TECH LIBRARY 1 Drawings - As Builts - ACGAL020S000002_E1.pdf

System Design Specification Page 1 of 28 ACGAL020S000002_E1.docx

Project: ACGAL020

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

System Design Specification

ACGAL020S000002

Call Henry Inc.

Allison 501-KB5

South Vandenberg Power Plant

Vandenberg AFB, CA USA

Revision Date Reason Approved

A 30 Jan 2017 Post – FAT Revisions S.Taylor

B 13 Sept 2017 As Commissioned S.Taylor

C C4 prelim S.Taylor

D 15 July 2019 Post Split Bus Load Share Testing A.Holcomb

E 18 July 2019 Copied communcation diagram on page 5 from current schematics.

D.Chapman

E1 02 Aug 2019 RPS and Isolated ISOCH descriptions A.Holcomb

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Customer: Call Henry Inc.

Printed 2017 / Printed in the USA

Copyright 2017, EthosEnergy Group LLC

PUBLISHED BY

EthosEnergy Group LLC

591 West 66 th

Street

Loveland, CO 80538

Contact information:

Toll Free: +1 (800) 437-9769 www.ethosenergygroup.com

The information contained herein is the property of EthosEnergy Group LLC and/or its subsidiaries. Any reproduction of it shall not be used for manufacture, production, procurement or any other use without the express written consent of EthosEnergy Group LLC. Use or reproduction for that which it is loaned is approved.

http://www.ethosenergygroup.com/

System Design Specification Page 3 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

Table of Contents

1 INTRODUCTION

1.1 HMI OVERVIEW

1.2 COMMUNICATIONS DESIGN LAYOUT

2 PLANT CONTROL SYSTEMS

2.1 OVERVIEW OF CONTROL FUNCTIONS

2.2 GOVERNOR / SEQUENCER INTERFACES

3 ENGINE GOVERNOR DEFINITION

3.1 FUEL DEMAND SELECTION

3.2 START-UP CONTROL/ACCELERATION SCHEDULE

3.3 DECELERATION SCHEDULE

3.4 TEMPERATURE LIMITING

3.5 SPEED GOVERNING

3.5.1 Off-Line

3.5.2 On-Line

3.6 KW LOADSHARING

3.6.1 Isolated Mode

3.6.2 Utility Mode

3.7 COMBINATION GENERATOR CONTROL MODULE OPERATION

3.7.1 Interfaces with Governor

3.7.2 AVR Functionality

3.8 FUEL VALVE OPERATION

3.9 FUEL CHANGEOVER

3.10 SYNCHRONIZATION

3.11 KW LIMITING MODE

3.12 NORMAL SHUTDOWN SEQUENCE

3.13 UNIT EMERGENCY SHUTDOWN OPERATION

4 CONTROL SETPOINTS

4.1 CONTROL VALUES SUMMARY

5 PLANT PROTECTION SYSTEMS

5.1 HARDWIRED EMERGENCY SHUTDOWN CHAIN

5.2 ANALOG INPUT FAULT MONITORING

5.3 SPEED FAULT DETECTION

5.4 OTHER ALARMS AND SHUTDOWNS

5.5 CONTROL INTERNAL SYSTEM FAULT DETECTION

5.6 ALARM ACKNOWLEDGE & RESET

6 COMMUNICATIONS

APPENDEX A. SYSTEM ALARMS AND SHUTDOWNS

A.1 HARDWARE FAULTS

A.2 CONTROL SYSTEM ALARMS

A.3 TURBINE SHUTDOWNS

A.4 TURBINE EVENTS

System Design Specification Page 4 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

1 Introduction This document describes system number ACGAL020 which was sold to Call Henry Inc.

located at the South Vandenberg Power Plant at the Vandenberg AFB, CA USA. The control system replaces the Five (5) Woodward based control systems and the associated GE Series Six sequencers for their Allison 501-KB5 Gas Turbine Generator sets.

The fuel governor software algorithms used by the new Allen Bradley ControlLogix controller are based upon the existing site fuel control software developed by

EthosEnergy (then Wood Group), EthosEnergy’s Energy Allison 501 Controller software algorithms, and the existing Series Six sequencer code.

The scope of the project was a direct translation of the existing functionality into a new

Rockwell ControlLogix based platform. This includes new HMI computers to replace the functionality of the existing CiTect Fuel Control HMI displays.

Since the new system is, as closely as possible, a direct replication of the existing system, the existing system descriptions of operation remain valid. This document is intended to highlight the differences in the systems.

All field devices and ancillary controls including fuel valves, generator protection, vibration monitoring, etc., have been retained in their entirety. The control philosophy of monitoring a single Turbine Outlet Temperature (TOT) thermocouple and calculation of

Turbine Inlet Temperature (TIT) has been retained.

1.1 HMI Overview

The HMI utilizes Rockwell FactoryTalk View SETM software on two workstations. The

HMI client will communicate directly with its corresponding PLC over the plant network.

Refer to ACGAL020S000003 for further information on the HMI system operation and screens.

The HMI computers are also loaded with Engineering Tools to maintain or modify the system. This includes the Rockwell Studio 5000 and FactoryTalk View Studio software required to monitor or edit the Turbine Control and to edit the HMI application software, respectively, and the EthosEnergy SIMCFG software to configure the Speed

Input Module.

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Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

1.2 Communications Design Layout

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Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

2 Plant Control Systems

The new system consists of three chassis. The first, Rack 1 has replaced the Series Six

CPU and IO Rack that was located in the metering cabinet in the main control room.

The second, Rack 2, has replaced the Series Six IO rack that was located within the

Turbine enclosure. In Rack 2, handshaking signals between the Series Six and the ATLAS fuel control are no longer required as the systems are integrated so these signals have been made spares. The third, Rack 3 replicates the ATLAS Turbine Fuel Control IO with the exception of the DI/DO modules which accomplished handshaking between the

Turbine Fuel Control and the Series Six sequencer.

The previously turbine skid mounted Isoch/Droop switch has been relocated to the

Control Room control console. The PLC input for this switch has been moved from the

Turbine Fuel Control to the Sequencer Rack 1, Slot 4, Channel 13.

The CGCM has replaced the Woodward Real Power Sensor for load sharing interfaces and split-bus load sharing operations. This circuitry includes new wiring and bus selection relays for each turbine. The Woodward Real Power Sensor has been retained for future use/compatibility with the SPM Synchronizer.

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Customer: Call Henry Inc.

2.1 Overview of Control Functions

The controller performs all of the necessary gas turbine governing during turbine start-up, power generation, and shutdown. Turbine operations include motoring (cranking), ignition & firing, acceleration, speed governing, TIT limiting and KW limiting.

The principal functions provided by the controller are:

Start Fuel Control using total fuel demand (position) feedback

Turbine Inlet Temperature Calculation

Turbine Inlet Temperature Control and Limiting

Speed Governor Control

Maximum/Minimum Fuel Limitation

Fuel Valve Position Control (w/Feedback)

Isochronous with Load Sharing and Droop Mode Configurations

Alarm and Fault Monitoring

KW Limiting

Rack 3

Turbine Fuel

Control

IO

LVDT

Interface

Real Power Sensor

Independen t Overspeed Switch

CIT Sensor – AD590 (2)

Transformers and Burden Resistor s PT’S and CT’S

KW Load Signal

Speed Bias From SPM - A

Load Sharing Signal (to other units)

TOT Thermocouple

Speed MPU (2)

Load Sharing (from other units)

LVDT

Interface

Gas FMV LVDT Excitation Gas FMV LVDT Return

Liquid FMV LVDT Excitation Liquid FMV LVDT Return

24VD

C Breaker Fusing & Distribution

Independent O.S. Trip (STB)

Ethernet To HMI

Functional Block Diagram Functional Block Diagram Vandenberg Air Force Base Vandenberg Air Force Base

Allison 501 Control Conversion

ATLAS

Functionality

Speed Bias

Speed Input Module

Rack 2

Turbine Skid Sequencer

IO

Rack 1

CPU, Comms, and Metering

Cabinet Sequencer

IO

Annunciators and indicators Remote Selector Switches and Pushbuttons

Flow Meters

Local Selector Switches and Pushbuttons Fuel System solenoids

Starter Interface

Sequence Relays

Series Six

Functionality

On-Skid Pressure, Level, and Status Switches

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Customer: Call Henry Inc.

The governor software provides an output fuel demand with selection logic being used to determine which loop should be in control. For maximum flexibility schedules and setpoints can be “tuned” from the Rockwell Studio5000 software. The governor software also provides alarm and shutdown monitoring of all signal transducers. Protection against exceeding the turbine operating parameters is provided.

2.2 Governor / Sequencer interfaces

The fuel control requires several key sequencer indications and provides information back to the sequence. Inputs include: Emergency Stop, Speed Setpoint Raise, Lower and

Reset Commands, Temp (TIT) Setpoint Raise, Lower and Reset Commands, Isoch /

Droop Mode selection, Fuel Transfer commands, Underspeed Override, Alarm /

Shutdown Reset and Overspeed Reset. Outputs from the governor include: Various

Speed switches and Temp switches, Fuel On (for both liquid and gas), and Control Trip.

See Appendix A at the end of this section for more detail

The Sequencer Ladder Logic Code has been translated to match the functionality from the original sequencer code provided by the site. Since the functionality was not modified, the original Williams and Lane Description and Sequence of Operation documentation remains the functional definition for this section of the code.

The sequencer is responsible for:

Ready to Start Checks

Start Initiation

Fuel Changeover Selection

Water Injection Control

Auto/Manual Synchronization Selection

Normal Stop

Emergency Shutdowns not related to Governor functions

Alarm Detection and Annunciation

During start-up the governor is responsible for:

Light-off and start fuel control

Flame Detection and Stagnation Checks

Fuel Changeover Ramping

Emergency Shutdowns as determined by Turbine parameters

Alarm Detection and Annunciation

System Design Specification Page 9 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

3 Engine Governor Definition The controller provides a comprehensive fuel control system, equipped with four non-interactive controllers. The applicable controllers to control the speed and power output for all generator sets have been configured.

Start Fuel/Accel Controller

Speed (N1) Governor kW Limiter

N1 Decel Schedule (Disabled)

TIT Limiter

HIGHEST

WINS

Fuel Transfer Logic

Liquid/Gas Valve

Setpoints

LOWEST

WINS

Gas Actuator Driver

Liquid Actuator Driver

Figure 3-1: Fuel Demand Selection Diagram

3.1 Fuel Demand Selection

The gas turbine governor software algorithms provide start-up control, temperature limiting, acceleration limiting, speed governing, KW limiting, deceleration limiting

(currently disabled) and maximum fuel limiting as shown in Figure 2-1. The output fuel demands generated by each of these governors/limiters are compared to each other.

First, the lowest of the fuel demands resulting from this comparison is selected as the winning fuel demand. This fuel demand is compared to the deceleration limiter fuel demand and the highest fuel demand is selected and is sent to the fuel transfer logic which produces the fuel valve actuator signal.

Proportional and integral gain adjustments are provided in the controller software for each mode (as appropriate) to allow for tuning of the control system to meet site-operating conditions.

3.2 Start-Up Control/Acceleration Schedule

The fuel limiter controller is responsible for the closed-loop fuel scheduling from start initiation through to speed governing. The controller setpoint is a function of N1 Speed biased by TIT. The sum of both valve position signals determines the process input for the controller. The schedule shown in Figure 3-2 is taken from an Allison 501-KB5 specification. It depicts the relationship between N1 (NGG) Speed and fuel demand in pounds per hour (pph). Figure 3-3 depicts the fuel limiter setpoint schedule of the relationship between N1 Speed and fuel valve position demand.

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Customer: Call Henry Inc.

Accel Schedule

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000 15000 16000 17000

NGG Speed (rpm)

Fuel Demand

(pph)

Figure 3-2: Acceleration Control Scheme (Typical 501-KB5)

Figure 3-3: Fuel Limiter Schedule

3.3 Deceleration Schedule

The deceleration schedule provides a minimum fuel limit, scheduled against N1, protecting against gas generator flameout. Since the GT400 did not provide a 10ecal schedule function this feature is disabled. However should it be determined that this featured is desired the control can be tuned (no programming changed needed) to enable the schedule. Figure 3-4 depicts the schedule currently in place that can be enabled by changing the constant in _160_HSS_LSS Sheet 1 SCL_01.InEUMax from -0.2 to 100 (%). This block converts the fuel flow in PPH to percent fuel valve demand.

0 5000 10000 15000

FU

EL

L

IM

IT

N1 SPEED (RPM)

FUEL LIMIT (%)

FUEL LIMIT (CIT 59

DEG.F)

FUEL LIMIT (CIT 1000

DEG.F)

System Design Specification Page 11 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Figure 3-4: Decel Schedule

3.4 Temperature Limiting

In order to prevent turbine overheating and to prolong the life of the turbine, the controller continuously monitors the turbine outlet temperature (TOT) thermocouple.

The controller is configured to calculate the turbine inlet temperature (TIT) using a proprietary algorithm. This function was originally done in the Allison Speed / Temp box. Calculated TIT (CTIT) was then supplied to the GT400 controller. In addition to TOT the CTIT logic utilizes N1 Speed and Compressor Inlet Temperature (CIT). For both parameters there are two sensors, the higher value of the two is used. If both CIT sensors fail a default value of 59 deg F is applied. Alarms are generated for each sensor fail. A failure of the single TOT sensor generates a shutdown. CTIT is used for all control functions. Several temperature switch outputs are generated for use by the sequencer.

The PID control operates with two different references. The start temperature reference is based on N1 Speed and biased by CIT. Figure 2-5 depicts this schedule. The setpoint switches to the run reference when N1 Speed exceeds 8400 RPM and takes control of the fuel demand. This reference is a ramp whose output can be raised and lowered by external switches. It is set at 1895 deg F initially. The setpoints for Overtemp Warning and Shutdown also change for start / run conditions.

0 5000 10000 15000

FU

EL

L

IM

IT

(P

P H

N1 SPEED (RPM)

DECEL FUEL LIMIT (PPH)

FUEL LIMIT (PPH)

System Design Specification Page 12 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Figure 3-5: Start Temperature Schedule

The software in the Turbine Fuel Control has been configured for a single TOT sensor.

But the application can be changed to accommodate the use of more TOT sensors or averaging of TIT sensors is required.

3.5 Speed Governing

3.5.1 Off-Line

N1 Speed Control is established when the unit reaches the minimum speed governing setpoint during start-up. Once speed governing has been achieved and prior to circuit breaker closure (unit in isochronous mode), the RAISE and LOWER inputs from the operator are be used to control the speed setpoint within the operating range of 95% –

105% rated speed.

3.5.2 On-Line

When the generator breaker is closed, speed is still a component of control. If a unit is setting the grid frequency on a given bus (A or B), the unit may remain in Isochronous

(Isoch) speed control. Otherwise the unit will be in Droop where load is controlled but may be biased by grid frequency, and therefore generator speed, deviations.

The state of the Isoch/Droop switch selection, the state of the other units on the same bus (A or B), and whether the unit is tied to the utility is used to determine how the unit will operate. The Isoch/Droop switches previously located in the packages have been moved to the control board.

a. When synchronizing to the utility, the switch is disregarded. After the generator breaker is closed, the unit operates in Droop against the utility.

0 5000 10000 15000

TE

M

P L

IM

IT

(D

EG

. F

N1 SPEED (RPM)

STARTING TIT TEMP LIMIT (DEG. F)

TEMP SETPOINT (CIT -

40 DEG.F)

TEMP SETPOINT (CIT

130 DEG.F)

System Design Specification Page 13 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

b. When a single unit is operating Isolated on a given bus (A or B), or multiple units were operating isolated and subsequently reduced to a single unit on a given bus

(A or B), the last unit operating will switch to Isoch, regardless of switch position.

CAUTION: If this occurs, the operator should change the switch to Isoch.

NOTE: This is a new feature, originally if the last unit was in droop, it would remain in Droop and not control the isolated bus frequency.

NOTE: If multiple units have droop selected on an isolated bus, they remain in

Droop – the automatic Isoch mode selections only works when a single unit is on an isolated bus.

c. When Isolated and two or more units are operating in parallel on a given bus (A or B), the units follow the switch selection.

CAUTION: if one unit was on the utility and the Droop mode was previously selected, when the second unit is added to the bus the unit will transfer to droop with a setpoint equal to the load it was maintaining previously. This will not be an issue if the operator selects Isoch, as instructed above.

3.6 KW Loadsharing

It is possible to operate units tied to either bus (A or B) and for those busses to be in different states. That is, A or B might be tied to the utility or Isolated, independent of the other buss’s condition. The units tied to the A bus will operate independently from those tied to the B bus and the operation of the unit will be based on the conditions associated with bus it is tied to.

When units are operating together on a given bus (A or B), different load-sharing strategies are implemented depending on whether the bus is Isolated or closed to the utility and how many units are connected. But the operator can choose to operate an individual unit at a different load to meet emissions requirements or for other reasons.

3.6.1 Isolated Mode

In the normal mode of operation with all units in ISOCH, as units are brought on to an

Isolated bus, they will share load equally (balanced) with the other units on that bus.

When two or more units are on an Isolated bus, load can be adjusted individually to unbalance the load between units by adjusting the individual speed/load control switches. The operator must use the individual speed/load control switches for each unit to re-balance the load, if desired.

Each unit’s speed setpoint can be reset to produce 60Hz by placing the unit into Droop then back to ISOCH. This will also trigger a one-time load sharing event between the

ISOCH units on the Bus.

System Design Specification Page 14 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

When two or more units are on an Isolated bus, Droop might be selected on one unit to allow it to operate independently of any other unit on that bus. If a unit operating in

DROOP is switched to ISOCH it will resume 60Hz operation. This will also trigger a one-time load sharing event between the ISOCH units on the Bus.

3.6.2 Utility Mode

When operating against the utility, when a second unit comes on-line, a one-time load sharing event will be triggered on both units so that the previous load will share load with the first unit – balanced. When the load sharing bias is within 25 KW of the target value, the load sharing event is complete. When two or more units are already on-line, no load sharing will be initiated and additional units will just come up to the minimum load (500 KW).

NOTE: Should the Operator choose to want to balance the load between the units, they could choose to individually adjust the load of the units or they could choose to re-trigger the loadsharing. To re-trigger the loadsharing, they will need to place all but one unit into Droop – one at a time. After the selected unit are in Droop, switch them back to ISOCH – one at a time. This will re-trigger the loadsharing algorithm and all units on that Bus will equally share the current total load. For example, if two units are online for a sub-total of 1500KW, and a third unit is brought online to minimum load

(500KW) for a total of 2000KW; if a re-trigger were executed, each would end up with

~667KW

As described in Isolated Mode operation, load changes to an individual unit can be accomplished with the individual speed/load control switches.

Load on a given bus can also be changed using the corresponding Coordinated control switch (A or B); which will change load proportionally to all on-line units on that bus – balanced or unbalanced.

NOTE: The old bus A and B import/export control functions are no longer available.

3.7 Combination Generator Control Module Operation

A Combination Generator Control Module (CGCM) was added to the system to replace the functionality of the old AVR and the Real Power Sensor (RPS).

3.7.1 Interfaces with Governor

The CGCM is integral to the Speed control loop for the Isochronous / Load Sharing function in this system. The CGCM senses load via the generator PT’s and CT’s. For a more detailed explanation of the CGCM’s operations refer to Rockwell Manual 1407-

System Design Specification Page 15 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

CGCM-DLR in Section 5 – Supplier Manuals. The purpose of this manual section is to describe how the CGCM signals interface with the Turbine Fuel control.

The CGCM generates the KW signal that is used for load control and load limiting. This

KW signal is also used to calculate the load shared KW setpoint for the units when paralleled with the Utility. The CGCM also generates the Load Sharing Error signal which is used to bias the load control. This error signal is calculated by the use of the load sharing circuits running between each CGCM. The error signal is used for ISOCH load share when the units are running isolated.

3.7.2 AVR Functionality

The CGCM performs the automatic voltage regulator functions. The original hardwired interfaces from the Control have been left intact for the most part but the selection between Auto and Manual, also called Field Current Regulation (FC), and is made from the HMI. If in Auto Mode, then Voltage (Voltage with Droop) may be selected. Or the

VAR/PF controls can be enabled. When VAR/PF mode is selected, VAR or PF control is based on the selector switch on the control board. The VAR/PF setpoint is still controlled by the potentiometer on the switchboard.

NOTE: Tracking for bumpless transfer is only done when switching from VAR or PF mode back to Voltage control; due to VAR/PF setpoint being controlled with the potentiometer.

3.8 Fuel Valve Operation

The liquid/gas fuel demands are first calculated by the following:

Start Fuel / Acceleration Controller

N1 Speed Governor kW Limiter

TIT Limiter

These controller fuel demands are compared on a lowest wins basis, and then high selected with the deceleration fuel limiter (disabled) to provide a final control fuel demand. Before light off (TIT less than 600 degrees F) the fuel demand is held to 5%

(can be changed by tuning ZSP_LITEOFFPER).

All fuel demands have been scaled for 0 to 100 percent. Each fuel valve uses an LVDT

(linear variable differential transducer) provides fuel valve position feedback to determine the difference between the required and actual positions. This difference is constantly monitored and the controller will generate a shutdown if the position error should exceed ±10 degrees for more than 10 seconds (this shutdown is overridden prior to light off). Upon detection of a shutdown condition, the fuel demand output is instantly reset to zero, forcing the fuel-metering valve to fully close.

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Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

3.9 Fuel Changeover

The engine controller supports single fuel (gas or liquid) and online fuel changeover.

The user can initiate an automatic changeover from the current fuel type (which could be either gas or liquid) to the other fuel type by selecting the alternate fuel. The HMI indicates which fuel has been selected.

If the unit is not running, fuel changeover will be immediate. If the unit is running fuel changeover is allowed when the gas turbine speed is greater than 6000 rpm and there are no alarms for the LVDT or actuator driver that you are attempting to transfer to. A ramp with forward and reverse output capabilities is utilized. These outputs are used to produce two multipliers varying from 0 to 1 that multiplies the total fuel demand. Thus, when an alternate fuel is selected and permissives are met the ramp output will start reducing the multiplier (1 to 0)) for the currently operation fuel while simultaneously increasing (0 to 1) the multiplier for the new fuel. The default rate is currently set for 20 seconds (0.05 units / second). This can be adjusted by tuning Constant input in

_170_FUEL_CNTRL to SEL_74.In1. The time can be varied from 5 to 125 seconds (0.2 to

0.008). Normal operation for this site is to run on gas fuel.

3.10 Synchronization

Only manual synchronization is used. The operator can synchronize each generator with the electrical bus using the existing synchronization scopes and RAISE/LOWER switches, NOTE: The system has the capability of performing auto-synchronizing but this is not implemented currently.

3.11 KW Limiting Mode

The kW Limiter will be active whenever the generator circuit breaker is closed and there is a valid KW signal. The generator output will be limited to 3050 KW at all times.

3.12 Normal Shutdown Sequence

Normal shutdown sequencing is done by the Sequence Control (SSLL) which replicates the original Series Six. The fuel controller only has one shutdown input from the sequencer logic. Generally when a normal stop is requested, the speed setpoint is ramped down at a pre-defined ramp rate. If the unit was on-line when the stop procedure was initiated, the unit automatically unloads until the generator power output is less than 50 kW. When the circuit breaker opens, turbine cool down begins and the controller speed setpoint is reset to the synchronous speed value. Following turbine cool down (3 minutes), the speed setpoint is set to a lower value and begins a controlled deceleration. Once turbine speed is below a pre-set value, all fuel is cut-off by closing shutoff valves and issuing the shutdown command to the Turbine Fuel controller.

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Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

3.13 Unit Emergency Shutdown Operation

In the event of an emergency shutdown (e.g. ESD pushbutton, or trip condition detected), the governor will immediately close the fuel control valve and the sequence logic should command all shutoff valves to close. Any governor detected shutdown will result in de-activation of the “Governor Malfunction” relay. All shutdowns in the fuel control are of this type.

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Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

4 Control Setpoints

4.1 Control Values Summary

Table 4.1 is a summary of the control values used within the controller. The numbers in the Value column are those left at the completion of commissioning.

Table 4.1 Control Setpoints

Parameter Value Block Name

Lower Limit Speed

Reference

13,900 rpm Constant input in _100_N1_SPEED Sheet 2 to

REF_RMP_01.LowLimit

Rated Speed Reference 14,455 rpm Constant input in _100_N1_SPEED Sheet 2 to

SEL_01.In2

Raise Limit Speed

Reference

15,178 rpm Constant input in _100_N1_SPEED Sheet 2 to

REF_RMP_01.HighLimit

N1 Overspeed Trip 15,800 rpm Constant input in _100_N1_SPEED Sheet 1 to

CMPR_05.IN_B

Manual Speed

Raise/Lower Rate

15 rpm / sec Constant input in _100_N1_SPEED Sheet 2 to

REF_RMP_01.OperRate

Lower Limit Temp (TIT)

Reference

1550 deg F Constant input in _140_TEMP_CNTRL Sheet 1 to

REF_RMP_02.LowLimit

Raise Limit Temp (TIT)

Reference

1920 deg F Constant input in _140_TEMP_CNTRL Sheet 1 to

REF_RMP_02.HighLimit

Rated Temp (TIT)

Reference

1895 deg F Constant input in _140_TEMP_CNTRL Sheet 1 to

REF_RMP_02.InitialValue

Manual Temp

Raise/Lower Rate

1 deg / sec Constant input in _140_TEMP_CNTRL Sheet 1 to

REF_RMP_02.OperRate

Running Overtemp

Warning

1950 deg F Constant input in _120_TEMP_MGMT to CMPR_10.IN_A

Running Overtemp

Shutdown

2000 deg F Constant input in _120_TEMP_MGMT to CMPR_11.IN_A

TIT Control Setpoint

During Start-Up

1100 – 1750 deg F

Schedule based on N1 Speed and CIT in

_140_TEMP_CNTRL Sheet 1 to

FGEN_3D_01. See START_REF_X, START_REF_Y, and

START_REF_Z arrays.

Start Overtemp Warning 1570 deg F Constant input in _120_TEMP_MGMT to CMPR_08.IN_A

Start Overtemp

Shutdown

1600 deg F Constant input in _120_TEMP_MGMT to CMPR_09.IN_A

Calculated TIT Trim 0 deg F ZSP_KTRIMR and ZSP_KTRIMS

Fuel Transfer Rate 0.05 / sec Constant input in _170_FUEL_CNTRL to SEL_74.In1

KW Limiter Setpoint 3050 KW ZSP_KW_LIM_SP

Light Off Fuel Percent 5 % ZSP_LITEOFFPER

System Design Specification Page 19 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

5 Plant Protection Systems

5.1 Hardwired Emergency Shutdown Chain

The emergency shutdown system is used to shutoff fuel flow to the turbine by immediately closing both the fuel shutoff valves and the fuel control valves.

A hardwired, daisy chain (series) of relays should be used to supply power to the liquid and gas fuel shutoff valve solenoids. If any relay opens, power to the fuel shutoff valve solenoids will be interrupted. The most critical trip signals are wired to this daisy chain of relays to assure safe operations.

Typically, when an emergency shutdown occurs (any contact opens), both fuel shutoff valves should close immediately. There is a common shutdown signal from the sequencer to the turbine fuel controller that represents this daisy chain. The fuel control valves will be instructed to close at the maximum rate if this contact closes or a governor trip is detected.

5.2 Analog Input Fault Monitoring

Analog inputs are monitored for signal validation. If any analog signal whose normal purpose is to detect a trip, fails, then the signal failure will also cause a trip to ensure plant integrity, unless there is a redundant signal. Non-critical or redundant analog signal failures will cause an alarm only. Speed Bias and KW signal failures are overridden until the unit is determined to be “on line”. Actions for failure of valve position signals are dependent on which fuel the unit is operating on.

All alarms and trips will be displayed on the HMI. The analog input plant monitoring alarm and trip limits are defined in Table 5.2 below. Appendix A of this document contains the complete controller input/output database for further reference.

Table 5-2 Analog Signal Validation Levels Signal Signal Type Lo Limit Hi Limit Alarm Trip

Speed Bias 4 – 20 mA 2 mA 22 mA Yes – Switch to

Speed Droop

No

KW 4 – 20 mA 2 mA 22 mA Yes No

CIT #1 4 – 20 mA 2 mA 22 mA Yes No – Switch to default value of 59 deg F if both fail

CIT #2 4 – 20 mA 2 mA 22 mA Yes See above

Liquid Valve

Position

4 – 20 mA 2 mA 22 mA Yes – If on gas or transferring

Yes – If running on liquid

Gas Valve

Position

4 – 20 mA 2 mA 22 mA Yes – If on liquid or transferring

Yes – If running on gas

TOT TC #1 T/C 200 deg F 2250 deg F Yes Yes

System Design Specification Page 20 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

5.3 Speed Fault Detection

Speed signal validation is used to detect a failure of the speed probes. Low speed signal failures are overridden until the speed exceeds 2200 RPM, TIT exceeds 600 deg F and there are no shutdowns. This is known as “Fuel On” conditions.

An emergency shutdown will occur if both speed probes fail low, or if the turbine speed exceeds 15,800 RPM as detected by the turbine fuel control or the Airpax Overspeed

Switch. A contact from the Airpax is sent to the sequencer and generates both a sequencer trip and a turbine fuel control trip. Since the highest of the two speed signals are used for all control functions a failure in the high direction of only one signal will also result in an emergency shutdown.

Table 5-3: Speed Signal Validation Limits Signal Signal Type Lo Limit Hi Limit Alarm Trip

Speed #1 MPU 400 RPM 17300 RPM Yes Yes – If fails high or both fail low

Speed #2 MPU 400 RPM 17300 RPM Yes Yes – Same as above

5.4 Other Alarms and Shutdowns

The controller input/output database (Appendix A, this section) lists all alarms and shutdowns. Section 5, Appendix A also lists all alarms and shutdowns and how they will be displayed on the HMI.

5.5 Control Internal System Fault Detection

The controller operations are constantly monitored to detect internal fault conditions.

Each input/output module and the microprocessor continuously conduct fault detection checks when the unit is powered. Each I/O module transmits fault and status data to the controller CPU module. Depending on the type of fault either an alarm or a shutdown will be generated. These faults are displayed as Hardware alarms, or ALMH_0xx. The alarm message on the HMI describes the specific fault. These outputs will be latched provided no reset command is given.

5.6 Alarm Acknowledge & Reset

The alarm acknowledgement button will acknowledge all alarms from all units.

Selecting a Unit’s Reset pushbutton will acknowledge and reset only the associated unit alarms. If no shutdowns are present the Governor Malfunction Relay will stay energized indicating a no trip condition.

System Design Specification Page 21 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

6 Communications Each controller provides data to the redundant HMI’s via the existing Ethernet Switch.

Rockwell FactoryTalk software is incorporated into both systems providing monitoring, trending, alarming and limited (3 month or more) historization of parameters located within the new control system. Each HMI system is identical in configuration and operates independently. The HMI’s are configured for monitoring only and will not interfere with the operation of the turbine control systems (other than to acknowledge fault or even conditions). The figure below illustrates the network connections.

System Design Specification Page 22 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Appendex A. System Alarms and Shutdowns

A.1 Hardware Faults

TAG Name Description

ALMH_001 CPU NON CRITICAL FAULT

ALMH_002 PLC PROGRAMM FORCES INSTALLED

ALMH_003 PLC PROGRAM FORCES ENABLED

ALMH_004 RACK 1 SLOT 3 MODULE FAULT

ALMH_005 RACK 1 SLOT 4 MODULE FAULT

ALMH_006 RACK 1 SLOT 5 MODULE FAULT

ALMH_007 RACK 1 SLOT 6 MODULE FAULT

ALMH_008 RACK 1 SLOT 7 MODULE FAULT

ALMH_009 RACK 1 SLOT 8 MODULE FAULT (SPARE)

ALMH_010 RACK 1 SLOT 9 MODULE FAULT (SPARE)

ALMH_011 RACK 2 SLOT 0 MODULE FAULT

ALMH_012 RACK 2 SLOT 1 MODULE FAULT

ALMH_013 RACK 2 SLOT 2 MODULE FAULT

ALMH_014 RACK 2 SLOT 3 MODULE FAULT

ALMH_015 RACK 2 SLOT 4 MODULE FAULT

ALMH_016 RACK 2 SLOT 5 MODULE FAULT (SPARE)

ALMH_017 RACK 2 SLOT 6 MODULE FAULT (SPARE)

ALMH_018 RACK 3 SLOT 0 MODULE FAULT

ALMH_019 RACK 3 SLOT 1 MODULE FAULT

ALMH_020 RACK 3 SLOT 2 MODULE FAULT

ALMH_021 RACK 3 SLOT 3 MODULE FAULT

ALMH_022 RACK 3 SLOT 4 MODULE FAULT (SPARE)

ALMH_023 RACK 3 SLOT 5 MODULE FAULT (SPARE)

ALMH_024 RACK 3 SLOT 6 MODULE FAULT (SPARE)

ALMH_025 SPEED INPUT MODULE FAULT

ALMH_026

ALMH_027

ALMH_028

ALMH_029

ALMH_030 R1_S02_001_SI00 - SPEED MPU #1 (5TH STAGE) SIGNAL FAULT

ALMH_031 R1_S02_001_SI01 - SPEED MPU #2 (PTO SHAFT) SIGNAL FAULT

ALMH_032 R1_S02_001_SI02 - SPARE SIGNAL FAULT

ALMH_033 R1_S02_001_SI03 - SPARE SIGNAL FAULT

System Design Specification Page 23 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

ALMH_034 R1_S02_002_VI00 - Turbine Vibration Signal Fault

ALMH_035 R1_S02_002_VI01 - Gearbox HSS Vibration Signal Fault

ALMH_036 R1_S02_002_VI02 - Gearbox LSS Vibration Signal Fault

ALMH_037 R1_S02_002_VI03 - SPARE SIGNAL FAULT

ALMH_038 R2_S01_AI00 - TURBINE VIBRATION ANALOG INPUT SIGNAL FAULT

ALMH_039 R2_S01_AI01 - GEARBOX H.S.S. VIBRATION ANALOG INPUT SIGNAL FAULT

ALMH_040 R2_S01_AI02 - GEARBOX L.S.S. VIBRATION ANALOG INPUT SIGNAL FAULT

ALMH_041 R2_S01_AI03 - SPARE SIGNAL FAULT

ALMH_042 R2_S01_AI04 - GAS FUEL FLOW ANALOG INPUT SIGNAL FAULT

ALMH_043 R2_S01_AI05 - LIQUID FUEL FLOW ANALOG INPUT SIGNAL FAULT

ALMH_044 R2_S01_AI06 - WATER FLOW ANALOG INPUT SIGNAL FAULT

ALMH_045 R2_S01_AI07 - SPARE SIGNAL FAULT

ALMH_046 R3_S01_AI00 - CIT #1 SIGNAL FAULT

ALMH_047 R3_S01_AI01 - LIQUID VALVE POSITION SIGNAL FAULT

ALMH_048 R3_S01_AI02 - CIT #2 SIGNAL FAULT

ALMH_049 R3_S01_AI03 - GAS VALVE POSITION SIGNAL FAULT

ALMH_050 R3_S01_AI04 - SPEED BIAS SIGNAL (SYNC / LOAD SHARE) SIGNAL FAULT

ALMH_051 R3_S01_AI05 - KW SIGNAL FAULT

ALMH_052 R3_S01_AI06 - SPARE SIGNAL FAULT

ALMH_053 R3_S03_TI00 - TOT TC #1 - TYPE K SIGNAL FAULT

ALMH_054 R3_S03_TI01 - RTD-CJC SIGNAL FAULT

ALMH_055 R3_S03_TI02 - KVAR/PF SETPOINT SIGNAL FAULT

ALMH_056 R3_S03_TI03 - SPARE SIGNAL FAULT

ALMH_057 R3_S03_TI04 - SPARE SIGNAL FAULT

ALMH_058 R3_S03_TI05 - SPARE SIGNAL FAULT

ALMH_059 R3_S03_TI06 - SPARE SIGNAL FAULT

ALMH_060 R3_S03_TI07 - SPARE SIGNAL FAULT

ALMH_061 R1_S03_AO00 - WATER FLOW METER SIGNAL FAULT

ALMH_062 R1_S03_AO01 - FUEL FLOW METER SIGNAL FAULT

ALMH_063 R1_S03_AO03 - WATER METERING VALVE SIGNAL FAULT

ALMH_064 R1_S03_AO03 – VIBRATION METER SIGNAL FAULT

ALMH_065

ALMH_066

ALMH_067

ALMH_068

ALMH_069 R3_S02_AO00 - LIQUID VALVE ACTUATOR SIGNAL FAULT

ALMH_070 R3_S02_AO01 - GAS VALVE ACTUATOR SIGNAL FAULT

ALMH_071 R3_S02_AO02 - TIT METER SIGNAL FAULT

ALMH_072 R3_S02_AO03 - SPEED METER SIGNAL FAULT

System Design Specification Page 24 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

ALMH_073

ALMH_074

ALMH_075

ALMH_076

System Design Specification Page 25 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

A.2 Control System Alarms

TAG Name Description

ALM_001 LIQ FUEL VALVE IN CALIBRATE MODE

ALM_002 GAS FUEL VALVE IN CALIBRATE MODE

ALM_003 Excitation Disabled by Selection

ALM_004 BOTH CIT SENSORS FAILED (SET TO DEFAULT *59)

ALM_005 CIT #1 SENSOR FAILED

ALM_006 CIT #2 SENSOR FAILED

ALM_007

ALM_008

ALM_009 LIQUID VALVE POSITION ERROR

ALM_010 LIQUID LVDT SIGNAL FAILED

ALM_011 GAS VALVE POSITION ERROR

ALM_012 GAS LVDT SIGNAL FAILED

ALM_013 LIQUID ACTUATOR DRIVER FAULT

ALM_014 GAS ACTUATOR DRIVER FAULT

ALM_015 OVERTEMP WARNING

ALM_016 TC 1 ALARM

ALM_017

ALM_018

ALM_019 N1 A SPEED SIGNAL FAILED

ALM_020 N1 B SPEED SIGNAL FAILED

ALM_021 N1 SPEED BIAS SIGNAL FAILED

ALM_022 KW SIGNAL FAILED

ALM_023 Unit 1 Produced/Consumed Connection Fault

ALM_024 Unit 2 Produced/Consumed Connection Fault

ALM_025 Unit 3 Produced/Consumed Connection Fault

ALM_026 Unit 4 Produced/Consumed Connection Fault

ALM_027 Unit 5 Produced/Consumed Connection Fault

ALM_028

ALM_029

ALM_030

ALM_031

ALM_032

ALM_033

ALM_034

ALM_035

ALM_036

System Design Specification Page 26 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

ALM_037

ALM_038

ALM_039

ALM_040

ALM_041

ALM_042

ALM_043

ALM_044

ALM_045

ALM_046

ALM_047

ALM_048

ALM_049

ALM_050

ALM_900

ALM_901

ALM_902

ALM_903

ALM_904

ALM_905

ALM_906

ALM_907

ALM_908

ALM_909

ALM_910

ALM_911

ALM_912

ALM_913

ALM_914

ALM_915

System Design Specification Page 27 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

A.3 Turbine Shutdowns

Tag Name Description

SD_001 TEMP SIGNAL FAILED

SD_002 CGCM FAULT

SD_003 SPARE

SD_004 OVERTEMP

SD_005 N1 OVERSPEED

SD_006 N1 UNDERSPEED

SD_007 LIQUID VALVE POSITION ERROR

SD_008 LIQUID VALVE LVDT SIGNAL FAILED

SD_009 GAS VALVE POSITION ERROR

SD_010 GAS VALVE LVDT SIGNAL FAILED

SD_011 LIQUID ACTUATOR FAULT

SD_012 GAS ACTUATOR FAULT

SD_013 MASTER SYSTEM FAULT – ANY MODULE FAULT

SD_014 SPARE

SD_015 SPARE

SD_016 SPARE

SD_017 SPARE

SD_018 POWER SUPPLY FAULT

SD_019 EXTERNAL SHUTDOWN CONTACT

SD_020 STAGNATION

SD_900 FIELD FLASH FAILED TO BUILD VOLTAGE

System Design Specification Page 28 of 28 ACGAL020S000002_E1.docx

Customer: Call Henry Inc.

Site: South Vandenberg Power Plant

Location: Vandenberg AFB, CA USA

A.4 Turbine Events *NOTE: The following list contained within this document is from the Factory

Acceptance Test and will be completed after final site installation and commissioning.

Tag Name Description

EVENT_001 DECEL IN CONTROL

EVENT_002 FLAME DETECTED

EVENT_003 GAS FUEL ON

EVENT_004 GAS FUEL SELECTED

EVENT_005 SWITCH TO RUN REFERENCE

EVENT_006 ISOCH SELECTED

EVENT_007 KW LIMITER IN CONTROL

EVENT_008 LIQUID FUEL ON

EVENT_009 LIQUID FUEL SELECTED

EVENT_010 RESET

EVENT_011 START FUEL LIMITER IN CONTROL

EVENT_012 LOAD SHARING ENABLED

EVENT_013 N1 SPEED > 12225 RPM

EVENT_014 N1 SPEED > 2200 RPM

EVENT_015 N1 SPEED > 8400

EVENT_016 N1 SPEED SETPOINT LOWER

EVENT_017 N1 UNDERSPEED OVERRIDE ON

EVENT_018 N1 SPEED SETPOINT RAISE

EVENT_019 RESET N1 SPEED TO RATED

EVENT_020 N1 SPEED GOVERNOR IN CONTROL

EVENT_021 TEMP SETPOINT LOWER

EVENT_022 TEMP SETPOINT RAISE

EVENT_023 RESET TEMP TO RATED

EVENT_024 TEMP > 1570 DEG F

EVENT_025 TEMP > 1600 DEG F

EVENT_026 TEMP > 1950 DEG F

EVENT_027 TEMP > 2000 DEG F

EVENT_028 TEMP > 600 DEG F

EVENT_029 TEMP GOVERNOR IN CONTROL

EVENT_030 FUEL TRANSFERRING