control System Functional Description(Propylene Refrigerant Compressor)

TITLE

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

DOCUMENT CODE

SOM6629741

REVISION

6

REVISION DESCRIPTION:

REVISED SH. Revised sheets: 7, 8, 11, 16, 22,25, 26, 28, 31 Added Sheets:94,

95, 96

DATE

11-Feb-13

APPROVED Electronically Stored

SECURITY CODE

N CHECKED Electronically Stored

EXECUTED Chakraborty A.

SCALE N.A.

REPLACES/DERIVED FROM N.A.

1st ISSUE

8-Apr-11 ORIGINAL JOB

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4

LANGUAGE

A

THIS DOCUMENT IS AND CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION OF Nuovo Pignone s.r.l. WHICH SHALL NOT BE USED OR DISCLOSED TO OTHERS, EXCEPT WITH THE

WRITTEN PERMISSION OF Nuovo Pignone s.r.l. . UNPUBLISHED WORK ©2013 Nuovo Pignone s.r.l.. ALL RIGHTS RESERVED. SHEET 1 of 96


GE

Nu

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Appro

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Checked:

Ghosh T

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Appro

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Sto

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T-'N

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TABLE OF CONTENTS 1 START/STOP SEQUENCING ............................................................................................................................... 6

1.1 READY TO START ................................................................................................................................................ 6 1.2 AUXILIARIES STARTING ...................................................................................................................................... 7 1.3 CRANK ............................................................................................................................................................... 8 1.4 IGNITION AND WARM‐UP .................................................................................................................................. 9 1.5 ACCELERATION TO OPERATIVE SPEED .............................................................................................................. 10 1.6 COMPLETE SEQUENCE ..................................................................................................................................... 11 1.7 TURBINE SPEED CONTROL BY DCS .................................................................................................................... 12 1.8 SHUTDOWN REQUEST ..................................................................................................................................... 13 1.9 SHUTDOWN SEQUENCE ................................................................................................................................... 14 1.10 TRIP REQUEST .................................................................................................................................................. 15 1.11 TRIP SEQUENCE ............................................................................................................................................... 16 1.12 COOLDOWN SEQUENCE .................................................................................................................................. 17 1.13 ONLINE WATER‐WASH .................................................................................................................................... 18 1.14 OFFLINE WATER‐WASH ................................................................................................................................... 19

2 STATUS DEFINITION ....................................................................................................................................... 21

2.1 AUXILIARIES START READY ............................................................................................................................... 21 2.2 AUXILIARIES START PASSED ............................................................................................................................. 25 2.3 AUXILIARIES CRANK READY .............................................................................................................................. 26 2.4 AUXILIARIES FIRE READY .................................................................................................................................. 27 2.5 AUXILIARIES LOAD READY ................................................................................................................................ 28 2.6 SHUTDOWN .................................................................................................................................................... 29 2.7 TRIP ................................................................................................................................................................. 30 2.8 MAINTENANCE OVERRIDE IMPLEMENTATION DESCRIPTION ........................................................................... 32

3 OPERATION MODES SELECTION ...................................................................................................................... 33

OFF MODE ................................................................................................................................................................. 33 CRANK MODE ............................................................................................................................................................ 33 FIRE MODE................................................................................................................................................................. 33 AUTO MODE .............................................................................................................................................................. 33 REMOTE MODE .......................................................................................................................................................... 33

4 AUXILIARIES SEQUENCING ............................................................................................................................. 34

4.1 MINERAL LUBE OIL .......................................................................................................................................... 34 4.1.1 DEVICE SUMMARY .................................................................................................................................. 34 4.1.2 SOFTWARE DESCRIPTION ........................................................................................................................ 34

4.2 OIL VAPOUR SEPARATOR ................................................................................................................................. 37 4.2.1 DEVICE SUMMARY .................................................................................................................................. 37 4.2.2 SOFTWARE DESCRIPTION ........................................................................................................................ 37

4.3 LUBE OIL HEATER ............................................................................................................................................. 38 4.3.1 DEVICE SUMMARY .................................................................................................................................. 38 4.3.2 SOFTWARE DESCRIPTION ........................................................................................................................ 38

4.4 LUBE OIL WATER COOLER ................................................................................................................................ 39 4.4.1 DEVICE SUMMARY .................................................................................................................................. 39 4.4.2 SOFTWARE DESCRIPTION ........................................................................................................................ 39

4.5 CONTROL OIL ................................................................................................................................................... 40 4.5.1 DEVICE SUMMARY .................................................................................................................................. 40 4.5.2 SOFTWARE DESCRIPTION ........................................................................................................................ 40

INDEX

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4.6 HYDRAULIC OIL ................................................................................................................................................ 41 4.6.1 DEVICE SUMMARY .................................................................................................................................. 41 4.6.2 SOFTWARE DESCRIPTION ........................................................................................................................ 41

4.7 STARTING ........................................................................................................................................................ 42 4.7.1 DEVICE SUMMARY .................................................................................................................................. 42 4.7.2 SOFTWARE DESCRIPTION ........................................................................................................................ 42

4.8 HYDRAULIC RATCHETING ................................................................................................................................. 43 4.8.1 DEVICE SUMMARY .................................................................................................................................. 43 4.8.2 SOFTWARE DESCRIPTION ........................................................................................................................ 43

4.9 BEARING METAL TEMPERATURE...................................................................................................................... 45 4.9.1 DEVICE SUMMARY .................................................................................................................................. 45 4.9.2 SOFTWARE DESCRIPTION ........................................................................................................................ 45 4.9.3 DEVICE SUMMARY .................................................................................................................................. 46 4.9.4 SOFTWARE DESCRIPTION ........................................................................................................................ 46

4.10 ELECTRICAL TURNING GEAR SYSTEM ............................................................................................................... 47 4.10.1 DEVICE SUMMARY .................................................................................................................................. 47 4.10.2 SOFTWARE DESCRIPTION ........................................................................................................................ 47

4.11 WHEELSPACES ................................................................................................................................................. 48 4.11.1 DEVICE SUMMARY .................................................................................................................................. 48 4.11.2 SOFTWARE DESCRIPTION ........................................................................................................................ 48

4.12 SEISMIC VIBRATION ......................................................................................................................................... 49 4.12.1 DEVICE SUMMARY .................................................................................................................................. 49 4.12.2 SOFTWARE DESCRIPTION ........................................................................................................................ 49

4.13 MAGNETIC SPEED PICK‐UP .............................................................................................................................. 50 4.13.1 DEVICE SUMMARY .................................................................................................................................. 50 4.13.2 SOFTWARE DESCRIPTION ........................................................................................................................ 50

4.14 COMBUSTION CHAMBER FLAME DETECTOR .................................................................................................... 51 4.14.1 DEVICE SUMMARY .................................................................................................................................. 51 4.14.2 SOFTWARE DESCRIPTION ........................................................................................................................ 51

4.15 INTERFACES WITH BENTLY NEVADA VIBRATION MONITORING SYSTEM .......................................................... 52 4.15.1 DEVICE SUMMARY .................................................................................................................................. 52 4.15.2 SOFTWARE DESCRIPTION ........................................................................................................................ 52 4.15.3 DEVICE SUMMARY .................................................................................................................................. 53 4.15.4 SOFTWARE DESCRIPTION ........................................................................................................................ 53

4.16 EXHAUST TEMPERATURE ................................................................................................................................. 54 4.16.1 DEVICE SUMMARY .................................................................................................................................. 54 4.16.2 SOFTWARE DESCRIPTION ........................................................................................................................ 54

4.17 EXHAUST DUCT BACK PRESSURE ...................................................................................................................... 55 4.17.1 DEVICE SUMMARY .................................................................................................................................. 55 4.17.2 SOFTWARE DESCRIPTION ........................................................................................................................ 55

4.18 WATER WASH .................................................................................................................................................. 56 4.18.1 DEVICE SUMMARY .................................................................................................................................. 56 4.18.2 SOFTWARE DESCRIPTION ........................................................................................................................ 56

4.19 VENTILATION ................................................................................................................................................... 58 4.19.1 DEVICE SUMMARY .................................................................................................................................. 58 4.19.2 SOFTWARE DESCRIPTION ........................................................................................................................ 58

4.20 INLET AIR FILTRATION ...................................................................................................................................... 61 4.20.1 DEVICE SUMMARY .................................................................................................................................. 61 4.20.2 SOFTWARE DESCRIPTION ........................................................................................................................ 61

4.21 FUEL GAS ......................................................................................................................................................... 62 4.21.1 DEVICE SUMMARY .................................................................................................................................. 62 4.21.2 SOFTWARE DESCRIPTION ........................................................................................................................ 62

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4.22 LIQUID FUEL .................................................................................................................................................... 65 4.22.1 DEVICE SUMMARY .................................................................................................................................. 65 4.22.2 SOFTWARE DESCRIPTION ........................................................................................................................ 65

4.23 FUEL TRANSFER ............................................................................................................................................... 67 4.23.1 Fuel Splitter ............................................................................................................................................. 67 4.23.2 Fuel Transfer (Liquid to Gas) .................................................................................................................... 67 4.23.3 Fuel transfer (Gas to Liquid) .................................................................................................................... 67

4.24 FUEL GAS BLOCK / FUEL GAS VENT VALVES ...................................................................................................... 68 4.25 ATOMIZING AIR SYSTEM .................................................................................................................................. 69 4.25.1 DEVICE SUMMARY .................................................................................................................................. 69 4.25.2 SOFTWARE DESCRIPTION ........................................................................................................................ 69

4.26 SEAL GAS ......................................................................................................................................................... 71 4.26.1 DEVICE SUMMARY .................................................................................................................................. 71 4.26.2 SOFTWARE DESCRIPTION ........................................................................................................................ 71

4.27 STEAM INJECTION ........................................................................................................................................... 74 4.27.1 DEVICE SUMMARY .................................................................................................................................. 74 4.27.2 SOFTWARE DESCRIPTION ........................................................................................................................ 74

5 ANTISURGE AND LOAD SHARING .................................................................................................................... 77

6 FIRE FIGHTING MONITORING ......................................................................................................................... 78

6.1 ENCLOSURE FIRE DETECTION / FIGHTING: ....................................................................................................... 78 6.1.1 DEVICE SUMMARY .................................................................................................................................. 78 6.1.2 SOFTWARE DESCRIPTION ........................................................................................................................ 79

6.2 FIRE FIGHTING DEDICATED PLC INTERFACE: ..................................................................................................... 80

7 MARKVIE INTERFACES WITH OTHER SYSTEMS ................................................................................................ 81

8 CONTROL INTERFACE WITH WASTE HEAT RECOVERY UNIT CONTROL SYSTEM ................................................ 91

8.1.1 INTERLOCK SIGNALS ................................................................................................................................ 91 8.1.2 SOFTWARE DESCRIPTION ........................................................................................................................ 91

9 THROTTLING VALVE OPERATION <6> .............................................................................................................. 94

9.1.1 DEVICE SUMMARY: ................................................................................................................................. 94 9.1.2 SOFTWARE DESCRIPTION ........................................................................................................................ 94

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LEGEND: L14HSX: MINIMUM OPERATING SPEED L4: MASTER PROTECTIVE RELAY 14HR: SHAFT ZERO SPEED L62CD: COOLDOWN END L2TVX: IGNITION TRANSFORMER ACTIVATION L28FDX: FLAME DETECTED L1X: MASTER CONTROL START-UP. SIS: SAFETY INSTRUMENTED SYSTEM (MK VIeS) FSR: FUEL STROKE REFERENCE DCP: DIRECT CURRENT PANEL

GENERAL NOTE: 1. Contacts for limit switches are closed when valve is actuated to corresponding switch position. 2. For signal philosophy to MCC or DCP see UNIT CONTROL SYSTEM HARDWIRED I/O LIST

(SOM6629669/3). 3. The software macro performs a position check on each valve command output transition, after a “max

positioning time” if the relevant limit switch input is not verified a position mismatch Alarm is generated. Moreover the position mismatch Alarm becomes active immediately if both limit switch inputs are closed.

4. The scope of this specification is to give a functional description of its auxiliary sequences. This document does not cover the description of CORE ENGINE LOGIC FUNCTIONS. The CORE ENGINE LOGIC FUNCTIONS software section contains algorithms for combustion chambers flame detection, firing temperature calculation, speed/load regulator/protection, acceleration regulators, exhaust temperature averaging regulator and protection, inter stage pressure regulator. These algorithms shall be considered GE proprietary information and are excluded from this specification.

REFERENCE DOCUMENTS: GE-NP DOCUMENTS Piping & Instruments Diagram SOM5081819/1 Cause & Effect Diagram SOM6629812/3 UCS IO List SOM6629669/3 Control System & Power Supply Schematic SOM5464707/3

CCC Control System Description SOM6629573/4

Field Instrument List SOM6628001/3 Communication List SOM6629562/3 CCC Modbus List SOM6629574/4

NOTE:

~ Symbol indicate NOT signal operation Median function is used in Mark Vie logic where 2oo3 function is required Spread alarm for 2oo3 signals will be active as follow: if the difference between the maximum and the

minimum values of the three variable becomes greater than or equal to the specified constant.

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1 START/STOP SEQUENCING

1.1 READY TO START

Start Sequence

Fuel Selection HMI Push Button

Liquid FuelSelection

Gas AuxiliarySystem

Selected

Liquid AuxiliarySystem Selected

Liquid Temp andPress OK?

Shutdown orTrip active?

GT HP, LPzero speeddetected ?

Aux .Permissive

OK?

CoreEngineOK?

MasterSelector

A

Turbine and AuxiliaresSequencesProcess

SequencesExternal

Sequences

TABLE 1ready to start

signalsfrom others

system

Provision forCustomer

Ready to StartAND AND

G

L

FromShutdown sequenceSheet 13

FromTrip sequenceSheet 15

YesNo

No

Yes

- Manual

L3ARS

Yes

No

No

3CRS

Yes

No

No

See TABLE 2ready to start form

auxiliaresYes

Ready to startfrom SIS

Is Off-Line Water Wash Selected ?

No

Yes

Unit Ready to Start

(L3RS=1)

To Sh. 07

Yes X

To Off-LineWater Wash

Sh. 19

- Auto- Remote

- Fire- Crank

- Off

TABLE 3

L43FG L43FL

SIS

(235 -XS-0298S)

GT Ready to Start

DCS

3RS (235-XS-0294)

ESD

<5>

Figure 1 - Ready to start

REVISED WHERE SHIOWN <5>

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1.2 AUXILIARIES STARTING

Figure 2 - Auxiliaries starting

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1.3 CRANK

Off-line water wash selection on

HMI

B

Turbine and AuxiliariesSequences

ExternalSequences

Notes:-

From Sh. 07

Yes

C

Note that if water wash is selected ready to start and start passed conditions changes from the above described

(1)

ProcessSequences

Water wash system start (1)

End of Sequence

Aux. Ready to crank?

Start process valve positioning

Customer valve sequencing start

Valve sequence ended; Customer

Permissive to Crank

AND

3CRC

Yes

-Ratchet system activation-Starting system activation

TNH Above zero speed ?

No

No

-Ratchet system de -activation-Solenoid valve 20HD-1 closed

Yes

TNH Above Crank speed ?

No

Yes

CRANK

WHRU dampers in By-Pass position?

Unit in Crank14HMX

See TABLE 5 Auxiliary ready

to Crank

No

To Sh. 09

Purge Timer Reset

GT Purge Time elapsed?

WHRU Purge Done?

WHRU dampers in By -Pass position?

No

No

Yes

YesL2TV=1

No

Yes

No

Yes

WHRU CTRL

GT Purge Done

WHRU CTRL

WHRU Purge Sequence

WHRU CTRL

WHRU Purge Timer Elapsed

WHRU CTRL

Damper Status

(235 -XS-0297)

(235 -XS-0298C)

4VALV(235-XS-0256)

235-XS-0955

235-XS-960

235-XS-554

or235-XS-654

Open Hot Gas Bypass Valve

Close Anti -surge Valve command to

CCC

Close Anti -surge valve

Hot Bypass valve open command for purge

Hot Bypass valve open / close feedback

Close Anti-surge valve for Purge

Anti-surge valve open / close feedback

<5>

<5>

Q

From Sh. 07

OR

(2) For Pressurized start-up

(3) For De-pressurized start-up

Note 2

Note 3

<6>

Figure 3 –Crank


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1.4 IGNITION AND WARM-UP

Figure 4 - Ignition and warm-up

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1.5 ACCELERATION TO OPERATIVE SPEED

Figure 5 - Acceleration to operative speed

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1.6 COMPLETE SEQUENCE

Figure 6 - Complete sequence

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1.7 TURBINE SPEED CONTROL BY DCS

-Auto-RemoteMaster Selector

LPShaft speed controlled by Raise/ Lower Commands

on DCS

LSC tracking request (1)

4TRACK

TNR_EXT

Manual selection by DCS?

Yes

LP Shaft speed controlled by Load Sharing Controller


ExternalSequences

LP shaft speed set pointCCC

CCC

No

To fuel Governor

Notes:(1) Tracking request is active when master selector is in MANUAL mode or in REMOTE mode and DCS manual selection is active, “TR” is active during start-up, shutdown and stopped status.

(2) Range 4mA=70% LP speed demand; 20mA= 105% LP speed demand

DCS

Remote manual selection

CCC

DCS

Speed lower/raise

(235-XS-806) = 1

60LC(235-XS-0261AL)

TNR(235-XS-0261)

(235-XA-808A)

Figure 7 – Turbine Speed Control by DCS

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1.8 SHUTDOWN REQUEST

Figure 8 - Shutdown request

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1.9 SHUTDOWN SEQUENCE

Figure 9 - Shutdown sequence

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1.10 TRIP REQUEST


ExternalSequences

Aux Trip?

Core Engine Trip? L

End sequence

See Table 9Trip from Auxiliaries

Customer ESD signal

PESD

CESD-1, CESD-2

To sh. 06, 16

No

No

No

Yes

Master Selector

- Remote

Trip from HMI?

- Crank- Fire- Manual- Auto

Tripsequence

Customer Trip?

L LYESYES

To Sh.6, 16 To Sh. 6, 16NoNo

YES

235-XS-700A235-XS-700B

<5>

Figure 10 - Trip request


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1.11 TRIP SEQUENCE


ExternalSequences

L

Pressurized trip status

PESD

(CESD_OP)

Train ESD notification to ASC

Open anti -surge valves and Hot Gas Bypass Valve

4TXT_O-1 (235-XS-800D)

From sh. 15

CCC

Depressurized trip status

PESD

(CESD_ODP)

Trip with vent ?

ORNo

Unit summary Trip

N

From sh. 14

-Solenoid valves (20HD-1), (20HD-2) And (20VG-1) are opened

-Close fuel gas block valve (20FB-1B) and open fuel gas vent valve (20FV-1B)(1)

-L4=0

SIS

Yes

A/S controller disabled

CCC

Load sharing controller disbled

CCC

LSC tracking request

CCC

~(ASC_RUN)

~(LS_RUN)

NOTES:(1) In case of one of the following trip :- Fuel gas inlet pressure high high- Emergency shutdown (depressurized ) from field- Turbine compartment diff . pressure low alarm after switch over- ESD PB on panel pressed

Fuel gas block valve (20FB-1) and fuel gas vent valve (20FV-1) will be de-energized

(2) For all other trip conditions than those shown in note (1)

(3) Close after 5 hours or during start -up when HP MOS is reached

- Auxiliary lube oil pump motor activated (4QA-1A).- Open B /N cooling air valve (20NCP-1) (3) (4)

-Ventilation System Stop 4BA-1B, 4BA-2B

Ventilation timer expired?120 min

Lube Oil cooler timer expired?180min

-Lube oil Cooler system Stop

Yes

End

M

Yes

Lube Oil Cooler timer activatedVentilation Timer activated

Yes

No

End

To sh. 17

-Open fuel gas vent valve (20FV-1)(2)

HP shaft min. operati veSpeed lesser than

92.5%(77NH-1÷3)

No

No

SIS

~(TR)

Is liquid fuel selected ?

No Yes

- Actuate 20LF-1 to close liquid fuel shut -off valve (VS-1)

- Position liquid fuel recirculation valve (235 -XV-5016 ) to drain liquid fuel to tank- Actuate 65FP-1 to drain liquid fuel to tank- Stop PF -1

(L4PV))

(L4T)

(4) If Aux . Lube Oil Pump is not available, the Emergency Lube Oil Pump motor is started from the cooldown sequence circuit card located in a EExD box , which is an unit of DCP , upon detection of Lube oil header Pressure low signal from MarkVIe (235-XS-857) (63QL)

<5>

(235-XS-700 D)

(235-XS-700 C)

(235 -XS-837)

(235-XS-800L)

(235-XS-806)

<5>

Throttling valves close following pressure ratio control action till TNL

reaches 20% of speed

Throttling valves close following a

steady rampClose Process Isolation valves

DCS

<6>

Yes

LP shaft at L14LR?

<6>Process

valve close permissive

Delay of 3 minutes

Open the Throttling valve following a steady ramp

Yes

(5)The logic is applicable only if the second unit is running

Note 5

AN

D

Figure 11 - Trip sequence


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1.12 COOLDOWN SEQUENCE

Figure 12 - Cooldown sequence

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1.13 ONLINE WATER-WASH

Figure 13 – Online Water-wash

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1.14 OFFLINE WATER-WASH

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Figure 14 – Offline Water-wash

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2 STATUS DEFINITION

2.1 AUXILIARIES START READY Table1 Ready to start from Other Systems

LOGIC

SOFTWARE TAG JOB TAG(GE TAG) DESCRIPTION SYSTEM

L33as1_o 235-ZSH-5401A

Anti-surge control valve open position-ASV 1

Process (ASC)

L33as2_o 235-ZSH-5402A

Anti-surge control valve open position- ASV 2

Process (ASC)

L33as3_o 235-ZSH-5403A

Anti-surge control valve open position-ASV 3

Process (ASC)

NOT l86asc (XS-807) 86AS

Anti-surge controller fault

Process (ASC)

NOT L86ASC_FLT1 -

Anti-surge control valve 1 position failure

Process (ASC)

NOT L86ASC_FLT2 -


Process (ASC)

NOT L86ASC_FLT3 -


Process (ASC)

NOT l86ls (XS-808-B) 86LS Master controller fault Process (MCP) NOT l86asc_ps

- ASC power supply failure alarm

Misc-ASC

L3COMM_IO -

MKVIe IO pack communication OK

Misc-MarkVIe

NOT l86ps1 (XS-601-A) 86PS-1 24Vdc Bus 1 failure Misc-PS NOT l86ps2 (XS-601-B) 86PS-2 24Vdc Bus 2 failure Misc-PS NOT l86psfg

(XS-602) 86PS-FG Fire Fighting 24Vdc Bus failure

Misc-PS

NOT l86psf (XS-603) 86PS-FIELD Field 24Vdc Bus failure Misc-PS NOT l86ps3 (XS-610) 86PS-3 110Vdc Bus failure Misc-PS NOT l80x

(XS-207) DCP-80X Minimum battery voltage alarm

Misc-DCP

NOT l30ra XS-206-A(DCP-30RA)

DCP rectifier “A” common alarm

Misc-DCP

NOT l30rb XS-206-B(DCP-30RB)

DCP rectifier “B” common alarm

Misc-DCP

NOT ldcp_bad XS-208-A (DCP-BAD)

DCP-battery “A” discharging

Misc-DCP

NOT 235-XS-863 (-) GROUND FAULT + Misc-DCP NOT 235-XS-864 (-) GROUND FAULT - Misc-DCP NOT l86vmn

(YS-402-F) 86VM Vibration monitor common fault alarm

Misc- BN3500 VIB Monitor

NOT l86tm (YS-451-F) 86TM

Temperature monitoring fault

Misc- BN3500 TEMP Monitor

NOT l86cr (XS-515-L) 86CR

Cranking motor protective lock-out

Misc- Starting Motor

NOT l33cp_c 235-XS-5265I (33CP-I) Fire fighting Inergen discharge valve closed

Fire Fighting monitor

NOT l86fg - F&G system fault alarm Fire Fighting monitor

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NOT L71GFH_W 235-LIT-5339A/B/C (71GF-2/3/4A) OR, 235-LIT-5343A/B/C (71GF-2/3/4B)

Fuel gas scrubber level high alarm

DCS

L3TV_RS <6> 3MCL throttling control ready to start <6>

l33tv2_1o, l33tv2_2o, l33tv2_3o (2oo3 voting logic) <6>

235-ZSH-5333AA, 235-ZSH-5333AB, 235-ZSH-5333AC (2oo3 voting logic) <6>

3MCL second stage side stream throttling valve opened

Throttling valves <6>

l33tv3_1o, l33tv3_2o, l33tv3_3o (2oo3 voting logic) <6>

235-ZSH-5333BA, 235-ZSH-5333BB, 235-ZSH-5333BC (2oo3 voting logic) <6>

3MCL third stage side stream throttling valve opened <6>

Throttling valves <6>

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Table2 Ready to start from Auxiliaries

LOGIC SOFTWARE

TAG JOB TAG(GE TAG) DESCRIPTION SYSTEM

NOT L71QL_W 235-LIT-5386A (96QL1) Lube oil tank level low alarm Lube oil NOT l27qel XS-851-B (49QE) Lube oil emergency pump

fault Lube oil

L26qn_W 235-TE 5388AA (LT-OT-1)

Lube oil tank temperature normal

Lube oil

NOT SIS1.L86HD - Hydraulic protective trouble Control oil NOT l49hr1a XS-200-O (49HR-1) Hydraulic ratchet pump

overload alarm Hydraulic ratchet

NOT L27hr1a XS-200-U (27HR-1) Hydraulic ratchet pump under-voltage alarm

Hydraulic ratchet

NOT L26BA-1 235-TE-5541A1/A2/A3 (TT-BA-2A/B/C)

Turbine compartment outlet temp high alarm

Enclosure ventilation

l33ido Note1 235-ZSH-5542A (33ID-1) Turbine enclosure ventilation inlet damper open


l33odo1 Note1 235-ZSH-5543A (330D-1)

Turbine enclosure ventilation outlet damper#1 open


l33odo2 Note1 235-ZSH-5544A (330D-2)



l33odo3 Note1 235-ZSH-5545A (330D-3)



NOT L26BA 235-TE-5542A1/A2/A3 (TT-BA-3A/B/C)

Coupling compartment outlet temperature high alarm


l33vg2_c 235-ZSL-5309A (33VG-2)

Fuel gas vent valve closed Fuel gas system

NOT

L63FGH_W

235-PIT-5303A (96FG-1)

Fuel gas pressure high alarm

Fuel gas system

NOT FPG2H_W 235-PIT-5305A1/A2/A3 (96FG-2A/B/C)

Inter-valve fuel gas pressure high

Fuel gas system

l33cp 235-ZSH-5565A (33CP-1A); 235-ZSH-5566A (33CP-1D)

Fire fighting Inergen discharge valve open

Fire Fighting skid system

Note1: This permissive to start is enabled if “Water Wash On” function is not selected on the HMI (L43BW is false).

Table3 Ready to start from SIS

LOGIC SOFTWARE


NOT l45ht2a 235-AE-5542A1/2/3 (45HD-2A/B/C)

Turbine enclosure gas detected alarm

SIS

NOT l45ht1a 235-AE-5541A1/2/3 (45HD-1A/B/C)

Accessory comp. gas detected alarm

SIS

NOT l45hfa 235-AE-5529A1/2/3 (45HF-1/2/3)

Turbine inlet air filter gas detected alarm

SIS

l33dtcNote1 235-ZSL-5541(33DT)

Enclosure access door closed

SIS

NOT L86MP - Master protective lockout SIS

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NOT (L86VG-1) -

Inter-valve gas unit rate mismatch

SIS

NOT L20FDX -

Fuel gas stop valve ctrl signal on safety

SIS

NOT L86OSP_ALM

- YPRO overspeed configuration incorrect

SIS

NOT L28FD_FLT -

Flame detected without fuel on

SIS

NOT (L86FB) -

Off-skid shutoff valve position mismatch

SIS

NOT (L86FV) -

Off-skid bleed valve position mismatch

SIS

NOT L30FORCED_SIS

- SIS forced signal detected SIS

NOT L86BT1_ALM L86BT2_ALM L86BT3_ALM

- Turbine compart. /ambient. Diff. Press. TX-1/2/3 fault

SIS

L30LOCKED_SIS

- SIS CPU locked active SIS

l33af1c 235-ZSL-5529A (33AF-1)

Turbine inlet air filter inspection. door closed

SIS

NOT 235-ZSL-5319A (33ED-1)

Combustion Wrapper Drain valve closed

SIS

NOT l86splc - Safety system fault SIS NOT L63BT_FLT

Turbine Compartment Differential Pressure transmitter fault

SIS

Note1: This permissive to start is enabled if “Water Wash On” function is not selected on the HMI (L43BW is false).

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2.2 AUXILIARIES START PASSED Table 4 Start Passed

LOGIC SOFTWARE

TAG JOB TAG(GE TAG)

DESCRIPTION SYSTEM

L3PSP Process start passed l52qa

XS-100-I (52QA-1) Lube oil auxiliary pump running

Lube oil

NOT L63QA2L_W 235-PIT-5433 A1/2/3

Lube oil header pressure low alarm

Lube oil

NOT L63QAL_W 235-PIT-5391A (96QA-1)

Lube oil pump discharge pressure low alarm

Lube oil

L3QE_TEST -

Lube oil emergency pump test passed

Lube oil

NOT L63HQ1L_W 235-PIT-5414A (96HQ-1)

Hydraulic oil pressure low alarm

Hydraulic oil

l52hq XS-104-I (52HQ-1)

Hydraulic oil aux pump running

Hydraulic oil

l52bt1 OR l52bt2Note2

XS-812-I (52BA-1) OR, XS-813-I (52BA-2)

Turbine-enclosure ventilation fan #1 running OR, Turbine-enclosure ventilation fan #2 running


NOT L63BT_W

Note2 235-PDIT-5541A1/2/3 (96SV-1A/B/C)

Turbine compartment diff. press low alarm


L3TV_SP <6>

3MCL throttling control start passed <6>

Note2: This permissive to start is bypassed if “Compressor/turbine Water Wash Control” function is selected (L83BW is true).

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2.3 AUXILIARIES CRANK READY Table 5 Ready to Crank from auxiliaries

LOGIC SOFTWAR

E TAG JOB TAG(GE TAG) DESCRIPTION SYSTEM

L3PRC - Process ready to crank Process NOT L71QL_W

235-LIT-5386A (96QL1) Lube oil tank level low alarm

Lube oil

l52qa XS-100-I (52QA-1)

Lube oil auxiliary pump running

NOT L63QA2L_W

235-PIT-5433 A1/2/3 Lube oil header pressure low alarm

Lube oil

NOT L63QAL_W 235-PIT-5391A (96QA-1)

Lube oil pump discharge pressure low alarm

Lube oil

L26QN_W 235-TE-5388AA (LT-OT-1)

Lube oil tank temp normal Lube oil

NOT L63HQ1L_W

235-PIT-5414A (96HQ-1)

Hydraulic oil pressure low alarm

Hydraulic oil

l52hq XS-104-I (52HQ-1)


Hydraulic oil

NOT L26FGL_W

235-TE-5306AA (TG-FG-1)

Fuel gas temp low alarm Master selector in “crank” position

Fuel gas

l33vg2_c

Note3 235-ZSL-5309A (33VG-2)

Fuel gas vent valve closed Fuel gas

NOT L63FGL_W

Note3 235-PIT-5303A (96FG-1)

Fuel gas pressure low alarm

Fuel gas

Off-skid gas shut-off valve open

Note3

AND Off-skid gas vent valve closed Note3

(33FB-O) AND (33FV-1)

Process valve ready to crank position

Fuel gas

L3TV_RC <6>

3MCL Throttling control ready to crank <6>

Note3: This permissive to start is bypassed if “Compressor/turbine Water Wash Control” function is selected (L83BW is true).

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2.4 AUXILIARIES FIRE READY Table 6 Ready to Fire from auxiliaries

LOGIC SOFTWARE

TAG JOB TAG(GE TAG)

DESCRIPTION SYSTEM

L3PURGE_RF - HRSG ready to fire Process NOT L63HQ1L_W 235-PIT-5414A

(96HQ-1)Hydraulic oil pressure low alarm

Hydraulic oil

NOT L43BW - Water-wash on selected Water-wash NOT L83BW

- Turbine/compressor water wash control

Water-wash

NOT L63FGL_W 235-PIT-5303A (96FG-1)

Fuel gas pressure low alarm Fuel gas

NOT L26FGL_W 235-TE-5306AA (TG-FG-1)

Fuel gas temperature low alarm

Fuel gas

l33vg2_c 235-ZSL-5309A (33VG-2)

Fuel gas vent valve closed Fuel gas

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2.5 AUXILIARIES LOAD READY Table 7 Ready to load from auxiliaries

LOGIC SOFTWARE TAG

JOB TAG(GE TAG)

DESCRIPTION SYSTEM

L3PRL Process ready to load Process NOT l52qa XS-100-I (52QA-1) Lube oil aux pump running Lube oil l72qez

XS-851-A (52QE-1) Lube oil emergency pump stopped

Lube oil

NOT L52hq XS-104-I (52HQ-1)


Hydraulic oil

L3TV_RL <6>

3MCL throttling control ready to load <6>

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2.6 SHUTDOWN Table 8 Shutdown from auxiliaries

LOGIC SOFTWARE TAG

JOB TAG(GE TAG)

DESCRIPTION SYSTEM

L94PSHD Process shut-down command Process L63TF 235-PDIT-

5531A1/2/3 (96TF-1A/B/C)

Turb inlet filter diff. press. High vot. Shutdown logic

Inlet and Filtration

L30WSA4_ALM 235-TE-5382/A1 (TT-WS1AI-1) OR 235-TE-5382/A2 (TT-WS1AI-2) OR 235-TE-5379/A1 (TT-WS1FI-1) OR 235-TE-5379/A2 (TT-WS1FI-2) OR 235-TE-5380/A1 (TT-WS2FI-1) OR 235-TE-5380/A2 (TT-WS2FI-2) OR 235-TE-5381/A1 (TT-WS2AI-1) OR 235-TE-5381/A2 (TT-WS2AI-2)

Wheel-space shutdown logic

Wheel-space

TAH-208 TAH-211 TAH-212 TAH-213

Wheel-space temperature high alarmNote4

Wheel-space

235-TE-5458/A1A/2A/3A (AAT-1A/B/C)

Atomizing air temperature high high shutdown

Atomizing air

235-TIT-5313A1/A2/A3

Liquid Fuel Temperature low low

Liquid Fuel System

XS_652-IF (86FF_SD)

Fire Fighting Input fault normal shutdown

Fire Fighting System

Note4: Shutdown is started if wheel-space temperature is high for 24 hours

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2.7 TRIP Table 9 Trip from auxiliaries

LOGIC SOFTWARE


(5ESD-1A)

Front panel ESD push button (depressurized trip)

UCS

L5LESD1

235-HS-5554A (5ESD-1)

Turbo unit emergency shutdown button (depressurized trip)

Enclosure Turbine

L5LESD2

235-HS-5553A (5ESD-2)

Turbo unit emergency shutdown button (depressurized trip)

Enclosure Turbine

235-PDIT-5504A1/2/3

3MCL1006 compressor primary vent pressure (depressurized trip)

Seal Gas System

235-PIT-5495A1/2/3

Nitrogen gas header pressure low low

Seal Gas System

235-PDIT-5505A1/2/3

3MCL1006 primary vent pressure (depressurized trip)

Seal Gas System

(L26TYRT) 235-TE-5510A1/2/3

3MCL1006 Buffer gas Temp low low. (depressurized trip)

Seal Gas System

(L63SDT) - 3MCL1006 surge trip ASC

L26QT_ALM 235-TE-5459A1/2/3 (LT-TH-1A/B/C)

Lube oil header temperature high voting trip logic

Lube Oil

L63QT_ALM 235-PIT-5433 A1/2/3

Lube oil pressure low voting trip aux. logic

Lube Oil

L63QV_ALM

235-PDIT-5387A1/2/3 (96QV-1A/B/C)

Lube oil tank pressure high voting trip logic

Lube Oil

L4QE_TRP

Lube oil emergency pump trip logic

Lube Oil

L63CO_TRP

235-PIT-5421A1/2/3 (96HG-1A/B/C)

Control oil header pressure low voting trip logic

Control Oil

L3SMTX - Starting motor trip logic Hydraulic

L26BT_ALM

235-TE-5541A1/2/3 (TT-BA-2A/B/C) 235-TE-5542A1/2/3 (TT-BA-3A/B/C)

GT compartment internal temperature high trip

Ventilation System

L4BTLOSS

235-PDIT-5541A1/2/3 (96SV-1A/B/C)

Enclosure loss of ventilation trip Ventilation System

L71GFHT1

235-LIT-5339A1/2/3 (71GF-2/3/4 A)

Fuel gas scrubber A level HH trip

Fuel Gas Scrubber

L71GFHT2

235-LIT-5343A1/2/3 (71GF-2/3/4 B)

Fuel gas scrubber A level HH trip

Fuel Gas Scrubber

L4CETRIP - Core Trip UCS (4ST) - Cumulative safety trip to MKVIe SIS

(L4PV) - Depress. trip Notification from MKVIe

SIS

(L4T) - Trip Notification from MKVIe SIS

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- 235-ZT-5433A1/2/3

Axial Displacement of Compressor bearings High High

BN 3500 (Vib)

- 235-XT-5433A1/A2

Radial Vibration on Compressor bearings High High

BN 3500 (Vib)

- 235-XT-5434A1/A2

Radial Vibration on Compressor bearings High High

BN 3500 (Vib)

-

235-TE-5439A1A/2A//3A

Thrust bearing temperature high high

BN 3500 (Temp)

-

235-TE-5440A1A/2A/3A

Thrust bearing temperature high high

BN 3500 (Temp)

L6FGEX

SIS fuel gas flow excessive trip (only during start-up)

Fuel Gas

235-SE-5361A1/2/3 (77NH-1÷3)

HP Shaft Speed – Safety System

Control & Protection

235-SE-5363A1/2/3 (77NL-1÷3)

LP Shaft Speed – Safety System

Control & Protection

235-TE-5376A1 to 235-TE-5376A13 (TT-XD-1 to TT-XD-13)

Exhaust Thermocouple Control & Protection

235-PDIT-5367A1/A2/A3 (96EA-1A/B/C)

Exhaust Duct Back Pressure Control & Protection

235-BE-5361A1/A2/A3/A4 (28FD-2/3/10/11)

Loss of flame detected Control & Protection

XS-700-A (CESD-1) Customer ESD Signal PESD XS-700-B (CESD-2) Customer ESD Signal PESD L3SFLT - Control system fault UCS (Mark VIe)

235-TE-5458A1A/2A/3A

Atomizing Air Cooler Discharge Temp low low

Atomizing Air Cooler

L45FTT XS-657-T Fire detected trip FF System 235-XS-0260 Fuel Gas Scrubber System Trip DCS L4TV_TRIP

<6> 3MCL throttling control Trip <6>

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2.8 MAINTENANCE OVERRIDE IMPLEMENTATION DESCRIPTION

Following is a functional description of the implementation for maintenance overrides required for single (1oo1) trip input devices to the MKVIe system. Maintenance override shall be enabled by operator from HMI. When the MKVIe receives the MOS enable signal from HMI, the MKVIe logic enables this function. The number of instruments under MOS will be transmitted to DCS via the DCS - MK VIe serial link. The MKVIe HMI is configured with a Maintenance Override selection screen which shows all of the field devices capable of being put on override. When the MKVIe receives the MOS enable signal from HMI, a transmitter selected to be overridden can be selected on the MKVIe screen through password protection. Once the transmitter input is selected, the trip from this input will be overridden in the logic and the MKVIe shown on HMI “GT MOS ON” indication shown on the MKVIe HMI This “GT MOS ON” indication should be maintained for the duration of the override. The MKVIe logic includes an interlock such that only one trip input for voting function may be overridden at a time (i.e. selection of a transmitter to override when another transmitter of the same voting function is already on override shall not be possible). While an input signal is on override, the trip function from that input will be temporarily inhibited for the duration of the maintenance activity. However, the logic should be configured to allow the alarm functionality to remain active during this time in order to allow testing of the device after maintenance and before removing the override (i.e. before return to normal service). A MOS repeating alarm is sent from the MKVIe to DCS via the serial link once every hour, to warn the plant operations personnel that a transmitter is on override. After confirmation that the individual device/signal is ready to be restored to normal operation, the MOS is cancelled (override is removed) by removing the MOS from the individual instrument (not by resetting the MOS switch). When the selector switch is moved to “cancel” the DCS will send a momentary “MOS Cancel” signal to MKVIe via the serial link.

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3 OPERATION MODES SELECTION

Unit Operational Mode selection shall be performed by means of a software selector on UCS HMI called MASTER SELECTOR. The following operational modes are defined: OFF CRANK FIRE AUTO REMOTE MANUAL Only one mode can be selected or set at any time. Mode selection is possible only if the relevant permissive conditions are met as indicated below. Switching to AUTO and REMOTE is always possible; the only exception is the Off-Line Water Wash condition that locks the selector in CRANK. Switching from/to different modes is allowed only under specific conditions (see below paragraphs for details).

OFF MODE OFF mode is automatically set upon system initialization (i.e. UCS power-up). Off Mode can only be selected by the operator when the GT has come to a complete stop. If the master selector is in OFF mode no kind of starting sequence can be run, because the machine is not ready to start and any kind of start command is ignored.

CRANK MODE In CRANK mode the engine is allowed to complete crank phase only, reaching purge/firing speed: all other following sequencing phases can be then completed changing the Master Selector position. Switching to OFF is possible before start up is initiated. This Master Selector position also enables OFF LINE WATER WASH selection until start up is initiated (pushing START button). In case of Off-Line Water Wash sequence activation no other following sequence can be completed: Master Selector remains locked to “Crank” position until Water Wash sequence ends as a consequence of a normal stop or trip command.

FIRE MODE In FIRE mode the ignition phase is allowed, the turbine can reach the “flame-on” status and the sequence stops to warm-up. It is possible to switch back to CRANK only before firing and to OFF before start up is initiated.

AUTO MODE In AUTO mode the complete start-up procedure can be executed, bringing centrifugal compressor at minimum operating speed; after that load control are managed by external load set-point. It is possible to switch back to FIRE only if warm up is not ended yet, to CRANK before firing, to OFF before start up is initiated.

REMOTE MODE REMOTE mode is equivalent to AUTO, but the start command is given by a remote system (i.e. the CMS) while the stop command can be generated both remotely and locally.

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4 AUXILIARIES SEQUENCING

4.1 MINERAL LUBE OIL

4.1.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONTL-1 C-235-001A-TK2 LUBE OIL TANK (ACCESSORY BASE) PL-1 C-235-001A-P5 MAIN LUBE OIL PUMP PL-2 C-235-001A-P6 AUXILIARY LUBE OIL PUMP PL-3 C-235-001A-P7 EMERGENCY LUBE OIL PUMP 88QA-1 C-235-001A-P6-M AUXILIARY LUBE OIL PUMP MOTOR 88QE-1 C-235-001A-P7-M EMERGENCY LUBE OIL PUMP MOTOR FL-1A/B C-235-001A-F13A/B LUBE OIL DUPLEX FILTERS 96QL1 235-LIT-5386A LUBE OIL TANK LEVEL LT-TH-1A 235-TE-5459A1A LUBE OIL HEADER TEMPERATURE LT-TH-1B 235-TE-5459A2A LUBE OIL HEADER TEMPERATURE LT-TH-1C 235-TE-5459A3A LUBE OIL HEADER TEMPERATURE LT-BT1D 235-TE-5397A THRUST BRG. #1 DRAIN OIL TEMPERATURE LT-BID 235-TE-5398A JOURNAL BRG. #1 DRAIN OIL TEMPERATURE LT-B2D 235-TE-5399A JOURNAL BRG. #2 DRAIN OIL TEMPERATURE LT-B3D 235-TE-5400A JOURNAL BRG. #3 DRAIN OIL TEMPERATURE LT-B4D 235-TE-5401A JOURNAL/THRUST BRG.#4 DRAIN OIL TEMP. --- 235-PIT-5433A1 LUBE OIL HEADER PRESSURE --- 235-PIT-5433A2 LUBE OIL HEADER PRESSURE --- 235-PIT-5433A3 LUBE OIL HEADER PRESSURE 96QQ-1 235-PDIT-5394A LUBE OIL FILTER DIFF. PRESSURE 96QA-1 235-PIT-5391A LUBE OIL PUMP DISCHARGE PRESSURE LT-OT-1 235-TE-5388AA LUBE OIL TANK TEMPERATURE 96QV-1A/B/C 235-PDIT-5087A1/A2/A3 LUBE OIL TANK PRESSURE

4.1.2 SOFTWARE DESCRIPTION

Auxiliary pump logic Request during unit startup During startup, if permissive from process is detected (tertiary seal header pressure not low), the auxiliary pump starts when the turbine start sequence is activated. It continues to operate until the HP shaft reaches minimum operating speed (L14HSX). From this point, the main mechanical lube oil pump will provide the necessary oil pressure. The pump can also be started if one of the following conditions is verified: Process hydraulic oil request Request during normal operation When HP shaft is above minimum operating speed, the auxiliary pump starts if one of the following conditions is verified for more than 2.5 s: The lube oil header pressure is detected low by 235-PIT-5433A1, 235-PIT-5433A2, 235-PIT-5433A3 The lube oil pumps discharge pressure is detected low. (96QA-1 (235-PIT-5391A) ). During normal operation, when auxiliary pump start is detected by 52QA-1 (XS-100-I), alarm is generated.

Stop during normal operation

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If, during normal operation, the pump has been started, detected by 52QA-1 (XS-100-I), the pump remains running also if starting conditions are reset. Operator from HMI or from MCC can stop it manually. Request during shutdown After a unit shutdown, the auxiliary pump is started when the HP shaft decreases below the minimum operating speed. The pump remains running till the cool down is completed (L62CD). Manual control If lube oil tank level is not detected low by 96QL1 (235-LIT-5386A ), auxiliary pump can be manually started. If manual operation is de-selected, the pump return to automatic control and can be stopped as described above. Emergency pump logic The emergency pump provides lube oil pressure in case of failure of auxiliary pump. It is requested to run each time the lube oil pressure is detected low by median value of 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3. The emergency pump actually runs if one of the following enabled conditions is detected: During normal operation: after start passed (L4) or if GT shaft is detected moving. During cool down: the first time slice (15 min) of cool down, the emergency pump is always enabled. Then it

is periodically enabled starting with ON period of length 30s and an OFF period of length 3 min. This mode ends when cool down is ended (L62CD).

Once emergency pump has started, it stops when the pressure is detected normal by median value of 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3. Alarms and trips If emergency pump is detected running by feedback (72QE), alarm is generated. If lube oil emergency pump overload is detected (49QE), alarm is generated Lube oil alarm and trips If lube oil header temperature LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C

(235-TE-5459A3A) is detected higher than High Alarm threshold, alarm is generated. If lube oil header temperature LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C

(235-TE-5459A3A) is detected very high by voting trip logic, trip and alarm are generated. If lube oil header pressure which is median of 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 , is

lower than the low threshold alarm is generated. Also alarm is generated after start-passed (L4) till cool down end.

If lube oil header pressure is detected low low by 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 voting trip logic trip is generated. Also trip and alarm are generated if unit is running (L4).

If lube oil pumps discharge pressure is detected low 96QA-1 (235-PIT-5391A) , output is generated. Also alarm is generated after start-passed (L4) till cool down end.

If lube oil filter differential pressure is detected high (96QQ-1 (235-PDIT-5394A) ) for more than 1 s, alarm is generated

If lube oil tank level is detected high by 96QL1 (235-LIT-5386A) , alarm is generated. If lube oil tank level is detected low by 96QL1 (235-LIT-5386A) , alarm is generated If at least one bearing drain oil temperature is detected higher than its threshold, summarized alarm is

generated. Cooldown After the coast down, cooldown indicate the time period in which the lube oil is provided by using the auxiliary or the emergency pumps. Cooldown is enabled each time the flame is detected in combustion chamber (28FDX signal from MKVIe) resetting cooldown timer. Cooldown timer starts counting after a coast down as soon as the GT shaft is detected at zero speed (L14HR)

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(signal from MKVIe). Cooldown will be completed after 10 hours. Cooldown end is detected by signal L62CD signal. The VTR-1 valve is actuated on the base LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C (235-TE-5459A3A) signal; inside the software an internal PI controller is activated.

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4.2 OIL VAPOUR SEPARATOR 4.2.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONPDS-1 C-235-001A-F18 MINERAL OIL VAPOUR SEPARATOR QV-1 C-235-001A-BL2A MAIN VAPOUR EXTRACTOR QV-2 C-235-001A-BL2B AUXILIARY VAPOUR EXTRACTOR

88QV-1 C-235-001A-BL2A-M MAIN MINERAL OIL VAPOUR SEPARATOR FAN MOTOR

88QV-2 C-235-001A-BL2B-M AUXILIARY MINERAL OIL VAPOUR SEPARATOR FAN MOTOR


Oil vapor separator fan sequence Two vapor separator fan motors are provided: Fan selection (main, auxiliary) is done by HMI dedicated pushbuttons, normally when both fans are stopped. Selection can be changed, also if main fan is running. At changeover, the new selected main fan starts immediately; the deselected fan continues to run for 10 seconds, then it is stopped. This changeover sequence doesn't activate auxiliary fan running alarm. If changeover is done when both fans are running or both are stopped, nothing changes except the selection. Manual fans command If all start permissive conditions are verified and all cutoffs conditions are not verified, each fan can be manually started and stopped. The main lube oil vapor separator fan motor is started when the flame is detected in the combustion chambers. The fan continues to run until the cooldown sequence is completed (L62CD). The fan is also started if the following conditions are all verified: Lube oil heater ON command Normal temperature in oil tank. Oil vapor separator fan manual operation When fan extractor is not required running, the lube oil vapor separator fan motor 88QV-1 can be manually started and stopped. Lube oil tank pressure alarms and trips If lube oil tank pressure is detected high 96QV-1A/B/C (235-PDIT-5087A1/A2/A3) , alarm is generated and the auxiliary vapor separator fan motor is started. If lube oil tank pressure is detected very high (trip level) by voting logic 96QV-1A/B/C (235-PDIT-5087A1/A2/A3) , trip and alarm are generated.

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4.3 LUBE OIL HEATER


DEVICE NAME CUSTOMER TAG DESCRIPTION23QT-1 C-235-001A-H5A LUBE OIL ELECTRIC HEATER 23QT-2 C-235-001A-H5B LUBE OIL ELECTRIC HEATER 23QT-3 C-235-001A-H5C LUBE OIL ELECTRIC HEATER

49QT-1 235-TSHH-5385A LUBE OIL HEATER CUT-OUT SIGNAL TO MARKVIE




The unit it’s also equipped with 23QT1/2/3 lube oil heaters. The purpose of lube oil heater system is to provide a correct viscosity of mineral lube oil acting on its temperature. To provide heater start/stop commands, the system is equipped with the temperature element LT-OT-1 (235-TE-5388AA) . Heater cutout logic Cutout conditions for lube oil heater on command auxiliary signal are listed below: Lube oil tank level low 96QL1 (235-LIT-5386A) Flame detected (L28FDX) Over-temperature detected by all lube oil tank heaters temperature switches 49QT-1/2/3 (235-TSHH-

5385A/5386A/5387A) Each heater is then singularly cutout if the relative switch 49QT-1/2/3 (235-TSHH-5385A/5386A/5387A) detects over-temperature. Also, cutout signal is repeated to MCC namely 4QT1-1C (XS-126-C), 4QT2-1C (XS-127-C), 4QT3-1C (XS-128-C) if one of the following conditions is detected: Lube oil tank level low 96QL1 (235-LIT-5386A) Over-temperature detected by the lube oil tank heater temperature switches 49QT-1/2/3 (235-TSHH-

5385A/5386A/5387A) If over-temperature is detected by at least one lube oil tank heater temperature switches 49QT-1/2/3 (235-

TSHH-5385A/5386A/5387A) alarm is generated. Heater control logic If no cutout condition is active for the heater on, 23QT1/2/3 are started when the oil temperature is detected low by the low threshold on LT-OT-1 (235-TE-5388AA) temperature value. They are stopped when the oil temperature is detected moderate by the high threshold on LT-OT-1 (235-TE-5388AA). Between the two thresholds, 23QT-1/2/3 can be manually stopped down also by HMI pushbutton. If manual command is active, 23QT-1/2/3 can be started and stopped manually by HMI pushbutton. Also, if manual operation is active an alarm is generated. If oil temperature is below a low low threshold, an alarm is generated. It inhibits the turbine start and crank.

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4.4 LUBE OIL WATER COOLER


DEVICE NAME CUSTOMER TAG DESCRIPTION --- 235-TY-5459A VTR-1 THERMOSTATIC VALVE

CONTROL I TO P CONVERTOR VTR-1 235-TCV-5459A LUBE OIL THERMOSTATIC VALVE


Start-Up and Normal Operation The Lube Oil Temperature Regulator Valve VTR-1 (235-TCV-5459A) is enabled to control (set point=55°C) the lube oil header temperature LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C (235-TE-5459A3A) at the beginning of the Start-up sequence, just after the Emergency Auxiliaries Check, and it is disabled and close at the end of the cool-down subsequently to the stoppage of the Lube Oil Auxiliary Pump 88QA-1(C-235-001A-P6-M). 235-TCV-5459A (VTR-1) valve will be controlled by MKVIE through 4-20mA command to I/P converter 235-TY-5459A. Manual Operation This is a “One State Auxiliary”, manual mode is not permitted at all.

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4.5 CONTROL OIL 4.5.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTION65NV-1 235-FCV-5424A NOZZLE CONTROL SERVO VALVE 90TV-1 235-FCV-5425A TURBINE IGV ACTUATION 96TV-1 235-ZT-5425A1 TURBINE IGV POSITION 96TV-2 235-ZT-5425A2 TURBINE IGV POSITION 96NC-1 235-ZT-5424A1 TURBINE 2ND STAGE NOZZLES POSITION 96NC-2 235-ZT-5424A2 TURBINE 2ND STAGE NOZZLES POSITION 20HD-1 235-XX-5422A CONTROL OIL TRIP 20HD-2 235-XX-5423A CONTROL OIL TRIP 96HG-1A 235-PIT-5421A1 CONTROL OIL HEADER PRESS. 96HG-1B 235-PIT-5421A2 CONTROL OIL HEADER PRESS. 96HG-1C 235-PIT-5421A3 CONTROL OIL HEADER PRESS.


Control oil pressure triple redundant transmitters validation (TMR) Because of this is a critical loop, TMR architecture requires triple redundancy of measurements. The three signals are median selected so that a single measurement failure is distinguished from system fails. The selected value, A63HG_W, is used for succeeding elaborations. If measurements spread is higher than maximum spread allowed K63HG_FLT for more than K63HGL_SENSR (typically 2 s), alarm L63HGL_SENSR is generated. Control oil pressure triple redundant switches (mixt) validation (TMR) Starting at ignition phase during normal operation (L4=TRUE), if one of the three switches detects trip, but trip is not detected for more than K63HGL_SENSR (typically 2 s), alarm L63HGL_SENSR is generated. In case of mixt instrumentation, same logic apply with one switch reading substituted by condition L63HG1_L, corresponding to the transmitter signal below trip level (K63HGT). Control oil excessively low pressure (critical) Excessively low pressure is detected: Transmitters: 2oo3 voting of (L63HGL1_W, l26hg2l, l26hg3l). If control oil pressure is detected excessively low, signal L63HGL is generated. Also, trip L63CO_TRP is generated after ignition phase during normal operation (L4=TRUE) and alarm L63HGL_ALM is generated starting at ignition (L2TVX). The transmitters 235-PIT-5421A1/A2/A3 (96HG-1A/B/C) are wired to MarkVIeS and when 2oo3 sensors detect a low-low condition, a trip condition is generated. Trip system healthy monitoring Fuel valves and variable geometries are driven to safe position by de-energizing 20HD-1 valve. This happens immediately when a trip is detected or at flameout in case of shutdown. The de-energizing of 20HD-1 must assure a rapid decrease of control oil pressure. If, elapsed one second from a trip, control oil pressure is not below trip level K63HGT, alarm L86HD_ALM is generated and the unit becomes not ready to start through L86HD latched signal resettable by master reset (L86MR1). The actuation of the 20HD-1 and 20HD-2 is done from MarkVIeS

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4.6 HYDRAULIC OIL 4.6.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONPH-1 C-235-001A-P2 HYDRAULIC OIL MAIN PUMP PH-2 C-235-001A-P3 HYDRAULIC OIL AUXILIARY PUMP 88HQ C-235-001A-P3-M HYDRAULIC OIL AUXILIARY PUMP MOTOR FH1-1/2 C-235-001A-F8A/B HYDRAULIC OIL DUPLEX FILTERS 96HQ-1 235-PIT-5414A HYDRAULIC OIL HEADER LOW PRESSURE 96HF-1 235-PDIT-5413A HYDRAULIC OIL FILTERS HIGH DIFF. PRESS. 33HR-1 235-ZSL-5419A HYD. RATCHET VALVE POSITION CLOSED 20CS-1 235-FV-5414A HYD. RATCHET SELF-SEQUENCING VALVE


Auxiliary pump logic Cutout condition If lube oil header pressure is not detected normal by 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 , the hydraulic pump requests described below are cutout. When unit is stopped (L14HR), if the cutout condition is active for more than 10s from hydraulic pump start request, alarm is generated. When unit is running, if the cutout condition is active, alarm is generated. In case of lube oil pressure low voting trip by 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 , cutout to MCC is generated. Request during unit startup If cutout condition is not active, during startup the auxiliary pump starts when the turbine start sequence is activated. It continues to operate until the HP shaft reaches minimum operating speed. From this point, the main mechanical hydraulic oil pump will provide the necessary oil pressure. Request during normal operation When HP shaft is above minimum operating speed, if cutout condition is not active, the auxiliary pump starts if Hydraulic oil pressure detected low by pressure transmitter 96HQ-1 (235-PIT-5414A) . During normal operation when hydraulic pump start detected by 52HQ, alarm is generated. Stop during normal operation If during normal operation the pump gets started, detected by 52HQ, the pump remains running, also when the starting condition is reset. Operator from HMI or MCC can stop it manually. Request during shutdown If cutout condition is not active, when a normal shutdown occurs, the auxiliary pump is started when the HP shaft decreases below the minimum operating speed. The pump will keep running till the master relay (L4) is de-energized. If emergency shutdown (trip) is detected, L4 drop down and consequently the hydraulic pump is not started. Manual control If cutout condition is not active, auxiliary pump can be manually started. If manual operation is deselected, the pump return to automatic control and can be stopped as described above.

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Alarms logic If hydraulic oil pressure is detected low by 96HQ-1 (235-PIT-5414A) , for more than 3s, alarm is generated. Alarm is generated if all the following conditions are verified: Above crank speed (L14HM) After start passed and before shutdown (L4)

If hydraulic oil filter differential pressure is detected high by 96HF-1 (235-PDIT-5413A) for more than 1s, alarm is generated.

4.7 STARTING

4.7.1 DEVICE SUMMARY DEVICE NAME CUSTOMER TAG DESCRIPTION33CS-1 235-ZSL-5481A STARTING CLUTCH POSITION – ENGAGED 20TU-1 235-XX-5481A TORQUE CONVERTER OIL DRAIN 88CR-1 C-235-001A-P8-M STARTING MOTOR PS-1 C-235-001A-P8 CHARGE PUMP FOR TORQUE CONVERTER


Hydraulic ratchet interface logic When the unit is ready to crank, hydraulic ratchet system energizes the starting clutch solenoid 20CS-1 (235-FV-5414A) . If the starting clutch is not detected engaged within 10 seconds, alarm is generated. The turbine shaft breakaway is helped by hydraulic ratchet system that is stopped as soon as shaft moves. 88CR-1 command permissive Auxiliaries ready to crank Loss of feedback event (~l52cr) elapsed from more than 20s, detected by 52CR-1 (XS-515-I) signal. 88CR-1 turn-on command logic When starting clutch is detected engaged by 33CS-1 (235-ZSL-5481A) , cranking motor 88CR-1 is started through 4CR-1A (X-515-R) signal. If motor feedback from MCC 52CR-1 (XS-515-I) is not detected within 2 seconds, trip and alarm are generated (sequence aborted). If motor feedback is detected but HP shaft doesn't break away (L14HR) within 30 seconds, trip and alarm are generated (sequence aborted). Cranking speed logic After shaft break away, when the minimum cranking speed is achieved, the torque converter oil drain valve 20TU-1 (235-XX-5481A) is opened, in order to reduce the torque and to maintain the specified speed to accomplish purge, ignition and warm-up steps. Signal OPENING is enabled by L4 to avoid the opening of the valve during coast down. The valve will be closed again after warm-up step completes, in order to have the maximum torque for accelerating phase. If motor feedback 52CR-1 (XS-515-I) or clutch engaged limit switch 33CS-1 (235-ZSL-5481A) signals are lost, trip and alarm are generated. Alarm and trip are enabled below accelerating speed and are disabled above the operative speed and in case of trip. 88CR-1 turn-off logic After warm-up sequence, unit accelerates to full speed. At approx. 50÷60% of rating speed, the inversion of the torque on starting clutch causes its mechanical disengagement (the turbine can sustain itself). This condition is detected by 33CS-1 (235-ZSL-5481A) limit switch signal and the cranking motor is turned off. The motor is anyway turned off if HP shaft speed is above self-sustaining speed (60%). and above operative

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speed. If starting clutch doesn't disengage when the HP shaft speed is above the minimum operating speed, trip and alarm are generated.

Motor turn-off is also achieved if one of the following conditions is verified: system trip unit trip unit shutdown

4.8 HYDRAULIC RATCHETING


DEVICE NAME CUSTOMER TAG DESCRIPTIONPH-3 C-235-001A-P4 RATCHET PUMP 88HR C-235-001A-P4-M HYDRAULIC RATCHET MOTOR FH-2 C-235-001A-F9 HYDRAULIC RATCHET OIL FILTER 43HR 235-HS-5409A HYDRAULIC RATCHET PUMP MOTOR TEST

33HR-1 235-ZSL-5419A HYDR. RATCHET VALVE POSITION – CLOSED

20CS-1 235-FV-5414A HYDRAULIC RATCHET SELF SEQUENCING VALVES

33CS-1 235-ZSL-5481A STARTING CLUTCH POSITION – ENGAGED


The sequence described is used to describe ratchet pump motor (88HR) start command (4HR1) and starting clutch engaging command 20CS-1 (235-FV-5414A) . The two ratcheting commands are generated at the same time by the same logic. The clutch engaged is detected by limit switch 33CS-1 (235-ZSL-5481A) signal that cause the cranking motor to start. Push button 43HR (235-HS-5409A) is installed to provide manual start of motor 88HR. Ratcheting commands cutout Lube oil pressure low voting trip logic HP shaft control speed signal loss HP shaft above crank speed Unit start-up ratcheting sequence During the unit starting sequence, if no cutout and all permissive conditions verified, the ratcheting begin as soon as the ready to crank is detected. It continues to operate until the HP shaft speed is detected. Ratcheting cycles during cooldown During a stop sequence, the ratchet pump is started 60 seconds after the HP shaft is detected at zero speed by L14HR; independently from the state of, the pump remains running and rotating the shaft until the 33HR-1 (235-ZSL-5419A) limit switch drop down delayed of 2s is detected. At this point the pump is kept stopped for 180 s, and then the cycle is repeated. Cooldown ratcheting cycles are stopped when cooldown sequence is completed. Manual ratcheting (Jogging) When GT is stopped, a ratcheting cycle can be started manually (jogging) acting on the local push-button mounted on the ratchet pump skid 43HR (235-HS -5409A) or by HMI push button. Note that the local push button has to be closed for more than 2 s to activate the jogging command. Usually jogging is required after cooldown: as lube oil header pressure low cutout condition (L63QT) is detected, jogging command causes first the lube oil emergency pump starting, and then, when the cutout condition is reset, a

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jogging cycle. As for cooldown ratcheting, a jogging cycle stops 2s after the drop down of hydraulic ratchet limit switch (33HR-1 (235-ZSL-5419A) ) Alarms, trips and monitoring If, during cooldown ratcheting, limit switch (33HR-1 (235-ZSL-5419A) ) is not detected for 6 minutes, alarm is generated. The alarm is disabled at the end of cooldown. If ratcheting cycle is longer than 30s, alarm is generated. If hydraulic ratchet motor overload is detected (49HR ), alarm is generated. Hydraulic ratchet pump running is detected (72HR) for monitoring purposes.

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4.9 BEARING METAL TEMPERATURE TURBINE BEARINGS


DEVICE NAME CUSTOMER TAG DESCRIPTIONBT-TA1-1A 235-TE-5361AA CASE BEARING 1 TEMP (THRUST ACTIVE)BT-TI1-1A 235-TE-5362AA CASE BEARING 1 TEMP (THRUST INACTIVE) BT-J1-1A 235-TE-5363AA CASE BEARING 1 TEMP (JOURNAL) BT-J1-2A 235-TE-5364AA CASE BEARING 1 TEMP (JOURNAL) BT-TA1-2A 235-TE-5366AA CASE BEARING 1 TEMP (THRUST ACTIVE) BT-TI1-2A 235-TE-5365AA CASE BEARING 1 TEMP (THRUST INACTIVE) BT-J2-1A 235-TE-5367AA CASE BEARING 2 TEMP (JOURNAL)BT-J2-2A 235-TE-5368AA CASE BEARING 2 TEMP (JOURNAL) BT-J3-1A 235-TE-5369AA CASE BEARING 3 TEMP (JOURNAL) BT-J3-2A 235-TE-5370AA CASE BEARING 3 TEMP (JOURNAL) BT-TA4-1A 235-TE-5373AA CASE BEARING 4 TEMP (THRUST ACTIVE) BT-TI4-1A 235-TE-5372AA CASE BEARING 4 TEMP (THRUST INACTIVE) BT-J4-1A 235-TE-5371AA CASE BEARING 4 TEMP (JOURNAL)BT-J4-2A 235-TE-5383AA CASE BEARING 4 TEMP (JOURNAL) BT-TA4-2A 235-TE-5374AA CASE BEARING 4 TEMP (THRUST ACTIVE) BT-TI4-2A 235-TE-5375AA CASE BEARING 4 TEMP (THRUST INACTIVE)


One element of each bearing metal RTD is wired to the Bently Nevada Temperature Monitoring System and the temperature reading is compared to the alarm setpoint. If measured temperature of individual elements exceeds its setpoint, individual alarm is generated.

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COMPRESSOR BEARINGS


DEVICE NAME CUSTOMER TAG DESCRIPTION

--- 235-TE-5433AA THERMOELEMENT ON COMPRESSOR JOURNAL BEARING




--- 235-TE-5439A1A THERMOELEMENT ON COMPRESSOR THRUST BEARING (ACTIVE)



--- 235-TE-5440A1A THERMOELEMENT ON COMPRESSOR THRUST BEARING (INACTIVE)



4.9.4 SOFTWARE DESCRIPTION Alarm and Trip logic: One element of each bearing metal RTD on the Compressor Journal Bearing (235-TE-5433AA, 235-TE-

5434AA, 235-TE-5435AA and 235-TE-5436AA) is wired to the Bently Nevada Temperature Monitoring System and the temperature reading is compared to the alarm setpoint. If measured temperature of individual elements exceeds its setpoint, individual alarm is generated.

For thermo elements on CC Thrust bearings Active side (235-TE-5439A1A, 235-TE-5439A2A and 235-TE-5439A3A) as well as for CC Thrust bearings Inactive side (235-TE-5440A1A, 235-TE-5440A2A and 235-TE-5440A3A) for HH temperature, Trip condition is initiated. The trip notification is sent to MarkVIe for time stamping.

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4.10 ELECTRICAL TURNING GEAR SYSTEM


DEVICE NAME CUSTOMER TAG DESCRIPTIONTG-1 C-235-001A-MA1 ELECTRIC TURNING GEAR MOTOR

4.10.2 SOFTWARE DESCRIPTION During turning sequence it is necessary to supply oil to bearings and nitrogen to tertiary seals. In emergency condition due to a fault of AC system

If turning doesn’t start within 20 min after AC Failure it is necessary to wait 48 hours before a new restart of the unit;

In case of lack of lube oil to bearings and/or nitrogen to tertiary seals, turning sequence shall be inhibited as far as problem on oil and/or nitrogen shall be solved.

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4.11 WHEELSPACES


DEVICE NAME CUSTOMER TAG DESCRIPTIONTT-WS1FI-1 235-TE-5379A1 WHEEL SPACE TEMP. 1st STAGE FWD INNER #1TT-WS1FI-2 235-TE-5379A2 WHEEL SPACE TEMP. 1st STAGE FWD INNER #2 TT-WS1AI-1 235-TE-5382A1 WHEEL SPACE TEMP. 1st STAGE AFT INNER #1 TT-WS1AI-2 235-TE-5382A2 WHEEL SPACE TEMP. 1st STAGE AFT INNER #2

TT-WS2FI-1 235-TE-5380A1 WHEEL SPACE TEMP. 2nd STAGE FWD INNER #1

TT-WS2FI-2 235-TE-5380A2 WHEEL SPACE TEMP. 2nd STAGE FWD INNER #2

TT-WS2AI-1 235-TE-5381A1 WHEEL SPACE TEMP. 2nd STAGE AFT INNER #1 TT-WS2AI-2 235-TE-5381A2 WHEEL SPACE TEMP. 2nd STAGE AFT INNER #2


Alarms and Shutdown logic There are single element thermocouples (TC) in each measurement location to monitor the wheel space temperature. For each measurement section, the average temperature is calculated by the two TC. If the average temperature exceeds the alarm level for more than 10s, a common alarm is generated. If alarm level is reached continuously for more than 24 hours, alarm signal is generated and shutdown sequence starts. If the average temperature exceeds the shutdown level for more than 10s, a common alarm is generated that cause shutdown sequence to start. Water Wash Permissive All of the average wheel space temperature values are compared against each other and the highest value is selected. This value is then compared to a started threshold, to provide water wash permissive signal.

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4.12 SEISMIC VIBRATION 4.12.1 DEVICE SUMMARY


39V-1A 235-VE-5361A1 HP SHAFT VIBRATION

39V-1B 235-VE-5361A2 HP SHAFT VIBRATION 39V-2A 235-VE-5362A1 LP SHAFT VIBRATION

39V-2B 235-VE-5362A2 LP SHAFT VIBRATION


The Seismic Vibration signals are wired to the BN3500 vibration monitoring system. Alarm and trip logic If one of sensor (39V-1A (235-VE-5361A1) 39V-1B (235-VE-5361A2), 39V-2A (235-VE-5362A1), 39V-2B (235-VE-5362A2) ) reaches alarm level for more than 5s, alarm is generated. If a sensor reaches trip level for more than 0.5s while a second sensor value is above alarm level, trip and alarm are generated. Inside each pair of sensors 39V-1A (235-VE-5361A1) 39V-1B (235-VE-5361A2) and 39V-2A (235-VE-5362A1), 39V-2B (235-VE-5362A2) ) , vibration differential calculation is done. If the differential is higher than a threshold for more than 0.5s, alarm is generated. In case of unhealthy or disabled sensors, the relative signals are discarded and alarm/trip logic is modified as follows to maintain the reliability of operation (lowering availability): One sensor faulty or disabled: nothing changes except that only the enabled and healthy signals are taken

into account. This is because of transmissibility of vibration between the two pairs: it assures that trip level on the first pair is sensed at least at alarm level on the second pair.

Two sensors faulty or disabled: trip logic is based on only one sensor. If the two faulty or disabled sensors belong to the same pair, shutdown signal L39VD2 and L39VD2_ALM alarm are generated

Trip notification is hardwired from BN to MarkVIeS.

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4.13 MAGNETIC SPEED PICK-UP


DEVICE NAME CUSTOMER

TAG DESCRIPTION

77NH-1 235-SE-5361A1 HP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)



77NL-1 235-SE-5363A1 LP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)



77HT-1 235-SE-5362A1 HP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES) 77HT-2 235-SE-5362A2 HP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)

77HT-3 235-SE-5362A3 HP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)

77LT-1 235-SE-5364A1 LP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)




The median value of the magnetic pick-up signals for HP shaft 77NH-1(235-SE-5361A1), 77NH-2(235-SE-5361A2) and 77NH-3(235-SE-5361A3) as well as the median value of the magnetic pick-up signals for LP shaft 77NL-1(235-SE-5363A1), 77NL-2(235-SE-5363A2) and 77NL-3(235-SE-5363A3) are sent to MarkVIe for Turbine Control. The median value of the magnetic pick-up signals for HP shaft 77HT-1(235-SE-5362A1), 77HT-2(235-SE-5362A2) and 77HT-3(235-SE-5362A3) as well as the median value of the magnetic pick-up signals for LP shaft 77LT-1(235-SE-5364A1), 77LT-2(235-SE-5364A2) and 77LT-3(235-SE-5364A3) are sent to MarkVIeS and upon detection of High-high condition the gas turbine is tripped.

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4.14 COMBUSTION CHAMBER FLAME DETECTOR


DEVICE NAME CUSTOMER

TAG DESCRIPTION

28FD-2 235-BE-5361A1 COMBUSTION CHAMBER FLAME DETECTOR





All 4 detectors 28FD-2 (235-BE-5361A1), 28FD-3 (235-BE-5361A2), 28FD-10 (235-BE-5361A3), 28FD-11 (235-BE-5361A4), are hardwired to MarkVIeS. If 3oo4 detectors do not detect flame inside the combustion chamber, the Gas Turbine is tripped.

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4.15 INTERFACES WITH BENTLY NEVADA VIBRATION MONITORING SYSTEM

TURBINE BEARINGS


DEVICE NAME CUSTOMER TAG DESCRIPTIONXT-1X 235-XT-5363A1 NO CONTACT RADIAL VIBRATION (CASE BRG 1) XT-1Y 235-XT-5363A2 NO CONTACT RADIAL VIBRATION (CASE BRG 1) ZT-1 235-ZT-5361A1 NO CONTACT AXIAL DISPLACEMENT (CASE BRG 1) ZT-2 235-ZT-5361A2 NO CONTACT AXIAL DISPLACEMENT (CASE BRG 1) 235-KT-5361A KEY PHASOR (CASE BRG 1) XT-2X 235-XT-5364A1 NO CONTACT RADIAL VIBRATION (CASE BRG 2) XT-2Y 235-XT-5364A2 NO CONTACT RADIAL VIBRATION (CASE BRG 2) XT-3X 235-XT-5365A1 NO CONTACT RADIAL VIBRATION (CASE BRG 3) XT-3Y 235-XT-5365A2 NO CONTACT RADIAL VIBRATION (CASE BRG 3) XT-4X 235-XT-5366A1 NO CONTACT RADIAL VIBRATION (CASE BRG 4) XT-4Y 235-XT-5366A2 NO CONTACT RADIAL VIBRATION (CASE BRG 4) ZT-3 235-ZT-5362A1 NO CONTACT AXIAL DISPLACEMENT (CASE BRG 4) ZT-4 235-ZT-5362A2 NO CONTACT AXIAL DISPLACEMENT (CASE BRG 4) XPL 235-KT-5362A KEY PHASOR (CASE BRG 4)


The NO Contact Radial Vibration, NO Contact Axial Displacement and Key phasor signals are all wired to BN3500 Vibration Monitoring System. Alarm Logic:

For high value of “NO Contact Radial Vibration” signals detected by any one of the sensors, a High alarm is

generated.

For high value of “NO Contact Axial Displacement” signal detected by any one of the sensors, a High alarm is generated.

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COMPRESSOR BEARINGS



--- 235-XT-5433A1 RADIAL VIBRATION PROBE ON COMPRESSOR JOURNAL BEARING




--- 235-ZT-5433A1 AXIAL DISPLACEMENT PROBE ON COMPRESSOR THRUST BEARING




The NO Contact Radial Vibration and NO Contact Axial Displacement signals are all wired to BN3500 Vibration Monitoring System.

Alarm and Trip logic:

Radial Vibration:

If 1oo2 probes [235-XT-5433A1 and 235-XT-5433A2] or [235-XT-5434A1 and 235-XT-5434A2] detects vibration corresponding H setpoint, an alarm is generated. If vibration is HH then a Trip is initiated and a notification is sent to MarkVIe for Time stamping.

If 2oo3 probes [235-ZT-5433A1, 235-ZT-5433A2 and 235-ZT-5433A3] detect axial displacement corresponding HH setpoint, then a Trip is initiated and a notification is sent to MarkVIe for Time stamping.

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4.16 EXHAUST TEMPERATURE



TT-XD-1 235-TE-5376A1 EXHAUST TEMPERATURE


TT-XD-3 235-TE-5376A3 EXHAUST TEMPERATURE TT-XD-4 235-TE-5376A4 EXHAUST TEMPERATURE

TT-XD-5 235-TE-5376A5 EXHAUST TEMPERATURE TT-XD-6 235-TE-5376A6 EXHAUST TEMPERATURE TT-XD-7 235-TE-5376A7 EXHAUST TEMPERATURE


TT-XD-9 235-TE-5376A9 EXHAUST TEMPERATURE TT-XD-10 235-TE-5376A10 EXHAUST TEMPERATURE

TT-XD-11 235-TE-5376A11 EXHAUST TEMPERATURE TT-XD-12 235-TE-5376A12 EXHAUST TEMPERATURE TT-XD-13 235-TE-5376A13 EXHAUST TEMPERATURE


Alarm and trip logic

When the mean value of the Exhaust Thermocouples is greater than or equal to High value, a cumulative alarm is generated.

When the mean value of the Exhaust Thermocouples is greater than or equal to High High value, a Trip is

initiated.

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4.17 EXHAUST DUCT BACK PRESSURE



96EA-1A 235-PDIT-5367A1 EXHAUST DUCT BACK PRESSURE

96EA-1B 235-PDIT-5367A2 EXHAUST DUCT BACK PRESSURE

96EA-1C 235-PDIT-5367A3 EXHAUST DUCT BACK PRESSURE


Alarm and trip logic

When the median value of the three transmitters 96EA-1A (235-PDIT-5067A), 96EA-1B (235-PDIT-5067B) and 96EA-1C (235-PDIT-5067C) reaches High threshold value an alarm is generated.

When the median value reaches High High threshold value a Trip of the GT is started. This logic is implemented in MarkVIeS

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4.18 WATER WASH


DEVICE NAME CUSTOMER TAG DESCRIPTIONTW-1 C-235-001A-TK3 WASHING SOLUTION OF TANK 23TW-1 C-235-001A-H6 WASHING SOLUTION HEATER 88TW-1 C-235-001A-P9-M WASHING SOLUTION PUMP MOTOR PW-1 C-235-001A-P9 WASHING SOLUTION PUMP

33ED-4 235-ZSL-5577A EXHAUST PLENUM DRAIN VALVE VA17-6 CLOSED

20TW-1 235-XX-5578A ON LINE WASHING WATER SUPPLY 20TW-2 235-XX-5577A OFF LINE WASHING WATER SUPPLY


On line water wash sequence Cutout conditions Turbine start sequence not ended Compressor inlet temperature lower than the threshold 50°F.

Selection logic If all cut-out condition are not verified, on-line water wash is selected by HMI pushbutton. Then, 3 seconds after the selection, the solenoid valve 20TW-1 (235-XX-5578A) is energized. Water wash is de-activated (and solenoid valve 20TW-1 (235-XX-5578A) is de-energized) whenever on line water wash is de-selected by pushbutton or a cut-out condition is verified. Alarms When the turbine start sequence is ended (L3), if the on line water wash pushbutton is selected while temperature cut-out condition is verified, alarm is generated. Off line water wash sequence Cut-out conditions Master selector not in CRANK mode Selection logic: If cut-out condition is not active, off-line water wash is selected by HMI pushbutton. If sequence is not already active, off-line water wash is de-selected by HMI pushbutton. Activation enabling conditions: Master selector in CRANK mode HP shaft zero speed detected Off line water wash selected Activation logic: If activation-enabling conditions are all verified, the water wash sequence is activated when the unit is started. Water wash cut-out: Wheel spaces temperature high;

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Master protective signal dropped down Flame detected HP shaft below crank speed.

Water wash start: If all cutout conditions are not verified and water wash sequence is activated, IGV open command is generated and the cleaning solution intercept valve 20TW-2 (235-XX-5577A) is opened. Water wash stop: Once the water wash is started, it is stopped when the unit normal stop is detected. Alarms: When the water wash is selected, if wheel spaces temperature permissive is dropped down, alarm is generated. Start permissive condition: If limit switch 33ED-4 (235-ZSL-5577A) closed during starting sequence, alarm is generated and start permissive inhibited. This logic is implemented in MarkVIeS.

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4.19 VENTILATION 4.19.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONFNVF1/2 C-235-001A-BL1A/B VENTILATION FANS

88BA-1/2 C-235-001A-BL1A/B-M MAIN & STAND-BY VENTILATION AIR FAN MOTOR

33ID-1 235-ZSH-5542A VENTILATION INLET DAMPER OPEN 33OD-1 235-ZSH-5543A ACCESS. COMP. VENTILATION OUTLET OPEN 33OD-2 235-ZSH-5544A TURBINE COMP. VENTILATION OUTLET OPEN 33OD-3 235-ZSH-5545A COUPL. COMP. VENTILATION OUTLET OPEN TT-BA-2A 235-TE-5541A1 GT COMPART. INTERNAL TEMP TT-BA-2B 235-TE-5541A2 GT COMPART. INTERNAL TEMP TT-BA-2C 235-TE-5541A3 GT COMPART. INTERNAL TEMP

96SV-1A 235-PDIT-5541A1 ENCLOSURE PRESSURE WITH RESPECT TO ATMOSPHERIC PRESSURE

96SV-1B 235-PDIT-5541A2 ENCLOSURE PRESSURE WITH RESPECT TO ATMOSPHERIC PRESSURE

96SV-1C 235-PDIT-5541A3 ENCLOSURE PRESSURE WITH RESPECT TO ATMOSPHERIC PRESSURE

TT-BA-3A/B/C 235-TE-5542A1/A2/A3 COUPL. COMP. INTERNAL TEMP.


The ventilation system has a dual fan configuration driven by motors 88BA-1÷2. Under normal condition, only one fan, chosen by the operator as main, is operating, while the other, the auxiliary, is off. Limit switches are provided to monitor the compartment’s access doors fully close condition and also to monitor the fire dampers fully open condition. Median value of 96SV-1A/B/C (235-PDIT-5541A1/2/3) detects low differential pressure between inside and outside of Accessory-Turbine enclosure. These transmitters send the signal to SIS. If low differential pressure is detected, ventilation fan switch-over takes place; if already switched, shutdown of the GT occurs. Temperature elements are utilized to control turbine compartment outlet temperature (TT-BA-2A (235-TE-5541 A1) / TT-BA-2B (235-TE-5541 A2) / TT-BA-2C (235-TE-5541 A3)) and (TT-BA-3A (235-TE-5542 A1) / TT-BA-3B (235-TE-5542 A2) / TT-BA-3C (235-TE-5542 A3)) Ventilation Start permissive conditions: Fire dampers fully open. Ventilation cutout conditions:

Turbine enclosure fire detected trip, detected by fire-fighting system interface signal 45FTT ; Turbine enclosure Inergen discharged trip, detected by fire-fighting system interface signal 63CPD

(generated inside FF . In addition ventilation cut out signals are sent from SIS directly to MCC (4BA1_C, 4BA2_C). This redundancy ensures that the fans do not operate during fire or extinguishing action of Inergen. Main/Auxiliary selection and changeover Fan selection is done by HMI dedicated pushbuttons, normally when both fans are stopped. Selection can be changed, also if main fan is running. At changeover, the new selected main fan starts immediately; the deselected fan continues to run for 10 seconds, then it is stopped. This changeover sequence doesn't activate auxiliary fan running alarm. If changeover is done when both fans are running or both are stopped, nothing changes except the selection. If turbine compartment pressure detected by (96SV-1A/B/C (235-PDIT-5541A1/A2/A3)) is lower than the alarm

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threshold, then alarm is generated and ventilation fan is switched over from one to another. If already switched then shutdown occurs. This loop is wired to the SIS which generates command for the changeover. Auxiliary fan start requests: Turbine enclosure temperature high alarm; Turbine enclosure gas detected alarm, detected by gas detection system interface signal 45HTA ; (Gas Detection loop is in SIS). Also, in operative condition, from L4 pick-up to two hours after flameout, the following start condition is active: Accessory-Turbine compartment differential pressure low alarm, detected by median value of (96SV-1A/B/C (235-PDIT-5541A1/A2/A3)) Main fan command: Main fan starts as soon as turbine starting sequence is initiated if all conditions below are verified: all start permissive conditions are verified all cutoff conditions are not verified Offline water wash not selected Main fan stops if at least one of the following conditions is verified: After ventilation operative period (120 min) after flameout. After L4 drop down, can be manually stopped by HMI dedicated pushbutton. Auxiliary fan command Auxiliary fan starts if the conditions below are all verified: at least one of auxiliary fan start request is verified all cutoffs conditions are not verified If no auxiliary fan start request is active, it stops when one of the following conditions is verified: together with the main, after ventilation operative period manually by HMI pushbutton from MCC Manual fans command If all start permissive conditions are verified and all cutoffs conditions are not verified, each fan can be manually started and stopped. Alarms and trips logic If high temperature is detected by voting logic of sensors in turbine (TT-BA-2A (235-TE-5541 A1) / TT-BA-

2B (235-TE-5541 A2) / TT-BA-2C (235-TE-5541 A3)) and coupling compartment (TT-BA-3A (235-TE-5542 A1) / TT-BA-3B (235-TE-5542 A2) / TT-BA-3C (235-TE-5542 A3)) alarm is generated.

If high high temperature is detected by voting logic of sensors in turbine (TT-BA-2A (235-TE-5541 A1) /

TT-BA-2B (235-TE-5541 A2) / TT-BA-2C (235-TE-5541 A3)) and coupling compartment (TT-BA-3A (235-TE-5542 A1) / TT-BA-3B (235-TE-5542 A2) / TT-BA-3C (235-TE-5542 A3)) trip is generated.

The gas detectors in the accessory and turbine compartment ventilation outlet are wired to MarkVIeS. If

1oo3 detectors detect an LEL level of 5% an alarm is generated. During start-up, this results in an ‘Inhibit to Start’ condition. If 2oo3 detectors detect an LEL level of 10% a trip of the GT is activated.

There are 3 H2S detectors in the Accessory compartment that are hardwired to MarkVIeS. Upon

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detection of High value of H2S, an alarm is generated.

If at least one enclosure door is not closed alarm is generated. This signal is hardwired to the MarkVIeS. If dampers are not fully open, detected by 33ID-1 (235-ZSH-5542A) , 33OD-1 (235-ZSH-5543) , 33OD-2

(235-ZSH-5544) and 33OD-3 (235ZSH-5545) , alarms are generated. If both 88BA-1 and 88BA-2 feedback signals are off for more than 30 seconds, alarm and normal

shutdown are generated Start permissive condition Ventilation inlet damper open. Turbine, coupling and accessory compartment ventilation outlet dampers are open. If high temperature is detected by voting logic of sensors in turbine and coupling compartment in turbine

compartment inhibit to start condition is generated. If high level of gas is detected by voting logic of gas detectors in turbine and accessory compartment in

turbine compartment inhibit to start condition is generated.

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4.20 INLET AIR FILTRATION 4.20.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTION88TA-1 C-235-001A-BL3A-M DUST EXTRACTOR FAN MOTOR 88TA-2 C-235-001A-BL3B-M DUST EXTRACTOR FAN MOTOR 88TA-3 C-235-001A-BL3C-M DUST EXTRACTOR FAN MOTOR TA-1 C-235-001A-BL3A DUST EXTRACTOR FAN TA-2 C-235-001A-BL3B DUST EXTRACTOR FAN TA-3 C-235-001A-BL3C DUST EXTRACTOR FAN 96TF-1A 235-PDIT-5531A1 TURBINE AIR INLET FILTER PRESS. CTRL 96TF-1B 235-PDIT-5531A2 TURBINE AIR INLET FILTER PRESS. CTRL 96TF-1C 235-PDIT-5531A3 TURBINE AIR INLET FILTER PRESS. CTRL 33AF-1A 235-ZSL-5529A INLET FILTER INSPECTION DOOR CLOSED 45HF-1 235-AE-5529A1 INFRA RED GAS DETECTORS 45HF-2 235-AE-5529A2 INFRA RED GAS DETECTORS 45HF-3 235-AE-5529A3 INFRA RED GAS DETECTORS


Alarms and trips logic : If inlet air filter differential pressure is detected high by median value of 96TF-1A (235-PDIT-5531/A1) , 96TF-1B (235-PDIT-5531/A2) and 96TF-1C (235-PDIT-5531/A3) for more than 2 s, alarm L63TF1_ALM is generated If inlet air filter differential pressure is detected high high by voting shutdown median value of 96TF-1A (235-PDIT-5531/A1) , 96TF-1B (235-PDIT-5531/A2) and 96TF-1C (235-PDIT-5531/A3) , shutdown signal and alarm signals are generated. In case of filter house inspection door closed detected by 33AF-1A (235-ZSL-5529A) , alarm is generated and permissive to start is given. This logic is implemented by SIS. If only one of the shutdown transmitter 96TF-1A (235-PDIT-5531/A1) , 96TF-1B (235-PDIT-5531/A2) and 96TF-1C (235-PDIT-5531/A3) detect high pressure for more than 60 s but the other two transmitters do not detect trip condition, alarm is generated. In case of pulse jet local panel failure detected 86PJ, alarm is generated. There are 3 Infra-Red Gas Detectors at the Air Inlet. These detectors are wired to the MarkVIeS. If 1oo3 detectors detect an LEL level of 5% an alarm is generated. If 2oo3 detectors detect an LEL level of 10% a trip of the GT is activated along with cut-out of the ventilation fans.

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4.21 FUEL GAS 4.21.1 DEVICE SUMMARY

DEVICE NAME

CUSTOMER TAG DESCRIPTION

96FG-2A 235-PT-5305A1 INTER-STAGE FUEL GAS PRESSURE 96FG-2B 235-PT-5305A2 INTER-STAGE FUEL GAS PRESSURE 96FG-2C 235-PT-5305A3 INTER-STAGE FUEL GAS PRESSURE 90SR 235-FCV-5303A2 FUEL GAS STOP/SPEED RATIO VALVE ACTUATION TG-FG-1 235-TE-5306AA FUEL GAS SUPPLY TEMPERATURE 96FG-1 235-PIT-5303A FUEL GAS PRESSURE UPSTREAM VALVE 96SR-1 235-ZT-5303A1 FUEL GAS STOP/SPEED RATIO VALVE POSITION96SR-2 235-ZT-5303A2 FUEL GAS STOP/SPEED RATIO VALVE POSITION 65GC 235-FCV-5304A2 FUEL GAS CONTROL VALVE ACTUATION 96GC-1 235-ZT-5304A1 FUEL GAS CONTROL VALVE POSITION 96GC-2 235-ZT-5304A2 FUEL GAS CONTROL VALVE POSITION 33VG-2 235-ZSL-5309A WARM-UP LINE VENT VALVE STATUS (CLOSED) 20VG-2 235-XX-5309A WARM-UP LINE VENT VALVE --- 235-PDT-5306A DIFFERENTIAL PRESSURE ACROSS FUEL GAS Y-STRAINER 96FG 235-PT-5305A FUEL GAS PRESSURE FOR INLET FLOW CALCULATION FG-1 235-TE-5305A1B FUEL GAS TEMPERATURE FOR INLET FLOW CALCULATION --- 235-TE-5305A1A FUEL GAS TEMPERATURE FOR INLET FLOW CALCULATION FG-2 235-TE-5305A2B FUEL GAS TEMPERATURE FOR INLET FLOW CALCULATION --- 235-TE-5305A2A FUEL GAS TEMPERATURE FOR INLET FLOW CALCULATION 96FG-1A 235-FIT-5305A1 FUEL GAS INLET FLOW TRANSMITTER 96FG-1B 235-FIT-5305A2 FUEL GAS INLET FLOW TRANSMITTER 20PG-1 23-XX-5306A PURGE VALVE 1 ACTUATION SOLENOID 20PG-2 23-XX-5308A PURGE VALVE 2 ACTUATION SOLENOID 20PG-3 23-XX-5307A PURGE LINE VENT ACTUATION SOLENOID 33PG-1 235-ZSH-5306A PURGE VALVE 1 OPEN CONDITION 33PG-2 235-ZSL-5306A PURGE VALVE 1 CLOSE CONDITION 33PG-3 235-ZSH-5308A PURGE VALVE 2 OPEN CONDITION 33PG-4 235-ZSL-5308A PURGE VALVE 2 CLOSE CONDITION 96PG-1 235-PIT-5307A FUEL GAS PURGE LINE PRESSURE TRANSMITTER

33PV-2 235-ZSH- 5307A LIMIT SWITCH TO INTER STAGE VENT VALVE OF FUEL GAS NOZZLE PURGE LINE

FTG-1A 235-TIT-5339 FUEL GAS TEMPERATURE UPSTREAM OF HEATER FTG-1B 235-TIT-5340 FUEL GAS TEMPERATURE UPSTREAM OF HEATER 96FTG 235-TIT-5341 FUEL GAS TEMPERATURE DOWNSTREAM OF HEATER


Following description is aplicable if ‘Fuel-Gas’ mode is activated. Vent valve control sequence: Vent valve opening is enabled if the following conditions are all verified: Water wash off-line not active (~L83BW) Flame not detected (~L28FDX) Ignition command not detected (~L2TVX) After start passed (L4)

Conditions above select an enabling window between start passed and igniting events (see figure 1). Also,

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venting is disabled in case of off -line water wash sequence.

L4

L2TVX

L28FDX

Opening enabling window

Alarm enabling

Figure 1 - Vent valve enabling

If vent valve opening is enabled, open command (l20vg2) is generated if fuel gas temperature is less than K26FGL_VG2 (typically 4°F) above alarm threshold K26FGL. Then it closes again with a hysteresis of K26FGL_VG2_H (typically 8°F). After an opening command (l20vg2), if valve is not open, detected by ~l33vg2_c, within 3s, alarm L86VG2_ALM is generated. After a closing command (~l20vg2), if valve is not completely closed, detected by l33vg2_c, within K20VG2_C (typically 30s), alarm L86VG2_ALM is generated. If valve is not completely closed, detected by ~l33vg2_c, alarm L33VG2_ALM is generated if at least one of the following conditions is true: Water wash off-line active (L83BW) Ignition active (L2TVX) Before start passed and after K20VG2_C seconds from loss of L4. After flame detection and before 1.1 * K20VG2_C seconds after loss of flame (~L28FDX). Conditions above select the complementary to the enabling opening window (see figure 1). Note that in case of trip event before ignition, the alarm is also disabled during maximum closing time (K20VG2_C) to allow vent valve to close. Alarms logic If the fuel gas pressure is low, detected by l63fgl, during ignition L2TVX or with flame detected L28FDX,

alarm L63FGL_ALM is generated.

If the fuel gas temperature ftg2 is lower than K26FGL (typically 86°F) during ignition L2TVX or with flame detected L28FDX, then alarm L26FGL_ALM is generated.

If the fuel gas temperature ftg2 is higher than K26FGH (typically 284°F), alarm L26FGH_ALM is generated.

If Differential Pressure across Fuel Gas Y- Strainer is found high detected by 235-PDT-5306A , then a High alarm is generated.

Fuel Gas Heater Control Logic :

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Fuel Gas heater control will not be performed by Thyristor panels. The logic that would be followed to perform the ON / OFF command for the heaters and the logic that must be considered during GT starting is: Logic to be managed by DCS and MCC:

IF FE-5305A (unit 1) + FE-5305A (unit 2) > or = 3000 kg/h AND IF TIT5341 (96FTG) < + 4°C THEN: heater ON. IF TIT- 5339 (FTG-1A) or TIT5340 (FTG-1B) > or = + 7°C OR IF TIT- 5341 (96FTG) > + 90°C THEN: heater OFF. Logic to be managed by MKVIe: The interlock to the opening of SRV/GCV during GT starting procedure: IF TIT5339 (FTG-1A) or TIT5340 (FTG-1B) > or = + 8°C AND TG-FG-1 (235-TE-5306AA) is not low

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4.22 LIQUID FUEL 4.22.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONF-001A/B C-235-001A-F-10A/B LIQUID FUEL DUPLEX FILTER F-002 C-235-001A-F-11 LIQUID FUEL FILTER DOWNSTREAM PUMP F-003 C-235-001A-F-12 LIQUID FUEL HYD OIL FILTER PF-1 C-235-001A-P1 LIQUID FUEL PUMP 88PF-1 C-235-001A-P1-M LIQUID FUEL PUMP MOTOR 23FL C-235-001A-H4 LIQUID FUEL HEATER PF-2 C-235-001A-P12 LIQUID FUEL DRAIN PUMP 88PF-2 C-235-001A-P12-M LIQUID FUEL DRAIN PUMP MOTOR 77FD-1 235-SE-5313A LIQUID FUEL FLOW DIVIDER SPEED PICK-UP 77FD-2 235-SE-5314A LIQUID FUEL FLOW DIVIDER SPEED PICK-UP 77FD-3 235-SE-5315A LIQUID FUEL FLOW DIVIDER SPEED PICK-UP --- 235-TIT-5313A1 LIQUID FUEL TEMP --- 235-TIT-5313A2 LIQUID FUEL TEMP --- 235-TIT-5313A3 LIQUID FUEL TEMP 96HF-2 235-PDIT-5314A LIQUID FUEL FILTER DIFF. PRESSURE 96FL-1 235-PIT-5318A LIQUID FUEL PRESSURE

65FP-1 235-FCV-5315A1 LIQUID FUEL SYSTEM CONTROL VALVE REGULATING SERVO VALVE

20LF-2 235-XX-5316A LIQUID FUEL BYPASS VALVE ACTUATING SOLENOID VALVE

--- 235-LIT-5313A LIQUID FUEL TANK LEVEL

--- 235-TIT-5314A LIQUID FUEL TEMPERATURE FEEDBACK TO THYRISTOR CONTROL PANEL


In Liquid Fuel System the main pump PF-1 delivers the 100% liquid fuel to the skid. The fuel valve 235-XV-5316A has two operating positions:

By pass position: It provides the liquid by-pass through the recycle piping.

Liquid fuel temperature is monitored by RTDs and transmitted to MarkVIe v.i.a. Temperature transmitters’ 235-TIT-5313A1 , 235-TIT-5313A2 and 235-TIT-5313A3 . If liquid fuel temperature low condition is detected (235-TAL-5313) an alarm is generated and liquid fuel heater is turned on and the fuel valve is set in the by-pass position. An inhibit signal for liquid system starting and running is generated. For liquid fuel temperature low-low condition (235-TALL-5313) , GT Normal Stop condition is activated.

Fuel supply position: Liquid fuel temperature detected by 235-TIT-5314A is sent to MarkVIe, which generates a control signal and sends to the Thyristor control panel to switch on/off the heater based on the feedback. Upon attaining the correct temperature the fuel is allowed to flow to the combustor by actuation of the SOV 235-XX-5316A .

If low pressure is detected by 235-PIT-5318A (96FL-1), an alarm is generated and “Inhibit Liquid Fuel Starting and running” condition is generated.

If differential pressure across Liquid Fuel Filters detected by 235-PDIT-5314A (96HF-2) is detected high, an alarm is generated.

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The Liquid Fuel Heater control is performed by “Thyristor Control Panel”. Following feedback signals are transmitted to MarkVIe from Thyristor Control Panel: Liquid Fuel Temperature Liquid Fuel Heater Cut-out status Liquid Fuel Heater working/ ok condition Fault Condition In case of Thyristor Control Panel failure, electric heater will remain turned on until its own cut-off.

The liquid fuel flow is sensed by each individual speed sensors 77FD-1 (235-SE-5313A) , 77FD-2 (235-SE-5314A) and 77FD-3 (235-SE-5315A) and transmitted to MarkVIe which perform Liquid Fuel Bypass valve 65FP-1 (235-FCV-5315A1) control to recirculate the liquid fuel back to Liquid Fuel Tank (C-235-001A-TK1)

If the liquid fuel tank (TK-1) level is detected high (235-LAH-5313A) by the level transmitter 235-LIT-5313A then the pump PF-2 is started to pump the liquid fuel to liquid fuel storage tank. If the level transmitter senses the level to be low (235-LAL-5313A) the pump PF-2 is stopped.

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4.23 FUEL TRANSFER

4.23.1 Fuel Splitter

In dual fuel Gas Turbine the FSR (Fuel Stroke Reference) is divided into two signals to provide dual fuel operation. The two signals are FSR1 and FSR2. Typically FSR1 is for liquid and FSR2 is for gas. Fuel transfer sequence can be activated only when the START-UP COMPLETE SEQUENCE flag is satisfied.

4.23.2 Fuel Transfer (Liquid to Gas)

If the unit is running on liquid operator interface GAS target is selected, the following sequence of

events will take place:

1. FSR1 will remain at initial value but FSR2 will step to a value slightly greater than zero. This will open the gas control valve slightly to bleed down the inter valve volume, P2. This is done in case a high pressure has been entrapped. The presence of a pressure higher than that required by the speed ratio controller would cause slow response in initiating gas flow. 2. After a time delay to bleed down P2 and fill the gas supply line, the software program ramp the fuel commands at a rate programmed to a complete transfer. 3. As transfer progress, FSR1 will be reduced and FSR2 will increase at the programmed ramp rate. When the transfer is complete, 235-XX-5316A solenoid valve switches 235-XV-5316A to recycle position.

4.23.3 Fuel transfer (Gas to Liquid)

When transfer from gas to liquid is initiated, the liquid fuel pump clutch is engaged, energizing the liquid fuel trip valve opens the liquid fuel stop valve, and the liquid purge is shut off. Transfer from gas to liquid is essentially the same sequence as previously described except that gas and liquid fuel command voltages are interchanged. For instance, at the beginning of a transfer FSR2 remains at its initial value, but FSR1 steps to a value slightly greater than zero. This will command a small liquid fuel flow. If there has been any fuel leakage past the check valves, this will fill the liquid fuel piping and avoid any delay in delivery at the beginning of the FSR1 increase. When transfer to total liquid is completed, a logic signal will close the gas fuel stop valve by de-energizing the gas fuel trip valve 235-XX-2948 (20FB-1) and initiating the gas fuel purge sequence. During normal running condition, the automatic Fuel gas to liquid fuel transfer is activated by the Fuel gas low-pressure transmitter 96FG-1.

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4.24 FUEL GAS BLOCK / FUEL GAS VENT VALVES

Fuel Block (20FB-1) valve logic During starting sequence, fuel block valve is opened when L4 is detected. The opening is disabled if off line water wash is selected. When a trip (pressurized or depressurized) is detected the valve is closed. Fuel Vent (20FV-1) valve logic During starting sequence, fuel vent valve is closed after fuel line purge sequence. When a trip (pressurized or depressurized) is detected the valve is opened. The opening is enabled when fuel block valve is completely closed.

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4.25 ATOMIZING AIR SYSTEM 4.25.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONCA-1 C-235-001A-C1 MAIN ATOMIZING AIR COMPRESSOR CA-2 C-235-001A-C2 AUXILIARY ATOMIZING AIR COMPRESSOR FA2-1 C-235-001A-F6 STARTING COMPRESSOR AIR FILTER FA1-1 C-235-001A-F5 AIR FILTER FA3-1 C-235-001A-F7 AIR FILTER 20PL-1 235-XX-5376A LIQUID FUEL SYSTEM PURGE SOLENOID VALVE 20AA-1 235-XX-5374A VA18-1 CONTROL AIR ON/OFF VALVE AAT-1A 235-TE-5458A1A ATOMIZING AIR COOLER DISCHARGE TEMPERATUREAAT-1B 235-TE-5458A2A ATOMIZING AIR COOLER DISCHARGE TEMPERATUREAAT-1C 235-TE-5458A3A ATOMIZING AIR COOLER DISCHARGE TEMPERATURE

20AB-1 235-XX-5373A AUX. ATOMIZING AIR COMPRESSOR VALVE CONTROL

33AA-1 235-ZSL-5373A AUX. ATOMIZING AIR COMPRESSOR VALVE POSITION

33AA-2 235-ZSH-5373A AUX. ATOMIZING AIR COMPRESSOR VALVE POSITION

96AA 235-PIT-5378A ATOMIZING AIR MANIFOLD PRESSURE 96AA-2 235-PIT-5377A PURGE AIR MANIFOLD PRESSURE


The purpose of atomizing air is, during liquid fuel operation, to break up the liquid fuel into a fine mist, so that the fuel can ignite, and burn completely. In order to reach this requirement, the nominal pressure ratio of atomizing air relative to combustion chamber (Pcc) air is 1.35. This pressure ratio is needed for proper atomization of the liquid fuel. Improper liquid fuel atomization may result in incomplete combustion, and/or carryover of liquid fuel droplets into the turbine. The main atomizing air compressor (CA-1) pressurizes compressor discharge (Pcd) air to meet this requirement. During a liquid fuel startup, the nominal pressure ratio of atomizing air relative to Pcd air is 1.5. This pressure ratio is needed to ignite the liquid fuel. In order to meet this requirement a booster compressor driven by starting motor (CA-2) is required, because the main atomizing air compressor is shaft driven, and does not develop enough pressure until the turbine reaches 90% speed.

Atomizing air is required during gas fuel operation. During gas fuel operation, atomizing air purges the atomizing air circuits and the liquid fuel circuits. These circuits must be purged in order to cool the nozzle tips and prevent backflow of combustion gases. During gas fuel operation, the nominal pressure ratio of atomizing air relative to Pcc air is 1.05. The air flow is driven to Purge Air Manifold by the valve VA19-1, actuated by solenoid 235-FX-5076 (20PL-1). During a gas fuel startup, the atomizing air circuits do not require purge.

Three thermocouples (235-TE-5458A1A (AAT-1A) , 235-TE-5458A2A (AAT-1B) , 235-TE-5458A3A (AAT-1C) monitor the inlet temperature of the main atomizing air compressor in order to protect the compressor. Alarms are generated for high and low level. Shutdown is generated for HH level. Trip is generated for LL condition.

The pressure in the manifold is monitored by 235-PIT-5378A (96AA) . Shutdown is generated if relative pressure is below a threshold that is different for start-up, liquid fuel running, fuel gas running, shut-down.

During start-up the valve VA18 -1, actuated by solenoid 235-FV-5374A (20AA-1) , is open. The valve VA22-1, actuated by solenoid 235-XX-5373A (20AB-1) is open to give air supply to booster compressor.

At end of start sequence (L3) VA22-1 receives the close command and the atomizing air system is driven by

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atomizing air compressor.

During fuel gas operation the nominal pressure ratio of atomizing air relative to Pcc (1.05) is guaranteed by atomizing air compressor with VA18-1 closed. The correct suction pressure is guaranteed through the bypass line orifice (235-FO-5375A) .

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4.26 SEAL GAS 4.26.1 DEVICE SUMMARY

DEVICE NAME CUSTOMER TAG DESCRIPTIONF-701/A/B C-235-001A-F3A/B N2 FILTER F-101/A & /B C-235-001A-F2A/B COALESCER MODULAR FILTER --- 235-FIT-5506A COMPRESSOR DISCHARGE END PRIMARY VENT --- 235-FIT-5507A COMPRESSOR SUCTION END PRIMARY VENT --- 235-PDIT-5493A NITROGEN FILTER PRESSURE --- 235-PDIT-5501A1 BUFFER SEAL GAS INLET --- 235-PDIT-5501A2 BUFFER SEAL GAS INLET --- 235-PDIT-5501A3 BUFFER SEAL GAS INLET --- 235-PDIT-5504A1 COMPRESSOR PRIMARY VENT PRESSURE --- 235-PDIT-5504A2 COMPRESSOR PRIMARY VENT PRESSURE --- 235-PDIT-5504A3 COMPRESSOR PRIMARY VENT PRESSURE --- 235-PDIT-5505A1 COMPRESSOR PRIMARY VENT PRESSURE --- 235-PDIT-5505A2 COMPRESSOR PRIMARY VENT PRESSURE --- 235-PDIT-5505A3 COMPRESSOR PRIMARY VENT PRESSURE --- 235-PIT-5495A1 NITROGEN HEADER PRESSURE --- 235-PIT-5495A2 NITROGEN HEADER PRESSURE --- 235-PIT-5495A3 NITROGEN HEADER PRESSURE --- 235-PIT-5499A SEAL GAS OUTLET BALANCING LINE PRESSURE --- 235-PIT-5500A SEAL GAS INLET BALANCING LINE PRESSURE --- 235-PIT-5508A PRIMARY VENT CONTROL PRESSURE --- 235-XX-5510A NITROGEN INTERMEDIATE INJECTION VALVE --- 235-ZSH-5508A FLARE PRESSURE CONTROL VALVE POSITION --- 235-ZSH-5510A NITROGEN INTERMEDIATE INJECTION VALVE--- 235-ZSL-5508A FLARE PRESSURE CONTROL VALVE POSITION --- 235-ZSL-5510A NITROGEN INTERMEDIATE INJECTION VALVE --- 235-PDIT-5509A SEAL GAS FILTERS --- 235-PDY-5501A BUFFER GAS PRESSURE CONVERTOR --- 235-TE-5501A1A GAS AMPLIFIER- SEALS PROTECTION --- 235-TE-5501A2A GAS AMPLIFIER- SEALS PROTECTION --- 235-TE-5501A3A GAS AMPLIFIER- SEALS PROTECTION --- 235-XX-5509A EXTERNAL SEAL GAS INLET SOLENOID VALVE --- 235-ZSL-5509A EXTERNAL SEAL GAS INLET LIMIT SWITCH


The purpose of buffer gas is to maintain a constant volumetric flow of dry filtered gas between primary seal and internal labyrinth avoiding unfiltered gas to reach seals. This is achieved actuating valve (235-PDCV-5501A) through signal 235-PY-5501A to maintain differential pressures 235-PDIT-5501A1, 235-PDIT-5501A2 and 235-PDIT-5501A3 to the set point value. A PI control is used. Buffer gas alarm and fault logic If any one of the differential pressures 235-PDIT-5501A1 or 235-PDIT-5501A2 or 235-PDIT-5501A3 lowers below threshold value when starting sequence is ended (L3), an alarm is generated. If differential pressure between buffer-gas filter (235-PDIT-5509A) is above threshold level an alarm is generated. Buffer gas manual operation

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Manual operation can be enabled by command L43SG_CMD. If enabled, 235-PDCV-5501A valve is managed by seven pushbuttons: L5SG_SR_CPB - Setpoint raise step L5SG_SL_CPB - Setpoint lower step L5SG_C_CPB - Valve close command (fine tuning) L5SG_O_CPB - Valve open command (fine tuning) L5SG_FC_CPB - Valve close command (latched till completely close or stop is detected) L5SG_FO_CPB - Valve open command (latched till completely open or stop is detected) L5SG_S_CPB - Stop

Primary vent flow alarm logic Primary vent low flow alarms are enabled if pressurized state is detected (L4PV) and, during startup, after the shaft has moved (~L14LR). If enable condition is verified and if flow through primary vent line suction side, measured by 235-FIT-

5506A , 235-FIT-5507A , lowers below threshold an alarm is generated. If flow through primary vent line suction side, measured by 235-FIT-5506A, 235-FIT-5507A , rises above

threshold an alarm is generated. Primary vent pressure alarm and fault logic If primary vent suction side pressure 235-PDIT-5504 A1 / 235-PDIT-5504 A2 / 235-PDIT-5504 A3 rises

above the trip threshold value, an alarm and depressurized trip are generated. The same alarm and trip are generated in case of transmitter fault detected.

If primary vent discharge side pressure 235-PDIT-5505 A1 / 235-PDIT-5505 A2 / 235-PDIT-5505 A3 rises above the trip threshold value, an alarm and depressurized trip are generated. The same alarm and trip are generated in case of transmitter fault detected.

Primary vent control pressure The primary vent line pressure is monitored by 235-PIT-5508A and transmitted to MarkVIe which in turn generates 4-20mA signal to control I to P convertor 235-PY-5508A that controls the Flare Pressure Control Valve 235-PCV-5508A . The open/close position of 235-PCV-5508A is detected by 235-ZSH-5508 and 235-ZSL-5508 . Seal purge gas injection logic If seal purge gas pressure 235-PIT-5495 A1 / 235-PIT-5495 A2 / 235-PIT-5495 A3 lowers below low

threshold an alarm is generated. If seal purge gas pressure 235-PIT-5495 A1 / 235-PIT-5495 A2 / 235-PIT-5495 A3 becomes higher than

high threshold an alarm is generated. If seal purge gas pressure 235-PIT-5495 A1 / 235-PIT-5495 A2 / 235-PIT-5495 A3 lowers below low low

threshold an alarm and pressurized trip is generated. If the differential pressure 235-PDIT-5493A across the separation gas (Nitrogen) inlet filter is greater than

a threshold value an alarm is generated. Start-up sequence During the start-up sequence, if valve open condition is not detected, when L1X is active, the valve 235-

XV-5209 is opened through the command 235-XX–5509A . The valve is closed when LP shaft reaches 70% of full speed.

Stop sequence During the shutdown or pressurized trip sequence, if valve open condition is not detected, the valve 235-

XV-5509A is opened through the command 235-XX–5509A when low pressure shaft speed goes below the value of 60% of full speed.

Intermediate Buffer Gas isolation

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In order to prevent the risk of reverse pressurization of the primary seal, the buffer gas injection shall be isolated maintaining however the injection to barrier seals.

A remote controlled isolation valve (solenoid type) on the buffer gas downstream filter line dedicated to intermediate injection shall be provided. The valve shall be closed by the control logic in the following cases: LP and Double Control Sealing System

The valve shall be closed when the differential pressure between seal gas and primary vent is below 0.3 bar.

HP Sealing System The valve shall be closed when the suction pressure or balancing drum chamber pressure is below 3 barg.

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4.27 STEAM INJECTION 4.27.1 DEVICE SUMMARY

DEVICE NAME

CUSTOMER TAG DESCRIPTION

96PJ-1 235-PIT-5325A STEAM INLET FLOW CALCULATION PRESSURE TRANSMITTER

ST-SJ-1/2/3 235-TE-5325A1A/A2A/A3A STEAM INLET FLOW CALCULATION TEMPERATURE INPUTS (RTD)

20SJ-2 235-XX-5329A STEAM INJECTION STOP VALVE ACTUATION 33SJ-1 235-ZSH-5329A STEAM INJECTION STOP VALVE OPEN 33SJ-2 235-ZSL-5329A STEAM INJECTION STOP VALVE CLOSED 33CJ-1 235-ZSL-5326A STEAM INJECTION CONTROL VALVE CLOSED 20BS-1 235-XX-5330A DRAIN VALVE NUMBER 1 ACTUATION 33BS-1 235-ZSL-5330A STEAM INJECTION DRAIN VALVE N.1 CLOSED 20BS-2 235-XX-5331A DRAIN VALVE NUMBER 2 ACTUATION 33BS-2 235-ZSL-5331A STEAM INJECTION DRAIN VALVE N.2 CLOSED 20BS-3 235-XX-5332A DRAIN VALVE NUMBER 3 ACTUATION 33BS-3 235-ZSL-5332A STEAM INJECTION DRAIN VALVE N.3 CLOSED 20BS-4 235-XX-5327A STEAM DISCHARGE (AFTER VA-4) 33BS-4 235-ZSL-5327A STEAM INJECTION MANIFOLD DRAIN VDI-4

--- 235-PY-5325A STEAM INLET PRESSURE REGULATING I TO P CONVERTOR

96SJ-1 235-FIT-5325A1 STEAM FLOW 96SJ-2 235-FIT-5325A2 STEAM FLOW 60WQL 235-XS-561 STEAM VALVES COMMAND 60WQL 235-XS-561 STEAM VALVES COMMAND


Steam injection skid function is NOx reduction. The 96PJ-1 (235-PIT-5325A) transmitter and ST-SJ-1 (235-TE-5325A1A) / ST-SJ-2 (235-TE-5325A2A) / ST-SJ-3 (235-TE-5325A3A) RTDs purpose is to calculate the steam mass flow in order to grant the necessary steam/gas mass ratio inside combustion chambers. Steam injection reference function is: WQR2 = [WQKn_K * [(FQMT - WQKn_B)] + WQKn_N Note the equation is of the form Y= mX + B Y = WQR2 (function) m = WQKn_K (Diluent/Fuel slope) x = (FQMT - WQKn_B) (variable)

FQMT = Total Fuel Mass Flow Reference WQKn_B = Fuel Flow Offset b = WQKn_N (offset)

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Note: The table is applicable for both fuel gas and liquid fuel with following parameters Fuel Gas: WQK0_N 0.00859739 Kg/sec WQK0_M 1.47681 Kg/sec Liquid Fuel: WQK2_N 0.705118 Kg/sec WQK2_M 2.19891 Kg/sec The WQKn_E is the minimum fuel flow set point to start steam injection. The WQKn_M is the steam injection maximum flow limit. The ramp consists of multiple steps; the logic is used to select the “n” constant set to change the curve with fuel flow. The steam injection skid in order to be operative during turbine running requires a purging line heating procedures in steps. With steam injection disabled the position of the valves is the following: VDI-1 closed, VS-3 closed, VDI-2 open, VA-4 closed, VDI-3 closed, and VDI-4 closed. The VDI-1, VDI-3, VDI-4 valves are opened by the 20BS-1 (235-XX-5330A) , 20BS-3 (235-XX-5332A) , 20BS-4 (235-XX-5327A) commands, the control system will monitor the limit switch 33BS-1 (235-ZSL-5330A) ,33BS-3 (235-ZSL-5332A) , 33BS-4 (235-ZSL-5327A) in not closed position, if after 3 seconds from the drain valve opening command the limit switches are still in closed position an alarm will be generated. The first step permits to heat and drain from condensate vapor the stop valve and at the same time to heat. This step permits also to drain and heat (with Pcd air) the piping from control valve to manifold and the manifold itself. The opening command 20BS-1 (235-XX-5330A) will start a timer set at 120 seconds, when this timer is expired the second step starts with the 20SJ-2 (235-XX-5329A) command in order to open the VS-3 stop valve. The control system will monitor the limit switch 33SJ-1 (235-ZSH-5329A) in not closed position, if after 3 seconds from the drain valve opening command the limit switch is still in closed position an alarm will be generated. The 20BS-1 (235-XX-5330A) command is de-energized 1 second after the 33SJ-1 (235-ZSH-5329A) limit switch not in closed position and the 20SJ-2 (235-XX-5329A) command active. The opening command 20SJ-2 will start a timer set at 120 seconds, when this timer is expired the third step starts with the 20BS-3 (235-XX-5332A) , 20BS-4 (235-XX-5327A) commands in order to close the VDI-3, VDI-4 drain valves. The control system will monitor the limit switch 33BS-3 (235-ZSL-5332A) , 33BS-4 (235-ZSL-5327A) in closed

FUEL FLOW

STEAMFLOW

WQKn_N

WQKn_E

WQKn_Bn=0

WQKn_Bn=1

slopeWQKn_K

n=0

slopeWQKn_K

n=1

MAX limitWQKn_M

LK83WKnn=1

STEAM INJECTION FLOW VS. FUEL FLOW

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position, if after 3 seconds from the drain valve opening command, the limit switch is not in closed position an alarm will be generated. VA-4 valve can now be opened and regulated by 4CJ-RUN MOT. STEAM VALVE RUN 4CJ-DIR MOT. STEAM VALVE DIRECTION And the steam injection system can be operative. The control system will monitor the limit switch 33CJ-1 (235-ZSL-5326A) in not closed position, if after 3 seconds from the drain valve regulating command the limit switch is still in closed position an alarm will be generated. The missing opening command to VS-3, VDI-1, VDI-2, VDI-3, VDI-4, VA-4 and not closed position feedback from limit switch will also generate an alarm, delay time will be set on site. During skid operation: If the ST-SJ-1 (235-TE-5325/A1A) / ST-SJ-2 (235-TE-5325/A2A) / ST-SJ-3 (235-TE-5025/A3A) RTD

temperature is below a low low superheated steam threshold an alarm is generated. If the ST-SJ-1 (235-TE-5325/A1A) / ST-SJ-2 (235-TE-5325/A2A) / ST-SJ-3 (235-TE-5025/A3A) RTDs

temperature is below a low superheated steam threshold an alarm is generated. If the ST-SJ-1 (235-TE-5325/A1A) / ST-SJ-2 (235-TE-5325/A2A) / ST-SJ-3 (235-TE-5025/A3A) RTDs

temperature is over a high threshold an alarm is generated. If the ST-SJ-1 (235-TE-5325/A1A) / ST-SJ-2 (235-TE-5325/A2A) / ST-SJ-3 (235-TE-5025/A3A) RTDs

temperature is over a high threshold an alarm is generated. If the 96PJ-1 (235-PIT-5325A) pressure is below a low low threshold an alarm is generated. If the 96PJ-1 (235-PIT-5325A) pressure is below a low threshold an alarm is generated. If the 96PJ-1 (235-PIT-5325A) pressures is over a high threshold an alarm is generated. If the96PJ-1 (235-PIT-5325A) pressure is over a high high threshold an alarm is generated. To re-initialize steam injection after a system shutdown a MASTER reset is needed.

Steam temp.

Steam pressure

Temp. HH

Temp. H

Pre

ss. L

L

Pre

ss. L

Pre

ss. H

Pre

ss. H

H

Temp. L

Temp. LLSteam

saturation

WORKING AREA

LL L H HHPressure (Barg) 16 18 23 24

Temperature (°C) 260 280 390 400

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5 ANTISURGE AND LOAD SHARING The compressor surge control panel contains redundant “CCC series 5” surge controllers for each compressor stage. The output of the surge controllers operates Antisurge valves for each stage to prevent compressor surge. Antisurge supplier (C.C.C.) will show details on relevant Functional Description. The interface signals between MarkVIe and CCC Controller is listed down Unit Control System Hardwired IO List (SOM6629669). Each Antisurge valve is equipped with a solenoid which is activated when the trip sequence is requested. For further information see section 1.10 (Trip sequence). Logic Description of Fast Opening Antisurge Valve: l20as=0 means Fast Open Antisurge SOV is commanded to open. This happens when the following condition occurs: Condition: 1. The Shutdown condition is active

Or 2. Turbine is tripped and shaft is not stopped

(Considering Water-wash is not selected). Reset Logic of the Fast opening SOV: The SOV open condition is reset:

- The Fast Opening command is reset if LP shaft is stopped or Reset pulse is obtained (K4PULS_RES = 60secs), whichever is earlier.

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6 FIRE FIGHTING MONITORING

6.1 ENCLOSURE FIRE DETECTION / FIGHTING:

6.1.1 DEVICE SUMMARY DEVICE NAME CUSTOMER TAG DESCRIPTIONCBVF-1/2 C-235-001A-V4A/B FIRE FIGHTING NITROGEN CYLINDER CBVF-3 to CBVF-10

C-235-001A-V5A to H FIRE FIGHTING INERGEN CYLINDER

33CP-1A 235-ZSH-5565A EXTINGUISHER HEADER ISOLATION VALVE OPEN FEEDBACK TO MARKVIE

33CP-1D 235-ZSH-5566A EXTINGUISHER HEADER ISOLATION VALVE OPEN FEEDBACK TO MARKVIE

33CP-2A 235-ZSL-5565A EXTINGUISHER HEADER ISOLATION VALVE CLOSE FEEDBACK TO FF SYSTEM

33CP-2D 235-ZSL-5566A EXTINGUISHER HEADER ISOLATION VALVE CLOSE FEEDBACK TO FF SYSTEM

96CP-1A 235-PT-5589A1 EXTINGUISHER DISCHARGE HEADER PRESSURE 96CP-1B 235-PT-55891B EXTINGUISHER DISCHARGE HEADER PRESSURE 96CP-1C 235-PT-55891C EXTINGUISHER DISCHARGE HEADER PRESSURE 45CR-1 235-XX-5565A FIRE DISCHARGE SOLENOIDS 45-CR-2 235-FX-5566A FIRE DISCHARGE SOLENOIDS 45FA-1 235-TSHH-5553A1 HEAT RISE FIRE DETECTOR 45FA-2 235-TSHH-5553A2 HEAT RISE FIRE DETECTOR 45FA-3 235-TSHH-5553A3 HEAT RISE FIRE DETECTOR 45FA-4 235-TSHH-5553A4 HEAT RISE FIRE DETECTOR 45FT-1 235-TSHH-5553A5 HEAT RISE FIRE DETECTOR 45FT-2 235-TSHH-5553A6 HEAT RISE FIRE DETECTOR 45FT-3 235-TSHH-5553A7 HEAT RISE FIRE DETECTOR 45FT-4 235-TSHH-5553A8 HEAT RISE FIRE DETECTOR 45FT-5 235-TSHH-5553A9 HEAT RISE FIRE DETECTOR 45FT-6 235-TSHH-5553A10 HEAT RISE FIRE DETECTOR 45UV/IR-1 235-BE-5553A1 UV/IR FIRE DETECTOR 45UV/IR-2 235-BE-5553A2 UV/IR FIRE DETECTOR XL-3A 235-XL-5558A1 GREEN LAMP- AUTOXL-3B 235-XL-5558A2 FLASHING RED LAMP- DISCHARGED XL-3C 235-XL-5558A3 WHITE LAMP INHIBITED --- 235-HS-5558A AUTO MODE SELECTED IN LOCAL PANEL-1 --- 235-HS-5558I INHIBIT MODE SELECTED IN LOCAL PANEL-1 --- 235-HS-5558M MANUAL MODE SELECTED IN LOCAL PANEL-1 XL-4A 235-XL-5555A1 GREEN LAMP- AUTOXL-4B 235-XL-5555A2 FLASHING RED LAMP- DISCHARGED XL-4C 235-XL-5555A3 WHITE LAMP INHIBITED --- 235-HS-5555A AUTO MODE SELECTED IN LOCAL PANEL-2 --- 235-HS-5555I INHIBIT MODE SELECTED IN LOCAL PANEL-2 --- 235-HS-5555M MANUAL MODE SELECTED IN LOCAL PANEL-2 XL-2 235-XL-5556A1 FIRE DISCHARGE LAMP XA-2 235-XA-5556A2 FIRE DISCHARGE HORN EDS-2 235-HS-5556A3 DISCHARGE PUSH BUTTON XL-1 235-XL-5557A1 FIRE DISCHARGE LAMP XA-1 235-XA-5557A2 FIRE DISCHARGE HORN EDS-1 235-HS-5557A3 DISCHARGE PUSH BUTTON

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Inergen is discharged energizing two solenoid valves, 45CR-1 (235-XX-5565A) and 45CR-2 (235-XX-5566A). In normal conditions these valves are de-energized. Inergen header isolation valves closure is detected by two limit switches, 33CP-2A (235-ZSL-5565A) and 33CP-2B (235-ZSL-5566A) , cabled to FF panel. Inergen header pressure is detected by median value of three pressure transmitters: 96CP-1A/B/C. When the system is in Automatic Mode, extinguisher discharge procedure is activated in case of automatic fire trip detection or extinguisher discharge push-button action, that activate the 45CR-1 (235-XX-5565A) and 45CR-2 (235-XX-5566A) solenoid valves. These steps will be then executed:

3. UCS is notified through a contact, 45FTT open on trip. 4. Enclosure ventilation fans cut-out is available through 2 contacts, 4BA1_C1 ,4BA2_C, open on trip. 5. the following alarm means are activated:

- horns close to the enclosure - red flashing lights by the turbine enclosure - Red flashing light or led mounted in the front of the FF system. 1. After a 30 seconds delay, the Inergen is released in the turbine enclosure. 2. The UCS is notified through a free of voltage contact 63CPD open when extinguisher is discharging. 3. Once discharge is complete, the UCS is notified through a free of voltage open contact 33CPX. The extinguisher discharge header pressure is checked by pressure switches in case of high pressure is detected the following steps are executed: 1. the UCS is notified through a free of voltage contact, 63CPD ,open on high pressure 2. Enclosure ventilation fans cut-out is available through 2 contacts, 4BA_C1, 4BA_C2 that open on trip. 3. the following alarm means are activated:

- horns close to the enclosure - red flashing lights by the turbine enclosure - Red flashing light mounted in the front of the FF system.

The selector switches 235-HS5255A and 235-HS5258A have 3 positions and follow the logic below: - When ‘AUTO’ mode is selected, upon detection of Fire by any one of the Fire Detectors, the discharge procedure is activated. - When ‘INHIBIT/OFF’ mode is selected, even if there is Fire in the enclosure, the system does not send command to Inergen discharge solenoid valves, - When ‘MANUAL’ mode is selected at Field, the operator can press the 235-HS-5256X3 (EDS-2) or 235-HS-5257X3 (EDS-1) push buttons at field to enable discharging of extinguisher at field.

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6.2 FIRE FIGHTING DEDICATED PLC INTERFACE: Following signals are elaborated from FF dedicated PLC and affect turbine start/stop sequence: If enclosure fire is detected, unit trips signal is generated (45FTT)

If Inergen is discharged, (33CPX (235- XS -144C) ESTINGUISHANT DISCHARGED and 63CPDX (235-XS-656C) EXTINGUISHANT RELEASE IN PROGRESS) unit trip and alarm are generated.

If fire-fighting discharge is inhibited alarm (43CP-IX ESTINGUISHANT NOT AVAILABLE / INHIBITED) is generated.

If FF system fault is detected, alarm (86FG-1 FIRE/GAS SYSTEM FAULT) is generated Field Interface: If fire-fighting Inergen discharge valves is detected closed by limit switch (33CP-1A, 33CP-1D), alarm is

generated. If fire-fighting bottles are empty, alarm (by 33CR) is generated.

For details refer to Fire Fighting Logic Diagram (SOM6629826).

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7 MARKVIE INTERFACES WITH OTHER SYSTEMS

Here is given a brief explanation of all signals that are interfaced between MarkVIe and other systems external to MarkVIe.

Fire Fighting System vs. Unit Control System: 1. 235-XL 145 A (XL-A) (RED FRONT PANEL LAMP): It Is a Contact 24Vdc signal (lamp) in the UCS front panel that indicates ‘Fire’

condition.

2. 235-XL 145 B (XL-B) (GREEN FRONT PANEL LAMP): It Is a Contact 24Vdc signal (lamp) in the UCS front panel that indicates ‘Armed’ condition.

3. 235-XL 145 C (XL-C) (WHITE FRONT PANEL LAMP): It Is a Contact 24Vdc signal (lamp) in the UCS front panel that indicates ‘Inhibited’ condition.

4. 235-XS -146 (43AUTO) (3 POSITION AUTO/INHIBIT/MANUAL SELECTOR): It is 3 Position Auto / Inhibit Manual Mode Selector in

the UCS Front Panel.

5. 235-XS-610 (86PS-3) (110VDC BUS FAILURE): It is a contact signal (Open=Failure) from Fire Fighting Panel to MarkVIe indicating failure condition of 110VDC Bus 3 located at Fire Fighting Panel.

Fire Fighting System vs. Customer Fire Fighting System: 1. 235-XS -144 C (33CPX) (EXTING. UNAVAILABLE/INHIBITED (VALVES CLOSED) (TO CUSTOMER FF): It is a contact signal (NO,

Close= valves closed) that indicate the open/ close condition of the extinguisher discharge header valves to Customer FF System.

2. 235-XS -655 C (43CP_IX) (ELECTRICAL DISCHARGE DIASABLED ALM (TO CUSTOMER FF) It is a contact signal (NO, Close= electric discharge disabled) that indicate the electric discharge disabled condition to Customer FF System.

3. 235-XS -656 C (63CPDX) (EXTINGUISHANT DISCH. IN PROGRESS (TO CUSTOMER FF): It is a contact signal (NO, Close= discharge in progress) that indicate the extinguisher discharge in progress condition to Customer FF System.

4. 235-XS -657 TC (45FTX) (FIRE DETECTED TRIP (TO CUSTOMER FF): It is a contact signal (NC, Open= Trip) that indicate the fire

detected Trip condition to Customer FF System.

MarkVIe vs. Fire Fighting System:

1. 235-XS-651 R (43CP_ARST) (FF SYSTEM REMOTE RESET): It is a contact signal (NO, Close= reset) that provide remote reset from MarkVIe to FF detection system.

2. 235-XS-651 S (43CP_ASIL) (FF SYSTEM REMOTE SILENCE): It is a contact signal (NO, Close= silence) that provide remote silence from MarkVIe to FF detection system.

3. 235-XS-5265 I (33CP-I) (EXTINGUISHER UNAVAILABLE/ INHIBITED (VALVES CLOSED)): It is a contact signal (NO, Close= valves closed) that indicate the open/ close condition of the extinguisher discharge header valves from FF detection system to MarkVIe.

4. 235-XS-652 IF (86FF_SD) (FF INPUT FAULT (NORMAL SHUTDOWN): It is a contact signal (NC, Open= Fault), transmitted from FF detection system to MarkVIe that indicate the fault condition of the FF detection inputs.

5. 235-XS-652 SF (86FF-1) (FF SYSTEM FAULT): It is a contact signal (NC, Open= Fault), transmitted from FF detection system to MarkVIe that indicate the fault condition of the FF PLC.

6. 235-XS-655 (43CP_I) (ELECTRICAL DISCHARGE DISABLED ALARM): It is a contact signal (NO, Close= electric discharge disabled) that indicate the electric discharge disabled condition from FF detection system to MarkVIe.

7. 235-XS-656 A (63CPD) (EXTINGUISHER DISCHARGE IN PROGRESS): It is a contact signal (NO, Close= discharge in progress) that indicate the extinguisher discharge in progress condition from FF detection system to MarkVIe.

8. 235-XS-657 T (45FTT) (FIRE DETECTED TRIP): It is a contact signal (NC, Open= Trip) that indicate the fire detected Trip condition from FF detection system to MarkVIe.

MarkVIe vs. HRSG Burner Management System: 1. 235-XS-960 (DUCT BURNER PURGE COMPLETED): It is a contact signal from BMS to MarkVIe that indicate that the Duct Burner

Purge is completed.

2. 235-XS-961 (GT LOAD > 60%): It is a Contact signal (NO, Close = GT Load > 60%) from MarkVIe to the BMS indicating that GT Load is greater than 60%.

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MarkVIe vs. CCC: 1. 235-XA-804 (TNL_O) (TURBINE SPEED TO LOAD SHARING CONTROL SYSTEM): It is a (4-20) mA signal transmitted from

MarkVIe to CCC Load Sharing Controller indicating the Turbine Speed.

2. 235-XA-808A (TNR_EXT) (SPEED SET-POINT FROM COMPRESSOR LOAD SHARING SYSTEM): It is a (4-20) mA signal transmitted from CCC Load Sharing Controller to MarkVIe that gives speed set-point to MarkVIe.

3. 235-XS-800B (4SURGE-1) (ANTISURGE CONTROLLER SURGE DETECTED): It is a contact signal (NO, Close = Surge Detected) transmitted from CCC Anti-surge Controller to MarkVIe indicating detection of Surge.

4. 235-XS-801 B (4SURGE-2) (ANTISURGE CONTROLLER #2 SURGE DETECTED): It is a contact signal (NO, Close = Surge Detected) transmitted from CCC Anti-surge Controller to MarkVIe indicating detection of Surge.

5. 235-XS-802 B (4SURGE-3) (ANTISURGE CONTROLLER #3 SURGE DETECTED): It is a contact signal (NO, Close = Surge Detected) transmitted from CCC Anti-surge Controller to MarkVIe indicating detection of Surge.

6. 235-XS-837 (ASC_RUN) (ANTISURGE CONTROLLER ENABLE): It is a contact signal (NO, Close = Enable) transmitted from MarkVIe to CCC Anti-surge Controller indicating Turbine Start sequence has ended (L3=1) and CCC Anti-surge Controller is enabled to perform Anti-surge Control.

7. 235-XS-842 (LS_RUN) (LOAD SHARING RUN / STOP): It is a Contact Signal (NO, Close= Load Sharing Enabled) transmitted from

MarkVIe to CCC Load Sharing Controller indicating that Turbine Start sequence has ended (L3=1) and CCC Load Sharing Controller is enabled to perform Load Sharing Control.

8. 235-XS-806 (4TRACK) (TRACKING REQUEST TO LOAD SHARING SYSTEM): It is a Contact Signal (NO, Close = Tracking Request enabled) transmitted from MarkVIe to CCC Controller to indicate CCC controller to remain in Tracking Mode.

9. 235-XS-807A (86AS) (ANTI-SURGE CONTROLLER FAULT): It is a contact signal (NC, Open=Fault) transmitted from CCC Anti-surge / Load Sharing Controller to MarkVIe indicating Fault condition of CCC Anti-surge controller.

10. 235-XS-808B (86LS) (MASTER CONTROLLER FAULT): It is a contact signal (NC, Open=Fault) transmitted from CCC Master Controller to MarkVIe indicating Fault condition of CCC Master Controller.

11. 235-XS838 (ASC_PR1) (3MCL1006 1ST STAGE PURGE REQUEST): It is a contact signal (NO, Close=Purge Request) transmitted

from MarkVIe to CCC Controller requesting Compressor 1st stage Purge.

12. 235-XS-839 (ASC_PR2) (3MCL1006 2ND STAGE PURGE REQUEST): It is a contact signal (NO, Close=Purge Request) transmitted from MarkVIe to CCC Controller requesting Compressor 2nd stage Purge.

13. 235-XS-840 (ASC_PR3) (3MCL1006 3RD STAGE PURGE REQUEST): It is a contact signal (NO, Close=Purge Request) transmitted from MarkVIe to CCC Controller requesting Compressor 3rd stage Purge.

14. 235-XS-830 (CST1) (3MCL1006 1ST STAGE SURGE TRIP): It is a contact signal (NC, Open=Surge detected Trip) transmitted from

CCC Controller to MarkVIe Indicating trip from 1st stage surge condition.

15. 235-XS-831 (CST2) (3MCL1006 2ND STAGE SURGE TRIP): It is a contact signal (NC, Open=Surge detected Trip) transmitted from CCC Controller to MarkVIe Indicating trip from 2nd stage surge condition.

16. 235-XS-832 (CST3) (3MCL1006 3RD STAGE SURGE TRIP): It is a contact signal (NC, Open=Surge detected Trip) transmitted from

CCC Controller to MarkVIe Indicating trip from 3rd stage surge condition.

17. 235-XS-833 (3MCL1006 ANTISURGE VALVE POSITION FAILURE 1ST STAGE): It is a contact signal (NC, Open=Position failure) transmitted from CCC Controller to MarkVIe Indicating Valve Position failure (1st stage).

18. 235-XS-834 (3MCL1006 ANTISURGE VALVE POSITION FAILURE 2ND STAGE): It is a contact signal (NC, Open=Position failure) transmitted from CCC Controller to MarkVIe Indicating Valve Position failure (2nd stage).

19. 235-XS-835 (3MCL1006 ANTISURGE VALVE POSITION FAILURE 3RD STAGE): It is a contact signal (NC, Open=Position failure) transmitted from CCC Controller to MarkVIe Indicating Valve Position failure (3rd stage).

20. 235-XS-836 (ASC_ESD) (ASC ESD/RUN NOTIFICATION): It is a contact signal (NC, Open=ESD) transmitted from MarkVIe to CCC Controller Indicating Emergency Shutdown condition.

21. 235-XS-829 (ASC_PSF) (CCC POWER SUPPLY FAULT): It is a contact signal (NC, Open=Fault) transmitted from CCC to MarkVIe Indicating fault condition of CCC Power Supply.

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MarkVIe vs. DCP: 1. 235-XS-200 I (42HR-1) (HYDRAULIC RATCHET MOTOR RUNNING): It is a contact signal (Close= Running) transmitted from DCP

to MarkVIe indicating the running status of Hydraulic Ratchet pump motor.

2. 235-XS-200 O (49HR-1) (HYDRAULIC RATCHET PUMP MOTOR OVERVOLTAGE): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe indicating the overvoltage status of Hydraulic Ratchet pump motor.

3. 235-XS-200 R (4HR-1) (HYDRAULIC RATCHET RUN/STOP COMMAND): It is a contact signal (NO, Close = Running) transmitted from MarkVIe to DCP commanding Hydraulic Ratchet pump motor to Start. The inverted condition of the signal commands Stop condition of the motor.

4. 235-XS-200 U (27HR-1) (HYDRAULIC RATCHET PUMP MOTOR UNDERVOLTAGE): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe indicating the under-voltage status of Hydraulic Ratchet pump motor.

5. 235-XS-206 A (DCP-30RA) (DCP- RECTIFIER “A” COMMON ALARM): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe indicating the common alarm condition of the DCP Rectifier A.

6. 235-XS-206 B (DCP-30RB) (DCP- RECTIFIER “B” COMMON ALARM): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe indicating the common alarm condition of the DCP Rectifier B.

7. 235-XS-207 (DCP-80X) (DCP BATTERY MINIMUM VOLTAGE): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe indicating the minimum voltage condition of the DCP Battery.

8. 235-XS-208 (DCP-BD) (DCP BATTERY DISCHARGING): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe indicating that the DCP Battery is discharging.

9. 235-XS-299 (UPS-EM) (UPS STATIC SWITCH AC EMERGENCY LINE ON): It is a contact signal (Open=Line On) transmitted from

DCP to MarkVIe indicating the UPS Static Switch Emergency Line On Condition.

10. 235-XS-851-A (52QE-1) (MINERAL LUBE OIL EMERGENCY DC PUMP RUNNING): It is a contact signal (Close= Running) transmitted from DCP to MarkVIe indicating the running status of Mineral Lube Oil Emergency DC Pump.

11. 235-XS-851-B (49QE) (MINERAL LUBE OIL EMERGENCY DC PUMP FAULT): It is a contact signal (Open= Fault) transmitted from DCP to MarkVIe indicating the fault status of Mineral Lube Oil Emergency DC Pump.

12. 235-XS-852 (14HLR) (TURBINE SHAFT ZERO SPEED): It is a wet contact (110Vdc, Closed= Zero speed) signal transmitted from MarkVIe to DCP indicating the Turbine Shaft Zero Speed Condition.

13. 235-XS-853 (28FD) (TURBINE FLAME NOT DETECTED): It is a wet contact (110Vdc, Closed = Flame not detected) signal transmitted from MarkVIe to DCP indicating the turbine flame not detected condition.

14. 235-XS-854 (4E) (UCP SYSTEM FULLY OPERATIVE): It is a wet contact (110Vdc, Closed = Fully Operative) signal transmitted from MarkVIe to DCP indicating the UCP System Fully Operative condition.

15. 235-XS-855 (4-TEST) (PUMP TEST): It is a wet contact (110Vdc, Closed = Test) signal transmitted from MarkVIe to DCP commanding the Emergency Lube Oil Pump test.

16. 235-XS-857 (63QL) (LUBE OIL PRESSURE NOT LOW): It is a wet contact (110Vdc, Closed = Pressure not low) signal transmitted from MarkVIe to DCP indicating the Lube Oil header pressure not low condition.

17. 235-XS-858 (63QN) (LUBE OIL PRESSURE NORMAL): It is a wet contact (110Vdc, Closed = Pressure normal) signal transmitted from MarkVIe to DCP indicating the Lube Oil header pressure normal condition.

18. 235-XS-859 (COOLDOWN SEQUENCE ENDED): It is a contact signal (Close= sequence ended) transmitted from DCP to MarkVIe indicating the end of Cooldown sequence and expiration of Cooldown Timer.

MarkVIe vs. MCC: 1. 235-XS-100 I (52QA-1) (LUBE OIL AUXILIARY PUMP FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to

MarkVIe indicating running feedback of Lube Oil Auxiliary Pump Motor).

2. 235-XS-100-R (4QA-1A) (LUBE OIL AUXILIARY PUMP START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Lube Oil Auxiliary Pump Motor).

3. 235-XS-100-S (4QA-1B) (LUBE OIL AUXILIARY PUMP STOP COMMAND) It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Lube Oil Auxiliary Pump Motor).

4. 235-XS-102 I (52QV-1) (LUBE OIL VAPOUR EXTRACTOR 1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Lube Oil Vapor Extractor Motor 1).

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5. 235-XS-102-R (4QV-1A) (LUBE OIL VAPOUR EXTRACTOR 1 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Lube Oil Vapor Extractor 1 Motor).

6. 235-XS-102-S (4QV-1B) (LUBE VAPOUR EXTRACTOR 1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Lube Oil Vapor Extractor 1 Motor).

7. 235-XS-103 I (52QV-2) (LUBE OIL VAPOUR EXTRACTOR 2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Lube Oil Vapor Extractor Motor 2).

8. 235-XS-103-R (4QV-2A) (LUBE OIL VAPOUR EXTRACTOR 2 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Lube Oil Vapor Extractor 2 Motor).

9. 235-XS-103-S (4QV-2B) (LUBE VAPOUR EXTRACTOR 2 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Lube Oil Vapor Extractor 2 Motor).

10. 235-XS-104I (52HQ) (AUX HYDRAULIC OIL PUMP FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Auxiliary Hydraulic Oil Pump Motor).

11. 235-XS-104-R (4HQ-1A) (AUX HYDRAULIC OIL PUMP START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Auxiliary Hydraulic Oil Pump Motor).

12. 235-XS-104-S (4HQ-1B) (AUX HYDRAULIC OIL PUMP STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Auxiliary Hydraulic Oil Pump Motor).

13. 235-XS-812I (52BA-1) (VENTILATION FAN #1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Ventilation Fan 1 Motor).

14. 235-XS-812-R (4BA-1A) (VENTILATION FAN #1 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Lube Oil Ventilation Fan 1 Motor).

15. 235-XS-812-S (4BA-1B) (VENTILATION FAN #1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Lube Oil Ventilation Fan 1 Motor).

16. 235-XS-813I (52BA-2) (VENTILATION FAN #2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Ventilation Fan 2 Motor).

17. 235-XS-813-R (4BA-2A) (VENTILATION FAN #2 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Ventilation Fan 2 Pump Motor).

18. 235-XS-813-S (4BA-2B) (VENTILATION FAN #2 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Ventilation Fan 2 Pump Motor).

19. 235-XS-810I (52PF-1) (LIQUID FUEL FORWARDING MOTOR 1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Liquid Fuel Forwarding Pump Motor 1).

20. 235-XS-810-R (4PF-1A) (LIQUID FUEL FORWARDING MOTOR 1 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Liquid Fuel Forwarding Pump 1 Motor).

21. 235-XS-810-S (4PF-1B) (LIQUID FUEL FORWARDING MOTOR 1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Liquid Fuel Forwarding Pump 1 Motor).

22. 235-XS-810 (4PF1_C) (LIQUID FUEL FORWARDING MOTOR 1 CUT OUT): It is a contact Signal (Open= Cut-Out) from MarkVIe to MCC indicating cut-out condition of Liquid Fuel forwarding pump Motor 1).

23. 235-XS-811I (52PF-2) (LIQUID FUEL FORWARDING MOTOR 2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Liquid Fuel Forwarding Pump Motor 2).

24. 235-XS-811-R (4PF-2A) (LIQUID FUEL FORWARDING MOTOR 2 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Liquid Fuel forwarding Pump 2 Motor).

25. 235-XS-811-S (4PF-2B) (LIQUID FUEL FORWARDING MOTOR 2 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Liquid Fuel forwarding Pump 2 Motor).

26. 235-XS-811 (4PF2_C) (LIQUID FUEL FORWARDING MOTOR 2 CUT OUT): It is a contact Signal (Open= Cut-Out) from MarkVIe to MCC indicating cut-out condition of Liquid Fuel forwarding pump Motor 2).

27. 235-XS-126 I (52QT-1) (LUBE OIL HEATER #1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Lube Oil Heater 1).

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28. 235-XS-126-R (4QT1_1A) (LUBE HEATER#1 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Lube Oil Heater 1).

29. 235-XS-126-S (4QT1_1B) (LUBE HEATER#1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Lube Oil Heater 1).

30. 235-XS-126 C (4QT1_C) (LUBE OIL HEATER 1 CUT OUT): It is a contact Signal (Open= Cut-Out) from MarkVIe to MCC indicating cut-out condition of Lube Oil Heater 1).

31. 235-XS-127 I (52QT-2) (LUBE OIL HEATER #2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Lube Oil Heater 2).




35. 235-XS-128 I (52QT-3) (LUBE OIL HEATER #3 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe

indicating running feedback of Lube Heater 3).




39. 235-XS-134 (27MC) (UNDERVOLTAGE FROM MCC): It is a Contact Signal (Open = Under-voltage) from MCC to MarkVIe

indicating under-voltage condition from MCC).

40. 235-XS-135 (49X) (COMMON OVERLOAD FROM MCC): It is a Contact Signal (Open = Overload) from MCC to MarkVIe indicating Overload condition from MCC).

41. 235-XS-136 (74X-MCC) (DRAWERS COMMON ALARM): It is a Contact Signal (Open = Alarm) from MCC to MarkVIe indicating Common alarm from MCC drawers).

42. 235-XS-139 (2TVX) (IGNITION COMMAND TO MCC): It is a Contact Signal (Close = Ignite) from MarkVIe to MCC commanding the igniter to ignite).

43. 235-XS-515 I (52CR-1) (GT CRANKING MOTOR STATUS): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe indicating running feedback of Cranking Motor).

44. 235-XS-515 L (86CR) (GT CRANKING MOTOR LOCKOUT): It is a Contact Signal (NO, Close= Lockout) from MCC to MarkVIe indicating lockout condition of Cranking Motor).

45. 235-XS-515-R (4CR-1A) (GT CRANKING MOTOR START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC indicating Start command to Cranking Motor).

46. 235-XS-515-S (4CR-1B) (GT CRANKING MOTOR STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC indicating Stop command to Cranking Motor).

47. 235-XS-558 (52TG) (FEED BACK TURNING GEAR): It is a Contact Signal (Cls=Running) from MCC to MarkVIe indicating running feedback of turning gear.

48. 235-XS-559 (4TG1_R) (TURNING GEAR COMMAND-RESET): It is a Contact Signal (Cls=Reset) from MarkVIe to MCC commanding the reset of turning gear.

49. 235-XS-560 (4TG1_S) (TURNING GEAR COMMAND-SET): It is a Contact Signal (Cls=Set) from MarkVIe to MCC

commanding the set of turning gear.

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MarkVIe vs. DCS: 1. 235-XS-0298 S (3CRS) (CUSTOMER READY TO START): It is a Contact Signal (NO, Close= Ready to Start) transmitted from DCS

to MarkVIe as a permissive to start the Gas Turbine.

2. 235-XS-0297 (14HMX) (GT CRANKING STATUS): It is a Contact Signal (NO, Close= Cranking status) transmitted from MarkVIe to DCS indicating the GT cranking status.

3. 235-XS-0295 (3X) (GT RUNNING STATUS): It is a Contact Signal (NO, Close= Running status) transmitted from MarkVIe to DCS

indicating the GT running status (L3=1).

4. 235-XS-0294 (3RS) (GT READY TO START STATUS): It is a Contact Signal (NO, Close= Ready to Start) transmitted from MarkVIe to DCS indicating the GT Ready to Start status.

5. 235-XS-0253 S (GT STARTING STATUS): It is a Contact Signal (NO, Close= Starting) transmitted from MarkVIe to DCS indicating the GT start sequence initiated and the internal command Start Auxiliaries is true (L1X=1).

6. 235-XS-0253SD (94X_C) (GT NORMAL STOP STATUS): It is a Contact Signal (NO, Close= Stop) transmitted from MarkVIe to DCS indicating the GT Normal stop status and that the Shutdown is in progress (L94X=1).

7. 235-XS-0253 TD (4T_C2) (GT TRIP STATUS – DEPRESSURIZED): It is a Contact Signal (NC, Open= Trip) transmitted from MarkVIe to DCS indicating the GT Depressurized Trip status.

8. 235-XS-0253 TP (4T_C1) (GT TRIP STATUS – PRESSURIZED): It is a Contact Signal (NC, Open= Trip) transmitted from MarkVIe to DCS indicating the GT Pressurized Trip status.

9. 235-XS-0254 (30ALM) (CUMULATIVE ALARM REPETITION): It is a Contact Signal (NC, Open= Trip) transmitted from MarkVIe to DCS indicating the Cumulative alarm condition.

10. 235-XS-0293 (43R_C) (GT IN REMOTE CONTROL MODE): It is a Contact Signal (NO, Close= Remote Control Mode) transmitted from MarkVIe to DCS indicating that Remote Control Mode is selected and the DCS can control the sequence.

11. 235-XS-0256 (4VALV) (PROCESS VALVE POSITIONING): It is a Contact Signal (NO, Close= Process valve positioning signal) transmitted from MarkVIe to DCS indicating that Auxiliaries are started and Master Protective signal is enabled (L4=1). Now the DCS must start the Purging sequence of the Process valves.

12. 235-XS-0257 R (1START) (PROCESS REMOTE START): It is a Contact Signal (NO, Close= Remote Start) transmitted from DCS to MarkVIe commanding the GT to start after L3RS=1 is reached and from Master Selector in HMI ‘Remote’ mode is selected.

13. 235-XS-0257 S (1STOP) (PROCESS REMOTE STOP): It is a Contact Signal (NO, Close= Remote Stop) transmitted from DCS to MarkVIe commanding the GT to stop and if in HMI ‘Remote’ mode is selected.

14. 235-XS-0257 T (4CT) (PROCESS REMOTE TRIP): It is a Contact Signal (NC, Open= Remote Trip) transmitted from DCS to MarkVIe commanding the GT to Trip.

15. 235-XS-0298C (3CRC) (CUSTOMER READY TO CRANK): It is a Contact Signal (NO, Close= Ready to Crank) transmitted from DCS to MarkVIe giving the permissive to MarkVIe to Crank. It indicates that the Process valve purging sequence is completed by the DCS and the valve position is ok for a pressurized or a depressurized start and that the cranking can be started.

16. 235-XS-0260 (FUEL GAS SCRUBBER SYSTEM TRIP): It is a Contact Signal (NC, Open= Trip) transmitted from DCS to MarkVIe indicating the Trip condition from Fuel Gas Scrubber system (in customer’s scope).

17. 235-XS-0261 (TNR) (SPEED SETPOINT FEEDBACK): It is a (4-20) mA signal transmitted from MarkVIe to DCS indicating the speed set-point feedback.

18. 235-XS-0261 AL (60LC) (LOAD SETPOINT): It is a (4-20) mA signal transmitted from DCS to MarkVIe indicating the load set-point from DCS. It is when the LP Shaft speed is controlled by Raise / Lower command from DCS.

19. 235-XS-0954 (DUCT BURNER PURGE CHANGEOVER SEQUENCE INITIATED): It is a Contact Signal (Close= Sequence Initiated) from DCS to MarkVIe indicating that Duct Burner Purge Changeover sequence is initiated.

20. 235-XS-0955 (PURGE PHASE 1 COMPLETED- BYPASS STACK): It is a Contact Signal (NO, Close= Bypass Stack Purge completed) from MarkVIe to DCS indicating that Purge Phase-1 (Bypass Stack) is completed.

21. 235-XS-0956 (TEG TEMPERATURE LESS THAN 371 DEG C): It is a Contact Signal (NO, Close= Exhaust temperature lesser than 371 deg. C) from MarkVIe to DCS indicating that Turbine Exhaust Gas temperature is lesser than 371 deg. C.

22. 235-XS-0957 (TEG TEMPERATURE 56 DEG C LOWER THAN FUEL AUTO IGNITION TEMPERATURE): It is a Contact Signal

(NO, Close= Exhaust temperature 56 deg. C lower than Fuel Auto Ignition temperature) from MarkVIe to DCS indicating that Turbine Exhaust Gas temperature is 56 deg. C lower than Fuel Auto Ignition temperature.

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23. 235-XS-0958 (GT LOAD > 60%): It is a Contact signal (NO, Close = GT Load > 60%) from MarkVIe to the DCS indicating that GT

Load is greater than 60%.

24. 235-XS-0959 (HRSG HOT STATUS): It is a Contact signal (Close = Hot Status) from DCS to MarkVIe indicating that HRSG is in Hot Status.

25. 235-XS-2056 (HOT GAS BYPASS VALVE OPEN COMMAND FOR PURGE): It is a Contact signal (Cls=Purge) from DCS to MarkVIe commanding the hot gas bypass valve for purging sequence.

26. 235-XS-2057 (HOT GAS BYPASS VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Open; 0=Close) from MarkVIe to the DCS indicating a feedback position of hot gas bypass valve. 27. 235-XS-2059 (ANTISURGE 1st STAGE VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Close; 0=Open) from MarkVIe

to the DCS indicating a feedback position of 1st stage antisurge valve.

28. 235-XS-2060 (ANTISURGE 2nd STAGE VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Close; 0=Open) from MarkVIe to the DCS indicating a feedback position of 2nd stage antisurge valve.

29. 235-XS-2061 (ANTISURGE 3rd STAGE VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Close; 0=Open) from MarkVIe

to the DCS indicating a feedback position of 3rd stage antisurge valve.

MarkVIe vs. MarkVIeS: 1. 235-XS-703A (4FCV) (OFF SKID VALVE OPEN REQUEST FROM MARKVIE): It is a Contact Signal (Close= Valve Open) from

MarkVIe to MarkVIeS indicating that Auxiliaries are started (L4=1) and Off-skid valves need to be positioned (Fuel Gas Block valve to open and Bleed valve to close).

2. 235-XS-703B (4FUEL) (ON SKID VALVE OPEN REQUEST FROM MARKVIE): It is a Contact Signal (NO, Close= Open valve) from MarkVIe to MarkVIeS for On-Skid Gas Fuel valve Open request).

3. 235-XS-703C (4FUEL_LIQ) (ON SKID LIQUID VALVE OPEN REQUEST FROM MARKVIE): It is a Contact Signal (NO, Close= Open valve) from MarkVIe to MarkVIeS for On-Skid Liquid Fuel valve Open request).

4. 235-XS-705 (4TM-REQ) (TRIP MULTIPLIER ON REQUEST FROM MARKVIE): It is a Contact Signal (NO, Close= Trip Multiplier on) from MarkVIe to MarkVIeS to activate Trip Multiplier function).

5. 235-XS-712 (4T_S) (CUMULATIVE SAFETY TRIP TO MARKVIE): It is a Contact Signal (NC, Open= Trip) from MarkVIeS to MarkVIe indicating Cumulative Trip condition).

6. 235-XS-721 (63BT) (VENTILATION SYSTEM RUNNING): It is a contact signal (NO, Close= Running) from MarkVIeS to MarkVIe indicating that the ventilation system is running.

7. 235-XS-726 P (28FDX_S) (COMBUSTION CHAMBER FLAME ON (PRIMARY)): It is a contact signal (NO, Close= Flame on) from MarkVIeS to MarkVIe indicating that the combustion chamber flame is ON.

8. 235-XS-730 (45HFA) (FILTER HOUSE GAS DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm) from MarkVIeS to MarkVIe indicating Filter House Gas Detected Alarm condition (for any gas detector detecting a gas level of 5% LEL at filter house).

9. 235-XS-731 (45HFT) (FILTER HOUSE GAS DETECTED TRIP TO MARKVIE): It is a contact signal (NC, Open= Trip) from MarkVIeS to MarkVIe indicating Filter House Gas Detected Trip condition (for 2oo3 gas detector detecting a gas level of 10% LEL at filter house).

10. 235-XS-732 (45HDA-1) (ACC. COMPARTMENT GAS DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm) from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Accessory compartment) Gas Detected Alarm condition (for 1oo3 gas detector detecting a gas level of 5% LEL at enclosure ventilation outlet).

11. 235-XS-733 (45HDT-1) (ACC. COMPARTMENT GAS DETECTED TRIP TO MARKVIE): It is a contact signal (NC, Open= Trip) from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Accessory compartment) Gas Detected Trip condition (for 2oo3 gas detector detecting a gas level of 10% LEL at enclosure ventilation outlet).

12. 235-XS-734 (45HDA-2) (TURBINE COMPARTMENT GAS DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm) from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Turbine compartment) Gas Detected Alarm condition (for 1oo3 gas detector detecting a gas level of 5% LEL at enclosure ventilation outlet).

13. 235-XS-735 (45HDT-2) (TURBINE COMPARTMENT GAS DETECTED TRIP TO MARKVIE): It is a contact signal (NC, Open= Trip) from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Turbine compartment) Gas Detected Trip condition (for 2oo3 gas detector detecting a gas level of 10% LEL at enclosure ventilation outlet).

14. 235-XS-736 (45HSA) (ACC. COMPARTMENT H2S DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm)

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from MarkVIeS to MarkVIe indicating Accessory compartment H2S concentration High Alarm condition.

Mark Vie vs. Plant Emergency Shutdown System: 1. 235-XS-254 R (GT RUNNING STATUS): It is a contact signal (NO, Close= Running) from MarkVIe to PESD indicating the running

status of GT (L3=1).

2. 235-XS-354 (GT SHUTDOWN FOR HRSG SHUTDOWN AND DIVERTER SYSTEM FAILURE TO CLOSE): It is a contact signal (Open= Shutdown) from PESD to MarkVIe commanding the Gas Turbine shutdown due to HRSG shutdown and diverter system failure to close.

3. 235-XS-454 (HRSG SHUTDOWN CONDITION RESET): It is a contact signal (Close=Reset) from PESD to MarkVIe indicating HRSG Shutdown condition Reset.

4. 235-XS-554 (DIVERTER SYSTEM CLOSE): It is a contact signal (Close=Diverter close) from PESD to MarkVIe indicating Diverter System close i.e. HRSG damper closed and Bypass stack damper Open.

5. 235-XS-654 (DIVERTER SYSTEM OPEN): It is a contact signal (Close=Diverter open) from PESD to MarkVIe indicating Diverter System open i.e. HRSG damper open and Bypass stack damper closed.

6. 235-XS-754 (TEG TEMPERATURE 56 DEG C LOWER THAN FUEL AUTO IGNITION TEMPERATURE): It is a contact signal (Close=Lower) from MarkVIe to PESD indicating Turbine exhaust Gas Temperature 56 deg. C Lower than Fuel Auto Ignition temperature.

MarkVIe vs. Bently Nevada 3500 Temperature Monitoring System: 1. 235-XS-450 (43TM_ARST) (TEMPERATURE MONITOR RESET): It is a contact signal (Close= Reset) from MarkVIe to BN Temp

Monitor commanding Reset of the BN Temperature Monitor.

2. 235-XS-451 A (26TMA) (TEMPERATURE MONITOR CUMULATIVE ALARM): It is a contact signal (Open=Alarm) from BN Temp Monitor to MarkVIe indicating cumulative alarm condition of Bearing metal temperature measurement.

3. 235-YS-430 (CENTRIFUGAL COMPRESSOR THRUST BEARING TEMPERATURE TRIP): It is a contact signal (Open=Trip) from BN Temp Monitor to MarkVIe indicating trip condition of Thrust Bearing metal temperature.

4. 235-YS-451 F (86TM) (TEMPERATURE MONITOR FAULT): It is a contact signal (Open=Fault) from BN Temp Monitor to MarkVIe indicating fault condition of the BN Temperature Monitor.

MarkVIe vs. Bently Nevada 3500 Vibration Monitoring System: 1. 235-XS-400 (43VM_ARST) (VIBRATION MONITOR RESET): It is a contact signal (Close= Reset) from MarkVIe to BN Vibration

Monitor commanding Reset of the BN Vibration Monitor

2. 235-XS-402 A (39VMA) (VIBRATION MONITOR CUMULATIVE ALARM): It is a contact signal (Open=Alarm) from BN Vibration Monitor to MarkVIe indicating cumulative alarm condition of Bearing vibration measurement.

3. 235-YS-402 F (86VM) (VIBRATION MONITOR FAULT): It is a contact signal (Open=Fault) from BN Vibration Monitor to MarkVIe indicating fault condition of the BN Vibration Monitor.

4. 235-YS-402 T (39VMT) (VIBRATION MONITOR CUMULATIVE TRIP): It is a contact signal (Open=Trip) from BN Vibration Monitor to MarkVIe indicating cumulative trip condition of Bearing vibration measurement.

5. 235-YS-415 (39VC-1T) (CENTRIFUGAL COMPRESSOR RADIAL TRIP): It is a contact signal (Open=Trip) from BN Vibration Monitor to MarkVIe indicating trip condition from Radial Vibration of bearings.

6. 235-YS-416 (39PC-1T) (CENTRIFUGAL COMPRESSOR AXIAL TRIP): It is a contact signal (Open=Trip) from BN Vibration Monitor to MarkVIe indicating trip condition from Axial Displacement of bearings.

MarkVIe vs. Unit Control System: 1. 235-XS-601A (86PS-1) (24VDC BUS 1 FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe indicating failure

condition of 24VDC Bus 1.

2. 235-XS-601B (86PS-2) (24VDC BUS 2 FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe indicating failure condition of 24VDC Bus 2.

3. 235-XS-602 (86PS-FG) (FIRE FIGHTING 24VDC BUS FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe indicating failure condition of 24VDC Bus in Fire Fighting Panel.

4. 235-XS-603 (86PS-FIELD) (FIELD 24VDC POWER BUS FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe indicating failure condition of 24VDC Bus to power field instruments.

5. 235-XS-999 (XA-1) (UCS ALARM BUZZER): It is a wet voltage contact from MarkVIe to UCS (Open= Buzzer on) indicating alarm or

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trip condition.

6. 235-XS-607 (49UCS) (UCS HIGH TEMPERATURE ALARM): It is a contact signal (Open=Alarm) from UCS to MarkVIe indicating high temperature inside UCS.

7. 235-XS-612 A (110V AC BUS FAILURE AT TRAINVIEW SERVER PANEL): It is a contact signal (Open=Failure) from Trainview Server Panel to MarkVIe indicating failure condition of 110VDC Bus at Trainview Server Panel.

8. 235-XS-613 A (24VDC BUS FAILURE AT TRAINVIEW SERVER PANEL): It is a contact signal (Open=Failure) from Trainview Server Panel to MarkVIe indicating failure condition of 24VDC Bus at Trainview Server Panel.

MarkVIe vs. Local Control Panel: 1. 235-XS-614 (24VDC BUS FAILURE AT LOCAL CONTROL PANEL): It is a Contact signal (Open = Bus Failure) from LCP to

MarkVIe indicating 24VDC Bus failure at LCP.

2. 235-XS-615 (INVERTER FAILURE AT LOCAL CONTROL PANEL): It is a Contact signal (Open = Inverter Failure) from LCP to MarkVIe indicating Inverter failure at LCP.

3. 235-XS-616 (LCP ALARM BUZZER SIGNAL): It is a wet contact (110Vdc, Closed = Alarm buzzer on) signal transmitted from

MarkVIe to DCP indicating the alarm or trip condition.

MarkVIe vs. Liquid Fuel Thyristor Panel: 1. 235-XA-5015A (LIQUID FUEL THYRISTOR PANEL FAULT): It is a Contact Signal (Open= Fault) from Liquid Fuel Thyristor Panel to

MarkVIe indicating the Fault status of the Liquid Fuel Thyristor Panel.

2. 235-XL-5015A (LIQUID FUEL HEATER RUNNING STATUS): It is a Contact Signal (Close= Running) from Liquid Fuel Thyristor Panel to MarkVIe indicating the Running status of the Liquid Fuel Heater.

3. 235-XS-5015A (LIQUID FUEL HEATER CUT-OFF STATUS): It is a Contact Signal (Open= Cut-off) from Liquid Fuel Thyristor Panel

to MarkVIe indicating the Cut-off status of the Liquid Fuel Heater.

4. TIT-5014 (LIQUID FUEL HEATER TEMPERATURE): It is a (4-20) mA signal from MarkVIe to Liquid Fuel Thyristor Panel that gives analog set-point to the Liquid Fuel Thyristor Panel to turn-on or turn-off the heater based on temperature feedback of liquid fuel received from field.

MarkVIe vs. Seal Gas Heater Thyristor Panel: 1. 235-TSHH-5509A (SEAL GAS HEATER CUT-OUT STATUS): It is a contact signal (Open= Cut-Out) from Thyristor Panel to

MarkVIe indicating cut-out condition of the Seal gas Heater.

2. 235-UA-5509A (TH1_F) (THYRISTOR PANEL FAULT STATUS): It is a contact signal (Open= Fault) from Thyristor Panel to MarkVIe indicating fault condition of the Thyristor Panel.

3. 235-XA-5509 (SEAL GAS HEATER SET POINT TO THYRISTOR PANEL): It is a (4-20) mA signal transmitted from MarkVIe to Thyristor Panel providing Seal Gas Heater Set-point.

4. 235-XI-5509A (TH1_ON) (THYRISTOR PANEL ON STATUS): It is a contact signal (Close=ON) from Thyristor Panel to MarkVIe indicating ON condition of the Thyristor Panel.

5. 235-XI-5510A (H1_ON) (SEAL GAS HEATER ON/OFF COMMAND): It is a contact signal (Close=ON, Open = OFF) from MarkVIe to Thyristor Panel commanding ON condition of the Seal Gas Heater.

6. 235-XS-5509A (TH1_CUT) (SEAL GAS HEATER CUT OUT): It is a contact signal (Close=Cut out) from MarkVIe to Thyristor Panel commanding Cut out of the Seal Gas Heater.

MarkVIe vs. Pulse Jet Panel: 1. 235-XS-522 (86PJ) (PULSE JET PANEL FAULT): It is a contact signal (Open= Fault) from Pulse Jet Panel to MarkVIe indicating

Fault status of the Pulse Jet Panel.

2. 235-XS-523 (52PJ) (PULSE JET CLEANING CYCLE IN PROGRESS): It is a contact signal (Close= in progress) from Pulse Jet Panel to MarkVIe indicating Pulse Jet Cleaning in Progress.

MarkVIeS vs. Fire Fighting System: 1. 235-XS-657 TS (45FTT_S) (FIRE DETECTED TRIP TO SAFETY SYSTEM): It is a contact signal (NC, Open=trip) from Fire Fighting

System to MarkVIeS indicating GT Trip due to Fire detection.

MarkVIeS vs. MCC: 1. 235-XS-709 A (4BA1_C) (VENTILATION MAIN FAN CUT-OUT): It is a Contact signal (NC, Open= Cut-out) from MarkVIeS to MCC

commanding the cut out of the ventilation main fan.

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2. 235-XS-709 B (4BA2_C) (VENTILATION STAND-BY FAN CUT-OUT): It is a Contact signal (NC, Open= Cut-out) from MarkVIeS to

MCC commanding the cut out of the ventilation stand-by fan.

MarkVIeS vs. Plant Emergency Shutdown System: 1. 235-XS-700 A (CESD-1) (CUSTOMER ESD SIGNAL 1): It is a Contact signal (Open= ESD) from PESD to MarkVIeS commanding

the Emergency Shutdown (Pressurized).

2. 235-XS-700 B (CESD-2) (CUSTOMER ESD SIGNAL-2): It is a Contact signal (Open= ESD) from PESD to MarkVIeS commanding the Emergency Shutdown (Depressurized).

3. 235-XS-700 C (CESD_OP) (SAFETY TRIP REPETITION TO CUSTOMER ESD- PRESSURIZED): It is a Contact signal (NC,

Open= Trip) from MarkVIeS to PESD indicating the Emergency Shutdown (Pressurized).

4. 235-XS-700 D (CESD_ODP) (SAFETY TRIP REPETITION TO CUSTOMER ESD- DEPRESSURIZED): It is a Contact signal (NC, Open= Trip) from MarkVIeS to PESD indicating the Emergency Shutdown (Depressurized).

MarkVIeS vs. Unit Control System: 1. 235-XS-5253 R1 (5ESD-R1) (ESD PUSH BUTTON FROM SAFETY RELAY- PRESSURIZED): It is a Contact signal (NC, Open=

Trip) from UCS to MarkVIeS indicating the Emergency Shutdown (Pressurized).

2. 235-YZ-575 T2 (5ESD-R2) (ESD PUSH BUTTON FROM SAFETY RELAY- DEPRESSURIZED): It is a Contact signal (NC, Open= Trip) from UCS to MarkVIeS indicating the Emergency Shutdown (Depressurized).

MarkVIeS vs. Bently Nevada 3500 Vibration Monitoring System: 1. 235-XS-713 (4TM) (TRIP MULTIPLIER ON REQUEST TO VIBRATION MONITOR): It is a contact signal (Close= Trip Multiplier ON)

from MarkVIeS to BN Vibration Monitor commanding the Trip Multiplier function to be ON.

2. 235-YS-426 A (39BNVT-1) (CUMULATIVE VIBRATION TRIP 1 TO ESD SYSTEM): It is a contact signal (NC, Open=Trip) from BN Vibration Monitoring System to MarkVIeS indicating cumulative vibration trip 1.

3. 235-YS-426 B (39BNVT-2) (CUMULATIVE VIBRATION TRIP 2 TO ESD SYSTEM): It is a contact signal (NC, Open=Trip) from BN Vibration Monitoring System to MarkVIeS indicating cumulative vibration trip 2.

4. 235-YS-429 (39VT) (TURBINE SEISMIC TRIP): It is a contact signal (NC, Open=Trip) from BN Vibration Monitoring System to MarkVIeS indicating Turbine Seismic Trip.

CCC vs. Unit Control System: 1. 235-XS-306 (COMMUNICATION DEVICE FAULT FOR MASTER CONTROLLER): It is a contact signal (NC, Open=Fault) from

CCC Master Controller chassis to CCC Master Controller indicating communication device fault to Master Controller.

2. 235-XS-601 C (COMMUNICATION DEVICE FAULT): It is a contact signal (NC, Open=Fault) from CCC Anti-surge Controller chassis to CCC Anti-surge Controller indicating communication device fault to Anti-surge Controller.

3. 235-XS-601D (HVAC SYSTEM FAULT): It is a contact signal (NC, Open=Fault) from CCC Controller chassis to CCC Controller indicating HVAC System fault to CCC Controller.

4. 235-XS-601 E (ANTISURGE CONTROLLER POWER / FAN FAULT): It is a contact signal (NC, Open=Fault) from CCC Anti-surge Controller chassis to CCC Anti-surge Controller indicating Power/ Fan fault to Anti-surge Controller.

5. 235-XS-701 E (MASTER CONTROLLER POWER/FAN FAULT): It is a contact signal (NC, Open=Fault) from CCC Master Controller chassis to CCC Master Controller indicating power/ fan fault to Master Controller.

Customer DCS vs. CCC: 1. 235-XS-0843 (MCP_SP) (PROCESS REMOTE SET-POINT (CTRL OF SUCTION HEADER PRESSURE): It is a 4-20mA signal

from Customer DCS to CCC (Master Controller) to perform Load Sharing by Controlling the Compressor Suction Header Pressure.

2. 235-XS-2058 (CLOSE ANTISURGE VALVE 1st STAGE FOR PURGE) It is a contact signal (Cls=Purge) from Customer DCS to CCC commanding the antisurge valve 1st stage for purging sequence.

3. 235-XS-2062 (CLOSE ANTISURGE VALVE 2nd STAGE FOR PURGE) It is a contact signal (Cls=Purge) from Customer DCS to CCC

commanding the antisurge valve 2nd stage for purging sequence.

4. 235-XS-2062 (CLOSE ANTISURGE VALVE 3rd STAGE FOR PURGE) It is a contact signal (Cls=Purge) from Customer DCS to CCC commanding the antisurge valve 3rd stage for purging sequence.

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8 CONTROL INTERFACE WITH WASTE HEAT RECOVERY UNIT CONTROL SYSTEM

8.1.1 INTERLOCK SIGNALS

JOB TAG DESCRIPTION FROM TO TYPE235-XS-0959 HRSG Hot Status DCS MarkVIe HW 235-XS-0958 GT Load Greater than 60% MarkVIe DCS HW

235-XS-0957 Teg temperature 56 deg. C lower than Fuel Auto Ignition temperature

MarkVIe DCS HW

235-XS-0956 Teg temperature less than 371 deg. C MarkVIe DCS HW 235-XS-0955 Purge Phase 1 completed (Bypass stack) MarkVIe DCS HW 235-XS-0954 Duct Burner Purge Changeover Sequence initiated DCS MarkVIe HW 235-XS-254 R GT Running Status MarkVIe PESD HW

235-XS-354 GT Shutdown for HRSG Shutdown and Diverter System failure to close

PESD MarkVIe HW

235-XS-454 HRSG Shutdown condition Reset PESD MarkVIe HW 235-XS-554 Diverter System Close PESD MarkVIe HW 235-XS-654 Diverter System Open PESD MarkVIe HW

235-XS-754 Teg temperature 56 deg. C lower than Fuel Auto Ignition temperature

MarkVIe PESD HW

235-XS-960 Duct Burner Purge Completed BMS MarkVIe HW 235-XS-961 GT Load Greater than 60% MarkVIe BMS HW


GT + HRSG PURGE & START UP (GT/BMS SYSTEMS LOGIC – DCS LOGIC) A purge of both the HRSG enclosure and by-pass system shall be completed prior to the light-off of the GT and prior to the admission of combustion turbine exhaust gas into the HRSG. The purge sequence (GT+HRSG) shall be managed by MarkVIe. Purge shall be accomplished by at least five volume changes and for duration of not less than 5 minutes. During the purge, the flow rate shall be not less than 8% of GT full-load mass air-flow. Depending on the availability of the HRSG, the followings two cases have to be considered: First case - HRSG available When the HRSG is available, the GT can operate in combined cycle mode. In this case both the by-pass stack and the HRSG must be purged. With all the following purge permissives MarkVIe can start the GT/HRSG purge sequence: HRSG shutdown not present (235-XS-454) No GT shutdown causes present and GT trip condition reset (235-XS-254 R) Diverter damper system close (235-XS-554) that indicates the condition HRSG damper closed & bypass

stack Damper open from PESD) GT not firing GT flow rate not less than 8% of GT full-load mass air-flow The GT+HRSG purge sequence will purge first the By-pass stack (phase 1) and then the HRSG duct (phase 2).

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At the end of the phase 1, the MarkVIe will send to DCS the hardwire signal 235-XS-0955 (Purge phase 1 completed by GTS) in order to open the diverter system dampers allowing the purge sequence to proceed with the phase 2. The phase 2 is allowed to proceed when the Diverter System Open (235-XS-654) signal is obtained from PESD. The Diverter system Open condition is equivalent to HRSG damper open and by pass damper in closed condition. The purge rate, volume changes and duration will be provided by MarkVIe for both phases. At the purge end (i.e. both the phase 1 and the phase 2 are completed), the GTS will have the permissive to put the GT in service in combined cycle mode through the HRSG. The following signals shall be available from MarkVIe to DCS, by serial link: GT+HRSG Purge requested GT+HRSG Purge in progress (phase 1, phase 2) GT+HRSG Purge completed (phase 1, phase 2) GT+HRSG Purge interrupted (phase 1, phase 2) HRSG purge in Fresh Air (FA) mode The Phase 2 (HRSG duct purge by GTS) could be replaced, as alternative, by the duct burner purge performed in FA mode (FA duct burner purge sequence managed by BMS logic). In this case, after the HRSG duct purging in FA mode the DCS logic, with all the following permissives: NOT GT Running (~235-XS-254 R) HRSG in FA mode HRSG isolation provided and maintained Duct burner purge completed by BMS (after HRSG isolation provided and maintained) (235-XS-960) HRSG duct purging in FA mode enabled by DCS (selection by operator) shall transfer the system to Combined Cycle mode by the following way: when GTS sends the hardwire signal (235-XS-0955) to DCS (purge phase 1 completed by GTS) then the DCS will execute the following sequence: Diverter damper system open command Set the signal: Duct Burner Purge change-over sequence initiated (235-XS-0954) With the signal, Diverter damper system NOT in close position (~235-XS-554) the DCS shall carry out: FA duct damper close command (hardwired signal sent to the Diverter Damper System) With the resulting signals: Diverter damper system in open position & FA duct damper in close position (xx seconds delayed) The DCS shall carry out: FA fan stop command (FA fan damper will close) Reset the signal: Duct Burner Purge change-over sequence initiated (235-XS-0954) The signal: Duct Burner Purge change-over sequence initiated is reset also if at least one of the following conditions is detected: HRSG Shutdown GT running (235-XS-254 R) GT trip (from PESD to DCS) Purge phase 1 completed (235-XS-0955) NOT present This signal is reset, in any case, after a prefixed time (about xx seconds, to allow the complete execution of the transfer sequence to CC mode). MarkVIe will set the condition purge phase 2 completed and will have the permissive to put the GT in service in combined cycle mode, through the HRSG, when MarkVIe verifies the following condition: Purge phase 1 completed (235-XS-0955) & Duct Burner Purge Completed (235-XS-960) from BMS (10 sec Off-Delay in order to allow the diverter

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opening) & Duct Burner Purge change-over sequence initiated (235-XS-0954) & Diverter Dampers system in open position (235-XS-654).

Second Case - HRSG not available If HRSG shutdown is present (HSRG not available) the GT can operate only in open cycle mode. In this case, MarkVIe can start the GT purge sequence through the by-pass stack (phase 1) if all the following purge permissives are fulfilled: No GT shutdown causes present and GT trip condition reset from MarkVIe Diverter damper system close (235-XS-554) GT not firing GT flow rate not less than 8% of GT full-load mass air-flow The purge rate, volume changes and duration shall be decided by MarkVIe. At the end of the phase 1 (GT+ By-pass stack purge completed), MarkVIe will have the permissive to put the GT in service in open cycle mode (through the by-pass stack). During combined cycle operation and following the GT+HRSG purge as above indicated, the combustion turbine shall be permitted to switch in open cycle mode (by closing the diverter system dampers by DCS) and to purge and operate in open cycle through the by-pass stack. When GT has operated in open cycle through the by-pass stack, then the HRSG purged condition shall be reset. In this case the TEG shall not be permitted to re-enter the HRSG at a later time without HRSG re-purging (the opening of the diverter system dampers shall not been allowed by DCS and PESD). With GT running in open cycle mode through the by-pass stack, then the following two scenarios can be considered: HRSG duct shall be purged in FA mode (FA duct burner purge sequence managed by BMS logic. In FA

mode it shall be possible to light-off the auxiliary fire burner and start up the HRSG; then the TEG shall be permitted to re-enter the HRSG at a later time (by activating the manual change over sequence from FA mode to CC mode, without lowering the GT load. TEG shall not be permitted to re-enter the HRSG if the HRSG is not in service, pressurized and in hot state (*).

The GT is operated with an exhaust gas temperature at least 56°C lower the auto-ignition temperature of

fuels (235-XS-754) designed for use in the GT and in the Duct burner (TEG temp. <= xxx °C, to be defined - 235-XS-0957).In this case the TEG, at this lower temperature, shall be permitted to re-enter the HRSG (by opening the diverter system dampers by DCS) and shall be used to perform the duct burner purge (monitored by BMS). After the duct burner purge (hardwired signal from BMS to MarkVIe 235-XS-960), MarkVIe will have the permissive to increase the load. Further limitations in TEG temperature are foreseen according to the actual status of HRSG.

NOTE 1) HRSG isolation shall be considered maintained when all the following conditions are satisfied: HRSG damper close (hardwired signal from PESD to DCS) Sealing air pressure > min (xx sec maintained in order to allow sealing fans change over) (hardwired signal

from PESD to DCS)

(*)TEG shall not be permitted to re-enter the HRSG if the HRSG is not in “hot state” (HRSG is considered in “hot state” if Boiler drum pressure >30 barg).If the HRSG hot state condition is not present, then MarkVIe has to decrease the load in order to reduce the TEG temperature less than 371 °C (235-XS-0956). The “hot status” of HRSG will be sent from DCS to GTS via the hardwired signal (235-XS-0959).

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9 THROTTLING VALVE OPERATION <6>

9.1.1 DEVICE SUMMARY:

Software Signal Tags as per P&ID Descriptiona20tv2 235-XY-5333A 3MCL second stage side stream throttling valve

command a20tv3 235-XY-5333B 3MCL third stage side stream throttling valve

command A26GS 235-TIT-5401A1 3MCL First Stage Suction Temperature A26GSS2 235-TIT-5402A1 3MCL Second Stage Side Stream Temperature a33tv2_fbk 235-FZT-5333A 3MCL second stage side stream throttling valve

feedback a33tv3_fbk 235-FZT-5333B 3MCL third stage side stream throttling valve

feedback A63GS 235-PIT-5401A1 3MCL First Stage Suction Pressure A63GSS2 235-PIT-5402A1 3MCL Second Stage Side Stream Pressure A63GSS3 235-PIT-5403A1 3MCL Third Stage Side Stream Pressure l20tv2 235-FY-5333A 3MCL second stage side stream throttling valve

solenoid l20tv3 235-FY-5333B 3MCL third stage side stream throttling valve solenoid l33tv2_1o 235-ZSH-5333AA 3MCL second stage side stream throttling valve

opened -1 l33tv2_2o 235-ZSH-5333AB 3MCL second stage side stream throttling valve

opened -2 l33tv2_3o 235-ZSH-5333AC 3MCL second stage side stream throttling valve

opened -3 l33tv2_c 235-ZSL-5333A 3MCL second stage side stream throttling valve

closed l33tv3_1o 235-ZSH-5333BA 3MCL third stage side stream throttling valve opened -

1 l33tv3_2o 235-ZSH-5333BB 3MCL third stage side stream throttling valve opened -

2 l33tv3_3o 235-ZSH-5333BC 3MCL third stage side stream throttling valve opened -

3 l33tv3_c 235-ZSL-5333B 3MCL third stage side stream throttling valve closed --- 235-ZSH-5401A Propane Compressor 1st stage anti-surge valve open --- 235-ZSH-5402A Propane Compressor 2nd stage anti-surge valve open --- 235-ZSH-5403A Propane Compressor 3rd stage anti-surge valve open --- 235-XS-2064 Notification to DCS to open Process isolation valves --- 235-XS-2065 Process valve open feedback received from DCS


Control system requirements:

Control system shall ensure (during startup) that Stage 2 throttle valve is opened in order to keep Stage 1 compressor operative point on the right region of map. An excessive opening of the valve will cause Stage 1 compressor to run in surge conditions (during startup transient). A reduced opening of the valve will not ensure sufficient flow to feed Stage 2 compressor thus causing potential surge of Stage 2 and choke of Stage 1 (compressor maps mismatch). The same considerations hold for Stage 3 throttle valve.

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Throttle valves shall be operated just in startup/shutdown of one train, only if the other train is already

running and in production (i.e. Pressure/Temperature in suction drums are at normal conditions specified in customer Heat and Material Balance).

Control system shall ensure that throttle valve actuation system is fully disabled during compressor normal running.

Throttle valves shall be operated just when anti surge valves are fully opened. This operational requirement will avoid any interaction between anti surge control system and throttling valves control.

Startup shall be inhibited by control system if valve has failed before starting opening the valve.

Compressor trip shall be foreseen in case of valve failure during startup or normal shut down. In such cases the action of hot gas bypass valve should ensure compressor to safely stop.

Throttling Valve sequence:

Description of the sequence of operation of the valves: The valve open/close can be done in 2 modes namely Manual mode and Auto mode. Manual mode is

enabled only during machine stopped condition (detected by zero speed of the turbine). The manual / auto mode may be selected by having a selector button on HMI.

The solenoid valve to the throttling valve is energized when Ready to start is attained (in which open feedback of throttling valve s checked) and Turbine start sequence is initiated (L1X).

The open status of the throttling valves is a permissive to start the turbine and it remains open till Start Passed phase is achieved (L4).

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If the second unit is not running, then the throttling valve is kept in full open condition throughout.

Otherwise the throttling valves are controlled to control the pressure ratio of the different stages of the compressor.

After L4 the throttling valves are closed following a fast ramp down.

After throttling valves closure, UCS will notify DCS to open the Process valves. On receipt of Process Valve open feedback from DCS, sequence will continue further with Cranking.

The Throttling action starts based on pressure ratio control after the LP Speed (TNL) is greater than 20% (K77TV_EN) and this continues till TNL reaches operative speed (70% speed).

Then the operating speed of the other unit is checked and the speed auto-raise functionality is enabled to equalise the speed of unit starting up with the other.

When TNL for both units are equalized then the Throttling valve is opened following a steady ramp further opened to 100%.

The set-point of Throttling Valve is dynamically obtained by Pressure Ratio extrapolation with corrected speed at choking limits of compressor curve.

After the throttling valves are fully opened (detected by the limit switches) then an enabling signal would be sent from MarkVIe to CCC Master and Anti-surge Controller. If limit switches detect closed condition of the throttling valve a trip is generated by 2oo3 voting logic.

The Throttling valve remains in full open condition until L3 is lost.

With Trip or Normal Shutdown when L3=0, the Anti-surge valve must remain in full open condition and the throttling valves start closing following the pressure ratio control action till TNL reaches 20% speed.

After that the valves close following a steady ramp down to fully closed condition.

After this is attained a permissive is sent to DCS to close the Isolation valves. Further to zero speed detection of LP shaft (L14LR) after a delay of 3 minutes SOV for throttling is de-energized opening up the throttling valve.

Alarms:

L33TV2_ALM 3MCL SECOND STAGE TV POSITION HIGH ERROR L33TV3_ALM 3MCL THIRD STAGE TV POSITION HIGH ERROR L43TV2_ALM 3MCL SECOND STAGE TV MANUAL CTRL ALARM L43TV3_ALM 3MCL THIRD STAGE TV MANUAL CTRL ALARM L4TV_ALM 3MCL THROTTLING VALVE TRIP LOGIC

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control System Functional Description(Propylene Refrigerant Compressor)

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