Overspeed - Ods (Ops) by RN - Off

OVER SPEED DETECTION
and protection
Dr. Ryszard.Nowicki@ge.com
Imagination at work.
INTRODUCTION
#1
Ver. 2015-10-16 Ryszard.Nowicki@ge.com : 08:30 Subject: ODS / OPS Page: 2 of
1. .

Relative Size of Average Loss for Ten Equipment
Groups Data include all industries ()
35%
30%
25%
20%
15%
10%
5%
0%

Consequences of mistakes
in ODS / OPS functionality
#2
Trains with
STEAM TURBINES
Relative Size of Average Cost of the Seven Most
Common Cases of Stem Turbine Damage ()
20%
18%
16%
14%
12%
10%
8%
6%
4%
2%
0%

Relative Size of Average Loss for the Five Most
Common Cases of Stem Turbine Damage ()
60%
50%
40%
30%
20%
10%
0%
OVERSPEED FATIGUE, WATER EXCESSIVE LOOSENING OF UNDETERMINED
CORROSION, INDUCTION VIBRATIONS PARTS
STRESS

From:
Turbine Overspeed Trip Modernization
Requirements and Implementation Guidance
1013461: Final Report, November 2006
EPRI Project Manager: R. Torok
The associated losses on a large steam turbine,

combined with the value of the lost power
generation have been estimated at
well over $100 million.
Clearly, reducing the likelihood of an uncontrolled
and catastrophic overspeed event is essential.

A big unit:
600 MW
ESKOM / South Africa 600 MW unit - happened at Duhva
As a result the turbine spun faster and faster. The

rotational speed increased too quickly for anything to be
done before the enormous machine burst with a
tremendous explosion, with debris scattering in all
directions. The explosion ripped off several steel plates in
the roof of the turbine hall. Pieces of shrapnel made
hundreds of holes in the remainder of the 30-metre-high
roof.
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But almost worse than the monetary damage is the loss

of 600MW in generating capacity for more than a year.
{ In fact it took 18 months }

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

INDUSTRIAL
TGs

Industrial Turbines

Industrial Turbines

Trains with
HYDRO
TURBINES
Failure of RPM Control
+ Lack of ODS

Root causes. A failure of the The Sanjay Bhabha Hydro Project (Sanjay) is having
Electro-Hydraulic governor 3x40mw Pelton turbine.
as well as failure of the Head is 887.2 meter, speed is 500 rpm.
emergency closing valve

During run away speed, one of the rotor bolt got loose and
fell down in the air gap between stator and rotor.
Due to this, the complete stator winding as well-as rotor-

poles got damaged.
The machine was shut down for more than three months
for repair.
OVER SPEED
RADIAL BEARINGS OOO
BROKEN SHAFT
GEN SHAFT (~2T) 25m
EXCITER 15m
THRUST BEARING

Trains with
WIND
TURBINES
Fixed Speed Variable Speed
Variable Pitch SYNCHRONOUS Fixed Pitch ASYNCHRONOUS
Blades GENERATOR Blades GENERATOR
Pitch Variable Voltage

Control Sensor and Frequency

The burned nacelle.
Root causes. Pitch system.

Due to mechanical/electrical
problems with the pitch system
the turbine went overspeed. Oil
from a broken component was
ignited when the oil hit the disk
brake which due to overspeed
was activated.
Damaged parts. Nacelle, Notice the nosecone.
at least one blade, upper Due to the overspeed
section of the tower. an implosion have
Estimated costs. 800.000 Euro. occurred.
Plus business interruption.
Damaged parts. Nacelle (repairable), 3 blades,
upper section of the tower, foundation.
Notice the cracks in the

Root causes. Pitch system.
foundation and
Due to problems with the control
damaged upper tower
system of the pitch system the
section.
turbine went overspeed.
Estimated costs. 600.000 Euro.
Plus business interruption.
Root causes. Bad workmanship. Pitch system.
one of the blades. When the nacelle
crashed to the ground it was totally
Notice the marks on the tower from
Due to human interference with the control system of the

pitch system the turbine went overspeed. During this one of
the blades hit the tower and the whole nacelle broke loose
and fell to the ground.
destroyed.
Damaged parts. Nacelle, 3 blades, upper section of the tower.

Estimated costs. 1.300.000 Euro. Plus business
Ver. 2015-10-16 Ryszard.Nowicki@ge.com : 08:30
interruption.
Subject: ODS / OPS Page: 38
Trains with
A TURBO-
EXPANDER
TURBO-
EXPANDER AXIAL COMPRESSOR GEARBOX MOTOR / GENERATOR

AXIAL
TURBO-EXPANDER STEAM TURBINE GENERATOR
COMPRESSOR

STEAM
TURBO-EKSPANDER AXIAL COMPRESSOR TURBINE

STEAM
TURBO-EKSPANDER MOTOR / GENERATOR AXIAL COMPRESSOR TURBINE

TURBO-EXPANDER
FAILURE

Fire- Kawasaki, Japan
$41,000,000
Kawasaki refinery is one of the
largest refining facilities in Japan.
It has the country's largest FCC
(fluid catalytic cracker) unit.

$41,000,000
The mechanical failure of a flue gas turbine expander

and subsequent fire originating in an 86,000 barrels-per-
day FCC unit occurred at this 220,000 barrels-per-day
refinery. As a result of this incident, the flue gas turbine
expander on the FCC regenerator was completely
destroyed while adjacent product pipe racks, a FCC
heater, a vacuum unit heater, and process equipment on
multilevel decks were significantly damaged.

$41,000,000
Reportedly, control valve problems had developed with the

position controller for the flue gas turbine expander, which
generated electric power for the public utility grid using flue gas
exhaust from the FCC regenerator. Refinery personnel were
conducting on-line maintenance when the turbine expander went
into an overspeed condition and subsequently failed. Metal
fragments from the turbine expander failure damaged nearby
process equipment and product pipe racks, including the
puncture of several product lines. The hydrocarbon liquid released
from the product lines was subsequently ignited, resulting in a
fire.
$41,000,000
Firefighters from the refinery fire brigade and local fire

department worked for approximately eight hours using foam and
cooling water hose streams to extinguish the fire. Additionally, the
extensive use of remotely operated isolation valves by refinery
personnel greatly limited the amount of hydrocarbon liquid
released during the firefighting effort.
The refinery was shut down for approximately three months while
the repairs to the damaged heaters, pipe racks, and process
equipment were completed. Additionally, the destroyed flue gas
turbine expander was not replaced. The business interruption loss
associated with this incident is estimated at ~$40,000,000.
Trains with
DIESEL
ENGINES
Internal combustion engines, whether fueled by
gasoline, diesel, propane, natural gas, or other fuels,
can act as ignition sources.
Examples include:
I. Stationary engines such as compressors, generators and pumps.
II. Mobile equipment or transports such as vans, trucks, locomotives,
forklifts, cranes, well servicing equipment, drilling rigs, excavators,
portable generators and welding trucks.
III. Contractor vehicles and motorized equipment.
IV. Emergency response vehicles such as fire engines and ambulances.
V. Vehicle-mounted engines on vacuum trucks, tanker trucks and waste
haulers.
VI. Small portable engines such as mowers, blowers, generators,
compressors, welders and pumps. This includes hand tools unrelated
to a process, such as chain saws, brought in by contractors.

Internal combustion engines require a specific fuelto-
air ratio to work properly
Air enters the engine through the intake that leads to

the combustion chambers (cylinders).
If employers allow internal combustion engines in
areas where flammable vapors or gases exist, then the
vapors and gases can enter the cylinders of the engine
along with the air.
Additional flammable material in the cylinders provides
an external fuel source and increases the fuel-to-air
ratio in the engine.
Changes in the fuel-to-air ratio create ignition hazards.

Basically, the more power you need, the bigger the engine has to be. Early diesel
engines were less than 100 horse power (hp) but today the US is building 6000 hp
locomotives. For a UK locomotive of 3,300 hp (Class 58), each cylinder will produce
about 200 hp, and a modern engine can double this if the engine is turbocharged.

Three workers were killed and four injured
in a fire resulting from a runaway diesel engine.
an idling diesel pickup truck was the most likely ignition point
killed 15 and injured nearly 200

Houses damaged as far as of a mile away
Losings: 1,6 B$
IN-SITU MACHINING CRUISE SHIP CRANKSHAFT
AFTER MAJOR CASUALTY
A Sulzer 8ZAL 40S Diesel engine aboard a cruise

vessel suffered severe mechanical damage during an
engine overspeed resulting in a broken counterweight
stud, and severe damage to crankpin #3 and damage
to crankpin #1 as well as major damage to the block.
Engine Output: 5,8 MW

RPM: 514 RPM
3.8MM DEEP DAMAGE
TO CRANKPIN #3

BROKEN COUNTER- WEIGHT
STUD AND MATING SURFACE
DAMAGE CRANKPIN #3

BEARING
MATERIAL
WELDED TO
JOURNAL
SURFACE ON
CRANKPIN #1

Gas from DEEPWATER HORIZON blowout reached one of the
engine generator rooms.
The engine ingested gas from the blowout and went into
overspeed, blowing out everything from bulbs to critical
computer equipment.
The two operators in the engine control room did not have
authority from above to shut them down (the engines were
not equipped w/ built in air damper shutoffs in the air intake
manifolds).
The operators attempts to shut down would have NO EFFECT if
they could not stop the methane gas or air supply.
The 1st engine exploded, killing these 2 operators instantly and
wiping out several electrical and hydraulic systems needed to
activate the blowout preventer later.
Ver. 2015-10-16 Ryszard.Nowicki@ge.com : 08:31

..
Subject: ODS / OPS Page: 62
FATALITIES
#1
OVERSPEED
STANDARDS
#3
API Standard 612: Petroleum,
Petrochemical, and Natural Gas
IndustriesSteam TurbinesSpecial-purpose Applications
SEVENTH EDITION | AUGUST 2014 | 146 PAGES | $220.00 | PRODUCT NO. C61207
PROTECTION
DEVICE
API Standard 670: Machinery Protection Systems

FIFTH EDITION | NOVEMBER 2014 | 244 PAGES | $195.00 | PRODUCT NO. C67005
Relevant Dimensions for Overspeed Sensor and Multitooth
Speed Sensing Surface Application Considerations

Precision-machined Overspeed Sensing Surface

BENTLY NEVADA
#4
BENTLY NEVADA
from history
BENTLY NEVADA
NOWADAYS

EXAMPLES of
the ADAPT.ESD
APPLICATION
#5
Signals to ESD
of the aggregate
Signals FROM Xdcers

of the ODS
of TURBO-EXPANDER
TURBO-EKSPANDER AXIAL COMPRESSOR STEAM TURBINE

Signals to ESD
of the aggregates
( 6 )
Signals from transducers ODS of

particular aggregates
BINARY SIGNALS from the
monitoring and protection system
of the mechanical integrity
Signals BINARY and ANALOG SIGNALS

to ESD from the DCS for
the ANTYSURGE protection
BINARY SIGNALS from the DCS

for PROCESS PROTECTION
Signals from
ODS Xdcers
COMPRESSOR
TURBINE

GOVERNORS
#6
MECHANICAL
GOVERNORS
FLY BALL CENTRIFUGAL GOVERNOR
The figure shows probably the
oldest form of engine
governor, namely the flyball
centrifugal type, used
originally on steam and gas
engines. It consists of a pair of
heavy balls held by a link
mechanism which is driven by
the engine. As the engine
rotates, the balls are thrown
outwards by centrifugal force
against the normal restoring
force of gravity. There is no
amplifier in this case. As the
When the engine is at rest there is no centrifugal force, and the balls hang in balls move outwards they
the position shown in Figure (a); the fuel valve is then wide open. When fuel or raise a sleeve which, by a
steam is admitted the engine starts with a full fuel charge and accelerates. The
suitable linkage, operates to
balls move outwards, raising the sleeve, and gradually close the valve until the
steam or fuel charge just balances the engine load, at which point the speed reduce the opening of the
settles down to a steady value, as shown in Figure (b). The level at which it steam or fuel inlet, shown here
settles depends on the set-point. This can be adjusted in various ways: in for simplicity as a butterfly
Figure it is by adjusting the link between the governor and fuel valve. valve.
Lengthening it opens the valve wider and so raises the set speed; shortening it
has the opposite effect.
FLY BALL CENTRIFUGAL GOVERNOR
The steady-running condition
is shown in Figure (a), which is
a repeat of Figure (b) from the
previous slide.
Once the speed has settled at
its set value, any variations of
speed without change of load
are closely controlled. An
increase causes the balls to
move outwards, so closing the
valve a little and reducing fuel
to check the increase (see
Figure (b)). When the speed
has returned to its set value
the valve is once again in its
former position. A similar
effect will occur, but in the
opposite direction, for any
momentary drop in speed.

Sources of error in a mechanical governor
() EFFECT OF SPEED AND LOAD CHANGES
a) backlash, friction and wear in the flyball and connecting
linkages {The error is likely to become worse as wear takes place with the increased
life and usage of the engine }
b) time-lag in the flyball mechanism (i.e. inertia time to take up

new position)
c) time-lag in the amplifier, if fitted
d) firing stroke delay (diesel engines only) {The error occurs only with
diesel engines and is due to the next cylinder not necessarily being ready to fire at the
moment the governor calls for increased (or decreased) speed.}
e) non-linearity of the fuel rack or valve

f) twist in the governor drive {The error may occur if the drive from the engine
shaft to the governor is not solid - for example if the drive is taken from the gearbox. This
may produce lag or even oscillations.}
g) inertia of the rotating parts

MODERN MECHANICAL GOVERNORS
The flyball system as presented before is now seldom used.

Instead there are rotating weights on the governor shaft,
controlled by springs instead of by gravity. This system,
however, is still a centrifugal one, and the displacement of the
weights still actuates the fuel valve or rack.
Instead of the direct linkage (as presented before), most modern
mechanical governors use a hydraulic linkage, which is more
positive in its action and less liable to backlash and wear. Oil
pressure is obtained from a pump driven by the engine or from
an auxiliary motor-driven pump, and it fails safe by causing the
fuel valve to close if oil pressure fails. The hydraulic system acts
as the amplifier between the speed sensor and the fuel valve. It
operates the valve by a hydraulic actuator, which converts the
governor signal into a hydraulic thrust.
ELECTRONIC
GOVERNORS
ELECTRONIC GOVERNORS
Because of the unavoidable errors, including the large

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

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

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

ESSENTIAL ELEMENTS OF AN
ELECTROHYDRAULIC GOVERNOR

TYPICAL SINGLE SHAFT GAS TURBINE
GOVERNOR

TYPICAL TWO SHAFT TURBINE SPEED CONTROL
(ELECTROHYDRAULIC LOOP)

An example of
OTHERS
Schematic Diagram of a Torpedo, showing flow
of air to operating mechanisms

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

#6
Trains with
STEAM TURBINES
Throttle governing
In throttle governing the pressure of steam is reduced at the
turbine entry thereby decreasing the availability of energy. In this
method steam is allowed to pass through a restricted passage
thereby reducing its pressure across the governing valve. The
flow rate is controlled using a partially opened steam control
valve. The reduction in pressure leads to a throttling process in
which the enthalpy of steam remains constant.
small turbines big turbines bypass governor

STEAM TURBINE
Overspeed protection should be a combination of the

following:
Proper functioning of mechanical or electronic overspeed trip
mechanisms and system
Positive closing of the main steam and control valves
Positive closing of the reheat inlet valves
Proper functioning of the extraction system non-return valves
Proper functioning of the reverse power trip on the generator.

GAS TURBINES
We have GE gas turbines Frame 9E controlled by mark IV

control system. The over-speed protection is provided by
3 speed pick-ups and mechanical over speed bolt. In the
last period, this bolt is causing many problems and
tripping for the units. We are requested by our managers
to bypass (cancel) this bolt and provide a new set of speed
sensors as a redundant protection.

GAS TURBINES
Gas turbine generator sets, in particular those with aero-

derivative gas turbines, are sensitive to electrical fault
events that can damage the gas turbine. In many cases,
mechanical protection, e.g. using a torque limiting
coupling, is not possible because of overspeeding of the
turbine after release of the coupling. A new method for
the protection of gas turbines against overtorques and
overspeed has been developed. The overspeed limitation
is achieved through the incorporation of a hydrodynamic
coupling in the drive train; this acts as a brake and
reduces overspeeding. When a gas turbine is
disconnected mechanically from the workload and inertia
of the generator, its speed will increase momentarily. The
magnitude of the speed increase is controlled by the
Schematic of a mechanical-hydraulic governor
for a hydro turbine

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

Trains with
HYDRO
TURBINES
Trains with
DIESEL
ENGINES
Speed Governor Installed on Four Stroke Diesel Engine

Layout of the electronic speed governor

Protection of DIESEL ENGINES
GE Oil & Gas - Air Shut-Off Safety Devices for Diesel Engines
..
A RigSaver as above could have prevented the

DEEPWATER HORIZON blowout catastrophe !

OVER SPEED DETECTION
and protection
Dr. Ryszard.Nowicki@ge.com
Imagination at work.

Overspeed - Ods (Ops) by RN - Off

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OVER SPEED DETECTION

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The associated losses on a large steam turbine,

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As a result the turbine spun faster and faster. The

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But almost worse than the monetary damage is the loss

{ In fact it took 18 months }

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Due to this, the complete stator winding as well-as rotor-

RADIAL BEARINGS OOO

GEN SHAFT (~2T) 25m

Ver. 2015-10-16 Ryszard.Nowicki@ge.com : 08:30 Subject: ODS / OPS Page: 28

Pitch Variable Voltage

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Root causes. Pitch system.

Notice the cracks in the

Due to human interference with the control system of the

Damaged parts. Nacelle, 3 blades, upper section of the tower.

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The mechanical failure of a flue gas turbine expander

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Reportedly, control valve problems had developed with the

Firefighters from the refinery fire brigade and local fire

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Air enters the engine through the intake that leads to

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killed 15 and injured nearly 200

A Sulzer 8ZAL 40S Diesel engine aboard a cruise

Engine Output: 5,8 MW

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Ver. 2015-10-16 Ryszard.Nowicki@ge.com : 08:31

API Standard 670: Machinery Protection Systems

API Standard 670: Machinery Protection Systems

API Standard 670: Machinery Protection Systems

Signals FROM Xdcers

TURBO-EKSPANDER AXIAL COMPRESSOR STEAM TURBINE

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Signals from transducers ODS of

Signals BINARY and ANALOG SIGNALS

BINARY SIGNALS from the DCS

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