caused by high PS3 values and to improve performance at higher HPC inlet temperatures.

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T3 LIMITING CONTROL LOGIC The higher of the two T3 sensors (A or B) is compared with the T3 set point, as biased by the LPC inlet temperature T2. The influence of the T2 bias prevents T3 from exceeding values that would affect engine reliability. As T2 decreases, T3 is limited to lower values because of the air mass increase at lower temperatures.

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(Woodward Control)

STARTUP LIMITING CONTROL LOGIC At startup, fuel demand is limited by airflow to avoid over fueling the engine as it accelerates. Airflow is proportional to HPC discharge temperature T3 and XN25 speed. The fuel rate is also limited by HPC discharge pressure, PS3, to avoid compressor stall.

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(Woodward Control)

DECELERATION LIMITING CONTROL LOGIC During deceleration, reduction of fuel is limited to avoid flameout. The rate of fuel limiting is proportional to airflow, T2 (LPC inlet temperature), and XN25 speed.

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(Woodward Control)

FUEL FLOW LIMITING CONTROL LOGIC Fuel flow limiting is initiated in the event engine speed does not increase with fuel flow. This is a backup function that assumes that regardless of ambient temperature and pressure conditions, fuel flow should not exceed a predictable quantity versus HPC speed.

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Tab 17

LM6000 Sequences

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LM6000 Sequences

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Slide 1

LM6000 Sequences

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Objectives: Upon completion of this section the student should: Be familiar with start permissives Understand normal start up sequence and shutdown sequence Be familiar with the various shutdown sequences

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LM6000 Sequences

Slide 2

LM6000 Sequences

GE Energy

Pre-Operation Procedures

Applying Power During Downtime

Pre-Start Inspections Mechanical •Fuel System •Fire/Gas Detection System •Control System Power-Up •Alarm Acknowledge and Reset

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LM6000 Sequences

Slide 3

LM6000 Sequences

GE Energy GTG Set Operation

GTG set operation consists of the manual steps required in the preoperating procedures plus normal operation under program control. Performance is as follows: 1. Perform the preoperation procedures to prepare the system for operation under program control. 2. At the operator interface, familiarize yourself with the specific unit data, overview, alarm- and user-designed displays for each unit, and become familiar with the basic operating program sequence for each unit. 3. In particular, become familiar with the main display and the other overview displays used for control or adjustments to operation. 4. When thoroughly familiar with the above, select the main display and execute the commands required for the operation desired.

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LM6000 Sequences

Slide 4

LM6000 Sequences

GE Energy PREOPERATION PROCEDURES Applying Alternating-Current Power During Downtime

Alternating-current (AC) power (normally commercial power) is required for certain functions, such as lighting and heating, and for maintenance purposes while the turbine generator is not running. To apply AC power for specific power needs during downtime, or in preparation for startup, perform the applicable portions of the following procedure. 1.

Ensure that no repair work is being performed on bus or connected circuitry.

2.

Close utility circuit breaker to apply AC power to cogeneration bus.

3.

Close utility circuit breaker to apply AC power to the cogeneration bus.

4.

Set main circuit breaker to On position.

5.

Set lighting and power distribution cubicle circuit breaker handle to On position.

6.

Turn on lights and systems, as required, on lighting and power distribution panel, and turn on space heaters as dictated by ambient temperature conditions.

7.

Check oil levels in turbine and generator lube oil reservoirs. Add oil as necessary to restore specified levels. Use only approved oils for turbine and generator lube oil systems.

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Slide 5

LM6000 Sequences

GE Energy Applying Alternating-Current Power During Downtime

Check fluid level in hydraulic start unit reservoir. Add fluid as necessary. Set cubicle circuit breaker handles to On position for all lubrication and hydraulic oil tank heaters, space heaters, and generator stator core heater. Check that lubricating oil temperatures are more than 70 °F (21 °C).

PRESTART INSPECTIONS This procedure consists of a series of mechanical inspections and corrections, as necessary, to ensure the GTG set is in condition for safe and effective startup and operation. General Mechanical Inspections If maintenance has been performed on the inlet air filter, replace panel filters or barrier filter elements that were removed for maintenance. If maintenance has also been performed on the air filter or turbine air inlet, obtain access to inlet plenum and inspect for cleanliness. Remove any foreign objects or debris. Ensure all filter house doors are securely closed.

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Slide 6

LM6000 Sequences

GE Energy

Because of variations in operating conditions, as well as differences in hardware, “normal” indicator readings vary between GTG sets. For this reason, it is important that the equipment be monitored frequently during the first 30 – 90 days of operation so that performance trends can be recorded and maintenance requirements predicted. Toward this end, regular monitoring intervals should be set up for recording all instrument readings while the generator is in operation. These data should be continuously compared to the established trend, and adjustments should be made as necessary to ensure that readings stay within acceptable limits and the generator rating is not exceeded.

OPERATING PROCEDURE SELECTION Insofar as is practical, these operating procedures are presented in a progressive sequence from preparation for startup through shutdown. In addition, service and maintenance functions are deferred to O&M section SP-M016, Control System/Operator Interfaces.

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LM6000 Sequences

Slide 7

LM6000 Sequences

GE Energy FUEL SYSTEMS CHECKS

Verify that fuel supply pressure is between 655 and 720 psig (4517 and 4964 kPaG) at the source (gas fuel) and 1200 and 1340 psig (8.3 and 9.2 kPaG) at the source (liquid fuel). Fire Suppression and Gas Detection System Inspection: 1.

Verify that optical flame detectors are aimed in the desired direction, with a clear field of view.

2.

Check maintenance records to verify that detectors have been calibrated and tested according to the maintenance schedule.

3.

Check thermal spot detectors for clean, undamaged probes.

4.

Verify that detectors have been properly calibrated and tested.

5.

Check combustible gas detector sensors to ensure that screens are clean.

6.

Check maintenance records to verify sensors have been calibrated and tested according to the maintenance schedule.

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Slide 8

LM6000 Sequences

GE Energy

Fire Suppression and Gas Detection System Inspection (cont.): 7.

Verify that fire extinguisher nozzles are free of obstructions or corrosion.

8.

Check pop-up indicator on end of each manifold to ensure that extinguishant has not been discharged from either cylinder bank.

9.

Check maintenance records to verify that cylinders have been weighed or charged within the last 6 months.

10.

After closing enclosure, ensure manual block valves are in the open position.

11.

Ensure that the fire and gas detection panel is clear of all alarms and shutdowns.

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Slide 9

LM6000 Sequences

GE Energy INITIAL POWER-UP PROCEDURE

To apply AC and direct-current (DC) power to the various systems of the GTG set in preparation for startup, perform the following steps: Mark Vie/Micronet 1.

Verify that all power-disconnect handles are in closed position.

2.

Verify that all Hand-Off-Auto switches are in Auto position.

3.

At battery location, verify that AC supply and output safety disconnects from all battery systems are closed.

4.

At battery room, verify that circuit breakers on battery chargers are closed.

5.

Close molded switches SW24C and SW24F to apply 24-VDC.

6.

Verify that the TCP Fire Suppression and Gas Detection System central control unit is operating and no faults are indicated.

7.

Close molded switch SW125C and SW125M to apply 125-VDC.

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LM6000 Sequences

Slide 10

LM6000 Sequences

GE Energy INITIAL POWER-UP PROCEDURE (cont): 8.

Verify that the Mark Vie/Micronet is powered up.

9.

When auto-programming is complete, observe all modules in mark Vie/Micronet enclosure. Extinguish red indicators on all modules.

10.

Click Alarm Ack, then Alarm Reset on the HMI. a)

If horn sounds, click Alarm Ack to silence horn.

b)

Investigate and clear activated alarms or shutdowns as indicated on monitor, using procedure described in “Alarm Acknowledge and Reset” section to acknowledge and reset alarms after clearing.

c)

When all shutdowns and start permissives are cleared, READY FOR START message appears on the monitor.

ALARM ACKNOWLEDGE AND RESET Note: Alarm and Trip settings are provided in GE Energy drawings XXX143 and XXX146

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LM6000 Sequences

Slide 11

LM6000 Sequences

GE Energy

Use this procedure to acknowledge and clear alarms and shutdowns and to reset alarm and shutdown circuits after the conditions have been cleared. Since alarms or circuit shutdowns not cleared will reappear on the workstation monitor after a reset attempt, the procedure also serves to verify which alarms and shutdowns are cleared and which are still active. The procedure is as follows: 1.

In the event of any alarm(s) or shutdown(s), click Alarm Ack on HMI to silence horn.

2.

Check alarm and shutdown messages on HMI. Investigate and attempt to clear all indicated alarm and shutdown conditions.

3.

Go to Alarm screen display and click Alarm Reset to reset all cleared alarm and shutdown circuits.

4.

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a)

Messages are cleared for all successfully cleared alarms and shutdowns.

b)

If any alarm or shutdown circuits remain uncleared, horn sounds again and associated messages will reappear on HMI.

If necessary, repeat steps until all alarms and shutdowns are successfully cleared.

LM6000 Sequences

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LM6000 Sequences

GE Energy

Typical Start Sequence F-060-00-50-000-00

LM6000 Sequences

Slide 13

LM6000 Sequences

GE Energy NORMAL START SEQUENCE

Refer to the following sequence when performing a normal start: 1.

Select NORMAL mode.

2.

Permissives:

·

All shutdowns cleared

·

Not in 4-hour lockout

·

Generator lube oil tank temp OK

·

Generator lube oil tank level OK

·

Hydraulic starter tank temp OK

·

Hydraulic starter tank level OK

·

Turbine lube oil tank OK

·

Turbine lube oil tank level OK

·

Normal run mode selected

·

Engine control start permissive

·

No forced signals exists in package or engine controller

·

N25 less than 300 rpm

·

Not in calibration mode

·

Fuel system ready

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LM6000 Sequences

GE Energy 3.

Select START from HMI menu to initiate start sequence.

4.

Verify N25 reference is set at 6050 rpm and N2 reference is set at 3600 rpm.

5.

AC lube oil pump motor MOT-0033 energizes.

6.

Generator and turbine compartment fans energize.

7.

Observe dP for both generator and turbine compartments.

8.

Observe lube oil pressures and rundown tank level.

9.

Before initiating crank, generator stator, generator bearing and generator lube oil supply temperatures must be met.

10.

Hydraulic pump motor MOT-6015 energizes and 10-second delay timer starts.

11.

After 10-second timer has expired, hydraulic pump solenoid valve SOV-6019 angles starter swash plate to 100% (20ma) output and jacking lube pump motor MOT-0085 energizes.

12.

When N25 > 1700 rpm, 2-minute duct purge timer* starts.

13.

Liquid fuel pump motor energizes (if liquid fuel is selected).

14.

After 2-minute timer* has expired, SOV-6019 destrokes the starter swash plate to 0% (4ma) and holds until N25 < 1700 rpm (gas fuel) or N25 < 1200 rpm (liquid fuel).

15.

When N25 goes below 1700 rpm (gas fuel) or 1200 rpm (liquid fuel), SOV-6019 angles starter swash plate back to 100% output and the starter ramps to 100% and begins to accelerate the gas generator.

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Slide 15

LM6000 Sequences

GE Energy

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16.

When N25 reaches 1700 rpm (gas fuel) or 1200 rpm (liquid fuel), igniter energizes and engine controller commands FUEL ON.

17.

Gas block valves and gas metering valve (gas fuel) open or liquid fuel block valve and liquid fuel metering valve (liquid fuel) open.

18.

When N25 reaches 4600 rpm, SOV-6019 destrokes the starter swash plate to 0% (4ma) and hydraulic pump motor MOT-6015 de-energizes after a 10-second delay.

19.

Jacking lube pump de-energizes when N2 > 1000 rpm.

20.

AC lube oil pump MOT-0033 de-energizes when N2 > 3000 rpm.

21.

When N25 > 6050 rpm and N2 > 1250 rpm, N25 ramps to sync idle and the warm-up timer starts.

22.

Unit is ready to load after warm up timer has expired.

LM6000 Sequences

Slide 16

LM6000 Sequences

GE Energy

Engine Stopping Modes F-060-00-50-000-00

LM6000 Sequences

Slide 17

LM6000 Sequences

GE Energy Engine Stopping Modes

Shutdown may be initiated by operator selection or caused by engine operational conditions at any time during startup or running operational modes. The LM6000 software code lists more than 130 engine, generator, and subsystem conditions that can cause a shutdown.

The five programmed shutdown sequences that can occur once shutdown is initiated are: 1)

Fast-Stop Lockout without Motoring (FSLO)

2)

Fast-Stop with Motoring (FSWM)

3)

Cooldown Lockout (CDLO/NORMAL)

4)

Slow Decel to Minimum Load (SML)

5)

Step Decel to Idle (SDTI)

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LM6000 Sequences

GE Energy Fast-Stop Lockout without Motoring (FSLO) An FSLO automatically initiates the following actions: •

Fuel valves (and water or steam valves, if applicable) are closed

•

The unit breaker is tripped open.

•

Variable inlet guide vanes are closed.

• Variable bleed valves doors are opened (closed later during coast down). •

Ignition system and starter are deenergized.

•

XN2, XN25, XNSD and oil pressure alarms are bypassed.

•

Four hour lock-out if problem cannot be corrected in ten minutes.

When these steps are completed, drain and vent valves are opened, alarms, interlocks, and start sequence timers are reset, and the operating time meter is turned off. Fast-Stop with Motoring (FSWM) An FSWM automatically initiates an FSLO, and then the starter is engaged for 25 minutes when XN25 reaches 1700 RPM.

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LM6000 Sequences

GE Energy Cooldown Lockout (CDLO/NORMAL) A CDLO automatically initiates the following actions: •

Power is retarded to minimum load (synchronous idle).

•

Shutdown steam/water and trip unit breaker.

•

High-pressure rotor speed decreases to approximately 6400 rpm for 5 minutes.

•

The starter is engaged for 20 minutes when XN25 drops to 1700 RPM.

•

If reset clears shutdown during cool down period then CDLO is aborted.

NOTE:

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If on naphtha fuel, CDLO is replaced with FSWM.

LM6000 Sequences

Slide 20

LM6000 Sequences

GE Energy Slow Decel to Minimum Load (SML)

A slow decel to minimum load (min-load) is a controlled deceleration at a rate that allows all engine schedules and engine cooling to be maintained at a controlled rate. Rather than decel all the way to core idle, the engine decels to the min-load point. This allows the condition to be investigated without requiring a shutdown. An SML automatically initiates the following actions: •

Fast load shed to minimum load in 20 seconds.

•

If the problem still exists after 3 minutes then do a CDLO.

NOTE:

If on naphtha fuel, SML is replaced with FSWM.

Step Decel to Idle (SDTI) A step-decel to idle is an immediate rapid (max decel rate) deceleration to idle followed by a 10-second pause, and then by a shutdown. A step-decel provides a more controlled and orderly way of shutting down the engine than does an immediate shutdown at power. The 10-second delay pause at core idle allows various scheduled engine systems, such as variable inlet guide vanes (VIGV’s) and variable bleed valves (VBV’s), to reach a stabilized condition before shutdown occurs.

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LM6000 Sequences

GE Energy An SDTI automatically initiates the following actions:

•Power is immediately reduced to core idle, causing the engine to decel as rapidly as possible. •Ten (10) seconds after achieving core idle then FSLO. NOTE:

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If on naphtha fuel, SDTI is replaced with FSWM.

LM6000 Sequences

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Tab 18

ABBREVIATIONS AND ACRONYMS

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TECHNICAL MANUAL ABBREVIATIONS AND ACRONYMS A A Ampere(s) abs Absolute AC Alternating Current acfm Actual Cubic Feet per Minute acmm Actual Cubic Meter per Minute AGB Accessory Gearbox ALF Aft, Looking Forward Assy Assembly ASTM American Society for Testing and Materials atm Atmosphere AUX Auxiliary AVRX Auxiliary Voltage Regulator B β (Beta) Variable Stator Position BEM Brush Electrical Machines bhp Brake Horsepower BOP Balance of Plant Btu British Thermal Unit C C Degree Celsius (Centigrade) cc Cubic Centimeter CCW Counterclockwise CDLO Cooldown Lockout CDP Compressor Discharge Pressure cfm Cubic Feet per Minute CG Center of Gravity cid Cubic Inch Displacement CIT Compressor Inlet Temperature cm Centimeter cm2 Square Centimeter cm3 Cubic Centimeter Cont Continued CRF Compressor Rear Frame CRT Cathode-Ray Tube (Screen) CT Current Transformer CW Clockwise D dB dBA

Decibel Decibel (Absolute)

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DC DCS DF dn/dt

Direct Current Digital Control System Diesel Fuel Differential Speed/Differential Time (Rate of Change, Speed vs. Time) dp Differential Pressure dp/dt Differential Pressure/Differential Time -dPs3/dt Negative Rate of Change of HighPressure Compressor Static Pressure DSM Digital Synchronizing Module Dwg. Drawing E EMU Engine Maintenance Unit F F FCV F&ID Fig. FIR FMP FOD FLSO

Degree Fahrenheit Flow Control Valve Flow & Instrument Diagram Figure Full Indicator Reading Fuel Manifold Pressure Foreign-Object Damage Fast Stop Lockout Without Motoring FSWM Fast Stop With Motoring ft Foot (Feet) 2 Square Feet ft ft3 Cubic Feet ft-lb Foot-Pound G GA gal GE GG gpm GT GTG

General Arrangement Gallon(s) General Electric Gas Generator Gallons per Minute Gas Turbine Gas Turbine Generator

H H-O-A HAND-OFF-AUTO (Switch)

4

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hp HP HPC HPCR HPT HPTR h Hz

Horsepower High Pressure High-Pressure Compressor High-Pressure Compressor Rotor High-Pressure Turbine High-Pressure Turbine Rotor Hour(s) Hertz (Cycles per Second)

I ID Inside Diameter IEEE Institute of Electrical and Electronics Engineers IGHP Isentropic Gas Horsepower IGKW Isentropic Gas Kilowatt IGV Inlet Guide Vane in Inch(es) in2 Square Inch in3 Cubic Inch in-Hg Pressure, Inches of Mercury in-lb Inch-Pound in-Wg Pressure, Inches of Water I/O Input/Output IPB Illustrated Parts Breakdown ISA Instrument Society of America K kg cm Kilogram-Centimeter kg m Kilogram-Meter kohm Kilohm kPa KiloPascal kPad KiloPascal Differential kPag KiloPascal Gauge K (CONT) kV Kilovolt kVA Kilovolt Ampere kvar Kilovar kW Kilowatt kWh Kilowatthour kWhm Kilowatthour Meter L L lb

Liter Pound(s)

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LEL LFL LP LPC Lpm LPCR LVDT

Lower Explosive Limit Lower Flammable Limit Low Pressure Low-Pressure Compressor Liters Per Minute Low-Pressure Compressor Rotors Linear Variable-Differential Transformer

M m Meter 2 m Square Meter m3 Cubic Meter mA Milliampere Maint. Maintenance MAVR Modular Automatic Voltage Regulator mb Millibar MCC Motor Control Center MGTB Main Generator Terminal Box MHz Megahertz MIL Military MIL-SPEC Military Specification MIL-STD Military Standard min Minute(s) mm Millimeter Mohm Megohm(s) mph Miles Per Hour MTTB Main Turbine Terminal Box Mvar Megavar MW Megawatt N NEMA National Electrical Manufacturers Association Nm Newton Meter NOx Oxides of Nitrogen O OAT Outside Air Temperature OD Outside Diameter O&M Operation and Maintenance P P2

Low-Pressure Compressor Inlet

6

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Total Pressure High-Pressure Compressor Inlet Total Pressure P48 Low-Pressure Turbine Inlet Total Pressure Pamb Ambient Pressure Para. Paragraph P (CONT) PCB Printed Circuit Board PF Power Factor PMG Permanent Magnet Generator ppm Parts Per Million Ps3 High-Pressure Compressor Discharge Static Pressure Ps25 High-Pressure Compressor Inlet Static Pressure Ps55 Low-Pressure Turbine Discharge Static Pressure psia Pounds per Square Inch Absolute psid Pounds per Square Inch Differential psig Pounds per Square Inch Gauge PT Pressure Transmitter PTO Power Takeoff P25

R rms rpm RTD RTV

Root Mean Square Revolutions Per Minute Resistance Temperature Detector Room Temperature Vulcanizing

S scfm Standard Cubic Feet per Minute scmm Standard Cubic Meters per Minute SDTI Step Decelerate to Idle sec Second(s) SG Specific Gravity shp Shaft Horsepower SMEC Spray Mist Evaporator Cooler SML Slow Decelerate to Minimum Load S/O Shutoff SOV Solenoid-operated Valve S&S Stewart & Stevenson Services, Inc. STIG Steam Injection

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T T2 T3 T25 T48 Tamb TAN TBD TGB theta 2

TIT TRF

Low-Pressure Compressor Inlet Total Temperature High-Pressure Compressor Discharge Temperature High-Pressure Compressor Inlet Temperature Low-Pressure Turbine Inlet Temperature Ambient Temperature Total Acid Number To Be Determined Transfer Gearbox Ratio of Measure Absolute Gas Generator Inlet Temperature to Standard Day Absolute Temperature Turbine Inlet Temperature Turbine Rear Frame

V V Volt VAC Volts, Alternating Current var Volt-Ampere Reactive VBV Variable Bypass Valve VDC Volts, Direct Current VG Variable Geometry V (CONT) VIGV Variable Inlet Guide Vane VSV Variable Stator Vane W W W2

Watt Low Pressure Compressor Physical Airflow W25 High Pressure Compressor Physical Airflow Wf Flow, Fuel Wg Pressure, Water Gauge Wh Watt-Hour WHRU Waste Heat Recovery Unit X XN2

8

Low-Pressure Rotor Speed Physical

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XN2R Low-Pressure Rotor Speed Corrected XN25 High-Pressure Compressor Speed Physical XN36 Acoustic monitor DLE XN25R High-Pressure Compressor Speed Corrected XNSD Low-Pressure Turbine Speed

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10

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GLOSSARY

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GLOSSARY A A/D Conversion – Analog-to-Digital Conversion: A con-version that takes an analog input in the form of electrical voltage or current and produces a digital output. ABT – Automatic Bus Transfer: For critical loads, normal and alternate, power sources are provided. The power sources are supplied from separate switchboards through separate cable runs. Upon loss of the normal power supply, the transfer switch automatically disconnects this source and shifts the load to the alternate source. AC – Alternating Current: Alternating current is an electric current that flows first in one direction for a given period of time, and then in the reverse direction for an equal period of time, constantly changing in magnitude. A – Ampere: A unit of electrical current or rate of flow of electrons. One volt across one ohm of resistance causes a current flow of one ampere. Analog Signal: An analog signal is a measurable quantity that is variable throughout a given range and is representative of a physical quantity. Annular: In the form of, or forming, a ring. Anti-Icing: A system for preventing the buildup of ice on the gas turbine intake systems.

APD – Automatic Paralleling Device: Automatically parallels any two gas turbinegenerator sets. B Babbitt: A white alloy of tin, lead, copper, and antimony which is used for lining bearings. BAS – Bleed-Air System: The BAS uses as its source compressed air extracted from the compressor stage of each gas turbine module and gas turbine-generator set. The BAS is used for anti-icing, prairie air, masker air, and low-pressure gas turbine starting for both the gas turbine module and the gas turbine-generator set. Bleed Air: Hot, compressed air bled off the compressor stage of the gas turbine module and gas turbine-generator set. See BAS – Bleed-Air System. Blow-in Doors: The blow-in doors located on the high-hat assembly are designed to open by means of solenoid-operated latch mechanisms if the inlet airflow becomes too restricted for normal engine operation.

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Borescope: A small periscope used to visually inspect internal engine components. BTB – Buss Tie Breaker: A BTB is used to connect one main switchboard to another main switchboard. Buffer: To electronically isolate and filter an electrical signal from its source. Bus: The term used to specify an uninsulated power conductor. C CB – Circuit Breaker: An automatic protective device that, under abnormal conditions, will open a current-carrying circuit. CIT – Compressor Inlet Temperature (T2): CIT is the temperature of the air entering the gas turbine compressor as measured at the front frame. CIT is one of the parameters used for calculating engine power output (torque) and scheduling fuel flow and variable stator vane angle. Coalesce: To grow together, unite, or fuse, as uniting small liquid particles into large droplets. This principle is used to remove water from fuel in the filter/separator. Condensate: The product of reducing steam (gas) to a liquid; (water). For example, as used in the distilling process. D D/A Conversion – Digital-to-Analog Conversion: A con-version that produces an analog output in the form of voltage or current from a digital input. DC – Direct Current: Direct current is an electric current that flows in one direction. A pure direct current is one that will continuously flow at a constant rate. Deaerator: A deaerator is a device that removes air from oil as in the LS&C tank (gas turbine module) which separates air from scavenged oil. Delta P – Differential Pressure: The pressure drop across a fixed device. Demisters: A moisture-removal device that separates water from air. Dessicant: A substance having a great affinity for water and used as a drying agent. Diffuser: A device that reduces the velocity and increases the static pressure of a fluid passing through a system. Digital Signal: A signal, in the form of a series of discrete quantities, that has two distinct levels.

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E Eductor: The eductor is a mixing tube which is used in the gas turbine module exhaust system. It is physically positioned at the top of the stack so that the gas flow from the gas turbine module exhaust nozzles will draw outside air into the exhaust stream as it enters the mixing tube. EG – Electronic Governor: An electronic governor is a system that uses an electronic control unit, in conjunction with an electrohydraulic governor actuator, to control the position of the liquid fuel valve on the gas turbine-generator set and regulate engine speed. F Fault Alarm: This type of alarm is used in the Fuel Oil Control System and Damage Control Console. It indicates that a sensor circuit has opened. FO System – Fuel Oil System: The FO system provides a continuous supply of clean fuel to the gas turbine module and to the gas turbine-generator set. The gas turbine module and gas turbine-generator set can operate on DFM, ND, and JP-5. FOD – Foreign-Object Damage: Damage as a result of entry of foreign objects into a gas turbine engine. G GB – Generator Breaker: Circuit breaker used to connect a gas turbine-generator set to its main switchboard. GCU – Generator Control Unit: A static GCU is supplied for each gas turbine-generator set consisting of a static exciter/voltage regulator assembly, field rectifier assembly, motordriven rheostat, and a mode select rotary switch. It controls the output voltage of the generator. Governor Droop Mode: Droop mode is normally used only for paralleling with shore power. Because shore power is an infinite bus, droop mode is necessary to control the load carried by the gas turbine-generator set. If a gas turbine-generator set is paralleled with shore power, and one attempts to operate in isochronous mode instead of droop mode, the gas turbine-generator set governor speed reference can never be satisfied because the gas turbinegenerator set frequency is being held constant by the infinite bus. If the gas turbine-generator set governor speed reference is above the shore power frequency, the load carried by the gas turbine-generator set will increase beyond capacity in an effort to raise the shore power frequency. If the speed reference is below the shore power frequency, the load will decrease and reverse in an effort to lower the shore power frequency. The resulting overload or reverse power will trip the gas turbine-generator set circuit breaker.

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Governor Isochronous Mode: The isochronous mode is normally used for gas turbinegenerator set operation. This mode provides a constant frequency for all load conditions. When operating two gas turbine-generator sets in parallel isochronous mode, it also provides equal load sharing between the units. GTG Set – Gas Turbine-Generator Set: The GTG set consists of a gas turbine engine; a reduction gearbox; and a three-phase, alternating-current generator rated at 2000 kW and 450 VAC. GTM – Gas Turbine Module: The GTM consists of the main propulsion gas turbine unit, including the gas turbine engine, base, enclosure, shock-mounting system, fire detection and extinguishing system, and the enclosure environmental control components. H Header: This is a piping manifold that connects several sub-lines to a major pipeline. Head Tank: A tank located higher than other system components to provide a positive pressure to a system by gravity. Helix: A tube or solid material wrapped like threads on a screw. High-Hat Assembly: A removable housing over the main engine air intake ducts, which contains the moisture-separating system, inlet louvers, and blow-in doors. Hz – Hertz: A unit of frequency equal to one cycle per second. I I/O – Input/Output: The interfacing of incoming and outgoing signals from the computer to the controlled device. IGV – Inlet Guide Vanes: Vanes ahead of the first stage of compressor blades of a gas turbine engine whose function is to guide the inlet air into the gas turbine compressor at the optimum angle. Immiscible: Incapable of being mixed. Impinge: To strike, hit, or be thrown against, as in the case of condensate impinging against the tubes or baffles. Inlet Plenum: That section of the gas turbine inlet air passage that is contained within the engine enclosure.

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ISO – Isochronous: Governing with steady-state speed regulation of essentially zero magnitude. L Labyrinth/Windback Seals: The labyrinth/windback seals combine a rotating element with a smooth-surface stationary element to form an oil seal. This type of seal is used in conjunction with an air seal, with a pressurization air cavity between the two seals. Pressure in the pressurization air cavity is always greater than the sump pressure, therefore, flow across the seal is toward the sump, thus preventing oil leakage from the sump. The windback is a course thread on the rotating element of the oil seal which, by screw action, forces any oil which might leak across the seal back into the sump. Latent: Present, but not visible or apparent. LED – Light-emitting Diode: A solid-state device which, when conducting, emits light. The LEDs are used for the digital displays and card fault indicators in the local control panel and other electronic systems. Liquid Fuel Valve: Meters the required amount of fuel for all engine operating conditions for the GTG set engine. Load Shedding: Generator overpower protection by automatically dropping preselected nonvital loads when generator output reaches 100% for 3 seconds, and additional dropping of preselected semivital loads if the overload condition exists for another 5 seconds. Local Control: Startup and operation of equipment by means of manual controls attached to the machinery, or by the electric panel attached to the machinery or located nearby. LOCOP – Local Control Panel: Electronic enclosure containing operating and monitoring equipment used to control the turbine during operation. The control elements of the system are powered by 28 VDC from the switchboard or batteries. M micron: A unit of measure equal to one-millionth of a meter. mil: A unit of measure equal to one-thousandth of an inch. MRG – Main Reduction Gear: The reduction gear is a single-reduction, single-helical (spiral), gear-type speed reducer. N Nozzle: A small jet (hole) at the end of a pipe.

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O Orifice: A restricted opening used primarily in fluid systems. P PCB – Printed Circuit Board: An electronic assembly mounted on a card using etched conductors. Also called Printed Wiring Board (PWB). PF – Power Factor: The ratio of the average (or active) power to the apparent power (rootmean-square voltage × rms current) of an alternating-current circuit. Pinion: A smaller gear designed to mesh with a larger gear. Pitch: A term applied to the distance a propeller will advance during one revolution. PMA – Permanent Magnet Alternator: PMA is mounted on the generator shaft extension of each GTG set and supplies speed sensing and power to the EG. PMA also supplies initial generator excitation. Poppet-Type Check Valve: A valve that moves into and from its seat to prevent oil from draining into the GTG set when the engine is shut down. ppm – Parts Per Million: Unit of measure. pps – Pulses Per Second: Unit of measure. psi – Pounds per Square Inch: Unit of measure (pressure). psia – Pounds per Square Inch Absolute: Unit of measure (pressure). psid – Pounds per Square Inch Differential: Unit of measure (pressure). psig – Pounds per Square Inch Gage: Unit of measure (pressure). PTO – Power Takeoff: PTO is the drive shaft between the GTG set, gas turbine engine, and the reduction gearbox. Transfers power from the gas turbine to the reduction gearbox to drive the generator. Pushbutton Switch Indicators: A panel-mounted device that contains both switch contacts and indicating lights. The contacts are actuated by depressing the device face. The indicator lights are labeled and wired for indicating alarm or status information. R

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Rabbet Fit: A groove, depression, or offset in a member into which the end or edge of another member is fitted, generally so that the two surfaces are flush. Also known as register and spigots. Radio-Frequency Interference: An electrical signal capable of being propagated into, and interfering with, the proper operation of electrical or electronic equipment. RTD – Resistance Temperature Detector: Same as RTE. RTE – Resistance Temperature Element: These temperature sensors work on the principle that as temperature increases, the conductive materials exposed increase their electrical resistance. S Scavenge Pump: Used to remove oil from a sump and return it to the oil supply tank. scfm – Standard Cubic Feet per Minute: Unit of measure. Sensor: A device that responds to a physical stimulus and transmits a result impulse for remote monitoring. Serial Data Bus: The bus is time-shared between the LOCOP and the end device. Control and status information are exchanged in the form of serial data words. Stall: An inherent characteristic of all gas turbine compressors to varying degrees and under certain operating conditions. It occurs whenever the relationship between air pressure, velocity, and compressor rotational speed is altered to such extent that the effective angle of attack of the compressor blades becomes excessive, causing the blades to stall in much the same manner as an aircraft wing. Sync – Synchronize: The state where connected alternating-current systems operate at the same frequency and where the phase-angle displacements between voltages in them are constant or vary about a steady and stable average value. SWBD – SWitchBoarD: A large panel assembly which mounts the control switches, circuit breakers, instruments, and fuses essential to the operation and protection of electrical distribution systems. Switch Indicator: See Pushbutton Switch Indicator. T T2 – Compressor Inlet Temperature: Same as CIT. TIT – Turbine Inlet Temperature: TIT is the GTG set’s turbine inlet temperature.

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U Ultraviolet Flame Detectors: Ultraviolet flame detectors sense the presence of fire in the GTM and GTG set and generate an electrical signal to the alarm panel. X XDCR – Transducer: The XDCR is a sensor that converts quantities such as pressure, temperature, and flow rate into electrical signals. XFR – Transfer: The theoretical relationship between measure and output values, as determined by inherent principles of operation.

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GAS TURBINE ENGINE THEORY DEFINITIONS

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GAS TURBINE ENGINE THEORY DEFINITIONS INTRODUCTION This information sheet has been prepared to aid the student in his understanding of the basic principles of physics, the gas laws, thermodynamics, and the Brayton cycle, which are associated with gas turbine engine operation. A thorough knowledge of these principles will greatly aid the student throughout his career in the Gas Turbine field. REFERENCES Aircraft Gas Turbine Engine Technology Sawyer’s Turbomachinery Maintenance Handbook Modern Marine Engineers Manual Handbook of Physics and Chemistry Basic Thermodynamics DEFINITIONS Absolute pressure P The actual pressure applied to a system. Normally found by adding a value of 14.7 to gauge readings. (Normal units are expressed as pounds per square inch, absolute (psia).) Absolute temperature T Temperature that is reckoned form the absolute zero. (Normal units are expressed as either degrees Rankine or degrees Kelvin.) Absolute zero The point at which all molecular activity ceases. Computed to be a temperature of approximately –460 degrees Fahrenheit (−460° F) or –273 degrees Celsius (−273° C). Acceleration a The rate of change of velocity, in either speed or direction. (Normal units are expressed as feet per second squared (ft/sec2).) Adiabatic As applied to thermodynamics, applies to a process or cycle that occurs with no net loss or gain of heat. Ambient pressure Pamb For our uses while studying marine gas turbine engines, the pressure felt directly outside the ship (atmospheric pressure). Ambient temperature Tamb For our uses while studying marine gas turbine engines, the temperature felt directly outside the ship (atmospheric temperature). DEFINITIONS (CONT)

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Bernoulli theorem As a fluid flows through a restricted area such as a nozzle, the velocity of the fluid will increase with a corresponding decrease in pressure and a slight decrease in temperature. The inverse is true for fluid flow through a diffuser. Boyle’s law If the absolute temperature of a given quantity of gas is held constant, the absolute pressure of the gas is inversely proportional to the volume the gas is allowed to occupy. Brayton cycle The thermodynamic cycle on which all gas turbine engines operate, considered to be a constant pressure cycle (combustion occurs at a constant pressure). British thermal unit Btu Defined as the quantity of heat required to raise the temperature of a 1-pound mass of water 1 degree Fahrenheit (1° F). (Water is to be pure distilled water, and the temperature change is from 64 degrees Fahrenheit (64° F) to 65 degrees Fahrenheit (65° F).) Cascade effect As related to compressor stall, cascade effect is where turbulence created in the forward stages of the compression section is passed rearward through the compressor, with an increase in the total amount of turbulence with each successive stage. Celsius (centigrade) °C Normally used by scientists, a temperature scale in which the temperature θc in degrees Celsius (°C) is related to the temperature Tk in kelvins by the formula: θc = Tk − 273.15. Charles’ law If the absolute pressure of a given quantity of gas is held constant, the volume the gas is allowed to occupy is directly proportional to the absolute temperature of the gas. Compound blading A blending of both reaction and impulse turbine blading such that the actual blades are impulse at the root and reaction at the tip. It is the most common type of blading used in the turbine and power turbine sections of modern gas turbine engines. Compressor discharge pressure CDP The actual pressure of the air exiting the compressor section, after having passed through all stages of compression and the diffuser, and passing on to the combustion section. Compressor discharge temperature CDT The temperature of the compressed air that has passed through all compression stages and the diffuser, and is being passed to the combustor.

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Compressor inlet pressure CIP The pressure of the air at the inlet to the inlet guide vanes of the compressor. Normally slightly less than atmospheric pressure.

Compressor inlet temperature CIT The temperature of the air which actually enters the compressor. Normally measured at the inlet bellmouth. Compressor stall When turbulence across the stages of the compressor becomes severe enough (owing to the cascade effect), the actual airflow through the compressor is disrupted and decreases. During compressor stall, it is not common to see a reduction in the rpm of the compressor section, only a reduction in the actual airflow through the compressor. Compressor ratio C/R compressor inlet pressure.

A ratio of the compressor discharge pressure divided by the

Compressor ratio per stage CR/STG The pressure rise that each individual stage in the compressor can handle. It has been determined that in an axial-flow compressor, the maximum CR/STG is approximately 1.2-to-1. Conduction A method of heat transfer in which one area of a substance is heated, causing an increase in the molecular vibrations at that point. These increased vibrations are transmitted from atom to atom throughout the length of the substance. Configuration

How something is put together.

Conservation of momentum During an elastic collision with no losses owing to heat or friction, the total momentum of Object 1 must equal the total momentum of Object 2. Convection A method of heat transfer in which one area of a fluid is heated, causing a current to be set up that transfers the heat throughout the fluid. Cycle conditions.

A process that begins with certain conditions and ends at the original

Cycle efficiency The output horsepower of the engine divided by the input energy used. In the case of all gas turbine engines, efficiency is equal to work rate brake divided by heat rate of addition (the units for both must be the same). (Normal units are expressed as percent (%).) Delta δ

Pressure correction factor.

Distance

d

The amount of linear separation between two or more objects or points.

Diameter D The length of a straight line through the center of an object. (Normal units are expressed as feet (ft) or inches (in).)

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Dovetail A type of blade attachment normally used to attach the rotating blades in the compressor section of an axial-flow compressor to the disk. Elastic collision In physics, a collision in which there are no losses owing to friction or heat, and no plastic deformation occurs. Energy (ft-lb.).)

E

The capacity to do work. (Normal units are expressed as foot pounds

Exhaust gas temperature EGT The temperature of the gases that are exhausted from the engine. (Normal units are expressed as degrees Fahrenheit (°F).) Exit guide vanes EGV Used in most axial-flow compressors to reduce the total amount of turbulence that is passed from the compressor section to the combustion section of the engine. Fahrenheit °F Degrees Fahrenheit. A temperature scale normally used by engineers (not an absolute temperature scale). First law of thermodynamics Energy is indestructible and interconvertible. Three main points: (1) Energy cannot be created or destroyed; (2) energy can change forms; and (3) energy is conserved for any system, open or closed. A type of blade attachment normally used to hold the rotating blades of an axial-flow turbine to the turbine disk or wheel.

Fir tree

Fluid Any substance which conforms to the shape of its container (may be either liquid or gas). Force F A vector quantity that tends to produce, modify, or retard motion. (Normal units are expressed as pounds (lb).) Fuel flow Wf The amount of fuel an engine is using at any given time. (Normal units are expressed as gallons per hour (gal/hr).) Function

How something is accomplished.

Gas constant R A number derived for any gas by use of the perfect gas equation. This constant for atmospheric air is 53.345. Gas generator G/G The section of a split-shaft engine that is composed of the compressor, combustor, and turbine.

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Gas turbine engine GTE A form of internal combustion heat engine that operates on the Brayton cycle, and in which all events occur continuously during normal engine operation. Gauge pressure psig The actual pressure readings taken from gauges that are calibrated to read absolute pressure. General gas law

A combination of both Boyle’s law and Charles’ law.

Gravity g The gravitational attraction of the mass of the earth, the moon, or a planet for bodies at or near its surface. On earth, the acceleration owing to gravity is 32.174 ft/sec2. Heat Q The energy associated with the random motion of atoms, molecules, and smaller structural units of which matter is composed. .

Heat rate of addition Qa The amount of energy (in Btu/min) which is added during the combustion process in the gas turbine engine. DEFINITIONS (CONT) .

Heat rate of rejection Qr A loss for a gas turbine engine. The amount of energy that was added during the gas turbine engine cycle, but was not extracted in the turbine section and was exhausted to the atmosphere. (Normal units are expressed in British thermal units per minute (Btu/min).) Heat transfer substances. Height hgt

The transfer of thermal energy between two or more bodies or

The extent of elevation above a level. (Normal units are expressed as feet (ft).)

Horsepower hp The unit of power in the British engineering system, equal to 550 footpounds per second, approximately 745.7 watts. Impulse blading A type of turbine or power turbine blading which operates principally by the conservation of momentum. Inlet guide vanes IGV A set of vanes located in the forward part of the axial-flow compressor which are used to direct the incoming air at a predetermined angle toward the direction of rotation of the first-stage blades. Kelvin K scale.

A temperature scale which is absolute and is related to the Celsius temperature

Kinetic energy pounds (ft-lb).)

EK

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The energy of motion. (Normal units are expressed as foot-

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Local sound of speed CS temperature.

Speed of sound is directly related to the ambient or local

Mass m The quantity of fundamental matter of which an object is composed. Mass of an object does not change with location. Matter

Anything having weight and occupying space.

Momentum M A property of a moving body that determines the length of time required to bring it to rest when under the action of a constant force. Newton’s laws physics:

Three laws which encompass a large amount of classical

Every body or substance will continue in its state of rest or uniform motion in a 1st straight line, unless acted upon by some external force. 2nd A force is required to accelerate a body; the magnitude of this force is directly proportional to the mass of the body and to the acceleration produced. Mathematically written as: F = m · a. 3rd

For every action, there is an equal and opposite reaction.

Open cycle A cycle in which the operating medium is drawn in at atmospheric conditions, undergoes some process or processes, and is then returned to atmospheric conditions. Potential energy

Ep

Stored energy.

pi π The ratio of the circumference of any circle to its diameter. A constant with no units; an approximation is 3.1416. Power p

The time rate of doing work. (Normal units are expressed as horsepower (hp).)

Power turbine extracted.

P/T

Pound(s)

A unit of measure used to denote either an amount of weight or force.

lb

Pound mass lbm weight).

The section of split-shaft engines in which work rate brake is

A unit of measure used to denote the mass of an object (the object’s

Pressure The force or thrust exerted over a surface divided by its area. (Normal units are expressed as pounds per square inch (psi).)

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Primary air all CDP air.

The CDP air which is actually used for combustion in a GTE; 25% of

Radiation One type of heat transfer in which the thermal energy is transferred from one body or substance which is not in physical contact with a second body or substance by random wave motion. Rankine °R Degrees Rankine. An absolute temperature scale that is directly related to the Fahrenheit temperature scale.

Reaction blading The type of turbine blading which operates mainly on the principle of action and reaction. Revolutions per minute

rpm

A measure of the speed of rotation of a rotating body.

Secondary air The portion of CDP air which is used to cool and center the flame of combustion, 75% of all CDP air. Second law of thermodynamics Heat cannot, on its own accord, be made to flow from a body or substance of lower temperature to a body or substance of higher temperature in a continuous, self-sustaining process. More simply stated, heat transfer is from hot to cold. Single-shaft engine One of the simplest forms of GTE which has only one shaft and three major components: (1) a compressor, (2) a combustor, and (3) a turbine. Specific enthalpy

h

The total energy content of a mass of gas.

Specific heat c The quantity of heat required to raise the temperature of a 1-pound mass of a substance at 1 degree Fahrenheit (1° F). cv

Specific heat at constant volume

cp

Specific heat at constant pressure

Speed N Distance traveled per unit time. (Common units are expressed as feet per second (ft/sec), miles per hour (mph), and revolutions per minute (rpm).) Temperature T A measure of the intensity of heat. (Normal units are expressed as Fahrenheit (°F) or Rankine (°R) (where an absolute unit is required).) Theta Θ

The temperature correction factor.

Thermodynamics or reaction of heat.

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The branch of physics which deals with the mechanical action

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Time t A measured or measurable period during which an action, process, or condition exists or continues. Tip clang The actual bending of the rotating blades used in an axial-flow compressor when the pressures across the blades become excessive because of the turbulence of stall. When these have enough pressure to cause them to physically bend, they can actually contact the stationary vanes; when this occurs, the condition is known as tip clang. Turbine inlet temperature TIT The temperature of the gases exiting the combustion section of the engine and entering the turbine section. Total energy Et

The algebraic sum of the potential and kinetic energy of a body or substance.

Velocity vel Speed in a given direction; a vector quantity. (Normal units are expressed as feet per second (ft/sec) or revolutions per minute (rpm).) Vector quantity Volume V inches (in3).)

A quantity that has both magnitude and direction. Cubic capacity. (Normal units are expressed as cubic feet (ft3) or cubic

Weight wt A measure of the pull of gravity on a quantity of matter. (Normal units are expressed as pound(s) (lb).) Work W Work is equal to the product of the force applied to an object, multiplied by the distance through which the force acts. Work rate brake

Wb

The actual output horsepower that is produced by an engine.

Work rate of compression Wc compressor sections of a GTE.

The calculated value of power required to drive the

Work rate turbine Wt The amount of work extracted from the hot gases in the turbine section. This work must be utilized to drive both the compressor section and the engine’s load in the single-shaft engine, and the value of work rate turbine is used only to drive the compressor in the splitshaft engines. (Normal units are expressed as horsepower (hp).)

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CONVERSION CHARTS

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Tab 19

Tab A

Tab B

WORKSHEET, CONTROL SYSTEM

SITE: PPTA Cogen - Pakistan SH

1

R E V FUNCTION

ITEM

GE PACKAGED POWER, L.P.

LM6000 CLASSIC MICRONET PLUS - LINKNET CONTROLS SIGNAL SOURCE/ DESTINATION

IN/ OUT

TYPE

IN1 IN2 IN3 IN4

MAG MAG MAG MAG

TCP-1-4-1-W104TCP-1-4-2-W104TCP-1-4-3-W104TCP-1-4-4-W104W104-

BOX-CHASSIS-BOARDCHANNEL-CABLE

FTM TERMINALS

TERMINALS FUNCTION

FTM104-20/21/2 FTM104-22/23/4 FTM104-24/25/6 FTM104-26/27/8 FTM104-37

+/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

COMMENTS

© Copyright 2011 GE Packaged Power, L.P. All rights reserved. This drawing is the proprietary and/or confidential property of GE Packaged Power, L.P. and is loaned in strict confidence with the understanding that will not be reproduced nor used for any purpose except that for which it is loaned. It shall be immediately returned on demand and is subject to all other terms and conditions of any written agreement or purchase order that incorporates or relates to this drawing.

*** PROPRIETARY INFORMATION *** LOCAL ANALOG INPUTS/OUTPUTS 1--1--1--1---

1 2 3 4

HPC ROTOR SPEED (XN25A) LPT ROTOR SPEED (XNSDA/LEFT) HPC ROTOR SPEED (XN25B) LPT ROTOR SPEED (XNSDB/RIGHT)

SE-6800 SE-6812 SE-6801 SE-6813

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

LPT INLET GAS TEMP (T48A/UPPER) LPT INLET GAS TEMP (T48C/LOWER) HPC DISCHARGE TEMP (T3A) DELTA 12 LPC INLET AIR TEMP (T2A) HPC INLET AIR TEMP (T25A) DELTA 12 GAS FUEL SUPPLY TEMP (TGSA) HPC INLET TOTAL PRESS (P25A) THRUST BALANCE PRESS (PTB1A) GAS FUEL FILTER DIFFERENTIAL PRESSURE TRANSMITTER GEN MW SIGNAL DELTA 12 DELTA 12 (SPARE) (SPARE)

TE-6843 TE-6845 TE-6838A TE-62045 TE-6821A TE-6837A TE-6233A TE-6232A PT-6859A PT-6861A PDT-62578 WX VFD-SPD(MOT-4245) VFD1-SPD(MOT-6417)

IN1 IN2 IN3 IN4 IN5 IN6 IN7 IN8 IN9 IN10 IN11 IN12 OUT1 OUT2 OUT3 OUT4

K K K K RTD RTD RTD RTD 4-20 4-20 4-20 4-20 4-20S 4-20S 4-20S 4-20S

TCP-1-6-1-W106.1TCP-1-6-2-W106.1TCP-1-6-3-W106.1TCP-1-6-4-W106.1TCP-1-6-5-W106.1TCP-1-6-6-W106.1TCP-1-6-7-W106.1TCP-1-6-8-W106.1TCP-1-6-9-W106.1TCP-1-6-10-W106.1TCP-1-6-11-W106.1TCP-1-6-12-W106.1TCP-1-6-13-W106.1TCP-1-6-14-W106.1TCP-1-6-15-W106.1TCP-1-6-16-W106.1W106.1-

FTM106.1-14/15/16 FTM106.1-20/21/22 FTM106.1-26/27/28 FTM106.1-32/33/34 FTM106.1-39/38/37/40 FTM106.1-45/44/43/46 FTM106.1-51/50/49/52 FTM106.1-57/56/55/58 FTM106.1-66/63/64 FTM106.1-72/69/70 FTM106.1-78/75/76 FTM106.1-84/81/82 FTM106.1-2/1/3 FTM106.1-5/4/6 FTM106.1-8/7/9 FTM106.1-11/10/12 FTM106.1-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

LPT INLET GAS TEMP (T48E/LOWER) LPT INLET GAS TEMP (T48G/UPPER) INLET STATIC PRESS (P0) LPT INLET TOTAL PRESS (P48) DELTA 12 SPRINT WATER OUTER MANIFOLD PRESS SPRINT AIR MANIFOLD PRESS SPRINT WATER FLOW RATE (SUPPLY) SPRINT INLET AIR MANIFOLD PRESS DELTA 12 DELTA 12 HPC DISCHARGE STATIC PRESS (PS3A) DELTA 12 DELTA 12 (SPARE) (SPARE)

TE-6847 TE-6849 PT-6863 PT-6860 ZE-6238 PT-62239 PT-62241 FT-62231 PT-62269 TE-64076A1 ZE-6201 PT-6804 ZY-6201 ZY-6238


K K 4-20 4-20 4-20S 4-20 4-20 4-20 4-20 RTD 4-20S 4-20 4-20S 4-20S 4-20S 4-20S


FTM106.2-14/15/16 FTM106.2-20/21/22 FTM106.2-30/27/28 FTM106.2-36/33/34 FTM106.2-39/38/40 FTM106.2-48/45/46 FTM106.2-54/51/52 FTM106.2-60/57/58 FTM106.2-66/63/64 FTM106.2-69/68/67/70 FTM106.2-75/74/76 FTM106.2-84/81/82 FTM106.2-2/1/3 FTM106.2-5/4/6 FTM106.2-8/7/9 FTM106.2-11/10/12 FTM106.2-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SENSE/SHLD +/-/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

ORIGINATED: 09/10/10 PRINTED: 15/02/2011 01:44 p.m. REV DATE: 01/06/11

LOCAL ANALOG INPUTS/OUTPUTS

RATIO: 1 RPM = 0.74910 HZ RATIO: 1 RPM = 0.800 HZ RATIO: 1 RPM = 0.74910 HZ RATIO: 1 RPM = 0.800 HZ

OPT: LIQUID FUEL (SAC ONLY)

OPT: LIQUID FUEL (SAC ONLY) OPT: GAS FUEL (SAC OR DLE)

4-20 mA = 0-96 MW OPT: EXHAUST ANTI-ICING OPT: -1 TO -39 F WINTERIZATION W/DUAL FUEL DLE OR -21 TO -39 F WINTERIZATION

OPT: NOX WATER INJ (SAC ONLY). USE FOR VALVE MINIMUM POSITION OPT: SPRINT OPT: SPRINT OPT: SPRINT OPT: SPRINT OPT: NOX WATER INJ SKID ENCLOSURE 1 (LP) (SAC ONLY) OPT: GAS FUEL (SAC ONLY). USE FOR VALVE MINIMUM POSITION OPT: GAS FUEL (SAC ONLY) OPT: NOX WATER INJ (SAC ONLY)

DWG NO: 7232796-730146 REV: B EC: 88652 SHEET 1 OF 7 PAGE 1 OF 40



1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


K K K K RTD RTD RTD RTD 4-20 4-20 4-20 4-20 4-20S 4-20S 4-20S 4-20S


K K 4-20 4-20 4-20 4-20 4-20 4-20 RTD RTD 4-20S 4-20 4-20S 4-20S 4-20S 4-20S


FTM TERMINALS

TERMINALS FUNCTION


FTM107.1-14/15/16 FTM107.1-20/21/22 FTM107.1-26/27/28 FTM107.1-32/33/34 FTM107.1-39/38/37/40 FTM107.1-45/44/43/46 FTM107.1-51/50/49/52 FTM107.1-57/56/55/58 FTM107.1-66/63/64 FTM107.1-72/69/70 FTM107.1-78/75/76 FTM107.1-84/81/82 FTM107.1-2/1/3 FTM107.1-5/4/6 FTM107.1-8/7/9 FTM107.1-11/10/12 FTM107.1-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND


FTM107.2-14/15/16 FTM107.2-20/21/22 FTM107.2-30/27/28 FTM107.2-36/33/34 FTM107.2-42/39/40 FTM107.2-48/45/46 FTM107.2-54/51/52 FTM107.2-60/57/58 FTM107.2-63/62/61/64 FTM107.2-69/68/67/70 FTM107.2-75/74/76 FTM107.2-84/81/82 FTM107.2-2/1/3 FTM107.2-5/4/6 FTM107.2-8/7/9 FTM107.2-11/10/12 FTM107.2-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL ANALOG INPUTS/OUTPUTS 3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

LPT INLET GAS TEMP (T48F/LOWER) LPT INLET GAS TEMP (T48H/UPPER) HPC DISCHARGE TEMP (T3B) DELTA 12 LPC INLET AIR TEMP (T2B) HPC INLET AIR TEMP (T25B) DELTA 12 GAS FUEL SUPPLY TEMP (TGSB) HPC INLET TOTAL PRESS (P25B) THRUST BALANCE PRESS (PTB1B)

TE-6848 TE-6850 TE-6838B TE-62046 TE-6821B TE-6837B TE-6233B TE-6232B PT-6859B PT-6861B

(SPARE) (SPARE) TURBINE INLET TEMP (T2 AVERAGE) AIR FILTER INLET TEMP (T1) (SPARE) (SPARE)

CUST_T2 CUST_T1

3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

LPT INLET GAS TEMP (T48B/UPPER) LPT INLET GAS TEMP (T48D/LOWER) DELTA 12

TE-6844 TE-6846 PT-62043 (SPARE)

GAS FUEL SUPPLY PRESS (PGAS) SPRINT INLET WATER MANIFOLD PRESS (SPARE) (SPARE) DELTA 12 DELTA 12 DELTA 12 HPC DISCHARGE STATIC PRESS (PS3B) DELTA 12 (SPARE) HYDRAULIC STARTER PUMP PISTON CONTROL VALVE SPRINT WATER FLOW CONTROL VALVE


PT-6227 PT-62250

TE-64076B1 TE-64076AB-2 ZE-6202 PT-6814 ZY-6202 SOV-1619 FCV-62230


OPT: GAS FUEL/NOX WATER INJ OR LIQUID FUEL (SAC ONLY)

OPT: LIQUID FUEL (SAC ONLY) OPT: GAS FUEL (SAC OR DLE)

OPTIONAL OPTIONAL

OPT: LIQUID FUEL (SAC ONLY) OPT: GAS FUEL (SAC OR DLE) OPT: SPRINT

OPT: NOX WATER INJ SKID ENCLOSURE 1 (HP) (SAC ONLY) OPT: NOX WATER INJ SKID ENCLOSURE 2. TE-64076A2 FOR LP & TE-64076B2 FOR HP (SAC ONLY) OPT: LIQUID FUEL (SAC ONLY). USE FOR VALVE MINIMUM POSITION OPT: LIQUID FUEL (SAC ONLY)

OPT: SPRINT




1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


K K K K 4-20S 4-20S 4-20S RTD 4-20S 4-20S 4-20 4-20 4-20S 4-20S 4-20S 4-20S


OUT OUT IN IN IN IN OUT OUT IN IN IN IN


FTM TERMINALS

TERMINALS FUNCTION


FTM207.1-14/15/16 FTM207.1-20/21/22 FTM207.1-26/27/28 FTM207.1-32/33/34 FTM207.1-39/38/40 FTM207.1-45/44/46 FTM207.1-51/50/52 FTM207.1-57/56/55/58 FTM207.1-63/62/64 FTM207.1-69/68/70 FTM207.1-78/75/76 FTM207.1-84/81/82 FTM207.1-2/1/3 FTM207.1-5/4/6 FTM207.1-8/7/9 FTM207.1-11/10/12 FTM207.1-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SENSE/SHLD +/-/SHLD +/-/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

K K K K 4-20S 4-20S 4-20S RTD 4-20S 4-20S 4-20 4-20 4-20S 4-20S 4-20S 4-20S


FTM207.2-14/15/16 FTM207.2-20/21/22 FTM207.2-26/27/28 FTM207.2-32/33/34 FTM207.2-39/38/40 FTM207.2-45/44/46 FTM207.2-51/50/52 FTM207.2-57/56/55/58 FTM207.2-63/62/64 FTM207.2-69/68/70 FTM207.2-78/75/76 FTM207.2-84/81/82 FTM207.2-2/1/3 FTM207.2-5/4/6 FTM207.2-8/7/9 FTM207.2-11/10/12 FTM207.2-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SENSE/SHLD +/-/SHLD +/-/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

mA VRMS VRMS VRMS VRMS VRMS mA VRMS VRMS VRMS VRMS VRMS

TCP-1-9-1-W109TCP-1-9-1-W109TCP-1-9-1-W109TCP-1-9-1-W109TCP-1-9-1-W109TCP-1-9-1-W109TCP-1-9-2-W109TCP-1-9-2-W109TCP-1-9-2-W109TCP-1-9-2-W109TCP-1-9-2-W109TCP-1-9-2-W109W109-

FTM109-2/3/1 FTM109-5/6/4 FTM109-8/9/7 FTM109-11/12/10 FTM109-14/15/13 FTM109-17/18/16 FTM109-21/22/20 FTM109-24/25/23 FTM109-27/28/26 FTM109-30/31/29 FTM109-33/34/32 FTM109-36/38/35 FTM109-37

+/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL ANALOG INPUTS/OUTPUTS 4--4--4--4--4--4--4--4--4--4--4--4--4--4--4--4---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

HPC DISCHARGE TEMP (T3C)

TE-6838C

4--4--4--4--4--4--4--4--4--4--4--4--4--4--4--4---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

HPC DISCHARGE TEMP (T3D)

5--5--5--5--5--5--5--5--5--5--5--5---

1 1 1 1 1 1 2 2 2 2 2 2

VBV ACTUATOR TORQ MOTOR VBV LVDT EXCITATION (LEFT/RIGHT) VBVA LVDT RETURN (LEFT, SEC 1) VBVA LVDT RETURN (LEFT, SEC 2) VBVB LVDT RETURN (RIGHT, SEC 1) VBVB LVDT RETURN (RIGHT, SEC 2) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)

(SPARE) (SPARE) (SPARE) MANIFOLD "B" GAS FUEL METERING VALVE POSITION FEEDBACK MANIFOLD "C" GAS FUEL METERING VALVE POSITION FEEDBACK MANIFOLD "A" GAS FUEL METERING VALVE POSITION FEEDBACK (SPARE) ACOUSTIC DYNAMIC PRESS (PX36A) GAS FUEL SPECIFIC GRAVITY (SPARE) (SPARE) MANIFOLD "B" GAS FUEL METERING VALVE POSITION DEMAND MANIFOLD "C" GAS FUEL METERING VALVE POSITION DEMAND MANIFOLD "A" GAS FUEL METERING VALVE POSITION DEMAND (SPARE)

ZE-62108 ZE-62107 ZE-62109 PT-68135 AE-62325

ZY-62108 ZY-62107 ZY-62109

TE-6838D (SPARE) (SPARE) (SPARE)

DELTA 12 DELTA 12

ZE-62568 ZE-62569 (SPARE) (SPARE)

ACOUSTIC DYNAMIC PRESS (PX36B) GAS FUEL CALORIFIC VALUE (LHV)

PT-68136 AE-62326 (SPARE) (SPARE)

DELTA 12 DELTA 12

ZY-62568 ZY-62569 (SPARE) (SPARE)


FCV-6871 ZE-6871A-B ZE-6871A1 ZE-6871A2 ZE-6871B1 ZE-6871B2


OPT: DLE

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: DLE OPT: GAS CHROMATOGRAPH (DLE ONLY)

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

OPT: DLE

OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY)

OPT: DLE OPT: GAS CHROMATOGRAPH (DLE ONLY)





1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL ANALOG INPUTS/OUTPUTS 6--6--6--6--6--6--6--6--6--6--6--6---

1 1 1 1 1 1 2 2 2 2 2 2

VIGV ACTUATOR TORQ MOTOR VIGV LVDT EXCITATION (LEFT/RIGHT) VIGVA LVDT RETURN (LEFT, SEC 1) VIGVA LVDT RETURN (LEFT, SEC 2) VIGVB LVDT RETURN (RIGHT, SEC 1) VIGVB LVDT RETURN (RIGHT, SEC 2) VSV ACTUATOR TORQ MOTOR VSV LVDT EXCITATION (LEFT/RIGHT) VSVA LVDT RETURN (LEFT, SEC 1) VSVA LVDT RETURN (LEFT, SEC 2) VSVB LVDT RETURN (RIGHT, SEC 1) VSVB LVDT RETURN (RIGHT, SEC 2)

FCV-6872 ZE-6872A-B ZE-6872A1 ZE-6872A2 ZE-6872B1 ZE-6872B2 FCV-6873 ZE-6873A-B ZE-6873A1 ZE-6873A2 ZE-6873B1 ZE-6873B2






OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL)

7--7--7--7--7--7--7--7--7--7--7--7---

1 1 1 1 1 1 2 2 2 2 2 2

CDP BLEED VALVE TORQUE MOTOR CDP BLEED VALVE LVDT EXCITATION (A/B) CDP BLEED LVDT RETURN (A1) CDP BLEED LVDT RETURN (A2) CDP BLEED LVDT RETURN (B1) CDP BLEED LVDT RETURN (B2) 8TH STAGE BLEED VALVE TORQUE MOTOR 8TH STAGE BLEED VALVE LVDT EXCITATION (A/B) 8TH STAGE BLEED LVDT RETURN (A1) 8TH STAGE BLEED LVDT RETURN (A2) 8TH STAGE BLEED LVDT RETURN (B1) 8TH STAGE BLEED LVDT RETURN (B2)

FCV-68128 ZE-68128A-B ZE-68128A1 ZE-68128A2 ZE-68128B1 ZE-68128B2 FCV-68127 ZE-68127A-B ZE-68127A1 ZE-68127A2 ZE-68127B1 ZE-68127B2






OPT: DLE OPT: DLE OPT: DLE OPT: DLE. OPT: DLE OPT: DLE. OPT: DLE OPT: DLE OPT: DLE OPT: DLE. OPT: DLE OPT: DLE.



JUMPER FTM203-12 TO 9. JUMPER FTM203-18 TO 15.

JUMPER FTM203-31 TO 28. JUMPER FTM203-38 TO 34.




1

R E V FUNCTION

ITEM



IN/ OUT

TYPE

OUT OUT IN IN OUT OUT OUT OUT IN IN OUT OUT

RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL ANALOG INPUTS/OUTPUTS

8--8--8--8--8--8--8--8--8--8--8--8---

9--9--9--9--9--9--9--9--9--9--9--9---

1 2 3 4 5 6 7 8 9 10 11 12

1 2 3 4 5 6 7 8 9 10 11 12

PRESSURE TRANSDUCER INTERFACE MODULES (25 PPM DLE DESIGN) GAS FUEL PRESS CONTROL SERIAL 1 XMIT+ GAS FUEL PRESS CONTROL SERIAL 1 XMITGAS FUEL PRESS FEEDBACK SERIAL 1 RCV+ GAS FUEL PRESS FEEDBACK SERIAL 1 RCVGAS FUEL PRESS XDCR 15V+ SERIAL 1 PWR GAS FUEL PRESS XDCR 15V- SERIAL 1 PWR (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)

GAS FUEL PRESS CONTROL SERIAL 1 XMIT+ GAS FUEL PRESS CONTROL SERIAL 1 XMITGAS FUEL PRESS FEEDBACK SERIAL 1 RCV+ GAS FUEL PRESS FEEDBACK SERIAL 1 RCVGAS FUEL PRESS XDCR 15V+ SERIAL 1 PWR GAS FUEL PRESS XDCR 15V- SERIAL 1 PWR (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)


XMTR BOX NO. 1-1 XMTR BOX NO. 1-2 XMTR BOX NO. 1-3 XMTR BOX NO. 1-4 XMTR BOX NO. 1-5 XMTR BOX NO. 1-6

XMTR BOX NO. 2-1 XMTR BOX NO. 2-2 XMTR BOX NO. 2-3 XMTR BOX NO. 2-4 XMTR BOX NO. 2-5 XMTR BOX NO. 2-6

OUT OUT IN IN OUT OUT OUT OUT IN IN OUT OUT

RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422 RS422

TCP-2-4-1-W204TCP-2-4-1-W204TCP-2-4-1-W204TCP-2-4-1-W204TCP-2-4-1-W204TCP-2-4-1-W204TCP-2-4-2-W204TCP-2-4-2-W204TCP-2-4-2-W204TCP-2-4-2-W204TCP-2-4-2-W204TCP-2-4-2-W204-

TCP-2-5-1-W205TCP-2-5-1-W205TCP-2-5-1-W205TCP-2-5-1-W205TCP-2-5-1-W205TCP-2-5-1-W205TCP-2-5-2-W205TCP-2-5-2-W205TCP-2-5-2-W205TCP-2-5-2-W205TCP-2-5-2-W205TCP-2-5-2-W205-

FTM204-PORT1-20 FTM204-PORT1-21 FTM204-PORT1-22 FTM204-PORT1-23 FTM204-PORT1-25 FTM204-PORT1-27 FTM204-PORT2-28 FTM204-PORT2-29 FTM204-PORT2-30 FTM204-PORT2-31 FTM204-PORT2-32 FTM204-PORT2-34 FTM204-19/37 FTM205-PORT1-20 FTM205-PORT1-21 FTM205-PORT1-22 FTM205-PORT1-23 FTM205-PORT1-25 FTM205-PORT1-27 FTM205-PORT2-28 FTM205-PORT2-29 FTM205-PORT2-30 FTM205-PORT2-31 FTM205-PORT2-32 FTM205-PORT2-34 FTM205-19/37


OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A

GROUND OPT: GAS FUEL (25 PPM DLE ONLY). OPT: GAS FUEL (25 PPM DLE ONLY). OPT: GAS FUEL (25 PPM DLE ONLY). OPT: GAS FUEL (25 PPM DLE ONLY). OPT: GAS FUEL (25 PPM DLE ONLY). OPT: GAS FUEL (25 PPM DLE ONLY).

PT-62105B, 62136B, 62138B, 62137B PT-62105B, 62136B, 62138B, 62137B PT-62105B, 62136B, 62138B, 62137B PT-62105B, 62136B, 62138B, 62137B PT-62105B, 62136B, 62138B, 62137B PT-62105B, 62136B, 62138B, 62137B

GROUND




1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL ANALOG INPUTS/OUTPUTS REAL TIME SIO SERIAL MODULES 11A11A11A11A11A11A11A11A11A-

1 2 3 4 5 6 7 8 9

11B11B11B11B11B11B11B11B11B-

1 2 3 4 5 6 7 8 9

11C11C11C11C11C11C11C11C11C-

1 2 3 4 5 6 7 8 9

12A12A12A12A12A12A12A12A12A-

1 2 3 4 5 6 7 8 9

MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED

N/C N/C ZC62568+ N/C ZC62568 N/C N/C ZC62568N/C

12B12B12B12B12B12B12B12B12B-

1 2 3 4 5 6 7 8 9



MANIFOLD "B" GAS FUEL METERING VALVE DRIVER COMM (+) MANIFOLD "B" GAS FUEL METERING VALVE DRIVER COMM (COM)

MANIFOLD "B" GAS FUEL METERING VALVE DRIVER COMM (-)

MANIFOLD "C" GAS FUEL METERING VALVE DRIVER COMM (+) MANIFOLD "C" GAS FUEL METERING VALVE DRIVER COMM (COM)

MANIFOLD "C" GAS FUEL METERING VALVE DRIVER COMM (-)

MANIFOLD "A" GAS FUEL METERING VALVE DRIVER COMM (+) MANIFOLD "A" GAS FUEL METERING VALVE DRIVER COMM (COM)

MANIFOLD "A" GAS FUEL METERING VALVE DRIVER COMM (-)


N/C N/C ZC62108+ N/C ZC62108 N/C N/C ZC62108N/C N/C N/C ZC62107+ N/C ZC62107 N/C N/C ZC62107N/C N/C N/C ZC62109+ N/C ZC62109 N/C N/C ZC62109N/C

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1TCP-2-6-1-W206.1-

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)






OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY)


OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY)





1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS



12C12C12C12C12C12C12C12C12C-

1 2 3 4 5 6 7 8 9

REAL TIME SIO SERIAL MODULES MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED


13A13A13A13A13A13A13A13A13A-

1 2 3 4 5 6 7 8 9


N/C N/C ZC2085+ N/C ZC2085+ N/C N/C ZC2085N/C

13B13B13B13B13B13B13B13B13B-

1 2 3 4 5 6 7 8 9



13C13C13C13C13C13C13C13C13C-

1 2 3 4 5 6 7 8 9




IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485

IN/OUT

RS485


OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY)











1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS



14--14--14--14--14--14--14--14--14--14--14--14--14--14--14--14---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED

TE-2140A TE-2141A TE-2216A TE-2217A TE-2218A TE-2143A TE-2144A TE-2145A TE-2146A TE-2147A TE-2215A TE-2033A


K K K K K K K RTD RTD RTD RTD RTD 4-20S 4-20S 4-20S 4-20S


FTM211.1-14/15/16 FTM211.1-20/21/22 FTM211.1-26/27/28 FTM211.1-32/33/34 FTM211.1-38/39/40 FTM211.1-44/45/46 FTM211.1-50/51/52 FTM211.1-57/56/55/58 FTM211.1-63/62/61/64 FTM211.1-69/68/67/70 FTM211.1-75/74/73/76 FTM211.1-81/80/79/82 FTM211.1-2/1/3 FTM211.1-5/4/6 FTM211.1-8/7/9 FTM211.1-11/10/12 FTM211.1-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

14--14--14--14--14--14--14--14--14--14--14--14--14--14--14--14---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32


TE-2148A TE-2149A TE-2150A TE-2369A TE-2095A PT-2130A PT-2131A PT-2243A PT-2244A PT-2245A PT-2133A PT-2134A


RTD RTD RTD RTD RTD 4-20 4-20 4-20 4-20 4-20 4-20 4-20 4-20S 4-20S 4-20S 4-20S


FTM211.2-15/14/13/16 FTM211.2-21/20/19/22 FTM211.2-27/26/25/28 FTM211.2-33/32/31/34 FTM211.2-39/38/37/40 FTM211.2-48/45/46 FTM211.2-54/51/52 FTM211.2-60/57/58 FTM211.2-66/63/64 FTM211.2-72/69/70 FTM211.2-78/75/76 FTM211.2-84/81/82 FTM211.2-2/1/3 FTM211.2-5/4/6 FTM211.2-8/7/9 FTM211.2-11/10/12 FTM211.2-86

+/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: CDP PURGE (DLE DUAL FUEL ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

15--15--15--15--15--15--15--15--15--15--15--15--15--15--15--15---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16


TE-2140B TE-2141B TE-2216B TE-2217B TE-2218B TE-2143B TE-2144B TE-2145B TE-2146B TE-2147B TE-2215B TE-2033B


K K K K K K K RTD RTD RTD RTD RTD 4-20S 4-20S 4-20S 4-20S


FTM212.1-14/15/16 FTM212.1-20/21/22 FTM212.1-26/27/28 FTM212.1-32/33/34 FTM212.1-38/39/40 FTM212.1-44/45/46 FTM212.1-50/51/52 FTM212.1-57/56/55/58 FTM212.1-63/62/61/64 FTM212.1-69/68/67/70 FTM212.1-75/74/73/76 FTM212.1-81/80/79/82 FTM212.1-2/1/3 FTM212.1-5/4/6 FTM212.1-8/7/9 FTM212.1-11/10/12 FTM212.1-86

AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD AL(-)/CR(+)/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)



(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)




1

R E V FUNCTION

ITEM



IN/ OUT

TYPE


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS



15--15--15--15--15--15--15--15--15--15--15--15--15--15--15--15---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32


TE-2148B TE-2149B TE-2150B TE-2369B TE-2095B PT-2130B PT-2131B PT-2243B PT-2244B PT-2245B PT-2133B PT-2134B


RTD RTD RTD RTD RTD 4-20 4-20 4-20 4-20 4-20 4-20 4-20 4-20S 4-20S 4-20S 4-20S


FTM212.2-15/14/13/16 FTM212.2-21/20/19/22 FTM212.2-27/26/25/28 FTM212.2-33/32/31/34 FTM212.2-39/38/37/40 FTM212.2-48/45/46 FTM212.2-54/51/52 FTM212.2-60/57/58 FTM212.2-66/63/64 FTM212.2-72/69/70 FTM212.2-78/75/76 FTM212.2-84/81/82 FTM212.2-2/1/3 FTM212.2-5/4/6 FTM212.2-8/7/9 FTM212.2-11/10/12 FTM212.2-86

+/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: CDP PURGE (DLE DUAL FUEL ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

16--16--16--16--16--16--16--16--16--16--16--16--16--16--16--16---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16


TE-2365A TE-2370A TE-64274


RTD RTD RTD RTD 4-20 4-20 4-20 4-20 4-20 4-20 4-20 4-20 4-20S 4-20S 4-20S 4-20S


FTM213.1-15/14/13/16 FTM213.1-21/20/19/22 FTM213.1-27/26/25/28 FTM213.1-33/32/31/34 FTM213.1-42/39/40 FTM213.1-48/45/46 FTM213.1-54/51/52 FTM213.1-60/57/58 FTM213.1-66/63/64 FTM213.1-72/69/70 FTM213.1-78/75/76 FTM213.1-84/81/82 FTM213.1-2/1/3 FTM213.1-5/4/6 FTM213.1-8/7/9 FTM213.1-11/10/12 FTM213.1-86

+/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL PURGE TANK/SEPARATOR SKID ENCLOSURE (FTM LIQUID FUEL DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

16--16--16--16--16--16--16--16--16--16--16--16--16--16--16--16---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32


TE-2365B TE-2370B


RTD RTD RTD RTD 4-20 4-20 4-20 4-20 4-20 4-20 4-20 4-20 4-20S 4-20S 4-20S 4-20S


FTM213.2-15/14/13/16 FTM213.2-21/20/19/22 FTM213.2-27/26/25/28 FTM213.2-33/32/31/34 FTM213.2-42/39/40 FTM213.2-48/45/46 FTM213.2-54/51/52 FTM213.2-60/57/58 FTM213.2-66/63/64 FTM213.2-72/69/70 FTM213.2-78/75/76 FTM213.2-84/81/82 FTM213.2-2/1/3 FTM213.2-5/4/6 FTM213.2-8/7/9 FTM213.2-11/10/12 FTM213.2-86

+/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +/-/SENSE/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD GROUND

OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)


PDT-2361 LT-2364 PT-2021A PDT-2020 PT-2072A ZE-2048 ZE-2085 PT-2287 ZY-2048 ZY-2085

PDT-2362 PT-2363 PT-2021B PDT-2191 PT-2072B ZE-2086 ZE-2087 ZY-2086 ZY-2087


(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)




ITEM

1


LM6000 CLASSIC MICRONET PLUS - LINKNET CONTROLS R E V FUNCTION

SIGNAL SOURCE/ DESTINATION

IN/ OUT

TYPE


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS



REVISION LIST A INITIAL ISSUE MADE FROM MASTER REVISION W B NO CHANGES THIS SHEET

DATE 09/10/10 ZSS 01/06/11 ZSS

===== END ====================





SITE: PPTA Cogen - Pakistan SH 2

ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED

0 0 0 1/0 0 0 0 0 0 1 1 1 0 0 0 0 1 1/0 1 1 1 1 0 0

NO NO NO NO NC NC NC NC NC NO NO NO NO NO NO NO NO NO NC NO NO NO NO NC

1 0 0 0 0 0 1 1 1 1

NO NC NC NO NC NO NO NO NO NO


FTM TERMINALS

TERMINALS FUNCTION

TCP-1-11-1-W111.1TCP-1-11-2-W111.1TCP-1-11-3-W111.1TCP-1-11-4-W111.1TCP-1-11-5-W111.1TCP-1-11-6-W111.1TCP-1-11-7-W111.1TCP-1-11-8-W111.1TCP-1-11-9-W111.1TCP-1-11-10-W111.1TCP-1-11-11-W111.1TCP-1-11-12-W111.1TCP-1-11-13-W111.1TCP-1-11-14-W111.1TCP-1-11-15-W111.1TCP-1-11-16-W111.1TCP-1-11-17-W111.1TCP-1-11-18-W111.1TCP-1-11-19-W111.1TCP-1-11-20-W111.1TCP-1-11-21-W111.1TCP-1-11-22-W111.1TCP-1-11-23-W111.1TCP-1-11-24-W111.124+10-W111.124+10COM-W111.1-

FTM111.1-1/25 FTM111.1-2/26 FTM111.1-3/27 FTM111.1-4/28 FTM111.1-5/29 FTM111.1-6/30 FTM111.1-7/31 FTM111.1-8/32 FTM111.1-9/33 FTM111.1-10/34 FTM111.1-11/35 FTM111.1-12/36 FTM111.1-13/37 FTM111.1-14/38 FTM111.1-15/39 FTM111.1-16/40 FTM111.1-17/41 FTM111.1-18/42 FTM111.1-19/43 FTM111.1-20/44 FTM111.1-21/45 FTM111.1-22/46 FTM111.1-23/47 FTM111.1-24/48 FTM111.1-A FTM111.1-49

IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC IN/+24VDC +24VDC POWER +24VDC POWER COM




COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL DISCRETE INPUTS 1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

SHUTDOWN FUEL AND NOX SUPPRESSION CRITICAL PATH SHUTDOWN TURB EXTERNAL OVERSPEED ISOCH/DROOP CONTROL FIRE/GAS MONITOR SD SD L.E.L. - TURB ROOM SD L.E.L. - GEN ROOM 86 TRIP (CUSTOMER) GEN BREAKER FAILURE (CUSTOMER) DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 GEN BREAKER CLOSED GAS FUEL OFF-SKID SHUTOFF VALVE CLOSED GAS FUEL OFF-SKID VENT VALVE CLOSED GAS FUEL SHUTOFF VALVE CLOSED (UPSTREAM) GAS FUEL SHUTOFF VALVE CLOSED (DOWNSTREAM) SPRINT WATER PUMP DISCHARGE LOW PRESS SPRINT WATER FILTER HIGH DIFF PRESS

K1_VALVE K1_SHUTDWN SSW1_2 K230_K232 FPP_MSD FPP_SLELT FPP_SLELG CHW_86TRIP GEN_BKR_FL CHW_RS_NOX CHW_LW_NOX CHW_NOX_EN NOX_WATER ZC6201_FLT ZC6202_FLT ZC6238_FLT ZS-6208 K229 ZS-62405 ZS-62369 ZS-6249 ZS-6204 PSL-62227 PDSH-62233

1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1---

25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 GAS FUEL FILTER SKID 1ST STAGE (FILTER A) GAS FUEL FILTER SKID 2ND STAGE (FILTER A) GAS FUEL FILTER SKID 1ST STAGE (FILTER B) GAS FUEL FILTER SKID 2ND STAGE (FILTER B) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)

PLC_AI_ON PLC_AI_FLT VFD-FLT(MOT-4245) VFD-OAP(MOT-4245) VFD1-FLT(MOT-6417) VFD1-OAP(MOT-6417) LSH-FV0822B LSH-FV0822A LSH-FV0821B LSH-FV0821A


LOCAL DISCRETE INPUTS

1 = ISOC, 0 = DROOP FIRE DETECTED - CONTACT CHANGES STATE ON POWER UP

CUSTOMER'S ZONE CLEAR SIGNAL. OPTIONAL OPT: NOX WATER INJ (SAC ONLY). OPTIONAL OPT: NOX WATER INJ (SAC ONLY). OPTIONAL OPT: NOX WATER INJ (SAC ONLY). OPTIONAL OPT: NOX WATER INJ (SAC ONLY). OPTIONAL OPT: GAS FUEL (SAC ONLY) OPT: LIQUID FUEL (SAC ONLY) OPT: NOX WATER INJ (SAC ONLY) OPT: GAS FUEL (SAC ONLY) 1 = CLOSED, 0 = OPEN OPT: GAS FUEL (SAC OR DLE) OPT: GAS FUEL (SAC OR DLE) OPT: GAS FUEL (SAC OR DLE) OPT: GAS FUEL (SAC OR DLE) OPT: SPRINT OPT: SPRINT

OPT: ANTI-ICING OPT: ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: -1 TO -39 F WINTERIZATION W/DUAL FUEL DLE OR -21 TO -39 F WINTERIZATION OPT: -1 TO -39 F WINTERIZATION W/DUAL FUEL DLE OR -21 TO -39 F WINTERIZATION




ITEM



ACTIVE SIGNAL

CONTACT USED

ZS-62110 ZS-62111 ZS-62112 ZS-62113 ZS-62114 ZS-62115 ZS-62116 ZS-62117 ZS-62118 ZS-62119 ZS-62120

0 0 0 0 0 0 0 0 0 0 0

NC NC NC NC NC NC NC NC NC NC NC

K292 ZC62108FLT ZC62107FLT ZC62109FLT ZC62568FLT ZC62569FLT

0 0 0 0 0 0

NO NO NO NO NO NO

ZS-64217 CHROMA_ALM

1 0

NC NO

ZS-62575 ZS-62576

0 0

NC NC

ZSC-2162 ZSC-2163 ZSC-2164 ZSC-2012 ZSO-2031

1 1 1 1 1

NC NC NC NC NO

SIGNAL SOURCE


FTM TERMINALS

TERMINALS FUNCTION







COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL DISCRETE INPUTS 2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

GAS FUEL STAGING VALVE NO. 1 CLOSED GAS FUEL STAGING VALVE NO. 2 CLOSED GAS FUEL STAGING VALVE NO. 3 CLOSED GAS FUEL STAGING VALVE NO. 4 CLOSED GAS FUEL STAGING VALVE NO. 5 CLOSED GAS FUEL STAGING VALVE NO. 6 CLOSED GAS FUEL STAGING VALVE NO. 7 CLOSED GAS FUEL STAGING VALVE NO. 8 CLOSED GAS FUEL STAGING VALVE NO. 9 CLOSED GAS FUEL STAGING VALVE NO. 10 CLOSED GAS FUEL STAGING VALVE NO. 11 CLOSED (SPARE) (SPARE) GAS FUEL STAGING VALVES LOW VOLTAGE SHUTDOWN MANIFOLD "B" GAS FUEL METERING VALVE DRIVER FAILURE MANIFOLD "C" GAS FUEL METERING VALVE DRIVER FAILURE MANIFOLD "A" GAS FUEL METERING VALVE DRIVER FAILURE DELTA 12 DELTA 12 (SPARE) COMBUSTOR DRAIN VALVE CLOSED CHROMATOGRAPH SUMMARY ALARM (SPARE) (SPARE)


MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED


OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: GAS FUEL (15 PPM DLE ONLY) OPT: DLE OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)


OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY)




ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL DISCRETE INPUTS

3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24


ZSC-2253 ZSC-2160 ZSC-2156 ZSC-2248 ZSC-2155 ZSC-2254 ZSC-2161 ZSC-2159 ZSC-2247 ZSC-2246 ZSC-2158

0 0 0 0 0 0 0 0 0 0 0

NC NC NC NC NC NC NC NC NC NC NC




OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3---

25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48


ZSC-2165 ZSC-2166 ZSC-2167

0 0 0

NC NC NC

1 0 0 0 0 0

NC NO NO NO NO NO



OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) OPT: LIQUID FUEL ( DLE ONLY) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

ZSC-2371 K293 ZC2048FLT ZC2085FLT ZC2086FLT ZC2087FLT

TCP-2-14-25-W214.2TCP-2-14-26-W214.2TCP-2-14-27-W214.2TCP-2-14-28-W214.2TCP-2-14-29-W214.2TCP-2-14-30-W214.2TCP-2-14-31-W214.2TCP-2-14-32-W214.2TCP-2-14-33-W214.2TCP-2-14-34-W214.2TCP-2-14-35-W214.2TCP-2-14-36-W214.2TCP-2-14-37-W214.2TCP-2-14-38-W214.2TCP-2-14-39-W214.2TCP-2-14-40-W214.2TCP-2-14-41-W214.2TCP-2-14-42-W214.2TCP-2-14-43-W214.2TCP-2-14-44-W214.2TCP-2-14-45-W214.2TCP-2-14-46-W214.2TCP-2-14-47-W214.2TCP-2-48--W214.224+41-W214.224+41COM-W214.2-

(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

FTM TERMINALS 25 THRU 48 ARE INTERNALLY CONNECTED TO TERMINAL A






ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED


FTM TERMINALS

TERMINALS FUNCTION

COMMENTS


*** PROPRIETARY INFORMATION *** LOCAL DISCRETE INPUTS

REVISION LIST A INITIAL ISSUE MADE FROM MASTER REVISION W B NO CHANGES THIS SHEET

DATE 09/10/10 ZSS 01/06/11 ZSS

===== END ====================




SH 3

ITEM





SITE: PPTA Cogen - Pakistan

DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED

BOX-CHASSIS-BOARDCHANNEL-CABLE FTM TERMINALS

TERMINALS FUNCTION

24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC

1# 1# 1# 1 1# 1 1 1 0 1# 1 1

NO NO NO NO NO NO NO NO NO NO NO NO

TCP-1-11-1-W111.1TCP-1-11-2-W111.1TCP-1-11-3-W111.1TCP-1-11-4-W111.1TCP-1-11-5-W111.1TCP-1-11-6-W111.1TCP-1-11-7-W111.1TCP-1-11-8-W111.1TCP-1-11-9-W111.1TCP-1-11-10-W111.1TCP-1-11-11-W111.1TCP-1-11-12-W111.124+4-W111.124+4COM-W111.1-

FTM111.1-K1-51/52/53 FTM111.1-K2-54/55/56 FTM111.1-K3-57/58/59 FTM111.1-K4-60/61/62 FTM111.1-K5-63/64/65 FTM111.1-K6-66/67/68 FTM111.1-K7-69/70/71 FTM111.1-K8-72/73/74 FTM111.1-K9-75/76/77 FTM111.1-K10-78/79/80 FTM111.1-K11-81/82/83 FTM111.1-K12-84/85/86 FTM111.1-87/89 FTM111.1-88/90 FTM111.1-91/92

COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC +24VDC POWER +24VDC POWER COM GROUND

OPT: GAS FUEL (SAC OR DLE). 1 = OPEN VALVE OPT: GAS FUEL (SAC OR DLE). 1 = CLOSE VALVE OPT: SPRINT. 1 = OPEN VALVE OPT: SPRINT. 1 = CLOSE VALVE OPT: SPRINT. 1 = OPEN VALVE OPT: SPRINT. 1 = OPEN VALVE OPT: LIQUID FUEL (SAC ONLY). 1 = OPEN VALVE OPT: FIN-FAN COOLER WINTERIZED

120/230 VAC 120/230 VAC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 24 VDC

1 1 1 1 1 1 1 1 1 1 1 1





OPT: AUX SKID FULL ENCLOSURE OPT: AUX SKID FULL ENCLOSURE OPT: AUX SKID FULL ENCLOSURE. 1 = OPEN DAMPER OPT: AUX SKID FULL ENCLOSURE. 1 = OPEN DAMPER OPT: LIQUID FUEL (SAC ONLY). 1 = OPEN VALVE OPT: NOX WATER INJ WITH LIQUID FUEL (SAC ONLY). 1 = OPEN VALVE CONTROLS MOT-4019A, B, C OPT: FIN-FAN COOLER OPT: FIN-FAN COOLER OPT: FIN-FAN COOLER & 50 HZ OPT: LIQUID FUEL ( DLE ONLY) CONTROLS MOT-4019A, B, C

CONTACT 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC

0 (1#) 1 (1#) 1 1 1 1 1 1# 1/0 1/0 1/0 1 1/0# 1

NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO

TCP-1-8-1-W108.1TCP-1-8-2-W108.1TCP-1-8-3-W108.1TCP-1-8-4-W108.1TCP-1-8-5-W108.1TCP-1-8-6-W108.1TCP-1-8-7-W108.1TCP-1-8-8-W108.1TCP-1-8-9-W108.1TCP-1-8-10-W108.1TCP-1-8-11-W108.1TCP-1-8-12-W108.1TCP-1-8-13-W108.1TCP-1-8-14-W108.1TCP-1-8-15-W108.1TCP-1-8-16-W108.124+4-W108.124+4COM-W108.1-

FTM108.1-K1-1/2/3 FTM108.1-K2-4/5/6 FTM108.1-K3-7/8/9 FTM108.1-K4-10/11/12 FTM108.1-K5-13/14/15 FTM108.1-K6-16/17/18 FTM108.1-K7-19/20/21 FTM108.1-K8-22/23/24 FTM108.1-K9-25/26/27 FTM108.1-K10-28/29/30 FTM108.1-K11-31/32/33 FTM108.1-K12-34/35/36 FTM108.1-K13-37/38/39 FTM108.1-K14-40/41/42 FTM108.1-K15A/B-43/44/45-48/47/46 FTM108.1-K16A/B-49/50/51-54/53/52 FTM108.1-55/57 FTM108.1-56/58 FTM108.1-59/60

COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC COM/NO/NC +24VDC POWER +24VDC POWER COM GROUND

OPTIONAL OPT: LIQUID FUEL (SAC ONLY). 1 = OPEN VALVE OPT: SPRINT. 1 = OPEN VALVE OPT: GAS FUEL (SAC OR DLE). 1 = OPEN VALVE 1 = OPEN VALVE OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY). 1 = OPEN VALVE OPT: LIQUID FUEL OR NOX WATER INJ (SAC ONLY). 1 = OPEN VALVE OPT: GAS FUEL WITH NOX WATER INJ OR DUAL FUEL (SAC ONLY). 1 = OPEN VALVE OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY). 1 = OPEN VALVE OPT: NOX WATER INJ (SAC ONLY). 1 = OPEN VALVE. CONTROLS SOV-6240 & SOV-6262 OPT: GAS FUEL (SAC ONLY). 1 = ENABLE / 0 = SHUTDOWN GAS / 1-0-1 = RESET OPT: LIQUID FUEL (SAC ONLY). 1 = ENABLE / 0 = SHUTDOWN LIQ / 1-0-1 = RESET OPT: NOX WATER INJ (SAC ONLY). 1 = ENABLE / 0 = SHUTDOWN NOX WTR / 1-0-1 = RESET

COMMENTS

*** PROPRIETARY INFORMATION *** LOCAL DISCRETE OUTPUTS 1--1--1--1--1--1--1--1--1--1--1--1---

1 2 3 4 5 6 7 8 9 10 11 12

GAS FUEL SHUTOFF VALVE (UPSTREAM) GAS FUEL VENT VALVE SPRINT INLET WATER MANIFOLD BLOCK VALVE (UPSTREAM) SPRINT INLET WATER MANIFOLD DRAIN VALVE SPRINT INTER-STAGE NOZZLE WATER BLOCK VALVE SPRINT WATER PURGE AIR CONTROL VALVE DELTA 12 DELTA 12 SUMMARY CRITICAL SHUTDOWN DELTA 12 SPRINT INLET WATER MANIFOLD BLOWDOWN VALVE SPRINT INTER-STAGE WATER MANIFOLD BLOWDOWN VALVE

SOV-6249 SOV-6208 SOV-62501 SOV-62502 SOV-62253 SOV-62251 SOV-6209 SOV-68349 SUMMARY_SD SOV-6212 SOV-62238 SOV-62330

TURB SKID TURB SKID SPRINT SKID SPRINT SKID SPRINT SKID SPRINT SKID TURB SKID AUX SKID TCP TURB SKID SPRINT SKID SPRINT SKID

1--1--1--1--1--1--1--1--1--1--1--1---

13 14 15 16 17 18 19 20 21 22 23 24

DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 MTTB CABINET HEATING DELTA 12 DELTA 12 DELTA 12 DELTA 12 MTTB CABINET COOLING

MOT-64026 MOT-64027 SOV-64083 SOV-64084 SOV-62503 SOV-62004 K348 MOT-6090 MOT-6091 MOT-6093 HE-2088 K347_K347A

MCC MCC AUX SKID AUX SKID TURB SKID TURB SKID MTTB MCC MCC MCC MCC MTTB

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

TURB-GEN SUMMARY SHUTDOWN (CUSTOMER) DELTA 12 SPRINT INLET WATER MANIFOLD BLOCK VLV (DWNSTREAM) GAS FUEL SHUTOFF VALVE (DOWNSTREAM) POST SHUTDOWN COOLING AIR VALVE DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 HORN CIRCUIT BREAKER CONTROL TURB RUNNING /READY

CUST_SD SOV-6211 SOV-62252 SOV-6204 SOV-6185 SOV-62039 SOV-6210 SOV-62002 SOV-62038 K97 ZC6201SDRS ZC6202SDRS ZC6238SDRS HORN K85_K85A K81

CUSTOMER TURB SKID SPRINT SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TCP TCP TCP TCP TCP TCP TCP


LOCAL DISCRETE OUTPUTS

OPT: LIQUID FUEL (SAC ONLY). 1 = OPEN VALVE OPT: SPRINT. 1 = OPEN VALVE OPT: SPRINT. 1 = OPEN VALVE

1 = BREAKER CLOSE PERMISSIVE, 0 = TRIP BREAKER CONTROLS HE-64050 & HE-64051


SH 3

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED

CONTACT CONTACT CONTACT 24 VDC 125 VDC 24 VDC 24 VDC 24 VDC

1 1 1 1 0 1# 1 1

NO NO NO NO NC NO NO NO


TERMINALS FUNCTION

COMMENTS

*** PROPRIETARY INFORMATION *** LOCAL DISCRETE OUTPUTS 2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

INHIBIT VIB MON BELOW HP IDLE INHIBIT VIB MON BELOW LP IDLE VIBRATION SYSTEM TRIP MULTIPLY SYSTEM RESET (VIB/ESD BUS) GEN/GB EMERGENCY DC LUBE OIL PUMP IGNITOR CONTROL FUEL SYSTEM INITIALIZE DELTA 12 (SPARE) DELTA 12 AVR EXCITATION ON RAISE VOLTAGE BY CUSTOMER SERIAL REMOTE LOWER VOLTAGE BY CUSTOMER SERIAL REMOTE DELTA 12 SYNCHRONIZER ENABLE DELTA 12

VIB_MON_HP VIB_MON_LP VIB_MON_TM K5_K115 MOT-0034 K83 A15 K82

TCP TCP TCP TCP DC STRTR1 TCP TCP TCP

AVR_RST AVR_RV AVR_LV AVR_SC AVR_VC K28 PSS_EN

TCP TCP TCP TCP TCP TCP TCP

24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC

1 1 1 1 1 1# 1/0

NO NO NO NO NO NO NO

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

GEN (/GB) LUBE OIL TANK HEATER (A) GEN (/GB) ENCLOSURE VENT FAN (A) GEN/GB LUBE OIL AC PUMP (A) GEN/GB LUBE AIR/OIL SEPARATOR DELTA 12 TURB ENCLOSURE VENT FAN (A) DELTA 12 DELTA 12 DELTA 12 START SKID HYDRAULIC OIL TANK HEATER TURB LUBE AIR/OIL SEPARATOR TURB LUBE OIL TANK HEATER SPRINT WATER SUPPLY PUMP HYDRAULIC STARTER PUMP WATER WASH SUPPLY PUMP DELTA 12

HE-0005 MOT-6413 MOT-0033A MOT-0236 MOT-6241 OR 2022 MOT-6417 MOT-62059A MOT-6242A MOT-64073A1 HE-1610 MOT-6135 HE-6104 MOT-62226 MOT-1615 MOT-6535 MOT-64178

MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC

120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC

1 1 0 1 1# 1 1# 1# 1 1 1 1 1 1 1 1

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64

GEN (/GB) LUBE OIL TANK HEATER (B) GEN (/GB) ENCLOSURE VENT FAN (B) GEN/GB LUBE OIL AC PUMP (B) DELTA 12 DELTA 12 TURB ENCLOSURE VENT FAN "B" DELTA 12 DELTA 12 DELTA 12 GEN JACKING OIL PUMP DELTA 12 DELTA 12 DELTA 12 WATER WASH ON-LINE SUPPLY VALVE WATER WASH OFF-LINE SUPPLY VALVE WATER WASH PURGE AIR VALVE

HE-0008 MOT-6416 MOT-0033B K43 MOT-62042 MOT-6418 MOT-62059B MOT-6242B M-64073A2-B2 MOT-6031 MOT-6033 MOT-64073B1 SOV-62040 SOV-6516 SOV-6504 SOV-6540

MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC MCC TURB SKID TURB SKID TURB SKID AUX SKID

120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 24 VDC 24 VDC 24 VDC 24 VDC

1 1 0 0 1# 1 1# 1# 1 1 0 1 1 1 1 1





NO NO NC NO NO NO NO NO NO NO NO NO NO NO NO NO




NO NO NC NO NO NO NO NO NO NO NC NO NO NO NO NO





ACTIVATE => 1000 XNSD SPEED < 3590 & N25SEL < N25MAX OPT: 50 HZ. 0 = PUMP ON CONTROLS BE-6816 & BE-6817 AT FUEL INITIATION, ACTIVATE FOR 1 SECOND. OPT: CLUTCH. 0 = GENERATOR, 1 = SYNCHRONOUS CONDENSER OPT: BRUSH AVR USE NO/NC FOR BRUSH AVR OR NO FOR GE AVR ONLY ACTIVE WHEN IN REMOTE CONTROL (PULSE OUT). OPTIONAL ONLY ACTIVE WHEN IN REMOTE CONTROL (PULSE OUT). OPTIONAL OPT: BRUSH AVR. ACTIVATE ON NORMAL STOP WHEN ON THE GRID OPT: POWER SYSTEM STABILIZER. USED ONLY WITH BRUSH AVR. 1 = PSS ON, 0 = PSS OFF

USE HE-6005 FOR 60 HZ OR HE-0005 FOR 50 HZ OPT: 50 HZ. 0 = PUMP ON OPT: 50 HZ. AUX CONTACT ON MTR STRT USED TO START MOT-0237 (MOT-0237 USED W/FIN-FAN OPT ONLY)

OPT: MOT-6241 - LIQUID FUEL (SAC ONLY), MOT-2022 - LIQUID FUEL (DLE ONLY) OPT: NOX WATER INJ WITH GAS FUEL (SAC ONLY) OPT: NOX WATER INJ WITH LIQUID FUEL (SAC ONLY) OPT: NOX WATER INJ SKID ENCLOSURE 1 (LP) (SAC ONLY)

OPT: SPRINT. AUX CONTACT ON MTR STRT USED TO START MOT-64214 & MOT-64215 (IF USED)

OPT: LIQUID FUEL BOOST PUMP SKID ENCLOSURE

USE HE-6043 FOR 60 HZ OR HE-0008 FOR 50 HZ OPT: 50 HZ. 0 = PUMP ON OPT: WINTERIZATION. CONTROLS HE-6892,6893, HE-6888,6889 & HE-64266 OPT: DUPLEX LIQUID FUEL PUMP (SAC ONLY) OPT: DUPLEX NOX WATER INJ PUMP WITH GAS FUEL (SAC ONLY) OPT: DUPLEX NOX WATER INJ PUMP WITH LIQUID FUEL (SAC ONLY) OPT: NOX WATER INJ SKID ENCLOSURE 2 (LP OR HP) (SAC ONLY). MOT-64073A2/B2 OPT: 60 HZ. 0 = PUMP ON OPT: NOX WATER INJ SKID ENCLOSURE 1 (HP) (SAC ONLY) OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY). 1 = CLOSE VALVE 1 = OPEN VALVE 1 = OPEN VALVE 1 = OPEN VALVE


SH 3

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED

MOT-4060 MOT-4061 SOV-4068 SOV-4170 MOV-4143 SOV-4069 SOV-4171 MOV-4144 SOV-0119 HE-68345 MOT-0187 MOT-0186 MOT-0238 HE-0188 MOT-6899 HE-6536


TERMINALS FUNCTION

MCC MCC TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID CLUTCH MCC DC STRTR2 MCC MCC MCC MCC MCC

120/230 VAC 120/230 VAC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 120/230 VAC 125 VDC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC 120/230 VAC

1 1 1 1 1 1 1 1 1 1 0 0 1 1 1 1

NO NO NO NO NO NO NO NO NO NO NC NC NO NO NO NO




OPT: EVAPORATIVE COOLING OPT: EVAPORATIVE COOLING OPT: EVAPORATIVE COOLING. 1 = OPEN VALVE OPT: EVAPORATIVE COOLING. 1 = CLOSE VALVE OPT: EVAPORATIVE COOLING. 1 = CCW, 0 = CW OPT: EVAPORATIVE COOLING. 1 = OPEN VALVE OPT: EVAPORATIVE COOLING. 1 = CLOSE VALVE OPT: EVAPORATIVE COOLING. 1 = CCW, 0 = CW OPT: CLUTCH. 1 = CLOSE VALVE OPT: FIN-FAN COOLER WINTERIZED OPT: CLUTCH. 0 = PUMP ON OPT: CLUTCH. 0 = PUMP ON OPT: CLUTCH OPT: CLUTCH OPT: 50 HZ OPT: WATER WASH TANK HEATER

TCP OR FDP TCP OR FDP TCP OR FDP TCP OR FDP TCP OR FDP TURB SKID

TURB SKID TURB SKID VFD MCC MCC MCC

24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 120/230 VAC 120/230 VAC 120/230 VAC

1/0 1/0 1/0 1/0 1/0 1 1# 1# 1 1 1 1 1 1

NO NO NO NO NO NO NO NO NO NO NO NO NO NO




OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET OPT: GAS FUEL (15 PPM DLE ONLY). 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET OPT: GAS FUEL (15 PPM DLE ONLY). 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET OPT: DLE. 1 = OPEN VALVE OPT: GAS FUEL (SAC OR DLE). 1 = OPEN VALVE OPT: GAS FUEL (SAC OR DLE). 1 = CLOSE VALVE OPT: EVAPORATIVE COOLING. 1 = OPEN VALVE OPT: EVAPORATIVE COOLING. 1 = OPEN VALVE OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING

TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID

125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC

1 1 1 1 1 1 1 1 1 1 1

NO NO NO NO NO NO NO NO NO NO NO




OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY).

COMMENTS

*** PROPRIETARY INFORMATION *** LOCAL DISCRETE OUTPUTS 3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 GEARBOX TURNING GEAR B WATER WASH TANK HEATER

3--3--3--3--3--3--3--3--3--3--3--3--3--3--3--3---

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

SD/RESET MANIFOLD "B" GAS FUEL METERING VALVE DRIVER SD/RESET MANIFOLD "C" GAS FUEL METERING VALVE DRIVER SD/RESET MANIFOLD "A" GAS FUEL METERING VALVE DRIVER DELTA 12 DELTA 12 COMBUSTOR DRAIN VALVE GAS FUEL OFF-SKID SHUTOFF VALVE GAS FUEL OFF-SKID VENT VALVE DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 (SPARE) (SPARE)

ZC62108SDR ZC62107SDR ZC62109SDR ZC62568SDR ZC62569SDR SOV-64217 SOV-62405 SOV-62369 SOV-4172 SOV-4173 MOT-4245 MOT-4254 MOT-4255 MOT-4244

4--4--4--4--4--4--4--4--4--4--4--4---

1 2 3 4 5 6 7 8 9 10 11 12

GAS FUEL STAGING VALVE NO. 1 GAS FUEL STAGING VALVE NO. 2 GAS FUEL STAGING VALVE NO. 3 GAS FUEL STAGING VALVE NO. 4 GAS FUEL STAGING VALVE NO. 5 GAS FUEL STAGING VALVE NO. 6 GAS FUEL STAGING VALVE NO. 7 GAS FUEL STAGING VALVE NO. 8 GAS FUEL STAGING VALVE NO. 9 GAS FUEL STAGING VALVE NO. 10 GAS FUEL STAGING VALVE NO. 11

SOV-62110 SOV-62111 SOV-62112 SOV-62113 SOV-62114 SOV-62115 SOV-62116 SOV-62117 SOV-62118 SOV-62119 SOV-62120


(SPARE)

OFF-TURB SKID OFF-TURB SKID


1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE


SH 3

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED


TERMINALS FUNCTION

COMMENTS

*** PROPRIETARY INFORMATION *** LOCAL DISCRETE OUTPUTS 4--4--4--4--4--4--4--4--4--4--4--4---

13 14 15 16 17 18 19 20 21 22 23 24

MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED

SOV-62575 SOV-62576

TURB SKID TURB SKID

125 VDC 125 VDC

1 1

NO NO

SOV-2162 SOV-2163 SOV-2164 SOV-2012 SOV-2031 A16

TURB SKID TURB SKID TURB SKID LIQ FUEL SKID LIQ FUEL SKID TCP

24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC

(1#) (1#) (1#) 1# 1 1

NO NO NO NO NO NO

5--5--5--5--5--5--5--5--5--5--5--5---

1 2 3 4 5 6 7 8 9 10 11 12


SOV-2253 SOV-2160 SOV-2156 SOV-2248 SOV-2155 SOV-2254 SOV-2161 SOV-2159 SOV-2247 SOV-2246 SOV-2158 MOT-64275,6

TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID TURB SKID MCC

125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 125 VDC 120/230 VAC

1 1 1 1 1 1 1 1 1 1 1 1

5--5--5--5--5--5--5--5--5--5--5--5---

13 14 15 16 17 18 19 20 21 22 23 24


SOV-2165 SOV-2166 SOV-2167 SOV-2371 ZC2048SDR ZC2085SDR ZC2086SDR ZC2087SDR

TURB SKID TURB SKID TURB SKID SEP SKID LFDP LFDP LFDP LFDP

125 VDC 125 VDC 125 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC

1 1 1 1 1/0 1/0 1/0 1/0





OPT: GAS FUEL (15 PPM DLE ONLY). 1 = CLOSE VALVE OPT: GAS FUEL (15 PPM DLE ONLY). 1 = CLOSE VALVE

OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY).

1 = OPEN VALVE 1 = OPEN VALVE 1 = OPEN VALVE 1 = OPEN VALVE 1 = OPEN VALVE (BYPASS POSITION OPEN) AT FUEL INITIATION, ACTIVATE FOR 1 SECOND.





OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY).

1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE 1 = CLOSE VALVE

NO NO NO NO NO NO NO NO





(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

OPT: LIQUID FUEL PURGE/SEPARATOR SKID ENCLOSURE (LIQUID FUEL DLE ONLY). 1 = OPEN DAMPER (FTM LOCATED IN LFDP)

OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). OPT: LIQUID FUEL ( DLE ONLY). (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)

1 = CLOSE VALVE (FTM LOCATED IN LFDP) 1 = CLOSE VALVE (FTM LOCATED IN LFDP) 1 = CLOSE VALVE (FTM LOCATED IN LFDP) 1 = OPEN VALVE (FTM LOCATED IN LFDP) 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET

(FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP) (FTM LOCATED IN LFDP)


SH 3

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED


TERMINALS FUNCTION

COMMENTS

*** PROPRIETARY INFORMATION *** LOCAL DISCRETE OUTPUTS

CPU MODULE 6--6--6--6--6--6--6---

1 2 3 4 5 6 7

ETHERNET PORT #1 (ENET1) ETHERNET PORT #2 (ENET2) REAL TIME NETWORK #1 (RTN1) REAL TIME NETWORK #2 (RTN2) RS232/422/485 SERIAL PORT CAN BUS PORT #1 CAN BUS PORT #2

ESWM1-PORT #1 SPARE UL1.2-A1-RTN1 UL1.2-A1-RTN2 SPARE SPARE SPARE

TCP-1-1-1-W101.1TCP-1-1-2-W101.2TCP-1-1-3-W101.3TCP-1-1-4-W101.4-

CABLE W101.2 NOT SUPPLIED OPT: DLE OPT: DLE


CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS CABLE W105.1 SUPPLIED BY OTHERS

SIO SERIAL MODULE PORT #1 7A7A7A7A7A7A7A7A7A-

1 2 3 4 5 6 7 8 9

RCV RS232 XMT RS232

CUSTOMER DCS CUSTOMER DCS

SIGNAL COMMON

CUSTOMER DCS

PORT #2 7B-- 1 7B-- 2 7B-- 3 7B-- 4 7B-- 5 7B-- 6 7B-- 7 7B-- 8 7B-- 9

RCV RS232 XMT RS232

DMMF (ISO1) DMMF (ISO1)

SIGNAL COMMON

DMMF (ISO1)


DMMF CONNECTED TO PORT #2 VIA RS232 TO RS485 CONVERTER ISO1 DMMF CONNECTED TO PORT #2 VIA RS232 TO RS485 CONVERTER ISO1 DMMF CONNECTED TO PORT #2 VIA RS232 TO RS485 CONVERTER ISO1

PORT #3 7C-- 1 7C-- 2 7C-- 3 7C-- 4 7C-- 5 7C-- 6 7C-- 7 7C-- 8 7C-- 9

+ RS485

VIB RACK

SIGNAL COMMON (- TERM RES) -RS485

VIB RACK VIB RACK VIB RACK

(+ TERM RES)

VIB RACK


PORT #4 7D-- 1 7D-- 2 7D-- 3 7D-- 4 7D-- 5 7D-- 6 7D-- 7 7D-- 8 7D-- 9

+XMT RS422 (JUMPER TO TERM 6) +RCV RS422

SPARE SPARE

SIGNAL COMMON +XMT RS422 TERM RES (JUMPER TO TERM 2) -RCV RS422 -XMT RS422 (JUMPER TO TERM 9) -XMT RS422 TERM RES (JUMPER TO TERM 8)

SPARE SPARE SPARE SPARE SPARE




CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED CABLE W105.4 NOT SUPPLIED


SH 3

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED


TERMINALS FUNCTION

COMMENTS


ETHERNET SWITCH (ESWM1) 8--8--8--8--8--8--8--8--8---

1 2 3 4 5 6 7 8 9

PORT #1 PORT #2 PORT #3 PORT #4 PORT #5 PORT #6 PORT #7 PORT #8 PORT #9


UL1.1-A1-ENET1 CUSTOMER DCS GE COMM MODULE MAPPING REMOTE HMI AVR LOCAL HMI SPARE SPARE

TCP-W101.1 TCP-W1001.2 TCP-W1001.3 TCP-W1001.4 TCP-W1001.5 TCP-WAVR TCP-W1001.7


CABLE W1001.2 SUPPLIED BY OTHERS CABLE W1001.3 SUPPLIED BY OTHERS OPT: DLE. CABLE W1001.4 SUPPLIED BY OTHERS OPT: REMOTE HMI. CABLE W1001.5 SUPPLIED BY OTHERS OPT: GE AVR OPT: LOCAL HMI. CABLE W1001.7 SUPPLIED BY OTHERS


SH 3

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED


TERMINALS FUNCTION

COMMENTS


3--- 16

REVISION LIST A INITIAL ISSUE MADE FROM MASTER REVISION W B DELTA 12

HE-6536

MCC

120/230 VAC

1

NO

TCP-1-3-16-W103.1- FTM103.1-K16A/B-49/50/51-54/53/52

COM/NO/NC

OPT: WATER WASH TANK HEATER

DATE 09/10/10 ZSS 01/06/11 ZSS

===== END ====================






ITEM




IN/ OUT

TYPE

BOX-NETWORKNODE-CHANNEL

NODE ADDRESS- TERMINALS TERMINALS FUNCTION


COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE ANALOG INPUTS/OUTPUTS 1--1--1--1--1--1---

1 2 3 4 5 6

DELTA 12 DELTA 12 BUS VOLTAGE (52G SYNCH) BUS FREQUENCY (52G SYNCH) GEN VOLTAGE MW TO UTILITY FOR MW CONTROL (CUSTOMER)

EVX EAX BVX BFX GVX CUST_MWSP

IN IN IN IN IN IN

4-20S 4-20S 4-20S 4-20S 4-20S 4-20S

TCP-1-1-1TCP-1-1-2TCP-1-1-3TCP-1-1-4TCP-1-1-5TCP-1-1-624+3 24+3COM

N101-5/6/7 N101-9/10/11 N101-13/14/15 N101-17/18/19 N101-21/22/23 N101-25/26/27 N101-2 N101-3 N101-1

+/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +/-/SHLD +24VDC POWER +24VDC POWER COM GROUND

OPT: BRUSH AVR. 4-20 mA = 0-100 VDC OPT: BRUSH AVR. 4-20 mA = 0-10 ADC 50 Hz: 4-20 mA = 0-15 kVAC 60 HZ: 4-20 mA = 55-65 Hz, 50 Hz: 4-20 mA = 45-55 Hz 60 HZ: 4-20 mA = 0-18 kVAC, 50 Hz: 4-20 mA = 0-15 kVAC OPT: CUSTOMER MW TO UTILITY CONTROL. 4-20 mA = 0-60 MW

2--2--2--2--2--2---

1 2 3 4 5 6

GEN/GB LUBE OIL TANK LEVEL DELTA 12 GEN ENCLOSURE AIR DIFF PRESS (SPARE) (SPARE) DELTA 12

LT-0001 LT-4064 PDT-64258

IN IN IN IN IN IN

4-20S 4-20S 4-20 4-20 4-20 4-20S


N102-5/6/7 N102-9/10/11 N102-12/13/15 N102-16/17/19 N102-20/21/23 N102-25/26/27 N102-2 N102-3 N102-1

+/-/SHLD +/-/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +24VDC POWER +24VDC POWER COM GROUND

OPT: 50 Hz. LT-0001 CONNECTED TO N102 VIA ISOLATOR ISO2 OPT: EVAPORATIVE COOLING. LT-4064 CONNECTED TO N102 VIA ISOLATOR ISO3

3--3--3--3--3--3---

1 2 3 4 5 6

BUS VOLTAGE (52U SYNCH) BUS FREQUENCY (52U SYNCH) UTILITY VOLTAGE UTILITY FREQUENCY

BVX1 BFX1 BVX2 BFX2

IN IN IN IN IN IN

4-20S 4-20S 4-20S 4-20S 4-20S 4-20S


N103-5/6/7 N103-9/10/11 N103-13/14/15 N103-17/18/19 N103-21/22/23 N103-25/26/27 N103-2 N103-3 N103-1


OPT: UTILITY BREAKER SYNCH. OPT: UTILITY BREAKER SYNCH. OPT: UTILITY BREAKER SYNCH. OPT: UTILITY BREAKER SYNCH.

4--4--4--4--4--4---

1 2 3 4 5 6

GEN/GB LUBE OIL AC PUMP DISCHARGE PRESS (A) GEN/GB LUBE OIL AC PUMP DISCHARGE PRESS (B) GEN/GB LUBE OIL DC PUMP DISCHARGE PRESS GEN/GB LUBE OIL FILTER DIFF PRESS GEN/GB LUBE OIL TANK VACUUM PRESS DELTA 12

PT-0029A PT-0029B PT-0123 PDT-0015 PDT-0124 LT-4065

IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20S


N104-4/5/7 N104-8/9/11 N104-12/13/15 N104-16/17/19 N104-20/21/23 N104-25/26/27 N104-2 N104-3 N104-1

+24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +24VDC POWER +24VDC POWER COM GROUND

OPT: 50 HZ OPT: 50 HZ OPT: 50 HZ OPT: 50 HZ OPT: 50 HZ OPT: EVAPORATIVE COOLING. LT-4065 CONNECTED TO N104 VIA ISOLATOR ISO3

5--5--5--5--5--5---

1 2 3 4 5 6

TURB LUBE OIL SUPPLY PRESS (PLUB) TURB LUBE OIL SCAVENGE PRESS (PSCV) (SPARE) DELTA 12 DELTA 12 DELTA 12

PT-6121 PT-6122

IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20

MTTB-2-5-1MTTB-2-5-2MTTB-2-5-3MTTB-2-5-4MTTB-2-5-5MTTB-2-5-624+3 24+3COM

N205-4/5/7 N205-8/9/11 N205-12/13/15 N205-16/17/19 N205-20/21/23 N205-24/25/27 N205-2 N205-3 N205-1

+24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24VDC POWER +24VDC POWER COM GROUND

SE-6811

(SPARE) (SPARE)


PT-6231 PT-6229 FC-6247

DISTRIBUTIVE ANALOG INPUTS/OUTPUTS

OPT: CLUTCH. SE-6811 CONNECTED TO N102 VIA ISOLATOR ISO

50 Hz: 4-20 mA = 0-240 kVAC 60 Hz: 4-20 mA = 55-65 Hz, 50 Hz: 4-20 mA = 45-55 Hz 50 Hz: 4-20 mA = 0-240 kVAC 60 Hz: 4-20 mA = 55-65 Hz, 50 Hz: 4-20 mA = 45-55 Hz

OPT: LIQUID FUEL (SAC ONLY) OPT: LIQUID FUEL (SAC ONLY) OPT: LIQUID FUEL (SAC ONLY). FC-6247 CONNECTED TO N205 VIA ISOLATOR ISO10




ITEM




IN/ OUT

TYPE




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE ANALOG INPUTS/OUTPUTS 6--6--6--6--6--6---

1 2 3 4 5 6

DELTA 12 DELTA 12 TURB ENCLOSURE AIR DIFF PRESS DELTA 12 DELTA 12 DELTA 12

FC-6246 PT-6228 PDT-64257 PT-6230 FC-6243 PT-62000

IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20


N206-4/5/7 N206-8/9/11 N206-12/13/15 N206-16/17/19 N206-20/21/23 N206-24/25/27 N206-2 N206-3 N206-1


7--7--7--7--7--7---

1 2 3 4 5 6

AIR INLET FILTER CONDITIONED COMBUSTION AIR DIFF PRESS (A) AIR INLET FILTER CONDITIONED COMBUSTION AIR DIFF PRESS (B) AIR INLET FILTER CONDITIONED VENTILATION AIR DIFF PRESS (SPARE) (SPARE) (SPARE)

PDT-4005A PDT-4005B PDT-4004

IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20


N207-4/5/7 N207-8/9/11 N207-12/13/15 N207-16/17/19 N207-20/21/23 N207-24/25/27 N207-2 N207-3 N207-1


8--8--8--8--8--8---

1 2 3 4 5 6

TURB LUBE OIL AGB SCAVENGE OIL TEMP (TAGBA) TURB LUBE OIL SUMP TGB/A SCAV OIL TEMP (TGBAA) TURB LUBE OIL SUMP B SCAV OIL TEMP (TGBBA) TURB LUBE OIL SUMP C SCAV OIL TEMP (TGBCA) TURB LUBE OIL SUMP D SCAV OIL TEMP (TGBDA) TURB LUBE OIL SUMP E SCAV OIL TEMP (TGBEA)

TE-6123A TE-6124A TE-6125A TE-6186A TE-6141A TE-6142A

IN IN IN IN IN IN

RTD RTD RTD RTD RTD RTD


N208-4/5/6/7 N208-8/9/10/11 N208-12/13/14/15 N208-16/17/18/19 N208-20/21/22/23 N208-24/25/26/27 N208-2 N208-3 N208-1

SENSE/+/-/SHLD SENSE/+/-/SHLD SENSE/+/-/SHLD SENSE/+/-/SHLD SENSE/+/-/SHLD SENSE/+/-/SHLD +24VDC POWER +24VDC POWER COM GROUND

9--9--9--9--9--9---

1 2 3 4 5 6

TURB LUBE OIL AGB SCAVENGE OIL TEMP (TAGBB) TURB LUBE OIL SUMP TGB/A SCAV OIL TEMP (TGBAB) TURB LUBE OIL SUMP B SCAV OIL TEMP (TGBBB) TURB LUBE OIL SUMP C SCAV OIL TEMP (TGBCB) TURB LUBE OIL SUMP D SCAV OIL TEMP (TGBDB) TURB LUBE OIL SUMP E SCAV OIL TEMP (TGBEB)

TE-6123B TE-6124B TE-6125B TE-6186B TE-6141B TE-6142B

IN IN IN IN IN IN



N209-4/5/6/7 N209-8/9/10/11 N209-12/13/14/15 N209-16/17/18/19 N209-20/21/22/23 N209-24/25/26/27 N209-2 N209-3 N209-1


10-10-10-10-10-10--

1 2 3 4 5 6

TURB SUMP TGB/A MAG CHIP DET (CHPDTA) TURB ROOM AIR OUTLET TEMP (NO. 1) TURB LUBE OIL SUPPLY TEMP (TLUBA) MTTB CABINET AIR TEMP DELTA 12 AIR INLET FILTER COMBUSTION AIR TEMP (SEC A)

MCD-6865 TE-6401 TE-6128A TE-68310 TE-64028 TE-64033

IN IN IN IN IN IN



N210-4/5/6/7 N210-8/9/10/11 N210-12/13/14/15 N210-16/17/18/19 N210-20/21/22/23 N210-24/25/26/27 N210-2 N210-3 N210-1




OPT: GAS FUEL (SAC ONLY) OPT: GAS FUEL (SAC ONLY) OPT: LIQUID FUEL OR NOX WATER INJ (SAC ONLY) OPT: NOX WATER INJ (SAC ONLY). FC-6243 CONNECTED TO N206 VIA ISOLATOR ISO10 OPT: NOX WATER INJ (SAC ONLY)

OPT: AUX SKID FULL ENCLOSURE




ITEM




IN/ OUT

TYPE




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE ANALOG INPUTS/OUTPUTS 11-11-11-11-11-11--

1 2 3 4 5 6

TURB SUMP B MAGNETIC CHIP DETECTOR (CHPDTB) TURB ROOM AIR INLET TEMP (NO. 2) AIR INLET FILTER CONDITIONED COMBUSTION AIR TEMP (SEC A) AIR INLET FILTER CONDITIONED VENTILATION AIR TEMP (SEC B) DELTA 12 AIR INLET FILTER COMBUSTION AIR TEMP (SEC B)

MCD-6866 TE-6454 TE-6450 TE-64071 TE-64281A TE-64032

IN IN IN IN IN IN



N211-4/5/6/7 N211-8/9/10/11 N211-12/13/14/15 N211-16/17/18/19 N211-20/21/22/23 N211-24/25/26/27 N211-2 N211-3 N211-1


12-12-12-12-12-12--

1 2 3 4 5 6

TURB SUMP COM MAGNETIC CHIP DETECTOR (CHPDTC) TURB LUBE OIL SUPPLY TEMP (TLUBB) AIR INLET FILTER CONDITIONED COMBUSTION AIR TEMP (SEC B) AIR INLET FILTER CONDITIONED VENTILATION AIR TEMP (SEC A) AIR INLET FILTER VENTILATION AIR TEMP (SEC A) DELTA 12

MCD-6870 TE-6128B TE-6499 TE-64072 TE-64031 TE-64281B

IN IN IN IN IN IN



N212-4/5/6/7 N212-8/9/10/11 N212-12/13/14/15 N212-16/17/18/19 N212-20/21/22/23 N212-24/25/26/27 N212-2 N212-3 N212-1


13-13-13-13-13-13--

1 2 3 4 5 6

DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12

TE-64211 TE-62041 TE-68347 TE-61069 TE-60019 TE-62145

IN IN IN IN IN IN



N213-4/5/6/7 N213-8/9/10/11 N213-12/13/14/15 N213-16/17/18/19 N213-20/21/22/23 N213-24/25/26/27 N213-2 N213-3 N213-1


14-14-14-14-14-14--

1 2 3 4 5 6

TURB HYDRAULIC STARTER CLUTCH OIL DRAIN PAN TEMP (A1) TURB HYDRAULIC STARTER CLUTCH OIL DRAIN PAN TEMP (A2) MTTB AIR OUTSIDE TEMP (A) MTTB AIR OUTSIDE TEMP (B) MTTB AIR OUTSIDE TEMP (C) AIR INLET FILTER VENTILATION AIR TEMP (SEC B)

TE-1663A1 TE-1663A2 TE-4015A TE-4015B TE-4015C TE-64030

IN IN IN IN IN IN



N214-4/5/6/7 N214-8/9/10/11 N214-12/13/14/15 N214-16/17/18/19 N214-20/21/22/23 N214-24/25/26/27 N214-2 N214-3 N214-1


15-15-15-15-15-15--

1 2 3 4 5 6

MGTB CABINET AIR TEMP GEN ROOM AIR TEMP GEN AIR INLET TEMP COMPENSATION (DRIVE END) GEN STATOR TEMP PHASE T1/U (NO. 1) GEN STATOR TEMP PHASE T2/V (NO. 2) GEN STATOR TEMP PHASE T3/W (NO. 3)

TE-68311 TE-6402 TE-6493 TE-6421 TE-6422 TE-6423

IN IN IN IN IN IN


MGTB-3-15-1- N315-4/5/6/7 MGTB-3-15-2- N315-8/9/10/11 MGTB-3-15-3- N315-12/13/14/15 MGTB-3-15-4- N315-16/17/18/19 MGTB-3-15-5- N315-20/21/22/23 MGTB-3-15-6- N315-24/25/26/27 24+3 N315-2 24+3COM N315-3 N315-1




OPT: DLE

OPT: DLE

OPT: LIQUID FUEL BOOST SKID ENCLOSURE OPT: CDP PURGE (SAC DUAL FUEL ONLY) OPT: FIN-FAN COOLER WINTERIZED OPT: FIN-FAN COOLER WINTERIZED OPT: FIN-FAN COOLER WINTERIZED OPT: NOX WATER INJ (SAC ONLY)

OPT: GE AVR




ITEM




IN/ OUT

TYPE




COMMENTS


1 2 3 4 5 6

GEN AIR OUTLET TEMP GEN EXCITER AIR OUTLET TEMP GEN THRUST BEARING TEMP (INBOARD) GEN STATOR PHASE T1/U TEMP (NO. 4) GEN STATOR PHASE T2/V TEMP (NO. 5) GEN STATOR PHASE T3/W TEMP (NO. 6)

TE-6430 TE-6431 TE-6056 TE-6424 TE-6425 TE-6426

IN IN IN IN IN IN




17-17-17-17-17-17--

1 2 3 4 5 6

GEN LUBE OIL SUPPLY TEMP GEN BEARING TEMP (NON-DRIVE END) GEN BEARING OIL DRAIN TEMP (NON-DRIVE END) GEN BEARING TEMP (DRIVE END) GEN BEARING OIL DRAIN TEMP (DRIVE END) GEN THRUST BEARING TEMP (OUTBOARD)

TE-6025 TE-6023 TE-6035 TE-6021 TE-6036 TE-6057

IN IN IN IN IN IN




18-18-18-18-18-18--

1 2 3 4 5 6

GEARBOX LUBE OIL DRAIN TEMP GEARBOX BEARING LSP SHAFT TEMP (EXTENSION END) GEARBOX BEARING LSP SHAFT TEMP (BLIND END) GEARBOX BEARING HS PINION TEMP (EXTENSION END) GEARBOX BEARING HS PINION TEMP (BLIND END) (SPARE)

TE-6084 TE-6081 TE-6082 TE-6079 TE-6080

IN IN IN IN IN IN




OPT: 50 Hz OPT: 50 Hz OPT: 50 Hz OPT: 50 Hz OPT: 50 Hz

19-19-19-19-19-19--

1 2 3 4 5 6

DELTA 12 DELTA 12 DELTA 12 DELTA 12

TE-6432 TE-6433 TE-6497 TE-6498

IN IN IN IN IN IN




OPT: TEWAC GEN OPT: TEWAC GEN OPT: TEWAC GEN OPT: TEWAC GEN

20-20-20-20-20-20--

1 2 3 4 5 6

(SPARE) GEN/GB LUBE OIL SUPPLY AFTER COOLER TEMP GEN/GB LUBE OIL TANK TEMP (A1) GEN/GB LUBE OIL TANK TEMP (A2) (SPARE) (SPARE)

IN IN IN IN IN IN




(SPARE) (SPARE)


TE-0058 TE-0020A1 TE-0020A2


OPT: 50 Hz OPT: 50 Hz OPT: 50 Hz




ITEM




IN/ OUT

TYPE



IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20

MGTB-3-21-1- N321-4/5/7 MGTB-3-21-2- N321-8/9/11 MGTB-3-21-3- N321-12/13/15 MGTB-3-21-4- N321-16/17/19 MGTB-3-21-5- N321-20/21/23 MGTB-3-21-6- N321-24/25/27 24+3 N321-2 24+3COM N321-3 N321-1


IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20

MGTB-3-22-1- N322-4/5/7 MGTB-3-22-2- N322-8/9/11 MGTB-3-22-3- N322-12/13/15 MGTB-3-22-4- N322-16/17/19 MGTB-3-22-5- N322-20/21/23 MGTB-3-22-6- N322-24/25/27 24+3 N322-2 24+3COM N322-3 N322-1


OPT: WEATHER STATION OPT: WEATHER STATION


COMMENTS


1 2 3 4 5 6

GEN LUBE OIL SUPPLY PRESS

PT-6026

DELTA 12

CT-4066

22-22-22-22-22-22--

1 2 3 4 5 6

DELTA 12 DELTA 12

MT-64270 TT-64271

23-23-23-23-23-23--

1 2 3 4 5 6


PDT-0179 PT-0180A PT-0181 LT-0185A

IN IN IN IN IN IN

4-20 4-20 4-20 4-20S 4-20 4-20

JB86A-4-23-1- N423-4/5/7 JB86A-4-23-2- N423-8/9/11 JB86A-4-23-3- N423-12/13/15 JB86A-4-23-4- N423-17/18/19 JB86A-4-23-5- N423-20/21/23 JB86A-4-23-6- N423-24/25/27 24+3 N423-2 24+3COM N423-3 N423-1

+24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +/-/SHLD +24V/+/SHLD +24V/+/SHLD +24VDC POWER +24VDC POWER COM GROUND

OPT-CLUTCH OPT-CLUTCH OPT-CLUTCH OPT-CLUTCH. LT-0185A CONNECTED TO N423 VIA ISOLATOR ISO4

24-24-24-24-24-24--

1 2 3 4 5 6


PT-0180B PT-0182 LT-0185B

IN IN IN IN IN IN

4-20 4-20 4-20S 4-20 4-20 4-20

JB86A-4-24-1- N424-4/5/7 JB86A-4-24-2- N424-8/9/11 JB86A-4-24-3- N424-13/14/15 JB86A-4-24-4- N424-16/17/19 JB86A-4-24-5- N424-20/21/23 JB86A-4-24-6- N424-24/25/27 24+3 N424-2 24+3COM N424-3 N424-1

+24V/+/SHLD +24V/+/SHLD +/-/SHLD +24V/+/SHLD +24V/+/SHLD +24V/+/SHLD +24VDC POWER +24VDC POWER COM GROUND

OPT: CLUTCH OPT: CLUTCH OPT-CLUTCH. LT-0185B CONNECTED TO N424 VIA ISOLATOR ISO4

25-25-25-25-25-25--

1 2 3 4 5 6


TE-0174A1 TE-0175A1 TE-0176A1 TE-0024A1 TE-68305

IN IN IN IN IN IN


JB86A-4-25-1- N425-4/5/6/7 JB86A-4-25-2- N425-8/9/10/11 JB86A-4-25-3- N425-12/13/14/15 JB86A-4-25-4- N425-16/17/18/19 JB86A-4-25-5- N425-20/21/22/23 JB86A-4-25-6- N425-24/25/26/27 24+3 N425-2 24+3COM N425-3 N425-1


OPT: CLUTCH OPT: CLUTCH OPT: CLUTCH OPT: CLUTCH OPT: CLUTCH

(SPARE) (SPARE) DELTA 12

PT-4062 (SPARE)

(SPARE) DELTA 12

PT-4063 (SPARE)

DELTA 12


CT-4067


OPT: EVAPORATIVE COOLING OPT: EVAPORATIVE COOLING

OPT: EVAPORATIVE COOLING OPT: EVAPORATIVE COOLING




ITEM




IN/ OUT

TYPE




COMMENTS


1 2 3 4 5 6


TE-0174A2 TE-0175A2 TE-0176A2 TE-0024A2 TE-68306

IN IN IN IN IN IN


JB86A-4-26-1- N426-4/5/6/7 JB86A-4-26-2- N426-8/9/10/11 JB86A-4-26-3- N426-12/13/14/15 JB86A-4-26-4- N426-16/17/18/19 JB86A-4-26-5- N426-20/21/22/23 JB86A-4-26-6- N426-24/25/26/27 24+3 N426-2 24+3COM N426-3 N426-1



27-27-27-27-27-27--

1 2 3 4 5 6


TE-4246A1 TE-4246A2 TE-4247A1 TE-4247A2 TE-4248A1 TE-4248A2

IN IN IN IN IN IN


JB40-2-27-1- N227-4/5/6/7 JB40-2-27-2- N227-8/9/10/11 JB40-2-27-3- N227-12/13/14/15 JB40-2-27-4- N227-16/17/18/19 JB40-2-27-5- N227-20/21/22/23 JB40-2-27-6- N227-24/25/26/27 24+3 N227-2 24+3COM N227-3 N227-1


OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING

28-28-28-28-28-28--

1 2 3 4 5 6


PT-4252 PT-4253 LT-4256 ZE-4258

IN IN IN IN IN IN

4-20 4-20 4-20 4-20 4-20 4-20

JB40-2-28-1- N228-4/5/7 JB40-2-28-2- N228-8/9/11 JB40-2-28-3- N228-12/13/15 JB40-2-28-4- N228-16/17/19 JB40-2-28-5- N228-20/21/23 JB40-2-28-6- N228-24/25/27 24+3 N228-2 24+3COM N228-3 N228-1


OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING

29-29-29-29-29-29--

1 2 3 4 5 6


ZY-4258

OUT OUT OUT OUT OUT OUT

4-20S 4-20S 4-20S 4-20S 4-20S 4-20S

JB40-2-29-1- N229-5/6/7 JB40-2-29-2- N229-9/10/11 JB40-2-29-3- N229-13/14/15 JB40-2-29-4- N229-17/18/19 JB40-2-29-5- N229-21/22/23 JB40-2-29-6- N229-25/26/27 24+3 N229-2 24+3COM N229-3 N229-1


OPT: EXHAUST ANTI-ICING

NODES TERMINALS 28, 29 & 30 ARE COMMUNICATION DATA "B", DATA "A" & SHIELD, RESPECTIVELY.

NODES 1 THRU 39 = ANALOG NODES 40 THRU 59 = DISCRETE INPUTS NODES 60 THRU 79 = DISCRETE OUTPUTS

DATE

REVISION LIST






ITEM




IN/ OUT

TYPE




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE ANALOG INPUTS/OUTPUTS A INITIAL ISSUE MADE FROM MASTER REVISION W B NO CHANGES THIS SHEET

09/10/10 ZSS 01/06/11 ZSS

===== END ====================






ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED

1 1 1 0 1 1 1 1 1 0 0 0

NO NO NO NC NO NO NO NO NO NO NO NO

0 0 1/0

NC NC NO




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE DISCRETE INPUTS 1--1--1--1--1--1--1--1--1--1--1--1--1--1--1--1---

2--2--2--2--2--2--2--2--2--2--2--2--2--2--2--2---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

ENABLE MEGAWATT CONTROL (CUSTOMER) PERMISSIVE START (CUSTOMER) RESET (AL / NLO SD ONLY) (CUSTOMER) BUS/UTILITY 86 TRIP (CUSTOMER) SYNC CONTROL CLOCK (CUSTOMER) REMOTE START (CUSTOMER) REMOTE NORMAL STOP (CUSTOMER) ALARM ACKNOWLEDGE (CUSTOMER) PAC MOTOR START VIBRATION SUMMARY ALARM VIBRATION SUMMARY SHUTDOWN VIBRATION SYSTEM MALFUNCTION (SPARE) LOCAL EMERGENCY STOP REMOTE EMERGENCY STOP LOCAL/ REMOTE CONTROL SELECTION

FIRE/GAS MONITOR FAILURE ALARM L.E.L. - TURB ROOM ALARM L.E.L. - GEN ROOM FIRE SUPPRESSANT AGENT RELEASED GEN/GB EMERGENCY DC LUBE OIL PUMP CNTRL IN AUTO BATTERY CHARGERS FAILURE - DC BATTERY CHARGERS FAILURE - AC LOW BATTERY VOLTAGE (24VDC) BATTERY CHARGERS GROUND FAULT LOW BATTERY VOLTAGE (125VDC) LOCAL START LOCAL NORMAL STOP DELTA 12 DELTA 12 HYDRAULIC STARTER PUMP MOTOR STARTER AUX CONTACT LOSS OF MCC POWER SUPPLY


CUST_MWEN CHW_STPERM CHW_RESET BUT_86TRIP CUST_SCLK CHW_R_STRT CHW_R_STP CHW_ACK CUST_MOT VIB_SYS_SA VIB_SYS_SD VIB_SYS_MF ES3 ES1_2_10_3 LRS

FPP_MF FPP_ALELT FPP_ALELG PSHH-6348 DC_STRTR1 CHG_DCF CHG_ACF CHG_24VLO CHG_GF CHG_LO125 TSS_START TSS_STOP DC_STRTR2 MCC_GFEP MOT-1615FB MCC_DEV27

0 0 0 0 1 0 0 0 0 0 1 1 1 1 0 0

NO NC NC NC NO NO NO NO NO NO NO NO NO NO NC NO

TCP-1-40-1TCP-1-40-2TCP-1-40-3TCP-1-40-4TCP-1-40-5TCP-1-40-6TCP-1-40-7TCP-1-40-8TCP-1-40-9TCP-1-40-10TCP-1-40-11TCP-1-40-12TCP-1-40-13TCP-1-40-14TCP-1-40-15TCP-1-40-1624+124+1COM-

N140-10 N140-11 N140-12 N140-13 N140-14 N140-15 N140-16 N140-17 N140-18 N140-19 N140-20 N140-21 N140-22 N140-23 N140-24 N140-25 N140-2 N140-3 N140-1



DISTRIBUTIVE DISCRETE INPUTS

OPT: CUSTOMER MW CONTROL OPTIONAL OPTIONAL OPTIONAL OPTIONAL OPTIONAL OPTIONAL OPTIONAL OPT: CUSTOMER 20.5MW PAC MOTOR STARTED

+24VDC POWER +24VDC POWER COM GROUND

ESTR-1,2,10/ESGR3 1 = REMOTE, 0 = LOCAL TERMINALS 5, 6, 7 & 8 ARE INTERNALLY CONNECTED TO TERMINAL 2

OPT: 50 Hz. MOT-0034

OPT: 125VDC BATTERY

OPT: CLUTCH. MOT-0187 OPT: WINTERIZATION/HEAT TRACING


TERMINALS 5, 6, 7 & 8 ARE INTERNALLY CONNECTED TO TERMINAL 2




ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED

0 0 0 0 1

NC NC NC NO NC

1/0 1 1 1 1 1 1 1 1 1

NO NO NO NO NO NO NO NO NO NC




COMMENTS


4--4--4--4--4--4--4--4--4--4--4--4--4--4--4--4---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

GEN 86 TRIP IGPS 52G TRIP IGPS FAULT ALARM IGPS FAILURE IGPS POWER SUPPLY ALARM

86G IGPS_52GT IGPS_FA IGPS_MF IGPS_PSA

(SPARE) AUTO/MANUAL SYNC RAISE XNSD SPEED (MANUAL) LOWER XNSD SPEED (MANUAL) RAISE XNSD SPEED LOWER XNSD SPEED GEN BREAKER OPEN DELTA 12 BUS/UTILITY BREAKER OPEN BUS/UTILITY BREAKER CLOSED LOSS OF DC POWER ON SYSTEM (CUSTOMER)

SS_K100-102 SAS_CUST_R SAS_CUST_L DSM_RA DSM_LA K230 PSS_AL K232 K231 CUST_DCLOS

GEN ROTOR GROUND FAULT DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 GEN ZERO SPEED SWITCH DELTA 12 DELTA 12

RGF AVR_SA AVR_ET AVR_ME_A AVR_MF AVR_ELO AVR_DMF A17 VIB_SYS_SG VIB_SYS_SC

0 0 0 1/0 0 0 0 1 0 0

NC NC NO NO NC NC NC NO NO NO

XSH-68327A XSH-68327B XSH-68327C

0 0 0

NO NO NO

(SPARE) (SPARE) DELTA 12 DELTA 12 DELTA 12


(SPARE)






1 = AUTO, 0 = MANUAL. K102 USED FOR UTILITY SYNCH OPTION ONLY INHIBITED WHEN DSM ENABLED INHIBITED WHEN DSM ENABLED ONLY ACTIVE WHEN DSM ENABLED ONLY ACTIVE WHEN DSM ENABLED OPT: POWER SYSTEM STABILIZER. USED ONLY WITH BRUSH AVR


OPTIONAL TERMINALS 5, 6, 7 & 8 ARE INTERNALLY CONNECTED TO TERMINAL 2

OPT: BRUSH AVR OPT: BRUSH AVR OPT: BRUSH AVR. 1 = AVR, 0 = MANUAL EXCITER OPT: BRUSH AVR OPT: BRUSH AVR OPT: BRUSH AVR 1 = 0 RPM. POWER UP CHANGES RELAY OPT: CLUTCH OPT: CLUTCH

OPT: FIN-FAN COOLER OPT: FIN-FAN COOLER OPT: FIN-FAN COOLER & 50 HZ +24VDC POWER +24VDC POWER COM GROUND





ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED




COMMENTS


6--6--6--6--6--6--6--6--6--6--6--6--6--6--6--6---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

(SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)

BELL MOUTH INLET SCREEN HIGH DIFF PRESS BELL MOUTH INLET SCREEN HIGH HIGH DIFF PRESS AIR INLET FILTER HIGH DIFF PRESS AIR INLET FILTER HIGH HIGH DIFF PRESS (SPARE) (SPARE) (SPARE) (SPARE) TURB LUBE OIL SUPPLY LOW LOW PRESS (XN25>7.8K RPM) TURB LUBE OIL SUPPLY LOW LOW PRESS (4.5K

PDSH-64017 PDSHH-64018 PDSH-6405-60 PDSHH-6406

0 0 0 0

NC NC NC NC

PSLL-6115 PSLL-6116 PSH-6117 PDSH-6148 PDSH-6146

0 0 0 0 0

NO NO NC NC NC



MTTB-2-45-1MTTB-2-45-2MTTB-2-45-3MTTB-2-45-4MTTB-2-45-5MTTB-2-45-6MTTB-2-45-7MTTB-2-45-8MTTB-2-45-9MTTB-2-45-10MTTB-2-45-11MTTB-2-45-12MTTB-2-45-13MTTB-2-45-14MTTB-2-45-15MTTB-2-45-1624+124+1COM-





SERIES WIRE THE NC SWITCHES






ITEM



ACTIVE SIGNAL

CONTACT USED

PDSH-6220

0

NC

PSL-6224

0

NO

PSHH-6226

0

NC

SIGNAL SOURCE




COMMENTS


8--8--8--8--8--8--8--8--8--8--8--8--8--8--8--8---

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

DELTA 12 (SPARE) (SPARE) GAS FUEL SUPPLY LOW PRESS (SPARE) GAS FUEL SUPPLY HIGH HIGH PRESS (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)

(SPARE) (SPARE) (SPARE) (SPARE) (SPARE) DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12 DELTA 12


ZS-62038A ZS-62038B FSL-62079-89 ZS-62039A ZS-62039B ZS-62040A ZS-62040B (SPARE) (SPARE) (SPARE) (SPARE)

1 1 0 1 1 1 1

NO NO NO NO NO NO NO






OPT: LIQUID FUEL (SAC ONLY)

OPT: GAS FUEL (SAC OR DLE) OPT: GAS FUEL (SAC OR DLE)



OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY) OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY) OPT: CDP PURGE COOLER (SAC DUAL FUEL ONLY). SERIES WIRE THE NO SWITCHES OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY) OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY) OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY) OPT: CDP PURGE (SAC OR DLE DUAL FUEL ONLY)






ITEM



ACTIVE SIGNAL

CONTACT USED

TSL-6113 LSL-6102 PDSH-6120

0 0 0

NO NO NC

PDSHH-6144 PDSH-6118 PDSHH-6119 LS-6543 HS-6505

0 0 0 0 1

NC NC NC NO NO

LSLL-1601 TSH-1602 TSL-1603 PSLL-1605 PDSHH-1600

0 0 0 0 0

NO NC NO NO NC

SIGNAL SOURCE




COMMENTS


10-10-10-10-10-10-10-10-10-10-10-10-10-10-10-10--

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

TURB LUBE OIL TANK LOW TEMP TURB LUBE OIL TANK LOW LEVEL TURB LUBE OIL SUPPLY FILTER HIGH DIFF PRESS (SPARE) TURB LUBE OIL SUPPLY FILTER HIGH HIGH DIFF PRESS TURB LUBE OIL SCAVENGE FILTER HIGH DIFF PRESS TURB LUBE OIL SCAVENGE FILTER HIGH HIGH DIFF PRESS WATER WASH TANK LEVEL CONTROL WATER WASH CONTROL STATION (SPARE) (SPARE) START SKID HYDRAULIC OIL TANK LOW LOW LEVEL START SKID HYDRAULIC CASE DRAIN HIGH TEMP START SKID HYDRAULIC OIL TANK LOW TEMP START SKID HYDRAULIC PUMP SUPPLY LOW LOW PRESS START SKID HYDRAULIC PUMP VACUUM HIGH HIGH DIFF PRESS

DELTA 12 GEN JACKING OIL PUMP INLET LOW PRESS GEN JACKING OIL PUMP INLET LOW LOW PRESS DELTA 12 DELTA 12 GEARBOX LUBE OIL RUNDOWN TANK LEVEL (LEFT SIDE TANK) (A) GEARBOX LUBE OIL RUNDOWN TANK LEVEL (RIGHT SIDE TANK) (B) GEN LUBE OIL SUPPLY LOW PRESS GEN LUBE OIL SUPPLY LOW LOW PRESS DELTA 12 GEN LUBE OIL RUNDOWN TANK LEVEL (DRIVE END) (A) DELTA 12 GEN LUBE OIL RUNDOWN TANK LEVEL (NON-DRIVE END) (A) DELTA 12 DELTA 12 DELTA 12


PSL-60021 PSL-6050 PSLL-6051 LSL-6001 TSL-6020 LS-60001A LS-60001B PSL-6018 PSLL-6019 PDSH-6015 LS-6041A LS-6041B LS-6042A LS-6042B PSL-6017 LSH-6834-35

0 0 0 0 0 1/0 1/0 0 0 0 1/0 1/0 1/0 1/0 0 0

NO NO NO NO NO NO NO NO NO NC NO NO NO NO NO NC



MGTB-3-49-1MGTB-3-49-2MGTB-3-49-3MGTB-3-49-4MGTB-3-49-5MGTB-3-49-6MGTB-3-49-7MGTB-3-49-8MGTB-3-49-9MGTB-3-49-10MGTB-3-49-11MGTB-3-49-12MGTB-3-49-13MGTB-3-49-14MGTB-3-49-15MGTB-3-49-1624+124+1COM-





OPT: 60 Hz

OPT: 60 Hz OPT: 60 Hz OPT: 50 Hz. 0 = LIQUID LEVEL BELOW SWITCH OPT: 50 Hz. 0 = LIQUID LEVEL BELOW SWITCH


OPT: 60 Hz 0 = LIQUID LEVEL BELOW SWITCH OPT: 60 Hz. 0 = LIQUID LEVEL BELOW SWITCH 0 = LIQUID LEVEL BELOW SWITCH OPT: 60 Hz. 0 = LIQUID LEVEL BELOW SWITCH OPT: 60 Hz OPT: TEWAC GEN. SERIES WIRE THE NC SWITCHES TERMINALS 5, 6, 7 & 8 ARE INTERNALLY CONNECTED TO TERMINAL 2




ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE DISCRETE INPUTS 11-11-11-11-11-11-11-11-11-11-11-11-11-11-11-11--

12-12-12-12-12-12-12-12-12-12-12-12-12-12-12-12--

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16


(SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE) (SPARE)

MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED

ZS-68300A ZS-68300B ZS-68301A ZS-68301B ZS-68302

1 1 1 1 1

NO NO NO NO NO

MGTB-3-50-1MGTB-3-50-2MGTB-3-50-3MGTB-3-50-4MGTB-3-50-5MGTB-3-50-6MGTB-3-50-7MGTB-3-50-8MGTB-3-50-9MGTB-3-50-10MGTB-3-50-11MGTB-3-50-12MGTB-3-50-13MGTB-3-50-14MGTB-3-50-15MGTB-3-50-1624+124+1COM-


JB86A-4-51-1JB86A-4-51-2JB86A-4-51-3JB86A-4-51-4JB86A-4-51-5JB86A-4-51-6JB86A-4-51-7JB86A-4-51-8JB86A-4-51-9JB86A-4-51-10JB86A-4-51-11JB86A-4-51-12JB86A-4-51-13JB86A-4-51-14JB86A-4-51-15JB86A-4-51-1624+124+1COM-











ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED

1 1 1 1

NO NO NO NO




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE DISCRETE INPUTS 13-13-13-13-13-13-13-13-13-13-13-13-13-13-13-13--

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED

ZSC-4240 ZSO-4240 ZSC-4241 ZSO-4241

JB40-2-52-1JB40-2-52-2JB40-2-52-3JB40-2-52-4JB40-2-52-5JB40-2-52-6JB40-2-52-7JB40-2-52-8JB40-2-52-9JB40-2-52-10JB40-2-52-11JB40-2-52-12JB40-2-52-13JB40-2-52-14JB40-2-52-15JB40-2-52-1624+124+1COM-


OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING OPT: EXHAUST ANTI-ICING










ITEM



SIGNAL SOURCE

ACTIVE SIGNAL

CONTACT USED




COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE DISCRETE INPUTS REVISION LIST A INITIAL ISSUE MADE FROM MASTER REVISION W B NO CHANGES THIS SHEET

DATE 09/10/10 ZSS 01/06/11 ZSS

===== END ====================




SH 6

ITEM






DEVICE CONTROLLED

SIGNAL TO

MOV-4240-1 MOV-4240-2 MOV-4241-1 MOV-4241-2 MOV-4242-1 MOV-4242-2

ANTI-ICING SKID

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED

24 VDC 24 VDC 24 VDC 24 VDC 24 VDC 24 VDC

1 1 1 1 1 1

NO NO NO NO NO NO



COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE DISCRETE OUTPUTS 1--1--1--1--1--1--1--1---

1 2 3 4 5 6 7 8

MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED MODULE NOT SUPPLIED

ANTI-ICING SKID ANTI-ICING SKID ANTI-ICING SKID ANTI-ICING SKID ANTI-ICING SKID

JB40-2-60-1JB40-2-60-2JB40-2-60-3JB40-2-60-4JB40-2-60-5JB40-2-60-6JB40-2-60-7JB40-2-60-824+124+1COM-

N260-4/5/6 N260-7/8/9 N260-10/11/12 N260-13/14/15 N260-16/17/18 N260-19/20/21 N260-22/23/24 N260-25/26/27 N260-2 N260-3 N260-1

NO/COM/NC NO/COM/NC NO/COM/NC NO/COM/NC NO/COM/NC NO/COM/NC NO/COM/NC NO/COM/NC +24VDC POWER +24VDC POWER COM GROUND

OPT: EXHAUST ANTI-ICING. OPT: EXHAUST ANTI-ICING. OPT: EXHAUST ANTI-ICING. OPT: EXHAUST ANTI-ICING. OPT: EXHAUST ANTI-ICING. OPT: EXHAUST ANTI-ICING.

1 = OPEN VALVE 1 = CLOSE VALVE 1 = OPEN VALVE 1 = CLOSE VALVE 1 = OPEN VALVE 1 = CLOSE VALVE




DISTRIBUTIVE DISCRETE OUTPUTS


SH 6

ITEM






DEVICE CONTROLLED

SIGNAL TO

CONTROL VOLTAGE

ACTIVE SIGNAL

CONTACT USED



COMMENTS

*** PROPRIETARY INFORMATION *** DISTRIBUTIVE DISCRETE OUTPUTS REVISION LIST A INITIAL ISSUE MADE FROM MASTER REVISION W B NO CHANGES THIS SHEET

DATE 09/10/10 ZSS 01/06/11 ZSS

===== END ====================


DISTRIBUTIVE DISCRETE OUTPUTS





LM6000 CLASSIC MICRONET PLUS - LINKNET CONTROLS R E V


*** PROPRIETARY INFORMATION *** WORKSHEET NOTES

NOTES 1. "S" AFTER 4-20 IN TYPE COLUMN INDICATES 4-20 IS SOURCED FROM ANOTHER DEVICE. ALL OTHER INPUTS HAVE LOOP POWERED DEVICES. 2. # IN ACTIVE SIGNAL COLUMN = POWER TO RELAY TO BE REMOVED IF CRITICAL SHUTDOWN PATH TRIPPED. 3. ( ) IN ACTIVE SIGNAL COLUMN = RETURN WIRED THRU A15 OR A16 SAFETY CIRCUIT.

ABBREVIATIONS OPT = OPTION - ONLY ITEMS THAT MAYBE DELTA 12 NPOS = NOT PART OF STANDARD (NOT INSTALLED - COST ADDER TO INSTALL) DELTA 12 = END DEVICES NOT SUPPLIED RTD = 100 OHM Pt RTD WITH EUROPEAN SPEC. CHAR.: 0.00385 OHMS/OHMS DEG C 100 OHMS AT 32 DEG F (0 DEG C). FDP = FUEL DRIVERS PANEL (15 PPM DLE ONLY) JB86A = JUNCTION BOX (CLUTCH I/O) (CLUTCH LUBE OIL SKID) MGTB = MAIN GENERATOR TERMINAL BOX MTTB = MAIN TURBINE TERMINAL BOX TCP = TURBINE CONTROL PANEL JB40 = JUNCTION BOX (EXHAUST ANTI-ICING SKID) LFDP = LIQUID FUEL DLE PANEL


WORKSHEET NOTES





LM6000 CLASSIC MICRONET PLUS - LINKNET CONTROLS R E V


*** PROPRIETARY INFORMATION *** WORKSHEET NOTES REVISION LIST A INITIAL ISSUE MADE FROM MASTER REVISION W B NO CHANGES THIS SHEET

DATE 09/10/10 ZSS 01/06/11 ZSS

===== END ====================


WORKSHEET NOTES



CUSTOMER: Lotte Pakistan PTA Limited

CAUSE AND EFFECT MATRIX HYDRAULIC STARTER SYSTEM

SITE: Pakistan


LM6000 MICRONET CONTROL

LINE

REV

1

TAG NO.

PDSHH-1600

PROCESS DESCRIPTION

START SKID HYDRAULIC PUMP VACUUM HIGH HIGH DIFF PRESS

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE

FOR FTM: BOX-CHASSIS-BOARD-CHANNELCABLEFOR LINKNET: BOX-NETWORK-NODE-CHANNEL-

FTM TERMINALS OR LINKNET NODE ADDRESS-TERMINALS

0

NC

IN

24 VDC

MTTB-2-48-16-

N248-25

RANGE LOW (English)

RANGE HIGH (English)

LIMIT DECR (English)

LIMIT INCR (English)

ENGLISH UNIT

6.5

IN.HG

180.0

DEG F

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

165.0

mm.HG

PDAHH

2

mm

LALL

2

82.2

DEG C

TAH

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

ESN

2 3

LSLL-1601

START SKID HYDRAULIC OIL TANK LOW LOW LEVEL

0

NO

IN

24 VDC

MTTB-2-48-12-

N248-21

TSH-1602

START SKID HYDRAULIC CASE DRAIN HIGH TEMP

0

NC

IN

24 VDC

MTTB-2-48-13-

N248-22

6.0

IN

152.0

ESN

HE-1610 PERM

4 5

X

6 7

TSL-1603

START SKID HYDRAULIC OIL TANK LOW TEMP

0

NO

IN

24 VDC

MTTB-2-48-14-

N248-23

70.0

DEG F

21.1

DEG C

TAL

PSLL-1605

START SKID HYDRAULIC PUMP SUPPLY LOW LOW PRESS

0

NO

IN

24 VDC

MTTB-2-48-15-

N248-24

250.0

PSIG

1724.0

KPaG

PALL

X

11

TE-1663A1

TURB HYDRAULIC STARTER CLUTCH OIL DRAIN PAN TEMP (A1)

IN

RTD

MTTB-2-14-1-

N214-4/5/6/7

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

12

TE-1663A2

TURB HYDRAULIC STARTER CLUTCH OIL DRAIN PAN TEMP (A2)

IN

RTD

MTTB-2-14-2-

N214-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

13

TE-1663A1/A2

TURB HYDRAULIC STARTER CLUTCH OIL DRAIN PAN TEMP

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

14

TE-1663A1/A2


10.0

DEG F

5.6

DEG C

HD

15

TE-1663SEL


230.0

DEG F

110.0

DEG C

TAHH

16

TE-1663SEL


200.0

DEG F

93.3

DEG C

TAH

X

8 9

2

ESN

10 -42.7

198.9

DEG C

SF

X

X 2

1 1

X

DM

1

17 18

SOV-1619

HYDRAULIC STARTER PUMP PISTON CONTROL VALVE

OUT7

4-20S

TCP-1-7-31-W107.2-

FTM107.2-8/7/9

20

MOT-1615

HYDRAULIC STARTER PUMP

1

NO

MCC

120/230 VAC

TCP-1-8-46-W108.3-

FTM108.3-K14-40/41/42

21

MOT-1615FB

HYDRAULIC STARTER PUMP MOTOR STARTER AUX CONTACT

0

NC

IN

24 VDC

TCP-1-41-15-

N141-24

HE-1610

START SKID HYDRAULIC OIL TANK HEATER

1

NO

MCC

120/230 VAC

TCP-1-8-42-W108.3-

FTM108.3-K10-28/29/30

0.0

100.0

%

0.0

100.0

%

19

22 23 24 25

NOTES 1. NOTE DELETED 2. SHUTDOWN START SYSTEM BY ALLOWING THE HYDRAULIC PUMP TO RESET TO NEUTRAL POSITION FOR 10 SEC. AND THEN TURN OFF MOT-1615.

LEGEND 1. SEE LEGEND TAB

A

REVISION LIST ORIGINAL ISSUE

DATE: 07/28/10-ATFL

====== END ======

ORIGINATED: 07/28/10 PRINTED: 2/6/2012 3:03 PM REV DATE: NA

CAUSE AND EFFECT MATRIX HYDRAULIC STARTER SYSTEM

DRAWING NO: 7232796-730149 REV: A EC: 82448 SHEET 1 OF 13, PAGE 1 OF 18



CAUSE AND EFFECT MATRIX VENTILATION AND COMBUSTION AIR

SITE: Pakistan



LINE

REV

TAG NO.

PROCESS DESCRIPTION

1

PDSH-6405-60

AIR INLET FILTER HIGH DIFF PRESS

2

PDSHH-6406

AIR INLET FILTER HIGH HIGH DIFF PRESS

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



0

NC

IN

24 VDC

MTTB-2-45-3-

0

NC

IN

24 VDC

MTTB-2-45-4-

RANGE LOW (English)




ENGLISH UNIT

N245-12

5.0

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

IN H2O

127.0

mm H2O

PDAH

22

X

203.2

mm H2O

PDAHH

1

N245-13

8.0

IN H2O

4

PDSH-64017

BELL MOUTH INLET SCREEN HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-45-1-

N245-10

3.5

IN H2O

88.9

mm H2O

PDAH

5

PDSHH-64018

BELL MOUTH INLET SCREEN HIGH HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-45-2-

N245-11

4.5

IN H2O

114.3

mm H2O

PDAHH

PDT-64257

TURB ENCLOSURE AIR DIFF PRESS

IN

4-20S

MTTB-2-6-3-

N206-12/13/15

-10.0

10.0

-10.2

10.2

IN H2O

mm H2O

SF

PDT-64257SEL

TURB ENCLOSURE AIR DIFF PRESS

-0.1

IN H2O

PDAL

IN

4-20S

TCP-1-2-3-

N102-12/13/15

-10.0

10.0

-10.2

10.2

IN H2O

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

SERIES WIRE THE NC SWITCHES NSD

3 X ESN

6 7 8

-254.0

254.0

-259.1

259.1 -2.54

mm H2O

-254.0

254.0

-259.1

259.1

mm H2O

SF

mm H2O

PDAL

DEG C

SF

X 4

X

9 10

PDT-64258

GEN ENCLOSURE AIR DIFF PRESS

11

PDT-64258SEL

GEN ENCLOSURE AIR DIFF PRESS

13

TE-6401

TURB ROOM AIR OUTLET TEMP (NO. 1)

14

0.1

IN H2O

2.54

X 4

X

12 IN

RTD

MTTB-2-10-2-

N210-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

200.0

DEG F

IN

RTD

MGTB-3-15-2-

N315-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

150.0

DEG F

125.0

DEG F

-53.9

648.9

-42.7

198.9

X

93.3

DEG C

TAH

X

-53.9

648.9

-42.7

198.9

DEG C

SF

X

65.6

DEG C

TAHH

51.7

DEG C

TAH

X

DEG C

TAL

X

TE-6401SEL

TURB ROOM AIR OUTLET TEMP (NO. 1)

16

TE-6402

GEN ROOM AIR TEMP

17

TE-6402SEL

GEN ROOM AIR TEMP

18

TE-6402SEL

GEN ROOM AIR TEMP

19

TE-6402SEL

GEN ROOM AIR TEMP

21

TE-6421

GEN STATOR TEMP PHASE T1/U (NO. 1)

390.0

DEG F

198.9

DEG C

SF

22

TE-6421SEL


293.0

DEG F

145.0

DEG C

TAHH

25

23

TE-6421SEL


290.0

DEG F

143.3

DEG C

TAHH

13,15

24

TE-6421SEL


275.0

DEG F

135.0

DEG C

TAH

25

X

25

TE-6421SEL


270.0

DEG F

132.2

DEG C

TAH

13,15

X

26

TE-6421SEL


266.0

DEG F

130.0

DEG C

TAHH

26

27

TE-6421SEL


248.0

DEG F

120.0

DEG C

TAH

26

28

TE-6421SEL


DEG C

EVENT

8

30

TE-6422

GEN STATOR TEMP PHASE T2/V (NO. 2)

198.9

DEG C

SF

5

31

TE-6422SEL

32

TE-6422SEL

33

TE-6422SEL

34

TE-6422SEL

35

TE-6422SEL


36

TE-6422SEL


37

TE-6422SEL


39

TE-6423

GEN STATOR TEMP PHASE T3/W (NO. 3)

390.0

DEG F

40

TE-6423SEL


293.0

DEG F

41

TE-6423SEL


290.0

42

TE-6423SEL


275.0

TAH

25

X

43

TE-6423SEL


270.0

DEG F

132.2

DEG C

TAH

13,15

X

44

TE-6423SEL


266.0

DEG F

130.0

DEG C

TAHH

26

45

TE-6423SEL


248.0

DEG F

120.0

DEG C

TAH

26

46

TE-6423SEL


DEG C

EVENT

8

48

TE-6424

GEN STATOR PHASE T1/U TEMP (NO. 4)

198.9

DEG C

SF

5

49

TE-6424SEL

50

TE-6424SEL

51

TE-6424SEL

52

TE-6424SEL

53

TE-6424SEL


54

TE-6424SEL


55

TE-6424SEL


15

35.0

DEG F

1.7

DM

20 IN

RTD

MGTB-3-15-4-

N315-16/17/18/19

-65.0

1200.0

-45.0

14.0

-53.9

648.9

DEG F

-42.7

-10.0

5

X DM DM

DM X X

29 IN

RTD

MGTB-3-15-5-

N315-20/21/22/23

-65.0

1200.0

-45.0

390.0

DEG F


293.0

DEG F

145.0

DEG C

TAHH

25


290.0

DEG F

143.3

DEG C

TAHH

13,15


275.0

DEG F

135.0

DEG C

TAH

25

X


270.0

DEG F

132.2

DEG C

TAH

13,15

X

266.0

DEG F

130.0

DEG C

TAHH

26

248.0

DEG F

120.0

DEG C

TAH

26

DEG C

EVENT

8

14.0

-53.9

648.9

DEG F

-42.7

-10.0

X DM DM

DM X X

38 IN

RTD

MGTB-3-15-6-

N315-24/25/26/27

-65.0

1200.0

-45.0

14.0

-53.9

648.9

-42.7

DEG F

198.9

DEG C

SF

5

145.0

DEG C

TAHH

25

TAHH

13,15

143.3

DEG F

135.0

DEG F

-10.0

DEG C DEG C

X DM DM

DM X X

47 IN

RTD

MGTB-3-16-4-

N316-16/17/18/19

-65.0

1200.0

-45.0

390.0

DEG F


293.0

DEG F

145.0

DEG C

TAHH

25


290.0

DEG F

143.3

DEG C

TAHH

13,15


275.0

DEG F

135.0

DEG C

TAH

25

X


270.0

DEG F

132.2

DEG C

TAH

13,15

X

266.0

DEG F

130.0

DEG C

TAHH

26

248.0

DEG F

120.0

DEG C

TAH

26

DEG C

EVENT

8

14.0

-53.9

648.9

DEG F

-42.7

-10.0

X DM DM

DM X X

56 57

TE-6425

GEN STATOR PHASE T2/V TEMP (NO. 5)

390.0

DEG F

58

TE-6425SEL


IN

RTD

MGTB-3-16-5-

N316-20/21/22/23

-65.0

1200.0

-45.0

293.0

DEG F

59

TE-6425SEL


290.0

60

TE-6425SEL


275.0

TAH

25

X

61

TE-6425SEL


270.0

DEG F

132.2

DEG C

TAH

13,15

X

62

TE-6425SEL


266.0

DEG F

130.0

DEG C

TAHH

26

63

TE-6425SEL


248.0

DEG F

120.0

DEG C

TAH

26

64

TE-6425SEL


DEG C

EVENT

8

14.0

-53.9

648.9

-42.7

DEG F

198.9

DEG C

SF

5

145.0

DEG C

TAHH

25

TAHH

13,15

143.3

DEG F

135.0

DEG F

-10.0

DEG C DEG C

X DM DM

DM X X

65 66

TE-6426

GEN STATOR PHASE T3/W TEMP (NO. 6)

390.0

DEG F

198.9

DEG C

SF

5

67

TE-6426SEL


293.0

DEG F

145.0

DEG C

TAHH

25

68

TE-6426SEL


290.0

DEG F

143.3

DEG C

TAHH

13,15

69

TE-6426SEL


275.0

DEG F

135.0

DEG C

TAH

25

X

70

TE-6426SEL


270.0

DEG F

132.2

DEG C

TAH

13,15

X

71

TE-6426SEL


72

TE-6426SEL


73

TE-6426SEL


TE-6430

GEN AIR OUTLET TEMP

IN

RTD

MGTB-3-16-6-

N316-24/25/26/27

-65.0

1200.0

-45.0

266.0

DEG F

248.0

DEG F

14.0

-53.9

648.9

DEG F

-42.7

130.0

DEG C

TAHH

26

120.0

DEG C

TAH

26

DEG C

EVENT

8

DEG C

SF

-10.0

X DM DM

DM X X

74 75 76 77

TE-6430SEL

IN

RTD

MGTB-3-16-1-

N316-4/5/6/7

-65.0

1200.0

-45.0

390.0 200.0

DEG F

IN

RTD

MGTB-3-16-2-

N316-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

GEN AIR OUTLET TEMP

220.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

TAHH

93.3

DEG C

TAH

X

-53.9

648.9

-42.7

198.9

DEG C

SF

X

DEG F

104.4

TE-6430SEL

GEN AIR OUTLET TEMP

79

TE-6431

GEN EXCITER AIR OUTLET TEMP

80

TE-6431SEL


220.0

DEG F

104.4

DEG C

TAHH

81

TE-6431SEL


200.0

DEG F

93.3

DEG C

TAH

X DM

78 DM X

82







SITE: Pakistan



LINE

REV

TAG NO.

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

IN

RTD

MTTB-2-11-2-

N211-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

150.0

DEG F

65.6

DEG C

TAHH

140.0

DEG F

60.0

DEG C

TAH

DEG C

TAL

ACTION

NOTE

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

83 84

TE-6454

TURB ROOM AIR INLET TEMP (NO. 2)

85

TE-6454SEL


86

TE-6454SEL


87

TE-6454SEL


TE-6450

AIR INLET FILTER CONDITIONED COMBUSTION AIR TEMP (SEC A)

IN

RTD

MTTB-2-11-3-

N211-12/13/14/15

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

TE-6499

AIR INLET FILTER CONDITIONED COMBUSTION AIR TEMP (SEC B)

IN

RTD

MTTB-2-12-3-

N212-12/13/14/15

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

TE-64072

AIR INLET FILTER CONDITIONED VENTILATION AIR TEMP (SEC A)

IN

RTD

MTTB-2-12-4-

N212-16/17/18/19

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

35.0

DEG F

1.7

X DM X 24

X

900

88 89

X

90 91 92 93 94 95

TE-64071

AIR INLET FILTER CONDITIONED VENTILATION AIR TEMP (SEC B)

IN

RTD

MTTB-2-11-4-

N211-16/17/18/19

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

97

TE-4015A

MTTB AIR OUTSIDE TEMP (A)

IN

RTD

MTTB-2-14-3-

N214-12/13/14/15

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

98

TE-4015ASEL


125.0

DEG F

51.7

DEG C

TAH

X

99

TE-4015ASEL


DEG C

TAL

X

101

TE-4015B

MTTB AIR OUTSIDE TEMP (B)

102

TE-4015BSEL


96

32.0

DEG F

0.0

100

103

TE-4015BSEL


TE-4015C

MTTB AIR OUTSIDE TEMP (C)

IN

RTD

MTTB-2-14-4-

N214-16/17/18/19

-65.0

1200.0

-45.0

390.0

DEG F

125.0

DEG F

390.0

DEG F

32.0

-53.9

648.9

DEG F

-42.7

198.9

DEG C

SF

X

51.7

DEG C

TAH

X

DEG C

TAL

X

198.9

DEG C

SF

X

51.7

DEG C

TAH

DEG C

TAL

X

198.9

DEG C

SF

X

0.0

104 105 106

TE-4015CSEL

107

IN

RTD

MTTB-2-14-5-

N214-20/21/22/23

-65.0

1200.0

-45.0

IN

RTD

MGTB-3-15-3-

N315-12/13/14/15

-65.0

1200.0

-45.0


TE-4015CSEL


TE-6493

GEN AIR INLET TEMP COMPENSATION (DRIVE END)

111

MOT-6417

TURB ENCLOSURE VENT FAN (A)

1

NO

MCC

120/230 VAC

TCP-1-8-38-W108.3-

FTM108.3-K6-16/17/18

112

125.0

DEG F

390.0

DEG F

32.0

-53.9

648.9

-42.7

-53.9

648.9

-42.7

DEG F

0.0

X

108 109

OPT: GE AVR

110 MOT-6418

TURB ENCLOSURE VENT FAN "B"

1

NO

MCC

120/230 VAC

TCP-1-8-54-W108.4-

FTM108.4-K6-16/17/18

114

MOT-6413

GEN (/GB) ENCLOSURE VENT FAN (A)

1

NO

MCC

120/230 VAC

TCP-1-8-34-W108.3-

FTM108.3-K2-4/5/6

115

MOT-6416

GEN (/GB) ENCLOSURE VENT FAN (B)

1

NO

MCC

120/230 VAC

TCP-1-8-50-W108.4-

FTM108.4-K2-4/5/6

K81

TURB RUNNING /READY

1

NO

TCP

24 VDC

TCP-1-8-16-W108.1-

FTM108.1-K16A/B-49/50/51-54/53/52

CONTROLS HE-64050 & HE-64051

K347_K347A

MTTB CABINET COOLING

1

NO

MTTB

24 VDC

TCP-1-11-24-W111.2-

FTM111.2-K12-84/85/86

CONTROLS MOT-4019A, B, C

K348

MTTB CABINET HEATING

1

NO

MTTB

24 VDC

TCP-1-11-19-W111.2-

FTM111.2-K7-69/70/71

PDT-4005A

AIR INLET FILTER CONDITIONED COMBUSTION AIR DIFF PRESS (1)

IN

4-20S

MTTB-2-7-1-

N207-4/5/7

113

116 117 118 119 120 121

CONTROLS MOT-4019A, B, C

122 123 124

PDT-4005B

125

MTTB-2-7-2-

N207-8/9/11

0.0 0.0

10.0

IN H2O

10.0

IN H2O

0.0 0.0

254.0

mm H2O

254.0

mm H2O

SF


IN

4-20S

PDT-4004


IN

4-20S

MTTB-2-7-3-

N207-12/13/15

0.0

10.0

IN H2O

0.0

254.0

mm H2O

SF

TE-64030

AIR INLET FILTER VENTILATION AIR TEMP (SEC B)

IN

RTD

MTTB-2-14-6-

N214-24/25/26/27

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

SF

X

AIR PULSE FILTER OPTION

TE-64031

AIR INLET FILTER VENTILATION AIR TEMP (SEC A)

IN

RTD

MTTB-2-12-5-

N212-20/21/22/23

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X


TE-64032

AIR INLET FILTER COMBUSTION AIR TEMP (SEC B)

IN

RTD

MTTB-2-11-6-

N211-24/25/26/27

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X


TE-64033

AIR INLET FILTER COMBUSTION AIR TEMP (SEC A)

IN

RTD

MTTB-2-10-6-

N210-24/25/26/27

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X


126 127 128 129 130 131 132 133 134 135

NOTES 1. REDUCE LOAD AT 8"WC TO 5" WC. NSD ON THIRD AHH 2. INTENTIONALLY BLANK 3. START BLOWDOWN AT 1500 MICRO MHO, STOP AT 1200 MICRO MHO 4. SWAP TO BACKUP FAN AND ALARM ONLY IF FANS ARE COMMANDED TO RUN 5. DM (SML) IF BOTH SETS OF RTD'S ON THE SAME PHASE FAIL 6. BLOWNDOWN UNTIL CONDUCTIVITY IS AT NORMAL 7. INTENTIONALLY BLANK 8. GT START CRANK INHIBITED IF GENERATOR STATOR TEMP < 14 DEG F (< 10.0 DEG C). SPACE HEATERS WILL BE USED TO WARM GENERATOR STATOR. WINDINGS PRIOR TO START UP AND GRANT PERMISSIVE. UPON SHUTDOWN OF GT, GENERATOR ENCLOSURE VENTILATION FANS (AS APPLICABLE) SHALL OPERATE DURING POST SHUTDOWN CRANK CYCLE. WHEN POST SHUTDOWN CRANK CYCLE IS COMPLETED, CONTINUE TO OPERATE VENTILATION FANS UNTIL STATOR WINDING TEMPERATURES HAVE COOLED < 120 DEG F (< 48.9 DEG C), OR WHEN STATOR TEMPERATURES ARE EQUAL TO AMBIENT TEMPERATURE WITH +/- 5 DEG F (+/- 2.8 DEG C) DEADBAND. 9. STOP MOT4060, MOT4061 AT 4 PSIG (27.6 kPaG) DECR. 10. INTENTIONALLY LEFT BLANK. 11. OPEN SOV-4143, SOV-4144 AT 64 % INCR. ; CLOSE AT 55 % DECR. 12. STOP MOT-4060, MOT-4061 AT 16 % DECR. 13. SETTINGS FOR BRUSH GENERATOR 14. INTENTIONALLY BLANK 15. SETTINGS FOR GE GENERATOR 16. STANDBY VENT FAN IS TURNED ON 17. STANDBY VENT FAN IS TURNED OFF 18. IF AUX SKID TEMP > 100 DEG F (37.8 DEG C) OPEN MAIN INLET DAMPER &EXHAUST DAMPER #2 IF APPLICABLE, WAIT 5 SEC AND TURN MAIN VENT FAN ON 19. IF AUX SKID TEMP < 70 DEG F (< 21.1 DEG C) TURN MAIN FAN OFF, WAIT 60 SECONDS THEN CLOSE MAIN INLET DAMPER & EXHAUST DAMPER #2 IF APPLICABLE; STANDBY FAN BECOMES MAIN FAN. 20. HE-64039 AUXILIARY ENCLOSURE HEATER CONTROL OFF 21. HE-64039 AUXILIARY ENCLOSURE HEATER CONTROL ON 22. SERIES WIRE THE N.C. SWITCHES - ALT PDT-64232/234 23. NOTE DELETED 24. "TURBINE ENCLOSURE TEMP LOW, CHECK HEATERS" ALARM. ALARM IS ENABLED AFTER TIME DELAY WHEN BOTH VENT FANS ARE OFF AND THE ENCLOSURE HEATERS ARE ENABLED (K43). ALARM TIME DELAY (TUNABLE) IS SET SO HEATERS HAVE TIME TO WARM THE ENCLOSURE AFTER VENT FANS ARE STOPPED. 25. STATOR SETTINGS FOR 50 HZ MEIDENSHA GENERATOR 26. STATOR SETTINGS FOR 60 HZ MEIDENSHA GENERATOR


A

DATE: 07/28/10-ATFL


====== END ======






CAUSE AND EFFECT MATRIX TURBINE LUBE OIL SYSTEM

SITE: Pakistan



LINE

REV

1

TAG NO.

LSL-6102

PROCESS DESCRIPTION

TURB LUBE OIL TANK LOW LEVEL

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



0

NO

IN

24 VDC

MTTB-2-48-2-

N248-11

RANGE LOW (English)




12.0

ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

INCH

LIMIT DECR (Metric)

LIMIT INCR (Metric)

305.0

METRIC UNIT

ACTION

NOTE

ALARM

mm

LAL

6

X

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

X

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

HE-6104 PERM

2 3

PDSH-6120

TURB LUBE OIL SUPPLY FILTER HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-48-3-

N248-12

20.0

PSID

137.9

kPaD

PDAH

PDSHH-6144

TURB LUBE OIL SUPPLY FILTER HIGH HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-48-5-

N248-14

25.0

PSID

172.4

kPaD

PDAHH

X

10

PDSH-6118

TURB LUBE OIL SCAVENGE FILTER HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-48-6-

N248-15

20.0

PSID

137.9

kPaD

PDAH

X

10

PDSHH-6119

TURB LUBE OIL SCAVENGE FILTER HIGH HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-48-7-

N248-16

25.0

PSID

172.4

kPaD

PDAHH

PDSH-6148

AIR/OIL SEPARATOR FILTER HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-45-12-

N245-21

1.7

PSID

11.7

kPaD

PDAH

PDSH-6146

TURB VG LUBE OIL FILTER HIGH DIFF PRESS

0

NC

IN

24 VDC

MTTB-2-45-13-

N245-22

20.0

PSID

137.9

kPaD

PDAH

PSLL-6115

TURB LUBE OIL SUPPLY LOW LOW PRESS (XN25>7.8K RPM)

0

NO

IN

24 VDC

MTTB-2-45-9-

N245-18

15.0

PSIG

103.4

kPaG

PALL

1

PSLL-6116

TURB LUBE OIL SUPPLY LOW LOW PRESS (4.5K
0

NO

IN

24 VDC

MTTB-2-45-10-

N245-19

6.0

PSIG

41.4

kPaG

PALL

2

PSH-6117

TURB LUBE OIL SCAVENGE PUMP DISCHARGE HIGH PRESS

0

NC

IN

24 VDC

MTTB-2-45-11-

N245-20

kPaG

PAH

TSL-6113

TURB LUBE OIL TANK LOW TEMP

0

NO

IN

24 VDC

MTTB-2-48-1-

N248-10

DEG C

TAL

X

PT-6121

TURB LUBE OIL SUPPLY PRESS (PLUB)

IN

4-20S

MTTB-2-5-1-

N205-4/5/7

kPaG

SF

X

4 5

10

NSD

6 7 8 9

10

NSD

10 11

X

60

X

60

12 13 14 15

ESN

16 17

ESN

18 19

100.0

PSIG

689.5

X

20 21

70.0

DEG F

21.1

X

22 23

0.0

100.0

-2.0

102.0

PSIG

0.0

689.5

-13.8

703..3

24 25

PT-6122

TURB LUBE OIL SCAVENGE PRESS (PSCV)

IN

4-20S

MTTB-2-5-2-

N205-8/9/11

0.0

200.0

-4.0

204.0

PSIG

0.0

1379.0

-27.8

1406.5

kPaG

SF

X

27

TE-6123A

TURB LUBE OIL AGB SCAVENGE OIL TEMP (TAGBA)

IN

RTD

MTTB-2-8-1-

N208-4/5/6/7

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

28

TE-6123B

TURB LUBE OIL AGB SCAVENGE OIL TEMP (TAGBB)

IN

RTD

MTTB-2-9-1-

N209-4/5/6/7

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

29

TE-6123A/B

-35.0

390.0

DEG F

-37.2

198.9

DEG C

30

TE-6123A/B

TURB LUBE OIL AGB SCAVENGE OIL TEMP (TAGB)

10.0

DEG F

5.6

DEG C

HD

31

TE-6123SEL


265.0

DEG F

129.4

DEG C

TAHH

32

TE-6123SEL


240.0

DEG F

115.5

DEG C

TAH

26


SF

8

DM X DM X

33 34

TURB LUBE OIL SUMP TGB/A SCAV OIL TEMP (TGBAA)

IN

RTD

MTTB-2-8-2-

N208-8/9/10/11

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

35

TE-6124B

TURB LUBE OIL SUMP TGB/A SCAV OIL TEMP (TGBAB)

IN

RTD

MTTB-2-9-2-

N209-8/9/10/11

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

36

TE-6124A/B

TE-6124A

TURB LUBE OIL SUMP TGB/A SCAV OIL TEMP (TGBA)

-35.0

390.0

DEG F

-37.2

198.9

DEG C

SF

37

TE-6124A/B


10.0

DEG F

5.6

DEG C

HD

38

TE-6124SEL


310.0

DEG F

154.4

DEG C

TAHH

39

TE-6124SEL


285.0

DEG F

140.6

DEG C

TAH

X X 8

DM X DM X

40 TURB LUBE OIL SUMP B SCAV OIL TEMP (TGBBA)

IN

RTD

MTTB-2-8-3-

N208-12/13/14/15

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

42

TE-6125B

TURB LUBE OIL SUMP B SCAV OIL TEMP (TGBBB)

IN

RTD

MTTB-2-9-3-

N209-12/13/14/15

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

43

TE-6125A/B

TURB LUBE OIL SUMP B SCAV OIL TEMP (TGBB)

-35.0

390.0

DEG F

-37.2

198.9

DEG C

SF

44

41

TE-6125A/B

TE-6125A


10.0

DEG F

5.6

DEG C

HD

SF

45

TE-6125SEL


330.0

DEG F

165.6

DEG C

TAHH

46

TE-6125SEL


305.0

DEG F

151.7

DEG C

TAH

X

SF

X 8

DM X DM X

47 48

TE-6186A

TURB LUBE OIL SUMP C SCAV OIL TEMP (TGBCA)

IN

RTD

MTTB-2-8-4-

N208-16/17/18/19

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

49

TE-6186B

TURB LUBE OIL SUMP C SCAV OIL TEMP (TGBCB)

IN

RTD

MTTB-2-9-4-

N209-16/17/18/19

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

50

TE-6186A/B

TURB LUBE OIL SUMP C SCAV OIL TEMP (TGBC)

-35.0

390.0

DEG F

-37.2

198.9

DEG C

SF

51

TE-6186A/B


10.0

DEG F

5.6

DEG C

HD

SF

52

TE-6186SEL


340.0

DEG F

171.1

DEG C

TAHH

53

X

SF

X 8

DM X DM

TE-6186SEL


320.0

DEG F

160.0

DEG C

TAH

X

55

TE-6141A

TURB LUBE OIL SUMP D SCAV OIL TEMP (TGBDA)

IN

RTD

MTTB-2-8-5-

N208-20/21/22/23

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

56

TE-6141B

TURB LUBE OIL SUMP D SCAV OIL TEMP (TGBDB)

IN

RTD

MTTB-2-9-5-

N209-20/21/22/23

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

57

TE-6141A/B

-35.0

390.0

DEG F

-37.2

198.9

DEG C

58

TE-6141A/B

TURB LUBE OIL SUMP D SCAV OIL TEMP (TGBD)

10.0

DEG F

5.6

DEG C

HD

59

TE-6141SEL


315.0

DEG F

157.2

DEG C

TAHH

60

54


SF

8

DM X DM

TE-6141SEL


290.0

DEG F

143.3

DEG C

TAH

X

62

TE-6142A

TURB LUBE OIL SUMP E SCAV OIL TEMP (TGBEA)

IN

RTD

MTTB-2-8-6-

N208-24/25/26/27

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

63

TE-6142B

TURB LUBE OIL SUMP E SCAV OIL TEMP (TGBEB)

IN

RTD

MTTB-2-9-6-

N209-24/25/26/27

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

64

TE-6142A/B

-35.0

390.0

DEG F

-37.2

198.9

DEG C

65

TE-6142A/B

TURB LUBE OIL SUMP E SCAV OIL TEMP (TGBE)

10.0

DEG F

5.6

DEG C

HD

66

TE-6142SEL


315.0

DEG F

157.2

DEG C

TAHH

61

67


SF

8

DM X DM

TE-6142SEL


290.0

DEG F

143.3

DEG C

TAH

X

TE-6128A

TURB LUBE OIL SUPPLY TEMP (TLUBA)

IN

RTD

MTTB-2-10-3-

N210-12/13/14/15

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

SF

X

TURB LUBE OIL SUPPLY TEMP (TLUBB)

IN

RTD

MTTB-2-12-2-

N212-8/9/10/11

-65.0

1200.0

-35.0

390.0

DEG F

-53.9

648.9

-37.2

198.9

DEG C

-35.0

390.0

-37.2

198.9

DEG C

68 69 70

TE-6128B

71

TE-6128A/B

72

TE-6128A/B

TURB LUBE OIL SUPPLY TEMP (TLUB)

10.0

DEG F

5.6

DEG C

HD

X

73

TE-6128SEL


170.0

DEG F

76.7

DEG C

TAH

X

SOV-6185

POST SHUTDOWN COOLING AIR VALVE

1

NO

TURB SKID

24 VDC

TCP-1-8-5-W108.1-

FTM108.1-K5-13/14/15

MOT-6135

TURB LUBE AIR/OIL SEPARATOR

1

NO

MCC

120/230 VAC

TCP-1-8-43-W108.3-

FTM108.3-K11-31/32/33

HE-6104

TURB LUBE OIL TANK HEATER

1

NO

MCC

120/230 VAC

TCP-1-8-44-W108.3-

FTM108.3-K12-34/35/36


DEG F

SF SF

X 8

DM

74 75

1 = OPEN VALVE

76 77 78 79

3

80 81

NOTES 1. FSLO XN25 > 7800 RPM 2. FSLO 4500 RPM < XN25 < 7800 RPM 3. HEATER THERMOSTATICALLY CONTROLLED ON AT 90 DEG F (32.2 DEG C) DECR 4. NOTE DELETED 5. NOTE DELETED 6. HEATER ON PERMISSIVE 60% 7. INTENTIONALLY BLANK 8. HIGH SELECT SENSOR VALUE IS USED. IF BOTH SENSORS ARE OUT OF RANGE THEN DM. 9. INTENTIONALLY BLANK 10. WINTERIZED FIN FAN LUBE OIL COOLER LOUVERS (SOV-68349) OPEN IF TE-61069 > 50 DEG F (10.0 DEG C) OR TE-60019 > 50 DEG F (10.0 DEG C) 11. WINTERIZED FIN FAN LUBE OIL COOLER LOUVERS (SOV-68349) CLOSE IF TE-61069 < 30 DEG F (-1.1 DEG C) AND TE-60019 < 34 DEG F (1.1 DEG C) 12. THE SELECTED WINTERIZED FIN FAN LUBE OIL COOLER FAN (MOT-6090 OR MOT-6091) IS ON IF TE-61069 > 70 DEG F (21.1 DEG C) OR TE-60019 > 70 DEG F (21.1 DEG C) AND ENGINE CRANKING OR RUNNING 13. THE SELECTED WINTERIZED FIN FAN LUBE OIL COOLER FAN (MOT-6090 OR MOT-6091) IS OFF IF TE-61069 < 35 DEG F (1.7 DEG C) AND TE-60019 < 35 DEG F (1.7 DEG C) OR ENGINE IS NOT CRANKING OR RUNNING 14. WINTERIZED FIN FAN LUBE OIL COOLER HEATER HE-68345 WILL TURN ON IF TE-68347 < 175 DEG F (79.4 DEG C) AND LOUVERS ARE CLOSED. 15. WINTERIZED FIN FAN LUBE OIL COOLER HEATER HE-68345 WILL TURN OFF IF TE-68347 > 250 DEG F (121.1 DEG C) OR LOUVERS ARE OPEN. 16. XN25 > 6050 RPM


A


DATE: 07/28/10-ATFL

====== END ======


CAUSE AND EFFECT MATRIX TURBINE LUBE OIL SYSTEM




CAUSE AND EFFECT MATRIX FUEL (DLE) SYSTEM

SITE: Pakistan



LINE

REV

TAG NO.

1

SOV-62405

2

PROCESS DESCRIPTION

GAS FUEL OFF-SKID SHUTOFF VALVE

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



1#

NO

OFF-TURB SKID

24 VDC

TCP-1-3-23-W103.2-

FTM103.2-K7-19/20/21

RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

OPT: GAS FUEL (SAC OR DLE). 1 = OPEN VALVE

ZS-62405

GAS FUEL OFF-SKID SHUTOFF VALVE CLOSED

1

NC

IN

24 VDC

TCP-1-11-19-W111.1-

FTM111.1-19/43

OPT: GAS FUEL (SAC OR DLE)

4

SOV-62369

GAS FUEL OFF-SKID VENT VALVE

1#

NO

OFF-TURB SKID

24 VDC

TCP-1-3-24-W103.2-

FTM103.2-K8-22/23/24

OPT: GAS FUEL (SAC OR DLE). 1 = CLOSE VALVE

5

1

NO

IN

24 VDC

TCP-1-11-20-W111.1-

FTM111.1-20/44

IN10

4-20S

TCP-2-7-10-W207.1-

FTM207.1-69/68/70

0.2

2.2

-0.05

2.15

SG

0.2

2.2

-0.05

2.15

SG

FTM207.2-69/68/70

800.0

1100.0

820.00

1080.00

BTU/F3

29807.00

40985.00

30552.00

40240.00

KJ/M3

0.0

800.0

-4.7

727.4

PSIG

0.0

5515.8

-32.4

5015.0

kPaG

SF

kPaG

EVENT

720.0

PSIG

4964.0

kPaG

PAHH

kPaG

PAL

3

ZS-62369

GAS FUEL OFF-SKID VENT VALVE CLOSED

7

AE-62325

GAS FUEL SPECIFIC GRAVITY

8

AE-62326

GAS FUEL CALORIFIC VALUE (LHV)

9

CHROMA_ALM

CHROMATOGRAPH SUMMARY ALARM

PT-6227

GAS FUEL SUPPLY PRESS (PGAS)


6

0

NO

IN22

4-20S

TCP-2-7-26-W207.2-

IN

24 VDC

TCP-2-2-22-W202.1-

FTM202.1-22/46

IN17

4-20S

TCP-1-7-21-W107.2-

FTM107.2-42/39/40

IN

24 VDC

MTTB-2-46-6-

N246-15

SF

X

SF ALARM

OPT: GAS CHROMATOGRAPH (DLE ONLY)

X

OPT: GAS CHROMATOGRAPH (DLE ONLY)

X

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

10 11 12

PT-6227SEL

GAS FUEL SUPPLY PRESS (PGAS)

13

PSHH-6226

GAS FUEL SUPPLY HIGH HIGH PRESS

14

200.0 0

NC

PSIG

600.0

1380.0

PSIG

4136.9

1

X

OPT: GAS FUEL (SAC OR DLE) X ES

X


PSL-6224

GAS FUEL SUPPLY LOW PRESS

0

NO

IN

24 VDC

MTTB-2-46-4-

N246-13

16

SOV-6249

GAS FUEL SHUTOFF VALVE (UPSTREAM)

1#

NO

TURB SKID

24 VDC

TCP-1-11-1-W111.1-

FTM111.1-K1-51/52/53

17

ZS-6249

GAS FUEL SHUTOFF VALVE CLOSED (UPSTREAM)

1

NO

IN

24 VDC

TCP-1-11-21-W111.1-

FTM111.1-21/45



SOV-6208

GAS FUEL VENT VALVE

1#

NO

TURB SKID

24 VDC

TCP-1-11-2-W111.1-

FTM111.1-K2-54/55/56

OPT: GAS FUEL (SAC OR DLE). 1 = CLOSE VALVE

21

SOV-6204

GAS FUEL SHUTOFF VALVE (DOWNSTREAM)

(1#)

NO

TURB SKID

24 VDC

TCP-1-8-4-W108.1-

FTM108.1-K4-10/11/12

22

ZS-6204

GAS FUEL SHUTOFF VALVE CLOSED (DOWNSTREAM)

1

NO

IN

24 VDC

TCP-1-11-22-W111.1-

FTM111.1-22/46

TE-6232A

GAS FUEL SUPPLY TEMP (TGSA)

IN8

RTD

TCP-1-6-8-W106.1-

FTM106.1-57/56/55/58

-70.0

500.0

-40.0

380.0

DEF F

-56.7

260.0

-40.0

193.3

DEG C

SF

3

X

25

TE-6232B

GAS FUEL SUPPLY TEMP (TGSB)

IN8

RTD

TCP-1-7-8-W107.1-

FTM107.1-57/56/55/58

-70.0

500.0

-40.0

380.0

DEF F

-56.7

260.0

-40.0

193.3

DEG C

SF

3

X

26

TE-6232A/B

GAS FUEL SUPPLY TEMP (TGS)

-40.0

380.0

DEF F

-40.0

193.0

DEG C

SF

4

X

27

TE-6232A/B


10.0

DEF F

5.6

DEG C

HD

2

X

28

TE-6232SEL


300.0

DEF F

149.0

DEG C

TAHH

29

TE-6232SEL


275.0

DEF F

135.0

DEG C

TAH

X

30

TE-6232SEL


DEG C

TAL

X

32

XMTR BOX NO. 1-1

GAS FUEL PRESS CONTROL SERIAL 1 XMIT+

OUT

33

XMTR BOX NO. 1-2

GAS FUEL PRESS CONTROL SERIAL 1 XMIT-

OUT

RS422

TCP-2-4-1-W204-

FTM204-PORT1-21

34

XMTR BOX NO. 1-3

GAS FUEL PRESS FEEDBACK SERIAL 1 RCV+

IN

RS422

TCP-2-4-1-W204-

FTM204-PORT1-22

35

XMTR BOX NO. 1-4

GAS FUEL PRESS FEEDBACK SERIAL 1 RCV-

IN

RS422

TCP-2-4-1-W204-

FTM204-PORT1-23

OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A

36

XMTR BOX NO. 1-5

GAS FUEL PRESS XDCR 15V+ SERIAL 1 PWR

OUT

RS422

TCP-2-4-1-W204-

FTM204-PORT1-25


37

XMTR BOX NO. 1-6

GAS FUEL PRESS XDCR 15V- SERIAL 1 PWR

OUT

RS422

TCP-2-4-1-W204-

FTM204-PORT1-27


38

PT-62105A

UPSTREAM GAS FUEL PRESSURE TRANSMITTER BOX 1 (25 PPM)

15 OPT: GAS FUEL (SAC OR DLE). 1 = OPEN VALVE

18 19 20 OPT: GAS FUEL (SAC OR DLE). 1 = OPEN VALVE OPT: GAS FUEL (SAC OR DLE)

23 24

20.0

DEF F

-6.7

OPT: GAS FUEL (SAC OR DLE) OPT: GAS FUEL (SAC OR DLE)

SML

31 RS422

TCP-2-4-1-W204-

FTM204-PORT1-20

OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105A, 62136A, 62138A, 62137A

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

MANIFOLD "A" GAS FUEL PRESSURE TRANSMITTER BOX 1 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

40

PT-62138A

MANIFOLD "B" GAS FUEL PRESSURE TRANSMITTER BOX 1 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

41

PT-62137A

MANIFOLD "C" GAS FUEL PRESSURE TRANSMITTER BOX 1 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

XMTR BOX NO. 2-1

GAS FUEL PRESS CONTROL SERIAL 1 XMIT+

OUT

GAS FUEL PRESS CONTROL SERIAL 1 XMIT-

OUT

39

PT-62136A

42 43 44

XMTR BOX NO. 2-2

RS422 RS422

TCP-2-5-1-W205TCP-2-5-1-W205-

FTM205-PORT1-20

OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105B, 62136B, 62138B, 62137B

FTM205-PORT1-21


45

XMTR BOX NO. 2-3

GAS FUEL PRESS FEEDBACK SERIAL 1 RCV+

IN

RS422

TCP-2-5-1-W205-

FTM205-PORT1-22


46

XMTR BOX NO. 2-4

GAS FUEL PRESS FEEDBACK SERIAL 1 RCV-

IN

RS422

TCP-2-5-1-W205-

FTM205-PORT1-23


47

XMTR BOX NO. 2-5

GAS FUEL PRESS XDCR 15V+ SERIAL 1 PWR

OUT

RS422

TCP-2-5-1-W205-

FTM205-PORT1-25

48

XMTR BOX NO. 2-6

GAS FUEL PRESS XDCR 15V- SERIAL 1 PWR

OUT

RS422

TCP-2-5-1-W205-

FTM205-PORT1-27

49

PT-62105B

UPSTREAM GAS FUEL PRESSURE TRANSMITTER BOX 2 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

50

PT-62136B

OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105B, 62136B, 62138B, 62137B OPT: GAS FUEL (25 PPM DLE ONLY). PT-62105B, 62136B, 62138B, 62137B

MANIFOLD "A" GAS FUEL PRESSURE TRANSMITTER BOX 2 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

51

PT-62138B

MANIFOLD "B" GAS FUEL PRESSURE TRANSMITTER BOX 2 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

52

PT-62137B

MANIFOLD "C" GAS FUEL PRESSURE TRANSMITTER BOX 2 (25 PPM)

0.0

1000.0

8.0

800.0

PSIA

0.0

6894.8

55.2

5515.8

kPaA

SF

X

54

ZC62108+

MANIFOLD "B" GAS FUEL METERING VALVE DRIVER COMM (+)

IN/OUT

RS485

TCP-2-6-1-W206.1-

55

ZC62108

MANIFOLD "B" GAS FUEL METERING VALVE DRIVER COMM (COM)

IN/OUT

RS485

TCP-2-6-1-W206.1-

56

ZC62108-

MANIFOLD "B" GAS FUEL METERING VALVE DRIVER COMM (-)

IN/OUT

RS485

TCP-2-6-1-W206.1-

58

ZY-62108

MANIFOLD "B" GAS FUEL METERING VALVE POSITION DEMAND

OUT1

4-20S

TCP-2-7-13-W207.1-

59

FCV-62108

MANIFOLD "B" GAS FUEL METERING VALVE POSITION DEMAND

ZE-62108

MANIFOLD "B" GAS FUEL METERING VALVE POSITION FEEDBACK

53 OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

57 FTM207.1-2/1/3

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) 0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

X

SF

X

60 61 62

ZE-62108A/B

MANIFOLD "B" GAS FUEL METERING VALVE POSITION FEEDBACK

ZC62108FLT

MANIFOLD "B" GAS FUEL METERING VALVE DRIVER FAILURE

ZC62108SDR

SD/RESET MANIFOLD "B" GAS FUEL METERING VALVE DRIVER

IN5

4-20S

TCP-2-7-5-W207.1-

FTM207.1-39/38/40

0

NO

IN

24 VDC

TCP-2-2-15-W202.1-

FTM202.1-15/39

1/0

NO

TCP OR FDP

24 VDC

TCP-1-3-17-W103.2-

FTM103.2-K1-1/2/3


63 64

ALARM

ES


65 66

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). 1 = ENABLE / 0 = SHUTDOWN / 1-0-1 = RESET

67 68

ZC62107+

MANIFOLD "C" GAS FUEL METERING VALVE DRIVER COMM (+)

IN/OUT

RS485

TCP-2-6-2-W206.2-

69

ZC62107

MANIFOLD "C" GAS FUEL METERING VALVE DRIVER COMM (COM)

IN/OUT

RS485

TCP-2-6-2-W206.2-

70

ZC62107-

MANIFOLD "C" GAS FUEL METERING VALVE DRIVER COMM (-)

IN/OUT

RS485

TCP-2-6-2-W206.2-

72

ZY-62107

MANIFOLD "C" GAS FUEL METERING VALVE POSITION DEMAND

OUT2

4-20S

TCP-2-7-14-W207.1-

73

FCV-62107

MANIFOLD "C" GAS FUEL METERING VALVE POSITION DEMAND

ZE-62107

MANIFOLD "C" GAS FUEL METERING VALVE POSITION FEEDBACK

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

71 FTM207.1-5/4/6


100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

X

SF

X

74 75 76

ZE-62107A/B

MANIFOLD "C" GAS FUEL METERING VALVE POSITION FEEDBACK

ZC62107FLT

MANIFOLD "C" GAS FUEL METERING VALVE DRIVER FAILURE

ZC62107SDR

SD/RESET MANIFOLD "C" GAS FUEL METERING VALVE DRIVER

IN6

4-20S

TCP-2-7-6-W207.1-

FTM207.1-45/44/46

0

NO

IN

24 VDC

TCP-2-2-16-W202.1-

FTM202.1-16/40

1/0

NO

TCP OR FDP

24 VDC

TCP-1-3-18-W103.2-

FTM103.2-K2-4/5/6


77 78

ALARM

ES


79 80


81







SITE: Pakistan



LINE

REV

82

ZC62109+

83

IN/OUT

TYPE


MANIFOLD "A" GAS FUEL METERING VALVE DRIVER COMM (+)

IN/OUT

RS485

TCP-2-6-3-W206.3-

TAG NO.

ZC62109

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

MANIFOLD "A" GAS FUEL METERING VALVE DRIVER COMM (COM)

IN/OUT

RS485

ZC62109-

MANIFOLD "A" GAS FUEL METERING VALVE DRIVER COMM (-)

IN/OUT

RS485

TCP-2-6-3-W206.3-

86

ZY-62109

MANIFOLD "A" GAS FUEL METERING VALVE POSITION DEMAND

OUT3

4-20S

TCP-2-7-15-W207.1-

87

FCV-62109

MANIFOLD "A" GAS FUEL METERING VALVE POSITION DEMAND

ZE-62109

MANIFOLD "A" GAS FUEL METERING VALVE POSITION FEEDBACK

84


RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS


TCP-2-6-3-W206.3-

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY) OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

85 FTM207.1-8/7/9


100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

X

SF

X

88 89 90

IN7

4-20S

TCP-2-7-7-W207.1-

FTM207.1-51/50/52

0

NO

IN

24 VDC

TCP-2-2-17-W202.1-

FTM202.1-17/41

1/0

NO

TCP OR FDP

24 VDC

TCP-1-3-19-W103.2-

FTM103.2-K3-7/8/9


GAS FUEL STAGING VALVE NO. 1

1

NO

TURB SKID

125 VDC

TCP-2-2-1-W202.1-

FTM202.1-K1-51/52/53

OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY). 1 = CLOSE VALVE

GAS FUEL STAGING VALVE NO. 1 CLOSED

0

NC

IN

24 VDC

TCP-2-2-1-W202.1-

FTM202.1-1/25



1

NO

TURB SKID

125 VDC

TCP-2-2-2-W202.1-

FTM202.1-K2-54/55/56


ZE-62109A/B

MANIFOLD "A" GAS FUEL METERING VALVE POSITION FEEDBACK

ZC62109FLT

MANIFOLD "A" GAS FUEL METERING VALVE DRIVER FAILURE

ZC62109SDR

SD/RESET MANIFOLD "A" GAS FUEL METERING VALVE DRIVER

96

SOV-62110

97

ZS-62110 SOV-62111


91 92

ALARM

ES


93 94 95

98 99 100

ZS-62111


0

NC

IN

24 VDC

TCP-2-2-2-W202.1-

FTM202.1-2/26


102

SOV-62112


1

NO

TURB SKID

125 VDC

TCP-2-2-3-W202.1-

FTM202.1-K3-57/58/59


103

ZS-62112


0

NC

IN

24 VDC

TCP-2-2-3-W202.1-

FTM202.1-3/27


SOV-62113


1

NO

TURB SKID

125 VDC

TCP-2-2-4-W202.1-

FTM202.1-K4-60/61/62


101

104 105 106

ZS-62113


0

NC

IN

24 VDC

TCP-2-2-4-W202.1-

FTM202.1-4/28


108

SOV-62114


1

NO

TURB SKID

125 VDC

TCP-2-2-5-W202.1-

FTM202.1-K5-63/64/65


109

ZS-62114


0

NC

IN

24 VDC

TCP-2-2-5-W202.1-

FTM202.1-5/29


SOV-62115


1

NO

TURB SKID

125 VDC

TCP-2-2-6-W202.1-

FTM202.1-K6-66/67/68


107

110 111 112

ZS-62115


0

NC

IN

24 VDC

TCP-2-2-6-W202.1-

FTM202.1-6/30


114

SOV-62116


1

NO

TURB SKID

125 VDC

TCP-2-2-7-W202.1-

FTM202.1-K7-69/70/71


115

ZS-62116


0

NC

IN

24 VDC

TCP-2-2-7-W202.1-

FTM202.1-7/31


SOV-62117


1

NO

TURB SKID

125 VDC

TCP-2-2-8-W202.1-

FTM202.1-K8-72/73/74


113

116 117 118

ZS-62117


0

NC

IN

24 VDC

TCP-2-2-8-W202.1-

FTM202.1-8/32


120

SOV-62118


1

NO

TURB SKID

125 VDC

TCP-2-2-9-W202.1-

FTM202.1-K9-75/76/77


121

ZS-62118


0

NC

IN

24 VDC

TCP-2-2-9-W202.1-

FTM202.1-9/33


123

SOV-62119


1

NO

TURB SKID

125 VDC

TCP-2-2-10-W202.1-

FTM202.1-K10-78/79/80


124

0

119

122 ZS-62119


NC

IN

24 VDC

TCP-2-2-10-W202.1-

FTM202.1-10/34


126

SOV-62120


1

NO

TURB SKID

125 VDC

TCP-2-2-11-W202.1-

FTM202.1-K11-81/82/83


127

ZS-62120


0

NC

IN

24 VDC

TCP-2-2-11-W202.1-

FTM202.1-11/35

K292

GAS FUEL STAGING VALVES LOW VOLTAGE SHUTDOWN

0

NO

IN

24 VDC

TCP-2-2-14-W202.1-

FTM202.1-14/38

125 OPT: GAS FUEL (25 PPM OR 15 PPM DLE ONLY)

128 129

0/1

0/1

0/1

0/1

ALARM

X

100mS

ESN


130 131

SOV-64217

COMBUSTOR DRAIN VALVE

1

NO

TURB SKID

24 VDC

TCP-1-3-22-W103.2-

FTM103.2-K6-16/17/18

132

ZS-64217

COMBUSTOR DRAIN VALVE CLOSED

1

NC

IN

24 VDC

TCP-2-2-21-W202.1-

FTM202.1-21/45

OPT: DLE. 1 = OPEN VALVE

PDT-62578

GAS FUEL FILTER DIFFERENTIAL PRESSURE TRANSMITTER

IN11

4-20S

TCP-1-6-11-W106.1-

FTM106.1-78/75/76

23.2

PSID

FTM111.2-7/31

5.9

INCH

5,6

ES

OPT: DLE

133 134 135

PDT-62578SEL

136


4.1

23.2

3.6

23.7 14.5

PSID

0.3

PSID

1.6

0.2

1.7

BARD

SF

X

1.0

BARD

PDAH

1.6

BARD

PDAHH

X

150.0

mm

LAH

X

X

PDT-62578SEL


138

LSH-FV0822B

GAS FUEL FILTER SKID 1ST STAGE (FILTER A)

IN

24 VDC

TCP-1-11-31-W111.2-

139

LSH-FV0822A

GAS FUEL FILTER SKID 2ND STAGE (FILTER A)

IN

24 VDC

TCP-1-11-32-W111.2-

FTM111.2-8/32

5.9

INCH

150.0

mm

LAH

X

140

LSH-FV0821B

GAS FUEL FILTER SKID 1ST STAGE (FILTER B)

IN

24 VDC

TCP-1-11-33-W111.2-

FTM111.2-9/33

5.9

INCH

150.0

mm

LAH

X

141

LSH-FV0821A

GAS FUEL FILTER SKID 2ND STAGE (FILTER B)

IN

24 VDC

TCP-1-11-34-W111.2-

FTM111.2-10/34

5.9

INCH

150.0

mm

LAH

X

137

142 143

NOTES 1. SENSOR FAILURE: DEFAULT TO 4585 kPaG (665 PSIG). 2. HIGHER TGAS VALUE WILL BE USED. 3. ONE SENSOR OUT OF RANGE = ALARM & REMOVE BAD SENSOR FROM AVERAGE. 4. BOTH SENSORS OUT OF RANGE = ALARM DEFAULT TGAS TO LAST GOOD VALUE. 5. T48 > 400 DEG F (204 DEG C) 6. VALVE NOT CLOSED (=0)


A


DATE: 07/28/10-ATFL

====== END ======






CAUSE AND EFFECT MATRIX GENERATOR LUBE OIL SYSTEM

SITE: Pakistan



LINE

REV

TAG NO.

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

IN

4-20S

TCP-1-2-1-

N102-5/6/7

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

97.0

%

97.0

%

LAHH

91.0

%

91.0

%

1

LT-0001

GEN/GB LUBE OIL TANK LEVEL

2

LT-0001SEL


3

LT-0001SEL


4

LT-0001SEL


61.0

%

61.0

%

LAL

5

LT-0001SEL


55.0

%

55.0

%

LALL

NOTE

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

X

VALVES

COMMENTS

OPT: 50 Hz. LT-0001 CONNECTED TO N102 VIA ISOLATOR ISO2 ESN

LAH

X 1

X

X

HE-0005/8 PERM

ESN

6 7

PDT-0015

GEN/GB LUBE OIL FILTER DIFF PRESS

8

PDT-0015SEL

GEN/GB LUBE OIL FILTER DIFF PRESS

PT-0029A

GEN/GB LUBE OIL AC PUMP DISCHARGE PRESS (A)

PT-0029ASEL

GEN/GB LUBE OIL AC PUMP DISCHARGE PRESS (A)

IN

4-20S

TCP-1-4-4-

N104-16/17/19

0.0

35.0

-0.7

35.7 20.0

PSID

IN

4-20S

TCP-1-4-1-

N104-4/5/7

0.0

100.0

-2.0

102.0

PSIG

PSID

0.0

241.3

-0.7

35.7

kPaD

SF

137.9

kPaD

PDAH

X

0.0

689.5

-13.8

703.3

kPaD

SF

X

X

kPaD

PAL

OPT: 50 HZ

9 10 11

40.0

PSIG

275.8

1,3

X

OPT: 50 HZ ESN

X

ESN

X

12 13 14

PT-0029B

GEN/GB LUBE OIL AC PUMP DISCHARGE PRESS (B)

PT-0029BSEL

GEN/GB LUBE OIL AC PUMP DISCHARGE PRESS (B)

PT-0123

GEN/GB LUBE OIL DC PUMP DISCHARGE PRESS

IN

4-20S

TCP-1-4-2-

N104-8/9/11

0.0

100.0

IN

4-20S

TCP-1-4-3-

N104-12/13/15

0.0

100.0

IN

4-20S

TCP-1-4-5-

N104-20/21/23

-5.0

5.0

-2.0

102.0

PSIG

102.0

PSIG

40.0

0.0

689.5

0.0

689.5

-13.8

-127.0

127.0

-129.5

PSIG

-13.8

703.3

kPaD

SF

kPaD

PAL

703.3

kPaD

SF

129.5

mm H2O

SF

X

-25.4

mm H2O

PDAH

X

275.8

X 1,3

X

OPT: 50 HZ

15 16 17

PT-0123SEL

GEN/GB LUBE OIL DC PUMP DISCHARGE PRESS

-2.0 20.0

PSIG

137.9

kPaD

PAL

X 1,3

X

OPT: 50 HZ ESN

X

18 19

PDT-0124

GEN/GB LUBE OIL TANK VACUUM PRESS

20

PDT-0124SEL

GEN/GB LUBE OIL TANK VACUUM PRESS

22

TE-0020A1

GEN/GB LUBE OIL TANK TEMP (A1)

IN

RTD

MGTB-3-20-3-

N320-12/13/14/15

-65.0

1200.0

IN

RTD

MGTB-3-20-4-

N320-16/17/18/19

-65.0

1200.0

-5.1

5.1

IN H2O

-1.0

IN H2O

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

OPT: 50 HZ

OPT: 50 Hz

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

OPT: 50 Hz

-45.0

390.0

DEG F

-42.7

198.9

DEG C

SF

X

10.0

DEG F

5.6

DEG C

21 23

TE-0020A2

GEN/GB LUBE OIL TANK TEMP (A2)

24

TE-0020A1/A2

GEN/GB LUBE OIL TANK TEMP

25

TE-0020A1/A2


110.0

DEG F

43.3

HD

X

26

TE-0020SEL


DEG C

EVENT

27

TE-0020SEL


90.0

DEG F

32.2

DEG C

EVENT

2

28

TE-0020SEL


70.0

DEG F

21.1

DEG C

TAL

1

2

TE-0058

HE-0005/8 OFF HE-0005/8 ON X

X

29 GEN/GB LUBE OIL SUPPLY AFTER COOLER TEMP

IN

RTD

MGTB-3-20-2-

N320-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

32

TE-6079

GEARBOX BEARING HS PINION TEMP (EXTENSION END)

IN

RTD

MGTB-3-18-4-

N318-16/17/18/19

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

X

33

30

TE-6079SEL


240.0

DEG F

115.6

DEG C

TAHH

34

TE-6079SEL


225.0

DEG F

107.2

DEG C

TAH

X X

OPT: 50 Hz

31 OPT: 50 Hz ESN

35 36

TE-6080

GEARBOX BEARING HS PINION TEMP (BLIND END)

390.0

DEG F

198.9

DEG C

SF

37

TE-6080SEL


240.0

DEG F

115.6

DEG C

TAHH

38

TE-6080SEL


IN

RTD

MGTB-3-18-5-

N318-20/21/22/23

-65.0

1200.0

-45.0

225.0

DEG F

-53.9

648.9

-42.7

107.2

DEG C

TAH

X X

OPT: 50 Hz ESN

39 40

TE-6081

GEARBOX BEARING LSP SHAFT TEMP (EXTENSION END)

390.0

DEG F

198.9

DEG C

SF

41

TE-6081SEL


240.0

DEG F

115.6

DEG C

TAHH

42

TE-6081SEL


IN

RTD

MGTB-3-18-2-

N318-8/9/10/11

-65.0

1200.0

-45.0

225.0

DEG F

-53.9

648.9

-42.7

107.2

DEG C

TAH

X X

OPT: 50 Hz ESN

43 44

TE-6082

GEARBOX BEARING LSP SHAFT TEMP (BLIND END)

390.0

DEG F

198.9

DEG C

SF

45

TE-6082SEL


240.0

DEG F

115.6

DEG C

TAHH

46

TE-6082SEL


IN

RTD

MGTB-3-18-3-

N318-12/13/14/15

-65.0

1200.0

-45.0

225.0

DEG F

-53.9

648.9

-42.7

107.2

DEG C

TAH

X X

OPT: 50 Hz ESN

47 48

TE-6084

GEARBOX LUBE OIL DRAIN TEMP

390.0

DEG F

198.9

DEG C

SF

49

TE-6084SEL


240.0

DEG F

115.6

DEG C

TAHH

50

TE-6084SEL


IN

RTD

MGTB-3-18-1-

N318-4/5/6/7

-65.0

1200.0

-45.0

225.0

DEG F

-53.9

648.9

-42.7

107.2

DEG C

TAH

OPT: 50 Hz

MOT-0033A

GEN/GB LUBE OIL AC PUMP (A)

0

NC

MCC

120/230 VAC

TCP-1-8-35-W108.3-

FTM108.3-K3-7/8/9

14

OPT: 50 HZ. 0 = PUMP ON

MOT-0033B

GEN/GB LUBE OIL AC PUMP (B)

0

NC

MCC

120/230 VAC

TCP-1-8-51-W108.4-

FTM108.4-K3-7/8/9

14


MOT-0034

GEN/GB EMERGENCY DC LUBE OIL PUMP

0

NC

DC STRTR1

125 VDC

TCP-1-8-21-W108.2-

FTM108.2-K5-13/14/15

14


MOT-6899

GEARBOX TURNING GEAR

1

NO

MCC

120/230 VAC

TCP-1-3-15-W103.1-

FTM103.1-K15A/B-43/44/45-48/47/46

14

OPT: 50 HZ

60

HE-0005

GEN (/GB) LUBE OIL TANK HEATER (A)

1

NO

MCC

120/230 VAC

TCP-1-8-33-W108.3-

FTM108.3-K1-1/2/3

61

HE-0008

GEN (/GB) LUBE OIL TANK HEATER (B)

1

NO

MCC

120/230 VAC

TCP-1-8-49-W108.4-

FTM108.4-K1-1/2/3

MOT-0236

GEN/GB LUBE AIR/OIL SEPARATOR

1

NO

MCC

120/230 VAC

TCP-1-8-36-W108.3-

FTM108.3-K4-10/11/12

LS-60001A

GEARBOX LUBE OIL RUNDOWN TANK LEVEL (LEFT SIDE TANK) (A)

1/0

NO

IN

24 VDC

MGTB-3-49-6-

N349-15

6.0

INCH

152.4

mm

LALL

4

X

X

OPT: 50 Hz. 0 = LIQUID LEVEL BELOW SWITCH

LS-60001B

GEARBOX LUBE OIL RUNDOWN TANK LEVEL (RIGHT SIDE TANK) (B)

1/0

NO

IN

24 VDC

MGTB-3-49-7-

N349-16

6.0

INCH

152.4

mm

LALL

4

X

X

OPT: 50 Hz. 0 = LIQUID LEVEL BELOW SWITCH

LS-6041A

GEN LUBE OIL RUNDOWN TANK LEVEL (DRIVE END) (A)

1/0

NO

IN

24 VDC

MGTB-3-49-11-

N349-20

6.0

INCH

152.4

mm

LALL

4

X

X

0 = LIQUID LEVEL BELOW SWITCH

LS-6042A

GEN LUBE OIL RUNDOWN TANK LEVEL (NON-DRIVE END) (A)

1/0

NO

IN

24 VDC

MGTB-3-49-13-

N349-22

6.0

INCH

152.4

mm

LALL

4

X

X

0 = LIQUID LEVEL BELOW SWITCH

IN

4-20S

MGTB-3-21-1-

N321-4/5/7

0

NO

IN

24 VDC

MGTB-3-49-8-

N349-17

1

X

1

X

ESN X

51 52 53 54 55 56 57 58 59

62 63

OPT: 50 HZ. AUX CONTACT ON MTR STRT USED TO START MOT-0237 (MOT0237 USED W/FIN-FAN OPT ONLY)

64 65 66 67 68 69 70 71 72 73

PT-6026

GEN LUBE OIL SUPPLY PRESS

74

PSL-6018

GEN LUBE OIL SUPPLY LOW PRESS

75

0.0

100.0

-1.00 20.0

106.25

PSIG

0.0

689.5

PSIG

-6.9 137.9

732.6

kPaG

SF

kPaG

PAL

PSLL-6019

GEN LUBE OIL SUPPLY LOW LOW PRESS

0

NO

IN

24 VDC

MGTB-3-49-9-

N349-18

12.0

PSIG

82.7

kPaG

PALL

77

PSL-6050

GEN JACKING OIL PUMP INLET LOW PRESS

0

NO

IN

24 VDC

MGTB-3-49-2-

N349-11

10.0

PSIG

68.9

kPaG

PAL

78

PSLL-6051

GEN JACKING OIL PUMP INLET LOW LOW PRESS

0

NO

IN

24 VDC

MGTB-3-49-3-

N349-12

5.0

PSIG

34.5

kPaG

PALL

X ESN

76 ESN

79







SITE: Pakistan



LINE

REV

TAG NO.

PROCESS DESCRIPTION

80

TE-6021

GEN BEARING TEMP (DRIVE END)

81

TE-6021SEL


82

TE-6021SEL


83

TE-6021SEL


85

TE-6023

GEN BEARING TEMP (NON-DRIVE END)

86

TE-6023SEL


87

TE-6023SEL


88

TE-6023SEL


90

TE-6025

GEN LUBE OIL SUPPLY TEMP

91

TE-6025SEL


92

TE-6025SEL


93

TE-6025SEL


95

TE-6035

GEN BEARING OIL DRAIN TEMP (NON-DRIVE END)

96

TE-6035SEL


97

TE-6035SEL


TE-6036

GEN BEARING OIL DRAIN TEMP (DRIVE END)

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

IN

RTD

MGTB-3-17-4-

N317-16/17/18/19

-65.0

1200.0

-45.0

390.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

SF

203.0

DEG F

95.0

DEG C

TAHH

11

197.0

DEG F

91.7

DEG C

TAH

11

DEG C

EVENT

6

198.9

DEG C

SF

95.0

DEG C

TAHH

11

91.7

DEG C

TAH

11

DEG C

EVENT

6

198.9

DEG C

SF

87.8

DEG C

TAHH

11, 12

71.1

DEG C

TAH

11, 12

X

DEG C

EVENT

6

X

DEG C

SF

14.0

DEG F

-10.0

NOTE

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

X ESN X X

84 IN

RTD

MGTB-3-17-2-

N317-8/9/10/11

-65.0

1200.0

-45.0

390.0

DEG F

203.0

DEG F

197.0

DEG F

14.0

-53.9

648.9

DEG F

-42.7

-10.0

X ESN X X

89 IN

RTD

MGTB-3-17-1-

N317-4/5/6/7

-65.0

1200.0

-45.0

390.0

DEG F

190.0

DEG F

160.0

DEG F

40.0

-53.9

648.9

DEG F

-42.7

4.4

X ESN X

94 IN

RTD

MGTB-3-17-3-

N317-12/13/14/15

-65.0

1200.0

-45.0

390.0 189.0

DEG F

IN

RTD

MGTB-3-17-5-

N317-20/21/22/23

-65.0

1200.0

-45.0

390.0

DEG F

194.0

DEG F

-53.9

648.9

-42.7

198.9

DEG C

TAHH

11, 12

87.2

DEG C

TAH

11, 12

-53.9

648.9

-42.7

198.9

DEG C

SF

DEG F

90.0

X ESN X

98 99

X

100

TE-6036SEL


194.0

DEG F

90.0

DEG C

TAHH

11, 12

101

TE-6036SEL


189.0

DEG F

87.2

DEG C

TAH

11, 12

ESN X

102 103

TE-6056

GEN THRUST BEARING TEMP (INBOARD)

390.0

DEG F

198.9

DEG C

SF

104

TE-6056SEL


221.0

DEG F

105.0

DEG C

TAHH

11, 12

105

TE-6056SEL


IN

RTD

MGTB-3-16-3-

N316-12/13/14/15

-65.0

1200.0

-45.0

212.0

DEG F

-53.9

648.9

-42.7

100.0

DEG C

TAH

11, 12

X

TE-6057

GEN THRUST BEARING TEMP (OUTBOARD)

390.0

DEG F

198.9

DEG C

SF

MOT-6031

GEN JACKING OIL PUMP

ESN X

106 107

IN

RTD

MGTB-3-17-6-

N317-24/25/26/27

MCC

120/230 VAC

TCP-1-8-58-W108.4-

FTM108.4-K10-28/29/30

-65.0

1200.0

-45.0

-53.9

648.9

-42.7

X

108 109

1

NO

14

110 111

NOTES 1. PART OF AUXILIARY SYSTEM CHECK SEQUENCE 2. HEATER ON AT 90 DEG. F (32.2 DEG C) DECR AND OFF AT 110 DEG F (43.3 DEG C) INCR. HEATER ALSO THERMOSTATICALLY CONTROLLED AT 90 DEG. F (32.2 DEG C) DECR 3. ESN TO ABORT START IF PRESSURE IS LOW DURING THE AUXILIARY SYSTEM CHECK SEQUENCE. ALARM IF PRESSURE BECOMES LOW AFTER THE AUXILIARY SYSTEM CHECK IS COMPLETED. 4. DURING START CYCLE, OR RUN CYCLE ONE LEVEL SWITCH PER TANK (0) TRIPPED = ALARM. ALL SWITCHES MUST SHOW TANKS FULL (1) BEFORE ALLOWING STARTER ENGAGEMENT. 5. START PERMISSIVE IF TANK LEVEL 60% OR MORE. 6. GT START CRANK INHIBITED IF GENERATOR LUBE OIL SUPPLY TEMPERATURE < 40 DEG F (< 4.4 DEG C), OR IF BEARING METAL TEMP < 14 DEG F (< -10.0 DEG C). WARM LUBE OIL WILL BE USED TO WARM UP BEARING TO 40 DEG F (4.4 DEG C) BEFORE STARTER ENGAGEMENT WILL BE ALLOWED. 7. INTENTIONALLY LEFT BLANK. 8. FOR 60HZ: ONCE XNSD > 3000 RPM THEN SHUTDOWN AC LUBE PUMP AND ENABLE PSL-6017. IF PRESSURE IS LOW THEN START AC PUMP AND KEEP IT ON UNTIL UNIT SHUTDOWN 9. INTENTIONALLY LEFT BLANK. 10. INTENTIONALLY LEFT BLANK. 11. SETTINGS FOR BRUSH GENERATOR 12. SETTINGS FOR MEIDENSHA GENERATOR 13. SETTINGS FOR GE GENERATOR 14. WHEN THE UNIT IS EITHER CRANKING, STARTING OR CRANKSOAK WATERWASHING THE FOLLOWING IS TO BE DONE: a. FOR 50HZ: SEQUENCE ALL GEN/GB LUBE OIL PUMPS TO VERIFY DISCHARGE PRESSURE. LEAVE PRIMARY AC PUMP ON AFTER PRESSURE VERIFICATIONS ARE COMPLETE. b. FOR 60HZ: START THE GENERATOR AC LUBE OIL PUMP. c. START THE HYD. STARTER AND AFTER THE GEN LUBE PUMP HAS RUN FOR 15 SEC. CHECK FOR JACKING OIL PUMP SUCTION PRESSURE. IF PRESSURE PRESENT START THE JACKING OIL PUMP. d. FOR 50HZ: 15 SEC AFTER STARTING THE JACKING PUMP & IF XN25 > 2200 RPM, START TURNING GEAR MOTOR, AFTER 30 SEC. CHECK IF XNSD > 190 RPM, IF NOT ESN e. FOR 50HZ: WHEN XNSD > 1000 RPM SHUTDOWN TURNING GEAR AND JACKING OIL PUMP. f. FOR 60HZ: WHEN XNSD > 1000 RPM SHUTDOWN JACKING OIL PUMP. g. FOR 50HZ: IF SHUTDOWN SHOULD OCCUR DURING STARTING WHILE TURNING GEAR AND JACKING OIL PUMP ARE ON, SHUTDOWN TURNING GEAR MOTOR IMMEDIATELY, BUT WAIT 15 SEC. BEFORE SHUTTING DOWN JACKING OIL PUMP. h. FOR 60HZ: IF SHUTDOWN SHOULD OCCUR DURING STARTING WHILE JACKING OIL PUMP IS ON, WAIT 15 SEC. BEFORE SHUTTING DOWN JACKING OIL PUMP. i. FOR 60HZ: WHEN XNSD > 3000 RPM DE-ENERGIZE AC LUBE OIL PUMP 15. INTENTIONALLY LEFT BLANK. 16. ESN IF PRESSURE IS LOW DURING THE AUXILIARY SYSTEM CHECK SEQUENCE. ALARM IF PRESSURE BECOMES LOW AFTER THE AUXILIARY SYSTEM CHECK IS COMPLETED. 17. WHEN AC PUMP STARTS IT MUST VERIFY AT THIS PRESSURE IN 15 SECONDS DURING AUXILIARY SYSTEM CHECK SEQUENCE. IF FAIL THEN ESN AND BLOCK TURBINE CRANK. 18. WHEN DC PUMP STARTS IT MUST VERIFY AT THIS PRESSURE IN 15 SECONDS DURING AUXILIARY SYSTEM CHECK SEQUENCE. IF FAIL THEN ESN AND BLOCK TURBINE CRANK. 19. TEMPERATURE MUST BE HIGHER THAN 70 DEG F (21.1 DEG C) FOR ENGINE TO START. 20. WINTERIZED FIN FAN LUBE OIL COOLER LOUVERS (SOV-68349) OPEN IF TE-61069 > 50 DEG F (10.0 DEG C) OR TE-60019 > 50 DEG F (10.0 DEG C) 21. WINTERIZED FIN FAN LUBE OIL COOLER LOUVERS (SOV-68349) CLOSE IF TE-61069 < 30 DEG F (-1.1 DEG C) AND TE-60019 < 34 DEG F (1.1 DEG C) 22. THE SELECTED WINTERIZED FIN FAN LUBE OIL COOLER FAN (MOT-6090 OR MOT-6091) IS ON IF TE-61069 > 70 DEG F (21.1 DEG C) OR TE-60019 > 70 DEG F (21.1 DEG C) AND ENGINE CRANKING OR RUNNING 23. THE SELECTED WINTERIZED FIN FAN LUBE OIL COOLER FAN (MOT-6090 OR MOT-6091) IS OFF IF TE-61069 < 35 DEG F (1.7 DEG C) AND TE-60019 < 35 DEG F (1.7 DEG C) OR ENGINE IS NOT CRANKING OR RUNNING


A


DATE: 07/28/10-ATFL

====== END ======






CAUSE AND EFFECT MATRIX FIRE SYSTEM

SITE: Pakistan



LINE

REV

1

TAG NO.

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

150.0

PSIG

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

1034.2

kPaG

PAHH

NOTE

ALARM

PSHH-6348*

FIRE SUPPRESSANT AGENT RELEASED

0

NC

IN

24VDC

TCP-1-41-4-

N141-13

3

FPP_MSD

FIRE/GAS MONITOR SD

0

NC

IN

24 VDC

TCP-1-11-5-W111.1-

FTM111.1-5/29

AHH

4

FPP_MF

FIRE/GAS MONITOR FAILURE

0

NO

IN

24 VDC

TCP-1-41-1-

N141-10

AH

X

5

FPP_ALELT

ALARM L.E.L. - TURB ROOM

0

NC

IN

24 VDC

TCP-1-41-2-

N141-11

AH

X

6

FPP_ALELG

ALARM L.E.L. - GEN ROOM

0

NC

IN

24 VDC

TCP-1-41-3-

N141-12

AH

X

7

FPP_SLELT

SD L.E.L. - TURB ROOM

0

NC

IN

24 VDC

TCP-1-11-6-W111.1-

FTM111.1-6/30

AHH

8

FPP_SLELG

SD L.E.L. - GEN ROOM

0

NC

IN

24 VDC

TCP-1-11-7-W111.1-

FTM111.1-7/31

AHH

10

AE-6304A

TURBINE ENCLOSURE COMBUSTIBLE GAS DETECTOR

FPP

15.0

%LEL

15.0

%LEL

AH

11

AE-6304A


FPP

25.0

%LEL

25.0

%LEL

AHH

ALM DLY (S)

SHUT DOWN

ABORT START START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

ESN

2 ESN

FIRE DETECTED - CONTACT CHANGES STATE ON POWER UP

ESN ESN

9 X ESN

12 13

AE-6304B

14


FPP

15.0

%LEL

15.0

%LEL

AH

AE-6304B


FPP

25.0

%LEL

25.0

%LEL

AHH

16

AE-6304C


FPP

15.0

%LEL

15.0

%LEL

AH

17

AHH

X ESN

15 AE-6304C


FPP

25.0

%LEL

25.0

%LEL

19

AE-6304D


FPP

15.0

%LEL

15.0

%LEL

AH

20

AE-6304D


FPP

25.0

%LEL

25.0

%LEL

AHH

22

AE-6304E


FPP

15.0

%LEL

15.0

%LEL

AH

23

AHH

X ESN

18 X ESN

21 AE-6304E


FPP

25.0

%LEL

25.0

%LEL

25

AE-6313

GENERATOR ENCLOSURE COMBUSTIBLE GAS DETECTOR

FPP

15.0

%LEL

15.0

%LEL

AH

26

AE-6313

GENERATOR ENCLOSURE COMBUSTIBLE GAS DETECTOR

FPP

25.0

%LEL

25.0

%LEL

AHH

28

AE-3029

TURBINE ENCLOSURE IR GAS DETECTOR

FPP

5.0

%LEL

5.0

%LEL

AH

29

10.0

%LEL

10.0

%LEL

AHH

X ESN

24 X ESN

27 AE-3029


FPP

31

AE-3030


FPP

5.0

%LEL

5.0

%LEL

AH

32

AE-3030


FPP

10.0

%LEL

10.0

%LEL

AHH

BE-6300

TURBINE ENCLOSURE OPTICAL FLAME DETECTOR

FPP

X ESN

30 X ESN

33 34 35 36

BE-6302


FPP

BE-6311

GENERATOR ENCLOSURE OPTICAL FLAME DETECTOR

FPP

BE-6335


FPP

HS-6363

CO2 PURGE SWITCH

FPP

HS-6305

HORN SILENCE SWITCH

FPP

HS-6308

MANUAL RELEASE STATION

FPP

HS-6309


FPP

HS-6312


FPP

TS-6303

TURBINE ENCLOSURE THERMAL SPOT DETECTOR

FPP

TS-6307

GENERATOR ENCLOSURE THERMAL SPOT DETECTOR

FPP

TS-6310

GENERATOR ENCLOSURE THERMAL SPOT DETECTOR

FPP

TS-6314

TURBINE ENCLOSURE THERMAL SPOT DETECTOR

FPP

SOV-6359

FIRE SUPPRESSANT AGENT AUTO / MANUAL RELEASE VALVE

FPP

SOV-6360


FPP

SOV-6361


FPP

SOV-6362


FPP

YSA-6306

FIRE / GAS ALARM HORN

FPP

YSA-6346


FPP

YSA-6347


FPP

YSL-6301

FIRE / GAS SYSTEM BEACON LIGHT

FPP

YSL-6336


FPP

YSL-6344


FPP

YSL-6345


FPP

ZS-6364

SERVICE BALL VALVE POSITION SWITCH

FPP

ZS-63106

SERVICE BALL VALVE POSITION SWITCH

FPP

TS-63102

GEARBOX THERMAL SPOT DETECTOR

FPP

37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88

NOTES


A

DATE: 07/28/10-ATFL


====== END ======


CAUSE AND EFFECT MATRIX FIRE SYSTEM




CAUSE AND EFFECT MATRIX WATER WASH

SITE: Pakistan



LINE

REV

1

TAG NO.

LS-6543

PROCESS DESCRIPTION

WATER WASH TANK LEVEL CONTROL

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



0

NO

IN

24 VDC

MTTB-2-48-8-

N248-17

RANGE LOW (English)



23.0


ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

%

LIMIT DECR (Metric)

23.0

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

%

LAL

2

X

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

HE-6536 PERM

2 3

HS-6505

WATER WASH CONTROL STATION

1

NO

IN

24 VDC

MTTB-2-48-9-

N248-18

SOV-6540

WATER WASH PURGE AIR VALVE

1

NO

AUX SKID

24 VDC

TCP-1-8-64-W108.4-

FTM108.4-K16A/B-49/50/51-54/53/52

MOT-6535

WATER WASH SUPPLY PUMP

1

NO

MCC

120/230 VAC

TCP-1-8-47-W108.3-

FTM108.3-K15A/B-43/44/45-48/47/46

2 2

4 5

1 = OPEN VALVE

6 7 8 9

HE-6536

WATER WASH TANK HEATER

1

NO

MCC

120/230 VAC

TCP-1-3-16-W103.1-

FTM103.1-K16A/B-49/50/51-54/53/52

SOV-6504

WATER WASH OFF-LINE SUPPLY VALVE

1

NO

TURB SKID

24 VDC

TCP-1-8-63-W108.4-

FTM108.4-K15A/B-43/44/45-48/47/46

1 = OPEN VALVE

SOV-6516

WATER WASH ON-LINE SUPPLY VALVE

1

NO

TURB SKID

24 VDC

TCP-1-8-62-W108.4-

FTM108.4-K14-40/41/42

1 = OPEN VALVE

10 11 12 13 14 15

NOTES 1. INTENTIONALLY BLANK. 2. HEATER AND PUMP OFF IF LEVEL LOW.


A


DATE: 07/28/10-ATFL

====== END ======


CAUSE AND EFFECT MATRIX WATER WASH




CAUSE AND EFFECT MATRIX SPRINT SYSTEM MAIN UNIT

SITE: Pakistan



LINE

REV

1

TAG NO.

PT-62239

2

PROCESS DESCRIPTION

SPRINT WATER OUTER MANIFOLD PRESS

PT-62239SEL

SPRINT WATER OUTER MANIFOLD PRESS

4

PT-62250

SPRINT INLET WATER MANIFOLD PRESS

5

PT-62250SEL

SPRINT INLET WATER MANIFOLD PRESS

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

IN18

4-20S

TCP-1-6-22-W106.2-

FTM106.2-48/45/46

0.0

300.0

-6.0

306.0

PSIG

0.0

2068.4

-41.4

2109.8

kPaG

SF

kPaG

PAL

IN18

4-20S

TCP-1-7-22-W107.2-

FTM107.2-48/45/46

0.0

300.0

306.0

PSIG

0.0

2068.4

2109.8

kPaG

SF

kPaG

PAL

60.0

PSIG

413.7

NOTE

ALARM

X 4

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

OPT: SPRINT

X

3 -6.0 60.0

PSIG

-41.4 413.7

X 4

OPT: SPRINT

X

6 7

PT-62241

8

PT-62241SEL

SPRINT AIR MANIFOLD PRESS

PT-62269

SPRINT INLET AIR MANIFOLD PRESS

SPRINT AIR MANIFOLD PRESS

PT-62269SEL

SPRINT INLET AIR MANIFOLD PRESS

IN19

4-20S

TCP-1-6-23-W106.2-

FTM106.2-54/51/52

0.0

300.0

IN21

4-20S

TCP-1-6-25-W106.2-

FTM106.2-66/63/64

0.0

300.0

-6.0

306.0

SEE NOTE

SEE NOTE

PSIG

-6.0

306.0

PSIG

PSIG

SEE NOTE

SEE NOTE

PSIG

0.0

2068.4

0.0

2068.4

-41.4

2109.8

kPaG

SF

SEE NOTE

SEE NOTE

kPaG

PALL

-41.4

2109.8

kPaG

SF

SEE NOTE

SEE NOTE

kPaG

PALL

X 3

OPT: SPRINT

X

9 10 11

X 3

OPT: SPRINT

X

12 13

NOTES 1. INTENTIONALLY LEFT BLANK. 2. INTENTIONALLY LEFT BLANK. 3. SPRINT SD PS3 x 0.25 DECR FOR > 1 SEC 4. ALARM LOW AFTER 30 SEC DELAY


A


DATE: 07/28/10-ATFL

====== END ======


CAUSE AND EFFECT MATRIX SPRINT SYSTEM MAIN UNIT




CAUSE AND EFFECT MATRIX SPRINT SYSTEM SKID

SITE: Pakistan



LINE

REV

1

TAG NO.

PDSH-62233

PROCESS DESCRIPTION

SPRINT WATER FILTER HIGH DIFF PRESS

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



0

NC

IN

24 VDC

TCP-1-11-24-W111.1-

FTM111.1-24/48

0

NO

RANGE LOW (English)




ENGLISH UNIT

10.0

PSID

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

68.9

kPaD

PDAH

X

LPM

SF

X

kPaG

PAL

X

NOTE

ALARM

ALM DLY (S)

SHUT DOWN


CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

OPT: SPRINT

2 3

FT-62231

SPRINT WATER FLOW RATE (SUPPLY)

PSL-62227

SPRINT WATER PUMP DISCHARGE LOW PRESS

IN20

4-20S

TCP-1-6-24-W106.2-

FTM106.2-60/57/58

IN

24 VDC

TCP-1-11-23-W111.1-

FTM111.1-23/47

FCV-62230

SPRINT WATER FLOW CONTROL VALVE

SOV-62251

SPRINT WATER PURGE AIR CONTROL VALVE

1

MOT-62226

SPRINT WATER SUPPLY PUMP

SOV-62252 SOV-62238

0.0

30.0

-0.6

30.6

GPM

0.0

113.6

-22.7

115.8

OPT: SPRINT

OUT8

4-20S

TCP-1-7-32-W107.2-

FTM107.2-11/10/12

NO

SPRINT SKID

24 VDC

TCP-1-11-6-W111.1-

FTM111.1-K6-66/67/68

OPT: SPRINT. 1 = OPEN VALVE

1

NO

MCC

120/230 VAC

TCP-1-8-45-W108.3-

FTM108.3-K13-37/38/39

OPT: SPRINT. AUX CONTACT ON MTR STRT USED TO START MOT-64214 & MOT-64215 (IF USED)

SPRINT INLET WATER MANIFOLD BLOCK VLV (DWNSTREAM)

1

NO

SPRINT SKID

24 VDC

TCP-1-8-3-W108.1-

FTM108.1-K3-7/8/9


SPRINT INLET WATER MANIFOLD BLOWDOWN VALVE

1

NO

SPRINT SKID

24 VDC

TCP-1-11-11-W111.1-

FTM111.1-K11-81/82/83


SOV-62330

SPRINT INTER-STAGE WATER MANIFOLD BLOWDOWN VALVE

1

NO

SPRINT SKID

24 VDC

TCP-1-11-12-W111.1-

FTM111.1-K12-84/85/86


SOV-62253

SPRINT INTER-STAGE NOZZLE WATER BLOCK VALVE

1#

NO

SPRINT SKID

24 VDC

TCP-1-11-5-W111.1-

FTM111.1-K5-63/64/65


SOV-62502

SPRINT INLET WATER MANIFOLD DRAIN VALVE

1

NO

SPRINT SKID

24 VDC

TCP-1-11-4-W111.1-

FTM111.1-K4-60/61/62

OPT: SPRINT. 1 = CLOSE VALVE

SOV-62501

SPRINT INLET WATER MANIFOLD BLOCK VALVE (UPSTREAM)

1#

NO

SPRINT SKID

24 VDC

TCP-1-11-3-W111.1-

FTM111.1-K3-57/58/59


4 5

75.0

PSIG

517.1

5

OPT: SPRINT

6 7

0.0

100.0

%

0.0

100.0

%

OPT: SPRINT

8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

NOTES


A


DATE: 07/28/10-ATFL

====== END ======


CAUSE AND EFFECT MATRIX SPRINT SYSTEM SKID




CAUSE AND EFFECT MATRIX AUXILIARY SKID

SITE: Pakistan



LINE

1

REV

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

INLET STATIC PRESS (P0)

IN15

4-20S

TCP-1-6-19-W106.2-

FTM106.2-30/27/28

0.0

16.0

8.0

16.0

PSIA

0.0

110.3

55.2

110.3

kPaA

SF

21

X

TAG NO.

PT-6863

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

2 3

HPC DISCHARGE STATIC PRESS (PS3A)

IN24

4-20S

TCP-1-6-28-W106.2-

FTM106.2-84/81/82

0.0

600.0

10.0

530.0

PSIA

0.0

4136.9

68.9

3654.2

kPaA

SF

8

X

4

PT-6814

HPC DISCHARGE STATIC PRESS (PS3B)

IN24

4-20S

TCP-1-7-28-W107.2-

FTM107.2-84/81/82

0.0

600.0

10.0

530.0

PSIA

0.0

4136.9

68.9

3654.2

kPaA

SF

8

X

5

PT-6804/14

PT-6804

HPC DISCHARGE STATIC PRESS PS3

10.0

530.0

PSIA

68.9

3654.2

kPaA

SF

6

PT-6804/14

HPC DISCHARGE STATIC PRESS PS3

10.0

15.0

PSIA

68.9

103.4

kPaA

HD

19

X

8

X

8

X

DM 5

7 8

PT-6859A

HPC INLET TOTAL PRESS (P25A)

IN9

4-20

TCP-1-6-9-W106.1-

FTM106.1-66/63/64

0.0

100.0

8.0

45.0

PSIA

0.0

689.5

55.2

310.3

kPaA

9

PT-6859B

HPC INLET TOTAL PRESS (P25B)

IN9

4-20S

TCP-1-7-9-W107.1-

FTM107.1-66/63/64

0.0

100.0

8.0

45.0

PSIA

0.0

689.5

55.2

310.3

kPaA

10

PT-6859A/B

HPC INLET TOTAL PRESS P25

55.2

310.3

kPaA

SF

20

PT-6859A/B

HPC INLET TOTAL PRESS P25

68.9

kPaA

HD

18

X

965.3

kPaA

SF

15

X

11

8.0

45.0

PSIA

10.0

PSIA

140.0

PSIA

SF SF

DM

12 13

PT-6860

LPT INLET TOTAL PRESS (P48)

IN16

15

PT-6861A

THRUST BALANCE PRESS (PTB1A)

IN10

4-20

TCP-1-6-10-W106.1-

FTM106.1-72/69/70

0.0

150.0

10.0

140.0

PSIA

0.0

1034.2

68.9

965.3

kPaA

SF

8

X

16

PT-6861B

THRUST BALANCE PRESS (PTB1B)

IN10

4-20S

4-20S

TCP-1-6-20-W106.2-

TCP-1-7-10-W107.1-

FTM106.2-36/33/34

FTM107.1-72/69/70

0.0

0.0

150.0

150.0

10.0

10.0

140.0

PSIA

0.0

0.0

1034.2

1034.2

68.9

68.9

965.3

kPaA

SF

8

X

17

PT-6861A/B

THRUST BALANCE PRESS PTB

10.0

140.0

PSIA

68.9

965.3

kPaA

SF

20

18

PT-6861A/B


25.0

PSIA

172.4

kPaA

HD

19

PT-6861A/B


6.0

PSIA

41.4

kPaA

HD

14

DM 0.1

DM

X

20 21

SE-6800

HPC ROTOR SPEED (XN25A)

IN1

MAG

TCP-1-4-1-W104-

FTM104-20/21/2

0.0

12000.0

-1.0

11500.0

RPM

0.0

12000.0

-1.0

11500.0

RPM

SF

2, 3

X

22

SE-6801

HPC ROTOR SPEED (XN25B)

IN3

MAG

TCP-1-4-3-W104-

FTM104-24/25/6

0.0

12000.0

-1.0

11500.0

RPM

0.0

12000.0

-1.0

11500.0

RPM

SF

2, 3

X

23

SE-6800/6801

HPC ROTOR SPEED XN25 PICKUP

-1.0

11500.0

RPM

-1.0

11500.0

RPM

SF

2, 3

24

SE-6800/6801


37.5

RPM

37.5

RPM

HD

25

SE-6800/6801SEL

RPM

SAHH

26

SE-6800/6801SEL


10700.0

RPM

10700.0

RPM

SAH

SE-6812

LPT ROTOR SPEED (XNSDA/LEFT)

IN2

MAG

TCP-1-4-2-W104-

FTM104-22/23/4

0.0

5000.0

-1.0

4800.0

RPM

0.0

5000.0

-1.0

4800.0

RPM

SF

1

X

29

SE-6813

LPT ROTOR SPEED (XNSDB/RIGHT)

IN4

MAG

TCP-1-4-4-W104-

FTM104-26/27/8

0.0

5000.0

-1.0

4800.0

RPM

0.0

5000.0

-1.0

4800.0

RPM

SF

1

X

30

SE-6812/6813

LPT ROTOR SPEED XNSD PICKUP

-1.0

4800.0

RPM

-1.0

4800.0

RPM

SF

1

31

SE-6812/6813


40.0

RPM

40.0

RPM

HD

32

SE-6812/6813SEL


4600.0

RPM

4600.0

RPM

SAHH

4300.0

RPM

SAH

60.0

DEG C

SF


10800.0

RPM

10800.0

RATIO: 1 RPM = 0.74910 HZ RATIO: 1 RPM = 0.74910 HZ ES

X ES X

27 28

SE-6812/6813SEL


4300.0

RPM

35

33

TE-6821A

LPC INLET AIR TEMP (T2A)

IN5

RTD

TCP-1-6-5-W106.1-

FTM106.1-39/38/37/40

-70.0

500.0

-65.0

140.0

DEG F

-56.7

260.0

-53.9

36

RATIO: 1 RPM = 0.800 HZ RATIO: 1 RPM = 0.800 HZ ES

X ESN ES

34 11

X

TE-6821B

LPC INLET AIR TEMP (T2B)

IN5

RTD

TCP-1-7-5-W107.1-

FTM107.1-39/38/37/40

-70.0

500.0

-65.0

140.0

DEG F

-56.7

260.0

-53.9

60.0

DEG C

SF

11

X

38

TE-6837A

HPC INLET AIR TEMP (T25A)

IN6

RTD

TCP-1-6-6-W106.1-

FTM106.1-45/44/43/46

-70.0

500.0

-40.0

320.0

DEG F

-56.7

260.0

-40.0

160.0

DEG C

SF

12

X

39

TE-6837B

HPC INLET AIR TEMP (T25B)

IN6

RTD

TCP-1-7-6-W107.1-

FTM107.1-45/44/43/46

-70.0

500.0

-40.0

320.0

DEG F

-56.7

260.0

-40.0

160.0

DEG C

SF

12

X

16

X

16

X

37

40 41

TE-6838A

HPC DISCHARGE TEMP (T3A)

IN3

K

TCP-1-6-3-W106.1-

FTM106.1-26/27/28

-70.0

2200.0

-40.0

1200.0

DEG F

-56.7

1204.4

-40.0

648.9

DEG C

42

TE-6838B

HPC DISCHARGE TEMP (T3B)

IN3

K

TCP-1-7-3-W107.1-

FTM107.1-26/27/28

-70.0

2200.0

-40.0

1200.0

DEG F

-56.7

1204.4

-40.0

648.9

DEG C

43

TE-6838A/B

HPC DISCHARGE TEMP T3A/B

-40.0

1200.0

DEG F

-40.0

648.9

DEG C

SF

30

44

TE-6838A/B

HPC DISCHARGE TEMP T3A/B

20.0

DEG F

11.1

DEG C

HD

SF

31, 49

45

TE-6838C

HPC DISCHARGE TEMP (T3C)

IN1

K

TCP-2-7-1-W207.1-

FTM207.1-14/15/16

-70.0

2200.0

-40.0

1200.0

DEG F

-56.7

1204.4

-40.0

648.9

DEG C

SF

16

X

OPT: DLE

46

TE-6838D

HPC DISCHARGE TEMP (T3D)

IN13

K

TCP-2-7-17-W207.2-

FTM207.2-14/15/16

-70.0

2200.0

-40.0

1200.0

DEG F

-56.7

1204.4

-40.0

648.9

DEG C

SF

16

X

OPT: DLE

47

TE-6838C/D

HPC DISCHARGE TEMP T3C/D

-40.0

1200.0

DEG F

-40.0

648.9

DEG C

SF

48

X

48

TE-6838C/D

HPC DISCHARGE TEMP T3C/D

20.0

DEG F

11.1

DEG C

HD

49

X

49

TE-6838AB/CD

HPC DISCHARGE TEMP T3AB/CD (T3SEL)

-40.0

1200.0

DEG F

-40.0

648.9

DEG C

SF

50

50

TE-6838AB/CD

HPC DISCHARGE TEMP T3AB/CD (T3SEL)

40.0

DEG F

22.2

DEG C

HD

51

X

TE-6843

LPT INLET GAS TEMP (T48A/UPPER)

IN1

K

TCP-1-6-1-W106.1-

FTM106.1-14/15/16

-70.0

2200.0

-40.0

1900.0

DEG F

IN13

K

SF

X X

ES

51 52

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

-40.0

1037.8

DEG C

53

TE-6844

LPT INLET GAS TEMP (T48B/UPPER)

TCP-1-7-17-W107.2-

FTM107.2-14/15/16

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

SF

4,6

X

SEE NOTE

54

TE-6845

LPT INLET GAS TEMP (T48C/LOWER)

IN2

K

TCP-1-6-2-W106.1-

FTM106.1-20/21/22

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

55

TE-6846

LPT INLET GAS TEMP (T48D/LOWER)

IN14

K

TCP-1-7-18-W107.2-

FTM107.2-20/21/22

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

56

TE-6847

LPT INLET GAS TEMP (T48E/LOWER)

IN13

K

TCP-1-6-17-W106.2-

FTM106.2-14/15/16

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

57

TE-6848

LPT INLET GAS TEMP (T48F/LOWER)

IN1

K

TCP-1-7-1-W107.1-

FTM107.1-14/15/16

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

58

TE-6849

LPT INLET GAS TEMP (T48G/UPPER)

IN14

K

TCP-1-6-18-W106.2-

FTM106.2-20/21/22

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

59

TE-6850

LPT INLET GAS TEMP (T48H/UPPER)

IN2

K

TCP-1-7-2-W107.1-

FTM107.1-20/21/22

-70.0

2200.0

-40.0

1900.0

DEG F

-56.7

1204.4

-40.0

1037.8

DEG C

SF

4,6

X

SEE NOTE

60

TE-6843-50

LPT INLET GAS TEMP T48

-40.0

1900.0

DEG F

-40.0

1037.8

DEG C

SF

7

X

61

TE-6843-50


-40.0

1900.0

DEG F

-40.0

1037.8

DEG C

SF

9

X

62

TE-6843-50


-40.0

1900.0

DEG F

-40.0

1037.8

DEG C

SF

10

X

63

TE-6843-50


1000.0

DEG F

37.8

DEG C

HD

8

X

64

TE-6843-50


700.0

DEG F

371.1

DEG C

HD

46

X

HD

59

DEG F

65.6

DEG C

HD

47

67

TE-6843-50


1850.0

DEG F

1010.0

DEG C

TAHH

5

68

65

TE-6843-50


1750.0

DEG F

954.4

DEG C

TAH

5

360.0

OHMS

360.0

OHMS

SFL/SFH

OHMS

MCDAL

360.0

OHMS

360.0

OHMS

SFL/SFH

OHMS

MCDAL

OHMS

SFL/SFH

66

TE-6843-50 TE-6843-50


275.0


150.0

DEG F

135.0

DEG C

90

X

X

X

X

X

60

X

2

X

60 1

X

X

ES

1

69 70 71

MCD-6865

TURB SUMP TGB/A MAG CHIP DET (CHPDTA)

MCD-6865SEL

TURB SUMP TGB/A MAG CHIP DET (CHPDTA)

73

MCD-6866

TURB SUMP B MAGNETIC CHIP DETECTOR (CHPDTB)

74

MCD-6866SEL

TURB SUMP B MAGNETIC CHIP DETECTOR (CHPDTB)

76

MCD-6870

TURB SUMP COM MAGNETIC CHIP DETECTOR (CHPDTC)

77

IN

RTD

MTTB-2-10-1-

N210-4/5/6/7

Ohms

Ohms

30.0

IN

RTD

MTTB-2-11-1-

N211-4/5/6/7

Ohms

Ohms

30.0

75.0

Ohms

Ohms

30.0

Ohms

Ohms

30.0

OHMS

75.0

X 52

X

2.5

72 75.0

OHMS

75.0

X 52

X

2.5

75 IN

RTD

MTTB-2-12-1-

N212-4/5/6/7

Ohms

Ohms

OUT

mA

TCP-1-9-1-W109-

FTM109-2/3/1

-80.0

120.0

30.0

360.0

75.0

OHMS

Ohms

Ohms

-80.0

120.0

OHMS

30.0

360.0

75.0

X

MCD-6870SEL

TURB SUMP COM MAGNETIC CHIP DETECTOR (CHPDTC)

OHMS

MCDAL

52

79

FCV-6871

VBV ACTUATOR TORQ MOTOR

80

FCV-6871


10.0

mA

10.0

mA

AH

23,28,39

81

FCV-6871


15.0

mA

15.0

mA

AHH

23,28,39

ZE-6871A-B

VBV LVDT EXCITATION (LEFT/RIGHT)

X

2.5

78

82

OUT

VRMS

TCP-1-9-1-W109-

ZE-6871A1

VBVA LVDT RETURN (LEFT, SEC 1)

IN

VRMS

TCP-1-9-1-W109-

FTM109-8/9/7

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

ZE-6871A2

VBVA LVDT RETURN (LEFT, SEC 2)

IN

VRMS

TCP-1-9-1-W109-

FTM109-11/12/10

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

VBVA LVDT RETURN (LEFT)

-2.0

102.0

%

-2.0

102.0

%

SF

86

ZE-6871B1

VBVB LVDT RETURN (RIGHT, SEC 1)

IN

VRMS

TCP-1-9-1-W109-

FTM109-14/15/13

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

87

ZE-6871B2

VBVB LVDT RETURN (RIGHT, SEC 2)

IN

VRMS

TCP-1-9-1-W109-

FTM109-17/18/16

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

88

ZE-6871B

VBVB LVDT RETURN (RIGHT)

-2.0

102.0

%

-2.0

102.0

%

89

ZE-6871

VBV LVDT RETURN

-2.0

102.0

%

-2.0

102.0

%

90

ZE-6871

VBV LVDT RETURN

9.0

%

9.0

%

HD

23,29

X

5

91

ZE-6871

VBV LVDT RETURN

10.0

%

10.0

%

HD

23,29,57

X

1

92

ZE-6871PERR

VBV POSITION/DEMAND DIFFERENCE

3.0

%

3.0

%

HD

23,25,27,28

X

10.0

%

HD

23,25,26

ZE-6871PERR

VBV POSITION/DEMAND DIFFERENCE VIGV ACTUATOR TORQ MOTOR

10.0

7.0

DM

ZE-6871A

FCV-6872

VRMS

DM X

85

93

7.0

24,26

84

83

FTM109-5/6/4

mA

VRMS

%

X X 8, 18

X

SF

8, 18

X

SF

22

X X DM

DM

94 95 96

FCV-6872

OUT

mA

TCP-1-10-1-W110-

FTM110-2/3/1

OUT

VRMS

TCP-1-10-1-W110-

FTM110-5/6/4

-80.0

120.0

mA

VIGV ACTUATOR TORQ MOTOR

97

FCV-6872

VIGV ACTUATOR TORQ MOTOR

98

ZE-6872A-B

VIGV LVDT EXCITATION (LEFT/RIGHT)

10.0 15.0 7.0

-80.0

120.0

24,26

mA

10.0

mA

15.0

VRMS

7.0

mA

AH

23,28,39

mA

AHH

23,28,39

ZE-6872A1

VIGVA LVDT RETURN (LEFT, SEC 1)

IN

VRMS

TCP-1-10-1-W110-

FTM110-8/9/7

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

ZE-6872A2

VIGVA LVDT RETURN (LEFT, SEC 2)

IN

VRMS

TCP-1-10-1-W110-

FTM110-11/12/10

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

101

ZE-6872A

VIGVA LVDT RETURN (LEFT)

-2.0

102.0

%

-2.0

102.0

%

SF

102

ZE-6872B1

VIGVB LVDT RETURN (RIGHT, SEC 1)

IN

VRMS

TCP-1-10-1-W110-

FTM110-14/15/13

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

103

ZE-6872B2

VIGVB LVDT RETURN (RIGHT, SEC 2)

IN

VRMS

TCP-1-10-1-W110-

FTM110-17/18/16

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

104

ZE-6872B

VIGVB LVDT RETURN (RIGHT)

-2.0

102.0

%

-2.0

102.0

%

105

ZE-6872

VIGV LVDT RETURN

-2.0

102.0

%

-2.0

102.0

%

%

3.0

%

OPT: DLE (REQUIRED), SAC (OPTIONAL)

DM OPT: DLE (REQUIRED), SAC (OPTIONAL)

99 100

3.0

SI X

VRMS

OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL) 8, 18

X

SF

8, 18

X

SF

22

OPT: DLE (REQUIRED), SAC (OPTIONAL) OPT: DLE (REQUIRED), SAC (OPTIONAL) SI

106

ZE-6872

VIGV LVDT RETURN

HD

18,23

X

107

ZE-6872PERR

VIGV POSITION/DEMAND DIFFERENCE

3.0

%

3.0

%

HD

23,25,27,28

X

108

ZE-6872PERR

VIGV POSITION/DEMAND DIFFERENCE

10.0

%

10.0

%

HD

23,25,26

5 SI

109







SITE: Pakistan



LINE

110 111

REV

TAG NO.

FCV-6873 FCV-6873

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

VSV ACTUATOR TORQ MOTOR

IN/OUT

TYPE



RANGE LOW (English)


OUT

mA

TCP-1-10-2-W110-

FTM110-21/22/20

-80.0

120.0


VSV ACTUATOR TORQ MOTOR


10.0

RANGE LOW (Metric)

RANGE HIGH (Metric)

mA

-80.0

120.0

LIMIT DECR (Metric)

mA

LIMIT INCR (Metric)

10.0 15.0

ACTION

NOTE

SF

24,26

mA

AH

23,28,39

mA

AHH

23,28,39

ALARM

ALM DLY (S)

SHUT DOWN

VSV ACTUATOR TORQ MOTOR VSV LVDT EXCITATION (LEFT/RIGHT)

OUT

VRMS

TCP-1-10-2-W110-

FTM110-24/25/23

ZE-6873A1

VSVA LVDT RETURN (LEFT, SEC 1)

IN

VRMS

TCP-1-10-2-W110-

FTM110-27/28/26

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

115

ZE-6873A2

VSVA LVDT RETURN (LEFT, SEC 2)

IN

VRMS

TCP-1-10-2-W110-

FTM110-30/31/29

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

116

ZE-6873A

VSVA LVDT RETURN (LEFT)

-2.0

102.0

%

-2.0

102.0

%

SF

117

ZE-6873B1

VSVB LVDT RETURN (RIGHT, SEC 1)

IN

VRMS

TCP-1-10-2-W110-

FTM110-33/34/32

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

118

ZE-6873B2

VSVB LVDT RETURN (RIGHT, SEC 2)

IN

VRMS

TCP-1-10-2-W110-

FTM110-36/38/35

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

119

ZE-6873B

VSVB LVDT RETURN (RIGHT)

-2.0

102.0

%

-2.0

102.0

%

SF

120

ZE-6873

VSV LVDT RETURN

-2.0

102.0

%

-2.0

102.0

%

SF

22

121

ZE-6873

VSV LVDT RETURN

3.7

%

3.7

%

HD

18,23

X

122

ZE-6873PERR

VSV POSITION/DEMAND DIFFERENCE

3.0

%

3.0

%

HD

23,25,27,28

X

10.0

%

HD

23,25,26

SI

SF

24,26

SI

10.0

7.0

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

X

FCV-6873 ZE-6873A-B

114

VRMS

ABORT START

SI

113

7.0

mA

METRIC UNIT

112

123

15.0

ENGLISH UNIT

DM

VRMS

%

8, 18

X

8, 18

X

ZE-6873PERR

VSV POSITION/DEMAND DIFFERENCE

125

FCV-68128

CDP BLEED VALVE TORQUE MOTOR

126

FCV-68128


10.0

mA

10.0

mA

AH

23,28,39

127

FCV-68128


15.0

mA

15.0

mA

AHH

23,28,39

SI 5

124

128

ZE-68128A-B

OUT

CDP BLEED VALVE LVDT EXCITATION (A/B)

OUT

mA

TCP-2-3-1-W203-

FTM203-2/3/1

-100.0

FTM203-5/6/4

60.0

mA

7.0

-100.0

VRMS

TCP-2-3-1-W203-

129

ZE-68128A1

CDP BLEED LVDT RETURN (A1)

IN

VRMS

TCP-2-3-1-W203-

FTM203-8/9/7

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

130

ZE-68128A2

CDP BLEED LVDT RETURN (A2)

IN

VRMS

TCP-2-3-1-W203-

FTM203-11/12/10

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

131

ZE-68128A

CDP BLEED LVDT-A RETURN

-2.0

102.0

%

-2.0

102.0

%

SF

132

ZE-68128B1

CDP BLEED LVDT RETURN (B1)

IN

VRMS

TCP-2-3-1-W203-

FTM203-14/15/13

0.0

100.0

133

ZE-68128B2

CDP BLEED LVDT RETURN (B2)

IN

VRMS

TCP-2-3-1-W203-

FTM203-17/18/16

0.0

100.0

VRMS

60.0

7.0

DM

VRMS

OPT: DLE OPT: DLE OPT: DLE. JUMPER FTM203-12 TO 9. 38

X

X

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

134

ZE-68128B

CDP BLEED LVDT-B RETURN

-2.0

102.0

%

-2.0

102.0

%

SF

38

135

ZE-68128

CDP BLEED LVDT - RETURN

-2.0

102.0

%

-2.0

102.0

%

SF

22,23

6.0

%

6.0

%

OPT: DLE

X

HD

OPT: DLE OPT: DLE. JUMPER FTM203-18 TO 15. SI

136

ZE-68128

CDP BLEED LVDT - RETURN

23,29

X

137

ZE-68128PER

CDP BLEED VALVE POSITION/DEMAND DIFFERENCE

6.0

%

6.0

%

HD

23,25,26

X

138

ZE-68128PER

CDP BLEED VALVE POSITION/DEMAND DIFFERENCE

10.0

%

10.0

%

HD

23,25,26

5 1

SI

139 140

FCV-68127

8TH STAGE BLEED VALVE TORQUE MOTOR

141

FCV-68127


142

FCV-68127


143

ZE-68127A-B

8TH STAGE BLEED VALVE LVDT EXCITATION (A/B)

OUT

mA

TCP-2-3-2-W203-

FTM203-21/22/20

-100.0

60.0

mA 10.0 15.0

OUT

VRMS

TCP-2-3-2-W203-

FTM203-24/25/23

7.0

-100.0

60.0

mA

10.0

mA

15.0

VRMS

7.0

mA

SF

24,26

mA

AH

23,28,39

mA

AHH

23,28,39

SI

OPT: DLE

X DM

VRMS

OPT: DLE

144

ZE-68127A1

8TH STAGE BLEED LVDT RETURN (A1)

IN

VRMS

TCP-2-3-2-W203-

FTM203-27/28/26

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

OPT: DLE

145

ZE-68127A2

8TH STAGE BLEED LVDT RETURN (A2)

IN

VRMS

TCP-2-3-2-W203-

FTM203-30/31/29

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

OPT: DLE. JUMPER FTM203-31 TO 28.

146

ZE-68127A

8TH STAGE LVDT-A RETURN

-2.0

102.0

%

-2.0

102.0

%

SF

147

ZE-68127B1

8TH STAGE BLEED LVDT RETURN (B1)

IN

VRMS

TCP-2-3-2-W203-

FTM203-33/34/32

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

148

ZE-68127B2

8TH STAGE BLEED LVDT RETURN (B2)

IN

VRMS

TCP-2-3-2-W203-

FTM203-36/38/35

0.0

100.0

-2.0

102.0

%

0.0

100.0

-2.0

102.0

%

SF

149

ZE-68127B

8TH STAGE LVDT-B RETURN

-2.0

102.0

%

-2.0

102.0

%

SF

8TH STAGE LVDT- RETURN

-2.0

102.0

%

-2.0

102.0

%

150

ZE-68127

6.0

%

6.0

%

SF HD

38

X

38

X

OPT: DLE OPT: DLE. JUMPER FTM203-38 TO 34. 22,23

SI

151

ZE-68127

8TH STAGE LVDT- RETURN

23,29

X

152

ZE-68127PER

8TH STAGE BLEED VALVE POSITION/DEMAND DIFFERENCE

6.0

%

6.0

%

HD

23,25,26

X

153

ZE-68127PER

8TH STAGE BLEED VALVE POSITION/DEMAND DIFFERENCE

10.0

%

10.0

%

HD

23,25,26

PT-68135

ACOUSTIC DYNAMIC PRESS (PX36A)

IN9

4-20S

TCP-2-7-9-W207.1-

FTM207.1-63/62/64

0.0

10.0

-0.1

10.0

PSI PK-PK

0.0

68.9

-0.7

68.9

kPa PK-PK

SF

33

X

IN21

4-20S

TCP-2-7-25-W207.2-

FTM207.2-63/62/64

0.0

10.0

-0.1

10.0

PSI PK-PK

0.0

68.9

-0.7

68.9

kPa PK-PK

SF

33

X

-0.1

10.0

PSI PK-PK

-0.7

68.9

kPa PK-PK

SF

34

5 1

SI

154 155 156

PT-68136

ACOUSTIC DYNAMIC PRESS (PX36B)

157

PT-68135/6

ACOUSTIC DYNAMIC PRESSURE

OPT: DLE OPT: DLE SI

158

PT-68135/6

ACOUSTIC DYNAMIC PRESSURE

5.0

PSI PK-PK

34.5

kPa PK-PK

HD

18

X

5

159

PT-68135/6SEL

ACOUSTIC DYNAMIC PRESSURE SEL

4.0

PSI PK-PK

27.6

kPa PK-PK

PAH

35,37

X

10

PAHH

36,37

160

PT-68135/6SEL


6.0

PSI PK-PK

41.4

kPa PK-PK

15

ES

161

PT-68135/6SEL


6.0

PSI PK-PK

41.4

kPa PK-PK

PAHH

37

15

SI

162

PT-68135/6SEL


6.0

PSI PK-PK

41.4

kPa PK-PK

PAHH

37

60

ES

163

PT-68135/6SEL


8.0

PSI PK-PK

55.2

kPa PK-PK

PAHH

37

15

SI

165

TE-68310

MTTB CABINET AIR TEMP

390.0

DEG F

198.9

DEG C

SF

166

TE-68310SEL


125.0

DEG F

51.7

DEG C

TAH

167

TE-68310SEL


32.0

DEG C

TAL

168

TE-68310SEL


SEE NOTE

EVENT

170

TE-68311

MGTB CABINET AIR TEMP

-45.0

171

TE-68311SEL


172

TE-68311SEL


K83

IGNITOR CONTROL

164 IN

RTD

MTTB-2-10-4-

N210-16/17/18/19

-65.0

1200.0

-45.0

-53.9

648.9

-42.7

X X

DEG F

0.0

SEE NOTE

DEG F

SEE NOTE

SEE NOTE

DEG C

X

390.0

DEG F

-42.7

198.9

DEG C

SF

X

125.0

DEG F

51.7

DEG C

TAH

X

DEG C

TAL

X

32

169 IN

RTD

MGTB-3-15-1-

N315-4/5/6/7

-65.0

1200.0

32.0

-53.9

DEG F

648.9

0.0

173 174

1#

NO

TCP

24 VDC

TCP-1-8-22-W108.2-

FTM108.2-K6-16/17/18

CONTROLS BE-6816 & BE-6817

175 176

XE-6807

VIBRATION ELEMENT-GENERATOR BEARING DRIVE END

BN3500

3.0

MIL PP

76.2

µM PP

XAH

41, 58

177

XE-6807


BN3500

4.0

MIL PP

101.6

µM PP

XAHH

41, 58

X SI

178 BN3500

3.0

MIL PP

76.2

µM PP

XAH

XE-6808


BN3500

4.0

MIL PP

101.6

µM PP

XAHH

41, 58

182

179

XE-6809

VIBRATION ELEMENT-GENERATOR BEARING NON-DRIVE END

BN3500

3.0

MIL PP

76.2

µM PP

XAH

41, 58

183

XE-6809


BN3500

4.0

MIL PP

101.6

µM PP

XAHH

41, 58

180

XE-6808


41, 58

X SI

181 X SI

184 185

XE-6810

186

XE-6810


BN3500

3.0

MIL PP

76.2

µM PP

XAH

41, 58


BN3500

4.0

MIL PP

101.6

µM PP

XAHH

41, 58

BN3500

3.0

IN/SEC PK

76.2

mm/SEC PK

XAH

44

X SI

187 188 189

XE-6876 XE-6876

VIBRATION ELEMENT-COMPRESSOR REAR FRAME ACCELEROMETER WIDEBAND/DIRECT VIBRATION ELEMENT-COMPRESSOR REAR FRAME ACCELEROMETER WIDEBAND/DIRECT

BN3500

4.0

IN/SEC PK

101.6

mm/SEC PK

XAHH

44

BN3500

1.4

IN/SEC PK

35.6

mm/SEC PK

XAH

43

X SI

190 191 192

XE-6876A XE-6876A

VIBRATION ELEMENT-COMPRESSOR REAR FRAME ACCELEROMETER-LP COMPRESSOR VIBRATION ELEMENT-COMPRESSOR REAR FRAME ACCELEROMETER-LP COMPRESSOR

BN3500

2.0

IN/SEC PK

50.8

mm/SEC PK

XAHH

43

BN3500

2.0

IN/SEC PK

50.8

mm/SEC PK

XAH

45

X SI

193 194

XE-6876B

195

XE-6876B

VIBRATION ELEMENT-COMPRESSOR REAR FRAME ACCELEROMETER-HP COMPRESSOR VIBRATION ELEMENT-COMPRESSOR REAR FRAME ACCELEROMETER-HP COMPRESSOR

BN3500

3.0

IN/SEC PK

76.2

mm/SEC PK

XAHH

45

VIBRATION ELEMENT-TURBINE REAR FRAME ACCELEROMETER-WIDEBAND/DIRECT

BN3500

3.0

IN/SEC PK

76.2

mm/SEC PK

XAH

44

XAHH

44

X SI

196 197 198

XE-6877 XE-6877

VIBRATION ELEMENT-TURBINE REAR FRAME ACCELEROMETER-WIDEBAND/DIRECT

BN3500

4.0

IN/SEC PK

101.6

mm/SEC PK

200

XE-6877A

VIBRATION ELEMENT-TURBINE REAR FRAME ACCELEROMETER-LP COMPRESSOR

BN3500

1.4

IN/SEC PK

35.6

mm/SEC PK

XAH

43

201

XE-6877A

VIBRATION ELEMENT-TURBINE REAR FRAME ACCELEROMETER-LP COMPRESSOR

BN3500

2.0

IN/SEC PK

50.8

mm/SEC PK

XAHH

43

203

XE-6877B

VIBRATION ELEMENT-TURBINE REAR FRAME ACCELEROMETER-HP COMPRESSOR

BN3500

2.0

IN/SEC PK

50.8

mm/SEC PK

XAH

45

204

X SI

199 X SI

202 XE-6877B

VIBRATION ELEMENT-TURBINE REAR FRAME ACCELEROMETER-HP COMPRESSOR

BN3500

3.0

IN/SEC PK

76.2

mm/SEC PK

XAHH

45

206

XE-6897

VIBRATION ELEMENT-GEARBOX BEARING NON-DRIVE END

BN3500

0.3

IN/SEC PK

7.6

mm/SEC PK

XAH

53

207

XAHH

53

X SI

205 XE-6897

VIBRATION ELEMENT-GEARBOX BEARING NON-DRIVE END

BN3500

0.5

IN/SEC PK

12.7

mm/SEC PK

209

XE-6898

VIBRATION ELEMENT-GEARBOX BEARING DRIVE END

BN3500

0.3

IN/SEC PK

7.6

mm/SEC PK

XAH

53

210

XE-6898

VIBRATION ELEMENT-GEARBOX BEARING DRIVE END

BN3500

0.5

IN/SEC PK

12.7

mm/SEC PK

XAHH

53

X SI

208 X SI

211 212







SITE: Pakistan



LINE

REV

TAG NO.

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

ALM DLY (S)

SHUT DOWN

ABORT START

START PERM.

CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

NOTES 1. a. IF BOTH XNSD SPEED PICKUPS ARE WITHIN RANGE, DISPLAY THE AVERAGE SPEED OF BOTH XNSD PICKUPS. b. ONE XNSD PICKUP OUT OF RANGE = ALM - ANNUNCIATE LOSS OF PICKUP - REMOVE FROM AVERAGE & DISPLAY THE REMAINING IN RANGE XNSD SPEED PICKUP. BOTH XNSD PICKUPS OUT OF RANGE = ES - DEFAULT TO LAST GOOD VALUE - ANNUNCIATE LOSS OF BOTH XNSD PICKUPS. c. A DIFFERENCE OF > 40 RPM BETWEEN XNSD PICKUPS = ALM - ANNUNCIATE DIFFERENCE BETWEEN PICKUPS & USE THE PICKUP WITH THE HIGHER VALUE. 2. a. IF BOTH XN25 SPEED PICKUPS ARE WITHIN RANGE, DISPLAY THE AVERAGE OF BOTH XN25 SPEED PICKUPS. b. ONE XN25 PICKUP IS OUT OF RANGE = ALM - ANNUNCIATE LOSS OF PICKUP - REMOVE FROM THE AVERAGE & DISPLAY THE REMAINING IN RANGE XN25 SPEED PICKUP. BOTH N25 PICKUPS OUT OF RANGE = ES - DEFAULT TO 2000 RPM & ANNUNCIATE LOSS OF BOTH XN25 SPEED PICKUPS. c. A DIFFERENCE OF > 37.5 RPM BETWEEN N25 PICKUPS = ALM - ANNUNCIATE DIFFERENCE BETWEEN PICKUPS AND USE THE PICKUP WITH THE HIGHER VALUE. 3. a. FOLLOWING FUEL IGNITION, IF dXN25/DT < 10 RPM/SEC AND XN25 RPM < 6050 RPM THEN ESN ON FAIL TO ACCELERATE. b. IF XNSD IS < 1250 RPM & XN25 CONTROL HAS BEEN ACHIEVED FOR > 60 SECONDS = ES AND ANNUNCIATE POWER TURBINE FAILED TO BREAKAWAY c. IF XN25 IS < 1700 RPM AND > 30 SECONDS FOLLOWING INITIAL STARTER ENGAGEMENT FOR ENGINE/BOILER PURGE SEQUENCE = ESN AND ANNUNCIATE FAIL TO CRANK. d. AFTER ENGINE/BOILER PURGE SEQUENCE, IF XN25 IS < 1700 RPM AFTER 10 SECONDS FOLLOWING THE STARTER RE-ENGAGEMENT FOR FUEL IGNITION SEQUENCE = ESN AND ANNUNCIATE FAIL TO CRANK. e. IF XN25 < 4600 RPM > 90 SEC AFTER INITIATION OF FUEL = ES AND ANNUNCIATE FAILURE TO REACH STARTER CUTOUT. f. IF XN25 < 6050 RPM > 120 SEC AFTER INITIATION OF FUEL = ES AND ANNUNCIATE FAILURE TO REACH XN25 IDLE. g. IF XN25 < 300 RPM FOR > 10 MINUTES AFTER AN ES OR ESN, A 4 HOUR LOCKOUT OCCURS. 4. ALL THERMOCOUPLES THAT ARE IN RANGE WILL BECOME PART OF THE AVERAGE AND THE AVERAGE WILL BE DISPLAYED. a. FOR SAC: IF 10 SECONDS AFTER GAS FUEL ON (1700 RPM N25) AND FLAME INDICATION IS NOT PRESENT = ES - ANNUNCIATE FAIL TO LITE b. FOR DLE: IF 15 SECONDS AFTER GAS FUEL ON (1700 RPM N25) AND FLAME INDICATION IS NOT PRESENT = ES - ANNUNCIATE FAIL TO LITE c. FOR SAC: IF 20 SECONDS AFTER LIQ FUEL ON (1200 RPM N25) AND FLAME INDICATION IS NOT PRESENT = ES - ANNUNCIATE FAIL TO LITE d. FOR DLE: IF 15 SECONDS AFTER LIQ FUEL ON (1200 RPM N25) AND FLAME INDICATION IS NOT PRESENT = ES - ANNUNCIATE FAIL TO LITE e. IF T48 AVERAGE > 400 DEG F & THEN < 400 DEG F WHILE STARTING OR RUNNING = ES AND ANNUNCIATE FLAME OUT. f. DURING STARTING (BETWEEN 0-6050 N25 RPM) IF T48 AVERAGE > T48 BACKUP START SCHEDULE + 200 DEG F (93.3 DEG C) FOR > 3 SECONDS = ES 5. IF T48 AVERAGE > 1750 DEG F (> 954.4 DEG C) OR MORE THAN 1.0 SEC = ALM, T48 AVERAGE > 1850 DEG F (> 1010.0 DEG C) FOR MORE THAN 1.0 SECOND = ES 6. ANY THERMOCOUPLE OUT OF RANGE = ALM & REMOVE BAD THERMOCOUPLE FROM THE AVERAGE. THERMOCOUPLE CONSIDERED OUT OF RANGE IF <-65 DEG F (-53.9 DEG C) AND N25SEL <4600 RPM OR < 350 DEG F (< 176.7 DEG C) AND N25SEL =>4600 RPM AND FUELON OR > 1900 DEG F (> 1037.8 DEG C). 7. LOSS OF 3 ADJACENT SENSORS = ALM-NS. 8. REMOVE BAD SENSOR FROM AVERAGE 9. LOSS OF ANY 4 SENSORS OR MORE = ALM-NS. 10. LOSS OF THE T48 AVERAGE FOR >90 SEC = ALM-NS. DEFAULT T48REF = 1999 DEG F (1092.8 DEG C) 11. a. IF BOTH T2 SENSORS ARE WITHIN RANGE LIMITS THEN USE THE AVERAGE VALUE. b. IF ONE SENSOR OUT OF RANGE THEN ALM & REMOVE BAD SENSOR FROM AVERAGE. IF BOTH SENSORS OUT OF RANGE THEN DM & DEFAULT T2 VALUE TO 135 DEG F (57.2 DEG C). c. IF BOTH SENSORS ARE IN RANGE BUT HAVE A VALUE DIFFERENCE GREATER THAN 18 DEG F (10.0 DEG C) THE ALM & USE THE HIGHER VALUE. 12. a. IF BOTH T25 SENSORS ARE WITHIN RANGE LIMITS THEN USE THE AVERAGE VALUE. b. IF ONE SENSOR OUT OF RANGE THEN ALM & REMOVE BAD SENSOR FROM AVERAGE. IF BOTH SENSORS OUT OF RANGE THEN DM & DEFAULT T25 VALUE TO 250 DEG F (121.1 DEG C). c. IF BOTH SENSORS ARE IN RANGE BUT HAVE A VALUE DIFFERENCE GREATER THAN 18 DEG F (10.0 DEG C) THE ALM & USE THE HIGHER VALUE. 13. a. IF FLAME SENSOR = TRUE AND FUEL OFF FOR 1.0 SECOND OR IF FLAME SENSOR = FALSE AND FUEL ON AND T48SEL > 400 DEG F (> 204.4 DEG C) FOR Z_FLMTMR SECONDS THEN FAIL SENSOR AND ALM. (Z_FLMTMR = 0.320 SECONDS) b. IF BOTH FLAME SENSORS = TRUE AND FUEL ON FOR 1.0 SECOND THEN FAIL BOTH SENSORS HIGH AND ALM c. IF BOTH FLAME SENSORS = FALSE FOR Z_FLMTMR SECONDS AND FUEL ON AND T48SEL > 400 DEG F (> 204.4 DEG C) THEN FAIL BOTH SENSORS LOW AND ALM d. IF BOTH FLAME SENSORS FAIL AND N25 <9200 RPM THEN INITIATE ES. 14. IF DIFFERENCE >10 PSID BETWEEN SENSORS = ALM & SELECT MODEL WEIGHTED AVERAGE. 15. P48 FAILURE PER INPUT SENSOR FAULT LOGIC TABLE IN CONTROL SPEC. P48ESTENSW = TRUE SO SML WILL NOT OCCUR. 16. a. IF BOTH T3 SENSORS ARE WITHIN RANGE LIMITS THEN USE THE AVERAGE VALUE OF PAIR. b. IF ONE SENSOR OUT OF RANGE THEN ALM & REMOVE BAD SENSOR FROM THE AVERAGE. 17. a. IF BOTH PS3 TRANSMITTERS ARE WITHIN RANGE DISPLAY THE AVERAGE OF BOTH PS3 XMITTERS. b. ONE TRANSMITTER OUT OF RANGE = ALARM & REMOVE THE BAD XMITTER FROM THE AVERAGE - BOTH XMITTERS OUT OF RANGE = DM FOR SAC UNIT, ES FOR DLE UNIT c. PS3 DIFFERENCE BETWEEN XMITTERS BETWEEN 10 PSIA (68.9 kPaA) AND 15 PSIA (103.4 kPaA) FOR MORE THEN 5 SECONDS = ALARM & USE AVERAGE VALUE d. PS3 DIFFERENCE BETWEEN XMITTERS GREATER THAN 15 PSIA (103.4 kPaA) AND FOR MORE THEN 0.1 SECONDS = ALM & SELECT HIGHER VALUE FOR SAC UNIT, ES FOR DLE UNIT 18. HIGH SIGNAL SELECT. 19. USE AVERAGE VALUE. 20. DEFAULT TO LAST GOOD VALUE. 21. DEFAULT TO 14.649 PSIA (101.0 kPaA) 22. SET TORQUE MOTOR OUTPUT TO 0 mA 23. XN25 > 4600 RPM 24. TORQUE MOTOR FAILURE WITH ALL COILS OPEN OR ANY COIL SHORT FOR > 500 mSEC 25. DIFFERENCE BETWEEN DEMAND AND POSITION 26. SET TM OUTPUT TO 0 mA 27. STEADY STATE LIMIT ERROR 28. dXN25/dT < 150 RPM/S FOR 5 SEC 29. LOW SIGNAL SELECT 30. FOR PC, IF BOTH SENSORS OUT OF RANGE THEN ALM-NS. DERATE PS3 REFERENCE SCHEDULE AND SET T3SEL TO T3MODEL. 31. FOR PC, IF BOTH SENSORS ARE IN RANGE BUT HAVE A VALUE DIFFERENCE GREATER THAN 20 DEG F (11.1 DEG C) THEN ALM & USE THE WEIGHTED AVERAGE TOWARD THE T3 MODEL. 32. MTTB COOLING OUTPUT = 1 WHEN CABINET AIR TEMP (TE-68310) > 65 DEG F (>18.3 DEG C), OUTPUT = 0 WHEN CABINET AIR TEMP < 60 DEG F (<15.6 DEG C) MTTB HEATING OUTPUT = 1 WHEN CABINET AIR TEMP (TE-68310) < 35 DEG F (< 1.7 DEG C), OUTPUT = 0 WHEN CABINET AIR TEMP > 40 DEG F (> 4.4 DEG C) A/C UNIT OUTSIDE FAN IS TURNED ON WHEN MTTB COOLING OUTPUT = ON A/C UNIT INSIDE FAN IS ON ALL THE TIME. 33. REMOVE BAD SENSOR FROM SELECTION 34. DEFAULT TO 0 kPa PK-PK 35. ABOVE CORE SPEED 36. AT CORE IDLE 37. VALID FOR GAS FUEL 38. SELECT THE GOOD SENSOR 39. IF NULL SHIFT 40. IF ENGINE FLAME SENSOR OUTPUT > 2797 DEG F (> 1536.1 DEG C) = INDICATION OF FLAME. IF SENSOR OUTPUT < 2781 DEG F (< 1527.2 DEG C) (TUNEABLE BETWEEN 2725 TO 2790 DEG F (1496.1 TO 1532.2 DEG C)) = LOSS OF FLAME. 41. IF GENERATOR ROTOR LEVEL > 3.0 MIL PP ( > 76.2 µM PP) FOR ANY DRIVE END X OR Y FOR MORE THAN 1 SEC = ALM. IF GENERATOR ROTOR LEVEL > 4.0 MIL PP (> 101.6 µM PP) FOR ANY DRIVE END X OR Y FOR MORE THAN 0.1 SEC = SI 42. IF XNSD SPEED >= 3000 RPM AND < 3590 3N25REF 1.75 IN/SEC PK (> 44.45 mm/SEC PK) FOR MORE THAN 1.0 SEC = ALM. IF LP ROTOR LEVEL > 2.5 IN/SEC PK (> 63.5 mm/SEC PK) FOR MORE THAN 0.1 SEC = SI 43. IF LP ROTOR LEVEL > 1.4 IN/SEC PK (> 35.56 mm/SEC PK) FOR MORE THAN 1.0 SEC (25 TO 80HZ) = ALM. IF LP ROTOR LEVEL > 2.0 IN/SEC PK (> 50.8 mm/SEC PK) FOR MORE THAN 0.1 SEC (25 TO 80 HZ) = SI 44. IF CRF OR WIDEBAND > 3.0 IN/SEC PK (76.2 mm/SEC PK) FOR MORE THAN 1.0 SEC = ALM. IF CRF OR WIDEBAND > 4.0 IN/SEC PK (101.6 mm/SEC PK) FOR MORE THAN 0.1 SEC = SI 45. IF HP ROTOR LEVEL > 2.0 IN/SEC PK (> 50.8 mm/SEC PK) FOR MORE THAN 1.0 SEC (100 TO 200 HZ) = ALM. IF HP ROTOR LEVEL > 3.0 IN/SEC PK (> 76.2 mm/SEC PK) FOR MORE THAN 0.1 SEC (100 TO 200 HZ) = SI 46. FOR DLE: IF (N25SEL > N25IDL - 100) AND THERMOCOUPLE OUTSIDE THE SPREAD (T48MAX - T48MIN) OF 700 DEG F(371.1 DEG C) FOR 60 SEC = ALARM 47. FOR DLE: IF BURNER MODE 15 AND THERMOCOUPLE OUTSIDE THE SPREAD (T48MAX - T48MIN) OF 150 DEG F (65.6 DEG C) FOR 60 SEC = ALARM 48. IF BOTH SENSORS OUT OF RANGE THEN REMOVE THE PAIR FROM T3SEL AVERAGE. 49. FOR PD/PF, IF BOTH SENSORS ARE IN RANGE BUT HAVE A VALUE DIFFERENCE GREATER THAN 20 DEG F (11.1 DEG C) AND XN25 > 4600 RPM THEN ALM AND SELECT HIGHER VALUE 50. IF BOTH SENSOR PAIRS ARE OUT OF RANGE THEN SET T3SEL DEFAULT TO 200 DEG F (111.1 DEG C). 51. IF BOTH SENSOR PAIRS ARE IN RANGE BUT HAVE A VALUE DIFFERENCE GREATER THAN 40 DEG F (22.2 DEG C) THEN SELECT THE HIGHER PAIR VALUE 52. CHIP DETECTORS ALARM WHEN < 100 OHMS. INPUT BLOCK HAS 301 OHM ELEVATOR TIED ACROSS INPUTS. 100 OHMS PARALLELED WITH 301 OHM => 75.06 OHMS 53. IF GEARBOX SHAFT LEVEL > 0.3 IN/SEC PK ( > 7.62 mm/SEC PK) FOR MORE THAN 1 SEC = ALM. IF GEARBOX SHAFT LEVEL > 0.5 IN/SEC PK (> 12.7 mm/SEC PK) FOR MORE THAN 0.1 SEC = SI 54. ALARM AND BLOCK TURBINE CRANK IF EITHER THE A OR B POSITION SENSORS OF A BRAKE ELEMENT DOES NOT MATCH THE OPEN/CLOSE BRAKE COMMAND WITHIN 5 SECONDS. 55. ESN (FSLO) IF BOTH A AND B POSITION SENSORS OF A BRAKE ELEMENT DO NOT MATCH THE OPEN/CLOSE BRAKE COMMAND WITHIN 5 SECONDS. 56. a. IF CLUTCH VIBRATION LEVEL > 0.4 IN/SEC PK (10.2 mm/SEC PK) FOR MORE THAN 1.0 SEC= ALM b. IF CLUTCH VIBRATION LEVEL > 0.6 IN/SEC PK (15.2 mm/SEC PK) FOR MORE THAN 2.0 SEC= SI WHEN NOT SYNCH CONDENSING, OR ESN WHEN SYNCH CONDENSING. c. IF CLUTCH VIBRATION LEVEL > 0.8 IN/SEC PK (20.3 mm/SEC PK) FOR MORE THAN 0.1 SEC= SI WHEN NOT SYNCH CONDENSING, OR ESN WHEN SYNCH CONDENSING. 57. ALM-NS 58. WHEN TM ACTIVE (1000 TO 2890 RPM FOR 50HZ, 1000 TO 3450 RPM FOR 60HZ): IF GENERATOR ROTOR LEVEL > 4.5 MIL PP ( > 114.3 µM PP) FOR ANY DRIVE END X OR Y FOR MORE THAN 2.0 SEC = ALM. IF GENERATOR ROTOR LEVEL > 6.0 MIL PP (> 152.4 µM PP) FOR DRIVE END X OR Y FOR MORE THAN 1.0 SEC = SI 59. a. FOR SAC: IF XN25R IS > 8080 RPM AND ANY THERMOCOUPLE OUTSIDE THE SPREAD (T48MAX - T48MIN) OF 275 DEG F (135 DEG C) FOR > 2 SEC = ALM-NS b. ANY THERMOCOUPLE WITH A DIFFERENCE OF <- 1000 OR > 1000 DEG F (<- 537.8 OR > 537.8 DEG C) FROM THE AVERAGE = ALM & SHALL BE REMOVED FROM THE AVERAGE 60. IF ABSOLUTE VALUE OF((XNSD LPT SPEED / 1.209) - GEN ROTOR SPEED) IS > 50 RPM FOR 10.0 SEC THEN ESN


A


DATE: 07/28/10-ATFL

====== END ======






CAUSE AND EFFECT MATRIX MISCELLANEOUS

SITE: Pakistan



LINE

REV

1

TAG NO.

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

ACTION

NOTE

ALARM

ALM DLY (S)

SHUT DOWN


CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

86G

GEN 86 TRIP

0

NC

IN

24 VDC

TCP-1-42-1-

N142-10

ES

3

A15

FUEL SYSTEM INITIALIZE

1

NO

TCP

24 VDC

TCP-1-8-23-W108.2-

FTM108.2-K7-19/20/21

4

A17

GEN ZERO SPEED SWITCH

1

NO

IN

24 VDC

TCP-1-43-8-

N143-17

1 = 0 RPM. POWER UP CHANGES RELAY

AVR_SC

LOWER VOLTAGE BY CUSTOMER SERIAL REMOTE

1

NO

TCP

24 VDC

TCP-1-8-29-W108.2-

FTM108.2-K13-37/38/39

ONLY ACTIVE WHEN IN REMOTE CONTROL (PULSE OUT). OPTIONAL

AVR_RV

TCP

24 VDC

2 AT FUEL INITIATION, ACTIVATE FOR 1 SECOND.

5 6 7

AVR EXCITATION ON

1

NO

AVR_LV

RAISE VOLTAGE BY CUSTOMER SERIAL REMOTE

1

NO

WX

GEN MW SIGNAL

12

BVX

13

BFX

14

GVX

15

BVX1

8

TCP-1-8-27-W108.2-

FTM108.2-K11-31/32/33

USE NO/NC FOR BRUSH AVR OR NO FOR GE AVR

TCP

24 VDC

TCP-1-8-28-W108.2-

FTM108.2-K12-34/35/36

ONLY ACTIVE WHEN IN REMOTE CONTROL (PULSE OUT). OPTIONAL

IN12

4-20S

TCP-1-6-12-W106.1-

FTM106.1-84/81/82

4-20 mA = 0-96 MW

BUS VOLTAGE (52G SYNCH)

IN

4-20S

TCP-1-1-3-

N101-13/14/15

50 Hz: 4-20 mA = 0-15 kVAC

BUS FREQUENCY (52G SYNCH)

IN

4-20S

TCP-1-1-4-

N101-17/18/19

GEN VOLTAGE

IN

4-20S

TCP-1-1-5-

N101-21/22/23

BUS VOLTAGE (52U SYNCH)

IN

4-20S

TCP-1-3-1-

N103-5/6/7

9 10 11 60 HZ: 4-20 mA = 55-65 Hz, 50 Hz: 4-20 mA = 45-55 Hz 60 HZ: 4-20 mA = 0-18 kVAC, 50 Hz: 4-20 mA = 0-15 kVAC OPT: UTILITY BREAKER SYNCH. 50 Hz: 4-20 mA = 0-240 kVAC OPT: UTILITY BREAKER SYNCH. 60 Hz: 4-20 mA = 55-65 Hz, 50 Hz: 4-20 mA = 45-55 Hz OPT: UTILITY BREAKER SYNCH. 50 Hz: 4-20 mA = 0-240 kVAC

16

BFX1

BUS FREQUENCY (52U SYNCH)

IN

4-20S

TCP-1-3-2-

N103-9/10/11

17

BVX2

UTILITY VOLTAGE

IN

4-20S

TCP-1-3-3-

N103-13/14/15

18

BFX2

UTILITY FREQUENCY

IN

4-20S

TCP-1-3-4-

N103-17/18/19

20

CHG_24VLO

LOW BATTERY VOLTAGE (24VDC)

IN

24 VDC

TCP-1-41-8-

N141-17

21

CHG_ACF

22

CHG_DCF

23

CHG_GF

BATTERY CHARGERS GROUND FAULT

0

NO

IN

24 VDC

TCP-1-41-9-

24

CHG_LO125

LOW BATTERY VOLTAGE (125VDC)

0

NO

IN

24 VDC

TCP-1-41-10-

N141-19

NSD

25

K1_VALVE

SHUTDOWN FUEL AND NOX SUPPRESSION

0

NO

IN

24 VDC

TCP-1-11-1-W111.1-

FTM111.1-1/25

ESN

26

K1_SHUTDWN

CRITICAL PATH SHUTDOWN

0

NO

IN

24 VDC

TCP-1-11-2-W111.1-

FTM111.1-2/26

ESN

27

SUMMARY_SD

OPT: UTILITY BREAKER SYNCH. 60 Hz: 4-20 mA = 55-65 Hz, 50 Hz: 4-20 mA = 45-55 Hz

19 0

NO

BATTERY CHARGERS FAILURE - AC

0

NO

IN

24 VDC

BATTERY CHARGERS FAILURE - DC

0

NO

IN

24 VDC

DM

TCP-1-41-7-

N141-16

X

TCP-1-41-6-

N141-15

X

N141-18

X

SUMMARY CRITICAL SHUTDOWN

0

NO

TCP

24 VDC

TCP-1-11-9-W111.1-

FTM111.1-K9-75/76/77

29

DSM_LA

LOWER XNSD SPEED

1

NO

IN

24 VDC

TCP-1-42-11-

N142-20

30

DSM_RA

RAISE XNSD SPEED

1

NO

IN

24 VDC

TCP-1-42-10-

N142-19

ES3

LOCAL EMERGENCY STOP

0

NC

IN

24 VDC

TCP-1-40-14-

N140-23

ESN

ES1_2_10_3

REMOTE EMERGENCY STOP

0

NC

IN

24 VDC

TCP-1-40-15-

N140-24

ESN

HORN

HORN

1

NO

TCP

24 VDC

TCP-1-8-14-W108.1-

FTM108.1-K14-40/41/42

OPT: 125VDC BATTERY

28 ONLY ACTIVE WHEN DSM ENABLED ONLY ACTIVE WHEN DSM ENABLED

31 32 33 34

ESTR-1,2,10/ESGR3

35 36 37 NC

IN

24 VDC

TCP-1-42-2-

N142-11

IGPS FAULT ALARM

0

NC

IN

24 VDC

TCP-1-42-3-

N142-12

40

IGPS_MF

IGPS FAILURE

0

NO

IN

24 VDC

TCP-1-42-4-

N142-13

41

38

IGPS_PSA

IGPS_52GT

IGPS POWER SUPPLY ALARM

1

NC

IN

24 VDC

TCP-1-42-5-

N142-14

43

K229

GEN BREAKER CLOSED

24 VDC

TCP-1-11-18-W111.1-

FTM111.1-18/42

44

K230

GEN BREAKER OPEN

1

NO

IN

24 VDC

TCP-1-42-12-

N142-21

45

K231

BUS/UTILITY BREAKER CLOSED

1

NO

IN

24 VDC

TCP-1-42-15-

N142-24

46

K232

BUS/UTILITY BREAKER OPEN

1

NO

IN

24 VDC

TCP-1-42-14-

N142-23

47

K28

FTM108.2-K15A/B-43/44/45-48/47/46

48

K5_K115

SYSTEM RESET (VIB/ESD BUS)

49

K230_K232

ISOCH/DROOP CONTROL

50

K85_K85A

CIRCUIT BREAKER CONTROL

51

LRS

LOCAL/ REMOTE CONTROL SELECTION

39

IGPS_FA

IGPS 52G TRIP

0

X X NSD X

42

SYNCHRONIZER ENABLE

1/0

NO

IN

1 = CLOSED, 0 = OPEN

1#

NO

TCP

24 VDC

TCP-1-8-31-W108.2-

1

NO

TCP

24 VDC

TCP-1-8-20-W108.2-

1/0

NO

IN

24 VDC

TCP-1-11-4-W111.1-

FTM111.1-4/28

1 = ISOC, 0 = DROOP

1/0#

NO

TCP

24 VDC

TCP-1-8-15-W108.1-

FTM108.1-K15A/B-43/44/45-48/47/46

1 = BREAKER CLOSE PERMISSIVE, 0 = TRIP BREAKER

1/0

NO

IN

24 VDC

TCP-1-40-16-

N140-25

1 = REMOTE, 0 = LOCAL

FTM108.2-K4-10/11/12

52 53

DC_STRTR1

GEN/GB EMERGENCY DC LUBE OIL PUMP CNTRL IN AUTO

1

NO

IN

24 VDC

TCP-1-41-5-

N141-14

54

MCC_DEV27

LOSS OF MCC POWER SUPPLY

0

NO

IN

24 VDC

TCP-1-41-16-

N141-25

55

CUST_DCLOS

LOSS OF DC POWER ON SYSTEM (CUSTOMER)

1

NC

IN

24 VDC

TCP-1-42-16-

N142-25

X

56

RGF

GEN ROTOR GROUND FAULT

N143-10

X

57

SS_K100-102

AUTO/MANUAL SYNC

1/0

NO

IN

24 VDC

TCP-1-42-7-

N142-16

58

SSW1_2

TURB EXTERNAL OVERSPEED

0

NO

IN

24 VDC

TCP-1-11-3-W111.1-

FTM111.1-3/27

59

TSS_STOP

LOCAL NORMAL STOP

1

NO

IN

24 VDC

TCP-1-41-12-

N141-21

60

TSS_START

LOCAL START

1

NO

IN

24 VDC

TCP-1-41-11-

N141-20

62

VIB_MON_HP

INHIBIT VIB MON BELOW HP IDLE

1

NO

TCP

CONTACT

TCP-1-8-17-W108.2-

FTM108.2-K1-1/2/3

63

VIB_MON_LP

INHIBIT VIB MON BELOW LP IDLE

1

NO

TCP

CONTACT

TCP-1-8-18-W108.2-

FTM108.2-K2-4/5/6

NO

TCP

CONTACT

TCP-1-8-19-W108.2-

FTM108.2-K3-7/8/9

0

NC

IN

24 VDC

TCP-1-43-1-

X

ESN

OPT: 50 Hz. MOT-0034

ESN OPTIONAL 1 = AUTO, 0 = MANUAL. K102 USED FOR UTILITY SYNCH OPTION ONLY ESN

61

64

VIB_MON_TM

65

VIB_SYS_MF

VIBRATION SYSTEM MALFUNCTION

0

NO

IN

24 VDC

TCP-1-40-12-

N140-21

X

66

VIB_SYS_SA

VIBRATION SUMMARY ALARM

VIBRATION SYSTEM TRIP MULTIPLY

0

1

NO

IN

24 VDC

TCP-1-40-10-

N140-19

X

ACTIVATE => 1000 XNSD SPEED < 3590 & N25SEL < N25MAX

67

VIB_SYS_SD

VIBRATION SUMMARY SHUTDOWN

0

NO

IN

24 VDC

TCP-1-40-11-

N140-20

SI

68 69

NOTES 1. IF UNIT IS RUNNING: OUTPUT = 1 AND LATCH, WHEN XNSD > 3060 RPM. OUTPUT = 0 AND UNLATCH, WHEN XNSD SPEED < 3240 RPM IF FLSO OR FSWM OR STOPPING AND GENERATOR BREAKER OPEN. OUTPUT = 1 IF SYNCHRONOUS CONDENSOR MODE ACTIVE.


DATE:

REVISION LIST A

ORIGINAL ISSUE

B

11/9/2009

07/28/10-ATFL Added ESN to K1_VALVE and DC_STRTR1 / NEUMUESC

====== END ======


CAUSE AND EFFECT MATRIX MISCELLANEOUS




CAUSE AND EFFECT MATRIX CUSTOMER INTERFACE

SITE: Pakistan



LINE

REV

TAG NO.

1

CUST_MWSP

2

PROCESS DESCRIPTION

ACTIVE SIGNAL

SWITCH WIRED

MW TO UTILITY FOR MW CONTROL (CUSTOMER)

IN/OUT

TYPE



RANGE LOW (English)




ENGLISH UNIT

RANGE LOW (Metric)

RANGE HIGH (Metric)

LIMIT DECR (Metric)

LIMIT INCR (Metric)

METRIC UNIT

IN

4-20S

TCP-1-1-6-

N101-25/26/27

0.0

60.0

-2.0

56.0

MW

0.0

60.0

-2.0

56.0

MW

ACTION

NOTE

ALARM

ALM DLY (S)

SHUT DOWN


CRANK PERM.

MOTORS

HEATERS

VALVES

COMMENTS

OPT: CUSTOMER MW TO UTILITY CONTROL. 4-20 mA = 0-60 MW

CUST_MWEN

ENABLE MEGAWATT CONTROL (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-1-

N140-10

OPT: CUSTOMER MW CONTROL

4

SAS_CUST_R

RAISE XNSD SPEED (MANUAL)

1

NO

IN

24 VDC

TCP-1-42-8-

N142-17

INHIBITED WHEN DSM ENABLED

5

SAS_CUST_L

LOWER XNSD SPEED (MANUAL)

1

NO

IN

24 VDC

TCP-1-42-9-

N142-18

INHIBITED WHEN DSM ENABLED

CUST_SCLK

SYNC CONTROL CLOCK (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-5-

N140-14

OPTIONAL

3

6 7 8 9

CHW_STPERM

PERMISSIVE START (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-2-

N140-11

10

CHW_RESET

RESET (AL / NLO SD ONLY) (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-3-

N140-12

11

CHW_86TRIP

86 TRIP (CUSTOMER)

0

NC

IN

24 VDC

TCP-1-11-8-W111.1-

FTM111.1-8/32

OPTIONAL

12

BUT_86TRIP

BUS/UTILITY 86 TRIP (CUSTOMER)

0

NC

IN

24 VDC

TCP-1-40-4-

N140-13

13

GEN_BKR_FL

GEN BREAKER FAILURE (CUSTOMER)

0

NC

IN

24 VDC

TCP-1-11-9-W111.1-

FTM111.1-9/33

14

CHW_R_STRT

REMOTE START (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-6-

N140-15

OPTIONAL

15

CHW_R_STP

REMOTE NORMAL STOP (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-7-

N140-16

OPTIONAL

16

CHW_ACK

ALARM ACKNOWLEDGE (CUSTOMER)

1

NO

IN

24 VDC

TCP-1-40-8-

N140-17

18

CUST_T2

TURBINE INLET TEMP (T2 AVERAGE)

OUT1

4-20S

TCP-1-7-13-W107.1-

FTM107.1-2/1/3

-40.0

120.0

-40.0

48.9

OPTIONAL

19

CUST_T1

AIR FILTER INLET TEMP (T1)

OUT2

4-20S

TCP-1-7-14-W107.1-

FTM107.1-5/4/6

-40.0

120.0

-40.0

48.9

OPTIONAL

CUST_SD

TURB-GEN SUMMARY SHUTDOWN (CUSTOMER)

0

NO

CUSTOMER

CONTACT

TCP-1-8-1-W108.1-

FTM108.1-K1-1/2/3

OPTIONAL

CUST_MOT

PAC MOTOR START

1

NO

IN

24 VDC

TCP-1-40-9

N140-18

OPT: CUSTOMER 20.5MW PAC MOTOR STARTED

OPTIONAL ES X

OPTIONAL ES

CUSTOMER'S ZONE CLEAR SIGNAL. OPTIONAL

OPTIONAL

17

20 21 22 23 24 25

NOTES


A

DATE: 07/28/10-ATFL


====== END ======


CAUSE AND EFFECT MATRIX CUSTOMER INTERFACE



CUSTOMER: Lotte Pakistan PTA Limited SITE: Pakistan

CAUSE AND EFFECT MATRIX LEGEND


LINE 1


REV SHUTDOWN / CONTROL ACTION

2

THE FOLLOWING ALARM AND SHUTDOWN TYPES GIVE BOTH AUDIO AND VISUAL INDICATION OF A FAULT CONDITION ON THE TURBINE CONTROL PANEL (Old Naming Convention Shown In Parenthesis)

3 4 5

ALM (ALARM) - ALM-NS This gives an audio and visual indication of a fault condition only. This is not a shutdown condition. Some ALMs are classified as an NS (No-Start) alarm. An NS alarm allows the unit to continue running. However, once the unit is stopped, the NS alarm condition must be reset before the unit can be started again.

6 7 8 9 10

ESN (FSLO) - Emergency Stop No motoring (Fast Stop Lock-Out) Immediately shutdown the unit by shutting off fuel, water / steam and trip the breaker. When N25 (HP shaft) coasts down below 300 RPM and if the T48 temperature is above 1150 degrees F (621 degrees C) then a 4-hour lockout will be initiated after a 10 minute delay. The 4-hour lockout can be avoided if the ESN condition can be reset and a turbine crank initiated within the 10 minute delay period. A 15 minute crank cycle must complete to reset the 10 minute delay timer. If the crank cycle is interrupted, causing N25 to coast below 300 RPM, and if the high T48 temperature persists, then a 4-hour lockout period is initiated.

11 12 13 14 15 16 17

ES (FSWM) - Emergency Stop (Fast Stop With Motoring) Immediately shutdown the unit by shutting off fuel, water / steam and trip the breaker. When N25 (HP shaft) coasts down to 1700 RPM, engage starter and crank for 15 minutes.

18 19 20 21

SI (SDTI) - Step to Idle (Step Decel To Idle) Immediately step the megawatt load to minimum. The breaker will open upon minimum load. If the SI condition cannot be reset within 10 seconds then a normal stop without motoring occurs.

22 23 24 25

DM (SML) - Decelerate to Minimum load (Slow to Minimum Load) Fast load shed within 20 seconds (Decel rate at 9 RPM/Sec). If the DM condition cannot be reset within 5 minutes then an NSD occurs.

26 27 28

NSD (CDLO) - Normal ShutDown (CoolDown LockOut) Shed load and water / steam at the normal stop rate of 0.75 RPM/Sec. Open breaker when minimum load is achieved. Idle at synchronous speed for 5 minutes maximum to cool down unit and then shut off fuel, water / steam. When N25 (HP shaft) coasts down to 1700 RPM, engage starter and crank for 15 minutes. If the NSD condition can be reset within the shutdown period, then the NSD shutdown is aborted.

29 30 31 32 33 34 35 36

ACTION ABBREVIATIONS

37

AL - Alarm Low ALL - Alarm Low Low AH - Alarm High AHH - Alarm High High HD - High Difference SFL/SFH - Signal Fail Low / Signal Fail High

38 39 40 41 42 43 44 45

A


DATE 07/28/10-ATFL

====== END ======


CAUSE AND EFFECT MATRIX LEGEND


Tab C

LM6000 Gas Turbine - Generator Package Familiarization Training

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