Overspeed - Ods (Ops) by Rn_off

OVER SP OVER SPEED EED DETECTI DETECTION ON and prot prote ecti ction on Dr. [email protected] Imagination at work.

INTRODUCTION

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1.

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Relative Size of Average Loss for Ten Equipment Groups – Data incl include ude al alll industr industries ies (… (…) 35% 30% 25% 20% 15% 10% 5% 0%


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Consequences Conseque nces of mi mist sta ake kes s in ODS / OPS fu fun nct ctiional aliity

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Trains with

STEAM TUR URB BINES

Relative Size of Average Cost of the Seven Most Common Cases of Stem Turbine Damage (…) 20% 18% 16% 14% 12% 10% 8% 6% 4% 2% 0%

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Relative Size of Average Loss for the Five Most Common Cases of Stem Turbine Damage (…) 60%

50%

40%

30%

20%

10%

0%

OVERSPEED

FATIGUE, CORROSION, STRESS


WATER INDUCTION

EXCESSIVE VIBRATIONS

LOOSENING OF UNDETERMINED PARTS

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From: Turbine Overspeed Trip Modernization Requirements and Implementation Guidance 1013461: Final Report, November 2006 EPRI Project Manager: R. Torok The associated losses on a large steamturbine, combined with the value of the lost power generation have been estimated at

well over $100 million. Clearly, reducing the likelihood of an uncontrolled and catastrophic overspeedevent is essential.


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A big unit : 600 MW Ver. 2015-10-16 [email protected]  :08:30

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ESKOM / South Africa …600 MW unit - happened at Duhva

As a result the turbine spun faster and faster. The rotational speed increased too quickly for anything to be done before the enormous machine burst with a tremendous explosion, with debris scattering in all directions. The explosion ripped off several steel plates in the roof of the turbine hall. Pieces of shrapnel made hundreds of holes in the remainder of the 30-metre-high roof.


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But almost worse than the monetary damage is the loss of 600MW in generating capacity for more than a year.

{In fact it took 18 months }


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Mid size TG Ver. 2015-10-16 [email protected]  :08:30

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A case from PHILIPPINES Runaway incident in a geothermal plant (the unit has rated speed 3600 RPM)


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INDUSTRIAL TGs Ver. 2015-10-16 [email protected]  :08:30

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Industrial Turbines


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Industrial Turbines


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Trains with

HYDRO TURBINES

Failure of RPMControl +Lack of ODS


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Root causes . A failure of the Electro-Hydraulic governor as well as failure of the emergency closing valve Ver. 2015-10-16 [email protected]  :08:30

The Sanjay Bhabha Hydro Project (Sanjay) is having 3x40mw Pelton turbine. Head is 887.2 meter, speed is 500 rpm.

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During run away speed, one of the rotor bolt got loose and fell down in the air gap between stator and rotor.

Due to this, the complete stator winding as well-as rotorpoles got damaged. The machine was shut down for more than three months for repair. Ver. 2015-10-16 [email protected]  :08:30

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OVER SPEED

RADIAL BEARINGS OOO

BROKEN SHAFT

GEN SHAFT (~2T) EXCITER

25m

15m

THRUST BEARING


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Trains with

WIND TURBINES


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Variable Speed

Fixed Speed Variable Pitch SYNCHRONOUS GENERATOR Blades Pitch Control

Sensor


Fixed Pitch ASYNCHRONOUS Blades GENERATOR Variable Voltage and Frequency

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The burned nacelle.

Root causes . Pitch system. Due to mechanical/ electrical problems with the pitch system the turbine went overspeed. Oil from a broken component was ignited when the oil hit the disk brake which due to overspeed wasactivated. Dama ged part s . Nacelle, at least one blade, upper section of the tower. Estimated costs. 800.000Euro. Plus business interruption. Ver. 2015-10-16 [email protected]  :08:30

Notice the nosecone. Due to the overspeed an implosion have occurred. Subject:ODS / OPS

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, s e d a l b . 3 n , i o ) e t l a b d a r n i u a f p o , e r r ( e e l l w o e c t e a h N t . f s o t r n a o p i t d c e e g s a r e m p a p D u

Root causes . Pitch system. Due to problems with the control system of the pitch system the turbine went overspeed. Estimated costs. 600.000 Euro. Plus business interruption. Ver. 2015-10-16 [email protected]  :08:30

Notice the cracks in the foundation and damaged upper tower section.

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y e l l m l l o a r e c t f o r a t e n e s w a h o t t w t e n i . e h d d t h e n y n u W o o . o r r t s s k e g s r d e e d a l a h t m b o e e t h h t t d e f h e c o i t e s o n a r N o c Ver. 2015-10-16 [email protected]

Root causes . Bad workmanship. Pitch system. Due to human interference with the control system of the pitch systemthe turbine went overspeed.During this one of the blades hit the tower and the whole nacelle broke loose and fell to the ground.

Damaged part s . Nacelle, 3 blades, upper section of the tower. interruption. Estimated costs. 1.300.000Euro. Plus business Subject:ODS / OPS Page: 38  :08:30


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Trains with

A TURBOEXPANDER

TURBOEXPANDER

AXIAL COMPRESSOR


GEARBOX

MOTOR / GENERATOR

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TURBO-EXPANDER


STEAMTURBINE

AXIAL COMPRESSOR

GENERATOR

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TURBO-EKSPANDER


AXIAL COMPRESSOR

STEAM TURBINE

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TURBO-EKSPANDER

MOTOR / GENERATOR


AXIAL COMPRESSOR

STEAM TURBINE

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TURBO-EXPANDER FAILURE


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Fire- Kawasaki, J apan $41,000,000 Kawasaki refinery is one of the largest refining facilities in Japan . It has the country's largest FCC

(fluid catalytic cracker) unit.


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Fire- Kawasaki, J apan $41,000,000 The mechanical failure of a flue gas turbine expander and subsequent fire originating in an 86,000 barrels-perday FCC unit occurred at this 220,000 barrels-per-day refinery. As a result of this incident, the flue gas turbine expander on the FCC regenerator was completely destroyed while adjacent product pipe racks, a FCC heater, a vacuum unit heater, and process equipment on multilevel decks were significantly damaged. Ver. 2015-10-16 [email protected]  :08:30

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Fire- Kawasaki, J apan $41,000,000 Reportedly, control valve problems had developed with the position controller for the flue gas turbine expander, which generated electric power for the public utility grid using flue gas exhaust from the FCC regenerator. Refinery personnel were conducting on-line maintenance when the turbine expander went into an overspeed condition and subsequently failed. Metal fragments from the turbine expander failure damaged nearby process equipment and product pipe racks, including the puncture of several product lines. The hydrocarbon liquid released from the product lines was subsequently ignited, resulting in a fire. Ver. 2015-10-16 [email protected]  :08:30

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Fire- Kawasaki, J apan $41,000,000 Firefighters from the refinery fire brigade and local fire department worked for approximately eight hours using foam and cooling water hose streams to extinguish the fire. Additionally, the extensive useof remotely operated isolation valves by refinery personnel greatly limited the amount of hydrocarbon liquid released during the firefighting effort. The refinery was shut down for approximately three months while the repairs to the damaged heaters, pipe racks, and process equipment were completed. Additionally, the destroyed flue gas turbine expander was not replaced. The business interruption loss associated with this incident is estimated at ~$40,000,000. Ver. 2015-10-16 [email protected]  :08:30

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Trains with

DIESEL ENGINES

Interna nternall combusti combustion on engines, whether fueled by gasoline gasoli ne,, diese diesel, l, propane, propane, natur natural al gas, or other fuels, can act as igniti ignition on sources. sources. Examples incl include: ude: I.

Stationary engines such as compressors, generators and pumps.

II.. II

Mobil ile e equip ipm ment or transport transports s such as vans, trucks, locomotives, locomotives, forklifts, forkli fts, cranes, cranes, well servicing equipment equipment,, drilling drilling rigs, rigs, exc excavators, avators, portable port able generator generators s and welding welding trucks. trucks.

III. II I.

Contr tra acto tor r ve vehic icle les s and motorized equipment.

IV.. IV

Emerg rge ency re resp spon onse se ve vehic hicle les s such as fire engines and ambulances.

V.

Vehicle-m -mo ounte ted d engin ine es on vacuum trucks, tanker trucks and waste haulers.

VI.

Small po porta rtab ble en engin ine es such as mowers, blowers, generators, includes s hand tool tools s unrelated compressors, welders and pumps. This include to a process, process, such as chain saws, brought in by contractors. contractors.


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Internal com combustion bustion engines engines require require a specific specific fueltoair rati ratio o to work prop prope erl rly y •

•

•

•

Air enters enters the the engine enginethroug through h the intake intake that leads to the combusti combustion on chamb chambers ers (cyli (cylinde nderrs) s).. If employ ploye ers allow allow inte internal rnal com combus bustion tion engines engines in areas where where flam flamm mable vapor apors s or gases ex exist ist,, then then the vapors and and gases gases can enter enter the the cy cylilinde nderrs of the engine engine along with the the air air.. Additional Ad ditional fl flam amm mable material material in the cyli cylind nde ers prov provide ides s an ex external fuel fuel source and incre increase ases s the fue fuell-toto-air air rati ra tio o in in the engine. engine. Chang hange es in the fuelfuel-toto-air air rati ratio o create create ignition hazards. Ver. 2015-10-16 [email protected]  : 08:30


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Basic ica all lly y, th the e more power you need, th the e big igg ger th the e engin ine e has to be. Earl rly y die ies sel engin ine es were le les ss th tha an 100 hors rse e power (hp) but to tod day th the e US is buil ild din ing g 6000 hp loc lo com omot otiv ive es. For a UK lo loc com omot otiv ive e of 3,300 hp (Cla las ss 58), eac ach h cyli lind nde er will pro rod duc uce e abou ab outt 200 hp hp,, an and d a mod ode ern engin ine e ca can n dou oub ble leth this is if th the e eng ngin ine e is turbocharged. Ver. 2015-10-16 [email protected]  : 08:30


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Three workers were killed and four injured in a fire resulting from a runaway diesel engine. Ver. 2015-10-16 [email protected]  :08:30

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an idling diesel pickup tr uck w as the most likely ignit ion point

killed 15 and injured nearly 200 Houses damaged as far as ¾ of a mile away

Losings: 1,6 B$ Ver. 2015-10-16 [email protected]  :08:30

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IN-SITU MACHINING CRUISESHIP CRANKSHAFT AFTERMAJ OR CASUALTY A Sulzer 8ZAL 40S Diesel engine aboard a cruise vessel suffered severe mechanical damage during an engine overspeed resulting in a broken counterweight stud, and severe damage to crankpin #3 and damage to crankpin #1 as well as major damage to the block.

Engine Output: 5,8 MW RPM: 514 RPM Ver. 2015-10-16 [email protected]  :08:30

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3.8MM DEEP DAMAGE TO CRANKPIN #3


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BROKENCOUNTER- WEIGHT STUDAND MATING SURFACE DAMAGE CRANKPIN #3


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BEARING MATERIAL WELDED TO J OURNAL SURFACE ON CRANKPIN #1


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Gas from DEEPWATER HORIZON blowout reached one of the enginegenerator rooms. The engine ingested gas from the blowout and went into overspeed, blowing out everything from bulbs to critical computer equipment. The two operators in the engine control room did not have „authority”from „above”to shut them down (the engines were not equipped w/ built in air damper shutoffs in the air intake manifolds). The operators’ attempts to shut down would have NO EFFECT if theycouldnot stopthemethanegasor air supply. The 1st engine exploded, killing these 2 operators instantly and wiping out several electrical and hydraulic systems needed to activatetheblowout preventer later. Ver. 2015-10-16 [email protected]  :08:31

………..

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FATALITIES #1 Ver. 2015-10-16 [email protected]  :08:31

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OVERSPEED STANDARDS #3 Ver. 2015-10-16 [email protected]  :08:31

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API Standard 612: Petroleum, Petrochemical, and Natural Gas

Industries—Steam Turbines—Special-purpose Applications SEVENTH EDITION | AUGUST 2014 | 146 PAGES | $220.00 | PRODUCT NO. C61207 PROTECTION DEVICE

API Standard 670:Machinery Protection Systems FIFTH EDITION | NOVEMBER2014 | 244 PAGES | $195.00| PRODUCTNO. C67005 Ver. 2015-10-16 [email protected]  :08:31

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Relevant Dimensions for Overspeed Sensor and Multitooth Speed Sensing Surface Application Considerations


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Precision-machined Overspeed Sensing Surface


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BENTLY NEVADA

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BENTLY NEVADA from history …


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BENTLY NEVADA

NOWADAYS …


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EXAMPLESof the ADAPT.ESD APPLICATION #5 Ver. 2015-10-16 [email protected]  :08:31

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Signals to ESD of the aggregate Signals FROMXdcers of the ODS of TURBO-EXPANDER

TURBO-EKSPANDER Ver. 2015-10-16 [email protected]  :08:31

AXIAL COMPRESSOR

STEAMTURBINE Subject:ODS / OPS

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Signals to ESD of the aggregates (÷6)


f o S D s O e s r t e a c g u e r d s g n g a a r r a t l u m c i o t r r f s a l a p n g i S Subject:ODS / OPS

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BINARY SIGNALSfrom the monitoring and protection system of the mechanical integrity

Signals to ESD

BINARY and ANALOG SIGNALS from the DCS for the ANTYSURGEprotection BINARY SIGNALSfrom the DCS for PROCESSPROTECTION Signals from ODS Xdcers

COMPRESSOR TURBINE Ver. 2015-10-16 [email protected]  :08:31

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GOVERNORS #6 Ver. 2015-10-16 [email protected]  :08:31

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MECHANICAL GOVERNORS

FLYBALL CENTRIFUGAL GOVERNOR The figureshows probably the oldest form of engine governor, namely the ‘flyball’ centrifugal type, used originally on steam and gas engines. It consists of a pair of heavy balls held by a link mechanism which is driven by the engine. As the engine rotates, the balls are thrown outwards by centrifugal force against the normal restoring force of gravity. There is no amplifier in this case. As the When the engine is at rest there is no centrifugal force, and the balls hang in balls move outwards they the position shown in Figure (a); the fuel valve is then wide open. When fuel or raise a sleeve which, by a steam is admitted the engine starts with a full fuel charge and accelerates. The suitable linkage, operates to balls move outwards, raising the sleeve, and gradually close the valve until the reduce the opening of the steam or fuel charge just balances the engine load, at which point the speed steam or fuel inlet, shown here settles down to a steady value, as shown in Figure (b). The level at which it for simplicity as a butterfly settles depends on the set-point. This can be adjusted in various ways: in Figure it is by adjusting the link between the governor and fuel valve. valve. Lengthening it opens the valve wider and so raises the set speed; shortening it has the opposite effect. Ver. 2015-10-16 [email protected]  :08:31

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FLYBALL CENTRIFUGAL GOVERNOR The steady-running condition is shown in Figure (a), which is a repeat of Figure (b)from the previous slide. Once the speed has settled at its set value, any variations of speed without change of load are closely controlled. An increase causes the balls to move outwards, so closing the valve a little and reducing fuel to check the increase (see Figure (b)). When the speed has returned to its set value the valve is once again in its former position. A similar effect will occur, but in the opposite direction, for any momentary drop in speed. Ver. 2015-10-16 [email protected]  :08:31

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Sources of error in a mechanical governor () EFFECT OF SPEED AND LOAD CHANGES a) backlash, friction and wear in the flyball and connecting linkages {The error is likely to become worse as wear takes place with the increased life and usage of the engine }

b) time-lag in the flyball mechanism (i.e. inertia time to take up new position) c) time-lag in the amplifier, if fitted d) firing stroke delay (diesel engines only) {The error occurs only with diesel engines and is due to the next cylinder not necessarily being ready to fire at the moment the governor calls for increased (or decreased) speed.}

e) non-linearity of the fuel rack or valve f) twist in the governor drive {The error may occur if the drive from the engine shaft to the governor is not solid - for example if the drive is taken from the gearbox. This may produce lag or even oscillations.}

g) inertia of the rotating parts Ver. 2015-10-16 [email protected]  :08:31

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MODERN MECHANICAL GOVERNORS The flyball system as presented before is now seldom used. Instead there are rotating weights on the governor shaft, controlled by springs instead of by gravity. This system, however, is still a centrifugal one, and the displacement of the weights still actuates the fuel valve or rack. Instead of the direct linkage (as presented before), most modern mechanical governors use a hydraulic linkage, which is more positive in its action and less liable to backlash and wear. Oil pressure is obtained from a pump driven by the engine or from an auxiliary motor-driven pump, and it fails safe by causing the fuel valve to close if oil pressure fails. The hydraulic system acts as the ‘amplifier’ between the speed sensor and the fuel valve. It operates the valve by a hydraulic actuator, which converts the governor signal into a hydraulic thrust. Ver. 2015-10-16 [email protected]  :08:31

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ELECTRONIC GOVERNORS

ELECTRONIC GOVERNORS Because of the unavoidable errors, including the large inherent droop, of mechanical governors an entirely new type was developed and is now in general use throughout all platforms and most shore installations. This is the ‘electronic governor’, and those which are found on most platforms are of the ‘Woodward’, ‘Speedtronic’ or ‘Rustronic’ type. It must be emphasised, however, that the governing principles set out in block form in MECHANICAL GOVERNOR apply just as much to an electronic governor as to a mechanical one.


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ELECTRONIC GOVERNORS In an electronic governor all linkages, except the final actuator stage, are electrical and therefore not subject to backlash or wear. Consequently a much greater accuracy can be achieved, and a droop of ½% (as compared with 4% for a mechanical governor) is not unusual. Moreover, because of lack of wear, an electronic governor is very consistent in its performance. One essential difference of detail is that speed is sensed by an inductor-type tacho-generator consisting of an iron toothed wheel rotating past fixed coils. The varying flux as the teeth pass the coils induces in them an emf at a frequency directly proportional to the speed. The other main difference is that the former mechanical or hydraulic linkage is replaced by simple electrical connections; these have no backlash and are not subject to friction or wear. Ver. 2015-10-16 [email protected]  :08:31

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ELECTRONIC GOVERNORS The varying-frequency signal is processed and amplified by electronic circuits, and also mixed with certain other signals, to give an electrical output signal representative of the fuel input required. It is converted to a hydraulic signal through a pilot solenoid valve in an electrohydraulic actuator. This is, in effect, a further amplifying stage, and the actuator drives the liquid fuel or fuel-gas valve. The hydraulic oil pressure is derived from an engine-driven pump when the set is running, and from an auxiliary pump when it is at rest or running slowly.


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ESSENTIAL ELEMENTS OF AN ELECTROHYDRAULIC GOVERNOR


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TYPICAL SINGLE SHAFT GAS TURBINE GOVERNOR


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TYPICAL TWO SHAFT TURBINE SPEED CONTROL (ELECTROHYDRAULIC LOOP)


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An example of OTHERS

Schematic Diagramof a Torpedo, showing flow of air to operating mechanisms


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Schematic Diagramof a Torpedo, showing flow of air to operating mechanisms


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Trains with

STEAM TURBINES

Throttle governing In throttle governing the pressure of steam is reduced at the turbine entry thereby decreasing the availability of energy. In this method steam is allowed to pass through a restricted passage thereby reducing its pressure across the governing valve. The flow rate is controlled using a partially opened steam control valve. The reduction in pressure leads to a throttling process in which the enthalpy of steamremains constant. small turbines


big turbines

bypass governor

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STEAM TURBINE Overspeed protection should be a combination of the following:



Proper functioning of mechanical or electronic overspeed trip mechanisms and system Positive closing of the main steam and control valves Positive closing of the reheat inlet valves



Proper functioning of the extraction system non-return valves



Proper functioning of the reverse power trip on the generator.

 


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GAS TURBINES We have GE gas turbines Frame 9E controlled by mark IV control system. The over-speed protection is provided by 3 speed pick-ups and mechanical over speed bolt. In the last period, this bolt is causing many problems and tripping for the units. We are requested by our managers to bypass (cancel) this bolt and provide a new set of speed sensors as a redundant protection.


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GAS TURBINES Gas turbine generator sets, in particular those with aeroderivative gas turbines, are sensitive to electrical fault events that can damage the gas turbine. In many cases, mechanical protection, e.g. using a torque limiting coupling, is not possible because of overspeeding of the turbine after release of the coupling. A new method for the protection of gas turbines against overtorques and overspeed has been developed. The overspeed limitation is achieved through the incorporation of a hydrodynamic coupling in the drive train; this acts as a brake and reduces overspeeding. When a gas turbine is disconnected mechanically from the workload and inertia of the generator, its speed will increase momentarily. The Ver. 2015-10-16 [email protected]  :08:31

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Schematic of a mechanical-hydraulic governor for a hydro turbine


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Trains with

GAS TURBINES

GENERATOR SPEED CONTROL All a.c. generators must run as nearly as possible at constant speed in order that the frequency of the generator’s output voltage is held within close limits to the nominal, which on most platforms is 60Hz and on most shore establishments 50Hz. This applies to both gas-turbine and diesel-driven sets. The device which achieves this is called a ‘governor


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Trains with

HYDRO TURBINES


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Trains with

DIESEL ENGINES


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Speed Governor Installed on Four Stroke Diesel Engine


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Layout of the electronic speed governor


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Protection of DIESEL ENGINES GE Oil &Gas - Air Shut-Off Safety Devices for Diesel Engines

..

A RigSaver as above could have prevented the DEEPWATER HORIZON blowout catastrophe!


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OVER SPEED DETECTION and protection Dr. [email protected] Imagination at work.


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Overspeed - Ods (Ops) by Rn_off

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