C-Plant VFSS LCI Controls Upgrade SOO 09112024.docx

Statement of Objectives (SOO) C-Plant VFSS/LCI Controls Upgrade

1. Program Objectives It is the intent of AEDC-Arnold AFB to replace obsolete components on our eighteen (18) ABB MEGADRIVE-LCI drives, commonly referred to as Variable Frequency Starting Systems (VFSS’s), with components that have current manufacturer technical and maintenance support.

The minimum success criteria for each system are described in the attached performance parameters.

2. Contract Objectives At a minimum, the contract shall define the following:

2.1. Work to-be Performed:

Specific, performance-based, quantitative terms of the work to-be-done, in the form of a Statement of Work (SOW), to satisfy the requirement in accordance with (IAW) Attachment 1 – SOO Performance Parameters.

Design of systems shall be performed and stamped by a licensed professional engineer. Design work shall be supervised by an engineer conversant with the requirements of NFPA 70

2.2. Milestones:

Planned, significant events scheduled to occur at specific times in performance of the SOW.

2.3. Data Deliverables:

Data deliverables shall at a minimum include the following:

2.3.1 Project management plans include, but are not limited to, project cost estimates, work execution plans and schedules, manufacturing plans, and risk mitigation approaches (covering cost, schedule, and technical aspects).

2.3.2. A written summary of all software changes.

2.3.3. Modbus mapping of network addressable parameters and any changes to the existing Modbus mapping that could require AEDC-Arnold AFB to alter their interface to the MEGADRIVE-LCI units.

2.3.4 Modeling and Simulation (M&S): Development and testing results of MEGADRIVE-LCI co-simulation techniques.

2.3.5 Non-Destructive Examination (NDE) results, performance test reports, and repair reports.

2.3.6 Guaranteed participation of AEDC-Arnold AFB to Factory Acceptance Test (FAT).

2.3.7. Digital copy of any configuration settings and/or files that AEDC-Arnold AFB may be required to reproduce, utilize, or implement in the future.

2.3.8. Drawings: Digital and hard copy for the design, demolition, installation, and as-built stage.

2.3.9. Commissioning plan for requirements Validation and Verification (V&V).

2.3.10. Digital and hard copy of Operational and Maintenance Manual and Instructions (O&M) for each VFSS/MEGADRIVE-LCI unit.

2.3.11 Reliability, Availability, and Maintainability (RAM): RAM documents include, but are not limited to, Failure Modes and Effects Analysis (FMEA), maintenance and reliability plans, life cycle support plans, lifting and access plans, repair plans for expected failures, recommended sensors for triplication, evaluations, recommendations for equipment redundancy, and recommended and furnished operational spare parts

2.3.12 Bill of Materials of all items being procured for this upgrade, including part numbers for future replacements, equipment specifications, and lead times for purchase of spares of the new materials. Identification of components that are deemed to be critical spares, including their configuration settings, as well as parts with lead times that exceed 1 month.

2.3.13. Hard copy of resources used for training to AEDC-Arnold AFB

2.4. Data Rights:

The Government shall receive Unlimited Data Rights to all technical data and reports (i.e., data deliverables) produced in performance of the SOW.

2.5. Training:

Contractor shall provide on-site orientation and training. Training will be recorded by the Government.

3. Quality Control Plan (QCP):

Development and maintenance of a quality control plan to ensure the requirement is met IAW the SOW. Development and implementation of procedures to meet milestones. Development and implementation of procedures to ensure appropriate corrective action is taken when milestones are not met.

4. Program Management Objective:

Allow offerors the maximum flexibility to innovatively manage schedule, performance, risks, warranties, subcontracts, and data so that it satisfies the user’s performance requirements (see Attachment 1 – SOO Performance Parameters). Clear government visibility into the schedule, performance, and risks shall be maintained. Facility background information is provided in Attachment 2 – Facility Background Information.

Attachments:

1. SOO Performance Parameters

2. Facility Background Information

Attachment 1 - SOO Performance Parameters

The following is a list of the critical performance parameters (PPs) required to meet the objective of the C-Plant VFSS/LCI Controls Upgrade requirement. All criteria shall be proven and documented to meet or exceed current system capabilities, unless the contractor has a compelling reason to do otherwise that is approved by the Government.

1. Evaluate and provide Mean Time Between Failures (MTBF) and Mean Time to Repair (MTTR) reports for the critical control hardware provided.

1.1.1. Original ABB SOW for the original ASTF Variable Frequency Starting System claimed a MTBF/h of 56,000 and a MTTR/h of 0.5 for the Converter (control parts).

1.1.2. Availability calculation based on Mean Time Between Failures and Mean Time to Repair evaluated to be 0.999910.

1.1.3. Reference Solicitation F40650-00-R-0010 or ABB Reference HK95-1021 Rev 0, Section 5.12.2 and 5.12.3

2. Evaluate and provide technical documentation regarding the parameters the control system utilizes during the startup of each motor based on the selected motor’s profile or category:

2.1. The existing system contains four profiles or categories that dictate the system’s response characteristics at startup for the following:

2.1.1. Airside Low-Stage (27,500 HP)

2.1.2. Airside High-Stage (52,500 HP)

2.1.3. Exhaust Low-Stage (27,500 HP)

2.1.4. Exhaust High-Stage (44,000 HP)

2.2. Provide technical documentation of proposed parameters that characterize the control process for the motor’s starting category or profile.

2.3. Provide technical documentation of proposed parameters that are contained within the upgrade to protect the motor and/or starting system based on the motor’s starting category or profile.

2.4. Provide simulated results of motor startup, loading, synchronization, and response using the proposed parameters.

3. Upgrades shall maintain or exceed power ratings of 30 MW starting power and 20 MW continuous operation.

4. Upgrades shall maintain ability to exceed 3600 RPMs to facilitate synchronization with the run bus if needed.

5. Local Control panel shall maintain capability to start, stop, and switch the auxiliary deionized water pump operating.

6. During the automatic starting cycle, the controls shall assume command of all control functions including the voltage, current, speed, frequency, power, and control of field excitation.

6.1. Control of motor shall reside with the starting system until the motor is fully synchronized and running normally on the motor’s associated run bus.

7. Capability to start motors anywhere from between -400 RPMs to 300 RPMs and 420 RPMs to 3600 RPMs. Comment by VELAZQUEZ, ALBERT JR CIV USAF AFMC AEDC/TDX 804 TSS/TSSS: Is this possible? Negative RPMs? Comment by BEARDEN, JOHN C CTR USAF AFMC AEDC/TST: The VFSS original specifications (1977, I believe) and upgrade specifications from VFSS replacement (2003) called for the VFSS being able to start from a 10% reverse windmill speed which would be 400 RPMs based on upper speed limit of speed sensor (4000 RPMs) or 360RPMs based on sync speed.

7.1. Acceptable Tolerances +/- 10 RPMs.

7.2. The system allows for attempts to catch the motor on the fly at any speed from -400 RPMs to 3600 RPMs, but operators stay away from catching the motor at 360 RPMs since it is transition speed and typically results in a failed start. Comment by VELAZQUEZ, ALBERT JR CIV USAF AFMC AEDC/TDX 804 TSS/TSSS: Should this be 3600? Comment by BEARDEN, JOHN C CTR USAF AFMC AEDC/TST: No, 3600 is sync speed. 360 RPMs is that point at which the VFSS switches from bypass mode to transformer mode or 6 pulse mode to 24 pulse mode.

8. Capability of manual speed control from 400 RPMs to 3600 RPMs.

8.1. Acceptable Tolerance of +/- 10 RPMs, or 390 to 410 RPMs, on the low end. Comment by VELAZQUEZ, ALBERT JR CIV USAF AFMC AEDC/TDX 804 TSS/TSSS: Perhaps we could clearly define low end Comment by BEARDEN, JOHN C CTR USAF AFMC AEDC/TST: Done, Comment by BEARDEN, JOHN C CTR USAF AFMC AEDC/TST: Also adjustment to 8.2 erased comment so please verify that you believe that one is more clearly defined.

8.2. The high end of manual speed control must meet or exceed 3600 RPMs.

9. Existing performance of individual motor starts shall be maintained or exceeded as listed:

9.1. Capability to start and synchronize, on average, within 200 seconds starting from 0 RPMs.

9.2. Capability to start and synchronize, on average, within 200 seconds starting from above 0 RPMs, commonly referred to as catching the drive on the fly within the plant.

9.3. Capability to start and synchronize no later than 300 seconds at which point the controls would trip the drive off.

9.4. Capability to start all drives within approximately 1 hour based on 2-minute average starts, two failed starts, and one minute between starts to allow for setup of motor.

10. Demonstrate that each VFSS can start one motor of each category unloaded before attempting loaded starts.

10.1. Loading has to do with the initial conditions based on surge valve position, header valve position, stage configuration, and pressure differential across the compressor associated with each motor.

10.2. Coordinate checkout plan with Government Contractor and provide plan to Government for approval.

10.3. At this time provide proof of integrated system operation (start, stop, protection, local/remote control, etc.)

11. Demonstrate that each VFSS maintains equal or better capabilities of starting the motors within Building 929 (Airside) in the following configurations:

11.1. Prove the upgraded controls can start and synchronize the drive within 300 seconds when plant is configured for single-stage operation, airside compressors operating in parallel configuration.

11.2. Demonstrate controls and tuning are versatile and capable of starting the airside drives with the following starting parameters:

11.2.1. Header Valve in the closed position for all start attempts.

11.2.2. Verify upgraded controls are capable of starting and synchronizing drives with surge valve position of 50% and a tolerance of +/-3%; that is, as long as the surge valve is within the range of 47% - 53% the motor should be able to start and synchronize within the 300 second maximum allowable start time.

12. Demonstrate that each VFSS maintains equal or better capability of starting the motors within Building 903 (Exhaust-side) in the following configurations to prove that loading characteristics of the compressor do not impact the ability of the system to start and synchronize the motor:

12.1. Loading has to do with the initial conditions based on surge valve position, header valve position, stage configuration, and pressure differential across the compressor associated with each motor.

12.2. Prove the upgraded controls can start and synchronize the drives within 200 seconds and no later than 300 seconds when plant is configured for two-stage operation.

12.2.1. Coordinate checkout plan with Government Contractor and provide plan to Government for approval.

12.2.2. Documentation of each drives starting sequence, total time to start, time spent during synchronization feedback loop, and control responses shall be provided to the Government for each of the 12 exhaust drives.

12.3. Prove the upgraded controls can start and synchronize the drive within 200 seconds and no later than 300 seconds when plant is configured for three-stage operation, to verify loading conditions do not impact starting capabilities or allotted synchronization time.

12.3.1. Coordinate checkout plan with Government Contractor and provide plan to Government for approval.

12.3.2. Consists synchronization of all 12 exhausters in a constrained sequence to be coordinated with Government and Operating Contractor.

12.3.3. Documentation of each drives starting sequence, total time to start, time spent during synchronization feedback loop, and control responses shall be provided to the Government for each of the 12 exhaust drives.

Attachment 2 – Facility Background Information For Reference Only

1. The C-Plant Facility, which is part of the Engine Test Facility (ETF) at Arnold Air Force Base (AEDC), utilizes two identical Variable Frequency Starting Systems (VFSS’s), also known as MEGADRIVE-LCI units, for starting its 18 main drive air compressors. These proprietary MEGADRIVE-LCI units are manufactured by ABB, Ltd. (ABB). One unit is in C-Plant Bldg. 929, and one unit is in C-Plant Bldg. 903. These units have been in continuous service since the construction and activation of C-Plant in the early 1980’s.

2. Throughout this document, the term VFSS will be used to describe the overall AEDC/ETF C-Plant system that is composed of two identical MEGADRIVE-LCI units, its medium voltage switchgear, its electronic controls components, and its interconnect, or inter-tie, cabling system.

3. These identical MEGADRIVE-LCI units were designed and installed in such a way as to allow each unit to serve as a backup for the other if either system is out of service when plant operations are scheduled. This “backup” feature resulted in the VFSS being built with an inter-tie cabling system which allows switching the appropriate I&C and power distribution inputs and outputs to allow the user to operate the VFSS in three operational modes. Details of the three operation modes are described as follows:

a. MODE 1: Both MEGADRIVE-LCI units are used. Each MEGADRIVE-LCI unit starts ONLY the required main drive compressors located in their same building (Bldg. 929 or Bldg. 903).

b. MODE 2: Only one MEGADRIVE-LCI unit is used. The MEGADRIVE-LCI unit in Bldg. 929 starts the required main drive compressors in Bldg. 929 AND Bldg. 903.

c. MODE 3: Only one MEGADRIVE-LCI unit is used. The MEGADRIVE-LCI unit in Bldg. 903 starts the required main drive compressors in Bldg. 929 AND Bldg. 903.

4. The medium voltage power components of both MEGADRIVE-LCI units have recently been upgraded with state-of-the-art gas-insulated switchgear (GIS). However, the proprietary electronic controls of these two MEGADRIVE-LCI systems were last upgraded circa 2003 – 2004.

5. Due to the age of the electronic components of the MEGADRIVE-LCI units (they are approximately 20 years old), replacement parts are virtually non-existent. Repair of defective components is either extremely difficult or impossible. Recovery from electronic component failure is only possible by using parts that have been salvaged from similar systems that have already been scrapped.

6. As a result of these age-related factors, the VFSS struggles to meet ETF Plant reliability and maintainability expectations. Consequently, ETF test operations are vulnerable to unpredictable test delays, test cancellations, and test unit downtime. This vulnerability is inevitable and will persist until these electronic controls are upgraded.

7. ABB offers an upgrade for these MEGADRIVE-LCI electronic controls. A similar upgrade has recently been performed at the Propulsion Wind Tunnel (PWT) facility at Arnold Air Force Base, which uses very similar MEGADRIVE-LCI units to those that are used in ETF C-Plant.