CR054.

01/02

NANJING TURBINE AND ELECTRIC MACHINERY

GROUP
CORPORATION LIMITED

PG6581B GAS TURBINE GENERATOR UNIT

SERVICE INSTRUCTIONS
(ELECTRICALLY STARTED)

CR054.01/02

NANJING TURBINE & ELECTRIC MACHINERY (GROUP)CO.,LTD

CODE

SERVICE INSTRUCTIONS FOR PG6581B GAS TURBINE

REPLACE

GENERATOR UNIT (ELECTRICALLY STARTED )

SH. 1

PREPARED
CHECKED

DISK

PAGE

2013.4

2013.5

APPROVED

QUAN.

OF 149

2013.5

EXAMINED

LABEL

CR053.01/02

FILE CODE

BRIEF ELUCIDATION

CODE OF SOURCE DWG

2013.5

SIGNATURE

CASE

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CONTENTS
1. GENERAL
1 .1 General descrip tion o f th e un it
1.2 Main tech nical performance indices of the unit
1.3 Requirements fo r fuel, cooling water an d po wer su pply u sed b y the unit
1 .4 Brief description of the unit con figu ration

2. GAS TURBINE
2 .1 General
2.2 Inlet plenum
2.3 Comp ressor casing
2 .4 Tu rbine sh ell
2.5 Turbine exhaust frame
2 .6 Exhaust plenum
2 .7 Comp resso r blade
2.8 Turbine blade and flo w path section
2.9 Rotor assemb ly
2.10 Bearings
2.11 Co mbustion system
2 .12 Gas turbine sup ports

3. ACCESSORY SYSTEM OF GAS TURBINE

3 .1 General
3 .2 Accessory drive system
3.3 Starting system an d ratch et system
3.4 Lube oil system
3.5 Hydraulic supp ly system
3.6 Trip o il (contro l o il) system
3.7 Fuel system
3.8 Hazardou s gas d etectio n system
3.9 Atomizing air system
3.10 Cooling and sealing air system
3.11 Co oling water system
3.12 Fire p rotection system
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3 .13 Ven tilating system an d lightin g system

3.14 Compressor washing system
3.15 Co mp ressor extraction air processing system
3.16 Oil mist eliminator system
3 .17 Fuel purge system

4. GENERATOR PACKAGE
4.1 Generato r
4.2 Electrical equipment

5. LOAD GEAR
5.1 Main structure of the gear
5.2 main tech nical capab ility d ata

6. CONTROL SYSTEM PACKAGE

6 .1 General
6.2 Turbine SPEEDTRONIC con trol panel
6.3 Generator control panel
6.4 Generato r p rotection pan el
6.5 Moto r con trol cen ter cabinet
6.6 Other electrical equip ment

7. INLET AND EXHAUST SYSTEMS

7 .1 General
7.2 Inlet air filter house
7.3 Inlet silen cer

8. INSTALLATION AND ALIGNMENT OF THE UNIT

9. OPERATION OF THE UNIT
9 .1 Op eration specification s o f the unit
9.2 Inspection and preparation p rior to initial op eration
9.3 Responsibility of op erating person nel
9.4 General operating p recau tions
9.5 Preparations for nor mal load operation
9.6 Operating p rocedures
9 .7 Alarm display system

10. EMERGENCY SHUTDOWN OF THE UNIT AND CORRECTIVE

ACTIONS FOR TROUBLES
10.1 Emergen cy sh utdo wn
10.2 Co rrective action s for trou bles

11. INSPECTION AND MAINTENANCE OF THE UNIT

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1. GENERAL

1.1 Introduction to the unit

The PG6581B packaged power plant is a compact packaged gas turbine generator unit.
Its main body is composed of three major sections, i.e. control equipment, gas turbine
and generator. Among them the gas turbine is separately installed on large welded bases.
The bases are equipped with weather protection enclosures for the necessities of outdoor
installation and acoustic and thermal insulation. The generator is not equipped with a
base plate and directly installed on the site foundation. There is a load gearbox between
the gas turbine and the generator to meet the drive necessity. The load gearbox is
installed on a separate base plate. In addition, the load gearbox and the generator are
equipped with enclosures in accordance with the requirements of outdoor installation.
The unit operate singly for power generation on base load or part load.

The unit has a small volume, taking a small area of land and having fewer accessories.
Both the programmed control and the detecting protection are carried out completely by
means of electronic circuits, and the automation level of operation is high, and thus the
required operating personnel are less.

1.2 Main technical performance indices of the unit

1.2.1 The rated output of the unit under design conditions
The design conditions are as follows: ambient temperature 32, atmospheric pressure
1.01310 5 Pa, relative humidity 85%. Assuming that the turbine speed is 5163 rpm, the
inlet pressure drop is 101.6mmH 2 O, the exhaust pressure drop is 350mmH 2 O, and the
gas fuel is in accordance with the specifications GEI 41040,the liquid fuel is in
accordance with the specifications GEI 41047, the data for the unit operating in
combined cycle are as follows:
Operational mode

Base load

Fuel

Light diesel oil

Output

34800 kW

Heat rate

12231 kJ/kWh
425.6410 6 kJ/h

Heat consumption

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564.7

Exhaust temperature

489.510 3 kg/h

Exhaust gas flow

The measurement tolerances of the output and heat rate of the unit are specified in GEK
28106A "Standard Field Performance Testing Procedure".

1.2.2 Correction for the Performance of the unit under off design conditions
When the unit is not operating under design conditions, the correction for the
performance data will be carried out by using the following curves:

Correction for atmospheric pressure:

416HA662

Rev B

Correction for ambient temperature:

544HA420
544HA879-2

Rev2
Rev1

(natural gasDLN combustor )

(distillate oilDLN combustor)

Curves representing the effect of VIGV position:

544HA421
544HA879-3

Rev2
Rev1

(natural gasDLN combustor )

(distillate oilDLN combustor)

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1.2.3 Effects of additional inlet and exhaust pressure drops on the unit performance
The output power of the unit performance is given on the assumption that the inlet and
exhaust pressure drops are 101.6mmH2O and 350mmH2O respectively. The effects caused
by additional inlet and exhaust pressure drops are as follows:

EACH ADDITIONAL PRESSURE

% EFFECT ON

% EFFECT ON

EFFECT ON

DROP 996PA (4H2O)

OUTPUT

HEAT RATE

EXHAUST TEMPERATURE

inlet

-1.45

+0.45

+1.1

exhaust

-0.45

+0.45

+1.1

1.3 Requirements for fuel, cooling water and power supply used by the unit
1.3.1 Fuel
1.3.1.1 NGnatural gas
The gas fuel shall have the physical and chemical characteristics required in the attached
specification GEI 41040 and in the Design Basis.
Allowable gas fuel supply conditions at the inlet flange of the unit
Pressure range: 20.35 to 22.1 barg
Temperature
Minimum: 28C superheat above the hydrocarbon and the water dew point
additional super heat could be applied to comply with maximum Wobbe index
requirement

Maximum: Consistent for the range of Wobbe index variation

Flow rate
Minimum: 3200 Nm3 /h (@ FSNL condition)
Maximum: 12100 Nm3 /h (@ minimum ambient temperature condition)

Maximum Transient supply pressure excursions see

1.3.1.2 Distillate oil

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the Technology Agreement.

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The distillate oil supplied for the unit shall be consistent with the requirements as
specified in the GE specification GEI41047.
The parameters of the distillate oil at the inlet flange of the unit are as follows:
Pressure:

0.210.59MPa (gauge)

Volume flow:

6220L/min

Temperature:

Filtering accuracy: 5m

1.3.2 Cooling water

The cooling water supplied for the unit shall be consistent with the requirements as
specified in the specification GEI-41004.
The water supply system for the unit should be provided by customer. The parameters of
cooling water at the cooling water inlet flange of the unit are as follows:
GAS TURBINE
MASS FLOW t/h
PRESSURE DROP

145

GENERATOR
150

0.15

0.08

ALLOWABLE MAX OPERATING PRESSURE (GAUGE) MPa

0.46

0.4

RATED PRESSURE (GAUGE) MPa

0.40

MPa

TEMPERATURE

35

35

1.3.3 Direct-current and alternating-current power sources

1.3.3.1 Three direct-current power sources
The customer is required to provide three direct-current power sources for the unit.
NO.1 direct-current source is for drive use with voltage 120V10%, load 100A. Its power
will be sent to G column of terminals in MCC (motor control center).
No.2 direct-current source is for control use with voltage 120V2%, ripple factor 2%,
normal load 40A ,emergency load 20A. Its power will be sent to F column of terminals in
MCC.
No.3 direct-current source is standby for control use with voltage 120V2%, ripple factor
2%, normal load 40A ,emergency load 20A. Its power will be sent to F column of
terminals in MCC.

1.3.3.2 Four alternating-current power sources

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The customer is required to provide the following four alternating-current power sources
for the unit.
No.1 alternating-current source is for duty use in MCC with voltage 415/240V10%
three-phasefour-wire50Hz, capacity 250kW. Its power will be sent to A column in MCC.
No.2 alternating-current source is for backup use in MCC with voltage 415/240V10%
three-phasefour-wire, 50Hz, capacity 250kW. Its power will be sent to A column in MCC.
No.3 alternating-current source is for water washing equipment with voltage 415/240V
10%, three-phase, four-wire, 50Hz,capacity 120kW. Its power will be sent to the control
panel of water wash skid.
No.4 alternating-current source is for the starting motor with voltage 6600V 5%,
three-phase, 50Hz, capacity 450kW. Its power will be sent to the connection box of the
starting motor in the accessory compartment of the unit.

1.4 Brief description of the unit configuration

The PG6581B packaged gas turbine generator unit mainly consists of three major sections,
i.e. control equipment, gas turbine compartment and load equipment.
The gas turbine compartment contains gas turbine and its accessories. All these items of
the equipment are mounted upon a large welded base mainly made of I beams. The
enclosures are mounted on the base for weather protection and acoustic and thermal
insulation. On the enclosures there are access doors, ventilating openings and removable
roofs to facilitate the inspection and maintenance of the equipment. In the compartments a
fire protection system is provided.
The gas turbine consists of a compressor of 17 stages, a turbine of 3 stages and 10 can type
combustion chambers.
The forward side of the gas turbine compartment is the accessory compartment, of which
the function is containing various accessories necessary for operating the gas turbine.
Among them the main equipment includes lube oil system components, lube oil storage
tank (the internal cavity of the base in the accessory compartment), lube oil coolers,
starting and ratchet system, accessory gear box, fuel system, local gauge cabinet,
hydraulic supply system, etc.
The control equipment means the equipment of control, display and protection functions,
mainly such as turbine control panel, generator control panel, generator protection panel
and motor control center.
The load equipment includes a load gearbox and an enclosed circulating air-cooling
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synchronous generator and the related equipment. Such equipment is also equipped with
the weather protection enclosures in order to adapt it to outdoor installation.
In addition to the above-mentioned main body sections, the unit also includes:

a. An inlet system which mainly includes an inlet air filter house, an inlet silencer
and inlet ducting;

b. An exhaust system;
c. An automatic fire protection equipment which is placed outside the unit;

d. An air processing skid (a self-cleaning pressurized air source for the inlet air
filters) which is placed outside the unit;
e. A compressor water wash skid placed outside the unit;

f. Two off-base blowers for cooling the turbine shell and the turbine exhaust frame;

g. An oil mist eliminator system placed outside the unit.

h. An DLN gas fuel skid placed outside the unit.
i. An GT fuel gas supply system placed outside the unit.
j. An fuel nozzle purge module placed outside the unit.

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2. GAS TURBINE
2.1 General
The chapter will describe the gas turbine section of the power generating unit, i.e. the
main body and its related assemblies, which includes the individual assemblies of the
axial compressor, combustion chamber, turbine, etc from the inlet flange of the inlet
plenum to the outlet flange of the exhaust plenum and the related cooling and sealing
arrangement, No.1 bearing, No.2 bearing, etc. All the above-mentioned assemblies are
mounted on a common base.

2.2 Inlet plenum

The air needed by gas turbine passes through the inlet air filter house, inlet silencer
and transition duct and then enter the compressor inlet casing. The inlet plenum is a
welded assembly made of steel sheets and consists of boxes and flanges. It is
connected with the inlet duct through its horizontal inlet flange and axially connected
with the compressor inlet casing through its vertical flange.
In the inlet plenum there is a separator, by which the airflow is divided into the
compressor inlet casing without significant circumferential velocity.

2.3 Compressor casing

The compressor casing is divided into three sections, i.e. compressor inlet casing with
No.1 bearing housing, compressor casing and compressor discharge casing. The three
casings are all large iron castings.

2.3.1 Compressor inlet casing with No.1 bearing housing

After being divided into two parts the airflow enters the convergent passage of the
compressor inlet casing that will uniformly direct the airflow into the compressor flow
path section. Structurally, the airfoil-shaped radial struts are cast in the forward
convergent passage formed by the walls of the inner and outer bellmouths, which
provides the structural integrity for the inlet casing. At the aft end the variable inlet
guide vanes are located. On the casing body the equally distributed holes for fitting the
variable inlet guide vanes are machined with a relatively high precision. On the inner
and outer sides of the inlet casing the inner air ring seal for the variable inlet guide
vanes and the assembly of the ring gear and the pinions for driving them are
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respectively mounted. In the forward cavity of the inlet casing there is No.1 bearing
housing that contains No.1 journal bearing and thrust bearings, which are used to
support the journal of the low pressure end stub and bear the total thrust of the gas
turbine. The inlet casing is horizontally split and is connected with the compressor
casing through the vertical flange.

2.3.2 Compressor casing

The compressor casing is located immediately after the inlet casing and is connected
with it. This casing is horizontally split up into the upper and lower halves for
convenience of mounting and maintenance. On the casing an inverted T-shape groove
is machined for mounting the stationary blades of the first through tenth stages.
Mounting the compressor stationary blades starts from the horizontal split and
proceeds along the circumference. In order to prevent the blades from falling, small
grooves are machined on the splits for mounting the locking keys which are used to
hold down the stationary blade bases.
The air is compressed when flowing through these blades. The air extraction ports in
the casing are located at the fifth and eleventh stages and are used to extract the
compressed air for cooling and sealing. Each port is equipped with a flange for the
connection to the appropriate pipeline so that the extracted air is directed to the place
where there is necessity.
The compressor casing is bolted to the compressor inlet casing and compressor
discharge casing through the vertical flanges at the forward and aft ends respectively,
which will make the connected casings of the compressor be a rigid integral.
In order to prevent compressor pulsation from taking place during startup and
shutdown and under the operation of low frequency, the air bleed valves VA2-1 and
VA2-2 are set in the pipelines after the 11th stage extraction ports of the compressor.
Before staring the unit both VA2-1 and VA2-2 must be set at the fully open position,
otherwise the unit will not be permitted to start. The two limit switches 33CB-1, 2 will
detect whether such a condition is satisfied or not. An orifice plate is placed in the
piping system after each air bleed valve to precisely limit the amount of the air to be
bled during startup or shutdown of the unit.
The opening or closing of the air bleed valves is controlled by means of the
combination action of a spring and the compressor discharge pressure. The compressor
discharged air from AD-1 extraction point of the compressor passes through an
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isolation valve, a porous filter and the solenoid valve 20CB-1 to the lower end of the
air bleed valve, and the spring acts on the upper end. If the spring force is greater than
the action of the compressor discharge air pressure (in the case no compressor
discharged air enters the air bleed valve or the compressor discharge air pressure is
relatively low), the air bleed valves will open. If the action of the compressor
discharge air pressure is able to overcome the spring force, the air bleed valves will
close and stop bleeding. When the unit reaches its rated speed, the compressor
discharge pressure reaches its design value. Thereby the action of the compressor
discharge air which passes through the solenoid valve 20CB-1 and then enters the
lower end of the air bleed valve is greater than the spring force, which will cause the
air bleed valves to close and stop bleeding. During the complete operation period the
air bleed valves remain close without bleeding.

2.3.3 Compressor discharge casing

The compressor discharge casing is the high-pressure section of the complete
compressor casing. For facilitating mounting and manufacturing the compressor
discharge casing is designed to have the forward and aft vertical flanges and the
horizontal split. The forward vertical flange is used to connect the compressor casing,
and the aft vertical flange is used to connect the turbine shell. The inverted T-shape
grooves for mounting the 11th stage through 17th stage stationary blades and two rows
of exit guide vanes are machined on the inner wall of the compressor discharge casing.
The compressor discharge casing consists of two cylinders. The diffuser which is
formed by the tapered annulus between the outer cylinder and inner cylinder of the
discharge casing converts part of the compressor discharge air kinetic energy into
added pressure. The inner cylinder is mounted to the vertical flange of the ring support
inner barrel in a cantilevered manner (see the longitudinal section drawing). On the
forward inner wall of the inner cylinder the teeth are machined, which combine with
the lands on the rotor outside diameter to form a labyrinth-seal. There is a brush seal
on the inner casing.
At the 13th stage location four air extraction ports, two on the upper half casing and
two on the lower half casing, are set to provide extraction air for cooling the turbine
2nd stage nozzle.
On the forward surface of the aft vertical flange (i.e. the bulk head) of the compressor
discharge casing ten pieces of equally distributed flange mounting planes and ten
matched equally distributed bores are machined for mounting the combustion chamber
casing. Make sure that the centerline of each combustor is declined to the centerline of
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the unit at an angle of 13 degrees.

In the rear area of the compressor discharge casing there are ten rigid struts that
support the ring support inner barrel and the inner cylinder of the discharge casing.
The ring support inner barrel is bolted to the support ring for the first-stage turbine
nozzle, which will separate the gas from the cooling air leakage passing through the
channel between the ring support inner barrel and distance piece of the rotor.

On the outer wall of the outer cylinder of the diffuser of the compressor discharge
casing there are circumferentially distributed bosses used to support and mount the
transition pieces of the combustion chambers.

2.4 Turbine shell

The turbine shell is another large casting of the gas turbine following the compressor
casing. It is designed to make a contribution to support and align all the moving and
stationary parts of the turbine flow path section and ensure the axial and radial position
dimensions of all the parts and various clearances. Since the hot gas will pass through
the flow path section in the turbine shell, to reasonably design the thermal expansion is
very important. This consideration will not only affect the safety operation of the unit,
but also affect the performance of the unit.
The first through third stage nozzles and the first through third stage shrouds are
mounted on the turbine shell. For facilitating manufacturing, mounting, inspection and
maintenance all the stages of nozzles are designed to have the horizontal splits, being
divided into upper halves and lower halves. On the inner wall of the turbine shell
T-shaped lands are machined for mounting the shrouds. The second- and third-stage
nozzles are respectively inserted into the circumferential grooves on their forward and
aft shrouds by means of their own male hooks, which will ensure the correct axial and
radial positions of the above parts. Meanwhile, in order to reduce the working
temperature of the turbine shell, in the top and bottom areas of the outer tapered wall
of the turbine shell the ducts with flanges are machined for entering the cooling air,
and the motor driven blowers will supply the cooling air through piping to there.
In a certain area of the turbine shell corresponding to the location place of the 2nd
stage nozzle the upper and lower half shells are separately provided with two inlet
ports for directing the extraction air from the compressor 13th stage to cool the 2nd
stage nozzle.

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At the bottom of the turbine lower half casing a gib key for limiting the centerline of
the gas turbine is machined, and on the two upper sides of the turbine lower half casing
a pair of blind holes are respectively machined for mounting the turbine support legs.
At the two ends of the turbine shell there are vertical flanges which are respectively
connected with the vertical flanges of the compressor discharge casing and the exhaust
frame by bolts.

On the outer wall of the turbine some appropriate points are selected to machine the
measuring holes, through which some necessary instruments including the borescope
can be inserted to view and inspect the operation conditions and measure some
parameters of the gas flow.
On both the upper half and the lower half of the turbine shell there are trunnions for
lifting. The trunnions are used to lift the turbine shell during installation or inspection
maintenance of the unit.

2.5 Turbine exhaust frame

The turbine exhaust frame has a vertical flange, by which it is bolted to the aft vertical
flange of the turbine shell.
The turbine exhaust frame consists of the outer cylinder, the inner cylinder, the exhaust
diffuser, the radial struts, etc. It is a welded structure of steel plates. The hot gas
passage is located between the inner cylinder and the outer cylinder. The hot gas
coming from the turbine flow path annulus first enters the exhaust diffuser where the
gas pressure increases somewhat, and then exhausts to the exhaust plenum through the
guide vanes. The inner cylinder combines with the outer cylinder to form a rigid body
by means of the ten airfoil-shaped struts. On the inner wall of the inner cylinder a
supporting steel structure is welded, on which the No.2 bearing housing of the unit is
mounted. Therefore, the function of the exhaust frame is not only directing the hot gas
to the exhaust plenum, but also supporting the bearing, as such supporting the rotor.
In order that the fine alignment between the stator and the rotor can be maintained and
the service life of the struts between the inner cylinder and the outer cylinder can be
extended, the external surface of each strut is covered by a layer of lagging to be
protected from direct contacting the hot gas, and a certain gap between the strut and its
lagging layer is reserved to provide a path for the cooling air which separates the strut
from the lagging and thus directly cools the strut.
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In order to extend the service life of the inner and outer cylinders of the exhaust frame
and improve the ambient working temperature, lagging is filled in their inner space for
thermal insulation.

2.6 Exhaust plenum

The exhaust plenum is located externally to the turbine exhaust frame. The hot gas
flows into the exhaust plenum after passing the guide vanes in the exhaust frame and
fills the complete space of the exhaust plenum, from which the exhaust gas is
exhausted to the exhaust system.

The exhaust plenum is a welded structural frame made of steel plates. It is directly
welded onto the turbine base. The forward side of the exhaust plenum is connected
with the forward flange of the turbine exhaust frame through a flexible sealing plate,
and the aft side is a sealed blocking plate. There is an inner cylinder, the forward
vertical flange of which is tightly bolted to the inner cylinder of the exhaust frame.
On the aft end wall of the exhaust plenum there are eighteen thermo-coupes as
mounted for measuring the exhaust temperature of the turbine. Moreover, in order to
extend the service life of the exhaust plenum and reduce the heat emission to the load
gear compartment, the inner walls are covered with lagging.

2.7 Compressor blade

The compressor stator blades are mounted on the individual casings of the compressor.
They can be classified as variable inlet guide vanes, compressor stator blades and exit
guide vanes. The compressor rotor blades are mounted on the compressor rotor.

2.7.1 Variable inlet guide vanes and their driving mechanism

The 64 variable inlet guide vanes are located at the most forward end of the flow path
annulus of the compressor. After passing the inlet casing the airflow enters the passage
containing the variable inlet guide vanes where the airflow changes its direction and
then enters the subsequent individual stages to be compressed.
At the root and tip of each variable inlet guide vane there is a cylindrical shank
respectively which is used for fixing and turning the vane. The shank at the tip is short,
and the shank at the root is long. At the end of the root shank of each vane a pinion is
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mounted, which is fitted with a ring gear. When the ring gear is turned, it will drive the
engaging pinion and in turn, the pinion will turn the inlet guide vane by means of a
fastening bolt. The ring gear is mounted on a control ring which is driven by the
actuator. When the piston of the actuator does the straight reciprocating motion, the
control ring is driven, which will cause the ring gear to be turned, and finally the inlet
guide vane can be turned to the required angle position.

2.7.2 Compressor stator blades

There are 17 stages of compressor stator blades except the two rows of exit guide
vanes. These 17 stages of stator blades combine with the corresponding rotor blades
into seventeen stages. The air pressure will be increased after the compression of each
stage.
The first through fourth stage stator blades are designed to be ring segment assemblies,
firstly each blade is axially inserted into the dovetail of the ring segment. There are six
ring segments for each stage, and each half casing, upper or lower, contains three
segments respectively. The ring segments are inserted into the inverted T-shaped
circumferential grooves in the upper or lower half casing by means of their matched
inverted T-shaped bases. After the clearances are set properly as specified in the
drawing, the ring segments are held in place with locking keys, which are fitted on the
horizontal split of the casing. For the stator blades of the rest thirteen stages and two
rows of exit guide vanes, each has an inverted T-shaped base and is directly and
individually inserted into the T-shaped circumferential grooves in the casing. Likewise,
locking keys are used on the horizontal splits of the casing to hold them in place so
that they will be prevented from falling.

2.7.3 Compressor rotor blades

There are 17 stages of compressor rotor blades also. Before entering the combustion
chamber the air must be compressed in the compressor of seventeen stages.
Each rotor blade has a dovetail-shaped base and is axially inserted into the matched
dovetail-shaped rabbet in the wheel of the compressor, and then is peened in place.

2.8 Turbine blade and turbine flow path section

2.8.1 Turbine first-stage nozzle
The turbine first-stage nozzle receives the hot combustion gases from the combustion
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chamber via the transition pieces. The hot gases expand in the first-stage nozzle
passage and then enter first-stage buckets.
The first-stage nozzle assembly consists of airfoil-shaped partitions between an inner
sidewall and an outer sidewall. The nozzle assembly is divided into 18 segments, each
with two partitions or airfoils. The first-stage nozzle assembly has totally 36
partitions.

The nozzle segments are machined to have a dual inverted T-shaped base, by means of
which they are inserted into the matched circumferential groove in the retaining ring.
The retaining ring has a horizontal split and is centerline supported to the turbine shell
on lugs held down with strips at both sides and guided by eccentric pins at the top and
bottom vertical centerlines because the position of the nozzle assembly in the hot flow
path section is very important. This permits radial growth of the retaining ring,
resulting from changes in temperature while the ring remains centered in the shell. The
inner sidewalls of the nozzle assembly are tightly bolted to the outside end surface of
the support ring of the first-stage nozzle assembly with gaskets so as to prevent the
compressor discharge air from leaking into the hot gas path.

In order to maintain a certain service life of the first-stage nozzle assembly in the hot
gas flow, the nozzle partitions are designed to be hollow so as to use the compressor
discharge air to cool them.

2.8.2 Turbine second stage nozzle and diaphragm

After finishing the expansion in the first-stage bucket section and doing work the hot
gas enters the second-stage nozzle channels and continues to expand. The turbine
second-stage nozzle assembly is made up of 16 segments, each with three partitions or
airfoils. Each segment is a casting which consists of partitions, inner and outer
sidewalls and is machined to have the male hooks on the two end surfaces of the outer
sidewall. The segments are inserted into the female circumferential grooves on the aft
side of the first-stage shroud and on the forward side of the second-stage shroud by
means of their male hooks to maintain the nozzle assembly concentric with the turbine
shell and rotor.
In order to extend the service life of the second-stage nozzle assembly, the nozzle
partitions are also designed to be hollow so as to be cooled with the compressor
discharge air.

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In order to have as more as possible amount of gas expanding in the nozzle channels,
the inner sidewall of the turbine second-stage nozzle segment is designed to have a
diaphragm attached to its inside diameter. The diaphragm acts as a seal to prevent air
leakage past the inner sidewall of the nozzle and the turbine rotor. The high/low teeth
are machined into the inside diameter surface of the diaphragm. They mate with the
opposite lands on the outside diameter surface of the spacer of the rotor to form a
labyrinth-type seal. Moreover, on the two sides of each diaphragm segment there is an
arc respectively, which combines with the sharp shoulders on the shanks of the
first-stage buckets or the second-stage buckets to form a seal. This is also used to
restrict the leakage.

In the areas of the entrance side and exit side of the lower half nozzle diaphragms, two
thermocouples are placed respectively on either the left side or the right side to
measure the temperatures in the first-stage aft wheelspace and second-stage forward
wheelspace.

2.8.3 Turbine third stage nozzle and diaphragm

The hot gas which exists from the turbine second-stage buckets enters the third stage
nozzle channels and continues to expand. The third-stage nozzle assembly consists of
16 segments, each with four partitions or airfoils. Each segment is also a casting made
up of partitions, inner and outer sidewalls. Like the second-stage nozzle, the male
hooks are machined on the forward and aft sides of the outer sidewall of each segment.
The segments are held in the grooves on the exit side of the second-stage shroud and
on the entrance side of the third-stage shroud in a manner identical to that used on the
second-stage nozzle. During assembly or disassembly the segments can be slid in or
out from the nozzle horizontal split. Such structure will ensure the fine alignment
between the nozzle assembly and the turbine shell that in turn will ensure the reliable
operation and the thermodynamic performance of the unit.
Unlike the first-stage and second-stage nozzle partitions, the partitions of the
third-stage nozzle are solid. The inner sidewall of the segment is machined to have two
circumferential grooves on its inside diameter for fitting the third-stage nozzle
diaphragm segment, the outer diameter of which is machined to have the matched
circumferential hooks.
In order to reduce the leakage due to the gaps between the adjacent nozzle segments,
the sealing slices are fitted into the interfaces of the adjacent nozzle segments, which
will not only ensure the definite clearance, but also reduce the leakage.
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Like the diaphragm for the second-stage nozzle, the high/low teeth are machined into
the inside diameter surface of the third-stage diaphragm. They mate with the opposite
lands on the outside diameter surface of the spacer of the rotor to form another
labyrinth-type seal. On the entrance side and exit side of the diaphragm there are also
axially fitted sealing arcs. Each diaphragm segment is positioned by a locating pin.

2.8.4 Turbine shrouds

From the longitudinal arrangement drawing of the unit it is seen that between the inner
wall of the turbine shell and the three stages of buckets of the turbine rotor there is a
row of circumferentially distributed segments respectively for each stage. They are
respectively called the first-stage shroud, the second-stage shroud and the third stage
shroud of the turbine according to the axial sequence.

Each stage shroud is machined to have an inverted T-shaped circumferential groove on

its outer diameter surface for being directly fitted onto the T-shaped land on the inner
wall of the turbine shell so that the axial and radial positions are fixed and in turn the
proper alignment between the shrouds and the turbine shell is ensured.
The first-stage shroud has 36 segments. On the entrance side surface of each segment
there is an axial through hole. A plasma layer is coated on the inner diameter surface of
each shroud segment to ensure that the radial clearance at the tip of the first-stage
buckets is within the allowed tolerance. On the exit side surface of each shroud
segment the circumferential groove is machined for inserting the turbine second-stage
nozzle segment.
The second-stage shroud has 36 segments, and the third-shroud has 30 segments. The
second- and the third-stage shrouds have the same structure as that of the first-stage
shroud. Besides, the inner diameter surfaces of them are respectively machined to have
three teeth to intensify the sealing effect. Meanwhile, a honeycomb layer is brazed on
the surface between each two teeth so as to ensure the radial clearance of the
second-stage and third-stage bucket tips.
For all stages of shrouds some radial holes are machined (for details see the general
arrangement drawing ML705), which are used to insert the defect detection and
clearance measurement instruments. These holes need to be drilled together with the
turbine shell during assembly.

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2.8.5 Turbine buckets

There are three stages of buckets. Each bucket has a firtree base (or called
multiple-tang dovetail base) and is axially fitted into the matched cutout in the rim of
the wheel and is locked with a fitting pin to prevent axial movement.

The tips of both the second-stage buckets and the third-stage buckets are respectively
enclosed by a shroud which has teeth. These teeth combine with the teeth on the inside
diameter surfaces of the second-stage shroud and the third-stage shroud respectively to
form a labyrinth-type seal to restrict the leakage at the bucket tip.

The assembly or disassembly of the three stages of buckets does not need the whole
turbine rotor to be dismantled.

2.9 Rotor assembly

The rotor assembly of the unit consists of the compressor rotor, the turbine rotor and
the distance piece.
Concentricity control is achieved with the mating rabbets of the individual rotors. The
connection is secured with bolts.

2.9.1 Compressor rotor

The compressor rotor is a drum-type structure consisting of seventeen wheels
(including a stub shaft). The seventeen wheel discs are tightly held together as an
integral by means of sixteen through bolts.
The stub shaft is machined to have the No.1 journal, the thrust collars, the oil sealing
lands, the air sealing lands and the flange which is connected with the accessory
coupling. The outside rims of the seventeen wheels are broached to have the dovetail
grooves matching with the blade bases. So the compressor rotor blades of all stages
can be respectively fitted into the corresponding stage wheels.

2.9.2 Turbine rotor

The turbine rotor consists of three wheels, two spacers with sealing lands, the distance
piece and a stub shaft. All these components are held tightly together with twelve long
through bolts to be an integral assembly.
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The rim of each stage wheel is broached to have the firtree grooves. The rotor blades
of each stage are axially fitted into the matched grooves of the corresponding stage
wheel and are locked in place with the fitting pins to prevent axial movement. The
turbine rotor is not required to be disassembled for the assembly and disassembly of
each stage of buckets.
The outside diameter surfaces of the two spacers of the turbine rotor are machined to
have concave and convex lands, which combine with the teeth of the second-stage
nozzle diaphragm and the third-stage nozzle diaphragm respectively to form the
labyrinth-type seals so as to reduce the leakage.

The stub shaft of the turbine rotor is machined to have the No.2 journal which
combines with the No.1 journal together to provide the supporting surfaces for the
rotor. The output end of the stub shaft is a flange, for which a rabbet is provided.
Through such structure the stub shaft is connected with the rigid load coupling to make
the rotor system on the load side have proper alignment.
The assembled compressor rotor and the assembled turbine rotor are closely jointed
together through the mating rabbet joint between the compressor 17th stage wheel and
the distance piece to achieve a proper alignment and are tightly bolted with short bolts
of high strength.

2.10 Bearings
The gas turbine has two journal bearings and one thrust bearing. The No.1 bearing
including the thrust bearing is located at the journal of the forward stub shaft and is
contained in the bearing housing inside the compressor inlet casing. The No.2 bearing
is contained in the bearing housing inside the exhaust frame inner tunnel. The No.1
bearing and No.2 bearing have the function of supporting the rotor assembly of the gas
turbine.

2.10.1 No.1 journal bearing

The No.1 journal bearing is a bearing of elliptical liner which is divided into two
halves, the upper one and the lower one. They are held in position by locating pins.
The liner is machined to have oil inlet holes. The lube oil exits from the annulus
around the bearing liner and then flows through the machined holes to the inner cavity
for forming oil wedges. The liner is keyed to the housing with retaining pins to prevent
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rotation. In order to prevent the lube oil from spreading along the shaft the labyrinth
seal with three rows of packing is used.

2.10.2 Thrust bearing

The thrust bearings are also contained in the bearing housing located inside the
compressor inlet casing besides the No.1 journal bearing. One of them is the active
thrust bearing, the other one is the inactive thrust bearing. The former is of tilting pad
structure and bears the axial thrust while the gas turbine is operating. The later is of
Michell taper-land type. The tilting pad type bearing has a good equalizing function so
that the rotor operates steadily and smoothly. The active and inactive thrust pads can
ensure the definite relative position between the rotor and the casing. The axial
position of the pads of the active and inactive thrust bearings and the axial clearances
between the thrust pads and the thrust collars are adjusted by changing the thickness of
the shims to reach the required values. The lube oil flows through the slots between the
pads and then enters the gap between the thrust collar and the thrust pads to form oil
wedges. In order to prevent the oil in this space from leaking, a row of packing and an
oil seal ring are arranged between the bearing housing and the rotor. They combine
with the labyrinth-type oil seal to prevent the oil from leaking outwards. In order to
ensure that the lube oil will not leak into the flow path annulus of the compressor, the
fifth stage extraction air of the compressor is specially directed to the labyrinth seal so
as to intensify the seal effect. The lube oil fed to the No.1 bearing flows through a feed
pipe and then through three branch lines, respectively entering the journal bearing, the
active thrust bearing and the inactive thrust bearing. The feed pipe runs within the
drain channel, which is cast in the bearing housing. Such structure makes the operation
be safe and reliable.

2.10.3 No.2 bearing

The No.2 bearing is located inside the inner tunnel of the turbine exhaust frame and
functions as another support for the rotor assembly. Like the No.1 journal bearing, the
No.2 bearing has an elliptical liner and the same structure including the lubricating
arrangement. The difference between them is that the No.2 bearing housing is
separated with the turbine exhaust frame. It is also divided into the upper half and the
lower half. The lower bearing housing is mounted on the lower half shell of the turbine
exhaust frame through its shoulders on both sides and is positioned with locating pins
and secured tightly with bolts. At the bottom of the lower half housing there is a gib
key, on two sides of which it is possible to fit the adjustment shims. The gaps between
the gib key on the bearing housing and the matched groove on the turbine exhaust
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frame can be adjusted by means of the above-mentioned adjustment shims so as to

make the lower bearing housing be only able to move axially and not possible to rotate.
This permits relative growth resulting from temperature differences while the bearing
remains centered in the turbine exhaust frame. In order to restrict the position of the
bearing housing to some degree, on its side shoulders a hold-down strip is respectively
mounted and a small clearance should be maintained between the strip and the shoulder.
The No.2 bearing cap and the upper half bearing housing are separated parts. The
bearing cap is directly secured on the lower half bearing housing. And the upper half
bearing housing is bolted to the lower half bearing housing through their horizontal
joints, so the bearing cap is covered and seated inside the bearing housing.

On the entrance side and exit side of the No.2 bearing there is a labyrinth-type oil seal
respectively to prevent the lube oil from spraying outwards. Moreover, on the outside
of the oil seal for the entrance side there is another labyrinth-type seal which is used to
completely separate the gas from the lube oil. For improving the sealing effect the
compressor fifth-stage extraction air is directed to the two labyrinth-type oil seals.
Such pressurized air is sent to the air passage of the lower half bearing housing
through piping and then flows through two branch lines to the forward and aft oil seals
respectively.

2.11 Combustion system

The combustion chamber of the gas turbine is an assembly which provides the hot gas
for the turbine. The highly pressurized air discharged from the compressor mixes with
the fuel that is injected by the fuel nozzles to produce a combustible mixture in the
combustion chamber. Through burning the chemical energy of the fuel is converted to
the thermal energy, so the hot gas is generated. The hot high-pressure gas flows
through the transition pieces and then enters the turbine to expand and do work.
The combustion system of the gas turbine mainly includes the following components:
combustion

chambers,

transition

pieces,

fuel

nozzles,

crossfire

tubes,

spring-positioning igniters, flame detectors, etc.

2.11.1 Combustion chamber casing, liner and transition piece

The combustion chamber of the gas turbine is of can type. There are ten combustion
chambers, which are equally distributed along the circumference with a definite
decline angle and are mounted onto the after vertical flange of the compressor
discharge casing. The combustion chamber is of reverse flow type configuration. The
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highly pressurized air from the diffuser of the compressor discharge casing is directed
in reverse around the transition pieces and into the annuluses between the liner outside
surfaces and the inside surfaces of the forward and aft flow sleeves and then flows into
the forward caps attached to the liners and the liner bodies.

After being diluted with the cold air the generated gas reaches its design temperature
and then flows through the transition pieces, entering the flow path annulus of turbine
to expand and do work.

The transition pieces are the hot gas passages which serve to direct the hot gas from
the combustion chambers to the turbine first-stage nozzle. The entrance side of each
transition piece is attached to the liner and the exit side is fitted into the
circumferential grooves on the end surfaces of the inner sidewall and the outer
sidewall of the first-stage nozzle assembly. There are totally ten transition pieces
corresponding to the ten liners in a one-to-one manner around a circle. At the exit of
the transition pieces an annulus adaptable to the annular blading of the first-stage
nozzle is formed. As for the shape of each transition piece, it is transited from the
circular entrance at the liner end to the sectorial exit at the first-stage nozzle end.

The liner is contained in the casing of the combustion chamber and is fixed through the
cap, the flow sleeves and the transition piece. The casing of the combustion chamber is
mounted onto the aft vertical flange of the compressor discharge casing by means of its
aft flange. Between the casing and the liner there are two sections of flow sleeve, i.e.
the forward and aft sections, which are attached together. The forward and aft flow
sleeves are fixed on the forward flange and the aft flange of the combustion chamber
casing respectively through their individual flanges.

2.11.2 Dual fuel nozzle

The gas turbine is allowed to use liquid fuel and gas fuel. So a dual fuel nozzle is
mounted at the forward end of each combustion chamber.

2.11.3 Spark plug, crossfire tube and flame director

The flame in the combustion chamber is generated by igniting the mixture of air and
fuel with the spring positioning spark plugs. Two spark plugs are respectively mounted
in the adjacent No.10 and No.1 combustion chambers. At the time of starting the unit,
the spark plugs are in the action position. If firing is successful, the unit speed
increases and the pressure in the combustion chambers also increases, which will cause
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the spark plugs to leave the ignition position.

After the No.1 and No.10 combustion chambers which have spark plugs have achieved
firing, the remaining chambers without spark plugs will be fired by means of crossfire
tubes.

In order to achieve safe and continuous operation of the unit,there is eight ultraviolet
flame detector on the combustion chambers . During startup and operation of the unit it
is possible to monitor whether the combustion chamber is in flame out state at any time.
If failure to fire or flame out state happens, the turbine control system will cause the
unit to shut down.

2.12 Gas turbine supports

As for the supporting system of the gas turbine, there are two support points, i.e. the
forward one and the aft one. Under the lower half of the compressor casing on the inlet
side there is a flexible plate, which is bolted to the vertical flange of the lower half
compressor casing. At the lower end of this flexible plate a horizontal mounting plate
is welded, which makes the flexible plate be placed on the base of the gas turbine.
After the field installation alignment of the unit is completed, the support plate is
doweled and bolted to the base so as to ensure the position of the flexible plate.
The both sides of the lower half turbine shell on the exhaust side are machined
respectively to have two symmetrical blind holes for fitting the supporting pins which
are used to mount the turbine support legs. The two legs also include flexible plates.
Like the forward support plate, each leg also has a horizontal mounting plate which is
welded onto the lower end of the flexible plate. The horizontal mounting plates are
also doweled and bolted to the turbine base. In such a way the aft support of the gas
turbine is formed. After the field installation alignment of the unit is completed, the
above-mentioned dowels should be fitted to position the support legs.
An axial gib key is machined on the lower half of the turbine shell. The key fits into a
guide block which is welded to the turbine base aft cross beam. On both the left and
the right sides there is a clearance respectively. The clearances can be adjusted by the
bolts that bear against the key on each side, so the key is held securely in place in the
guide block. This in turn ensures the centerline position of the turbine shell and
prevents its rotational movement. Since the working temperature of the turbine shell is
relatively high during the operation of the unit, the two aft flexible support plates
which are mounted to the turbine shell are subjected to being heated necessarily. In
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order to reduce the unfavorable effect on the alignment of the unit due to such action, a
cooling arrangement is applied to the flexible support plates. On the inner surface of
each flexible support plate a water jacket is welded, and meanwhile, on the outer
surface of the flexible plate an inlet flange and an outlet flange are welded and
machined so as to connect the water feed pipe and the water return pipe respectively.
The circulating water will absorb the heat from the support legs to minimize thermal
expansion and assist in maintaining alignment between the turbine and the generator.

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3. ACCESSORY SYSTEM OF GAS TURBINE

3.1 General
In order to meet the necessities of the unit for normal operation, control, monitoring,
protection, cooling and lubricating, it is equipped with the following primary
accessory systems:
Accessory drive system;
Starting system and ratchet system;
Lube oil system;
Hydraulic supply system;
Trip oil system;
Fuel system;
Hazardous gas detection system;
Cooling and Sealing air system;
Cooling water system;
Fire protection system;
Ventilating system and lighting system;
Compressor washing system;
Compressor extraction air processing system;
Oil mist eliminator system.
Atomizing air system
Fuel purge air system
In the following paragraphs the primary functions of each system will be introduced.

3.2 Accessory drive system

The accessory drive system consists of the accessory gear box and its driving
equipment.
The accessory gear is located between the starting equipment of the unit and the
compressor. When the unit starts, the accessory gear will transmit the torque generated
by the assembly of the starting device and the torque converter to the shaft of the gas
turbine. When the unit startup is completed, it will reversibly transmit the torque
generated by the shaft of the gas turbine to the following pumps through the
appropriate gear train:

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Main lube oil pump;

Main hydraulic supply pump;
fuel oil pump
atomizing air compressor

The accessory gear is a multi-shaft drive mechanism. There are five parallel shafts. As
for the No.1 shaft, its one side is linked with the starting equipment through the
starting clutch, and the other side is linked with the rotor of the unit through the
accessory coupling. The rest shafts are used to drive the above-mentioned pumps after
using the gear trains to change the speed. On the No.1 shaft there is an overspeed bolt,
which is set for the mechanical overspeed protection of the unit.
For the details of the accessory gear see the related service instructions provided by
the manufacturer.

3.3 Starting system and ratchet system

The unit is started by a motor-hydraulic torque converter system.

3.3.1 Function
The main function of the starting system is providing the necessary power for the gas
turbine generator unit during its starting process which starts from zero speed state
through purging, firing, self-sustain to reach disengaging state. In order to obtain the
optimum power characteristics, the hydraulic torque converter is used to be combined
with the starting motor, which converts the external characteristic of the motor torque
into the optimum output characteristic adaptable to the start-up of the gas turbine.
Besides, the starting system is also used to achieve the "cranking" operation mode of
the unit, i.e. the high speed turning.

3.3.2 Combination
3.3.2.1 Starting motor
Use an asynchronous motor for continuous duty:
V H =6600V5%,

I H =46.0A,

n H =2970rpm,
33

N H =450kW,

N MAX =540kW

CR054.01/02

( when staring in combination with the torque converter ),

f H =50H Z 5%

three-phase, class F insulation,

Time required for starting (when the motor speed increases from 0 to 2970 rpm):
10 15 seconds.
Ambient temperature of the motor: 50 125F(10 51.7 ):
Motor life: not less than 10 years (the average value).

3.3.2.2 Hydraulic torque converter

3.3.2.3 Ratchet mechanism
The ratchet mechanism is attached to the output shaft or the torque converter and used
for low speed ratcheting.

3.3.2.4 Charge pump for the hydraulic torque converter

The capacity of the charge pump is 160 L/min. It is mounted on the torque converter
and has the same speed as that of the starting motor. The pump is equipped with a
pressure relief valve.

3.3.2.5 Starting clutch

The starting clutch is an overrunning clutch (i.e. slip clutch).

3.3.2.6 Piping of starting and ratchet system

20TU: unloading valve (energized: open; deenergized: closed)
VPR-38: pressure regulator/stop valve
Bottom valve: drawing oil for the charge pump of the torque converter.

3.3.3 Working principle of torque converter

From the above drawing it is seen that in the working cavity (circulating loop) of the
torque converter there is a pump impeller, which is mounted on the pump impeller
shaft, i.e. the input shaft and is driven by the starting motor. Besides, there is a turbine
impeller, which is mounted on the turbine impeller shaft, i.e. the output shaft. There is
34

CR054.01/02

no mechanical link between the input and output shafts, so the two shafts may have
different speeds. Assuming the working cavity of the torque converter is fully filled
with oil, the oil liquid will increase its energy when the pump impeller is driven by the
motor and rotates at a high speed. Then the oil of high energy impinges against the
turbine impeller to cause it to rotate. Through this process the potential energy
obtained in the pump impeller will be converted into the output power of the turbine
impeller. The output power of the converter is transmitted to the gas turbine unit
through a pair of gears, thus driving it to start.

Fig 3-1 Schematic for the working principle of torque converter

The oil fluid circulates in the working cavity at a high velocity. After being deflected
by the guide vanes it enters the pump impeller with a definite incident angle. Under
low speed condition the output torque can be amplified several times, as compared
with the input torque (when operating under stalled operating condition i.e. the turbine
impeller at zero speed, the output torque reaches its maximum). Thus it is possible to
use the maximum torque to overcome the extremely high static friction, causing the
turbine unit to start.
The pressure within the converter is known as the basic pressure. The basic pressure is
held within the converter circuit by the orifice plate located on the fluid outlet flange.
Generally the basic pressure is in the range of 0.3 0.7Mpa, but it is preferred to be set
at 0.45Mpa, The amount of oil supplied for the charge pump of the torque converter
increases with the increase of the input speed. At zero speed the lube oil pump of the
unit will supply a small amount of oil, which is used to fill the suction line and lubricate
the torque converter bearing and the charge pump. Since the amount of oil supplied

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under low speed is less, the working cavity of the torque converter is not fully filled.
So the power consumption for torque converter startup is less. Consequently the
startup of the motor becomes faster and its temperature rise is smaller.
The basic pressure of the torque converter is not allowed to be too low, otherwise this
will result in the cavitation to take place or cause the output torque to significantly
drop and the temperature of the drain oil to rise. The purpose of placing the 20TU
unloading valve in the piping is to decrease the speed after the purging cycle in the
turbine startup sequence is finished, so as to achieve firing at a relatively lower speed.
The flow rate of the oil fed to the torque converter is 160L/min. Selecting a small flow
rate is not appropriate, because it is necessary not only to ensure that the working
cavity is fully filled, but also to bypass a large amount of oil to oil sump for taking
away the heat generating in the operating process of the impellers. Therefore a
compensation system for the circulating oil is provided (see the system schematic
diagram).
Since the starting current of the motor is 6.5 times as great as its rated current, the
starting time of the motor should be limited (10 15 seconds) and the overload
protection must be provided.

3.3.4 Starting system

The system diagram includes two sections (see ML 0421):
The first section is shown on No.1 sheet of ML 0421. This section refers to the oil
compensation system of the motor-hydraulic torque converter section. The second
section is shown on No.2 sheet of ML0421. This section refers to the hydraulic supply
system for the ratchet system and starting clutch.
The first section of the starting system, i.e. the motor-hydraulic torque converter
section, includes 20TU unloading valve, the charge pump for the torque converter
bottom valve, VPR38 pressure regulator valve, etc, constituting a lube oil
compensation system. Its main functions are:
Filling up the circulating loop of the torque converter with oil;
Absorbing and taking away a large amount of heat;
Lubricating the bearings;
Reducing the output power and the speed and changing the
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operating condition by opening 20TU.

Before the motor is stared, the oil is provided through OL-6 line (a small amount of
lube oil coming from the lube oil pump of the unit). Its pressure is controlled by
VPR-38 (the pressure setting value is about 0.035MPa). After the motor is stared, the
charge pump draws oil from the unit tank. In the suction line a bottom valve and a
strainer are provided. When the solenoid valve 20TU is energized, the "adjustable
orifice" is open and thus the amount of drained oil is greater. But when the solenoid
valve is deenergized, the adjustable orifice is closed and so the amount of drained oil is
smaller, which causes the basic pressure to increase and insures that the circulating
loop of the torque converter is filled up with oil. As a result the output power increases.

3.3.5 Startup process control

After the startup command is issued, if all the start permissions are satisfied during the
sequence check, the master protection relay L4 will be energized. At this moment the
starting motor 88CR starts upand starting atomizing air pump 88AB starts upand the
solenoid valve 20TU is deenergized, which causes the circulating loop of the torque
converter to be gradually filled up with oil, and thus the unit is cranked and gradually
accelerated. At approximately 26% rated speed purging begins and after 60 seconds
20TU is energized to drain the oil. Then the speed of the unit will decrease until it is
lower than the drop value of the minimum speed signal 14HM. At this time 20TU is
deenergized again to cause the torque converter to be filled up again. So the speed of
the unit rises once again. When it rises to the pick-up value of 14HM again, firing of
the unit is initiated.

If firing is successful, the fuel stroke reference value FSR will decrease to the warm up
value. After the warm up period ends, the speed of the unit will continuously increase
to full speed.
As soon as the unit is disengaged from the starting system, the starting motor will stop.

3.3.6 Operation and maintenance

For detailed description about the operation and maintenance of the starting motor and
the torque converter see the starting motor instruction "INSTRUCTION OF
STARTING MOTOR" and the maintenance instruction for the hydraulic torque
converter. The following is a brief description about the precautions only for starting
(or test start):
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3.3.6.1 Checks before start-up

a. Check whether the two bearings of the motor are sufficiently injected with
lubricant. The recommended lubricant is the mixture of China-made No.2
special lithium base bearing lubricant (white) and 5% No.0 powdered
mo lyb denum su lfide (p rod uced by WUXI Refinery). Inject the oil into the
bearing once every 500 hours. If a sudden rise of the bearing temperature is
found during operating and the sound is heard, add the oil immediately with an
amount of 22g at a time (25 injections with a oil syringe).

b. Check and clear off the foreign objects within the motor. The environment of
the motor should be cleaned to avoid any foreign objects to be drawn in.
c. Turn the motor rotor with hands (one turn forward and backward respectively)
by using the two hand-holes on the transition envelope of the torque converter,
and the movement should be smooth without seizing.
d. Check the rotational direction of the motor. Before the initial startup of the
unit the piping between the charge pump of the torque converter and the tank
should be disconnected in order to check the rotational direction of the motor by
means of jogging operation. The motor is not allowed to run for long time
(because the auxiliary lube oil pump of the unit is switched off).
e. Switch the auxiliary lube oil pump 88QA on and check whether the oil enters
the working cavity of the torque converter and whether there is drain oil. If there
is no oil, check whether the pressure regulator valve VPR 38 and the bottom
valve are inversely installed or seized. (Before switching 88QA on, the piping
to the charge pump of the torque converter should be connected again.)
f. Check whether the unloading valve 20TU operates properly (including open
and close actions) and whether there is any leakage with it.
g. Before starting the motor, switch its heater on at first (check whether the
heater is working properly) to dry the inner windings of the motor (the heater is
automatically switched off when the motor starts.)
h. If the unit is to be started after a long time of standby, it is necessary to check
the insulation of the motor stator and the heater, the direct-current leakage of the
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motor stator and the alternating-current voltage resistance.

i. Check whether the starting clutch and the limit switch 33CS-l are operating
properly. Check whether the jaws of the clutch actuated by the oil cylinders are
engaged properly and whether the strokes are proper.

j. With the starting clutch disengaged, turn the output shaft of the torque
converter two turns with two hands. The movement should be smooth without
seizing and the force acting on the hands is felt equal.

3.3.6.2 Precautions during starting and running

a. Check whether the operation parameters of the torque converter during starting
and running of the motor are consistent with the following requirements:
The basic pressure of the torque converter: 0.45MPa.
The oil temperature at the drain port of the torque converter 110 .

T h e f l o w r a t e o f t h e c h a rg e p u m p o f t h e t o r q u e c o n v e r t e r : a b o u t 160L/min.
The discharge pressure of the charge pump of the torque converter: not greater
than 0.7MPa.
Motor Startup time 15s 0 to 3000r/min
When the torque converter is working under spoiled operating condition (i.e.
20TU is energized and the torque converter drains a large amount of oil), it is
only allowed to operate for 60 seconds.
b. Assuming a shutdown is performed after the unit has continuously run at the
cranking speed for more than 30 minutes and then another startup attempt is
made, there should be an interval of 90 minutes for the motor between the
subsequent starts.
c. Assuming the starting motor has stopped after finishing its operating cycle
during a normal startup and another startup attempt is made, there should be an
interval of 15 minutes for the motor between the subsequent starts.

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d. Check carefully for the abn o rmal noise from th e bearing s and th e p rop er
temp eratu re rise o f the bearings within 30 minutes of the initial on-load
operation of the starting motor.
e. Check the transient temperature at the place close to the cover of the bearing.
It should not be higher than 60 .
f. The temperature at the bearings of the starting motor should not be higher than
100 , and the oil temperature at the drain port of the torque converter should not
be higher than 110 (check it during the initial startup).

g. Check for the switching-off of the motor heater after the motor starts.

3.3.7 Electrical equipment

3.3.7.1 Power distribution system of the starting motor
The power distribution system for the starting motor consists of the breaker cabinet
and the starting motor. The breaker cabinet is supplied by customer.

3.3.7.2 Control and measurement for the power distribution system for the starting
motor
a. Control
The start and stop of the starting motor can be automatically controlled, as well
as manually controlled.
The automatic control is achieved by means of the turbine control panel, which
will automatically control the start and stop of the starting motor in
accordance the startup sequence of the unit.
In the motor control center (MCC) there is a control unit, which is used to
manually control the start and stop of the starting motor.
The panel of the control unit in MCC is equipped with:
Control switch HK: It is used to manually control closing or opening of the
vacuum breaker 52CR (i.e. the start or stop of the starting motor).

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The HK switch has three positions, i.e. CLOSE, AUTO and OPEN. The turbine
control panel can achieve its automatic control for the start and stop of the
starting motor only when HK switch is set in AUTO position.
Control switch HK1: It is used to switch the heater of the motor on or off.

Control switch HK2: It is used to switch the energy storage circuit of the circuit
breaker 52CR on or off.

Signal lamps: 2HD (red) indicates the breaker 52CR is closed.

LD (green) indicates the breaker 52CR is open.
1HD (red) indicates the heater of the motor is switched on.
BD (white) indicates the breaker storage is finished
The control voltage for the breaker is DC 120 V.
The "CLOSE" and "OPEN" push buttons on the panel of the breaker cabinet
should not be used as a normal means of starting and stopping the motor.
b. Measurement

On the panel of the 88CR control unit in MCC there is an ammeter indicating the
current of the motor.
For the electrical connections for control and measurement, see the 88CR
control unit of ML Q9623 MCC.

3.3.8 Starting clutch

The composition of the starting clutch assembly is described as follows:
The clutch is comprised of a stationary jaw clutch hub, keyed to the No.1 shaft of the
accessory gear box, and a sliding clutch hub, which slides on the splined end of the
output shaft of the torque converter.
Two parallel horizontally oriented hydraulic cylinders will move the sliding clutch hub
into engagement with the stationary clutch hub under the action of hydraulic oil. A
four-way, two-position solenoid valve 20CS-1 is used to feed the cylinders with the
hydraulic oil when the starting clutch is required to be engaged and to drain the
cylinders when the starting clutch is required to be disengaged by means of being
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energized and deenergized respectively.

During the startup of the unit, the two cylinders are fed with the hydraulic oil supplied
by the hydraulic ratchet pump 88HR through the P-B path in the solenoid valve 20CS-1
after it is energized. Under the action of the hydraulic oil the pistons in the cylinders
will carry the sliding jaw clutch hub to move axially and engage with the stationary
jaw clutch hub, and thus it enables the torque converter to carry the gas turbine to start.

It should be noted that the starting motor could only be started when the limit switch
33CS-1 is closed, which will occur after the starting clutch completes its engagement
action.

The speed of the unit begins to rise due to the crank of the motor, and 20CS-1 will be
deenergized when the speed reaches 14HM pickup value. At this time the hydraulic oil
in the cylinders will be gradually drained through the B-T path in the solenoid valve.
However, it is not possible for this action to cause the starting clutch out of
engagement. When the gas turbine reaches approximately 60% rated speed
(self-sustain), the torque at the driving jaws then reverses. As a result, the sliding
clutch hub is forced to be automatically disengaged by the force of internal springs and
the gradual slope of the backside of the clutch jaws.

3.3.9 Ratchet mechanism and system

See OR-2 circuit (system diagram: ML 0421).
The ratchet mechanism is mounted on the outboard end of the gear shaft on the turbine
side of the torque converter. Its main functions are as follows:
a. During the cooldown sequence timely and periodically turn the turbine rotor
to prevent it from bowing and protect the bearings.
b. During the startup sequence turn the rotor and assist it to overcome the great
static friction, thus achieve breakaway of the unit rotor and allow reducing the
requirement for the output power of the starting motor or engine.
c. Turn the rotor while carrying out maintenance inspection.
The components of the system include:

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88HR

DC motor (for driving PH3 pump);

PH3

hydraulic ratchet pump (for supplying the system with hydraulic oil);

43HR

hydraulic ratchet control switch (If the rotor is required to be turned by

manual operation during inspection and maintenance, use this switch);

VR5

ratchet pump pressure relief valve (for relieving any overpressure of the
ratchet pump output);

VH14

hydraulic self-sequencing valve (used to automatically shift the oil flow

path between the forward and reset strokes of the ratchet mechanism). It
is a valve assembly which consists of sequence valve VPR, two
hydraulically operated four-way valves and the limit switch 33HR. The
second four-way valve links with the limit switch 33HR and actuates the
limit switch 33HR which gives the information of the position of this
valve to the SPEEDTRONIC control panel, indicating the reset stroke
(return sequence) is completed.

Fig. 3-3

Ratchet mechanism schematic

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HM2 ratchet mechanism is the rotary actuator of the ratchet system. It is attached to
the outboard end of the gear shaft of the turbine impeller of the torque converter by
means of a one-way ratchet clutch and consists of two piston rods with double-ended
hydraulic cylinders. The piston rods are attached to the outer race of the ratchet clutch
with teeth. The ratchet clutch is a caged-roller type overrunning device which slides on
rotation in one direction and locks in the other. As shown in Fig. 3-3, the left piston
rod moves downwards while the right one moves upwards. When the left piston rod
reaches the end of the stroke, the port FS in the left cylinder is uncovered to allow the
high pressure oil to flow off to the command mechanism of the first 4-way valve, by
the action of which the flow paths in this valve are shifted and in turn the high
pressure oil will act on the command mechanism of the second 4-way valve and thus
the flow paths in this valve are shifted. As a result, the high pressure oil enter the
port R of the left cylinder and meanwhile the limit switch is actuated, which informs
the automatism loop that the ratcheting stroke is completed forward. Then the return
sequence is initiated.
Since the high pressure oil only enters the port R of the left cylinder of the ratchet
device, the piston rods move in reverse directions respectively to achieve the reset
stroke.

FH5 and FH1 oil filters: the filtering accuracy of the two oil filters is 40 m.
The primary operating principle of the ratchet system is as follows:
During turbine startup 88HR and 20CS-1 are simultaneously energized. The hydraulic
oil discharged from the hydraulic ratchet pump PH3 is divided in two ways: one way
towards the control valve module (i.e. the hydraulic self-sequencing valve); the other
way through 20CS-1 towards the starting clutch hydraulic cylinders, causing them to
pull the sliding clutch hub to engage with the stationary clutch hub. When the clutch is
closed, the oil pressure increases in this circuit and thus actuates the sequence valve
VPR, causing it to establish a hydraulic oil flow of definite pressure. Then the oil
flows through the first four-way valve and actuates the second four-way valve, causing
the second four-way valve to establish the flow which is directed to the entrance ports
F of the ratchet mechanism. In such a way, under the action of the hydraulic oil the left
and right piston rods will move upwards and downwards respectively and thus drive
the ratchet to rotate, achieving the forward stroke ratcheting.

3.4 Lube oil system

3.4.1 General
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Lube oil system is an important operation system absolutely necessary for any gas
turbine. Its function is supplying the individual bearings of the operating gas turbine
generator unit and the its transmission gear and accessories with clean lube oil of
sufficient amount and proper temperature and pressure during startup, normal
operation and shutdown of the unit, so as to ensure safe and reliable operation of the
unit and prevent the accidents of bearing burn-out, rotor journal bowing due to
overheat and deformation of high-speed gear coupling flange. For the equipment
configuration and supplying conditions of the lube oil system see ML416 "Lube Oil
System Schematic Diagram".

3.4.2 Combination of the lube oil system

3.4.2.1 Lube oil tank

The lube oil tank is located under the turbine base floor in the accessory compartment.
Its nominal capacity is 6435 L (1700GAL). In the lube oil tank the following
components are installed:

a. Main lube oil pump pressure relief valve VR-1, of which the setting pressure is
0.480.014MPa;
b. Hydraulic trip pressure regulator valve VPR-1, of which the setting pressure is
0.4550.007MPa;
c. Lube oil header pressure regulator valve VPR-2, of which the setting pressure
is 0.1720.007MPa;
d. Dual heat exchangers (oil coolers) of U-tube bundle structure in the lube oil
tank and the associated transfer valve;
e. Dual lube oil filters with removable cartridges and the associated transfer
valve;
f. Lube oil tank immersion heater 23QT-1: 10.2kW, 415V, 3-phase;
g. Dual filters for trip oil and the associated transfer valve.

3.4.2.2 One main lube oil pump shaft-driven from the accessory gear: outlet flow
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1741L/min, outlet pressure 0.46MPa (gauge).

3.4.2.3 One auxiliary lube oil pump 88QA driven by a AC motor: outlet flow
1741L/min (460GPM), outlet pressure 0.45MPa (65PSIG), 30kW, 3000rpm, 415V, 3Ph,
50Hz.

3.4.2.4 One emergency lube oil pump 88QE driven by a DC motor, outlet flow
946L/min, outlet pressure 0.21MPa (30PSIG), 7.5kW, 1750rpm, 120V, DC.

3.4.3 Function and operation of the lube oil system

All lubricant is supplied from the main lube oil pump driven by the accessory gear
during normal duty operation of the unit. The main lube oil pump takes its suction
from the oil tank and pressurizes the oil. The outlet pressure, to the lube oil system, is
limited to be about 0.48MPa (gauge) by the pressure relief valve VR-1 installed in the
line at the exit of the main lube oil pump. After that the lube oil flows through the
transferable heat exchanger where the oil temperature is decreased to 54.4 or so and
then flows through the transferable 5 m oil filter, entering the lube oil header. The
header pressure is regulated to be 0.179MPa (gauge) from the pressure regulator valve
which is placed upstream the heat exchanger. Finally the lube oil in the header flows
through the individual branch lines shown on ML 416 drawing to the following points:
Accessory gear;
Thrust bearing for gas turbine rotor;
No.1 bearing for gas turbine rotor;
No.2 bearing for gas turbine rotor;
Load gear;
Generator bearings,
So as to satisfy the lubricating requirements of the bearings and transmission gears.
After lubricating the above points the lubricant flows back through various drain lines
to the lube oil tank.
During running of the unit the lube oil temperature must be reasonably regulated.
Before startup the viscosity of the lube oil shall not be higher than 176mm 2 /s (800
SSU).
In order to insure the viscosity of the lube oil before startup, the lube oil heater 23QT-1
and the temperature switches 26 QN-1 and 26QL-1 are installed in the lube oil tank.
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When the oil temperature in the lube oil tank is above 102.7 , the temperature
switch 26QN-1 will close, and thus the unit is permitted to be started. However, when
the oil temperature is below 102.7 , the setting value of 26QN-1, even if the master
control switch "START" position is selected, the startup sequence will not be initiated.
When the oil temperature is below 152.7 , the setting value of 26QL-1,
The heater 23QT-1 will start into operation and at the same time the AC auxiliary lube
oil pump 88QA will automatically start to circulate the system lubricating fluid. When
the oil temperature increases to the setting value of 26QL-1for 23QT-1 stopping, the
heater 23QT-1 will stop operation.
When AC power is available for the turbine startup sequence, the system lube oil
pressure is supplied by the AC auxiliary lube oil pump during the time that the main
shaft-driven pump is at too low speed to develop sufficient pressure. It will not stop
unit the turbine speed reaches approximately 95% rated speed. At this point, because
the main lube oil pump driven by the accessory gear is able to establish sufficient
discharge pressure, the AC auxiliary pump shuts down and since then system lube oil
pressure is supplied by the main shaft-driven pump.
During the shutdown sequence of the unit the system oil pressure continues to drop.
When it reaches 0.082MPa (gauge), the AC auxiliary pump 88QA will automatically
start. After this, the pump will continue to run throughout the shutdown and cooldown
period and will stop only when the operator takes the unit out of cooldown by moving
the cursor to point at the "COOLDOWN OFF" target on the cooldown control page on
MARK e and clicking on it.
If AC power is not available during the turbine startup sequence, the system lube oil
pressure will be supplied by the emergency lube oil pump driven by a DC motor as a
change. The pump runs until the unit reaches approximately 40% rated speed. However,
it will continue to run after 40% rated speed if the system pressure has not reached the
pressure setting value of the pressure switch 63QL at this time. During the turbine
shut-down sequence the emergency lube oil pump will automatically start into
operation only when the system lube oil pressure decreases to 0.041MPa (gauge),
which will occur at approximately 25% rated speed of the unit.
The normal temperature of the lube oil fed to the bearings should be in the range of
48.9~54.4 . When the unit is operating at very high ambient temperature, the highest
temperature of the lube oil fed to the bearings is allowed to reach as high as 71 .
However, when the oil temperature in the lube oil header reaches 73.881.6 , the
temperature switch 26QA for lube oil header high temperature alarm will open and
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annunciate an alarm. If the lube oil temperature continues to increase and reaches
79.441.6 , the temperature switch 26QT will open, which causes the unit to trip
and shut down.
Generally the lube oil temperature rise from inlet to outlet of the bearing varies in the
range of 13.9~27.8 . For the load gear box the lube oil temperature rise may reach
33.3 .

The pressure in the lube oil header should be above 0.13780.0138MPa (gauge). The
pressure switch 63QA for bearing low lube oil pressure alarm will open and annunciate
an alarm when the lube oil header pressure decreases to 82.76.89KPa (gauge). In
addition, the pressure switch 63QT for low lube oil pressure trip will open to cause the
unit to trip and shut down immediately when the lube oil header pressure decreases to
0.0550.0021MPa (gauge) due to trouble. If the lube oil header pressure continues to
decrease and reaches 0.04140.00689MPa, the pressure switch 63QL will close,
which causes the emergency lube oil pump 88QE driven by a DC motor to
automatically start. The emergency lube oil pump will not stop until the header
pressure restores rise and reaches 0.13780.0138MPa (gauge), which will cause the
lube oil pressure switch 63QL to open.

A test valve is installed in the line of the lube oil header. It is used to verify the
accuracy of the setting of the operation of the pressure switches 63QA and 63QL
under no load operation. This valve is normally closed and is opened only when
performing tests. The valve should be gradually opened in order to cause the
indicated lube oil header pressure to drop smoothly. The variation of the oil pressure
is indicated by the lube oil header pressure gauge installed in the gauge cabinet.
When the pressure in the header is below 8.276.89kPa (gauge) by opening the test
valve, the AC auxiliary lube oil pump 88QA should automatically start, and
meanwhile the condition of low lube oil pressure is indicated on CRT. Further
opening of the test valve will cause the oil pressure to decrease to 0.0414
0.00689MPa (gauge), and on this occasion the DC emergency lube oil pump 88QE
should automatically start into operation, whereas the AC auxiliary lube oil pump
should be prohibited to start somehow. On the other hand, when the oil pressure in
the header restores rise and reaches the normal setting value 0.13780.0138MPa
(gauge) by gradually closing the test valve, the pressure switch 63QL should operate
again, which will automatically stop the operation of the emergency lube oil pump.
The manual operated test of the emergency lube oil pump can be carried out by
turning the switch 43QE in MCC. After the test is completed, the signals on CRT
should be cleared by operating the master reset switch.
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The flow condition and temperature variation of the lube oil in the bearings may be
viewed from the sight ports and the thermocouple reading display. Beside that a large
portion of oil in the lube oil system is supplied to the bearings and the gearboxes, there
is a small portion being supplied to the trip oil system and the hydraulic supply system.

It may be seen from ML 416 drawing that the hydraulic operation oil used in the trip
oil system is extracted from the branch line between the main lube oil pump and the
pressure regulation valve VPR-1. The pressure setting value of VPR-1 is 0.455
0.00689MPa (gauge) in order to ensure a relatively high pressure for the trip oil
system. The lube oil is filtered by the dual filters of 5 m filtering accuracy before it
enters the trip oil system.
The oil used in the hydraulic supply system is extracted from the branch lines of the
lube oil header. The OR-1 circuit (see ML 434) is used to actuate the control ring of the
variable inlet guide vane of the compressor, and the other circuit OR-2 is used to
actuate the ratchet mechanism and the starting clutch (see ML 421). Besides, the OR-1
circuit also supplies power fluid for the fuel system. The quality of the lube oil used in
the lube oil system shall be in accordance with the specifications in GEK-28143A.

3.5 Hydraulic supply system

3.5.1 General
The hydraulic supply system supplies the fuel system and the actuator of the variable
inlet guide vane with high-pressure oil. The supply source of this hydraulic fluid is the
lube oil system of the unit.
The main components of the hydraulic supply system are as follows (see ML 0434,
Hydraulic Supply System Schematic Diagram):
one main hydraulic supply pump;
one auxiliary hydraulic supply pump;
dual filters and their transfer valve;
two hydraulic supply manifold assemblies.
For the features of the components and the settings, see the relevant documents, such
as CONTROL SPECIFICATIONS and DEVICE SUMMARY.

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3.5.2 Function description

The main hydraulic supply pump is an axial plunger pump. It is driven by the
accessory gear. The auxiliary hydraulic supply pump is driven by a separate motor to
assist the main hydraulic supply pump. These two pumps draw oil from the lube oil
header by means of their respective suction lines and send the oil to the corresponding
hydraulic manifold assemblies.
The auxiliary pump will operate when the discharge pressure of the main pump does
not meet the requirement for the operation of the unit. For example, the main pump is
not able to provide the required pressure when the unit starts or is running at low speed.
At this time, the pressure switch 63HQ-1 senses such low pressure and sends the signal
to start the auxiliary pump and trigger an annunciator to present low hydraulic supply
pressure alarm.
The two hydraulic supply manifold assemblies are independent, but the combination
and function of them are similar. One assembly is connected to the discharge line of
the main pump while the other assembly is connected to the discharge line of the
auxiliary pump. Each manifold assembly consists of a relief valve, a bleed valve and a
check valve, and these components are interconnected by inner passages. The
discharge pressure of the auxiliary pump is controlled by the relief valve VR22,
whereas the discharge pressure of the main pump is controlled by the pressure
compensator built into the pump. The relief valve VR21 is used as a backup control to
limit the main pump discharge pressure rise and in turn prevent the main pump from
being damaged in the event of failure of the main pump pressure compensator, which
will cause the discharge pressure of the main pump to exceed its setting value. The
check valves are used to keep the respective lines full of oil when the unit is shut down.
The air bleed valves vent any air present in the pump discharge lines.
The two exit lines from the two hydraulic manifold assemblies converge to one line.
Then the high-pressure oil flows through the system filters (FH2-1 and FH2-2) where
the contaminants and particles in the oil are filtered off, so as to prevent them from
entering the electro-hydraulic servo valves and other control devices. The filtering
accuracy of the filter is 0.5 m and its cartridge is made of paper. Only one filter is in
service at any time during the operation of the system. A manual transfer valve permits
changeover to the standby filter without interrupting the operation of the system.
However, it should be noted that before performing changeover operation the fill
valve for the standby filter must be opened to fill it with oil and the changeover
operation is performed only after the filter is fully filled.
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A differential pressure gauge is provided to indicate the oil pressure across the filters.
When the gauge indicates a pressure difference of P 0.4MPa, the filter cartridge
should be renewed.

Now the high-pressure oil coming from the filters has been consistent with the
requirements and will flow into the fuel system and the variable inlet guide vane
system respectively, which is shown on the diagrams of the individual systems.

3.6 Trip oil (control oil) system

3.6.1 General
The hydraulic trip oil system is also called hydraulic control oil system. It is the
primary protection interface between the turbine control panel and the components on
the turbine, which admits or shuts off liquid fuel to the turbine. Lubricating oil from
the turbine lube oil system is used for trip functions (abnormal and emergency
shutdown of the turbine) as well as the hydraulic signal to the fuel stop valve for
normal startup and shutdown. See the schematic diagram of trip oil piping (ML 0418).
Gas fuel supply and cut off is controlled by 20 FGS, 20 FGC1 and 20 FGC2. They are
direct controlled by hydraulic oil.3.6.2 Function description
The low-pressure lubricating oil functions in the trip oil system as trip oil to cause
component devices to trip. Lube oil is passed through a piping orifice to become the
trip oil (OLT). This orifice is sized to limit the flow of lube oil into the trip oil system
and insure an adequate capacity for all tripping device operations without causing lack
of oil in the lube oil system when the trip oil system is activated.
After passing through the orifice the trip oil flow is divided in two ways. One way oil
flow is supplied for the overspeed trip mechanism, and the other is supplied for the gas
fuel combination valve of the fuel system respectively through the two parallel flow
restriction orifice with bypass check valve assemblies. The fuel stop valves are
connected in parallel with the solenoid-operated dump valve 20FL-1 respectively, the
actuation of which will control the fuel system, causing the unit to run or stop. The
system also provides a direct connection to the 12HA overspeed trip device for turbine
shutdown and generating the alarm signal whenever an overspeed condition occurs.
The devices that cause a turbine shutdown through the trip system do so by dumping
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the oil pressure from the system either directly or indirectly through the solenoid valve
20FL-1. When the oil pressure in the trip oil line is relieved, the liquid oil stop valve
or the gas fuel speed ratio/stop valve closes by spring return action.
When the unit is started, the solenoid valve 20FL-1 is energized to shift its position to
"close", causing the system to establish the required pressure and thus open the fuel
stop valve. The fuel stop valve remains open until some trip action occurs or until the
unit is in shutdown sequence.

The group of pressure switches 63HG-1, -2, -3are all installed in the trip and fuel
control systems to provide redundant pressure monitoring and feed back to the turbine
control system and relevant electrical circuits, insuring the required trip oil pressure
level for turbine operations. A direct reading pressure gauge and three test valves for
the group of the pressure switches are installed to facilitate required inspection and
maintenance.

3.6.3 Trip devices

3.6.3.1 Overspeed trip mechanism BOS

An overspeed trip mechanism is mounted on the accessory gear box. It is the second
trip device in the system. This totally mechanical device, located in the accessory gear
box, is actuated automatically with the actuation of the overspeed bolt. When the
turbine speed reaches the bolt trip setting, the overspeed bolt assembly operates to
strike and trip the latching trip fingers of the overspeed trip mechanism. This action
releases the trip valve in the mechanism, dumping the OLT trip oil system pressure to
atmosphere. In turn, this causes the oil pressure in the fuel stop valve cylinder to return
to atmosphere pressure, thus allowing spring pressure to close the valve.
A limit switch 12HA is provided for the overspeed mechanism. It signals an alarm
when the turbine trips. Besides, in the overspeed mechanism there is a manual trip
push rod used for manual trip operation. Once the trip is actuated, the system remains
open and drains until it is reset manually by pulling the reset rod.
3.6.3.2 Solenoid valve 20FL-1 and 20FGS-1 20FGC-1 20FGC-2
The fuel stop solenoid valve 20FL-1 or

20FGS-1 20FGC-1 20FGC-2 is a

solenoid-operated spring-return spool valve that relieves the control pressure going to
the fuel stop valve trip oil or hydraulic oil . By dumping the low pressure oil to the
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fuel stop valve, 20FL-1 or

20FGS-1 20FGC-1 20FGC-2 causes the fuel system to

shut down, which trips the turbine. 20FL-1 or

20FGS-1 20FGC-1 20FGC-2 is

deenergized to trip and energized to reset from the SPEEDTRONIC control panel. This
solenoid valve is spring biased to trip and, therefore, protects the turbine during all
normal conditions as well as at any time that a loss of DC power may occur. 20FL-1 or
20FG-1 are shown in the deenergized state in the schematic diagram.

3.7 Fuel system

3.7.1 General
The unit has the function of using dual fuels. It can burn gas fuel, as well as liquid fuel
which is only limited to be distillate oil.
The unit is equipped with USA GE advanced SPEEDTRONIC TM MARK e turbine
control panel, on which the fuel changeover (also called fuel transfer) can be
accomplished. The detailed precaution about fuel changeover ,see MLI A010
3.7.2 Gas fuel system
The gas fuel system is used to deliver the gas fuel of the proper pressure and flow to
the individual combustion chambers of the gas turbine to meet all the requirements for
starting, acceleration and loading of the unit.
For the gas fuel requirements see "SPECIFICATIONS FOR GAS TURBINE FUEL
GASES" (GEI-41040). For the details of the gas fuel system, see "Gas Fuel Piping
Schematic Diagram" (ML0422).
The fuel gas coming from the customers supply line must be cleaned by passing
through a strainer at DLN module to entering the gas fuel system of the unit. The
function of the strainer is to remove the entrained lumps of contaminants from the
incoming fuel gas and make the fuel gas has suitable pressure and flow rate. The
frequency of cleaning will depend on the quality of the fuel gas being used. The
strainer should be replaced shortly after the full load of the unit has been attained for
the first time and after any disassembly of the customers fuel gas supply line.
The pressure switch 63FG-1,63FG-2 and 96FG-1 is installed in the line in front of the
gas fuel combination valve. When the pressure of the incoming fuel gas is below the
setting value of the switch, the alarm signal of low fuel gas supply pressure is
presented on the display screen of the turbine control panel.When the pressure is below
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the setting value of the trip,the unit stop.

The gasfuel stop/speed ratio valve and the gas fuel control valve is the most critical
component in the gas fuel system. The fuel gas first passes through the stop/speed ratio
valve and then through the control valve prior to entering the combustion chamber. The
ratio function of the stop/speed ratio valve is to provide a regulated inlet pressure for
the control valve which is proportional to the turbine speed, i.e. a definite intervalve
pressure (behind the stop/speed ratio valve and ahead of the control valve) responding
to a turbine speed. A pressure transducer senses the intervalve pressure, which
provides a feedback signal to compare with the pressure control signal to reposition the
valve if there is an error between the speed and the pressure. There is also a close loop
functioning as position control. The position transducer (LVDT) senses the actual
position of the stop/speed ratio valve which provides the feedback signal of the
position control loop. This feedback signal is compared with the pressure control
signal. The difference between them is amplified and sent to the elector-hydraulic
servo valve to displace the cylinder piston and thus change the opening of the valve.
Both the stop/speed ratio valve and the control valve are stroked by elector-hydraulic
servo actuators. The actuators are of signal action type. This means the valves are
opened by feeding the lower part of the servo valve-controlled cylinder with hydraulic
oil to push the piston against the upper spring and they are closed by the top return
spring while dumping the hydraulic oil in the lower part of the servo valve-controlled
cylinder. When a an emergency stop is initiated, the hydraulic oil pressure suddenly
drops and the hydraulic oil in the lower part of the trip valve is rapidly dumped
through the inner path of the trip valve. In this case, the stop/speed ratio valve
immediately closes under the action of the top return spring to shut off the fuel gas
supply, which causes the unit to shut down.
The fuel gas control valve is controlled by a position loop. The master control signal
determining the stroke of the valve is the fuel reference stroke signal FSR from the
turbine control panel. The FSR signal is compared with the position feedback signal.
The difference between them is sent to the electro-hydraulic servo valve after being
amplified to displace the cylinder piston and thus change the opening of the control
valve. This action will continue until the error vanishes. From the above description it
is known that the flow of the fuel gas passing through the control valve depends on the
turbine speed and the fuel reference stroke.
For the setting of the primary transducersee DEVICE SUMMARY (ML 0414).

3.7.3 Liquid fuel system

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CR054.01/02

The liquid fuel system is used to equally distribute and deliver the liquid fuel of a
certain pressure and flow to the individual combustion chambers of the gas turbine so
as to meet the necessity of unit startup, accelerating and loading.
For

the

details

of

the

liquid

fuel

see

"GAS

TURBINE

LIQUID

FUEL

SPECIFICATIONS" (GEI-41047). For the details of the liquid fuel system see "Liquid
Fuel Piping Schematic Diagram". ML0424

The fuel oil first enters the low pressure fuel oil filter FF1 which is comprised of a
case and six cartridges with filtering accuracy of 5 m. The maximum working
pressure of the filter is designed to be 1.03MPa (gauge). The pressure drop for a clean
cartridge is 0.0103MPa. When the pressure differential reaches 0.118MPa, which
indicates the cartridges are very dirty, the cartridges have to be replaced. The pressure
differential value can be directly read out from the pressure differential gauge.
After passing through the low pressure filter the fuel oil enters the fuel stop valve VS1
that is a hydraulically controlled valve. In the lower part of the valve there is a
cylinder containing a piston, beneath which the control oil is passed in and controls the
opening of the stop valve. But its closing is accomplished by means of the action of a
compression spring in the upper part of the valve. The fuel stop valve only has two
positions: fully open and fully close. When the control oil is passed into the cylinder
section beneath the piston, the stop valve will be fully opened. However, if the unit is
required to shut down in case of emergency, the control oil is dumped, which results in
the fuel stop valve to be immediately closed under the action of the upper spring and
thus the fuel oil supply is cut off. The fuel oil stop valve is equipped with a limit
switch 33FL-1 that sends the open or close position signal of the fuel oil stop valve to
the turbine control panel.
The fuel oil discharged from the fuel stop valve enters the fuel oil pump PF1. The fuel
oil pump is a triple screw pump of high accuracy and is driven by he accessory gear.
Between the accessory gear and the fuel oil pump there is a solenoid clutch for
connection. If the fuel oil pump is not operating, it is detached from the accessory gear
through the action of the solenoid clutch.
The fuel oil flow discharged from the fuel oil pump is divided into two ways: one way
of oil flow returns to the inlet side of the fuel oil pump via the fuel oil bypass valve,
and the other way of oil flow goes to the combustion chamber of the gas turbine.
The fuel oil bypass valve VC3 is a hydraulically actuating valve controlled by a
55

CR054.01/02

bi-directional cylinder. The cylinder is controlled by an electro-hydraulic servo valve

65FP. The amount of fuel oil required by the gas turbine is determined by the unit
speed signal and the fuel stroke reference signal FSR coming from the turbine control
panel. The fuel oil flow feedback signal from the magnetic speed pickups 77FD-1,2,3
on the fuel oil flow divider FD1 is compared with the master control signal of the fuel
oil flow, and the deviation between these two kinds of signal is amplified and then
inputted to the electro-hydraulic servo valve, which actuates the fuel oil bypass valve
by using the high-pressure hydraulic oil and thus changes the amount of return oil of
the fuel oil bypass valve. Since the fuel oil pump is a fixed delivery pump, changing
the amount of return oil of the fuel oil bypass valve is exactly changing the amount of
the fuel oil going to the combustion chamber. The feedback signal is also accordingly
changed until the deviation signal vanishes. At this time the unit is running under a
new steady operating condition. The fuel oil bypass valve is equipped with a pressure
relief valve VR4, of which the open pressure setting is 7.210.343MPa.
The fuel oil flow going to the combustion chamber that is discharged from the fuel
oil pump is first piped through a high-pressure oil filter FF2. The high-pressure oil
filter consists of a case and two cartridges with the filtering accuracy of 5 m. The
maximum working pressure of this filter is designed to be 9.61MPa. The pressure drop
for a clean cartridge is 0.0103MPa. When the pressure differential reaches 0.118MPa,
which indicates the cartridges are very dirty, the cartridges have to be replaced. The
pressure differential value can be directly read out from the pressure differential
gauge.
The fuel oil exiting from the high-pressure oil filter enters the fuel oil flow divider
FD1. The fuel oil flow divider is a component of high precision. The ten pairs of small
gears of the identical dimensions are serially linked together by a spline shaft.
Structurally each pair of small gears with their case forms an independent element. The
combination of the elements is dependent on the number of the combustion chambers.
The fuel oil flow divider of this unit consists of 10 elements. At each end of the flow
divider a gear with 60 teeth for measuring the shaft speed is mounted respectively.
Besides, the magnetic speed pickups are provided. The gap between the end surface of
the speed pickup and the tooth tip of the speed-measuring gear is "0.005~0.01"
(0.127~0.254mm). The ten pairs of gears are driven by the high-pressure fuel oil, so
they actually become gear type oil motors which have a common inlet port and ten
outlet ports. T
The fuel oil discharged from the flow divider enters the fuel oil selector valve, the
function of which is to read the fuel oil pressure at each port of the flow divider from
the pressure gauge by turning the handle of the selector valve. The inlet pressure of the
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CR054.01/02

flow divider can be read out by turning the handle to the position No.11 or No.12.

After passing through the selector valve the fuel oil enters the ten combustion
chambers primary liquid fuel nozzle via the check valves VCK-1~10. The other way of
fuel oil pass through the liquid fuel system nozzle isolation valve secondary
VH9-1,then the fuel oil enters the ten combustion chambers secondary liquid fuel
nozzle via the check valves VCK-11~20.Each fuel oil passage has a check valve. The
opening pressure of the check valve is 0.6960.007MPa.

3.8 Hazardous gas detection system

In order to prevent the excessive fuel gas leakage from the gas fuel compartment and
the turbine compartment, the unit is equipped with a hazardous gas detection system.
The system includes sensors and a detection instrument. There are totally nine sensors.
Six of them are placed in the turbine compartment, and the other three are placed in the
gas fuel compartment. The detection instrument is installed in the central control room.
When the hazardous gas concentration either in the turbine compartment or in the gas
fuel compartment reaches the setting value in DEVICE SUMMARY ML 0414, the
alarm relay of the detection instrument operates, which sends a signal to MK e
control panel. The alarm information will remind the operators of taking actions.

3.9 Atomizing air system

The atomizing air is mainly used to atomize the fuel when the unit is burning liquid
fuel. In order to make the fuel completely burn out, it is necessary to have the fuel
perfectly atomized. For this reason, a stream of high-pressure rotating air is passed
through the fuel nozzle to breakdown the liquid fuel into fine droplets for achieving
sufficient atomization.
The air coming from the compressor discharge air extraction port first enters the
atomizing air precooler by which the temperature of the extracted compressor
discharge air is decreased to reach the required value acceptable for entering the
atomizing air compressor. The air exiting from the precooler enters the atomizing air
compressor to be pressurized, and then goes through the atomizing air manifold, and
finally enters the fuel nozzles via the individual branches.
The main atomizing air compressor in this system is driven by the accessory gear,
so it is directly mounted on the transmission shaft of the gear. Since there is
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CR054.01/02

limitation to the temperature of the incoming air of the atomizing air compressor,
in the inlet piping of the main atomizing air compressor the temperature switch
26AA-1 is provided, which will annunciate an alarm when the inlet air
temperature increases to 135 . In order to make the atomizing air compressor
operate properly to provide atomizing air the differential switch 63AD-1 is installed
between the inlet side and outlet side of the main atomizing air compressor to sense
the pressure differential between the inlet and outlet of the main atomizing air
compressor. If such pressure differential decreases to the setting, an alarm or
turbine trip will be initiated.
Since the speed during unit startup is relatively low, the axial compressor is unable to
provide proper air for the main atomizing air compressor. In order to achieve firing and
maintain combustion, the unit is equipped with a starting booster compressor to supply
the atomizing air for the combustion system. The booster compressor is driven by a
special motor that is matched with the compressor. The atomizing air exiting from the
starting booster compressor flows through the main atomizing air compressor to the
individual fuel nozzles. When the starting device stops, the starting booster
compressor accordingly stops. Since then, the total atomizing air will be completely
supplied by the main atomizing air compressor.

It has been mentioned that this gas turbine unit can burn liquid fuel or gas fuel. The
gas fuel for this unit is natural gas. The changeover between two fuels can be
performed. The purging system of this unit is definitely different with the normally
used system due to the properties of natural gas. When the unit is burning gas fuel, the
atomizing air is not needed. By using the solenoid valve 20AA to open the
pneumatically operated bypass valve VA18 the atomizing air can return to the inlet
piping of the precooler, i.e. the atomizing air circulates in closed loop. Although the
atomizing air is not needed now, there is a problem necessary to be considered. After
the fuel changeover from liquid fuel to gas fuel the nozzle oil passage may have
residual fuel oil (previously burning fuel oil). In order to remove the residual fuel oil
and prevent the nozzle components from depositing carbon or distorting due to being
overheated and in turn reducing their service lives, it is necessary to adopt the purge
air piping system that will ensure the cleanness of the fuel nozzle and remove the
troubles when burning fuel oil is resumed. So the purge air piping system creates a
good condition for the subsequent burning fuel oil.
The purging system for the fuel oil passages of the dual fuel nozzles is comprised of
the filter FA3, the pneumatic purge valve VA19-1 and the associated piping. When the
unit is burning gas fuel, the compressor discharge air goes sequentially through the
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CR054.01/02

filter FA4, the pressure regulated valve VPR54 and the energized solenoid valve
20PL-1 to cause the purge air valve VA19-1 to open, which results in a portion of the
air in the atomizing air manifold to flow into the purge air branches via the purge air
manifold and purge the fuel oil passages of the fuel nozzles.

3.10 Cooling and sealing air system

It is well known that the gas turbine has a number of hot parts. The life of these parts is
certainly subject to unfavorable effect when working for long time under high
temperature. In order to extend their service life, improve operation conditions, reduce
thermal stress and deformation and thus make the unit steadily operate for long term, it
is necessary to take cooling measures. For this reason the unit is designed to have
cooling and sealing air system which provides cooling air for main hot parts and
sealing air for the bearing. It will be described in several aspects in the following
paragraphs.

3.10.1 Bearing seal air

During normal operation of the unit sealing air for the turbine bearings is provided
from a connection on the compressor casing out of the fifth stage. It is piped externally
and directed to both ends of each bearing housing, providing a pressure barrier to the
lube oil. This pressurized air seals the bearings and contains any lube oil within the
bearing housings that otherwise might seep past the mechanical seals. After performing
this function the air enters the lube oil tank with the drain oil from the bearing via the
oil drain channel and is vented via vent pipe to atmosphere.

3.10.2 Cooling of the turbine 2nd stage nozzle by using the extraction air from the
compressor 13th stage
In order to insure steady operation of the turbine 2nd stage nozzle over a long period,
it needs to be cooled by using the extraction air from the compressor 13th stage. Four
pipelines are used to direct the extraction air. For each pipeline an orifice plate is
installed to adjust the air flow in normal operation. Besides, for the lower two lines an
isolation valve is separately provided for blocking the water flow during water wash.
For the composition of such piping system see ML0417.

3.10.3 Cooling air from compressor

The air extracted from the cavity between the 16th stage and the 17th stage wheels of
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CR054.01/02

the compressor rotor flows through the center bore of the turbine rotor and the gaps
between the turbine 1st stage and 2nd stage wheels and the forward spacer wheel and
then enters the radial holes of the turbine 1st stage and 2nd stage buckets from their
base and finally flows off from the tips of the buckets, entering the main gas flow in
the turbine flow path annulus. Such air flow cools the 1st stage wheel aft-face, the 2nd
stage wheel forward-face and the 1st stage and 2nd stage buckets. A portion of the
above-mentioned extraction air continues to flow downstream through the center bore
of the turbine rotor and then through the gap between the 2nd stage wheel and the aft
spacer wheel to cool the 2nd stage wheel aft-face. On the way such air flow is divided
into two ways: one way for cooling the 2nd stage wheel outer aft-face, the other way
for cooling the 3rd stage wheel forward-face after passing through the seal packing of
the 3rd stage nozzle. Finally the two air streams exit into the main gas flow.
The leakage air at the extraction gap between the 17th stage wheel of the compressor
rotor and the seal packing of the inner cylinder of the compressor discharge casing
flows through the annulus between the inner cylinder plus inner barrel and the distance
piece and then through the gap between the support ring and the turbine 1st stage
wheel forward face. Such air flow cools the 1st stage wheel forward-face including its
rim and 1st stage bucket base. Finally the stream exits into the main hot gas flow after
the 1st stage nozzle.
The turbine 1st stage nozzle is cooled by the compressor discharge air which flows
through the designed gap and is directed to the nozzle hollow partitions. The concave
surface of each 1st stage nozzle partition is machined to have a number of small holes
along its longitudinal direction. The cooling air exits from these holes with the heat
taken away and enters the main hot gas flow, having a perfect cooling effect. The
turbine 1st stage shroud is cooled by the compressor discharge air which is directed
through the small holes on the forward side face of such shroud to come in. After
absorbing the heat this air stream exits into the hot gas passage and mixes with the hot
gas flowing downstream.

3.10.4 Turbine shell and exhaust frame cooling air

The cooling air supplied by the two specially equipped cooling blowers is used to cool
the turbine shell and the exhaust frame and reduce the ambient temperature around the
No.2 bearing. The two blowers are placed externally on one side of the unit. The
piping for delivering the cooling air runs through the turbine base to connect with the
flanges on the taper wall of the turbine shell, by means of which the air is piped to the
annulus inside the turbine shell. Then the air passes through the axial holes
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circumferentially distributed in the turbine shell, entering the space between the outer
cylinder of the exhaust frame and the outer barrel of the exhaust diffuser and in turn
the space between the struts and their envelopes. The air exiting from here is divided
into two ways. One way air goes along the outer wall of the inner cylinder to cool the
turbine 3rd stage wheel aft-face and then exits into the gas flow. The other way air
passes through the space between the inner cylinder of the exhaust frame and the inner
barrel of the exhaust diffuser and then through the two pipes which are located at the
aft end of the diffuser and run through the enclosure roof of the unit, entering the
atmosphere. Such cooling air flow will insure that the temperature of the space, in
which the No.2 gearing is located, is not too high and thus provide a fairly good
working environment.

3.11 Cooling water system

The cooling water system supplies cooling water for the turbine support legs and the
dual oil heat exchangers (also called oil coolers) and the atomizing air precooler,
causing the temperatures of the turbine legs and the lube oil header and the atomizing
air to be maintained in the specified range and thus ensuring the normal running of the
unit.
The cooling water which has a flowrate of 145m 3 /h (supplied by the customer) to the
water feed header, in which the coolant flows through a metering orifice. The metering
orifice is used to measure the flowrate when any problem with the system occurs and
needs to be analyzed. After leaving the orifice the outlet line has a branch line which
has a flowrate of 4.5 m 3 /h determined by a flow-limited orifice. The branch line is used
to send the coolant to the turbine support legs, causing their temperature not to exceed
the acceptable value. The remaining coolant in the header which has a flowrate of 134
m 3 /h flows towards the temperature regulating valve VTR1 located before the oil
coolers. This valve automatically adjusts the flowrate of the coolant entering the oil
cooler by sensing the oil temperature in the lube oil header to insure the lube oil
temperature being maintained 55 . The temperature regulating valve senses the lube
oil feed header temperature by means of a sensor bulb which contains a
thermo-sensitive liquid that will vaporize when heated. The vapor pressure thus
generated in the bulb is proportional to the lube oil temperature and is transmitted
through the capillary tube to the bellow which positions the valve popper to control the
coolant flow through the oil cooler. The valve VTR1 is closed during turbine startup,
and so the coolant exits from the temperature regulating valve via bypass connection
and flows towards the atomizing air precooler. The valve VTR1 will start to open as
the sensed fluid temperature approaches the control setting value, which causes the
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coolant to exit from both the oil cooler connection and the bypass connection. If the oil
temperature continues rising, the valve VTR1 will further open up to fully opening.
The total flowrate coming from the outlet of the oil cooler and the bypass port of the
valve VTR1 is 134 m 3 /h. A portion of such cooling water flow that is approximately 75
m 3 /h will pass through the orifice plate to the drain water header and the rest part that
is approximately 59 m 3 /h will flow towards the temperature regulating valve VTR2
installed in the feed water piping of the atomizing air precooler. A thermo-sensor
senses the atomizing air temperature from the outlet air piping of the atomizing air
precooler. Such signal is used to adjust the temperature regulating valve VTR2 for
controlling the amount of the cooling water entering the atomizing air precooler so as
to insure the atomizing air temperature at the inlet of the main atomizing air
compressor is limited to be not higher than 107 . The remaining cooling water will
flow towards the drain water header via the bypass port of the temperature regulating
valve VTR2.
The above-said two temperature regulating valves have the manual operated device
which can override the thermal element. When the automatic control is not working
properly, the manual operated device should be used to control the opening of the
valve.
All the water drain lines including the drain lines from the turbine legs, the oil coolers
and the atomizing air precooler and the bypass lines will join the drain header, through
which the cooling water leaves the unit.

3.12 Fire protection system

3.12.1 General
The high-pressure carbon dioxide fire extinguishing system is an important protection
arrangement of the PG6581 gas turbine unit. In case of fire occurrence in any compartment,
the system immediately releases carbon dioxide gas and meanwhile all the ventilation
openings of the compartments are closed. The volume concentration of the carbon dioxide in
the compartments will reach 34% (i.e. extinguishing concentration) within 30 seconds after
the initial carbon dioxide discharge is initiated. In order to prevent reburning of the
combustibles exposed to high temperature metal after the fire has been put out, an extended
(supplementary) carbon dioxide discharge system is provided to maintain the extinguishing
concentration for a prolonged period of not less than 40 minutes.
In this project, fire protection system adds an additional set of carbon dioxide bottles,
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which is operated by local manual mode.

The fire extinguishing mode includes automatic, emergency electrical and emergency
manual modes.
The fire extinguishing equipment includes the following items: fire extinguishing
equipment case, carbon dioxide storage cylinders and their cylinder head valves,
release-initiating device, release-initiating tubes, manifolds, safety relief valves, liquid
flow check valves, pressure switch, piping for delivering extinguishing agent, nozzles,
fire detectors, alarming and extinguishing controller, acousto-optic alarm annunciator,
manual control box, etc.

3.12.2 Major components of the system and their functions

3.12.2.1 Fire detectors

The thermo-sensitive type fire detectors (45FA, 45FT and 45FG) are located in the
accessory compartment, the turbine compartment, the load gear compartment and the
generator compartment respectively. When any detector senses a temperature of as
high as 316 , it will be triggered to generate and send the fire signal that will initiate
the fire extinguishing equipment.

3.12.2.2 Carbon dioxide storage cylinder and cylinder head valve

The nominal pressure of the storage cylinder is 15MPa. The cylinder head valve is
mounted on the top opening of the cylinder with safety device, release handle,
hold-down bolt and filling connector for extinguishing agent. After the cylinders are
installed in place on site, remove the safety device to make the cylinders be ready for
service, otherwise the cylinder head valves can not be opened. The extinguishing agent
in a single cylinder can be released by directly turning the handle (Note: This is not
suitable to be used for emergency manual extinguishing mode.). For filling the
extinguishing agent it is only necessary to connect the carbon dioxide source and
loosen the hold-down bolt. After filling is finished, the filling adapter can be removed
only after the hold-down bolt has been tightened.

3.12.2.3 Release-initiating device

There are two sets of release-initiating device. Each set consists of the following items:
nitrogen cylinder, knife type solenoid valve, stopper, manual retaining spring, handle,
pressure gauge, nitrogen filling connector, etc. The release-initiating device is used for
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opening the nitrogen cylinder. After the device is installed in place on site, the stopper
on the solenoid valve must be removed to allow the solenoid valve going into service.
If necessary to use emergency manual mode to extinguish the fire, it is only necessary
to pull out the retaining spring and press the handle, causing the solenoid valve to open
to release the nitrogen and thus release the extinguishing agent. The gauge is provided
for measuring the pressure inside the cylinder. If it indicates the pressure decrease, fill
the cylinder in time. For filling operation it is only necessary to remove the end cover
and connect the nitrogen source. After filling nitrogen is finished, remount the end
cover and make it tightened. After the actuation of the solenoid valve replace the
working diaphragm.

3.12.2.4 The pressure switch is installed in the manifold and is actuated when the
extinguishing agent is released, which functions as a feedback signal sent to the
alarming and extinguishing controller. The pressure switch must be reset after its
actuation.

3.12.2.5 The safety relief valve is installed in the manifold. Its safety diaphragm will
burst when the pressure in the manifold exceeds 15MPa, which provides protection
for the system. The specifications, material and burst pressure of the replacing
diaphragm should be consistent with the original one when replacing the bursted
diaphragm.

3.12.2.6 Alarming and extinguishing controller

The alarming and extinguishing controller is mounted on the case of the fire
extinguishing equipment. The externally inputted AC 230V power source is converted
into a DC 24 V 3A ungrounded source through a self-contained transformer and a
rectifier, which is interlocked with a backup DC 24 V source. On the control box there
are three indication lamps "NORMAL (GREEN)", "LOCK OUT (YELLOW)",
"RELEASE (RED)" and a switch for AC 230V source. The green lamp lights up by
means of turning on the power switch, and at this time the equipment is under the state
of automatic extinguishing and emergency electrical extinguishing. Once the fire
detector senses fire, the automatic fire extinguishing will be initiated by means of the
alarming and extinguishing controller, or the emergency electrical extinguishing
operation can also be carried out. It is allowed to operate the lock out switch on the
alarming and extinguishing controller to end the execution of the extinguishing
sequence within 30 seconds since the fire alarm signal is annunciated.

3.12.2.7 A manual control box (red) is located in the central control room. The box is
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equipped with two buttons. One is the emergency electrical extinguishing button for
releasing carbon dioxide in case of emergency. The other is the "cancel" button that is
used to cancel the extinguishing command issued by the alarming and extinguishing
controller within 30 second extinguishing alarm time.

3.12.3 Operation

3.12.3.1 Automatic extinguishing

When the fire detector senses a temperature of as high as 316 , a fire signal is
generated and sent to the alarming and extinguishing controller, causing the
annunciator of the extinguishing equipment to annunciate the acousto-optic alarms
after 30 seconds,close the air blowers and vents.After the evacuate of operators,

and

the solenoid valve on the nitrogen cylinder to operate and jab the working diaphragm
to release nitrogen gas.
3.12.3.2 Emergency electrical extinguishing
After the fire alarm signal is annunciated due to that the fire detector senses fire, the
solenoid valve is actuated to release carbon dioxide with 30 second extending alarm
time by operating the release switch on the alarming and extinguishing controller or by
operating the emergency electrical extinguishing button on the manual control box in
the central control room.

3.12.3.3 Emergency manual extinguishing

If the fire detection system is faulty or any section of the fire extinguishing equipment,
such as the automatic alarm system, the electrical control section, and the power
source, is faulty when the fire state is found, carry out the emergency manual
extinguishing operation from the carbon dioxide extinguishing equipment case. First
pull out the manual retaining spring on the solenoid valve and then press the
emergency operation handle, which will release nitrogen to open the carbon dioxide
cylinders

for

initial

discharge.

Then

open

the

rest

cylinders

(supplementary) discharge in the similar way.

CAUTION
Since there is no 30 second extending time for such
emergency extinguishing, it is emphasized that such

65

for

extended

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manual operation should be carried out only after the

ventilating equipment of the unit has been switched
off and the evacuation of all the personnel from the
protected area has been confirmed.

3.12.4 Maintenance of the main equipment of the fire extinguishing system

The operational personnel must carefully read the equipment instructions provided by
the carbon dioxide fire extinguishing equipment manufacturer and be conversant with
the operation and service of the equipment. The equipment should be maintained by a
special person and inspected regularly, and the records for the equipment should be
taken.

3.12.4.1 Check the pressure of the nitrogen cylinders for release-initiating. If the
pressure is below 90% nominal value (6MPa), refill the cylinders.

3.12.4.2 The weight of the extinguishing agent in the carbon dioxide cylinder should
be annually weighed by using a weighing device. If it is below 90% nominal value
(38.5kg), refill the cylinder.

3.12.4.3 Inspect the cylinder support, piping hangers, hooks or press plates for
stableness and secureness every three months.

3.12.4.4 Inspect and maintain the various valves of the equipment annually to insure
there is any abnormal sign, otherwise they can not be used.The whole piping and
nozzles should be purged once every years by using compressed air (or nitrogen).

3.12.4.5 Perform the following items in accordance with this instruction and relevant
specifications once every three years:
Check the corrosion and mechanical damage of the storage cylinders
and the cylinder head valves and carry out the hydraulic test for them;
Carry out the hydraulic test and gas-tightness test for the equipment and
the valves;
Carry out the hydraulic test and gas-tightness test for the hoses;
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Carry out the gas-tightness test for the piping system.

3.12.4.6 The requirements of the hydraulic test and the gas-tightness test for various
sections are as follows:

For components of the equipment:

The hydraulic test is carried out at the pressure of 22.5MPa for the
extending time of 5 minutes. No leakage should be found.

The gas-tightness test is carried out at the pressure of 15MPa for the
extending time of 3 minutes. The pressure loss is not greater than 10%
under the condition of no supplementary gas.
For piping:
The hydraulic test is carried out at the pressure of 15MPa for the
extending time of 5 minutes. No leakage should be found.
The gas-tightness test is carried out at the pressure of 10MPa for the
extending time of 3 minutes. The pressure loss is not greater than 10%
under the condition of no supplementary gas.

3.12.4.7 After the extinguishing operation of the equipment, the alarming and
extinguishing controller (for details see the Electrical Operation Instructions), pressure
switch, check valves, cylinder head valves should be restored to the normal working
state or position. The knife type solenoid valves should be reset after their working
diaphragms are replaced. Besides, the nitrogen cylinders and carbon dioxide cylinders
should be refilled.

3.13 Ventilating and lighting system

3.13.1 Ventilating
The ventilating fan 88BT-1 is mounted on the enclosure roof of the turbine
compartment. When the gas turbine is fired, it will be automatically started to draw the
hot air in the turbine compartment to enclosure outside and thus a negative pressure is
built up in the turbine compartment, which will cause the external fresh air to enter the
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turbine compartment through the ventilation openings in the side walls of the
accessory compartment and the turbine compartment and intensify the air convection
in the turbine compartment. As a result, the space temperature in the turbine
compartment is reduced during normal operation and meanwhile the combustible
gaseous mixture is not easy to build up.

The ventilating fan 88VL-1 is mounted on the enclosure roof of the DLN module. The
external air is drawn in through the vent on the enclosure roof of the DLN module and
is exhausted out of the enclosure by 88VL-1 mounted on the roof after circulating
through the module. Thus the concentration of combustible gas in the compartment is
reduced to minimum.

For the unit, of which the load gear box is equipped with an enclosure, two ventilation
fans are mounted on the enclosure roof of the load gear box compartment, by which the
pressurized fresh air is sent in for dissipating heat and ventilating.

3.13.2 Lighting
The accessory compartment, the load gear box compartment and the generator
compartment are all equipped with AC 220V and DC 120V lighting lamps. During
normal operation or maintenance the AC lighting lamps are on duty, and the DC
lighting lamps are for backup. The DC lighting lamps will automatically be on when
there is failure of AC power source.
For the schematic circuits of the lighting facility and receptacles of the unit see ML
Q9623 Motor Control Center.

3.14 Compressor washing system

In this project, one set of compressor washing system is shared by two gas turbine
generator units
3.14.1 Configuration of the compressor washing system
The compressor water wash system includes seven fixed nozzles for spraying water
located at the compressor inlet bell-mouth, a water wash skid and the attached piping.
The water wash skid includes the following main components:
Centrifugal water pump:

60m 3 /h

Detergent mixing pump:

0.96 m 3 /h

Electrical heaters:

40kW3, 415VAC
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0.75MPa,
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Water tank:

8 m3 ,

Detergent tank:

0.2 m 3 ,

Control panel, integral enclosure and common base.

3.14.2 Compressor water wash

The off-line water wash mode is used for this unit. Such wash is carried out when the
unit is rotating at the crank speed. Of course, the unit must be shut down and cooled
for a certain time.
Properly operating the water wash system will effectively remove various water
soluble substance and various oil mist deposits on the compressor blades, and thus the
pressure ratio and the flow rate of the compressor are restored, which will cause the
unit output to be increased.

There are two types of nozzle for washing: portable and fixed. The former type is used
to clean the inlet plenum and the compressor inlet bell mouth in order to prevent those
foul contaminants from entering the compressor. Such facility will be provided by the
customer according to its necessity.
In order to remove oil soluble deposits, the compressor should be soaked in the water
containing detergent. Then it should be rinsed with pure water to remove the remaining
detergent and finally dried, in order to avoid the corrosion of the flow path section
caused by the detergent.
The washing efficiency can be evaluated by visual inspection or measuring the electric
conductivity of the drained water or inspecting the contents of the trace metals by
optical spectrum analysis.

3.14.3 Washing procedures and requirements

For details see GEI-41042 "GAS TURBINE COMPRESSOR CLEANING".

3.15 Compressor extraction air processing system

The compressor extraction air processing system is a separate skid for processing air,
on which the extracted compressor discharge air will go through a process of reducing
temperature and pressure and removing moisture in order to provide the back-blowing
system (i.e. self-cleaning system) for the inlet air filters with proper air to carry out
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on-line cleaning. For the detailed operating principle of the system see ML 0419
"CONTROL GAS PIPING SCHEMATIC DIAGRAM".

3.15.1 Operating principle

The purposes of using the extracted compressed air from the compressor of the gas
turbine as the main back-blowing gas supply are as follows:
conveniently obtaining the filtered clean gas,
reliably insuring the pressure of the back-blowing gas,
and improving the reliability of the system.
However, since the compressor discharge air is of relatively high temperature and high
pressure, it is necessary to reduce its temperature and pressure, causing the air
parameters to meet the requirements of inlet air filters. During the process of reducing
temperaturethe water vapor in the pressurized air will condense to generate moisture,
which is not acceptable for the inlet air filter cartridge, so it is necessary to carry out
drying process for removing moisture. For this reason, on the air processing skid a
finned tube cooler is provided to achieve convective heat exchange between the
extracted pressurized air and the atmospheric air and thus reduce the inside air
temperature. A pressure regulator valve VPR67 is used to regulate the air pressure, and
a set of dual air driers which allows automatic changeover is used to dry the air,
reaching the purpose of moisture removal.

3.15.2 System layout

The air processing skid is an independent system. The customer may locate it in a
proper place according to the site condition. A stream of compressor discharge air is
piped via a filter to the outlet flange on the turbine base side face. The piping
connection from the unit outlet flange to the inlet flange on the air processing skid
should be done on site by the customer. The pressurized air passes through the finned
tube cooler, the pressure regulator valve and the air drier sequentially. Also, the
customer should complete the piping connection from the outlet flange on the air
processing skid to the inlet flange of the back-blowing air for the inlet air filters. (see
ML 0471 "INLET AND EXHAUST SYSTEM FLOW DIAGRAM")
In order to drain the condensed water, an adjustable intermittent drain valve is located
after the finned tube cooler. Its opening and closing actions are controlled by a
solenoid valve.
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3.15.3 System control

The air processing skid is equipped with a local control box. The 415V power source
from MCC is as control power source. The details are given in the instruction of the
product provided by the manufacturer.

3.16 Oil mist eliminator system

In this project, the oil mist eliminator system contains two oil mist eliminator units.
During operation, one unit is on duty and the other is used as backup.
The system is mainly comprised of an oil mist eliminator, an oil mist eliminator
support structure, piping and valves.

The main function of the system is to eliminate the oil mist contained in the oil drain
lines from the generator and the load gear and in the unit oil tank. The oil vapor mixed
with air after being processed is vented to the atmosphere, and the oil eliminated from
the mist flows back to the oil tank. For the detailed working process see ML Q05-3
DIRGRAM SCHEM. PP-OIL-AIR SEPERATOR (i.e. OIL MIST ELIMINATOR
PIPING SCHEMATIC DIAGRAM).
The core component of the system is the oil mist eliminator. The following description
will be focused on it.

3.16.1 Configuration of the oil mist eliminator and its working principle
The oil mist eliminator includes a shell, a stainless steel mist eliminator, a gas
distributor, a coarse-grained polymerization and elimination element assembly, a fan,
automatic control instrumentation, a supplementary gas regulation device, a negative
pressure protection valve, bypass piping and its automatic open and close device and
various valves. They are integrated and assembled on a base to form an integral set-up.
The shell of the equipment, all the piping valves connected with the shell, and all the
parts inside the shell are all made of stainless steel. They have comparatively strong
anti-corrosion capability that will completely insure their service in open air and make
them be applicable to the treatment or elimination of various corrosive gaseous mists.
The stainless mist eliminator and the gas distributor are made of a special stainless

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steel mesh and are manufactured through a precision finishing process. They are used
to remove the entrained mist foam in the gas and equally distribute the oil vapor to be
processed in the shell so as to insure the effective elimination of oil mist.
The coarse-grained polymerization and elimination element is made of a high
molecular substance and is produced through a special technological process. This
element has a good capability to adhere, capture and polymerize the oil particles in the
oil mist and to eliminate the oil beads. It can capture the oil beads greater than 2 m
and various mist contaminants.
The fan for this equipment is a centrifugal fan of large flowrate and high pressure head
(the discharge pressure may reach 0.007MPa). It is specially designed and
manufactured in accordance with the design requirements of the general arrangement
by the specialized factory.
The oil mist eliminator uses a specially made centrifugal fan which operates in
negative pressure draught, that is to say, the fan is installed in the gas vent piping of
the oil mist eliminator. Depending on the action of negative pressure, the oil mist to be
processed is drawn from the oil tank and the other places into the oil mist eliminator
where it will be processed and eliminated.
The oil mist from the generator, the load gear and the unit lube oil tank automatically
enters the oil mist eliminator under the drawing action of negative pressure. First the
oil mist passes through the capturer to cause most part of the oil foam to be removed
and then passes through the gas distributor to enter the coarse-grained polymerization
and elimination elements for carrying out the oil mist elimination. Here, the oil beads
greater than 2 microns and contaminants are completely captured, polymerized and
eliminated. After passing through the secondary mist elimination device the purified
gas enters the inlet of the fan, by which it is vented to the atmosphere. The captured oil
beads and contaminants are getting larger and larger due to polymerization. When their
gravitation force is greater than the adherent force, they will drop and then flow to the
oil collection chamber at the bottom of the mist eliminator. In the outlet piping of the
oil collection chamber there is a valve that directs the oil back to the oil tank.
In order to ensure the normal reliable operation of the system, negative pressure
indicators, a differential pressure indicator under automatic control, a supplementary
gas regulation device and an overload protection device due to negative pressure are
installed for the mist inlet chamber and the gas outlet chamber of the equipment
respectively.
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3.16.2 Technical parameters of the oil mist eliminator

1. Product type:

KYF-20D

2. Maximum treatment capacity of oil mist:

3. Removable oil particle contaminants:

16m 3 /min (960m 3 /h)

2 m

4. Equipment operating pressure:

Inlet pressure:

-2000Pa
80

5. Equipment operating temperature:

6. Operating mode:
7. Oil drain mode:

auto/manual
auto/manual

8. Power supply voltage:

AC 415V, 50Hz, 3-phase

9. Maximum fan capacity:

7.5kW

10.Motors ratation speed:

3000rpm

3.16.3 Operation and maintenance of the oil mist eliminator

Before making use of the equipment the operator should carefully read the description
of the system and be conversant with the function of the various valves and gauges
equipped for the mist eliminator. The operator should also know the function and the
routes of the individual pipelines connected with the equipment.

3.16.3.1 Commissioning procedures for the system

1. Check for the correct connection of all the piping connected with the
equipment and the intactness of all the gauges in the equipment.
2. Check for the correct connection between the electrical control box and the
terminals of the electrical connection box of the equipment.
3. Check for the proper function of the gauges by means of simulation.
4. Check for the correct rotation direction of the fan.
5. Open all the valves in the inlet piping and check whether the valves in the
discharge piping are set in the fully open position (if the valves are installed).
6. If there are any valves in the discharge piping, they should be set in the fully
open position.
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7. After the above checks are completed, start the fan. If the fan is operating
properly, check for the proper function of the gauges in the equipment.
8. Adjust the valve in the inlet piping to cause the inlet flowrate of the equipment
to meet the operation requirement. The general way for making such
adjustment is slowly reducing the valve opening until the required inlet gas
flowrate is reached. (A flowrate of approximately 600m 3 /h is available when
the valve is one third opened.)

9. After the flowrate regulation is finished, check whether the indicated negative
pressure in the inlet chamber is 0.002MPa. If the required negative pressure is
not reached, close the supplementary gas valve to achieve that.

10. After the above procedures are completed, the system is ready for normal
operation.
11. If the system is required to be out of service, it only requires stopping the fan.
At this time, do not operate any valves and touch any gauges in the system as
they have been ready for next start.

3.16.3.2 For normal service it is only required to start the fan. If the equipment is not
operated by a special person, it is necessary for the other person to check all the
gauges in the equipment and check for the normal operation position of the valves.

3.16.3.3 If it is required that the operation of the equipment is automatically linked

with the operation of the main unit (generator and gas turbine), this should be carried
out after the commissioning work in accordance with the paragraph 3.16.3.1 is
completed. Further more, a special person should be arranged to be responsible for the
system in order that the above-mentioned checks before starting the system are not
carried out again for the later automatic on-line operation.

3.16.3.4 Maintenance
1. Regularly check for the normal operation indication of the various gauges in
the equipment.
2. When the negative differential pressure between the inlet and the outlet of the
equipment reaches 0.004MPa, the coarse-grained polymerization and
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CR054.01/02

elimination elements should be cleaned or replaced.

3. Replacement of the coarse-grained polymerization and elimination elements

The replacement of the coarse-grained polymerization and elimination elements
is very convenient. It is only required to carry out the following sequential steps:
Take the coarse-grained polymerization and elimination element assembly out of
the equipment;
Remove the used elements from the core barrels;

Put new elements in;

Put the coarse-grained polymerization and elimination element assembly back in
the equipment;
And finally mount the seal cover.

So the coarse-grained polymerization and elimination elements are ready for

service again.
4. As for the cleaning maintenance of the oil foam capturer and the gas distributor,
it is only required to adopt the following steps sequentially:
Take the two components out of the equipment;
Soak and clean them in hot water or the water mixed with detergent;
Dry them with the pressurized air;
And finally put them back in the equipment.
The cleaning maintenance of the oil foam capturer and the gas distributor is very
convenient b ecau se they are just p laced in the equip men t withou t bolting
connection between them and the equipment.
3.17

Fuel purge air system

For the dual fuel system an air stream is branched off from the atomizing air system for
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purging. The purge air system is to purge the liquid passages of the fuel nozzles when
use fuel gas. And purge gas fuel pipe & gas fuel nozzles when use fuel liquid. The
detailed control of purge air system see the control specification (A010)

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4. GENERATOR PACKAGE
4.1 Generator
For the detailed description of the generator see QFR-42-2.
"INSTALLATION, OPEERATION & MAINTENANCE INSTRUCTION FOR GAS
TURBO-GENERATOR".

4.1.1 Brief introduction

The QFR-42-2 type gas turbo-generator is manufactured in accordance with the
technology introduced from the British BRUSH ELECTRICAL MACHINES LIMITED.
It is a three-phase synchronous generator which uses the enclosed water-to-air cooling
mode. The air cooler is placed on the top of the generator and is directly connected to
the stator frame. The rotor windings adopt the advanced internal direct cooling for the
conductors. As a feature of the general structure the end frame bearings are used.
The excitation of the generator is brushless excitation. The excitation system consists
of a three-phase AC main exciter which is coaxial with the generator and a
single-phase AC permanent auxiliary exciter. The excitation current created by the
main exciter is inputted to the excitation windings of the generator.
The generator is equipped with an automatic voltage regulator (DVR).

4.1.2 Main capability data

Nominal capacity:

42MW

Nominal voltage:

10500V

Nominal current:

2886.8A

Frequency:

50Hz

Power factor:

0.8

Efficiency:

98.2%

Short circuit ratio:

0.51

Connection:

Protective type:

IP54

Rotation direction:

Clockwise viewed from prime mover towards

Generator

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4.2 Electrical equipment

4.2.1 Neutral cubicle
A neutral cubicle (neutral cab) is provided for the lead from the neutral of the
generator. In the cubicle there are six current transformers a neutral grounding
transformer with second resistor. Each phase has two current transformers, and each
current transformer has two secondary which are provided for protection and
measurement respectively. In the lower section of the cubicle there are connection
terminals for the secondary outgoing line connection.

4.2.2 Outgoing line cubicle

An outgoing line cubicle (outgoing line cab) is provided for the leads from the
generator outlet. In the cubicle there are connection copper and capacitor and arrester.

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5. LOAD GEAR
The load gear is located between the gas turbine and the generator, and its function is
to transmit the torque of the turbine shaft to the generator shaft through speed
reduction.
For the detailed description of the load gear see the relevant instruction provided by
the manufacturer. The load gear is made by France Flender company.

5.1 Main structure of the load gear

The load gear is an one-step reduction gear. The gear teeth are inviolate double helical
teeth. The pinion assembly is connected with the output shaft of the turbine through a
rigid coupling, and the low speed gear is directly connected to the generator rotor.

The gear shafts are laid out in the longitudinal vertical plane, and the drive shaft
(pinion shaft) is above. The casing is divided into three parts: upper, middle and lower.
They are bolted on the horizontal joints to be an integral. The whole gear box is
installed on a specially designed base plate.

5.2 Main technical capability data

Nominal load:

54000kW

Nominal speed of the low speed gear:

3000rpm

Nominal speed of the pinion:

5163rpm

Center-to-center:

660mm

Total axial length:

2320mm

Efficiency:

99% (under nominal load)

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6. CONTROL SYSTEM PACKAGE

6.1 General
The total functions of control, display and protection are accomplished by the turbine
control panel, the generator control panel, the generator protection panel and the motor
control center.

6.2 SPEEDTRONIC turbine control panel

6.2.1 General
See Mark e manual provided with the HMI.

6.2.2 Ambient conditions for operation

The temperature range is 0~40 , and the relative humidity is 5~95 percent. There is
no condensation of water vapor.

6.2.3. Weight and outline dimensions

The weight of the control panel is approximately 912kg. The standard outline
dimensions are 2260mm width 900mm depth 2400mm height. The electronic
modules are mounted on the back wall and easy to do installation and maintenance.

6.2.4 Structure features

The hardware uses standard modules of building blocks fashion. The software are also
standardized. The cards of each core are easy to be inserted and removed. They use
comparatively less number and sorts of components. These components have the
advantages of good quality, rapid installing, high reliability and flexibility and
convenient on-line inspection and maintenance. The wiring inside the panel is
designed to take into consideration of reducing signal noise and mutual interference
between wires to minimum. Besides, the primary operator interface <HMI> is located
separately in relation to the panel, and the emergency stop push button (its pressed
position can be kept, but its reset requires manual turning and pulling out) are mounted
on the front panel.

6.2.5 Power source

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The standard MK VIe control panel is provided with DC 120V source by means of
batteries. The ignition transformers and the primary operator interface <HMI> use AC
240V 50Hz source respectively. The typical power consumption of the standard panel is
DC 900W and AC 300W. The power distribution core inside the panel is used to safely
send the input power to the individual cores and cards through different branches. For
the detailed information of the turbine control panel see manuals of MARK VIe
control panel provided with the unit.

6.3 Generator control panel

6.3.1 General
For the elementary diagram of the generator control panel see ML Q3710 "GENERATOR
CONTROL PANEL".
The generator control panel consists of a control panel and an auxiliary control panel.
The panel is of operable front door type.
The generator control panel is comprised of the following components:
Measurement instrumentation for the operating parameters:
Active power and reactive power transmitters;
Automatic voltage regulator;
Manual synchronization device;
Microprocessor-controller acousto-optic annunciator;
Generator control and regulation switches and test buttons;
Visual display boards and indicating lamps;
DC and AC intermediate time relays;
Heater and lighting equipment inside the panel.

6.3.2 Primary functions of the generator control panel

The panel is capable of accomplishing the manual and automatic control for the
operation of the generator in parallel with the other units or the system.

6.3.2.1 Functions of the panel instrumentation

Representing the main parameters while the generator is operating and the system
parameters;
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6.3.2.2 Functions of the power transmitters

The power transmitters are used to convert the sensed signals of the output power
generated by the generator into the DC signals which are sent to the turbine control
panel and further control the output power of the generator by means of the
coordination of the turbine control panel.

6.3.2.3 Functions of the control and regulation switches

1.

Accomplishing the manual synchronizing operation (by means of the

coordination of the synchronization check relay and synchroscope ) or the
automatic synchronizing operation (by means of the coordination of the
synchronization module of the turbine control panels);

2.

Accomplishing the manual or automatic regulation of the reactive power (by

means of the coordination of DVR-2000R) and the active power (by means of
the coordination of the turbine control panel) after the generator has been
synchronized with the grid.

6.3.2.4 Function of the visual display board

The visual display boards are used to indicate the operating status of the generator,
such as generator circuit breaker closed or open, DVR-2000R run with A channel or
B channel, "automatic excitation" or "manual excitation" mode, speed up (load rise)
or speed down (load drop), power factor control run on or off, etc.

6.3.2.5 Functions of the acousto-optic annunciator

1. Annunciating alarms for the various protective actions of the generator;
2. Annunciating alarms for the various abnormal operating status of the generator;
3. Annunciating alarms for the failure of the excitation system and its abnormal
operation status;
4. Transmitting the various alarm signals to the gas turbine control panel.

6.3.3 Brief description of the components

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6.3.3.1 Measurement instrumentation for operating parameters

The generator is provided digital multimeter, it could show stator current (one per
phase), voltage, frequency, active power, reactive power, power factor, active kWh and
reactive kWh.

The excitation system of the generator is provided with output ammeters, output
voltmeters.

The system is provided with voltmeter, frequency meter and synchroscope (It indicates
whether

the

synchronization

conditions

are

reached

when

performing

the

synchronization of the generator with the system, it also indicates the voltage
difference and the frequency difference between the generator and the system).

6.3.3.2 Active power and reactive power transmitters

Both the active power transmitter and the reactive power transmitter are the products
produced in accordance with the introduced technology. They are featured with
compact structure, small volume and high precision, etc. Their inputs, outputs and
power sources are completely insulated, and the case is insulated with all signal ports.
They can be installed inside the panel.
The output stage of each transmitter is a constant current source and is suitable for
long distance transmission. It can be used in series with the resistance loads, such as
various electric instruments, data converters and recorders without reducing the
precision. The output of the power transmitter is 4-12-20mA (bi-directional), The
output is a linear function of the input.
The output of the power transmitter is sent to the turbine control panel, by whose
coordination it can control the output power of the generator.

6.3.3.3 Automatic voltage regulator

The modular automatic voltage regulator (DVR-2000R) is used to control the
excitation for the brushless-excited generator. It consists of two mainframes, two
mainframes are A channel and B channel which standby each other. The main rack
cabinet is of standard modular structure All the modules are convenient for
withdrawing and maintenance. There are several relevant LED in the faceplate that can
indicate signals.
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The mainframe includes the following main plug-in items: power supply board
1(PWR1),

power

supply

board2(PWR2),CPU

board(CPU),

digital

input-output

board(DI/DO), gain pulse boardPGC , signal processing board(SPB), PT/CT

board(PT/CT), power board and frond board.
The power board is single-phase rectifier.
The equipment has two sets of system, "manual" and "auto". When run at manual,
the automatic channel follow the voltage of the generator at any moment; when run at
auto, the manual channel follow the rotor current (or output current) by 30s time
expand. The transfer from each other can be carried out smoothly.

The equipment may operate using constant power factor control mode.
The equipment has the functions of over excitation limit and under excitation limit and
V/Hz limit.
The equipment has the functions of system checkout itself include RAM checkout,
power control, silicon control failure etc. When the equipment has same trouble, it will
send out hardware failure single, at the same time this channel will quit, and the
standby channel will run automatically.
The equipment has the protection functions of PT open. Pulse fault detection, over
excitation, under excitation, V/Hz, etc.
For the detailed operation principal and service of the equipment see "DVR-2000R
EXCITATION REGULATOR USER GUIDE

6.3.3.4 Manual synchronization device

The manual synchronization device is comprised of a DT-1/200 type synchronism
check

relay

and

synchroscope.

It

is

used

to

accomplish

the

manual

quasi-synchronization of the generator with the system, whereas the automatic

quasi-synchronization of the generator with the system is accomplished by the
synchronization module inside turbine control panel.
The function of the synchronism check relay is to insure that the phase difference
between the voltages of the generator and the system is within the permitted range
when making an attempt to accomplish the synchronization of the generator with the
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system.

6.3.3.5 Microprocessor-controlled acousto-optic annunciator

The AN-3100 microprocessor-controlled acousto-optic annunciator is selected for this
panel. It is a system of high reliability with multi-microprocessors and is featured with
simple circuits, more functions and combination structure, etc.

The annuaciator consists of power supply unit, alarm unit, operation unit and audible
unit.

1. Power supply unit

The power supply unit is used to provide the annunciator with power. It is an
independent module installed together with the alarm unit as well as separately
inside the panel.
2. Alarm unit

Each alarm unit is an independent module. The number of the alarm units for an
acousto-optic annunciator is determined by the quantity of the alarm signals.
The primary functions of an alarm unit are as follows:
(1) It provides four independent alarm circuits. The number of alarm circuits
for each unit is selected according to the level of importance of the alarm
signal.
(2) One to four light indicator windows are provided on the front of the unit.
The number of the windows should be matched with the number of the
alarm circuits. The dimension of the window may be 1/4, 1/3, 1/2 and 1
unit size. Each window may have four colors, i. e. red, yellow, white and
green. The selection of the different colors is depended on the character
of the alarm.
(3) It provides nine annunciating programs, two input modes and two kinds
of alarm status. They can be selected according to the needs on site.
The acousto-optic annunciator for this panel provides the following alarm
signals:

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Generator differential; composite voltage restraint overcurrent; Generator

stator

earth;

over

voltage;

field-loss;

Generator

reverse

power;

Generator

negative-sequence overcurrent; generator rotor grounding; single and double point;

overall differential.CT circuit break in generator differential protection; PT circuit
break on generator side;
generator air cooler leakage;
Failure of rotating diodes; Failure of AVR channel; Field suppression; Trip of
excitation switch 2KK.
Failure of protective power supply and protective device. etc

3. Operation unit
Four buttons are available on the panel of the operation unit, Their names and
functions are as follows:
SILENCE: It is used to silence the present alarm, but does not have any effects on
the light indicators and the alarm acknowledgement status, The sequence is still
in alarm status. If there are any inputs of new alarm messages, the annunciator
will sound again.
ACK: It is used to perform the status conversion from "ALARM" to
"ACKNOWLEDGEMENT".
RESET: If the "manual reset" is selected by the program, this button can be used
to perform the status conversion from "ACKNOWLEDGEMENT" to "NORMAL"
when the normal state of the process has been restored. It can also be used for
status restoring from "ACKNOWLEDGEMENT" to "NORMAL" if the backward
signaling sequence is selected by the program.
TEST: It is used to simulate the instantaneous abnormal status for all alarm
points, activating the indicating lamps to blink and the sounder to sound (except
the back signaling sequence). During the test new alarm messages can be stored
for display after the test is finished.
The operation unit can be installed together with the alarm unit as well as
separately on the panel or the operator console.

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4. Audible unit

The audible unit provides three kinds of sound of different tunes when the system
is annunciating alarms: normal alarm sound, emergency alarm sound and
backward signaling alarm sound. (This is depended on the configuration of the
programs for the system).
The audible unit can be installed together with the alarm unit as well as
separately on the back face of the panel.

6.3.3.6 Control and regulation switches and test buttons

1. Control and regulation switches
1QS "DC POWER SUPPLY" switch
It is used to on or off AC power supply for DVR-2000R (normal power supply).
2QS "AC POWER SUPPLY" switch.

It is used to on or off DC power supply for DVR-2000R (standby power supply).

2KKA, 2KKB, 90VR control switch
It is used to on or off the input of AVR.
43EMS "EXCITATION MODE" selector switch
It is used to select the "MANUAL" or "AUTO" control status of the automatic
voltage regulator;
90R4 "AUTO EXCITATION" control switch
It is used to regulate the generator voltage when operating in single unit mode or
regulate the reactive power output of the generator when operating in parallel
with the grid;
52G/CS "CIRCUIT BREAKER CLOSE OR OPEN" switch

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It is used to close or open the circuit breaker when performing manual

synchronizing operation;
70R4/CS "GOVERNOR" control switch

It is used to adjust the frequency of the generator (by means of the coordination
of the turbine control panel) when the generator is operating in single unit mode
or regulate the active power output (by means of the coordination of the turbine
control panel) when the generator is operating in parallel with the grid;
43PF "POWER FACTOR" control switch

It is used to control the operation status of the power factor card. During unit
operation turn the switch to "ON" if the card is needed to go into operation or
turn the switch to "OFF" if it is needed to be out of operation;
43VS "VOLTMETER SWITCHING" selector switch
It is used to measure each phase-to- phase voltage of the system by switching the
voltmeter to the individual corresponding position;
43S "SYNCHRONIZING MODE" selector switch
It is used to select "MANUAL" or "AUTO" operation of the synchronization
device. The "TEST" position is used to check whether the synchronization device
sends "circuit breaker close" signal.
43ST "SYNCHRONIZING OPERATION POSITION" selector switch
It is used to select "LOCAL" or "REMOTE" synchronizing operation.
43EF "EXCITATION SOURCE" control switch
It is used to switch on or off the excitation source.
43ECS "EXCITATION CHANNEL" select switch
It is used to exchange between A channel and B channel while running.

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43ET "EXCITATION OPERATION LOCATION" switch

It is used to select excitation operation local or remote.

43ECC EXCITATION CHANNEL control switch

It is used to select ON or OFF EXCITATION CHANNEL.

2. Test buttons

AN1 lighting test button. It functions to test Visual display boards;

AN2 soft start button;

6.3.3.7 Visual display boards and indicating lamps

1. Visual display boards
XD11 "A CHANNEL AUTO EXCITATION" visual display board;
XD12 "A CHANNEL MANUAL EXCITATION" visual display board;
XD21 "B CHANNEL AUTO EXCITATION" visual display board;
XD22 "B CHANNEL MANUAL EXCITATION" visual display board;
XD31 "SPEED DOWN (LOAD DROP)" visual display board;
XD32 "SPEED UP (LOAD RISE)" visual display board;
XD41 "POWER FACTOR CONTROL" visual display board;
XD42 "PSS RUNNING" visual display board;
HD1 "CIRCUIT BREAKER CLOSE" visual display board;
LD1 "CIRCUIT BREAKER OPEN "visual display board.

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2. Indicating lamps

BD-1, BD-2 synchronizing indication lamps

They are used to visually view the variation of frequencies and voltages of the
generator and system by the operator before performing synchronizing operation.

6.3.3.8 AC, DC intermediate and time relays

27B-1, 27B-2

system low voltage monitoring relays;

52Z-1, 52Z-1X

auto synchronizing auxiliary relays;

52Z-2

manual synchronizing auxiliary relay;

52Z-3

remote control synchronizing auxiliary relay;

52GX-1, 52GX-2

auxiliary relays for the circuit breaker 52G.

6.3.3.9 Heating and lighting equipment for the control panel

1. Two AC 110V, 80W heaters (23 GC and 23 EC) are installed inside the
generator control panel and the auxiliary control panel respectively. In order
to prevent the moisture from reducing the insulation level of the electrical
equipment inside the panels when the unit is used under the damp and hot
climate condition, the heaters will be started into operation. Their electrical
source switches are located in the AC 220-110-0V switchgear of MCC.
2. The lamps (AL-16 and AL-18) for lighting use are provided in the generator
control panel and the auxiliary control panel respectively. Switching on the
lamps is relied on the limit switches (LK1 and LK3) on the panel. The light
comes on when the door is opened and it goes out when the door is closed.

6.3.4 Instruction for the service and operation of the generator control panel
6.3.4.1 The following items of work should be carried out before initially going into
service of the generator control panel:
1. Calibrate the measurement instruments for all the operating parameters;
2. Calibrate the active and reactive power transmitters;
3. Inspect and commission the automatic voltage regulator (DVR-2000R) and set
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the operating values of various parameters;

4. Inspect and commission the synchronization device and set the operating
values of various parameters;

5. Check for the correct connection inside the panel according to the electrical
elementary circuit diagram;

6. Check for the required specifications of the fuses;

7. Check for the smooth operation of all the control switches and buttons and the
good contact condition of the contacts;
8. Check for the proper functions of the microprocessor-controlled acousto-optic
annunciator by energizing;
9. Check for the proper indications of all the visual display boards by energizing.

6.3.4.2 The generator control panel is allowed to go into normal service only after
finishing the above check and commissioning items.

6.4 Generator protection panel

For the elementary circuit diagram of the generator protection panel see ML Q3711
GENERATOR PROTECTION PANEL.
Here only a brief description of the generator protection panel is given.
This protection panel adopts microprocessor- controlled protection design.
The protection performed by this protection panel is classified as short circuit
protection and abnormal operation protection.
Short circuit protection: It is used to respond to the various types of short circuit faults
in the protected area which will cause the direct damage of the unit. In order to prevent
the protective device from rejecting operation, this type of protection is designed to
include main protection and backup protection. Both the main protection and the
backup protection have the functions of turbine trip, 52G trip, field suppression, and
annunciating alarms.
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Abnormal operation protection: It is used to respond to the abnormal operating

conditions that may be harmful to the unit, but these abnormal operating conditions do
not or will not rapidly cause the direct damage of the unit. Such kind of protection has
the functions of 52G trip, field suppression and annunciating alarms.

The control objectives for the operation of various protective devices are dependent on
the character and options of the protective devices and the actions taken for faults. For
the gas turbine generator unit the following several kinds of actions are taken:
Completely stop: turbine shutdown, circuit breaker 52G trip field suppression and
annunciating alarms;

Annunciating alarms: generating the acousto-optic signals.

The primary functions of the various protective devices are as follows (Brief, see
Q3711):

Generator differential protection:

The protective range is the area from the generator neutral to generator outlet. This
protection initiates a transient action when the phase-to-phase short circuit in the
protected area occurs. This is the main protection of the generator. The protection
output is obtained by using cyclic blocking mode, that means the protection device will
operate when the same type fault occurs in any two phase circuits and the
corresponding relays operate.

Composite voltage restraint

Over current protection:

The overcurrent protection under the presence of the composite voltage refers to the
generator overcurrent protection due to the external fault of the generator, as well as
the backup protection of the longitudinal differential protection due to the internal
fault of the generator.

Stator ground protection:

This protection is taken as the special protection of stator single-phase grounding. It
responds to the magnitude of the first harmonic zero-sequence voltage at the generator
outlet and the triple-frequency harmonic voltage at the neutral. The protective range
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may reach 95% area of the stator windings.

In order to prevent the malfunction of the stator ground protection due to the
high-tension side earth of the generator transformer, the earth protection blocking on
high-tension side is used. When the generator stator earths and the first harmonic
zero-sequence voltage at the generator outlet or the triple-frequency harmonic voltage
at the neutral exceeds the setting value, the protective device operates with a time
delay.

Loss of field protection:

This protection takes that whether the measured impedance variation on generator side
is beyond the static stability limit boundary as a criterion. When the field loses or is
attenuated to the level which can not maintain the impedance characteristic variation
on generator side for steady operation (transferring from first quadrant to forth
quadrant), the protective device operates with a time delay. The protection is blocked
by circuit break of voltage transformer on generator side.

Negative-sequence overcurrent protection:

This protection is provided with two functional sections of definite time limit and
inverse time limit. The definite time limit section is for annunciating alarms and the
inverse time limit section is for 52G trip. Such protection functions to prevent the rotor
from being overheated due to negative-sequence current and thus protect the surface of
the rotor body when the asymmetrical fault and the asymmetrical overload occur. In
addition, it is also taken as the backup protection for the system asymmetrical fault.
When an excessive negative-sequence current occurs due to the three-phase load
unbalance or the system phase-to phase fault, the protective device will operate in
accordance with the time characteristics of definite time limit alarm and inverse time
limit 52G trip.

Reverse power protection:

When the gas turbine is suddenly tripped (or the fuel supply is cut off), whereas the
high-tension circuit breaker of the generator is not tripped, the generator will run in
motorized way and absorb the active power from the system. The amount of the
absorbed power will increase with the decrease of the kinetic energy stored in the shaft
output system of the unit, and finally the total load of the compressor will be added to
the generator. Such load will greatly exceed the rating of the generator and the rated
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transmission power of the load gear box, and thereby will cause the serious damage of
the gas turbine and generator. In order to avoid such damage, the reverse power
protection is provided. When the active power absorbed from the system exceeds the
sum of copper loss, windage loss and friction loss of the generator, the reverse power
relay will actuate 52G to trip with a time delay.

In addition, the reverse power relay is also functioning as an automatic component

when the unit is shut down following the shutdown automatic sequence. When the
reverse power occurs to the generator, such signal is transmitted to the turbine control
panel where it is judged and then the circuit breaker trip and turbine shutdown
sequence is performed.

Symmetry Overload protection:

Protection device has two sections which is definite and inverse time-lag. Definite
time-lag is signaling and inverse time-lag is tripping. The protection is an overheat
protection of generator stator.

Overvoltage protection:
This protection is the stator overvoltage protection due to the generator load rejection

Rotor single point grounding protection:

This protection is taken as the protection for rotor single-point grounding fault or the
insulation at somewhere reducing to a certain level. The protective device will operate
with a time delay.
This protection is designed to operate not continuously, but regularly with a certain
time interval. The function is accomplished by the rotor detection slip ring. This
device performs the detection for the generator rotor once every 8 hours (the time can
be adjusted according to the need) and each detection takes 15 seconds (the time can be
adjusted according to the need). The manual detection button is provided on the
protection panel to control the position of the detection slip ring for manual detection
of the rotor at any time. The indicator light for the rotor earth detection on the
protection panel comes on when the detection is under way.

The power source for the operation of the protective devices is DC 120V. On the panel
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there is an indicator light for power source.

When any group of protective devices operates, there will be the indicator light display
on the front panel, indicating the fault has occurred and sending the signals to the
acousto-optic annunciator.

The protective device is designed to accept the signals of differential CT circuit break,
PT circuit break on generator side VT. There will be the indicator light display on the
panel when any circuit break signal occurs and the signal is sent to the acousto-optic
annunciator.

The top wall of the panel is equipped with a lighting lamp for convenience of
maintenance. When the door is open, the lamp is automatically on.

6.5 Motor control center (MCC) cabinet

For the detailed description of the motor control center (MCC) see ML Q9623
Instructions for Motor Control Center. For the elementary circuit diagram of MCC
cabinet see ML Q9623 Motor Control Center. Here only a brief description of the MCC
cabinet is given.
The MCC cabinet (shortly called switchgear) is used to carry out integrated control,
protection and power distribution for the AC and DC auxiliary equipment and provide
power source for unit control and protection, signaling and lighting.
The switchgear consists of seven cabinets. Each cabinet is divided in a number of
installation units from the top to the bottom. For the individual installation units
contained in the switchgear see the list of MCC installation units.

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LIST OF MCC INSTALLATION UNITS

NOMINAL
NUMBER

AC/DC

CODE

UNIT NAME

CAPACITY
(kW)

AC

MEASUREMENT AND RELAYING

AC

AC POWER-SWITCHING

AC

88CR

AC

88TK-1

CRANKING MOTOR

450

No.1 TURBINE SHELL & EXHAUST

37

FRAME BLOWER
5

AC

88BT-1

TURBINE AND ACCESSORY COMP

22

COOLING AIR FAN

6

AC

88BT-2

TURBINE AND ACCESSORY COMP

22

COOLING AIR FAN

7

AC

88VL-1

No.1 DLN MODULE

VENTILATION

FAN
8

AC

88TK-2

No.2 TURBINE SHELL & EXHAUST

37

FRAME BLOWER
9

AC

88VG

LOAD GEAR COMP VENTILATION FAN

7.5

10

AC

88QV

OIL MIST SEPARATOR

7.5

11

AC

88VL-2

No.2 DLN MODULE

VENTILATION

FAN
12

AC

88QA

AUXILIARY LUBE OIL PUMP

13

AC

88HQ

AUXILIARY

HYDRAULIC

30
SUPPLY

6kw

PUMP
14

AC

AC415V

15

AC

23QT

16

AC

23HG

415V

SWITCHGEAR

LUBE OIL TANK IMMERSION HEATER

10.2

HEATER FOR GENERATOR AND

5
EXCITER
17

AC

TP1

AC 415/220V SWITCHGEAR

2kVA

18

AC

AC220/110V

AC 220/110V SWITCHGEAR

19

DC

88QE

EMERGENCY LUBE OIL PUMP

7.5

20

DC

88HR

HYDRAULIC RATCHET PUMP

0.6

21

DC

DC120V

22

AC

88AB

STARTING ATOMIZING AIR PUMP

30

23

AC

23HA

HEATER FOR ACCESSORY COMP

15

24

AC

23HT

HEATER FOR TUBINE COMP

15

25

AC

TP2

DC 120V SWITCHGEAR

415/220V-110V-0

96

SWITCHGEAR

40kVA

CR054.01/02

RESISTANCE

26

AC

23HA-11

HEATER FOR DLN MODULE

3.9

27

AC

23HA-12

HEATER FOR DLN MODULE

15

28

AC

23HA-13

HEATER FOR DLN MODULE

15

29

AC

23HA-14

HEATER FOR DLN MODULE

15

30

AC

88SP-1

STANDBY UNIT

37

31

AC

88SP-2

STANDBY UNIT

7.5

32

AC

88SP-3

STANDBY UNIT

30

33

AC

88SP-4

STANDBY UNIT

22

34

AC

88SP-5

STANDBY UNIT

35

DC

88FM

FLOW DILIDER CONTROL UNIT

0.37

The switchgear is classified as AC and DC sections. The AC section is on the left

of the switchgear, whereas the DC section is on the right, In the flank part of each
cabinet a terminal box is provided. The front panel is provided with an AC
voltmeter, an AC ammeter, a DC voltmeter for power bus and a DC voltmeter for
control bus. The TP1,TP2 transformers are location inside the E column , the
starting resistor for the emergency lube oil pump motor are location inside the G
column of MCC.
T h e A C p o w e r- s w i t c h i n g c a b i n e t o f t h e s w i t c h g e a r c o n t a i n s t w o A C 4 1 5 / 2 4 0 V
t h r e e - p h a s e A C p o w e r s o u r c e s w h i c h s h o u l d b e p r o v i d e d b y t h e c u s t o m e r. Tw o
o f t h e m i s b a c k u p p o w e r s u p p l y f o r e a c h o t h e r. T h e i n d i c a t o r l i g h t o n t h e
c a b i n e t d o o r c l e a r l y i n d i c a t e s w h i c h s o u r c e i s s u p p l y i n g p o w e r. T h e e l e c t r i c a l
and mechanical interlock is set between the AC contactors of the two power
sources, which can reliably prevent the two power sources from being
simultaneously switched on.
The AC control units are designed to be of drawer type. The incoming wires or the
primary and secondary outgoing wires of the AC source are led in or out through
plug-in components.
Each AC control unit has manual and auto operation modes and the protection
functions of short circuit, overload and loss of phase of the motor. There are "RUN",
"STOP" and "OVERLOAD" indicator lights on the front panel of the unit. For the
description of 88CR unit see 3.3 Starting System.
The switchgear has three DC 120V power sources: one source for DC power bus and
the others for DC control bus, which should be provided by the customer.

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The DC control units adopt automatic operation mode and have the protection
functions of short circuit and overload. On the front panel of each unit there are "RUN",
"STOP", and "OVERLOAD" indicator lights. The front panel of emergency lube oil
pump control unit is provided with a test button which is used to check the actuation
conditions of the components inside the control unit and manually start this pump
under emergency conditions.

6.6 Other electrical equipment

6.6.1 Lighting
Accessory compartment, load gear compartment and generator compartment are equipped
with AC and DC lighting lamps. During normal operation and maintenance the AC
lighting lamps are on duty and the DC lighting lamp is used as backup. When the AC
source is faulty, the DC lighting lamp will automatically go into service by means of
an automatic changeover device. Such an automatic changeover device for lighting is
provided for common use in the whole unit, i. e. as the only one set.

6.6.2 Receptacles
For the elementary circuit diagrams of the unit lighting equipment see ML Q9623
MCC.

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7. INLET AND EXHAUST SYSTEMS

7.1 General
The inlet system consists of the inlet filter house, the inlet silencer, inlet ducting, the
elbow, etc. Its function is to clean the air entering the compressor and reduce the noise
level of the inlet air to the acceptable value.
The exhaust system consists of the exhaust silencer, exhaust ducting and exhaust stack.
Its function is to direct the exhaust gas to the atmosphere and reduce the noise level of
the exhaust gas to the acceptable value.

7.2 Inlet filter house

The inlet filter house is comprised of "air filter assembly" and "automatic
back-blowing system". The air filter assembly includes 384 parallel air filters and the
house collecting the filtered air. The automatic back-blowing system includes the main
air supply from the extracted compressor discharge air processing skid, the backup air
compressor of 1.6m 3 /min capacity and the pressure differential transmitter for
back-blowing control, the pulse control unit and the solenoid valves. The working
flowchart of the inlet filter house is shown on figure 7-1.
The air penetrates the air filter cartridge to enter the inlet filter house and then flows
towards the inlet of the compressor under the action of negative pressure in the inlet
filter house when the unit is running. The entrained dust particles and corrosive liquid
drops in the drawn air are captured by the paper cartridges of the air filters, adhering to
the filter paper. The air will be subjected to the increasing resistance due to the dirt
cumulated on the filter cartridges, which will cause the inlet air pressure loss to
increase. When the pressure loss reaches 650Pa, the automatic back-blowing system
will be triggered to go into operation, releasing the pressurized air. Under the shock
action of the pressurized air injected from the back-blowing nozzles the dusts
cumulated on the cartridge will drop.
The back-blowing air is supplied by the main air supply when the unit is under normal
operation. However, when the unit is in shutdown for maintenance or the back-blowing
system is required to be tested, the back-blowing air is supplied by the backup air
compressor.

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Fig 7 -1 Working schema tic diagra m of the inlet air filter house
7.2.1 Installation , op eration and maintenance

7.2.1.1 In stallatio n
a. The installation of the inlet filter house is carried out on site. For the
installation dimensions of various components and the foundation requirements
see the relevant drawings.
b. All the ducts should be carefully cleaned to be rid of any foreign objects before
installation.
c. Inspect the operating conditions in accordance with the following procedures
after finishing the installation:
Check for the proper and secure electrical connection of all instruments and the
backup air compressor motor.
Open all valves in the pressurized air piping to make the outlet of the air
compressor open to the pressurized air manifold.
Start the air compressor and observe whether the air compressor is operating
properly. The compressor should automatically stop when the air pressure in the
storage tank reaches 810 5 Pa.
By pressing the proper buttons on the instrument cabinet the back-blowing
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system will initiate the back-blowing operation according to the sequence of row
by row scanning.
The air compressor will automatically start when the pressure in the storage tank
is lower than 610 5 Pa.

7.2.1.2 Operation and maintenance

The inlet air filter house is comprised of 384 filter elements and filter boxes. In
appearance the filter element is a cylindrical drum. The filter house is provided with a
back-blowing system to clean the filters. The "automatic back-blowing control system"
consists of back-blowing piping, a solenoid valve, a diaphragm valve and a control box
containing a pressure differential switch, an operation switch and a program controller,
etc.

The ambient air penetrates the filter elements to flow to the compressor inlet under the
action of the negative pressure in the filter house. The dust particles and corrosive
liquid drops in the air are blocked by the paper cartridges of the filter elements and
adsorbed by the filter paper. With the increasing accumulation of the dust particles the
resistance of the filter cartridges is increasing, which will cause the inlet air pressure
drop to increase. After a certain time it is necessary to blow the dust down by operating
the back-blowing system. As to the back-blowing of the filters there are two operation
modes, i.e. auto and manual operation.

Auto mode: After finishing the installation and commissioning of the complete filter
system turn the operation switch on the control panel to "AUTO" position. When the
pressure differential reaches the setting value of "on" status (650Pa), the back-blowing
system will operate automatically. But when the pressure differential decreases to
reach the setting value of "off" status (450Pa), the back-blowing system will stop
operation automatically.
Manual mode: The manual mode has the priority over the auto mode. After finishing
the installation and commissioning of the complete filter system turn the operation
switch on the control panel to "MANAUL" position, which will cause the
back-blowing system to start operation. It will not stop operation until the operation
switch is transferred to "AUTO" position.
It is suggested to perform the back-blowing once everyday by using the manual mode
in the initial operation period of the unit when the inlet pressure differential is
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relatively small, not reaching the setting value of the auto back-blowing and so the
auto mode will not work in that period. This will prevent the dust accumulated on the
filter from hardening and being difficult later to be blown down to cause the operation
life of the filter to be reduced. After performing the back-blowing periodically by
using the manual mode in a certain operation period of the unit, it is allowed to shift to
the auto mode for automatically performing the back-blowing when the pressure
differential reaches 650Pa.

Because the effect of the back-blowing performed during shutdown of the unit is best,
the back-blowing of the filters should be performed by using the manual mode after the
unit has shut down whenever the condition is allowable.

Notes:
1. The back-blowing system for the inlet filter house must be put into operation
simultaneously with the unit, i.e. after the unit has started operation, the back-blowing
system should be immediately put into periodical operation by using the manual mode
to prevent the dust from being accumulated on the filter paper of the filter elements for
long time to form "dust cake".
2. If the weather is bad, such as strongly foggy, snowing or meeting with ambient
temperature below 0 , it may be necessary to perform the back-blowing under the
manual mode once or multi-times each day depending on the resistance increase of the
inlet air.
The pressurized air for back-blowing can be provided in two ways. One is using the
compressor extraction air of the turbine as the main air supply, and the other is using
the pressurized air of a back air compressor as the backup air supply. When the unit is
under operating status, the air for back-blowing is provided by the main air supply.
When the unit is under shutdown status, however, the air for back-blowing is provided
by the backup air supply. The air compressor is provided with an air reservoir.
Assuming the unit is running, when the pressure in the air reservoir reaches 810 5 Pa,
the air compressor will stop running automatically. But when the pressure in the air
reservoir decreases to 610 5 Pa, the air compressor will start automatically.
The operation life of the filter element of the air filter is dependant on the operating
environment. When the pressure differential of the filter reaches 1000Pa and it is
impossible to return to the operational condition through cleaning, the filter elements
should be replaced. Alternatively, replace the filter elements after the unit has operated
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for 18 24 months.

As to the operation and maintenance of the air compressor, follow the regulations as
specified in the document provided by the manufacturer.

The user is required to periodically inspect sampling tube to prevent blocking.

Also, the user is required to periodically drain the accumulated water in the air
reservoir by operating the drain valve.

7.3 Inlet silencer

The inlet silencer element is a rectangular structure which is made of porous soundabsorption plates and sound- absorption material. It is used to reduce the level of the
high frequency noise which is emitted from the gas turbine and spreads through the
inlet system.

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8. INSTALLATION AND ALIGNMENT OF THE UNIT

For the contents of this chapter see ML 0410 "INSTRUCTION, FACTORY
ALIGNMENT" and ML 0411 "INSTRUCTION OF FIELD ALIGN".

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9. OPERATION OF THE UNIT

9.1 Operation specifications of the unit
For the operation specifications of the unit see the following documents:

ML 0414

DEVICE SUMMARY

ML A010

CONTROL SPECIFICATIONS-SETTINGS
MARK e Turbine Control System Manual

9.2 Inspection and preparation prior to initial operation

It is necessary to perform a complete inspection for the unit before the initial operation
of the unit either after finishing the installation of the unit or after finishing its major
overhaul.
First the foreign matters and combustible substance around the unit should be cleared
away. Inspect whether there are any foreign matters or tools dropped in any slots or
gaps in the unit and thoroughly remove them if there are any. Inspect and clear the
foreign matters in the inlet system.
Then inspect whether the individual piping systems conform to the relevant piping
system schematic diagram and ensure that the valves, sight ports, gauges and orifices
are not missing and correctly installed. Check whether the various electrical
connections are correct against the relevant elementary circuit diagrams, the wire leads
are securely bound up and the covers of the various junction boxes are put on in
consistency with the requirements.
During inspection pay particular attention to certain special items, combining with the
features of the various systems.

9.2.1 Lube oil system and hydraulic supply system and trip oil system
The inlet strainers for all the pumps should be flushed to be clean.
The filters in the lube oil piping, hydraulic supply piping and trip oil piping should be
cleaned or renewed if necessary.
The transfer valves for the various oil filters and the oil coolers should be turned to an
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extreme position (No.1 or No.2) and are not allowed to stay in any intermediate
position between the two extreme positions.
Set the level indicator of the lube oil tank properly according to the specification, i. e.
manually adjust the indicator float to make the distance from the float center to the top
of the tank meet the requirement. The specification for the lube oil level is 432mm low
level alarm, 406mm empty, 305mm full, and 254mm high alarm.

Fill the lube oil tank with oil to "FULL" level. Inspect the leakage of the piping and
view the flow conditions at the various sight ports by starting the emergency lube oil
pump to fill the lube oil system. Then stop the emergency lube oil pump and refill the
tank to "FULL" level after the lube oil drains to the tank from the individual feed
points.
Manually start the auxiliary lube oil pump and view whether the readings of the
various pressure gauges are consistent with the requirements. Otherwise adjust the
VR-1, VPR-1 or VRR-2 valves according to the conditions.
For the newly installed or major-overhauled unit the lube oil system should be flushed.
For the flushing procedures see ML A125 (NO SITE LUBE OIL FLUSH PIPING).
Check whether the manual emergency trip valve is set in the normal operation position.

9.2.2 Cooling and sealing air system

Check whether the system conforms to the piping schematic diagram and the individual
pipes are free expansible.

9.2.3 Cooling water system

Check whether the temperature regulation valves VTR-1 and VTR-2 are set in the
AUTO position.

9.2.4 Fuel system

Inspect the leakage of the fuel system. It is recommended that the inlet of the on-base
fuel gas system be connected to a compressed air source (its pressure is approximately
618 KPa ) to view whether there are any bubbles by applying the soap water to the
various flange connections, union joints and welding seams before initial service. If no
bubbles are found, no leakage can be confirmed.
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9.3 Responsibility of operational personnel

The operational personnel for the gas turbine must be conversant with the operation
documents listed in 9.1paragraph and the other relevant information.
Consult the settings of the control system from the CONTROL SPECIFICATIONS.

Look up the function of the individual accessory systems and the settings of the system
components

from

"DEVICE

SUMMARY"

and

"PIPING

SCHEMATIC

DIAGRAMS".

Clearly know the location and function of the various hardwares inside the turbine
SPEEDTRONIC control panel.

The operational personnel are also required to be aware of the power plant equipment
either mechanically or electrically linked with the gas turbine and their effects on the
normal operation of the unit.
Do not make an attempt to start the unit, either newly installed or major-overhauled,
until the following conditions are met:
1. The requirements listed in "Checks Prior to Operation" have been met.
2. Perform the function inspection for the control system before starting the unit
and confirm the capability of proper operation.
3. The "General Operating Precautions" described in 9.4 paragraph have been
taken seriously.
Especially the operational personnel should cultivate good operation style. Here the
following important points should be emphasized:
a. Response to annunciator indicators-Once the alarm information is displayed on
the screen, investigate the cause and take correct actions particularly for the
alarms

from

the

protection

systems;

such

as

low

lube

oil

pressure,

overtemperature, high vibration level, overspeed, etc. These troubles must be

corrected in time without any delay.

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b. Check of control systems-After any type of control maintenance is finished,

whether repair or replacement of parts, perform the function check of the control
system for proper operation. This should be done prior to restarting the gas
turbine. It must be strictly avoided that the reassembled "as taken apart" system
is considered being capable of proper operation without performing the
functional test.
c. Monitor exhaust temperature during all phases of startup-The operator is
warned of the following:

CAUTION
Overtemperature can damage the turbine hot gas path parts.

It is necessary to monitor whether the exhaust temperature is under proper control

upon first startup and after any turbine maintenance is performed. If the exhaust
temperature exceeds the normal trip level or rises at an unusual rate, trip the turbine.
A particularly critical period for overtemperature damage to take place is during the
startup phase before the turbine reaches governing speed. This is because the air
flow is low at this time and the turbine is unable to accelerate away from excess
fuel.

9.4 General operating precautions

9.4.1 Temperature limits
Look up the CONTROL SPECIFICATIONS to find out the actual exhaust temperature
control settings. It is important for the operational personnel to define a "baseline
value" of exhaust temperature spread with which to compare future data. This baseline
data is established during steady state operation after each of the following conditions:
a. Initial startup of unit;
b. Before and after a planned shutdown;
c. Before and after planned maintenance.
An important point concerning the evaluation of exhaust temperature spreads is not
necessarily the magnitude of the spread, but the variation in spread over a period of
time. A developing problem can be found by daily accurately recording exhaust
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temperatures and making plots. For the PG6581B turbine, the expected average spread
is 45F35F (2519). If the exhaust temperature spread exceeds 80F (44)
Or deviates 35F (19) from the baseline value, the correction measures should be
accordingly taken.

The permitted maximum values of the turbine wheel-space temperatures during unit
operation is given below: (to review)
First stage
TT-WS1FI-1 & 2

800F (427)

TT-WS1AO-1 & 2

950F (510)

Second stage
TT-WS2FO-1 & 2

950F (510)

TT-WS2AO-1 & 2

950F (510)

Third stage

The

TT-WS3FO-1 & 2

900F (482)

TT-WS3AO-1 & 2

800F (427)

wheelspace

temperature

thermocouples,

identified

together

with

their

nomenclature, are on the "DEVICE SUMMARY". Normally a pair of thermocouples

are provided for every detection position. If the value measured by one thermocouple
is doubted for some proper reason, it can be rejected and the reading will be taken from
the other thermocouple. The faulty thermocouples should be replaced as early as
possible when it is convenient.
When the average temperature in any wheelspace exceeds the above-mentioned limit,
it indicates the presence of some trouble in the unit. High wheelspace temperature may
be caused by any of the following faults:
a. Restriction in cooling air lines;
b. Wear of turbine seals;
c. Excessive distortion of the turbine stator;
d. Improper positioning of thermocouple;
e. Malfunctioning combustion system;
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f. Leakage in external piping;

g. Excessive distortion of exhaust inner diffuser.

Check wheelspace temperatures very closely on initial startup. If consistently high,

and a check of the external cooling air circuit reveals nothing, it is permissible to
increase the size of cooling air orifices slightly. Consult the site representative of the
manufacturer to obtain the recommendations as to the size that

an orifice should be

increased.

After a major overhaul of turbine, all orifices should be changed back to their original
size, assuming that all turbine clearances are returned to normal and all leakage paths
are corrected.

CAUTION
Wheelspace temperatures are read on the CRT of <HMI> .
Temperatures exceeding the maximum are potentially harmful to
turbine hot-gas-path parts over a prolonged period of time.
Excessive temperatures will annunciate alarms, but will not trip
the turbine. High wheelspace temperature readings must be
reported to the technical representative of the manufacturer as
soon as possible.

9.4.2 Pressure limits

Consult the "DEVICE SUMMARY" to find the actual pressure switch settings. The
nominal value of lube oil pressure in the bearing feed header is 0.173MPa. The turbine
will trip when the lube oil pressure decreases to 0.055MPa. The entrapped particulate
substance within the lube oil filtering system will result in pressure variations between
the above two values.

9.4.3 Vibration limits

The maximum overall vibration velocity of the gas turbine should never exceed 25.4
mm/s in either the vertical or horizontal direction. Correcting actions should be taken
when the vibration level reading on the CRT of the SPEECTRONIC panel exceeds
12.7 mm/s.

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If there is any doubt about the accuracy of the reading or if more accurate and specific
vibration readings are desired, a vibration check is recommended by using vibration
test instrument. If the measurement is carried out by using a displacement type
vibration meter, the reading obtained at a given speed (or frequency) should be
converted into the vibration velocity value by using a special vibration analysis chart.

9.4.4 Load limit

The maximum load capability of the gas turbine is given in the CONTROL
SPECIFICATIONS. For the upper limits of generator capability, refer to the generator
instruction.

In the following the factors and policy related to the overloading of gas turbine are
described.
The unit is manufactured in accordance with GE technology. It is GE practice to design
gas turbines with margins of safety to meet the contract commitments and to secure
long life and trouble-free operation.

So that maximum trouble-free operation can be secured. GE designs these machines

with more than ample margins on turbine bucket thermal and dynamic stresses,
compressor and turbine wheel stresses. As a result, these machines are designed
somewhat better than is strictly necessary, because of the importance of reliability of
these turbines to the customers and to the electrical industry.
It can not be said, therefore, that these machines can not be safely operated beyond the
load limits. Such operation, however, always encroaches on the design margins of the
machines with a consequent reduction in reliability and increased maintenance.
Accordingly, any malfunction that occurs as a result of operation beyond the contract
limits can not be attributed to the responsibility of the manufacturer.
The gas turbine-generator units may require gearing between the gas turbine and the
generator. Where a reduction gear is required between the gas turbine and generator,
the gear is rated at the maximum capability of the gas turbine, or the maximum KVA
capability of the generator, whichever is less. If the gas turbine-generator unit is
operated beyond the maximum rating of the gear, the gear will also be overloaded with
correspondingly increasing maintenance and reducing length of life.
The gas turbines are mechanically designed so that (within prescribed limits) the
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advantage of increasing capability over nameplate rating can be taken, which is

available at lower ambient temperatures (because of increased air density), without
exceeding the maximum allowable turbine inlet temperature.
The load limit of the gas turbine-generator unit must not be exceeded, even when the
ambient temperature is lower than that at which the load limit of the gas turbine is
reached. Under these conditions, the gas turbine will operate on this load with a lower
turbine inlet temperature and the design stresses on the load coupling and turbine shaft
will not be exceeded.
If the turbine is overloaded so that the turbine exhaust temperature schedule is not
followed for reasons of malfunctioning or improper setting of the exhaust temperature
control system, the maximum allowable turbine inlet temperature or the maximum
allowable exhaust temperature, or both, will be exceeded and will result in a
corresponding increase in maintenance and, in extreme cases, might result in failure of
the turbine parts.
The exhaust temperature control system senses the turbine exhaust temperature and
introduces proper bias to limit the fuel flow so that either the maximum allowable
turbine inlet temperature or the maximum allowable turbine exhaust temperature is not
exceeded.

9.4.5 Fire protection system operating precautions

The fire protection system, when actuated, will cause several functions to take place in
addition to actuating the extinguishing media discharge system. The turbine will trip,
an audible annunciator will sound, and the alarm message will be displayed on the CRT.
The ventilation openings in the individual compartments will be closed by a
pressure-operated latch. The annunciator audible alarm may be silenced by clicking on
the alarm SILENCE target or any place in the alarm window. However, the alarm
message can be cleared from the ALARM list on the CRT by clicking on the "ACK
ALL"
target and the "RESET ALL" target only after situation causing the alarm has been
corrected.
The fire protection system after each activation, must be replenished and reset in order
to be able to react to another fire. The fire protection system includes the initial
discharge and extended discharge sections and the extended discharge section is used
to release the extinguishing media over a prolonged period of time.
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The ventilation dampers are automatically closed by a signal received from the fire
protection system, but they must be manually reopened in all compartments before
restarting the unit.

CAUTION
Failure to reopen compartment ventilation dampers
w i l l s e v e re l y s h o r t e n t h e s e r v i c e l i f e o f m a j o r
accessory equipment. Failure to reopen the load gear
compartment dampers will materially reduce the
performance of the generator.

9.4.6 Combustion system operating precautions

WARNING
Sudden emission of black smoke may indicate a
possibility of combustion chamber outer casing
failure or other serious combustion problems.
In such an event ought to perform the
following:

a. Immediately shut down the turbine;

b. Forbid any person staying inside the turbine compartment until the turbine is
shut down;
c. Caution all personnel against standing in front of access door openings into the
turbine compartment;
d. Perform a complete combustion chamber system inspection.
To reduce the possibility of combustion chamber outer casing failure, the operator
should adhere to the following:
a. During operation, exhaust temperatures are monitored by the SPEEDTRONIC
control system. The temperature spread is compared to allowable spreads with
alarms and/or protective trips resulting if the allowable spread limits are
exceeded.

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b. After a trip from 75% load or above, observe the exhaust on startup for black
or abnormal smoke and scan the exhaust thermocouples for unusually high
spreads. Record temperature spread during a normal startup to obtain base line
signature for comparison. Excessive tripping should be investigated and
eliminated.

c. Adhere to recommended inspection intervals on combustion liners, transition

pieces and fuel nozzles.

Operating a turbine with non-operational exhaust thermocouples increases the risk of

turbine overfiring and prevents diagnosis of combustion problems by use of
temperature differential readings.
To prevent the above described malfunctions the operator should keep the number of
non-operational exhaust thermocouples to a maximum of two but no more than one of
any three adjacent thermocouples.

CAUTION
Operation of the gas turbine with a single faulty
thermo co uple sho uld not be neglected, beca use
even one faulty thermocouple will increase the
risk of an invalid "combustion alarm" and/or
"trip". The unit should not be shut down just
for replacement of a single faulty thermocouple.
H o w e v e r, e v e r y e f f o r t s h o u l d b e m a d e t o
replace the faulty thermocouples when the
machine is down for any reason.

Adherence to the above criteria and early preventive maintenance should reduce
distortions of the control and protection functions and the number of unnecessary
turbine trips.

9.4.7 Cool down/Shut down precautions

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CAUTION
It the event of an emergency shutdown in which internal
damage of any rotating equipment is suspected, do not
turn the rotor after shutdown. Maintain lube oil pump
operation, since starvation of circulating lube oil following a
hot shutdown will cause rising bearing temperatures
which ca n result in damaged bearing surfaces. If the
malfunction that caused the unit to shut down can be
quickly repaired, or if a check reveals no internal damage
affecting the rotating parts, reinstate the cooldown cycle.

If there is an emergency shutdown and the turbine is not turned with the rotor turning
device, the following factors should be noted:

a. Within 15 minutes, maximum, following turbine shutdown, the gas turbine may
be started without cooldown rotation, using the normal starting procedure.
b. After a shutdown of between 15 minutes and 48 hours, a restart should not be
attempted unless the gas turbine rotor has been turned from one to two hours
prior to the startup attempt.

c. If the unit has been shut down and not turned at all, it must remain shutdown
for approximately 48 hours before it can be started without risk of shaft bow.

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CAUTION
Where the gas turbine rotor has not turned after
shutdown and a restart attempt is made, as under the
above conditions (a) and (c), the operator should
maintain a continuous check on vibration velocity
during the process of bring up the unit to its rated
speed. If the vibration velocity exceeds 25.4 mm/s at
any speed, the unit should be shut down and the rotor
should be turned for at least one hour before a second
starting attempt is made. If any seizure occurs during
the turning operation of the gas turbine, the turning
operation should be stopped and the gas turbine
should remain idle for at least 30 hours, or until the
rotor is free. The turbine may be turned at any time
during the 30-hour period if it is free, however,
audible checks should be made for rubs.

NOTE
The vibration velocity must be measured at the points near
the gas turbine bearing caps.

9.5 Preparations for normal load operation

9.5.1 Power requirements
AC power insures the immediate startup capability of particular turbine equipment and
related control systems when the start signal is given. The following devices are necessary
for normal operation and protection of the unit and their power should not be turned off
except for maintenance work on a particular device:
1. Lube oil heaters, which when used in conjunction with the lube oil pumps, heat
and circulate turbine lube oil at low ambient temperatures to maintain proper oil
viscosity.
2. Control panel heater.
3. Generator heater.
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4. Lube oil pumps. The auxiliary pump should run at regular intervals to prevent rust
formation in the lube oil system.
5. Operation of air conditioner at control equipment area during periods of high
ambient temperature to maintain electrical equipment insulation within design
temperature range.

6. Battery charger.

9.5.2 Checks prior to operation

The following checks should be made before making an attempt to operate a new unit
or an overhauled unit. It should be confirmed before making checks that the turbine has
been assembled correctly and aligned properly and that calibration of the SPEEDTRONIC
system has been performed as per the CONTROL SPECIFICATIONS. The accessory
inspection of the turbine should be performed with the lube oil pump operating and an
emphasis is laid on the following areas:

9.5.2.1 Check that all piping and turbine connections are securely fastened and all blinds
have been removed.

9.5.2.2 Inlet and exhaust plenums and associated ducting are clean and rid of all foreign
objects. All access doors are secure.

9.5.2.3 Where fuel, air or lube oil filters have been replaced, check that all covers are
intact and tight.

9.5.2.4 Verify that the lube oil tank is within the operating level and the tank has been
refilled with the recommended quality and quantity of lube oil if it has been drained. If
lube oil flushing has been conducted, verify that all filters have been replaced and any
blinds if used, removed.

9.5.2.5 Check operation of auxiliary and emergency equipment, such as lube oil pumps,
water pumps, fuel forwarding pumps, etc. Check for obvious leakage, abnormal vibration
(maximum 0.076mm), noise or overheating.

9.5.2.6 Check lube oil piping for obvious leakage. Also using provided oil flow sights,
check visually that oil is flowing from the bearing drains. The turbine should not be
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started unless flow is visible at each flow sight.

9.5.2.7 Check condition of all thermocouples on the CRT. Reading should be

approximately ambient temperature.

9.5.2.8 Check spark plugs for proper arcing.

WARNING
Do not test spark plugs where explosive atmosphere is present.

If the arc occurs anywhere other than directly across the gap at the tips of the electrodes,
or if by blowing on the arc it can be moved from this point, the plug should be cleaned and
the tip clearance adjusted.
If necessary, the plug should be replaced. Verify the retracting piston for free operation.

9.5.2.9 Devices requiring manual lubrication are to be properly serviced.

9.5.2.10 Determine that the cooling water system has been properly flushed and filled with
the recommended coolant. Any fine powdery rust, which might form in the piping during
short time exposure to atmosphere, can be tolerated. If there is evidence of scaly rust, the
cooling system should be power flushed until all scale is removed. If it is necessary to use
a chemical cleaner, most automobile cooling system cleaners are acceptable and will not
damage the carbon and rubber parts of the pump mechanical seals or rubber parts in the
piping.
Refer to GEI-41004 "cooling water recommendations for combustion gas turbine closed
cooling systems".
Following the water system refill ensure that the water system piping do not leak by
inspecting.

9.5.2.11 The use of radio transmitting equipment in the vicinity of open control panels is
not recommended. Prohibiting such use will insure that no extraneous signals are
introduced into the control system, which might influence the normal operation of the
equipment.

9.5.2.12 Check the Cooling and Sealing Air Piping against the assembly drawing and
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piping schematic diagram to ensure that all orifice plates between flanges or in orifice
unions are of designated size and in designated positions.

9.5.2.13 At this time all annunciated ground faults should be cleared. It is recommended
that the unit not be operated when any ground fault is indicated.

Immediate action should be taken to locate all grounds and correct the problems.

9.5.3 Check during startup and initial operation

The following is a list of important checks to be made on a new or newly overhauled
turbine with the master select switch in various modes.
When a unit has been overhauled. those parts or components that have been removed and
taken apart for inspection/repair should be critically monitored during unit startup and
operation. The items to be monitored should include leakage check, vibration, unusual
noise, overheat and lubricating, etc.

9.5.3.1 Crank
1. Listen for rubbing noises in the turbine compartment and in the load gear
compartment, especially in the load tunnel area. A soundscope or some other
listening type device is suggested to be used. Shut down the unit and
investigate the cause if unusual noise occurs.
2. Check for unusual vibration.
3. Inspect for any water system leakage.

9.5.3.2 Fire
1. If the air in the fuel oil filters has been bled and they are in normal condition,
inspect for the leakage of the whole fuel system and the area in close vicinity
of the fuel nozzles. Especially inspect the leakage for the following places:

Turbine compartment:
a. The fuel piping to fuel nozzles;
b. The fuel oil check valve
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c. The atomizing air manifold and associated piping

d. The gas fuel manifold and associated piping

Auxiliary compartment:
a. The fuel oil flow divider
b. The fuel oil pump
c. The cover of filter & drain piping
d. The fuel piping;

Gas fuel compartment

a. The stop/speed ratio valve for gas fuel;
b. The gas fuel piping;

CAUTION
Elimination of fuel leakage in the turbine compartment
is of extreme importance as a fire and explosion
preventive measure.

2. Monitor the turbine control panel readings on the CRT for unusual exhaust
thermocouple temperature, wheelspace temperature, lube oil drain temperature,
highest to lowest exhaust temperature spreads and "hot spots", i.e. combustion
chamber(s) burning hotter than all the others.
3. Listen for unusual noises and rubbing.
4. Monitor for excessive vibration.

9.5.3.3 Automatic, remote

On initial startup, permit the gas turbine to run for a 30 to 60 minute period in the full
speed no load condition. This time period allows for uniform and stabilized heating of he
parts and fluids. Carry out the tests and checks listed below and record all data for future
comparison and investigation.
1. Continue monitoring for unusual rubbing noises and shut down the unit
immediately if such noise persists.
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2. Monitor lube oil tank, header and bearing drain temperature continually during the
heating period. Refer to the Piping Schematic Diagram and DEVICE SUMMARY
for temperature guidelines.

3. At this time a thorough vibration check is recommended, using vibration test

equipment such as IRD equipment (IRD MECHANALYSIS, Inc.) or equivalent
with filtered or unfiltered readings. It is suggested that horizontal, vertical and
axial data be recorded for the following places:
Accessory gear box forward and aft sides;

All accessible bearing covers on the turbine;

Turbine forward compressor casing;
Turbine support legs;
Reduction gear forward and aft sides, gear and pinion;

Bearing covers on the load equipment.

4. Check wheelspace, exhaust and control thermocouples for proper indication on
the CRT. Record these values for future reference.
5. Test the operation of flame detectors.
6. Utilize all planned shutdowns to test the electronic and mechanical overspend trip
systems. Refer to Special Operation paragraph of this text.
7. Monitor the CRT display data for proper operation.

9.6 Operating procedures

9.6.1 General
The following instructions pertain to the operation of a MS 6001 gas turbine unit
designed for generator drive application.

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These instructions are based on use of MARK e EDTRONEC turbine control panel.

Functional description of the front panel components follows; however, panel

installation, calibration and main ten ance are no t in clud ed .

The operational information includes startup and shutdown sequencing in the

LOCAL-AUTOMATIC mode of operation. The most common causes of alarm messages
can be found in the concluding section.

It is assumed that initial startup, calibration and checkouts have been completed. The
turbine is in the cool down or standby mode ready for normal operation with AC and
DC power available for all pumps, motors, heaters and controls and all annunciator
drops are cleared.

9.6.2 Startup

9.6.2.1 General
Operation of a single gas turbine generator unit may be accomplished either locally or
remotely.
The following description lists operator, control system and machine actions or events
in starting the gas turbine.
The following description assumes that the unit is off cooldown and in a ready to start
condition.

9.6.2.2 Starting procedure

1. Select "MAIN DISPLAY" on the HMI .
Now the main display appears on the CRT, which provides the critical operating
parameters of the turbine and the necessary main commands for operating the
unit.
2. Select "AUTO" in "MASTER SELECT or MODE SELECT " frame of the
command zone on the Main Display and click on "OK" PUSH BOTTON to
confirm this selection is accepted by MK VIe.

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3. Select "START" in "MASTER CONTROL" frame of the command zone on the

Main Display.
a. Click on "OK" PUSH BOTTON to confirm this selection is accepted by
MK VIe.

AUTO& START will appear on the CRT.

b. Unit accessories will be started, including a motor-driven lube oil pump used
to establish lube oil pressure.

c. If the starting clutch is not engaged, the ratchet mechanism will operate until
the clutch engages. With the clutch engaged, the lube oil pressure and all other
qualification satisfied, the master protective logic (L4) will be satisfied.
d. The cranking motor will start immediately and the hydraulic torque converter
will be filled with oil.
e. The turbine shaft will begin to rotate and accelerate. When the unit speed
reaches approximately 16 rpm, the ratchet mechanism will be turned off. The
zero speed signal "14HR" will be displayed.
f. When the unit reaches approximately 19% speed, the minimum speed signal
"14HM" will be displayed.
g. The unit enters purging period and the purge timer is initialized to begin
timing.
h. After the timeout of purging the solenoid valve 20TU is reenergized to cause
the decreasing unit speed. When the unit speed decreases to approximately 18%
speed, "14HM" reaches its drop value.
i. At this time 20TU is deenergized again, which causes the unit speed to
gradually increase. When the unit reaches the pick-up value of 14HM (about
19% speed) again, the igniter is energized.
j. FSR will be set to firing value (FSR, Fuel Stroke Reference, is the electrical
signal that determines the amount of fuel delivered to the turbine combustion
system.) Ignition sequence is initiated.
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k. When flame is established, the CRT display will indicate flame in No.2,3,7
and 8 combustion chambers.
l. FSR is set back to warm-up value. If the flame goes out during the 60 second
firing period, FSR will be reset to firing value. (At the end of the ignition period,
if flame has not been established, the unit will remain at firing speed.) At this time
the operator may shut the unit down or attempt to fire again. To fire again select
CRANK in the MODE SELECT frame on the Main Display. The purge timer and
firing timer are reinitialized. The purge timer will begin to time. Reselecting
AUTO will cause the ignition sequence to repeat itself after the purge timer has
timed out. If flame is not established at this time, the starting sequence will be
terminated and the unit will shut down. At the end of the warm-up period, with
flame established, FSR will begin increasing. The turbine speed will in turn
increase. At approximately 50% speed, the accelerating speed signal "14HA"
will be displayed on the CRT.
m. The unit will continue to accelerate. When it reaches approximately 60%
speed, the starting means will disengage and then shut down.

n. When the unit reaches operating speed, the operating speed signal "14HS" will
be displayed on the CRT. The motor-driven auxiliary lube oil pump will shut
down, since lube oil is being supplied by the shaft-driven main pump. If the
synchronizing mode selector switch on the generator control panel is in the OFF
position and REMOTE is not selected on the CRT, as the turbine reaches
operating speed, the CRT will now display the proper information.
If the synchronizing mode selector switch and "EXCITATION MODE" selector
switch on the generator control panel are in the AUTO position, and the
"EXCITAATION SOURCE" control switch is on and AUTO is also selected on
the turbine control panel, automatic synchronizing will be initiated.
The turbine speed is matched to the system frequency and when the proper phase
relationship is achieved, the generator circuit breaker will close. The unit will be
loaded to Spinning Reserve unless a load control point BASE, PEAK or
PRESELECTED LOAD has been selected.

9.6.3 Synchronizing

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When a gas turbine-driven synchronous generator is synchronized with the power

system, the phase angle and frequency of the generator going on-line must correspond
to the phase angle of the voltage and frequency of the existing system at the moment of
its introduction into the system. This is called synchronizing.

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CAUTION
Before initiating synchronization procedures, be sure
that

all

synchronization

equipment

is

functioning

properly, and that the phase sequence of the incoming

units corresponds to the existing line phase sequence and
the potential transformers are connected to proper
phase.

Initial

synchronization

and

checkout

after

performing maintenance to synchronizing equipment

should be performed with the circuit breaker racked out.

NOTE
Synchronizing can not take place unless AUTO has been selected on the CRT Main
Display and the turbine has reached full speed.
Generator synchronization can be accomplished either automatically or manually.
Manual synchronization is accomplished by the following procedures:

1. Place the synchronizing mode operation position switch (43ST) on the

generator control panel in the local position.
2. Select AUTO in MASTER SELECT (or MODE SELECT) frame on the CRT
Main Display.
3. Select START in MASTER CONTROL frame and OK push button on the
CRT Main Display. This will start the turbine and accelerate it to full speed.
4. Compare the generator voltage with the system voltage (these voltmeters are
placed on the generator control panel).
5.

Make

any

necessary

voltage

adjustment

by

operating

the

"AUTO

EXCITATION" control switch (90 R4) on the generator control panel until the
generator voltage is approximately equal to the system voltage.
6. Compare the generator and system frequency on the synchroscope (placed on
the generator control panel). The brightness of the synchronizing lights will
change with the rotation of the needle of the synchroscope. When the lights are
their dullest, the needle of the synchroscope will be at the 12 oclock position.
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The lights should not be used to synchronize but only to verify proper
operation of the synchroscope.
7. Make the unit frequency basically equal to the system frequency by operating
the governor control switch (70 R4/CS).

8. The generator circuit breaker "close" signal should be given when the needle
of the synchroscope reaches a point approximately one minute before the 12
oclock position. This allows for a time lag for the breaker contacts to close
after receiving the close signal.

Automatic synchronization is accomplished by the following steps:

1. Place the synchronizing mode selector switch (43S) in the AUTO position.
2. Select AUTO in MASTER SELECT (or MODE SELECT) frame on the CRT
Main Display.
3. Select START in MASTER CONTROL frame on the CRT Main Display.

This procedure will start the unit, synchronize the generator with the system and load
the generator to the pre value. A "breaker closed" indicator will be actuated when the
generator circuit breaker has closed, placing the synchronized unit on-line.
Once the generator has been paralleled to the power system, the turbine fuel flow may
be increased to pick up load, and the generator excitation may be adjusted to obtain the
desired KVAR value.

WARNING
Failure to synchronize properly may result in
equipment damage and/or failure, even system
disruption.

In those cases where out-of-phase breaker closures are not so serious as to cause
immediate equipment failure or system disruption, cumulative damage may result to
the on-coming generator. Repeated occurrences of out-of-phase breaker closures can
eventually result in generator failure because of the stresses created at the time of
closure. Gear damage may result on load packages with a reduction gear in the gas
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turbine generator train. Such damage may occur separately or in conjunction with
generator damage from out-of-phase breaker closure. Damage may be to the gear teeth
or to the quill shaft.
Out-of-phase breaker closure of a magnitude sufficient to cause either immediate or
cumulative equipment damage mentioned above will usually result in annunciator
drops to notify the operator of the problem. The following alarms have been displayed
at various occurrences of known generator breaker malclosures:

1. High vibration trip;

2. Loss of excitation;
3. Various AC under voltage drops.
Out-of-phase breaker closure will result in a abnormal generator noise and vibration at
the time of closure. If there is some reason to suspect such breaker malclosure, the
equipment should be immediately inspected to determine the cause of the malclosure
and for any damage to the generator and/or reduction gear.

9.6.4 Normal load operation

9.6.4.1 Manual loading
Manual loading is accomplished by operating the governor control switch (70R4/CS)
on the generator control panel. Holding the switch to the right will increase the load;
holding it to the left will decrease the load.
Manual loading beyond the selected temperature control point for base load is not
permitted. The manual loading rate is 3.3% nominal load per second.

NOTE
When manually loading with the governor control switch
(70 R4/CS) for load changes greater than 25% of full load,
the operator should not change more than 25% of full load
in one minute.

9.6.4.2 Automatic loading

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On the startup if no load point is selected, the unit will load to the Spinning Reserve
load point. The Spinning Reserve load point is slightly greater than no load, typically
4MW.
An intermediate load point (Preselected load) or the temperature control load point
(Base load) can be selected any time after a start signal has been given. The selection
will be display on the CRT and the unit will load to the selected load point. Preselected
load is a load point greater than Spinning Reserve and less than Base load. The auto
loading rate is 25% nominal load per minute.

9.6.5 Shut down and cooldown

9.6.5.1 Normal shutdown

Normal shutdown is initiated by selecting STOP in MASTER CONTROL frame on the
CRT Main Display. The shutdown procedure will follow automatically through
generator unloading, turbine speed decrease, fuel shutoff at part speed and initiation of
the cooldown sequence (ratcheting) as the unit approaches to zero speed.

9.6.5.2 Emergency shutdown

Emergency shutdown is initiated by depressing the EMERGENCY STOP push button.
An emergency shutdown can also be mechanically initiated by pressing the manual trip
button on the overspeed trip mechanism mounted on the side of the accessory gear box.
Cooldown operation after emergency shutdown is also automatic provided the
permissiveness for this operation are met.
For the detailed operation sequence related to EMERGENCY SHUTDOWN and
NORMAL SHUTDOWN and the description about restoring standby condition of the
unit

or

stopping

the

whole

power

plant

refer

to

CONTROL

SPECIFICATION-CONTROL SYSTEM SETTINGS.

9.6.5.3 Cooldown
Immediately following a shutdown, after the turbine has been in the fire mode, the
rotor is turned to provide uniform cooling. Uniform cooling of the turbine rotor
prevents rotor bowing, resultant rubbing and unbalance and related damage that might
otherwise occur when subsequent starts are attempted without cooldown. The turbine
can be started and loaded at any time during the cooldown cycle.
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The cooldown cycle may be accelerated using the starting means, in which case the
unit will run at cranking speed. After furnishing crank operation, ratcheting should be
initiated immediately.

The device furnished for cooldown turning is the hydraulic ratchet mechanism which is
mounted as part of the torque converter. The ratchet mechanism cycles once every 3.0
minutes to turn the rotor 47. A description of rotor turning operation and servicing
can be found in the Starting System paragraph.
The minimum time required for turbine cooldown depends mainly on the turbine
ambient temperature. Other factors, such as wind direction and velocity, can have an
effect on the time required for cooldown. The cooldown times recommended in the
following sections are the result of GE company operating experience in both factory
and field testing of GE gas turbine. The customer may find that these times can be
modified as experience is obtained in operation of the gas turbine under his particular
site conditions.
Cooldown times should not be accelerated by opening up the turbine compartment
doors or the lagging panels since uneven cooling of the outer casings may result in
excessive stress.
The unit must be on rotor ratcheting operation immediately following a shutdown for
at least 24 hours to ensure minimum protection against rubbing and unbalance on a
subsequent staring attempt. However, the GE company recommends that the rotor
ratcheting operation continue for 48 hours following a shutdown to ensure uniform
rotor cooling.
In order to end ratcheting sequence during cooldown period, in the User-Defined
Display Menu successively select "AUXILAARY CONTROL" and the command target
"COOLDOWN OFF" and then point and click on "OK" PUSH BOTTON to make
MK VIe acknowledge this selection. Similarity, the cooldown sequence can be
restarted by selecting "COOLDOWN ON" command target.

9.6.6 Special operations

9.6.6.1 Jogging turbine rotor
A pushbutton (43HR) located in the accessory compartment is provided for manual
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jogging of the turbine shaft by means of the hydraulic ratchet mechanism.

9.6.6.2 Overspeed trip checks

Carry

out

the

overspeed

trip

test

in

accordance

with

the

CONTROL

SPECIFICATIONS.
Overspeed trip system testing should be performed on an annual basis on peaking and
intermittently used gas turbine. On continuously operated units, the test should be
performed at each planned shutdown and after each major overhaul. All units should be
tested after an extended shutdown period of two or more months unless otherwise
specified in the CONTROL SPECIFICATIONS.
The turbine should be operated for at least 30 minutes at rated speed before checking
the overspeed settings. This will allow determining the actual speed setting.

9.6.6.3 Testing the emergency DC lube oil pump

The emergency DC lube oil pump can be tested by means of the test pushbutton on the
motor starter.

9.6.6.4 Fuel changeover

The fuel changeover can be performed by using the "FUEL SELECTION" frame on the
MAIN DISPLAY page. The options of changeover see MLI A010.

9.7 Alarm display system

No matter whether on Main Display or on Alarm Display, any alarm will be displayed
on CRT when it occurs. Any alarm can not be cleared until the cause of the alarm has
been found out and the necessary corrective actions have been taken.

NOTE
A l a r m m e s s a g e m a y b e c l a s s i f i e d a s " t r i p " a n d " a l a r m " . A n y t r i p message
contains "TRIP" word, but the alarm message does not indicate "TRIP". Those alarms
related to the startup permissives and trips will be latched up by the function of
"MASTER RESET". In order to unlatch and clear these alarms, th e Master Reset
must be executed on Main Display.
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For the list of alarms see ML Q 09/50.

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10. E M E R G E N C Y
SHUTDOWN
OF
THE
CORRECTIVE ACTIONS FOR TROUBLES

UNIT

AND

10.1 Emergency shutdown

10.1.1 The unit will automatically shut down if any of the following conditions
occurs:

Unit overspeed protection operates;

Unit overtemperature protection operates;

Unit vibration protection operates;

Unit flame-out protection operates;
Lube oil header temperature increases to 80 ;
Lube oil header pressure decreases to 0.55Kgf/cm 2 (55Kpa);
One of the four groups of protective relays used for generator differential
protection, composite voltage blocking overcurrent protection, generator stator
earth protection and generator rotor double-point earth protection respectively
operates, causing the unit to shut down and the generator circuit breaker to trip;
Unit is on fire.

10.1.2 Checks following the emergency shutdown

The auxiliary lube oil pump should automatically start when the lube oil header
pressure decreases to 0.0827 MPa (0.827 kgf/cm 2 ).
If the AC power is cut off, the emergency lube oil pump should automatically be
started when the lube oil header pressure decreases to 0.0414 MPa (0.414
kgf/cm 2 ).
During shutdown period inspect the various sections of the unit.
After the unit is stopped, investigate the cause of the accident; If the cause of the
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accident is not possible to be found out in a short time, the unit will not be
attempted to start and the ratcheting operation of the unit should be initiated.

10.1.3 The unit should be shut down immediately by depressing the EMERGENCY
STOP pushbutton or pushing the manual button for emergency trip on the side of the
accessory gearbox if any of the following conditions occurs:
Thick smoke emits from any bearing liner;

Metal collision sound is heard from the rotating components of the unit;

The protection device does not operate when the trouble occurs;
Black smoke is seen in the flue gas of the turbine and the temperature differential
of the exhaust thermocouples is great;
Smoke emits from the generator or exciter;
Any explosion occurs to the cable heads of the generator outgoing lines, the
circuit breaker or the arrester;
Smoke emits from the current transformer of the generator;
Any occurred trouble that may be harmful to the safety of the personnel or the
equipment.

10.2 Corrective actions for troubles

10.2.1 If the starting motor can not be started up, check the following:
The starting sequence is proper;
The breaker and its operating mechanism operate properly;
The motor is in proper condition.

10.2.2 If the unit speed rise is slow or the speed does not rise, check that the oil
pressure in the torque converter is proper and the oil temperature is not too high.

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10.2.3 If the hydraulic ratchet mechanism does not operate properly, check the
following:

The ratchet pump operates properly;

The stroke of the limit switch 33 HR is proper;

The sound from the ratchet mechanism is normal.

10.2.4 When the starting clutch does not engage, check the following:
The gap between the two clutch hubs is proper;

The connection nuts between the moving clutch hub and the actuators are
securely tightened:
The clutch solenoid valve (20 CS-1) operates when energized.

10.2.5 If the combustion chamber fails to fire, check the following:

10.2.5.1 Burning liquid fuel
The fuel oil forwarding system is operating properly, and the supply pressure of
the fuel oil is consistent with the requirements;
The quality and viscosity of the fuel oil are consistent with the requirements;
The pressure of the atomizing air of the starting booster compressor is proper;
The spark plugs are energized to arc;
The limit switch 33FL for the fuel oil stop valve is set up in accordance with the
requirements, and the solenoid clutch for the fuel oil pump is engaged;
The fuel oil flowrate for firing is not too small and whether there is oil flowing
off from the false start drain valves;
There is no air in the fuel oil piping

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10.2.5.2 Burning gas fuel

The forwarding system is operating properly and the supply pressure is consistent
with the requirements;

The quality of fuel gas is consistent with the requirements;

The spark plugs are energized to arc;

The LVDT linear displacement transducers (96 GC-1,2 and 96 SR-1,2) of the fuel
gas combination valve are set properly in consistency with the requirement;
The flow of the fuel for firing is not too small;

The air in the fuel gas piping is completely bled.

10.2.6 If the exhaust temperature is high after firing and black smoke is seen, check
the following:
The pressure in the fuel system is proper.
The pressure readings in the outlet tube of the flow divider are approximately
equal and the conditions of the atomizing air are proper when burning liquid fuel.

10.2.7 If the vibration level of the unit is comparatively high, but lower than the trip
setting, ought to perform the following:
Check the temperature and oil drain condition for the individual bearings and the
bearing header pressure;
Check the vibration detector functions properly;
Carefully increase and decrease the load to observe the variation of the vibration.
If the problem of comparatively high vibration level can not be settled, shut down
the unit and check the alignment of the unit, bearing liner top clearance, liner (or
journal) wear and whether there are any rubs in the flow path section.

10.2.8 If the temperature differential of the thermocouples is high or a sudden

flame-out occurs in the combustion chamber, check the following:
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The flame detectors are functioning properly;

The fuel system and the atomizing air system are operating properly;

There is not too much water in the fuel;

The check valves of the combustion chambers are not blocked;

The fuel oil bypass valve and the electro-hydraulic servo-valve are operating
properly;

The combination valve for delivering the fuel gas is operating properly.

10.2.9 Underloaded

10.2.9.1 If the unit is unable to enter the temperature control operation phase, check
the following:
The exhaust thermocouples are functioning properly;
The operating pressure in the fuel system is proper;
The various electro-hydraulic servo-valves in the fuel system operate properly.

10.2.9.2 If the unit is operating under the temperature control, compare the actual load
with the estimated load that can be reached under the present ambient temperature. If
the actual load is lower that the estimated value, it indicates the unit is underloaded.
The very possible cause is the deposit formation in the compressor flow path section
and thus the compressor water wash is needed.

10.2.10 Generator system trouble

See QFR-42-2 "INSTALLATION, OPERATION & MAINTENANCE INSTRUCTION
FOR GAS TURBO-GENERATOR".

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11. INSPECTION AND MAINTENANCE OF THE UNIT

11.1 General
Periodically performing the inspection and maintenance of gas turbine and its
accessory system for maintaining perfect condition of the equipment is an important
factor for ensuring normal and reliable operation of gas turbine. How to reasonably
determine maintenance intervals of gas turbine, scientifically work out a feasible
maintenance program and reduce maintenance cost is an issue concerned by each gas
turbine user. In this chapter a brief introduction is given for the inspection types and
inspection intervals of PG6581 gas turbine and the routine maintenance work that
should be done when the machine is running.

11.2 Maintenance inspections

Maintenance inspection of gas turbine may be broadly classified as standby, running
and disassembly inspections. The disassembly inspection may also be classified as
three types of inspection, i.e. combustion inspection, hot gas path inspection and major
inspection according to the priority of high temperature components over the rest
components. Details of each of these inspections are described below.

11.3 Inspection intervals

The interval of each type of disassembly inspection takes the accumulated operating
hours and accumulated fired starts reaching the respective specified values as the
discrimination criteria. The two criteria are independent each other, and an appropriate
inspection should be performed as long as either of the criteria is satisfied first. See
Fig.11-1.

Fig.11-1

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In Fig.11-1 the accumulated operating hours reach the specified value for an inspection
interval first when the unit operates in accordance with line A whereas the accumulated
fired starts reach the specified value for the same type of inspection interval first when
the unit operates in accordance with line B. For both cases the appropriate inspection
is required to be performed.

The recommended inspection intervals for the unit operating under ideal conditions are
shown in GER3620. The so-called ideal operating conditions refer to using natural gas
as fuel, performing normal startup, operating on base load and without steam or water
injection and using non Dry Low NO X combustor.

Actually, the unit operating conditions can not be ideal. A lot of factors such as fuel
type, load setting, water or steam injection, peak load operation, unit trips, startup
mode, design of hot gas path components, etc will have effects on the inspection
intervals. Therefore, for the recommended inspection intervals given in Table 11-1 it is
necessary to do correction according to the actual operating conditions, so as to obtain
the possibly actual inspection intervals. For the contractual unit the following
corrections should be carried out.

11.3.1 Correction of operating hours see GER3620

11.3.2 Correction of starts see GER3620

11.4 Principal contents of maintenance inspections

As mentioned above, maintenance inspection type may be broadly classified as
shutdown standby inspection, running inspection and disassembly inspection. The
disassembly inspection requires the unit to be partially or entirely opened to inspect
the internal parts. Such inspection includes combustion inspection, hot gas path
inspection and major inspection (i.e. overhaul).

Shutdown standby inspections

Shutdown standby inspections are performed on all units for shutdown standby use but
relate particularly to the units used in peaking and intermittent-duty where starting
reliability is taken as primary requirement. This inspection includes routinely
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servicing the unit individual systems, changing filters, checking water and oil levels,
checking the calibration of all sorts of measurement devices, etc. A periodic startup
test run is an essential part of such inspection.

Running inspections
The principal contents of running inspections consist of the general and continual
observations of the unit operating data. This starts by establishing baseline operating
data during initial startup of a new unit and after any major disassembly work. This
baseline then serves as a reference from which various signs of subsequent unit
deterioration can be found through comparative analysis of the operating data. The
baseline data should include the parameters of normal startup and steady state
operating of the unit. The so-called steady state is defined as conditions at which no
more than 5F/3 change in wheelspace temperature occurs over a period of 15
minutes. In the subsequent operation process such data should be observed at regular
intervals and recorded for evaluating the unit performance and maintenance
requirements that should vary with the operating time. The principal data required to
be recorded in running inspections are listed in Table 11-2.

TABLE 11-2 PRINCIPAL DATA FOR RUNNING INSPECTIONS

Rotate Speed
Load
Fired starts
Fired hours
Barometric pressure at site
Temperatures:
Inlet ambient air
Compressor discharge air
Turbine exhaust
Turbine wheelspace
Lube oil header
Lube oil tank
Bearing drains
Exhaust spread

Pressures:
Compressor discharge air
Lube oil pump(s)
Lube oil header
Cooling water
Fuel
Filters (fuel, lube oil, inlet air)
Vibration data under various load levels
Generator:
Output voltage
Phase current
Active power
Reactive power

Excitation voltage
Excitation current
Stator temperature
Vibration value

Startup time
Coast-down time

It is preferable to plot some of them in curves, such as the curves of startup parameters
(speed, exhaust temperature and vibration value) against time, load against exhaust
temperature, vibration value against load , etc. The abnormality of parameters will
necessarily relate to the damage of the internal parts of the unit or the faults of its
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systems. Therefore, the running inspections are the most effective measures to identify
the performance and status of the unit, and are also the keys to judge whether a certain
disassembly inspection of the unit can be performed in accordance with the scheduled
inspection interval.

Combustion inspection
The combustion inspection is a disassembly inspection performed in short shutdown
period. The inspection scope includes all parts of the combustion system from the front
of combustion chambers to the exit of transition pieces, and may also include the rest
parts that can be accessed due to performing the combustion inspection. The main parts
that need to be inspected are fuel nozzles, combustion liners, transition pieces,
crossfire tubes and retainers, spark plugs, flame detectors and flow sleeves. The
inspection will be focused on combustion liners, transition pieces and fuel nozzles.
Generally speaking, it is very usual to replace or repair these parts first during
maintenance to keep them in good condition, which will ensure the life of downstream
parts, e.g. turbine nozzles and buckets.
The specific requirements of the inspection are as follows:

Inspect each crossfire tube, retainer and combustion liner;

Inspect combustion chamber interior for debris and foreign objects;
Inspect flow sleeve weld for cracks;
Inspect transition pieces for wear and cracks;
Inspect fuel nozzles for carbon build-up, plugging of swirler and erosion of swirler
passages;
Inspect all fluid (oil, atomizing air and fuel gas) passages in nozzle assembly for
plugging, erosion, burning, etc;
Inspect spark plug assembly for freedom from binding , especially check the condition
of electrodes and insulators for perfect;
Replace all consumables and normal wear-and-tear items such as seals, lock-plates,
gaskets, etc, including bolts and nuts if necessary;
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Perform visual inspection of 1st-stage turbine nozzle partitions and borescope

inspection of 1st-stage turbine buckets to mark the progress of wear and deterioration
of these parts. This inspection will help work out the schedule for the hot gas path
inspection;

Perform the observation of the condition of rotating blades in the aft end of the
compressor with a borescope;

Visually inspect the compressor inlet and turbine exhaust areas, examining the
condition of IGV and their bushings, last-stage buckets and exhaust system
components;
Verify proper operation of purge and check valves.

Hot gas path inspection

The purpose of a hot gas path inspection is to examine all parts exposed to high
temperature gas stream. This inspection includes the full scope of the combustion
inspection and in addition, a detailed inspection of each-stage turbine nozzles, buckets
and their surrounding stationary shrouds. To perform this inspection, it is necessary to
remove the upper half of the turbine shell. Prior to opening the shell, each lower half
casing must be supported by using mechanical jacks to assure proper alignment of
rotor to stator, so as to accurately obtain the clearances between moving and stationary
parts and prevent deformation of the casings.
For the inspection of the hot gas path, all combustion transition pieces and the
1st-stage turbine nozzle assemblies must be removed. As to whether the 2nd- and
3rd-stage turbine nozzle segment assemblies should be removed, it is depending on the
results of visual inspection and clearance measurement. Each-stage buckets should be
inspected in place and may be required to be fluorecent penetrant inspected as
necessary. Besides, a complete set of internal turbine radial and axial clearances
(opening and closing) must be taken during any hot gas path inspection.
Typical principal hot gas path inspection requirements for all machines are as follows:
Inspect and record the condition of 1st-, 2nd- and 3rd-stage turbine buckets. If it is
necessary to remove the turbine buckets, a detailed condition recording must be made.
The 1st-stage bucket protective coating should be evaluated for remaining coating life;
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Inspect and record the condition of 1st, 2nd- and 3rd-stage turbine nozzles;
Inspect and record the condition of later-stage nozzle diaphragm packing. Check seals
for rubs and deterioration of clearance;

Record the bucket tip clearance. Inspect bucket shank seals for clearance, rubs and
deterioration;

Inspect the turbine stationary shrouds for clearance, cracking, rubbing and build-up;

Check and replace any faulty wheelspace thermocouples;

Enter the compressor inlet plenum and observe the condition of the forward section of
the compressor. Particularly pay attention to IGV, examining corrosion, bushing wear
(indicated by excessive clearance) and vane cracking;
Observe the condition of the blade in the aft end of the compressor with a borescope;

Visually inspect the turbine exhaust area for any signs of cracking and deterioration.

Major inspection (overhaul)

The purpose of the major inspection is to examine all of the internal moving and
stationary components from the inlet of the machine through the exhaust section of the
machine. This inspection includes the above-mentioned combustion and hot gas path
inspections, in addition to removing each upper half casing (or shell or frame) from
compressor inlet casing to turbine exhaust frame with inspections being performed on
individual internal items. It is possible that 1st-stage turbine buckets must be replaced
when performing the major inspection, which depends on the condition of blade
coating.
The specific requirements of the major inspection are as follows:
Check all radial and axial clearances against their original values (opening and
closing);
Inspect compressor inlet and compressor internal flow path for fouling, erosion,
corrosion and leakage. Inspect IGV for corrosion, bushing wear and vane cracking;
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Inspect compressor rotating and stationary blades for tip clearance, rubs, impact
damage, corrosion pitting, bowing and cracking;
Inspect turbine stationary shoulders for clearance, erosion, rubbing, cracking and
build-up;
Inspect seals and hook fits of turbine nozzles and diaphragms for rubs, erosion and
thermal deterioration;
Remove turbine buckets and perform a non-destructive inspection of buckets and
wheel dovetails. Make evaluation for the remaining life of the 1st-stage bucket
protective coating. The 1st-stage buckets that were not recoated at the hot gas path
inspection should be replaced;
Inspect bearing liners and seals for clearance and wear;
Inspect inlet system for corrosion, loose parts and cracked silencers;

Inspect exhaust system for cracks, broken silencer panels and insulation panels;
Inspect the alignment of gas turbine to generator and gas turbine to accessory gear.

Borescope inspection
The casing (or shells) of gas turbine are provided with optical borescope access holes
for inspecting compressor rotor some intermediate stages and turbine 1st-, 2nd- and
3rd-stage nozzles and buckets. The location of such holes can be found from relevant
drawings. The borescope inspection interval is scheduled as follows:

Natural gas and distillate oil

At combustion inspection or annually,

whichever occurs first

The borescope inspection interval may be adjusted as based on the unit operating
experience, the fuels used and the result of previous inspections.

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Concluding remarks
1. The inspection intervals given in Table 11-1 are the maximums corresponding
to ideal operating conditions.

2. The estimated actual inspection intervals may be obtained by means of

correcting the selected figure given in Table 11-1 according to the unit
operating mode.
3. As to whether the estimated actual inspection intervals can work, it is
necessary to make evaluation and determination according to the accumulated
unit operating data, the results of previous borescope inspections and the last
maintenance work.

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