KPD & TAY
Oil and Gas Field
Power Generation Report
Submitted To:
Mr. Khalid Somro (I/C Electrical KPD-TAY)
Submitted By:
Akhlas Ahmad (ATE Trainee)
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Table of Contents
INTRODUCTION TO KPD-TAY PLANT
3
POWER REQUIREMENTS OF PLANT
4
POWER FLOW
4
MCC5
6
INTRODUCTION TO POWER HOUSE
8
GAS ENGINE GENERATOR SET
8
GAS ENGINE DESCRIPTION AND FEATURES
9
ENGINE FUEL
DESIGN FEATURES
GAS ENGINE SPECIFICATIONS
9
9
10
ESM CONTROL SYSTEM
11
STARTING PROCEDURE OF GAS ENGINE
PRE-CHECKS BEFORE STARTING A GAS ENGINE (KPD)
SYNCHRONIZATION
STOP PROCEDURE (NORMAL SHUTDOWN)
EMERGENCY SHUTDOWN
FAULT EMERGENCY SHUTDOWN
CUSTOMER INITIATED SHUTDOWN
ESM COMPONENTS (WITHIN SCOPE OF OPERATION)
12
14
14
16
18
18
18
20
FAULT ALARMS AND SAFETY SHUTDOWNS
21
SAFETY SHUTDOWNS
22
MV SWITCHGEAR (POWER HOUSE)
23
PROTECTION RELAYS IN M.V SWITCHGEAR KPD
23
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Introduction to KPD-TAY Plant
KPD-TAY Plant is located adjacent to Company’s existing Kunnar
LPG plant in Sindh Province and about 25 Kilometers from Hyderabad
City. OGDCL has completed the Early Production Facilities (Project
Phase-I) and at present OGDCL is producing 1100 BPD of Oil and 100
MMSCFD gas without LPG/NGL extraction.
OGDCL plans to develop KPD-TAY Integrated (Project Phase-II) by
installing Wellhead facilities and Flow lines for 29 wells, 25 Kilometer
long Trunk Line (Dia 12”), gas gathering system, Dehydration plant,
Amine plant, LPG Plants, Hot Oil system, Power Generation, Sale
Gas/ Wellhead Compression, Sale Gas Metering, and Allied Utilities
to process 250 MMSCFD raw gas.The major part of project was
awarded to M/S Shamgdong Kerui on EPCC basis and remaining
supplies & works was awarded to five (05) PC Contractors. All the
contractors are onboard and project activities are in progress.
Product Name
Gas
LPG
Oil
Quantity
225 MMCFD
410 M. Tons/Day
5100 BOPD
Plant major installations are done by foreign and local contractors.
Trade
Contractors
Mechanical (Pipe Lines, Towers,
Kerui Petroleum
Pumps, Fans, Compressors ect)
Motor Control Center/s
Descon Engineering Limited,
Siemens AG, IGEL Electric GmbH
& ZEL
Central Control Room
Siemens AG, ABB
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Power Requirements of Plant
TOTAL ESTIMATED LOAD
8000-9000 KW
Voltage Generation
6.6 KV (MV)
L.V (Stepped Down)
415 v
M.V Load
2400-2700 KW (30% of Total Load)
L.V Load
5600-6300 KW (70% of Total Load)
Power Flow
Power house energize Main MCC with 6.6 KV (MV) supply. Main
MCC MV switchgear takes MV input and further distributes 6.6 KV
to MV motors in Amine and Dehydration area. Additionally, MV
Switchgear energizes step-down transformers with 6.6 KV to be
stepped-down to L.V supply (415 V). There are 6 step-down
transformers which take MV supply from Main MCC MV
Switchgear and step-down it to L.V (415 V).
1. Transformer 1 (1250 KVA) energizes MCC1 which feeds Amine
Area, Dehydration Area and LPG Recovery Area Train 1.
2. Transformer 2 (1250 KVA) energizes MCC2 which feeds Amine
Area, Dehydration Area and LPG Recovery Area Train 2.
3. Transformer 3 (1600 KVA) energizes MCC3A which feeds Sale
gas Compression Area.
4. Transformer 4 (1600 KVA) energizes MCC3B which provide
redundancy for Transformer 3.
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5. Transformer 5 (2000 KVA) energizes MCC4A which feeds Hot
Oil Area, Cooling Tower and Lighting load.
6. Transformer 6 (2000 KVA) energizes MCC4B which provide
redundancy for Transformer 5.
Transformer
Rating
Feeding Area
Input/Output
MCC1
1250 KVA
6600/400 V
MCC2
1250 KVA
MCC3A
1600 KVA
MCC3B
(Redundant)
1600 KVA
MCC4A
2000 KVA
MCC4B
(Redundant)
2000 KVA
Amine,
Dehydration,
LPG Recovery
Train 1
Amine,
Dehydration,
LPG Recovery
Train 2
Sale gas
Compression
Area
Sale gas
Compression
Area
Hot Oil Area,
Cooling Tower,
Lighting
Hot Oil Area,
Cooling Tower,
Lighting
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6600/400 V
6600/400 V
6600/400 V
6600/400 V
6600/400 V
MCC5
MCC5 consist of MV Switchgear, L.V Train and 2 step-down
transformers. MCC5 MV Switchgear is supplied 6.6 KV via Main
MCC Switchgear which is stepped-down to L.V (400 v). All gas
engine auxiliaries are supplied via MCC5 L.V Train. Additionally,
Admin Area, Fire Station, AC UPS and Workshops are also supplied
via MCC5 L.V Train.
Important: In case of blackout, Diesel engine will energize MCC5 via Main
MCC and all gas engine auxiliaries will be supplied via MCC5 in order to
start gas engine/s to restore Power supply.
MCC5 Transformer 1 feeds L.V train and Transformer 2 provide
redundancy for Transformer 1.
Transformer
Rating
Feeding Area
Input/Output
MCC5A
2000 KVA
Gas engine
Auxiliaries,
AC UPS,
Admin Area,
Fire Station &
Workshop
6600/415 v
Mcc5B
(Redundant)
2000 KVA
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6600/415 v
//
Power Flow Block Diagram (Power House to Main MCC)
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Introduction to Power House
Power house consist of 6 gas engine generators (3.4 MW x 6), 1 Diesel
engine (1.4 MW), M.V switchgear along with DC UPS, AC UPS and
MCP Panel along with computer.
Gas Engine Generator Set
5 gas engine generators are installed in power house as primary
source of power supply.
Reasons for using gas engine set in KPD-TAY Plant over
Turbine or Diesel system:
Fuel – Gas Engine is very suitable to install in KPD-TAY Plant as
Natural gas is most convenient source of fuel here as a matter of cost.
Shutdown Period – Gas Engine set allow shutdown period to be very
short as sequence maintenance can be very handy in order to avoid
blackout/overall shutdown.
Easy to Operate – Gas engines are easy to operate (Start /Stop) as
compare to Gas turbine.
Important: Power house total capacity is 17000 KW. As per
estimated total load (8000-9000 KW), 4 Generators will be on-load
while each generator will be bearing 2250 KW 66% of its total
capacity, which will increase efficiency and reliability minimizing
the required maintenance ratio as well. Dated 11/16/2016, total load
is 3300-3400 KW, 3 generators are on-load, each sharing 33% (about
1100 KW) of load.
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Gas Engine Description and Features
The Dresser Waukesha 12V/16V275GL+ engine is a four-cycle, prechamber, lean burn, V-configuration engine. The 16V275GL+ has a
total cylinder displacement of 285 L (17,398 cu. in.) and the 12V275GL+
has a total cylinder displacement of 214 L (13,048 cu. in.).
Engine Fuel
The 12V/16V275GL+ engines operate on natural gas, and are designed
for low fuel consumption and reduced exhaust emissions. This is
accomplished through a “stratified charge” combustion chamber in
which a very lean fuel mixture is burned. The lean combustion
concept requires pre-chamber-type cylinder heads that permit the
engine to run at a natural gas AFR of approximately 32:1 on current
models (Spindt). Spindt is a method of measuring AFR. It is an AFR
calculated from the chemical composition of air, fuel and the
measured exhaust gas constituents.
Design Features
The design features of the engines include:
•
•
•
•
High horsepower
Sturdy construction, rugged and compact
Low exhaust emissions
Easy access to all major components, resulting in good
serviceability
• Fuel-efficient and minimal fuel system complexity
• Dresser Waukesha ESM, a total engine management system
designed to optimize engine performance and maximize uptime
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Gas Engine Specifications
Property
Values
Manufacturer
Model No
Weight
Volts
Act Power
Appr. Power
Frequency
Phase
AMPS
P.F
Number of Cylinders
Speed Range
Firing Order
Waukesha
16V275GL
57200 KG
6600 v
3360 KW
4200 KVA
50 HZ
3
367 A
0.8
16
750-1000 rpm
1R-1L-4R-4L-7R-7L-6R-6L-8R-8L5R-5L-2R-2L-3R-3L
Normal Oil Pressure
Low Oil Shutdown Set-point
Pre-Lube Duration
Post-Lube Duration
Normal Gas Pressure
Air Starting Pressure
60-65 PSI
45 PSI
90 Secs
60 Secs
45-60 PSI
120-150 PSI
Exciter Properties
Field AMPS
Field Volts
PMG Volts
PMG Hertz
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5.5 A
50 V
120/240 V
100 Hz
ESM Control System
The Dresser Waukesha ESM is a system designed to optimize engine
performance and maximize uptime. The ESM integrates:








Spark timing control
Speed governing
Knock detection
Start-stop control
Air-fuel control
Diagnostic tools
Fault logging
Engine safeties
In addition, the ESM system has safety shutdowns such as low oil
pressure, engine over-speed, high IMAT, high coolant outlet
temperature and uncontrolled knock.
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Starting Procedure of Gas Engine
The ESM manages the start, normal stop and emergency stop
sequences of the engine, including prelube and postlube. Logic to start
and stop the engine is built into the ECU, but the user/customer
supplies the interface (user panel) (control panel buttons, switches,
touch screen) to the ESM.
The ESM’s start-stop process is controlled by the following digital
inputs:
• Start Signal – a momentary “high” (8.6 – 36 volts) input to the
ECU indicating the engine should be started. The minimum
duration of the signal is 1/2 second but should not exceed 1
minute.
• Run/Stop Signal – a continuous “high” (8.6 – 36 volts) input to
the ECU indicating the engine should be running. When this
input goes “low” (less than 3.3 volts), the ECU performs a
normal shutdown.
• Emergency Stop Signal – a continuous “high” (8.6 – 36 volts)
input to the ECU indicating the engine is OK to run. When the
input is “low” (less than 3.3 volts), the ECU performs an
emergency shutdown.
For the engine to start, the start signal must be configured as a
momentary event such that it goes “high” (8.6 – 36 volts) for at least
1/2 second (not to exceed 1 minute). In addition, to start the engine,
the shutdown signals must both be “high” (8.6 – 36 volts). Although
the start signal must go “low” (<3.3 volts) after starting, the shutdown
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signals must remain high for the engine to run. If either shutdown
signal goes low, even for a fraction of a second, the engine will stop.
During the start sequence, the ESM performs the following steps:
• Prelubes engine (programmable from 0 – 10,800 seconds from
the Prelube Time field located on the [F3] Start-Stop Panel)
• Engages starter motor (programmable rpm range using ESP
software)
• Turns ignition on (after a user-calibrated purge time using ESP
software)
• Turns main fuel on (programmable above a certain rpm and
after a user-calibrated purge time using ESP software)
• Turns prechamber fuel on (programmable above a certain rpm
and after a user-calibrated purge time using ESP software)
When the user initiates a start from the user panel, a signal is sent to
the ECU to begin the start procedure. After receiving a start signal,
and confirming the emergency stop and run/stop signals are high, the
ECU prelubes the engine for a user-calibrated period of time. Once
the prelube is complete, the starter is activated. The ignition is
energized after the engine has rotated through a minimum of two
complete engine revolutions and a user-calibrated purge timer has
expired.
When the engine speed reaches an rpm determined by Dresser
Waukesha, the main gas shutoff valve is energized. After the engine
speed exceeds a slightly higher rpm, the prechamber main gas shutoff
valve is energized at an rpm calibrated by Dresser Waukesha,
factoring in the value located in “Starter OFF rpm adj” field located
on the Start-Stop Panel. The engine then increases speed until it
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reaches its governed rpm. Once the starter is activated, a timing
circuit begins. If the engine does not reach a minimum rpm within a
calibrated amount of time, the ECU will initiate a shutdown and deenergize the starter.
Pre-Checks before Starting a Gas Engine (KPD)
1. Utility air pressure must be 120-150 PSI.
2. Check the utility air valve position, open if closed.
3. Check the oil level on gauge; re-fill if lower than 15 MM out of
30 MM.
4. Check fuel gas valve position, must be opened.
5. Fuel gas pressure must be 25-60 PSI.
6. Put all radiator fans on Auto Mode.
7. Inlet fan 1 & 3 should be on Manual Mode.
8. Exhaust temperature should be greater than 900F.
Note: Wait until exhaust temperature reach 700F, if exhaust
temperature does not reach 900F within 10 minutes, check issues related
to exhaust values.
9. Generator must be remain Off-load 5-10 minutes after start-up.
10. Before putting on load, temperature of oil header should be
equal or greater than 140F and temperature of jacket water
should be equal or greater than 160F. Additionally, oil pressure
must be equal or greater than 75 PSI.
Synchronization
Synchronization is auto and is controlled by ESM. Synchronization
period can take up-to 180 secs.
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Stop Procedure (Normal Shutdown)
During the normal shutdown sequence, the ESM performs the
following steps:
•
•
•
•
Begins cooldown period (programmable using ESP software)
Shuts off fuel
Stops ignition when engine stops rotating
Postlubes engine (programmable from 0 – 10,800 seconds using
the Start-Stop Panel)
When performing a normal engine shutdown, the engine should be
stopped by causing the normal stop (or run/stop) input to go “low”.
This turns off the fuel supply before ignition is halted, eliminating
unburned fuel. It runs the postlube procedure supplying oil to vital
engine components.
When the run/stop digital input to the ECU goes low (less than 3.3
volts), and a user-calibrated cooldown period is met, the ECU stops
the engine. This is accomplished by first de-energizing the main gas
shutoff valve and prechamber main gas shutoff valve and then, when
the engine speed drops to zero, de-energizing the ignition. If the
engine fails to stop in a preprogrammed period of time (typically less
than 1 minute) after the main gas shutoff valve has been de-energized,
the ignition is de-energized, forcing a shutdown.
Note: The emergency shutdown switch should be pulled out (OFF position)
at all times, unless an emergency situation occurs that requires the immediate
shutdown of the engine.
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Stop Flow Diagram
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Emergency Shutdown
When an E-Stop is activated, the main gas shutoff valves are closed
and the ignition is de-energized immediately.
Warning: The customer emergency shutdown must never be used for
a normal engine shutdown. The customer emergency shutdown must
only be used to shut down the engine when personal injury or
property damage may result. All other engine shutdowns are to be
initiated as a normal shutdown using the RUN/STOP input. Using
the customer emergency shutdown may result in unburned fuel in the
exhaust manifold. Failure to comply increases the risk of an exhaust
explosion.
Fault Emergency Shutdown
If the ESM detects a serious engine fault and shuts the engine down,
it will energize a digital output from the ECU so that the user knows
the ESM shut down the engine. It is extremely important to not use
ESD222 CUST ESD for normal shutdowns, as the postlube will not
occur and the risk of an exhaust explosion increases. If the ESM
detects a fault with the engine or with the ESM’s components that is
not serious enough to shut the engine down, a different digital output
will be energized so that the user knows of the alarm.
Customer Initiated Shutdown
After a Customer Emergency Shutdown ESD222 CUST ESD is
initiated (ESD pin 15 low), the Emergency Shutdown input ESD pin
15 should then be raised “high.” Raising ESD pin 15 high allows the
ECU to go through a reboot. A subsequent start attempt may fail if it
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is initiated less than 60 seconds after raising ESD pin 15 high because
the ECU is rebooting.
Emergency Shutdown Flow Diagram
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ESM Components (Within Scope of Operation)
ECU
The ECU is the central module or “hub” of the ESM system. The
ECU is the single entry point of system control for easy interface and
usability. The entire ESM system interfaces with the ECU. Based on
system inputs, the ECU logic and circuitry drive all the individual
subsystems.
HMI
The HMI provides the interface to the NOx Control Module (NCM)
as well as allows the user to view overall ESM system status. The
HMI is a high-resolution 160 x 180 pixel FSTN display with onengine mounting (optional off-engine mounting available). The HMI
interfaces with the NCM through CAN communication for ESM
displayed values, faults and stepper calibrations. The HMI provides
the MODBUS output for customer use. The ESM system will
continue to control the engine without the HMI connected, but the
HMI must be present for NCM setup and monitoring and MODBUS
communications.
Power Distribution Junction Box
The power distribution junction box is used to protect and distribute
24 VDC power to all the components on the engine that require
power, such as the ECU, IPM-D and actuators; no other power
connections are necessary. It also triggers controlled devices such as
the pre-lube motor and fuel valve. The power distribution junction
box contains circuitry to clamp input voltage spikes to a safe level
before distribution. It will disable individual output circuits from
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high-current events such as a wire short. Also, LEDs inside the power
distribution junction box aid in troubleshooting of the individual
output circuits.
Stepper (AGR, Actuator, Gas Regulator)
A stepper motor is mounted on the gas regulator and is used to adjust
the gas/air at the direction of the NCM.
ESM Sensors
A wide variety of sensors are used to provide critical operating
information to the ECU. If a sensor provides a signal outside the
normal range long enough, the ECU will flag either an alarm or a
shutdown, depending on how great the value deviates from normal or
if the values exceed the set-points programmed in ESP. Sensors
normally do not require maintenance or adjustments.
Fault Alarms and Safety Shutdowns
When a fault occurs, several actions may take place as a result. A
fault can have both internal actions and external visible effects. Each
fault detected will cause one or more of the following actions to occur:
• Alarm is logged by the ECU and appears in the ESP fault log.
• Yellow status LED on the front of the ECU lights and begins to
flash a fault code.
• Shutdown occurs and the red status LED on the front of the
ECU lights and flashes a code.
• Sensors and actuator switch into a “default state” where the
actuator/sensors operate at expected normal values or at values
that place the engine in a safe state. When the default state takes
control, an alarm is signaled and the fault is logged but the
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engine keeps running (unless, as a result of the fault, a
shutdown fault occurs).
• Alarm or shutdown signal is transmitted over the customer
interface (RS-485 MODBUS and digital output).
• Fault banner flashes on HMI screen.
• Fault log available from the HMI.
Safety Shutdowns
The ESM provides numerous engine safety shutdowns to protect the
engine. These engine safety shutdowns include:
• E-Stop button on each side of the engine
• Low oil pressure
• Engine overspeed – 10% overspeed instantaneous – Factorycalibrated to run no more than rated speed – User-calibrated
driven equipment overspeed
• Customer-initiated emergency shutdown
• Engine overload (based on percentage of engine torque)
• Uncontrollable knock
• HT water coolant temperature
• HT water coolant pressure
• High IMAT
• Overcrank
• Engine stall
• Security violation
• High oil temperature
• Failure of magnetic pickup
• Internal ECU
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MV Switchgear (Power House)
MV switchgear in Power House is responsible for M.V output
transmission to Main MCC. M.V switchgear receives inputs from 6
generators via SPP (Surge Protection Panel), merge the power using
section breakers, apply required protections and control the input and
output.
Power House transmission scheme allow M.V Switchgear to supply
Main MCC via one of 3 available output feeders while each feeder has
a standby feeder as well.
As per to-date, 2 feeders are available/ready and only one of these
shall be energized to supply the system while one output feeder is
spare.
M.V switchgear protection relays and DC components are supplied
by DC UPS.
Vacuum Circuit Breaker is used for primary circuit tripping purpose.
Protection Relays in M.V Switchgear KPD
Multi-Functional Protective Relay with Local Control 7SJ68
Multi-Functional Protective Relay with Local Control 7SJ68 provide
following critical protections:
1. Voltage Protection
 Over-Voltage Protection
 Under-Voltage Protection
2. Unbalanced Load Protection
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3. Frequency Protection
 Under-Frequency Protection
 Over-Frequency Protection
4. Load Jam Protection
5. Thermal Overload Protection
6. Earth Fault Protection
7. Circuit Breaker Failure Protection
Differential Protection 7UT68
1.
2.
3.
4.
Differential Protection
Differential Current Protection
Over Excitation Protection
Reveres Power Protection
And all above mention protections as well.
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M.V Switchgear Output Scheme Flow Diagram
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