GAS TURBINE PG-9171E (GE)

INTRODUCTION
Gas Turbine PG9171E (GE)
PG = (PACKAGED GENERATOR)
9 = (FRAME 9)
17 = (17x10,000 HP)
1 = (SINGLE SHAFT)
E = (MACHINE SERIES)
WORKING PRINCIPLE
GAS TURBINE WORKING PRINCIPLE (BRAYTON CYCLE)
 COMPRESSION (AIR COMPRESSED BY COMPRESSOR) [PRESSURE VOLUME VELOCITY ]
 COMBUSTION (FUEL BURNING AND TEMP HIGH)
[VOLUME ]
 EXPANSION [PRESSURE VOLUME VELOCITY ]
 EXHAUST [PRESSURE VOLUME VELOCITY ]
Gas Turbine PG9171E (GE)
GAS TURBINE CYCLES
 OPEN CYCLE (EHAUST GASSES DON’T UTILIZE)
 COMBINE CYCLE (UTILIZATION OF EXHAUST GASSES)
GAS TURBINE MAJOR PARTS
COMPRESSOR
COMBUSTION CHAMBER
TURBINE
COMPRESSOR
TYPES
 RADIAL FLOW COMPRESSOR:-
 (COMPRESSION INDEPENDENT OF RPM, CONSTANT PRESSURE, COMPRESSION RATIO {1:5})
 AXIAL FLOW COMPRESSOR:-
 (COMPRESSION DEPENDENT ON RPM, PRESSURE & RPM , COMPRESSION RATIO {1:10} )
AXIAL FLOW COMPRESSOR INSTALLED IN PG9171E GT
 17 STAGES COMPRESSOR
 [1 STAGE = ROTATORY {BUCKETS} + STATIONARY {NOZZLE} BLADES ]
 STATIONARY BLADES
 (GIVES SPECIFIC DIRECTION TO AIR)
 ROTATORY BLADES
 (INCREASES PRESSURE OF AIR)
 5 TO 8 STAGES BLADES ARE COATED TO AVOID CORRISION BECAUSE OF TEMP DIFFERENCE
IGV’S (INLET GUIDED VAINS) OR VIGV’S (VARIABLE INLET GUIDED VAINS)
 ACCORDING TO LOAD ADJUST THE FLOW OF AIR
 IGV’S ANGLE
 33’ [0RPM-2500RPM]
 57‘ [2500RPM]
 84‘ [371’C]
EGV’S (EXIT GUIDED VAINS){2 EGV’S INSTALLED}
 GIVES DIRECTION TO AIR AFTER 17TH STAGE OF COMPRESSOR
COMBUSTION CHAMBER
COMBUSTION CHAMBER
REVERSE FLOW TYPE
AIR DIRECTLY HIT TO COMPRESSOR DISCHARGE WALL COMES REVERSE & THEN ENTER IN TO COMBUSTION CHAMBER FOR
COMBUSTION
14 COMBUSTION CHAMBERS
COMBUSTION CHAMBER INCLUDES
1. COMBUSTION LINER (BURNING OCCUR INSIDE)
2. FLOW SLEEVE (COVER FOR LINER)
3. TRANSITION PIECE (GIVES DIRECTION TO HOT FLUE GASSES)
4. CROSS FIRE TUBE (RING SYSTEM CONNECTS ALL 14 CHAMBERS FOR FLAME DISTRIBUTION)
5. FLAME DETECTEOR [4,5,10,11 NOZZLES] (DETECTS THE FLAME INSIDE CHAMBER)
6. FUEL NOZZLE (FUEL & AUTOMIZING AIR COMES IN COMBUSTION CHAMBER)
7. SPARK PLUG [13,14 NOZZLES](PROVIDES SPARK FOR COMBUSTION FOR 90 SECONDS)
3 ZONES OF COMBUSTION CHAMBER
REACTION ZONE
INITIAL PART OF LINER(IN COMBUSTURES), WHER AIR AND FUEL STARTS BURNING, AIR COMES THROUGH HOLES PRESENT AT
STARTING POINT OF LINER
SOAKING ZONE
MIDDLE PART OF LINER WHERE NO HOLES ARE PRESENT, FLAME STABILIZING STAGE
DILUTION ZONE
LAST PART OF LINER , HOLES ARE PRESENT, MORE AIR REQUIRED FOR MORE BURNING
TURBINE
TURBINE
CONVERTS KINETIC ENERGY INTO MECHANICAL ENERGY
3 STAGES TURBINE
[1 STAGE = ROTATORY (BUCKETS)+ STATIONARY(NOZZLE) BLADES]
2 TURBINE SPACERS
2 WHEEL SHAFT
SHROUDS
MINIMIZE THE EFFECT OF TIP CLEARANCE LEAKAGE
PROVIDES HIGH THERMAL RESISTANCE BETWEEN HOT GASSES AND COOL SHELL
STRUCTURE IS OF HONEY COMB TYPE
TURBINE
1ST STAGE NOZZLES HAVE 18 CAST NOZZLE [18(SEGMENTS) X 2(NUMBER OF NOZZLES IN A SEGMENT)=36(NUMBER OF NOZZLES]
2ND STAGE NOZZLES HAVE 16 CAST NOZZLE [16*3=48]
3RD STAGE NOZZLE HAVE 16 CAST NOZZLE [16*4=64]
DIAPHRAGMS
PARTITION BETWEEN THE PRESSURIZED STAGES
PREVENTS AIR LEAKAGE PAST THE INNER SIDEWALL OFF THE NOZZLE AND THE TURBINE ROTOR
INCREASES TURBINE EFFICIENCY
EXHAUST FRAME
EXHAUST FRAME ASSEMBLY
EXHAUST FRAME
DIFFUSER
INSTALLED FOR MAXIMUM UTILIZTION OF HEAT IN HRSG IN CLOSE CYCLE
TO CONTROL THE VELOCITY & PRESSURE OF FLUE GASSES
VELOCITY IS REDUCED
PRESSURE IS RECOVERED
GAS TURBINE CONTROL
GAS TURBINE CONTROLS
CONTROL OF TURBINE DONE MAINLY BY
START-UP
SPEED
ACCELERATION
SYNCHRONIZATION
TEMPERATURE CONTROL
CONTROL SYSTEM IS DESIGNED TO MONITOR
TEMPERATURE
VIBRATIONS
SPEED
FLAME
FUEL FLOW
TO ALTER TURBINE OPERATING CONDITIONS (BECAUSE OF CHANGES OCCUR IN LOAD AND AMBIENT TEMPERATURE) IT IS
PERFORMED BY MODULATING FUEL FLOW TO TURBINE.
SPEEDTRONIC SYSTEM
THE SPEEDTRONIC SYSTEM IS MICROCOMPUTER BASED SYSTEM, PROVIDES AC & DC SIGNAL TO CONTROL AND PROTECT THE
TURBINE
FSR(FUEL STROKE REFFERENCE) is the COMMAND SIGNAL FOR FUEL
3 MAJOR CONTROL LOOPS
START-UP
SPEED
TEMPERATURE
START-UP CONTROL
RELAYS (SPEED PICKUPS)
14-HR [ZERO SPEED BREAKING RELAY]
0-121 RPM
14-HP [OPERATING RELAY]
121-264 RPM
14-HT [COOLDOWN SPEED RELAY]
264-315 RPM
14-HM [MINIMUM FIRING SPEED RELAY]
315-1500 RPM
14-HA [ACCELERATION SPEED RELAY]
1500-1800 RPM
14-HC [CRANKING SPEED/SELF SUSTAINING SPEED RELAY]
1800-2850 RPM
14-HS [FULL SPEED RELAY]
2850-3000 RPM
SPEED CONTROL SYSTEM
CONTROL THE SPEED AND LOAD OF TURBINE IN RESPONSE TO ACTUAL SPEED SIGNAL AND SPEED REFFERENCE
ON SPEED CONTROL, CONTROL MODE WILL BE DROOP SPEED
DROOP OPERATION
CHANGES FSR IN PROPOTIONAL TO THE DIFFERENCE BETWEEN THE ACTUAL TURBINE SPEED AND SPEED REFFERENCE(TNR)
ANY CHANGE IN FREQUENCY WILL ALSO CAUSE PROPOTIONAL CHANGE IN LOAD
THIS PROPOTIONALITY IS ADJUSTABLE TO DESIRED REGULATION CALLED DROOP
IF DROOP SETTINGS OF ALL UNITS ARE SAME THEY WILL SHARE A LOAD INCREASE EQUALLY.LOAD SHARING IS THE MAIN
ADVANTAGE OF THIS METHOD OF DROOP CONTROL
NOTE:
IF 4% DROOP SELECTED, ONLY 1% CHANGE IN SPEED WILL PRODUCE A CHANGE IN FUEL FLOW EQUIVALENT TO 25% OF RATED
LOAD.
CONSTANT SETTABLE DROOP
INNER SPEED CONTROL LOOP
PROPOTIONAL CONTROL + INTEGRAL CONTROL
MAKE TURBINE SPEED (TNH) MATCH THE REFFERNCE SPEED (TNRL)
OUTER MEGAWATT CONTROL LOOP
FORMULATES THE DROOP GOVERNOR RESPONSE BY CREATING A SPEED BIAS AS FUNCTION OF UNIT POWER OUTPUT.
WHEN, TURBINE SPEED IS HELD FIXED BY ELECTRICAL GRID
THE TURBINE FUEL CONSUMPTION (FSR) AND MEGAWATT OUTPUT IS MODIFIED (CONSTANTLY SET) SUCH THAT RFFERENCE
SPEED COMMAND (TNRL) IS MADE EQUAL TO THE TURBINE SPEED (TNH)
APPLIED WHERE
FSR IS NOT PREDICTABLE AS A FUNCTION OF THE GAS TURBINE POWER OUTPUT
GAS TURBINE FUEL HEATING VALUE IS VARYING DUE TO CHANGES IN FUEL COMPOSITION OR FUEL IS SWITCHED BETWEEN
DIFFERENT COMBUSTION SYSTEM
FUEL OIL SYSTEM
Fuel Oil System
HSD/LDO (HIGH SPEED DIESEL/LIGHT DISTILATE OIL) [DIESEL]
TEMP 26’C-50’C
HEATER STARTS AT 22’C UPTO 26’C
HSFO (HIGH SPEED FURNACE OIL/CRUDE OIL) [FURNACE OIL]
TEMP 105’C-135’C
NORMAL TEMP 112’C-122’C
GAS (NATURAL GAS/SUI GAS)
GAS TURBINE FIRES AT HSD OR GAS (NOT AT HSFO)
HSFO IS ECONOMICAL THAT IS WHY WE PREFER HSFO OVER HSD
IF GT IS FIRED ON HSD THEN WE CAN CHANGE THE FUEL HSD TO HSFO AT 10 MW, BUT WE PREFFER NORMALY AT 20MW-30MW
FUEL OIL SYSTEM
DURING STARTUP
14HM RELAY ACTS
FIRING STARTS AT 480 RPM
TORQUE CONVERTER ANGLE 15’
DURING SHUTTING DOWN
14HM RELAY ACTS
FLAME OUT AT 1200 RPM
CHANGEOVER CONDITIONS FROM HSFO TO HSD
TEMPRATURE
98’C-105’C (LOW)
135’C-140’C (HIGH)
PRESSURE
3.5bar (LOW)
6bar (HIGH)
NOTE:
WHEN GT IS TRIP ON HSFO
AUTOMATIC PURGING OF THE FUEL LINES START FOR ATLEAST 30sec WHEN GT IS COMING TOWARDS COOLDOWN
HSD/LDO FORWARDING SKID
HSD FORWARDING SKID
INLET PRESSURE = 0.2 bar – 1 bar
INLET PRESSURE SAFETY VALVE (PSV) = 3 bar
2 FORWARDING PUMPS
88FD-1
88FD-2
PUMP CHANGEOVER CONDITIONS
PRESSURE < 6 bar
PUMP TEMPERATURE = 100’C
OUTLET PRESSURE MIN = 6 bar – 10 bar
PRESSURE SWITCH LOW (PSL)
63FD-1 (OPERATES WHEN PRESSURE IS LESS THAN 6 BAR)
OUTLET PRESSURE SAFETY VALVE (PSV) = 10 bar
HSD/LDO FILTERING SKID
HSD FILTERING SKID
INLET PRESSURE = 6bar-10bar
INLET PRESSURE SAFETY VALVE) = 7bar-10bar
PRESSURE SWITCH HIGH(PSH) > 6bar
63FD-2 (HIGH)
PRESSURE CONTROL VALVE (PCV-355) = 5bar
5bar INSTUMENT AIR PRESSURE TAKEN AS REFFERENCE PRESSURE
2 FILTERS
No. OF CARTRIDGES = 9
DIFFERENTIAL PRESSURE (D.P)
1.25bar (ALARM)
1.5bar (CHOKE)
PRESSURE DIFFERENTIAL SWITCH(PDS)
63LF-2 (HIGH)
ACCUMULATOR
ABSORB HALF OF THE LINE PRESSURE = +- 2.5bar
NITROGEN GAS FILLED
CUTT-OFF VALVE (FV 359)
SUPPLIES OR CUTT - OFF THE FUEL TO G.T. AS REQUIRED
3 SOLENOID VALVES
20FD-1 (MINIMUM CIRCULATION & FV-359)
20FD-2 (MAXIMUM CIRCULATION)
20FD-6 (REFFERENCE AIR TO PCV-355)
HSFO FORWARDING SKID
HSFO FORWARDING SKID
INLET PRESSURE = 0.2 bar – 1 bar
INLET PRESSURE SAFETY VALVE (PSV) = 3 bar
2 FORWARDING PUMPS
88FU-1
88FU-2
PUMP CHANGEOVER CONDITIONS
PRESSURE < 4.7bar
PUMP TEMPERATURE = 100’C
2 FILTERS
1 CARTRIDGE
DIFFERENTIAL PRESSURE (D.P)
1.25bar (ALARM)
1.5bar (CHOKE)
FV-257 (VALVE ON RETURN LINE)
ADJUST THE REQUIRED PRESSURE OF THE HSFO SYSTEM
OUTLET PRESSURE MIN = 4.7 bar
PRESSURE SWITCH LOW (PSL)
63FU-1 (OPERATES WHEN PRESSURE IS LESS THAN 4.7 BAR)
OUTLET PRESSURE SAFETY VALVE (PSV) = 7bar-10 bar MAX
HSFO FILTERING SKID
HSFO FILTERING SKID
INLET PRESSURE = 6bar
INLET PRESSURE SAFETY VALVE(PSV) = 7bar
PRESSURE SWITCHES
63FU-2(LOW)< 3.5bar
63FU-3(HIGH)< 6bar
OUTLET PRESSURE = 5bar
2 FILTERS
No. OF CARTRIDGES = 12
DIFFERENTIAL PRESSURE (D.P)
1.25bar (ALARM)
1.5bar (CHOKE)
PRESSURE DIFFERENTIAL SWITCH(PDS)
63LF-3 (HIGH)
ACCUMULATOR
ABSORB HALF OF THE LINE PRESSURE = +- 2.5bar
NITROGEN GAS FILLED
3-WAY CHANGEOVER VALVE (FV-358)
SUPPLY HSD 0R HSFO TO G.T. AS REQUIRED
4 SOLENOID VALVES
20FH-1 (MAXIMUM CIRCULATION )
20FH-2 (MINIMUM CIRCULATION)
20FT-1 (ENERGIZES FOR HSFO SUPPLY TO GT )
20FE-1 (ENERGIZES FOR HSD SUPPLY TO GT)
FUEL SKID/HP SKID
FUEL OIL SKID
INLET PRESSURE = 5bar-6bar
VR27 (RELIEF VALVE ) = 6.27bar
PRESSURE SWITCH LOW (PSL) = 2.75bar
63FL-2 (LOW) (GT TRIP)
VS1/LSV (LIQUID FUEL STOP VALVE)
0 & 1 CONDITION
HYDRAULIC VALVE
20FL-1 (SOLENOID VALVE)
PF-1 (MAIN SHAFT DRIVEN FUEL OIL PUMP)
DESIGNED PRESSURE= 68.9bar
POSITIVE DISPLACEMENT PUMP
VR4 (RELIEF VALVE) = 82.7bar
VC3/LCV (LIQUID FUEL CONTROL VALVE)
GOVERNOR VALVE
MONITOR LOAD, EXHAUST TEMPERATURE, FEQUENCY TO CONTROL FUEL SUPPLY AS REQUIRED
FSR CONTROLLER
65FP (HYDRAULLIC SERVO )
HYDRAULLIC VALVE
FUEL OIL SKID
2-FILTERS
3 CARTRIDGES
D.P
1.1bar (ALARM)
1.3bar (CHOKE)
PRESSURE DIFFERENTIAL SWITCH (PDS)
63LF-7 (HIGH)
FLOW DIVIDER
88FM (FLOW DIVDER STARTING MOTOR)
STARTS FOR 3sec-5sec (INITIALLY)
DIVIDE FUEL INTO 14 LINES (BECAUSE OF 14 FUEL NOZZLES)
VCK1-1 TO VCK1-14 (CHECK VALVES AT NOZZLES)
OPENS AT THE PRESSURE = 8.27bar
MINIMUM PRESSURE REQUIRED FOR REQIRED MIN. FUEL THROW
VP-1 (PURGE VALVE)
PROVIDES DRAIN DURING MANUAL PURGING OF FUEL LINES
LEAKAGE TESTING
20PF-100 (SOLENOID VALVE)
HYDRAULLIC VALVE
MAX. PRESSURE < 8bar
DRAIN PORT
WHEN FILLED 1 LITER(GT TRIP)
LEAKGE DRAIN (AT NOZZLES)
LUBE OIL SYSTEM
LUBE OIL SYSTEM
APPLICATION
LUBRICATION & COOLING OF BEARINGS
LUBRICATION OF FOLLWING SYSTEMS
TORQUE CONVERTER MOTOR (88TM)
ASSECCORY GEAR BOX
CA-1 (SHAFT DRIVEN ATOMIZING AIR COMPRESSOR)
HYDRAULLIC SYSTEM
TORQUE CONVERTER (FOR OPERATION)
88QB (BEARING/JACKING LIFT OIL PUMP)
LUBE OIL TANK
CAPACITY
12,491 LITERS /3300 GALLONS
TANK LEVELS (OFF STATE)
432 (HIGH-HIGH)
406 (HIGH) [NORMAL]
305 (LOW)
254 (LOW-LOW)
VR-1 (RELIEF VALVE)= 6.82bar
CST SHOULD BE = 10 AT 40’C
HEATER
23QT-1
23QT-2
AT 22’C HEATER ON
AT 26’C HEATER OFF
LUBE OIL SYSTEM
PQ-1 (MAIN SHAFT DRIVEN LUBE OIL PUMP)
POSITIVE DISPLACEMENT PUMP
DESIGNED PRESSURE = 6.89bar
88QA (MOTOR DIRIVEN AUXILIARY/AC LUBE OIL PUMP)
CENTRIFUGAL PUMP
DESIGNED PRESSURE = 6.89bar
88QE (MOTOR DRIVEN EMERGENCY/DC LUBE OIL PUMP)
CENTRIFUGAL PUMP
DESIGNED PRESSURE = 1.37bar
88QV (LUBE OIL MIST ELIMINATOR)
LUBE OIL SYSTEM
2 FILTERS
D.P
0.9bar (ALARM)
1.03bar (CHOKE)
PRESSURE DIFFERENTIAL SWITCHES (PDS)
63QQ-21 & 63QQ-22 (HIGH)
LUBE OIL TEMPERATURES
22’C LOW-LOW(GT DOESN’T START)
26’C LOW (ALARM)
76.6’C HIGH (ALARM)
82.2’C HIGH-HIGH(GT TRIP)
VPR2-1 (PRESSURE REGULATING VALVE)
MAINTAIN HEADER PRESSURE = 1.72bar
63QQ-8 (PRESSURE DIFFERENTIAL SWITCH )
TORQUE CONVERTER FILTER HIGH D.P
1.5bar [CHOKE]
LUBE OIL PUMPS START & OFF SEQUENCES
PQ-1 (SHAFT DRIVEN LUBE OIL PUMP)
MAINTAIN ITS PRESSURE (5.7bar-6.89bar) AT 2850 RPM (95%)
88QA (AUXILIARY LUBE OIL PUMP)
ON WHEN GT IS TO START OR ON COOLDOWN
OFF AT 2850 RPM (95%)
ON WHEN LUBE OIL TANK TEMPERATURE =21.5’C
OFF WHEN LUBE OIL TANK TEMPERATURE= 26.5’C
63QA-2 (LOW PRESSURE SWITCH) GIVES SIGNAL TO 88QA
ON WHEN HEADER PRESSURE < 2.83bar
OFF WHEN HEADER PRESSURE = 3.1bar
88QE (EMERGENCY LUBE OIL PUMP)
INITIALLY ON FOR TESTING PURPOSE/PERMISSIVE FOR 10sec
ON FOR 30sec (WEEKLY CHECKS)
63QT-2A (LOW PRESSURE SWITCH) GIVES SIGNAL TO 88QE
ON WHEN PRESSURE AT BEARING#5 <0.55bar
OFF WHEN PRESSURE AT BEARING#5=0.62bar
WHEN AC SUPPLY CUTT OFF [BLACKOUT/EMERGENCY]
ON FOR 15 MINUTES
THEN OFF FOR 30 MINUTES
THEN AGAIN ON FOR 15 MINUTES AND SO ON…
LUBE OIL FOR BEARINGS
LUBE OIL TEMPERATURES
FOR BEARING#1
100’C (HIGH) [ALARM]
111’C (HIGH-HIGH) [GT TRIP]
FOR BEARING#2,3,4,5
96’C (HIGH)[ALARM]
107’C (HIGH-HIGH)[GT TRIP]
BEARING METAL TEMPERATURES
132’C (HIGH-HIGH) [GT TRIP]
SURGE TANKS
TO MODERATE TEMPERATURE OF LUBE OIL TO AVOID SPLASHING BECAUSE OF TEMPERATURE DIFFERENCE
LUBE OIL MIST ELIMINATOR (88QV)
FILTERS
50 CARTRIDGES
63QQ-10 (PRESSURE DIFFERENTIAL SWITCH)
D.P = 0.08bar
VCK20-13 (CHECK VALVE)
CHECK VALVE OPERATES AT FOLLOWING PRESSURE
-30mmH2O (RELEASE AIR)
-100mmH2O (SUCKS AIR)
WHEN 88QV IS NOT WORKING VCK20-13 ELIMINATES THE MIST
IF TEMPERATURE OF LUBE OIL TANK IS GONE HIGH AND COOLING MEDIUM IS NORMAL, MANUALLY OPERATE THE CHECK
VALVE
NOTE:
IT WILL START WHEN LUBE OIL IN SERVICE AND WILL STOP AFTER 10 MINUTES OF SHUTDOWN OF 88QA
ATOMIZING AIR SYSTEM
ATOMIZING AIR SYSTEM
WORD DERIVE FROM ATOM (small particle)
THE PROCESS OF MAKING A BIG THING INTO SMALL PARTICLES IS CALLED ATOMIZING
IN THIS SYSTEM AIR IS USED FOR THIS PROCESS HENCE WE CALLED IT ATOMIZING AIR SYSTEM
AIR FROM CPD (COMPRESSOR PRESSURE DISCHARGE) IS PRESSURIZED BY ATOMIZING AIR COMPRESSOR & ATOMIZING AIR
BOOSTER USED FOR LIQUID FUEL ATOMIZING
ADDITIONAL PURPOSE OF ATOMIZING AIR IS PERMANENT PURGING
GAS FUEL SKID PURGING VA13-1(20PG-1) & VA13-2(20PG-2) (WHEN NOT IN SERVICE]
LIQUID FUEL SKID PURGING VA19-1(20PL-1)(WHEN NOT IN SERVICE]
WATER INJECTION SKID (WHEN NOT IN SERVICE)
AIR EJECTOR
INSTALLED ON THE TOP OF ACCESSORY GEAR BOX
RECEIVES AIR FLOW FROM ATOMIZING AIR SYSTEM
TO CREATE VACCUM PRESSURE IN GEAR BOX
ATOMIZING AIR SYSTEM
TEMPERATURE
89’C LOW (ALARM)
108’C NORMAL
120’C (ALARMING CONDITION)
132’C HIGH (ALARM)
NOTE: IF TEMPERATURE STAYS ABOVE OR EQUAL TO THE 132’C FOR 2 MINUTES GT WILL GO TO NORMAL SHUTDOWN
PRESSURE AT NOZZLE
15bar-20bar (BASE LOAD)
HX1-1 (ATOMIZING AIR PRE COOLER)
CONVERTS TEMPERATURE OF AIR FROM CPD (350’C) INTO 105’C-115’C
SHELL & TUBE TYPE (AIR TO WATER COOER)
10% LEAKAGE IN COOLER (REPLACE THE COOLER)
TOTAL 100 LINES, WHEN 10 LINES BLOCKED REPLACE IT
96AD-1 (DIFFERENTIAL PRESSURE ACROSS MAIN ATOMIZING AIR COMPRESSOR CA-1)
IF 96AD-1 < 0.9bar (NV-101 IS CLOSED)
IF 96AD-1 = 0.9bar (NV-101 OPENING START)
IF 96AD-1 = 1.1bar (NV-101 IS OPENED CA-1 IS IN SERVICE 88AB IS CUT-OFF)
CA-1 (MAIN ATOMIZING AIR COMPRESSOR)
COMES IN SERVICE WHEN (DURING STARTUP)
14HC RELAY ACTS
1800 RPM
96AD-1 = 1.1bar(atomizing air compressor differential pressure)
NV-101 OPENED
CUTT OFF WHEN (DURING SHUTDOWN)
RPM DECREASES TO 1800 RPM
14HA ACTS
NV-101 CLOSED
88AB-1 (DRIVE ATOMIZING AIR BOOSTER COMPRESSOR CA-2)
CUTT OFF when (DURING STARTUP)
14HC RELAY ACTS
1800 RPM
96AD-1 = 1.1bar(atomizing air compressor differential pressure)
NV-101 OPENED
VA22-1 CLOSED
COMES IN SERVICE WHEN (DURING SHUTDOWN)
RPM DECREASES TO 1800RPM
14HA ACTS
NV-101 CLOSED
VA22-1 OPENED
300RPM (88AB CUTT OFF)
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
APPLICATION
OPERATION OF HYDRAULLIC VALVES IN FUEL SKID
LIQUID STOP VALVE(LSV) VS-1 (20FL-1)
LIQUID CONTROL VALVE(LCV) VC-3 (65FP)
LIQUID PURGE VALVE VP-1 (20PF-100)
OPERATION OF IGV’S ACTUATOR
IGV ACTUATOR/SERVO VALE (90TV-1)
SOLENOID VALVE FOR IGV TRIP SYSTEM (20TV-1)
GAS FUEL SKID VALVE
GAS SUPPLY VALVE VSR-1 (20FGS-1)
GAS SUPPLY CONTROL VALVE VGC-1 (20FGC-1)
HYDRAULIC SYSTEM
HYDRAULIC OIL SUPPLY CONDITION INCLUDES
 Automatic purging
HYDRAULIC SYSTEM AIR BLEED VALVE VAB-1 [MAIN] (PURGE THE LINE AUTOMATICALLY)
HYDRAULIC SYSTEM AIR BLEED VALVE VAB-2 [AUXILIARY] (PURGE THE LINE AUTOMATICALLY)
Dual filtering
2 FILTERS INSTALLED ONE IN SERVICE ONE STAND-BY
VM4 ALLOWS MANUAL FILTER TRANSFER
Accumulator
AH1-1 ACUUMULATOR ACCUMULATES THE HALF OF THE LINE PRESSURE OF HYDRAULIC SYSTEM i.e.:- 52.7bar
HYDRAULIC SYSTEM
ACCUMULATOR AH1-1
ABSORBS AND COMPENSATES THE PRESSURE VARIATION
CAN COMPENSATES UPTO = 52.7bar (HALF OF THE LINE PRESSURE)
PH-1 (MAIN SHAFT DRIVEN HYDRAULIC PUMP)
COMES IN SERVICE WHEN (DURING START-UP)
14HS RELAY ACTS
2850 RPM
CUTT OFF WHEN (DURING NORMAL SHUT DOWN)
SPEED DECREASES TO 2850rpm
88HQ (DRIVE HYDRAULIC PUMP PH-2)
COMES IN SERVICE WHEN (DURING START-UP)
14HR ACTS
TORQUE CONVERTER ANGLE AT MAX. POSITION 67’
JUST BEFORE 88CR COMES IN SERVICE
COMES IN SERVICE WHEN ( GT IS AT FSNL OR SYNCHRONIZED)
WHEN PRESSURE SWITCH DETECTS LOW PRESSURE
63HQ-1 DETECTS LOW PRESSURE = 93bar
CUTT OFF WHEN (GT IS AT FSNL OR SYNCHRONIZED)
63HQ-1 DETECT PRESSURE = 100bar
CUTT OFF WHEN (DURING NORMAL SHUTTING DOWN)
14 HC RELAY ACTS
SPEED DECREASES TO 1200rpm
HYDRAULLIC SYSTEM
FILTERS
FH2-1 & FH2-2 (FILTERS THE HYDRAULIC SUPPLY OIL)
DIFFERENTIAL PRESSURE SWITCH
63HF-1 = 4.13bar HIGH-HIGH (CHOKE)
63HF-1 = 2.75bar ALARM HIGH
RELIEVE VALVE (VR)
VR21 (MAIN SHAFT DRIVEN HYDRAULIC PUMP PH-1)
PROTECTS THE SYSTEM AGAINST OVER PRESSURE
OPERATES WHEN PRESSURE = 113.7bar
VR22 (AUXILIARY HYDRAULIC PUMP PH-2)
PROTECTS THE SYSTEM AGAINST OVER PRESSURE
OPERATES WHEN PRESSURE = 113.7bar
REGULATES THE HYDRAULIC PRESSURE DURING START UP % SHUT DOWN SEQUENCE
NORMAL TO FIND THE OIL FLOW AT THE OUTLET OF THIS RELIEVE VALVE
AIR BLEED VALVE
VAB-1
PURGES AUTOMATICALLY THE PH-1 CIRCUIT
VAB-2
PURGES AUTOMATICALLY THE PH-2 CIRCUIT
HYDRAULIC SYSTEM
CHECK VALVES (VCK)
VCK3-1
PROHIBITS THE RETURN OF THE MAIN OIL FLOW i.e. PH-1
OPERATING PRESSURE = 1.5bar
VCK3-2
PROHIBITS THE RETURN OF THE AUXILIARY PUMP OIL FLOW i.e. PH-2
OPERATING PRESSURE = 1.5bar
VPR3-1 (PRESSURE REGULATING VALVE OF PH-1)
REGULATES THE PH-1 PUMP PRESSURE
PH-1 PRESSURE COMPENSATER OPERATES AT = 103.4bar
HYDRAULIC SYSTEM
TRIP OIL SYSTEM
THE TRIPPING DEVICES WHICH CAUSE SHUT DOWN THROUGH THIS SYSTEM, DONE BY LOW PRESSURE OIL (OLT)
THIS CAN BE DONE DIRECTLY OR INDIRECTLY THROUGH ELECTRO HYDRAULIC DUMP VALVES
20FL-1
20TV-1
20FG-1
FOR CLOSING OF DUMP VALVES
OIL IN THE TRIP OIL LINE IS DUMPED
STOP VALVES CLOSE BY THE SPRING RETURN ACTION
FOR OPENING OF DUMP VALVES
AT THE PROPER POINT IN THE ATARTING SEQUENCE
DUMP VALVES ARE ENERGIZED, PROVIDES OIL PRESSURE TO OPEN THE DUMP VALVES
SPECIALLY FUEL STOP VALVES REMAIN OPEN UNTIL
SOME TRIP ACTION OCCURS
UNIT IS SHUT DOWN
COOLING AND SEALING AIR
COOLING AND SEALING AIR SYSTEM
DURING NORMAL OPERATION , THE COOLING AIR SYSTEM PREVENTS THE EXCESSIVE TEMPERATURE BUILD-UP IN PARTS OF GAS
TURBINE ROTOR AND STATOR
THE SEALING AIR SYSTEM IS USED FOR THE SEALING OF TURBINE BEARINGS
APPLICATION
SEALINGS OF THE TURBINE BEARING
COOLING INTERNAL TURBINE PARTS
COOLING OF TURBINE OUTER SHELL & EXHAUST FRAME
PROVIDED AIR OPERATING SUPPLY FOR AIR OPERATED VALVES
COOLING & SEALING AIR SYSTEM
ORIGIN
THE COOLING & SEALING AIR SYSTEM PROVIDES THE NECESSARY AIR FLOW FROM THE GAS TURBINE COMPRESSOR
5TH STAGE
COOLING OF TURBINE EXHAUST FRAME SHELL
SEALING OF TURBINE BEARINGS NO. 1,2 & 3
11TH STAGE
AIR EXTRACTED THROUGH BLEED VALVES VENTED TO ATMOSPHERE TO PREVENT PULSATION OF THE COMPRESSOR DURING
THE ACCELERATION PERIOD OF THE TURBINE STARTING SEQUENCES AND DURING DECELERATION OF THE TURBINE AT SHUT
DOWN.
BETWEEN 16TH & 17TH STAGE (INTERNAL COOLING AIR)
COOLING THE 1st AND 2nd STAGES TURBINE BUCKETS AND 2nd STAGE AFTER AND 3rd STAGE FORWARD ROTOR WHEEL SPACES.
88TK-1 & 88TK-2 (CENTRIFUGAL TYPE BLOWERS)
COOLING OF THE TURBINE EXHAUST CASING ANS EXHAUST FRAME
TAKE SUCTION FROM ATMOSPHERE
COOLING AND SEALING AIR SYSTEM
SEALING AIR FOR TURBINE BEARINGS NO 1,2 & 3
BEARING SEALING AIR IS EXTRACTED FROM 5 TH STAGE OF COMPRESSOR
COMES IN SERIVICE DURING NORMAL OPERATION OF UNIT
EXTERNALLY PIPING TO TURBINE BEARINGS
ORIFICES (IN THE AIRLINES)
LIMITS THE FLOW OF AIR TO REQUIRED VALVES
LIMITS THE PRESSURE OF AIR TO REQUIRED VALVES
CENTRIFUGAL SEPARATOR
LOCATED IN THE 5TH STAGE PIPING
REMOVES ANY PARTICLES OF DIRT OR FOREIGN MATTER THAT CAN DAMAGE THE BEARINGS
THE PRESSURIZED AIR
COOL THE BEARINGS
CONTAIN LUBE OIL WITHIN BEARING HOUSING
AIR IS DIRECTED AT BOTH ENDS OF THE BEARINGS (PROVIDING THE BEARINGS FOR LUBE OIL)
NOTE 1;- 5TH STAGE AIR COMES FOR COOLING AND SEALING OF BEARING # 2 IS VENTED BECAUSE TEMPERATURE IS VERY
HIGH AT BEARING#2 WHICH CAN INCREASE LUBE OIL TANK TEMPERATURE AND CAUSES SPLASHING
NOTE 2:- GENERATOR BEARINGS NO. 4,5 DON’T REQUIRED SEALING AIR BECAUSE THEY ARE LABYRANTH SEALED
NOTE 3:- COOLING AND SEALING AIR FOR BEARINGS (EXCEPT BEARING#2) RETURNS INTO LUBE OIL TANK AND THEN
EXTRACTED WITH THE HELP OF LUBE OIL MIST ELIMINATOR 88QV
COOLING AND SEALING AIR SYSTEM
TURBINE COOLING SYSTEM
TURBINE STATOR
5TH STAGE COOLING AIR
COOLING OF THE TURBINE EXHAUST FRAME SHELL
88TK-1 & 88TK-2 (CENTRIFUGAL TYPE BLOWERS)
INLET SCREEN
PROVIDED WITH EACH BLOWER
CHECK VALVES (VCK7-1 & VCK7-2)
INSTALLED ON DISCHARGE LINE BEFORE ENTRING THE TURBINE SHELL
SET POINT = 7mbar
USED FOR
COOILING OF TURBINE CASING AND TURBINE EXHAUST FRAME
AIR SUCTION FROM ATMOSPHERE
PATH OF COOLING
DISCHARGE DIRECTED INTO TWO STREAMS
ENTERS THE TURBINE SHELL AND OUT INTO THE TURBINE COMPARTMENT VIA STRUT PASSAGES
AIR SUPPLIES TO THE AFTER BEARING TUNNEL VIA EXHAUST FRAME AND STRUT PASSAGES
COME COOLING AIR FLOWS INTO THE 3RD STAGE AFTER WHEEL SPACE AFTER WHICH IT DISCHARGE INTO THE EXHAUST
COOLING AND SEALING AIR SYSTEM
TURBINE COOLING SYSTEM
TURBINE STATOR
88TK-1 & 88TK-2 (CENTRIFUGAL TYPE BLOWERS)
63TK-1 & 63TK-2 PRESSURE SWITCHES FOR LOW PRESSURE
IF SINGLE BLOWER FAILS, THE SWITCH ACTIVATES ALARM
IF BOTH BLOWER FAILS, THE TURBINE WILL SHUT DOWN VIA NORMAL SHUT DOWN SEQUENCE
SET POINT = 381mmH2O
88TK-1
ON WHEN (DURING START-UP)
14HS RELAY ACTS
2850rpm
OFF WHEN (DURING SHUTDOWN)
14HC RELAY ACTS
SPEDD DECRESES TO 2850rpm
88TK-2
ON WHEN (DURING START-UP)
AFTER 10 SECONDS 88TK-1 COMES IN SERVICE
OFF WHEN (DURING SHUTDOWN)
AFTER 10SECONDS OF 88TK-1 CUTT OFF
NOTE:- AFTER SHUTDOWN, WHEN MACHINE IS ON TURNIG GEAR, 88TK-1, 88TK-2,88BT-1 &88BT-2 CAN BE START MANUALLY
FOR FASTER COOLDOWN OF WHEELSPACE TEMPERATURES
COOLING AND SEALING AIR SYSTEM
TURBINE COOLING SYSTEM
TURBINE ROTOR
BETWEEN 16TH & 17TH STAGE (INTERNAL COOLING AIR)
COOLING THE 1st AND 2nd STAGES TURBINE BUCKETS AND 2nd STAGE AFTER AND 3rd STAGE FORWARD ROTOR WHEEL SPACES.
IT’S A KIND OF FLUTE STRUCTURE, SHAFT IS HALLOW AND AIR FIND A PATH THROUGH A SHAFT TO ENTER INTO TURBINE 1 ST
AND 2ND STAGES TURBINE BUCKETS AFTER WHICH IT DISCHARGE WITH HOT GASSES
COOLING AND SEALING AIR SYSTEM
PULSATION/REVERSE FLOW PROTECTION
AIR EXTRACTED FROM 11TH STAGE OF COMPRESSOR
ALLOW EXCESSIVE AIR TO DISCHARGE PLENUM
FROM FOUR BLEED VALVES (NORMALLY OPEN)
VA2-1
33CB-1 (LIMIT SWITCH)
INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE PERMISSIVE LOGICS
VA2-2
33CB-2 (LIMIT SWITCH)
INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE PERMISSIVE LOGICS
VA2-3
33CB-3 (LIMIT SWITCH)
INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE PERMISSIVE LOGICS
VA2-4
33CB-4 (LIMIT SWITCH)
INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE PERMISSIVE LOGICS
20CB-1 SOLENOID ENERGISES TO CLOSE THE BLEED VALVES WHEN
TURBINE REACHES AT FSNL TO ALLOW NORMAL OPERATION
SYNCHRONIZING START AND 52G CLOSES BLEED VALVES CLOSE
AIR COMES FROM CPD TO OPERATE 20CB-1 & BLEED VALVES
BLEED VALVE ARE INTERLOCK WITH 52G (GENERATOR CIRCUIT BREAKER)
COOLING AND SEALING AIR SYSTEM
PULSATION/REVERSE FLOW PROTECTION
VENTED TO ATMOSPHERE TO PREVENT PULSATION OF COMPRESSOR
DURING ACCELERATION PERIOD OF THE TURBINE STARTING SEQUENCE
DURRING DECELERATION PERIOD OF THE TURBINE AT SHUTDOWN
NOTE 1:- SERIOUS DAMAGE TO THE GAS TURBINE IF ALL BLEED VALVES ARE NOT OPEN DURING START-UP SEQUENCE
NOTE 2:- THE PRESSURE, SPEED AND FLOW CHARACTERISTICS OF THE GAS TURBINE ARE SUCH THAT AIR MUST EXTRACTED
FROM 11TH STAGE OF COMPRESSOR
NOTE 3:- IF BLEED VALVES REMAIN OPEN MORE THAN A SPECIFIC TIME 52G OPENS BUT GT WILL NOT TRIP OR SHUTDOWN
AIR PROCESSING UNIT
AIR PROCESSING UNIT SYSTEM
AIR COMES FROM CPD, GO THROUGH THE PROCESS i.e.
COOLING
FILTERATION
DRYER
APPLICATION
AFTER AIR IS PROCESSED THEN IT IS USE FOR FOLLOWING PURPOSES i.e.
SELF-CLEANING OF INTAKE AIR FILTERS (MAJOR PURPOSE)
THE FILTER SELF CLEANING SYSTEM IS DESIGNED TO
REMOVE THE FOREIGN PARTICLES OF THE ATMOSPHERIC AIR SUCKED BY THE GT COMPRESSOR TO PROTECT THE MECHANICAL
COMPONENTS SUCH AS
COMPRESSOR AND TURBINE BLADES TO AVOID
CORRISION
EROSION
FOULING
INSTRUMENT AIR FOR THE OPERATION OF NUMATIC VALVES (MINOR)
HSD SKID VALVES
HSFO SKID VALVES
ANTI-VANADIUM INHIBITOR SKID
WATER INJECTION SKID
AIR PROCESSING UNIT
COMPONENTS
MOTORIZED AIR COOLER (CLR201)
COOLING OF THE COMPRESSED AIR COMING FROM CPD
INCOMING AIR TEMP FROM CPD = 350’C (BASE LOAD)
RANGE OF COOLING = 5’ C + AMBIENT TEMPERATURE
COMPRESSED AIR TANK
CAPACITY =500 liters
WHEN PRESSURE = 7.8bar (AUX COMPRESSOR STARTS)
WHEN PRESSURE= 10.4bar (AUX. COMPRESSOR OFF)
AIR DRYER
2 AIR DRIERS ARE INSTALLED (WORKS RESPECTIVELY ONE AFTER THE OTHER)
REMOVE THE MOISTURE FROM THE AIR
AUXILIARY COMPRESSOR
TAKES AIR FROM THE ATMOSPHERE
MAINTAINS THE PRESSURE OF COMPRESSED AIR TANK
AIR INTAKE SYSTEM
AIR INTAKE FILTERS SYSTEM
TOTAL NO. OF CARTRIDGES = 920
CARTRIDGES ARE GROUPED AS A PAIR
CYLINDERICAL CARTRIDGE
CUBICAL CARTRIDGE
TOTAL NO. OF PAIRED CARTRIDGES = 460
THESE ARE DIVIDED INTO 5 MODULES
1ST MODULE CONTAIN
100 PAIRS OF CARTRIDGES
2ND MODULE CONTAIN
100 PAIRS OF CARTRIDGES
3RD MODULE CONTAIN
100 PAIRS OF CARTRIDGES
4TH MODULE CONTAIN
80 PAIRS OF CARTRIDGES
5TH MODULE CONTAIN
80 PAIRS OF CARTRIDGES
PRESSURE ALARMS
63TF-2A & 2B = 214mmH2O (HIGH DP ALARM)
63TF-2A & 2B = 254mmH2O (HIGH –HIGH) GT TRIP
AIR INTAKE FILTERS SYSTEM
PULSE/SELF CLEANING
IT ‘S DONE BY INJECTED THE COMPRESSED AIR FROM APU THROUGH THE BLOW PIPES
EACH PULSE OF AIR FROM THE BLOW PIPE ENTER INTO THE CARTRIDGES PROVIDED
SHOCK WAVE INSIDE THE FILTER CARTRIDGES
MOMENTRY REVERSE FLOW
PULSE LENTH = 0.8sec
PULSE INTERVAL = 10sec-30sec (ADJUSTABLE ACCORDING TO ATMOSPHERE)
PULSES IN ONE CYCLE = 5 (FOR EACH MODULE ONE BY ONE)
PULSE CYCLE = 54sec-154sec (DEPENDS ON PULSE LENGTH & INTERVAL)
PULSE STARTS WHEN PRESSURE = 55mmH2O
PULSE ENDS WHEN PRESSURE = 45mmH2O
DUST COLLECTOR/EVACUATION FAN
FIVE DUST COLLECTOR FANS ARE INSTALLED
AFTER PULSATION DUST PARTICLES ARE EVACUATED WITH THE HELP OF THESE EVACUATION FANS
27TF-1 ELECTRICAL FAULT ALARM OCCURS WHEN ONE OF THESE FANS ARE SWITCHED OFF