SUMMER TRAINING REPORT

Indian oil Corporation Ltd, Mathura

Duration : 01/07/2019-31/07/2019

Submitted to Submitted by:

MrRajendar Prasad Omesh Dubey
Assistant manager 1634140027

(L&D)
In partial fulfilment of requirement for the degree of

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

INSTITUTE OF TECHNOLOGY AND MANAGEMENT, ALIGARH

1
 CERTIFICATE
This is to certify that the report entitled “Power generation in thermal
power station” submitted to learning and development department of
Indian Oil Corporation Limited ,Mathura BY OMESH DUBEY in partial
fulfilment of requirement for the award of certificate for summer training
in electrical and electronics engineering, is a presentation of the work
carried out under my supervision and has not been submitted or carried
out elsewhere for the award of any other assignment to the best of my
knowledge.

PROJECT GUIDE –MR P.k Singh

ACKNOWLEDGEMENT
I take this opportunity to express our deep sense of gratitude to our project guide Mr. Rajendra
Prasad in IOCL Mathura refinery for his constant guidance and insightful comments during the
course of work. I shall cherish our association with them for their constant encouragement and
freedom to thought and action that rendered to us throughout project work.

I am highly obliged to Mr. Rajendra Prasad AND Mr. VARUN KUMAR for his encouragement
and valuable Suggestion during my project work.
2
I am also thankful to my friends for their constant help and encouragement for my successful
completion of project report.

3
CONTENTS

DESCRIPTION
SR. PAG
NO. E
NO.

1. Introduction –TPS 5

2. Gas Turbine – Principle 7

3. Block Diagram 9

4. Construction Features and function of 11

various major components

5. Specification of Gas turbine 17

6. Detailed Process description 18

4
 7. Diagrams 35

8. GT Operating Parameters 47

9. GT Protection System 48

1. TPS INTRODUCTION

There are three Boilers, two HRSG’S, two GT’S and three Turbo generators at Mathura Refinery Captive
Thermal Power Station. To ensure continuous operation of all the systems, common headers connect
the boilers, HRSGs, turbines and other equipments.

MAJOR EQUIPMENT’S SPECIFICATIONS:

• Boiler (Capacity – 150 MT/hr at 64 kg/cm2g pressure & 450 °C temperature).

• STG (Capacity – 12.5 MW, 11 KV)

• HRSG (Capacity - 103 MT/Hr at 64 kg/cm2g pressure & 450 °C temperature).

• GT (Capacity – 20.2 MW, 11 KV)

OBJECTIVE OF TPS:

• Uninterrupted supply of Power, Steam, Feed water & DM water to Units.

• Optimization of Resources and Efficiency Improvement.

• To ensure reliability and quality of services.

• Utilization of state of art technology.

• Safe practice of operation.

• Environment safety.

5
 2. GAS TURBINE WORKING PRINCIPLE:

Air is drawn into the compressor where it is compressed and sent to the combustion chamber. Fuel is
injected into the combustion chamber where it is ignited by the compression (spark on startup). The
gases are directed into the turbine where the thermal energy is converted into work.

Gas turbine operates on the principle of Brayton cycle.

6
7
3. BLOCK DIAGRAM OF GAS TURBINE CYCLE

8
 4. CONSTRUCTIONAL FEATURES & FUNCTIONS OF VARIOUS MAJOR COMPONENTS

The Constructional features & functions of various major components of gas turbine are
explained below:

GAS TURBINE INTRODUCTION

Gas Turbine is a single-shaft, heavy-duty unit driving a synchronous generator, its
auxiliary equipment, required control equipment and those off-base auxiliaries that
are essential to overall operation.

Fuel and air are used by the gas turbine unit to produce the shaft horsepower
necessary to drive certain accessories and ultimately the drive load generator. The
turbine unit is composed of an axial-flow compressor, a multi-stage turbine, support
systems, combustion system components and a starting device. Both compressor
and turbine are directly connected with an in-line, single-shaft rotor supported by

9
 pressure lubricated bearings. The inlet end of the rotor shaft is coupled to an
accessory gear having integral shafts that normally drive the hydraulic pump, main
lubrication pump and may drive other system pumps as required for a given
installation.

PROCESS FLOW DESCRIPTION

The MS-5001 is a simple-cycle-shaft gas turbine with a ten combustor reverse flow
combustion system. The MS-5001 gas turbine assembly contains five major
sections: Air inlet Compressor

Combustion system

Turbine

Exhaust

GAS PATH DESCRIPTION

The gas path is the path by which gases flow through the gas turbine from the air
inlet through the compressor, combustion section and turbine, to the turbine
exhaust.

When the turbine starting system is actuated and the clutch is engaged, ambient air
is drawn through the air inlet plenum assembly, filtered and compressed in the
axial- flow compressor. For pulsation protection during startup, the 10th-stage
extraction valves are open and variable inlet guide vanes are in the low flow startup
position.

When the starting system has accelerated the rotor to ignition speed, the spark
plugs are energized and fuel is turned on. In the case of liquid fuel equally
distributed to each combustor by an external flow divider. In the case of gaseous
fuel, the gas metering holes in the fuel nozzles control the distribution. The resulting
fuel/air mixture is ignited in the chambers containing spark plugs and flame
propagated through are crossfire tubes to the rest of the combustors. When all
chambers are lit, as indicated by the flame detectors, the startup sequence
continues.

When the high-speed relay actuates at 95 percent speed, the 10th-stage extraction
bleed valve closes automatically and the variable inlet guide vane actuator energizes
to open the inlet guide vanes to the normal turbine operating position. Air from the
compressor flows into the annular spaces between the outer combustion casings
and the combustion liners, and enters the combustion zone through the combustion
liners.

10
 The hot gases from the combustion chambers flow through the ten separate
transition pieces. The gases then enter the two-stage turbine section of the
machine. Both stage consist of a row of fixed nozzles followed by a row of rotating
turbine buckets. In each nozzle row, the kinetic energy of the jet is increased, with
an associated pressure drop. In the following row of moving buckets, a portion of
the kinetic energy of the jet is absorbed as useful work on the turbine rotor.

After passing through the 2nd-stage buckets, the gases are directed into the exhaust
hood and diffuser which contain a series of turbine vanes to turn the gases from an
axial direction to a radial direction, to minimize exhaust hood losses. The gases then
pass into the exhaust plenum and are introduced to atmosphere through the
exhaust stack.

Resultant shaft rotation is used either to turn a generator rotor for electrical power
production, or to drive a centrifugal compressor in industrial process applications.

1. Diesel Engine:

A gas turbine is first to be cranked up to a certain minimum speed i.e. 20 ºC of full

speed no load (FSNL), which is 5100 rpm. After attaining this speed the firing starts
but the cranking is continued until it reaches the self sustaining speed i.e. 60% of
FSNL. Hence a prime mover is required (diesel engine) to supply a high torque at the
time of starting to drive the turbine up to the firing speed and then assisting the
fired turbine to reach the self sustaining speed.

The diesel engine also drives the Start-up compressor till the main compressor
comes into service.

2. Torque Converter (T.C) Ratchet & Jaw Clutch:

Torque Converter is used to provide the required torque & speed for the cranking
either before start-up or after the shutdown of the turbine. The function of starting
jaw clutch is to engage/disengage DE to G.T. through accessory gearbox. All these
operations are performed hydraulically.

3. Accessory Gear Box:

Accessory gearbox performs the following multiple functions:

• To drive the various accessories at their designed speed and

11
 required torque.

• To connect and disconnect the turbine from the starting

device.

• To trip the turbine mechanically through over speed bolt

mechanism.
Various equipment driven by accessory gearbox are:

• Main Hydraulic Oil Pump (MHOP).

• Main lube oil pump (MOP) Main Atomizing air

compressor.

• Fuel oil pump

4. Air Inlet System:

In a gas turbine, clean air is required for various purposes. An elevated air intake
arrangement is provided to clear the atmospheric air. The atmospheric air passes
through a set of filter elements (total 360 Nos. in two tiers) and then to the inlet
plenum of the main air compressor through the inlet ducting system.

The elevated air intake arrangement minimizes the pick up of dust particles along
with the air from the ground. There is an arrangement for self-cleaning of the air
filter elements for which an air processing unit (APU) and filter control panel are
provided.

5. Main Air Compressor:

Compressor is axial flow type with 17 stages. The compressor suction receives clean air from the air

inlet system. The compressed air is used in GT for the various purposes as described below:- •
Combustion of fuel in the combustion chambers.

• Cooling of various turbine parts.

• Sealing of oil in the bearings.

• Pulsation control during start up and shutdown. Purging
of air filters. Compressor has the following main parts:-

12
 (A) Inlet Guide Vanes (IGV):

It is located at the after end of inlet casing. The position of these vanes controls the quantity of
compressed air flow. Vanes are actuated by a hydraulic cylinder connected to the control ring that
turns the individual pinion gears mounted at the end of each vane.

(B) Stator of the Compressor:

It has three major sections:

Inlet Casing.
It is located at the forward end of the GT. Its function is to uniformly distribute air in to compressor and
it supports the rotor bearing No-1.

Compressor Casing:
It contains 1st to 10th stage of the compressor.

Discharge Casing:
It contains last seven stages i.e. from 11th to 17th stage of compressor. It provides inner support to 1st
stage nozzle of the turbine couples the stator of turbine & compressor and supports the outer
combustion chambers.

6. Combustion Section:

The combustion system is the reverse flow type. The high-pressure airs from the compressor reverses
its path in the transition pieces and then moves to the annular spaces that surround each of the ten
combustion chambers.

Each combustion chamber has the following main parts:

• Nozzle Flow Sleeve

• Liner

• Transition Piece.
13
 • Cross Fire Tube.

• Spark Plug (2 Nos.)

• Flame Detectors (2 Nos.) Function of Various Parts:

Transition Pieces:
It directs the hot gases from the liners to turbine nozzle.

Nozzle:
It disperses & mixes the fuel with proper amount of combustion air.

Cross Fire Tube:

A passage to propagate the flame from one combustion chamber to another after the initiation of fire
by spark plug.

Cooling of Liner Wall:

A film of main compressor discharge air shields the liner wall from the hot combustion gases.

Combustion Chamber:
In the combustion chamber, hot combustion gases from the reaction zone passes to the dilution zone
where additional amount of air is mixed to bring the temperature of hot gases to the desired level.

Spark Plug:
Combustion is initiated by the spark plugs provided in the two combustion chambers when the firing
command is given by mark-V. The spark plug operates at the voltage of 11KV & this high voltage is
supplied by ignition transformer. Spark plugs are installed in combustion chamber No-1 & 10 only. At
the time of firing, spark plug ignites the fuel in the combustion chamber & fire in the remaining
chambers is ignited through crossfire tubes. These are spring injected and pressure retracted type. As
the rotor speed increases, chamber pressure causes the spark plugs to retract & the electrodes are
removed from combustion zone. As the rotor speed increases, chambers are ignited through crossfire
tubes only.

Ultra Violet Flame Detector:

During the starting sequence, it is essential that indication of the presence or absence of flame in the
combustion chambers be transmitted to the mark-V. The two nos. flame detectors are provided in
combustion chamber No. 7 & 8 to meet the purpose.

Fuel Nozzles:
14
 Each combustion chamber has one nozzle & each nozzle has four inlets for Natural Gas, liquid fuel,
Purge air & atomizing air. The liquid fuel is atomized by means of atomizing air. The swirl tip in the
nozzle imparts a swirl in the combustion air for complete combustion and resulting in the smoke free
operation of the unit.

7. Turbine:
The Turbine has only two stages. Turbine section is the area in which heat energy in the form of
pressurized hot gases produced by the compressor and combustion sections is converted into the
mechanical energy. The main parts & features of the turbine are described below:

Turbine Stator:
Turbine shell and exhaust frame comprises the major portion of turbine stator structure. The turbine
shell controls the axial and radial positions of the shrouds and nozzles i.e. it control turbine clearances
and relative position of the nozzles to the turbine buckets. This position is very critical for the GT
performance.

Turbine Rotor: It
consists of the following main parts:-

• Distance Piece

• 1st stage wheel & 1st & 2nd stage spacer. 2nd stage wheel and aft wheel shaft.
Cooling of Buckets:
As the first stage bucket are the first to encounter the extremely hot gases, hence longitudinal holes
are provided in these buckets for cooling as air is passed through these holes.

Turbine Rotor Cooling:

Rotor cooling is done by means of a positive flow of cool air radically outward through a space between
the wheel and the buckets, then through the stator and finally in to the main gas stream area, which is,
called wheel space.

First Stage Wheel Space Cooling:

The forward wheel space cooling is done by compressor discharge air, which is leaking through the
labyrinth. This air discharges in to the main gas stream. The aft wheel space is cooled by 2nd stage
nozzle cooling air.

Second Stage Wheel Space Cooling:

15
Forward wheel space is cooled by leakage from 1st stage aft wheel space through the inter stage
labyrinth. Aft wheel space is cooled by air from the internal extraction system. This enters the wheel
space through slots in the forward face of the spacer.

Nozzles:
There are two stages of stationary nozzles, which direct the high velocity flow of the hot gases against
turbine buckets causing the turbine rotation.

1st Stage Nozzle: - It receives the hot gases from the combustion system via the transition pieces.

2nd Stage Nozzle: - Combustion air coming out of the first stage buckets is again Expanded and
redirected against 2nd stage turbine buckets by the 2nd stage nozzles. The 2nd stage nozzle is cooled
by compressor discharge air.

5. SPECIFICATION OF GAS TURBINE

1. AIR COMPRESS0R

• No. of stages: 17

• Type: Axial flow

• Casing split: Horizontal

• Compression ratio: 1:10.3

• Rated Speed: 5100 RPM • Extraction: 4th, 10th & 17th stage for cooling, sealing

& air filter pulse cleaning.

2. TURBINE

• No. of stages: 2

• Type: Impulse

• Casing split: Horizontal

• Minimum continuous speed: 5100 RPM

• Ignition speed: 1240 RPM

• Self sustaining speed: 2640 RPM

16
 • Mechanical trip over speed: 5737 ± 50

•
Electrical trip over speed: 5610 +30
3. COMBUSTION SYSTEM

• Type: Reverse flow

• No. of combustor: 10

• No. of fuel nozzle per combustor: 1

• Type of igniters: Automatic retracting type

• No. of igniters: 2

• No. of flame detectors: 2

• Type of flame detectors: Ultra voltage

• Firing temperature at base load: 963°C at trailing edge of 1st stage nozzle.

• Firing temperature at peak load: 996°C.

6. DETAILED PROCESS DESCRIPTION

2.1 STARTING SYSTEM

A gas turbine cannot produce torque at zero speed like other internal combustion
machines therefore a starting device is required to crank the turbine for starts up.
Following are the three main functions of starting device:-

a) Supply high torque at zero speed to breakaway the turbine.

b) Drive the unfired gas turbine up to an acceptable firing speed
c) Assist the fired turbine to a self-sustaining speed after which the starting device is
detached from the gas turbine.

Gas turbine uses one of the basic type of starting device i.e. diesel engine or electric
motors. A hydraulic torque converter is provided that accepts a constant high speed input
and produces an output speed/torque characteristic suitable for starting devices. With
these devices, a clutch is needed to engage gas turbine at zero speed and to disengage

17
 automatically when gas turbine reaches the self sustaining speed to prevent over
speeding of the starting device.

1. STARTING DEVICE (DIESEL ENGINE)

RATING - 630 HP/470 KW

SPEED - 2300 RPM

The diesel engine draws combustion air from the accessory compartment through a filter
into the turbocharger, Intel Air dampers, located downstream of the turbochargers, are
equipped with a manual emergency shutdown latch.

Engine coolant is drawn from a gas turbine cooling water system tank. Thermostats on
the engine control the flow rate. The engine operates on completely self-contained lube
oil system. Lube oil pressure can be read on panel mounted pressure gauge and is
monitored by pressure switch (63 QD).

A fuel (HSD) tank for diesel engine has been fabricated in the turbine base. Refilling of this
tank is a manual operation. An engine driven high lift pump draws fuel from the tank and
pumps it through a filter to the canister mounted on the side of the engine. The main fuel
pump draws fuel through canister and pumps it through a filter into the injector headers.
Each fuel injector draws the required amount of fuel from the headers. The excess fuel
cools the injector & returned to the canister and through the overflow drain fuel goes
back to the tank. There is a manual-priming pump installed in parallel with high lift pump.
Attempt to “Prime” the engine fuel system by cranking the engine can seriously affect the
life of the engine starter.

1.1 DIESEL ENGINE CONTROLS

The basic control elements include a starter, speed control system, stop mechanism and
electronic logic in the gas turbine control panel for the unattended, automatic protection
and control.

Engine starter 88 DS is direct current motor that engages with the engine through a
Bendix drive.

The positioning of lever on the variable speed governor controls engine speed. The
positioner is a hydraulic cylinder controlled by solenoid valves 20DA-1 and 20DA-2. A
small engine driven pump, pressure limited by relief valve VR13., supplies a controlled
18
flow rate of engine oil for cylinder operation. When 20DA-2 is energized, the governor
lever attains the maximum speed position and when 20DA-2 is de-energized, the lever is
returned to idle position. Energizing 20DA-1, when the lever is anywhere between the end
positioner travel, holds the lever at the existing position to provide governing at an
intermediate speed. This system allows control of the turbine cranking speed. Except
under certain emergency conditions, the engine is to be stopped only with the governor
lever in the idle position. Following an emergency shutdown, the engine can be safely
restarted regardless of governor lever position, but there is a option of manually resetting
the lever before attempting a restart by manually shifting the 20 DA-1 solenoid valve and
pulling the cylinder to the idle position.

The engine stop device is an energize-to-stop solenoid (20DV) connected to the governor.
The solenoid in energized condition activates the shutdown mechanism * thus stops the
engine.

Electronic logic in the control panel provides automatic sequencing of 88DS, 20DA-1,
20DA-2 and 20 DV for normal unit start-up, normal/emergency engine shutdown and for
testing the engine. To protect the device, the logic also monitors the starting clutch
position (33CS), the engine lube oil pressure (63QD) and engine speed (775) and
Alarms/Trips.

Diesel engine speed can be measured on Mark-V panel & on the local panel of engine.
The engine will operate at constant speed when the unit is between 2300 to 2700 rpm
during the start-up sequence.

1.2 DIESEL ENGINE OPERATION

After the starting clutch is engaged, 88DS is energized to start the engine. The engine idles
through the warm-up cycle and then 20DA-2 is energized to accelerate the engine to the
maximum speed for unit breakaway with the help of the hydraulic ratchet. Following
breakaway, 20DA-2 is de-energized to decelerates the engine to approximately 1900 rpm
at the instant 20DA1 is energized to hold constant engine speed until the gas turbine is
sequenced through the end of warm-up. Then 20DA-1 is de-energized and 20DA-2
energized to accelerate the engine back to maximum speed for acceleration of the
turbine till self sustaining speed. At a unit speed of about 3100-rpm, the clutch
automatically disengages and 20DA-2 is de-energized. The engine returns to idle speed,
idles through a cool down period and stops when 20 DV is energized.

19
2. HYDRAULIC RATCHES SYSTEM
The hydraulic ratchet is a turning device for the gas turbine rotor and performs the
following functions:

a) During start-up, the ratchet serves to breakaway the turbine rotor.

b) The hydraulic ratchet reduces the torque requirement of the diesel engine torque
converter.
c) During inspection of the turbine parts, it can jog the rotor to different angular
position.

d) At shutdown, the ratchet repositions the gas turbine rotor at regular intervals to
minimize rotor bow.

Components of the ratchet system include rotary actuator/one-way clutch mechanism in

the torque converter assembly, control valve module, pump assembly and a relief value.
In the system, the valve module controls the starting clutch engagement and the
hydraulic self sequencing operation of the rotary actuator. The module includes the
ON/OFF solenoid valve (20CS), the modulating back –pressure valve that maintains
adequate pressure to the clutch engagement cylinders, two pilot operated valves to
control flow to the rotary actuator and the limit switch (33HR).

Pump assembly consists of a 125 V motor, driving a 1.5 gpm pump at 1725 rpm. The
assembly pumps lube oil from the unit-bearing header to the inlets of the relief valve (VR-
5) and control valve module. Setting relief valve (VR-5) at a “cracking” pressure above
1350 psig can damage the one-way clutch in the ratchet mechanism.

RATCHET SYSTEM OEPRATION

With the pump in operation and solenoid valve 20 CS energized, oil from the lubrication
system is ported to the starting clutch and the ratchet system. This causes the ratchet
mechanism to operate continuously as the hydraulic self-sequencing control
automatically shifts the oil flow between the forward and reset strokes of the ratchet
mechanism. A forward stroke advances the starting clutch about 47 degrees during the
10- second duration. The reset stroke is about 4.5 second’s duration.

The Mark-V control panel automatically sequences operation for unit cool down. Once
every three minutes, the mechanism is operated through one complete cycle. The cycle is
terminated in the forward stroke position to lock the clutch in the engage position.

20
Ratchet operation is normally required to achieve breakaway of the unit rotor system
during the unit start-up sequence. With the starting system at maximum power, 88 HR
and 20 CS are energized for continuous operation until breakaway is achieved. If
breakaway is not achieved with three minutes the ratchet system is de-energized

The ratchet system can also be manually operated by use of ‘Jog’ switch (43HR) located in
the accessory compartment. Actuation of the ‘Jog’ switch interrupts and terminates
operation in any automatic sequence. The switch actuation energizes 88 HR and 20CS and
maintains both in energized state as long as switch contact is maintained. Release of the
switch immediately deenergizes both 88 HR and 20CS independent of the ratchet stroke
position. Operation of the ratchet system without oil pressure in the gas turbine bearing
header may damage the ratchet pump or the gas turbine bearings. Excessive continuous
ratchet operation of jogging (inching the rotor) by use of the ‘Jog’ switch can seriously
affect the life of 88HR and 20 CS.

STARTING JAW CLUTCH

A starting clutch connects the output shaft of the torque converter assembly to the main
shaft of the accessory gear. The clutch is engaged by hydraulic cylinders (oil supplied from
the ratchet control valve module) and disengaged by return springs in the cylinders.
Engagement is maintained by transmitted torque generated in the torque converter and/
or ratchet mechanism. The sliding clutch cannot be turned backward except during a
reset stroke of the ratchet mechanism because of the one-way clutch in the ratchet
mechanism. The system is designed to maintain the clutch in the engaged position at all
times except when the gas turbine is running. A manual valve VM2 has been installed in
the hydraulic lines between the ratchet control module and the clutch cylinders so as to
allow the inspection and maintenance of the clutch mechanism. To disengage the clutch,
shift the valve and operate the ratchet with the “Jog” switch, the clutch will disengage
during the ratchet-reset stroke. Starting clutch operation is automatically controlled
through ratchet control valve module by the Mark-V panel.

Both clutch mechanism and operating linkage must be kept clean and properly adjusted.
Dirt on clutch face or in the slide spline and linkage can present problems by changing the
force levels required for actuation of the clutch. Remove the guard and check the
operation of the clutch and the adjustment or operating linkages to determine that the
ball bearings on the sliding half of the clutch is not subjected to high avoidable loads.

21
 6.2 LUBRICATION SYSTEM

The lube oil system meets the lubrication requirements of the gas turbine and performs
cooling of various parts by absorption of heat load. The lube oil is circulated through the
following turbine parts.

a) Two main turbine bearings

b) Generator bearings
c) Reduction Gear
d) Turbine Accessory gear
e) Control fluid for Hydraulic control devices.

The lubrication system is designed to provide ample supply of filtered lubricant at the
proper temperature and pressure for operation of the turbine and its associated
equipment.

A maximum of 800 SSU of oil is required for turbine start-up for reliable operation of the
control system and bearing lubrication. The lube oil used is Servo Prime 32 T. The tank
capacity of lube oil tank is around 1700 gallon (approx.7700 lit). The temp. Limits of lube
oil are as follows:

Minimum lube oil working temp - 10.00 + 2.7 °C

Lube oil temperature (Alarm) - 73.88 + 1.6 °C
Lube oil temperature (Trip) - 79.44 + 1.6 °C
During standby periods, the lubricating fluid is maintained at a viscosity proper for
turbine startup and operation by immersion heaters installed in the lube reservoir. The
major components of the lubricating system with their specifications are listed below:

1. MAIN LUBE OIL PUMP (MOP)

It is a positive discharge pump, driven by accessory gear & installed at inboard wall of
lower half casing of accessory gear.

Capacity – 1741 LPM

Normal discharge pressure – 4.7 to 5.0 Kg/cm2

22
2. AUXILARY OIL PUMP (AOP)

Capacity 1741 LPM

Normal discharge pressure -4.2 to 4.7 Kg/cm2

It starts automatically when any one of the following occurs:-

a) RATCHET ON command is given

b) GT START command is given
It continues to run until sufficient operating pressure is developed by the MOP which
is achieved normally when GT reaches 95% speed, the AOP stops and MOP takes over
at that instant.

c) During shut down when GT speed reduced to 75-90%.

d) When bearing lube oil header pressure is low i.e. less than or equal to 0.827 + 0.07
e) The pump continues to operate throughout the shutdown and cool down period and
runs until a second stop signal is transmitted from the master control switch.
f) The pump starts automatically wherever the immersion heaters in lube oil tank are
“ON’ so as to circulate the system lubricating fluid.

3. EMERGENCY LUBE OIL PUMP (EOP)

It is a DC motor driven submerged centrifugal type pump. Normally runs in case of failure
of AOP or AC power. During start-up (if required) it operates until GT reaches nearly 40%
speed and it will continue to operate if desired pressure is not achieved.

Capacity - 946 LPM

Starts when the lube oil header pressure dropped 0.42 +0.07Kg/cm2.

4. L.O. HEAT EXCHANGER

It is provided to cool the lube oil circulating in the system. Dual heat exchangers are
installed & one remains in operation while the other is standby. In the heat exchanger,
water flows through tubes & lube oil through shell.

L.O. Tank Low Temp. (Alarm) = (10.00 +2.7) °C

23
L.O. Header High Temp (Alarm) = (73.88 +1.6) °C
L.O. Header High Temp. (Trip) = (79.44 +1.6) °C

5. L.O.FILTERS

2 Sets of dual filters are provided.

L.P. Filters - Cartridges in each filter -3 Nos

- Cartridge replacement at differential pressure of 1 Kg/Cm2.

H.P. Filters - These are 5 micron filters

- Cartridge in each filter -3 Nos

- Cartridge replacement at differential pressure greater than 1 Kg/cm2 (15PSI)

6.3 HYDRAULIC SUPPLY SYSTEM

Hydraulic supply system provides the pressurized hydraulic oil required for operating the
control components (Stop/Ratio Valve and Control Valve) of the GT fuel firing system
(both for liquid fuel and NG) and variable IGV mechanism. Various components of the
system are listed below.

i) Main Hydraulic Oil Pump ii)

Auxiliary Hydraulic Oil Pump iii)
System Filter iv) Transfer Valve
v) Hydraulic Supply Manifold Assembly vi) Inlet
Guide Vane Control Valves & Actuator

Filtered lube oil from the lube oil header is used as high pressure input fluid to the
hydraulic oil system. The system has two hydraulic pumps, one is Main Hydraulic Oil
Pump and the other is Aux. Hydraulic Oil Pump. Main Hyd. Pump is positive displacement
type, driven by a shaft of the accessory gearbox & normally remains in service.

At the time of turbine start up & shutdown when the main hydraulic oil pump is not able
to provide the desired output, the Auxiliary oil pump starts and continues to run until the
speed sensor gives the stop command. When the main pump fails to maintain adequate
pressure then Auxiliary pump automatically starts.

24
The output oil from these pump passes through either of the two filters installed, each
filter is of 0.5 micron pleated paper type. Only one filter remains in service at a time
during operation. A manual transfer valve permits changeover to the standby filter
without interrupting the operation of the system. Pressure gauges are provided to
indicate the differential pressure across the filters and the filter cartridges should be
replaced when the differential pressure indicated is 60 psig.

Hydraulic fluid is pumped to the manifold, which is designed to provide a means of

interconnecting a no. of small components. Output of both the main and auxiliary pumps
is connected to the respective input connections of the hydraulic manifold assembly. Air
present in the hydraulic pumps discharge is automatically vented to atmosphere during
turbine startup by air bleed valves.

4. TRIP OIL SYSTEM

The hydraulic trip oil system is a primary protection interface between the GT control
panel and the components on the turbine, which admits or shut off fuel to the turbine.
Lube oil from the GT bearing header is used for trip functions (abnormal & emergency
shutdown of the turbine) and normal start-up and shutdown thus the oil is called Trip oil

The trip oil is supplied to the turbine over speed trip device and to the GT fuel stop valve
arrangement. The turbine shutdown initiated by the trip system occurs due to the
depressurization of trip oil header which is caused by draining of oil from the system.
When oil is in the trip oil line is dumped, the central pressures acting on the fuel stop
valve is relieved and in turn the valve gets closed by spring return action.

When the GT is started, the valves are energized to reset at the desired point in the
starting sequence permitting oil pressure to open the fuel stop valve. The fuel stop valves
remain open until some trip action occurs or the unit is shutdown. If the pressure of trip
oil to the fuel system becomes too low for reliable operation, the unit will be tripped and
the annunciation ‘Low trip oil pressure’ will appear.

An over speed trip mechanism is also provided to trip the turbine on over speeding. This
is a mechanical device located in the accessory gear and in case of over speeding causes
the rapid decay of trip oil pressure leading to the closure of fuel stop valve.

5. INLET AIR & FILTER SYSTEM

25
The inlet air to the main compressor is passed through the single stage self cleaning inlet
air filtration system. The filter system uses high efficiency media filter cartridges. The
filters are sequentially cleaned during normal turbine operation by pulses of pressurized
air. This arrangement provides single stage high efficiency filtration for prolonged periods
without turbine shutdown for filter cleaning or replacement. The operating air flow
resistance is 2.0 to 3.0 inch (water gauge).

FILTER SYSTEM

It is a single stage self-cleaning system comprising of cylindrical filter cartridges that are
sequentially cleaned by reverse flow pulses of pressurized air & is capable of providing
the required flow.

The filter cartridges are attached to the bottom of a horizontal module plate. Above each
filter cartridge is a venturi flow nozzle in the clean air plenum. During normal operation,
ambient air flows upwards & radially inward through the cartridges and then axially
upward through a hole in the plate and through the venturi nozzle. The clean air is then
directed out of the module through the top. Skirts are suspended around the exposed
sides of the cartridges to protect them from damage.

Cleaning of filter cartridges is accomplished by intermittently injecting the pressurized air

down into each venturi and cartridge from the blowpipe suspended above the venturies.
The pulse of air is controlled by a timer/sequencer, which operates air valve attached to
the high pressure manifold. A separate pressure switch monitors the pressure drop across
the filter cartridge and activates the timer/sequencer when the restriction reaches the
preset level (i.e. 3.0 inch water gauge). The pressure switch then deactivates the cleaning
when the pressure drops across the element and venturi drops to a lower limit (2.0 inch
water gauge) as a result of the cleaning.

PULSE CLEANING

a) Cleaning cycle starts at typical module differential pressure of 3.0 inch water gauge
(adjustable)

b) Cleaning cycle stops at typical module differential pressure of 2.0 inch water gauge
(adjustable)

c) Pulse Frequency for cleaning is 3-6 Pulses per minute or as required (adjustable)

26
d) Air Requirements: 80-100 psig air at 10-20 SCFM per module, depending on pulse rate
for 100 msec.
e) The compressed air temperature at the air valves should not exceed 175 °F to prevent
damage to the valve diaphragms.

Each pulse of air from the hole in the blowpipe above the venturi nozzle provides a shock
to the filter cartridge and a momentary reversal of flow. Both these actions combine to
provide the necessary cleaning. Since the dust particle settles on the media and forms a
thin sticky layer therefore at the time of cleaning, the layer comes off in larger masses
thereby reducing the possibility of re-entry of dust particles when normal flow is
established.

When the pressure switch relay is closed, electrical impulses are sent to the solenoids of
the filter module. Each electrical pulse operates one solenoid on the module, resulting in
the cleaning of four filter cartridges. The timers/sequencer continues the cleaning
operation one after the other module until it is deactivated by the operation of the
pressure switch relay. When restarted by the closing of the pressure switch relay, the
sequencer steps to the next circuit rather than returning to the first. The system can be
set to completely clean the all elements and then reset.

AIRFLOW

Both the airflow pattern and the specific flow rates have been designed to improve
filtration and pulse cleaning of the filters. Skirts are provided on exposed sides of the
module, extending below the bottom of the filter cartridges to ensure the following:

a) Protection of the filter from physical damage.

b) Direction of the air is upward into the elements area at low controlled velocities. The
upward air velocity to the cartridges, inside the skirt is about 250 feet per minute.
This combined low upward velocity and abrupt change in direction of flow of
ambient air provides initial separation, particularly of larger particles. It also reduces
the possibility of re-entry of dust after pulse-cleaning.

During pulse cleaning normal flow through 4 of the elements in each module is
interrupted for about 0.1 second & only 1/6th or less of the module is being pulsed at one
time. This results in a total of less than 17 interruptions in the airflow for a single module.
Testing and field operation have confirmed that an interruption in flow during pulse
cleaning for 0.1 seconds to be negligible.

27
The possibility of gasket failure or leaks is minimized by the positive method of gasket
retention assured by securing the filter axially up against the plenum. A metal stop is
incorporated to prevent over compression. The air pressure itself acts to help compress
the gaskets are provided during each filter change. The steel plenum is continuously
welded to provide an air seal as well as structural strength.

One of the major advantages of the self-cleaning design is improved maintenance. This
results in longer filter life, shorter maintenance downtime, lower system complexity &
easier system checkout. The most significant advantage relates to filter replacement. Due
to the pulse cleaning and low velocity, the filter cartridges should remain at operational
airflow resistance of less than 3.0 inch water gauge for 18 to 24 months. The condition of
the filter cartridges can be determined by checking the operational air flow resistance at
the pressure switch and monitoring the counter for the number of times pulse cleaning
performed.

6.6 ATOMISING & PURGE AIR SYSTEM

Atomizing air is required to break the fuel jet coming out of the fuel nozzle into a fine
mist by impinging the air on it & thus helps in the combustion of the fuel at an increased
efficiency.

The atomizing air system provides sufficient pressure in the atomizing air chamber of the
fuel nozzle body so as to maintain the ratio of the atomizing air pressure to compressor
discharge pressure at approx. 1.2 times or more over the full operating range of the
turbine. The output of the main atomizing air compressor (driven by the accessory gear
box) is low during turbine startup therefore a starting (booster) compressor driven by
starting means (Diesel engine) provides the required pressure ratio during the firing and
warm-up period of the starting cycle of G.T. and also during a portion of the accelerating
cycle.

Air is taken from the Main compressor discharge casing & is cooled by passing through air
to water heat exchanger (precooler). If the temperature of the air entering the main
atomizing air compressor is excessive then an alarm will be initiated. Continuous
operation above 275 °F should not be permitted for any significant length of time since it
may result in failure of the main atomizing air compressor or insufficient atomizing air to
provide proper combustion.

The air leaving the compressor enters the atomizing air manifold and is distributed to the
entire ten individual fuel nozzles.
28
RECIRCULATION OF ATOMISING AIR

When gas turbine is operating on 100% gas fuel then the atomizing air is not required.
The discharge of the main atomizing air compressor is re-circulated through the
atomizing air system except for a small amount of airflow required for purging the oil
passage in the oil fuel nozzle. The re-circulated air is passed through the atomizing air
precooler where it is cooled before it reenters the compressor. The air is cooled to
protect the compressor against over temperature operation.

PURGE AIR SYSTEM

The purge air system is necessary to prevent the accumulation of oil fuel in the oil fuel
nozzle passage and fouling of nozzles during the gas fuel operation as a result of oil fuel
coking thus keeping the oil fuel nozzle clean and ready for oil fuel operation.

Purge air is also supplied from the atomizing air system. The purge air check valves, one
for each nozzle, are connected into the oil feed lines of the nozzles. These purge air check
valves prevents oil fuel from entering the purge air system when the machine is operating
on fuel oil. Similarly oil fuel check valves installed in the oil piping to the oil fuel nozzles
assure that the purge air is directed to the nozzle & not into the purge air check valves
when operating on oil fuel. The purge air manifold is drained out through the normally
open port of the three-way purge air valve. “TellTale” leak-off piping connected to the
purge valve vent port provides a visual means for determining the general conditions of
the check valves.

7. COOLING & SEALING AIR SYSTEM

Air is obtained from the axial flow main compressor for cooling the various internal and
external turbine parts and for sealing the turbine bearings to prevent oil leakage along
the shaft. The cooling prevents the excessive temperature rise of turbine parts.

The air obtained from the compressor for cooling and sealing includes fourth and tenth
stage extraction air, compressor high-pressure seal leakage air and compressor discharge
air.

The parts of the turbine section cooled by air are as follows:-

a) First Stage Turbine Wheel Forward & Aft faces.

29
 b) Second Stage Turbine Wheel Forward & Aft faces
c) First and Second Stage Nozzles
d) Turbine Shell & Support Struts

FORTH STAGE EXTRACTION AIR

This air is piped externally through the turbine shell and support struts to the aft surface
of the second stage wheel. The air is passed through the turbine shell hence it cools the
portion surrounding the first and second stage nozzles and turbine wheels. It also cools
the supports struts which are in the hot gas exhaust stream.

TENTH STAGE EXTRACTION AIR

Tenth stage air is piped externally through the compressor bleed valves to the exhaust
plenum. This air is also fed through the second stage nozzle positions for cooling the aft
surface of the first stage turbine wheel and forward surface of the second stage turbine
wheel.

A portion of the tenth stage air is used to provide an air pressure seal for bearing lube oil
at number one and two bearing assemblies. The sealing air is routed through a centrifugal
dirt separator, which removes foreign matter injurious to the bearings. Cleaning of the
separator is accomplished by a continuous blow down orifice.

COMPRESSOR HIGH PRESSURE SEAL LEAKAGE AIR

The air is channeled internally to the forward surface of the first stage turbine wheel for
cooling and is exited into the exhaust hot gas path

COMPRESSOR DISCHARGE AIR

This air is directed internally through the partitions of the first stage nozzle as cooling air
and exit through bleed holes located in the trailing edge of the partitions into the
exhaust hot gas path.

The combustion chamber liners, transition pieces and combustion casing are cooled by
the compressor discharge air.

6.8 GAS FUEL STYSTM

30
The gas fuel system is designed to deliver the natural gas to the turbine combustion
chamber at the proper pressure and flow to meet the starting, acceleration and loading
requirements of gas turbine operation. The Gas Fuel System comprises of the following
components:-

a) Gas fuel strainer

b) Gas stop ratio valve and control valve (VSR,VGC)
c) Fuel gas low-pressure alarm switch (63-FG-3)
d) Pressure Gauges
e) Gaseous fuel vent valve (20VG-1)
f) Gas fuel trip valve (VH-5)
g) Stop/speed ratio valve-control servo valve (90SR)
h) Gas control valve-control servo valve (65 GC)
i) Gas control valve LVDTS (96 GC-1, 2)
j) Pressure transducers (96FG-2A)
k) Stop speed ratio valve LVDTS (96 SR-1,2)
l) Gas fuel servo- hydraulic supply filter (FH7)
m) Gas fuel maintained and nozzles (MG-1)

GAS FUEL STRAINER

Gas fuel is first cleaned by passing through a strainer prior to flowing it through the gas
valve and into the gas manifold piping.

A Gas strainer is installed upstream of the turbine base fuel inlet connection point to
facilitate site maintenance requirement. Connection of the gas supply is made ahead of
the gas strainers. Foreign particles in the incoming gas are removed by the strainer. A
blow down connection at the bottom of the gas strainer body is provided for periodic
cleaning of strainer screen. Frequency of cleaning will depend on the quality of the fuel
gas being used. The strainer should be cleaned shortly after full turbine load has been
attained for the first time and after any disassembly of the fuel gas lines.

GAS STOP/RATIO AND CONTROL VALVE

The gas fuel is metered and controlled by the gas valve (gas stop ratio & control valve) &
supply the required flow to the gas turbine combustion system. The fuel gas stop/ratio
and control valve consists of two independent valves combined into one housing

31
assembly. Both the stop ratio valve and the gas control valve are stroked by electro
hydraulic servo actuators.

a) GAS CONTROL VALVE (VGC)

The gas control valve is activated by the SPEEDTRONIC (Mark-V) control signal to admit
the proper amount of fuel required by the turbine for a given load or speed.

The gas control valve provides a fuel gas metering function to the turbine in accordance
with its speed and load requirements. The position of the gas control valve (hence fuel
gas flow to the turbine) is a linear function of a fuel stroke reference voltage (FSR)
generated by the SPEEDTRONIC control. The control voltage generated acts to shift the
electro hydraulic servo valve to admit or release oil from the hydraulic cylinder to
position the gas control valve so that the fuel gas flow is maintained for a given turbine
speed and load condition.

b) GAS STOP RATIO VALVE (VSR)

The gas stop ratio valve is used to shut off the fuel flow to the turbine whenever required.
It also controls the pressure ahead of the fuel gas control valve. This enables the gas
control valve to control fuel flow over the wide range required under turbine starting and
operating conditions. The gas stop ratio valve is similar to the gas control valve. Its plug
has a sharp taper to provide the high gain necessary to maintain effective pressure
control. The ratio function of the stop ratio valve provides regulated inlet pressure for the
control valve as a function of turbine speed. The Mark-V pressure control loop generates
a position signal to position the stop ratio valve by means of a servo valve controlled
hydraulic cylinder to provide required Inter-valve pressure

The stop function of the gas stop ratio valve in the fuel gas system is to provide a fuel
shutoff when required by either normal or emergency conditions.

c) GAS FUEL TRIP VALVE (VH-S)

The valve is operated by trip oil pressure acting on the piston end of spool. When the trip
oil pressure is normal, the fuel trip valve is held in a position so as to allow hydraulic oil
flow between the control servo valve and the hydraulic cylinder. In this position normal
control of the sop ratio valve is allowed. In the event of drop in trip oil pressure below a
predetermined limit, a spring in the trip valve shifts the spool to interrupt the flow path

32
 of oil between cylinder thus the hydraulic oil is dumped and the stop ratio valve gets
closed thereby shutting off fuel gas flow to the turbine.

PROTECTIVE DEVICES

a) LOW GAS PRESSURE SWITCH

A low gas pressure switch (63 FG-3) is installed in the gas piping ahead of the gas
stop/ratio and control valve assembly. An alarm is generated in the Mark-V panel when
the gas pressure drops below the switch setting.

b) FUEL GAS VENT VALVE

A solenoid-operated valve (20VG-1) is installed in the vent piping from the casing of the
gas stop/speed ratio and control valve. When the turbine is shutdown, the fuel gas that
might accumulate in the compartment between the sop/speed ratio and control valve is
vented to atmosphere through the piping.

FUEL MANIFOLD AND NOZZLES

Fuel from the control valve is distributed through the manifold to the fuel nozzle
assemblies mounted in each combustion chamber. Fuel from the nozzle is mixed with air
in the combustion liner where combustion takes place.

PRESSURE TRANSDUCER

A pressure transducer (96FG-2A) is installed at the discharge side of Gas stop/speed ratio
valve. It gives a feedback signal to Mark-V for maintaining the operational pressure.

6.9 LIQUID FUEL SYSTEM

The liquid fuel system provides fuel oil to the gas turbine in response to the speed and
load demands within temperature limitations of the turbine. Fuel is supplied at a positive
pressure through the primary filter and the stop valve to the on base fuel pump inlet by
the fuel forwarding system. The fuel pump is a position displacement pump with a bypass
arrangement. The high pressure discharge flow from the pump is modulated by the servo
33
 controlled bypass valve. The valve subtracts excess fuel flow to the combustion system as
determined by Mark-V control system. The modulated fuel flow is then filtered by a high-
pressure filter and divided into ten equal parts by the flow divider.

The fuel oil bypass valve is an assembly of a bypass valve body, electro hydraulic servo
valve (65FP), Hydraulic cylinder and a relief valve (VR4). The bypass valve meters the flow
of fuel to turbine by subtracting the necessary discharge flow from the fuel pump.

The servo valve controls the bypass valve stroke according to the difference between the
requirement and the sensed flow & accordingly bypass valve closes to increase fuel flow
to turbine or vice-versa. The fuel oil flow to turbine is proportional to flow divider speed
hence the fuel flow is sensed by the magnetic pickups 77FD 1, 2 and 3 which are mounted
on the flow divider. This flow gives a feed back to bypass valve servo system. The
purpose of the flow divider is to equally divide the fuel oil to each of the fuel nozzle of the
turbine. The flow divider consists of a series of small positive displacement gear pumps.
The pumps are driven by fuel pressure at the inlet of the gears of each pump and this
equally divides fuel flow. The selector valve pressure gauge assembly is provided to
monitor the fuel pressure of individual nozzle inlet line. The position of the selector valve
determines the nozzle pressure of the selected line.

In the event of an unsuccessful start, fuel oil in the combustion chambers is drained
through the false start drain valve. This valve remains normally open & closed as turbine
accelerates during start-up as air pressure from discharge of air compressor is used to
close this valve.

The fuel stop valve in the liquid fuel oil system is used to shut off the supply of fuel during
normal and emergency shutdown. This valve is hydraulically operated special purpose
quick closing two– position assembly. This is held open hydraulically by trip oil pressure
which is given through solenoid valve (20FL)

Filterable dirt (sediment) is a concern since it could foul accessories and shorten the life of
fuel pump, flow dividers and fuel nozzles. The fine particles which can pass through the
filters will also reduce pump life. Therefore it is imperative that the dirt concentration is
kept to minimum to realise much longer life from all the components of fuel system.

6.10 MAINTENANCE ASPECT OF FUEL OIL SYSTEM

FUEL OIL STOP VALVE

34
The fuel stop valve is the last line of defense against over speed or over temperature of
shutoff fuel flow to the turbine. Corrective action should be initiated if any of the
following condition occurs:

i) Indications of valve stem stickness.

ii) Failure of valve stem to move and close when the turbine trips iii)
Sluggish valve opening with full trip oil pressure available and the trip solenoid
valve 20FL is energized.

FUEL OIL PUMP

The pump should be operated with fuels of specified viscosity and inlet pressures as
required. An inspection should be made of the pump components at the maintenance
interval specified for the pumps (normally every 4000 hrs or 3 years which ever is earlier)
or at the time when trouble might occur. The gears, side plates, bearings and shafts
should show normal and equal wear. Any signs of excessive localized material removal
may be an indication of incipient failure. Gear wear pattern should be consistent with
each other.

There should virtually be no signs of corrosion with the pumps. The shaft seals should be
closely inspected for cracks.

FUEL FILTERS

Filters must be properly maintained to ensure peak efficiency of turbine. Inadequate care
of the filters is a serious threat to pump and to flow divider. Filter elements must be
changed at 1000 hrs or when differential pressure is greater than 15 psig.

FLOW DIVIDER

Except under emergency conditions, it is not suggested that the flow divider be
disassembled and reassembled for use again in the field. The flow divider is a device with
precision parts & ensures nearly equal distribution of fuel to the combustion chambers.
At regular intervals flow checks can be made to determine the variation in flow ratio to
determine its healthiness. For good service from flow divider ensure that fuel filters are
clean.

FUEL CHECK VALVES

35
 All the check valves used for the ten fuel nozzles of a turbine should have the same crack
pressure with a tolerance of 3.0 psig. Periodically check the valves for their holding
pressure.
This is very significant in case of dual fuel machines (Gas and Liquid). A faulty check valve
can create combustion problem i.e. high exhaust temperatures, high exhaust
temperature spreads and burn out of hot gas path materials. A faulty check valve having
different crack pressures can create firing problems.

6.11 DUAL FUEL SYSTEM

Gas Turbine is supplied with two fuel systems i.e. natural gas fuel system and a liquid fuel
(distillate oil) system with automatic change over under load. Both mechanical handling
and electrical control components are incorporated in the design of both fuel systems as
well as a fuel nozzle capable of burning either of the two types of fuels. The purge air
system is activated during the transfer of fuel from liquid fuel to gas fuel operation.

The fuel changeover is initiated manually through the fuel selector switch 43F or
automatically by the fuel gas pressure switch 63FG3. The changeover proceeds
automatically to operate on the other fuel system. The manually initiated changeover is
accomplished by selecting the desired (either gas or distillate) fuel selector membrane
switch (43F) through Mark-V controller. The automatically initiated changeover occurs
only when the transfer is from gas to fuel oil operation.

The signal for automatic changeover is given by the fuel gas pressure switch 63 FG-3,
which operates when the fuel gas pressure drops below a preset value.

In normal operation, the desired fuel is selected at startup from Mark-V i.e. either the gas
or distillate (not mixture). If startup is done on gas, changeover to oil fuel will occur
automatically upon loss of gas fuel pressure. Automatic changeover will only occur after
the gas turbine has reached the operating speed. Operation on oil fuel will continue until
manual fuel changeover command is given after gas fuel pressure is reestablished. A
gradual transition is preferred to changeover from fuel gas to fuel oil system.

FUEL MIXING

During operation, both gas and oil fuels can be burned simultaneously, the percentage of
each fuel is determined by the operator within permissible limits. The fuel mixture is
adjusted by pressing either the GAS or Distillate switch to increase respectively gas fuel or
oil fuel percentage, until the desire mixture is displayed on the CRT. When the desired
mixture is obtained, the MIXTURE membrane switch must be pressed to hold the
proportion.

36
 Because of fuel system requirements, it is not permissible to operate in the extreme
range of fuel proportion, where the contributing percentage of either fuel is minimal.

On dual fuel machines, equipped with an atomizing air system, some atomizing air is
diverted to purge liquid fuel nozzle and prevent their coking during operation on gas fuel.

12. COOLING WATER SYSTEM

In Gas Turbine, the cooling water is used for the following purposes.

1 Heat dissipation requirement of lubrication system

2 Generator air coolers

3 Turbine support legs cooling

4 Diesel engine water to water heat exchangers Cooling

water distribution in GT is shown in figure attached.

The cooling water is supplied at pressure of 4 to 5 kg/cm2 and the return water pressure
is 2 to 3 Kg/cm2. The cooling water flow through the lube oil exchanger is regulated by a
temperature actuated regulator valve by which senses the lube oil supply header
temperature.

13. VENTILATING AND HEATING SYSTEM

The ventilating capabilities have been incorporated into the turbine and accessory
compartments with each using thermally insulated side panels and roof.

Gravity operated inlet dampers and latched outlet dampers are used in the system to
automatically provide a tight enclosure when the fire protection system is activated. The
gravity closing out let dampers are normally held open by fire extinguishing agent
pressure operated latches which must be manually reset after damper release. When the
agent is discharged, pressure on the latch forces a lever which releases the latch allowing
the damper to close.

FUNCTIONAL DESCRIPTION 1. ACCESSORY COMPARTMENT

37
 Cooling air for the compartment is brought in through ventilation openings in the roof
and on each of the side walls in a forward lower panel. The gravity operated damper
closes when the turbine compartment fan is shut down and the fire protection system is
activated.

The movement of air in the accessory compartment is activated by the roof mounted fans
in the turbine compartment. The air picks up heat from the accessory compartment and is
drawn from the accessory compartment under the inlet plenum into the turbine
compartment by the turbine compartment fans.

For gas turbines designed to burn hydrogen rich fuels like natural gas, a separate gas
compartment ventilation fan is provided to ventilate the separately enclosed gas valve
compartment with a vent through the accessory compartment roof into an exhauster. As
a precautionary measure this vent fan will run continuously during turbine operation.
Failure of the fan will be annunciated. The fuel gas compartment vents are connected to
flare header.

2. TURBINE COMPARTMENT

The centrifugal vent fans enclosed in box type casing are mounted on the roof of the
turbine compartment. One fan is selected as ‘lead fan” & other is selected as
‘lag/standby’ fan. They provide ventilation by drawing air up through a vertical air intake
and exhausting it to atmosphere through a horizontal discharge. The discharge opening of
each fan casing contains normally open emergency shut-off dampers. The fans exhaust is
heated ventilating air from the turbine compartment & accessory compartment. The fan
discharge shut-off damper is held in a normally open position by pressure operated latch
by the fire extinguishing agent when the fire protection system is activated.

The source of cooling air for this compartment is the air drawn from the accessory
compartment and the air drawn through openings in the sidewalls, one on each side.
These openings contain gravity operated dampers that close off the area when the fire
protection system is activated and the fans shut-off.

Normally the selected lead fan runs during turbine operation and shutdown. When
residual temperature in the turbine compartment exceeds the setting of enclosure
temperature switches (26BT-2) and if the selected lead fan fails to operate, as sensed by
pressure switch (63 AT-1 or 2) the standby fan will start. Thermostat (26BT) will activate
an alarm if turbine compartment temperature exceeds 300 °F.

7. DIAGRAMS / GT SCHEMES
38
39
40
41
42
43
44
45
46
47
48
49
50
8. GAS TURBINE OPERATING PARAMETERS / LIMITS

SN Description Value

1 Lube Oil HDR. Pressure 1.7 to 2.2 Bar

2 Lube Oil HDR. Temp. (Normal) 55 + 5 ºC

(Alarm) 68 ºC

51
 (Trip) 78 ºC

3 Lube Oil Drain Temperature (Normal) 55-65 ºC

(Alarm) Brg#2 110 ºC
Others 82 ºC
4 Bearing Metal Temperature (Normal) 80-100 ºC
(Alarm) 129 ºC

5 Bearing Vibration (Typical Expected) 4-8 mm/Sec.

(Alarm) 12.7 mm/Sec.

(Trip) 25.4 mm/Sec.

6 Wheel space Temp. high alarm 1AO 427 ºC

1FO 482 ºC

2AO 510 ºC

2FO 510 ºC

7 Exhaust Temperature Absolute max. 615 ºC

Open cycle max. 560 ºC

Note: Actual limit varies depending on operating conditions

and is given by the value of TTR.
8 Exhaust temperature (Alarm) (TRXB+13) ºC
(Trip) (TRXB+22) ºC
9 Exhaust temperature spread (Absolute max.) 66.7 ºC
(Steady state)
(Transient: for 1 min. after any load change) Actual limit 150 ºC
depends on operating parameters and is given by the value of
TTXSPL.
10 Exhaust duct pressure (Alarm) 8”water column
(Trip) 12”water column
11 Inlet duct pressure (Alarm) 6”water column
(Filter DIFT, pressure)
(Trip) 8”water column
12 Gen. Temps. Cold air limit 65 ºC (Normal:20-40)
Hot air limit 75 ºC (Normal:40-70)
Core/tooth temp 120 ºC (Normal:50-
100)

52
 Winding temp. 125 ºC (Normal:50-
100)
Exciter hot air Temp. 75 ºC (Normal:40-70)
13 Fuel gas pressure low (GT will trip as no other fuel is available). 13 Bar

14 Compressor discharge (CPD) Normal Bar

Pressure. Sensor fail alarm 3.5 Bar
15 IGV angle (CSVG) Normal range 42-84 Deg
SN Description Value

16 Turbine over speed (Electrical) 110%

(Mechanical) 113%

17 AOP discharge pressure 4.3-4.7 Bar

18 MOP Pressure 4.7-4.7 Bar

19 EOP pressure 1.2 Bar (Min.)

20 Hydraulic oil pressure 80-90 Bar

21 Lube oil tank level (Normal) (Low More than ¼th on

Alarm) Gauge 420 mm from
tank top (below¼t
mark).
22 DP across lube oil filter 0.8 Bar

23 DP across coupling oil filter 0.5 Bar

24 DP across trip oil filter 1.5 Bar

25 DP across HYD oil filter 5.5 Bar

26 CW inlet temperature 25-35 ºC

27 CW outlet temperature 45-50 ºC

28 CW pressure at outlet > 2.5 Bar

9. GAS TURBINE PROTECTION SYSTEM

53
Protection systems are provided to prevent abnormal conditions, which could lead to damage
the turbine. The critical operating parameters monitored by the protection system are as
follows:-

• Temperature
• Speed
• Vibration
• Flame.

Over temperature and over speed system are provided as independent back up systems for the
temperature control and speed control systems.

The flame detection and protection system is activated if flame is not established during start
up or if flame is lost during operation.

Each protection system has redundant channels of operation. Each of the channels operates
independently.

Gas turbine protection system comprises mainly the following protections:

• Flame Detection and Protection system.

• Over speed protection.
• Combustion monitor function.
• Vibration protection.
• Over temperature protection

9.1 Flame Detection and Protection System:

The Mark-V flame detector performs two functions, one in the sequential system and the

other in the protection system.

During normal start up, the flame detectors indicates a flame when it is established in the
combustion chamber and allows the start up sequence to continue.

If the flame detectors indicate a loss of flame condition while gas turbine is running, the fuel is
immediately shut off. This avoids possible accumulation of explosive mixture in the turbine and
HRSG. The flame detector system detects the flame by sensing ultraviolet (UV) radiation. Such

54
radiation results from the combustion of Hydrocarbon fuels and is more reliably detected than
visible light, which varies in colour and intensity.

The flame detection system consists of two independent detectors in the interconnected
combustion chamber. ‘ON FLAME’, if this condition is not met, the condition is annunciated
as a ‘Flame Detector Trouble’ alarm, and the turbine can not be started. During start up
when firing speed is reached, the two detectors immediately sense flame & the starting
sequence are allowed to proceed. A failure of one detector per combustion chamber group
will be annunciated as ‘Flame Detector Trouble’& the turbine will continue to run.

A short circuited or open circuited flame detector will result in an ‘ON FLAME ‘signal.

2. Over Speed Protection System:

The over speed protection system is designed to protect the gas turbine against possible
damage caused by over speeding of the turbine shaft. Under normal operation, the speed of
the shaft is under the control of speed loop or temperature loop. The over speed system
would be called on only after the failure of these systems.

• Electrical Over Speed Protection System (Primary Protection):

It consists of speed detection software, logic circuits & magnetic pick- ups, which are located on
GTCompressor shaft to sense the turbine speed.

The electronic over speed protection function is performed in the computer software. The
turbine speed signal (TNH) derived from the magnetic pick up sensors (77 NH-1, 2 and 3) are
compared with over speed set point TNKHOS (11%). When TNH exceeds the set point, the over
speed trip signal (L12H) is transmitted to the master protective circuit to shutdown the turbine
& “Electrical over speed Trip” message will be displayed on the CRT.

• Mechanical Over Speed Protection System (Secondary Protection):

The mechanical over speed protection system consists of the following principal components.

Over speed bolt assemblies in the accessory gear shaft. Over speed trip mechanisms in the
accessory gear. Position limit switch 12HA.

55
 The Mechanical over speed protection system is the back up for the electronic over speed
protection system. As the back up system, the trip speed setting (112%) is higher than the
primary or electronic over speed protection system (11%).

i) Over Speed Bolt Assembly:

An over speed bolt assembly mounted on the accessory gear shaft is used to sense the over
speed of the gas turbine. It is spring loaded, eccentrically located bolt, assembled in a cartridge
and designed so that the spring force holds the bolt in the seated position until the trip speed is
reached. During normal operation, as the shaft speed increases, the centrifugal force acting on
the bolt is balanced by the spring force within the bolt & it remains seated. Further increase of
the turbine speed causes the centrifugal force on the bolt to exceed the spring force and the
bolt moves outward in less than one shaft revolution and operates the over speed trip
mechanism which in turn trips the turbine. The spring force can be adjusted so that the over
speed bolt will trip at desired shaft speed.

ii) Over Speed Trip mechanism:

The over speed trip mechanism for the turbine shaft is also mounted in the accessory gear
adjacent to the over speed bolt assembly. The mechanism is actuated when the over speed bolt
assembly trips the
latching trip finger of the over speed trip mechanism. This action releases the trip valve in the
mechanism and dumps the hydraulic trip oil system pressure to atmospheric pressure and
hence causing the oil in the pilot drums valve cylinder of the fuel (gas or liquid) stop/ratio valve
assembly to return to atmospheric pressure and thus the fuel valve gets closed. A limit switch
(12HA) is also provided which signals an alarm and trip the turbine. A manual trip push rod is
installed, once the trip is actuated, the system remains open and drains until it is reset
manually by pulling the resent rod.

9.3 Combustion Monitoring:

The primary function of the combustion monitor is to reduce the likelihood of extended
damage to gas turbine if the combustion system deteriorates.

The monitoring is performed by examining the temperature control system, exhaust

temperature thermocouples and compressor discharge temperature thermocouples. From the
changes in the pattern of thermocouple readings, alarm and protective signals are generated
by the combustion monitor and sent to the gas turbine control panel.

Combustion monitoring system is effective whenever there is an incomplete mixing and due
which the gases passing through the turbine will cause an uneven inlet pattern, which in turn
56
will give an uneven exhaust pattern. The uneven inlet pattern could be caused by rupture in
transition piece, loss of fuel or flame in combustor or other combustion malfunctions (as poor
fuel distribution caused by plugged or worn fuel nozzles, defective NRV’s and flow divider
malfunctioning etc.).

• Combustion monitoring Function Software:

The Mark-V controllers contain a series of programs to perform the monitoring task. The main
monitor program analyses the thermocouple readings and make appropriate decisions.

• Spread Test:

57
 The algorithm makes used of the temperature spread and adjacency tests to
differentiate between actual combustion problems and thermocouple failures.

S allow - (TTXSPL) “Allowable Spread” based on the average exhaust

temperature and compressor discharge temperature.

9.4 Exhaust Thermocouple Trouble Alarm (L30SPTA):

If any thermocouple value causes the largest spread to exceed a constant (usually five
times the allowable spread0, a thermocouple alarm (L30SPTA) is initiated. If this alarm
persists for 4.0 seconds, the alarm will be latched and the alarm message “Exhaust
Thermocouple Trouble” will be displayed and remain active until acknowledged and
reset.

TTXSP1 > (5 x TTXSPL) (for 4.0 seconds)

9.5 Combustion Trouble Alarm (L30SPA):

A combustion alarm can occur if a thermocouple value causes the largest spread to exceed
a constant (usually the allowable spread). If this alarm persists for 3.0 seconds, the alarm
will be latched and the “Combustion Trouble “message will be displayed and remain active
until it is acknowledged and reset.

TTXSP1 > TTXSPL (for 3.0 seconds)

High Exhaust Temperature Spread Trip (L30SPT):

A high exhaust temperature spread trip can occur it any one of the following conditions
exists for 9.0 seconds:

If a “Combustion Trouble” exists (i.e. TTXSP1 > TTXSPL) and the second largest spread
exceeds 0.8 times the allowable spread (i.e. TTXSP2 > 0.8 x TTXSPL) and the first and
second lowest thermocouples are adjacent.

Or

If a “Exhaust Thermocouple Trouble” exists (i.e. TTXSP1 > 5.0 x TTXSPL) and the second
largest spread exceeds 0.8 times the allowable spread (i.e. TTXSP2 > 0.8 x TTXSPL) and
the second and third lowest thermocouples are adjacent.

Or

58
 If the third spread exceed the allowable spread (i.e. TTXSP > TTXSPL) and exists for 300
seconds.

For above conditions, the trip will latch and “High Exhaust Temperature Spread Trip”
message will be displayed. The turbine will be tripped through the master protective
circuit. The alarm and trip signals will be displayed until they are acknowledged and rest.

6. Vibration Protection:

The vibration protection system consists of redundant vibration sensors located on

selected bearing housing of the gas turbine, load gear and driven load (generator) along
with the software program in the Mark-V panel. The software program detects
excessive vibration and sensor faults, annunciates alarms and trips the turbine.

The vibration detectors generate a small voltage output by passing a magnet through a
fixed coil. A shielded, paired lead cable is used to connect the detector to the analog I/O
module in the Mark-V panel.

The pick up signal from the analog I/O module is input to a calibration algorithm
(MKY.CALILB39VV3.00 program. The vibration protection software program is algorithm (MKY.L39VV5.00)
which will display vibration amplitude exceeds the trip set point as programmed.

7. Over Temperature Protection:

The over temperature system protects the gas turbine against possible damage
caused by over firing. It is a back up system, which operates only after failure of the
speed and temperature loops.

Under normal operating conditions, the exhaust temperature control system regulates
the fuel flow when the firing temperature and fuel flow can exceed control limits. With
such circumstances the over temperature protection system provides an over
temperature alarm prior

to piping the gas turbine. This allows the operator to unload the gas turbine to avoid the
trip. If the temperature is increased even higher, the gas turbine is tripped.

10. Pre startup checks

1. Check the CW system pressure & temp. Ensure the air release from the system.
2. Check the diesel; lube oil and DM water level in diesel engine. 3. Check the
power supply of GT MCC, 125v DCDB, & 220v DCDB. I.e. Diesel engine, AOP,
EOP, AHOP, Vent fans, AC & DC off base LO pumps, Mist eliminator fan,

59
 Gas/Naphtha scavenging fans and seal air fans are energized and are in remote
(for AC power driven) mode.
4. Start the AOP and check the following;
• Lube oil pressure (4.3 to 4.7 kg/cm2)
• Differential pressure of LO filter (<1.0 kg/cm2)
• Check for any LO leakage in different compartments.
• Ensure Lo flow from the bearing drains from the side glass.
• Check the pressure in all the pressure gauges.
• Check the interlock with EOP by switching off the AOP

5. Start the hydraulic oil pump and check the following;

• Hydraulic oil pressure (70 to 80 kg/cm20
• Differential pressure of hyd. Oil filters. (<6.0 kg/cm2) Check for oil leakage
near control valves and piping.
6. Check the purging of air filters and healthiness of APU.
7. Check the supply of fire protection system.
8. Check the level of HITEC dosing tank.
9. Check the proper operation / interlock of Off base LO skid
10. Check the natural gas supply pressure
11. Check the level of HSD & .Naphtha in the tanks.
12. Check the proper operation of HSD and Naphtha skid
13. Check the ventilation fans for compartments, are working 14. Check the mist
eliminator fans are in operation
15. Check the seal air fan damper operation.
16. Check the following in Mark-V before GT startup; Availability of 125v Dc and
110v AC supply.

• Reset all the previous alarms and then press ‘Master Reset ‘switch.
• Select the proper fuel to be used (gas/liquid)
• Set the operation mode (Droop or Isochronal)
• IGV should be in OFF mode

60