Iván de Lorenzo

December 2004

• Lube Oil

• Oil Vapour Separator • Cooling & Sealing Air

• Hydraulic Oil • Air Inlet & Exhaust

• Control Oil • Control Devices

• Cooling Water • Ventilation

• Variable Inlet Guide Vanes • Fire & Gas Protection

• Starting System • Water Wash

• Fuel Gas • Seal Gas

 Iván de Lorenzo
December 2004

• Provides filtered oil at the proper temperature and pressure for satisfactory
operation of the turbine and its associated equipment.

• Provides lubrication and absorbs the heat rejected by the three turbine bearings,
compressor and starter motor bearings and the accessory gear and starting system
bearings.

• Additionally, the oil is

used as the torque
converter transmission
fluid as well as the fluid
supply for the hydraulic
control oil and safety
trip oil systems.
 Iván de Lorenzo
December 2004

• 9500 liter tank fabricated as an integral part of the accessory compartment base. An
additional 2270 liters are contained in the tanks in the turbine base.

• High and Low Lube Oil Tank Level Alarm Switches

– Initiate alarms when lube oil tank level is too high or too low
L: 45% H: 55%
• High and Low Lube Oil Tank Pressure Alarm Switches
– Initiate alarms when lube oil tank pressure is too high or too low
L: 3 mbar H: 4.2 mbar
• Lube Oil Tank Heater On/Off Switch
– Senses oil temperature, controlling tank heaters
to maintain desired oil viscosity
ON: 25°C OFF: 30°C
• Lube Oil Tank Temperature Switch
– Will not permit turbine start-up if lube oil
temperature below 20°C
• Lube Oil Tank Immersion Heaters ( x 2 )
– Rated at 10 kW, maintain lube oil at proper
viscosity for turbine start-up
Immersion Heater
– Overload indication at temperature H: 80°C
 Iván de Lorenzo
December 2004

• PG 1 Main Lube Oil Pump Output Pressure

• PG 2 Aux. Lube Oil Pump Output Pressure
• PG 3 Emergency Lube Oil Pump Output
Pressure
• PG 4 Lube Oil Header Pressure
• PG 5 Turbine Header Pressure
• PG 20 Lube Oil Tank Pressure

• PDG 1 Lube Oil Filters Differential Pressure

• TG 1 Lube Oil Tank Temperature

• TG 2 Turbine Header Temperature
 Iván de Lorenzo
December 2004

• Positive displacement pump. Driven by the

lower drive of the Accessory Drive Gear

• Provides lube oil during normal operation

• Provided with:

– Main Lube Oil Pump Pressure Relief

Valve
• Limits pump discharge pressure to
7 barg
• Returns excess oil to Lube Oil Tank
– Orificed Check Valve
• Installed between the auxiliary
pump discharge and the main pump
discharge.
• Lubricates and primes the main
pump during start-up.
 Iván de Lorenzo
December 2004

• Vertical induction motor

– 55 kW / 380 V / 3600 rpm

• Auxiliary Lube Oil Pump provides oil during

start-up and shutdown until 95% operating
speed, or whenever the main lube oil pump
does not provide adequate system pressure.

• Also circulates lube oil during stand-by

periods when oil heaters are operating.

• Auxiliary Pump Start Pressure Switch will

activate pump if discharge header pressure
drops below L: 5 barg

• Auxiliary Lube Oil Pump running indication at

2.8 barg
 Iván de Lorenzo
December 2004

• Vertical induction motor.

– 12.3 kW / 110 VDC

• Supplies lube oil during shutdown or

cool down when AC power is not
available. Also in the event that the
auxiliary pump is out of service in an
emergency shutdown.

• Low Lube Oil Pressure Emergency

Pump Start Switch turns on pump if
bearing header pressure drops
below L: 0.6 barg.

• Emergency Lube Oil pump running

indication at 0.7 barg

Lube Oil Pump

 Iván de Lorenzo
December 2004

• Remove particulate matter from

lubricating oil.

• 1 in service, 1 stand-by.

• A transfer valve allows out-of-service

filter to be serviced without interrupting
lube oil flow.

• A differential pressure gauge provides

a visual indication of oil filter condition.
It will initiate an alarm if differential
pressure is above H: 1.5 bar.
 Iván de Lorenzo
December 2004

• Cool lube oil by circulating water.

• Duplex, shell and tube type.

• Cooling water flow is regulated according

to oil temperature. Lube Oil In

• Lube Oil Temperature Regulator valve:

– Controls rate of coolant flow to the Lube Oil Out
Lube Oil Heat Exchangers.
– It senses lube oil temperature in the
Lube Oil Header.
– It is set at 55°C.

• A transfer valve directs lube oil flow

through either heat exchanger. It allows
maintenance to be performed on the out-
of-service heat exchanger. Cooling Water
 Iván de Lorenzo
December 2004

• Maintains bearing header oil pressure at

1.72 barg.

• An orifice in parallel to it ensures lube oil

is available if the valve fails in the closed
position

• Also, header is provided with:

– High Temperature Alarm Switch:

installed in bearing header, activates
an alarm when lube oil temperature This valve is operated by fluid pressure
exceeds H: 72°C.
– High Temperature Trip Switches:
installed in bearing header, will trip the
turbine if oil temperature exceeds
HH: 79°C.
 Iván de Lorenzo
December 2004

Oil lines to thrust and journal bearings are fitted with calibrated orifices which adapt a proper
pressure level. This level is indicated by a local pressure gauge.

Turbine no. 1 bearing housing

• Lube Oil is delivered to:

– No. 1 Journal Bearing.
– Active and Inactive Thrust Bearings.

• No. 1 Bearing Lube Oil Drain Thermocouples are

located in bearing drains
(alarm if temp. above H: 107°C).

Turbine no. 2 and no. 3 bearing housing

• Oil is delivered to No. 2 and No. 3 Journal Bearings.

• Drain into deaeration tanks in the turbine base. This serves as a settling chamber for air to
escape.
• Thermocouples are located in the bearings drains (alarm if temperature above H: 107°C).
 Iván de Lorenzo
December 2004

Lube Oil to compressors and starter/helper motor

• Lubricates shaft bearings and provides a source for

jacking oil (see next page) .

• The jacking oil system is needed to inject oil at 52

or 58 barg in order to lift the helper motor shaft at
low shaft speed (from 0 to 500 rpm).

• Jacking oil system consists of the following:

– Main Jacking Oil Pump

– AC Main Jacking Oil Pump Motor
– Emergency Jacking Oil Pump
– DC Emergency Jacking Oil Pump Motor
– Main Jacking Oil Filter
– Emergency Jacking Oil Filter

Other systems consuming lube oil

Lube oil flow in bearing
• Control Oil, Hydraulic Oil and Starting System.
 Iván de Lorenzo
December 2004

JACKING OIL SYSTEM

Lube Oil Header Pressure
L: 1.4 barg LL: 1 barg
VENT TO SAFE AREA
PT PT PT PG
OIL SUPPLY HEADER

PG
PG PG PG PT PG
Pressure
OIL VENT HEADER on VSDS
M
~
M motor shaft
Green piping: H: 30 barg
lube oil
PG
Pink piping:
oil vapour PT
PT
Orange piping: PG
jacking oil

MCL 1002
HOT AIR COOL AIR
AN200
VSDS MOTOR

TG TG TG TG TG TG

OIL DRAIN HEADER

 Iván de Lorenzo
December 2004

Lube Oil
• Heavy-duty filter designed to remove
Vapour Out
any fine mist and oil droplets from air
in lube oil and cooling and sealing air Lube Oil
systems. Vapour In

• Coalescing-type filter.

• Low pressure drop, long life and high

efficiency.

• Normal flow: 1700 Nm3/h

• This system is started at flame, after lube

oil pump startup.

• Also called Mist Eliminator.

Oil Vapour Separator schematic

 Iván de Lorenzo
December 2004

• Oil Vapour Separator AC Motors (one duty, one

stand-by):

– Drives Exhaust Fans (one duty, one stand-by).

– Maintains a slight negative pressure in the Lube
Oil Tank. Main Fan

• Oil Vapour Separator Bypass Valve:

– Opens to bypass the Oil Vapour Separator if

motor fails.
– Prevents Lube Oil Tank from being pressurized.
Stand-by Fan
• PG 6

– Pressure Gauge indicates pressure before vapour separator. AC Motors

– Alarm is pressure over H: 10 mbar.

• PG 7

– Pressure Gauge indicates pressure after vapour separator.

 Iván de Lorenzo
December 2004

• This system provides the fluid power required for operation of the control
devices of the fuel systems and VIGVs.
• Low pressure oil obtained from the lube oil header is the supply for this system.
• The primary pump that pumps oil from the lube system to the hydraulic supply
manifold is driven by a shaft of the accessory gear. An auxiliary electric motor
driven hydraulic pump is also provided as the backup to the primary pump.
 Iván de Lorenzo
December 2004

Main Hydraulic Supply Pump

– Driven by Accessory Drive Gear.
– Delivers high pressure control fluid (85 barg) to fuel and VIGV systems.
– Guarantees oil flow when the operating speed of the turbine > 95%.

Auxiliary Hydraulic Supply Pump

– Driven by an AC motor (15 kW).
– Delivers high pressure control fluid (72 barg), operating when the output
pressure of the Main Hydraulic Supply Pump is inadequate for turbine operation.

Positive
displacement, axial
piston pumps
 Iván de Lorenzo
December 2004

• Both valves are provided with compensators

– They control the output pressure of the pumps.

• Air Bleed valves

– Vent any air present in the pump discharge line during start-up.
– Close when Hydraulic Oil System is pressurized.

• Check valves
– Prevent oil from the operating hydraulic supply pump from back flowing through
the idle pump circuit.

• Pressure relief valves

– Open at 90 barg (Main Hyd. Relief Valve) and 75 barg (Aux. Hyd. Relief Valve)
and return excess oil to drain.
– Protect the hydraulic pump circuits from over-pressurization if one of the
compensators fail.
 Iván de Lorenzo
December 2004

• Hydraulic Supply Filters ( x2 )

– Prevent contaminants from entering the control
devices of the fuel and IGV systems.

• Hydraulic Oil Accumulators ( x2 )

– Smooth out pressure fluctuations in the Hydraulic
Supply Line.
– Provide a source of high pressure oil for immediate
use if the hydraulic supply pump fails.

• PG 9 - Hydraulic Oil System Pressure Gauge

– Displays oil pressure within the Hydraulic Supply Line.
– Alarm and Aux. Pump Start-up at L: 72 barg.
Accumulator schematic
• Hydraulic Supply Filter Differential Pressure Gauge
– Connected in parallel to Hydraulic Supply Filters.
– Provides a visual indication of oil filter condition.
Alarm at differential pressure of H: 5 bar and higher.
 Iván de Lorenzo
December 2004

• The control oil system is the primary protection interface between the Master
Protection Circuits and the devices which control fuel flow and VIGV position.
• The system contains devices which are electrically operated by Speedtronic signals and
others that are completely mechanical.
• Low pressure oil, taken from the lube oil system, becomes control oil after passing
through a piping orifice, which insures an adequate capacity for all tripping operations
without causing a starvation of the lube system when the trip oil system is activated.
• The devices that cause a turbine shutdown through the trip system do so by dumping
fluid pressure from the system through electrohydraulic dump solenoid valves. When oil
in the trip oil line is dumped, fuel stop valve and IGV close by spring return action.

Control Oil System

schematic
 Iván de Lorenzo
December 2004

• IGV Solenoid Valve

– Energized (closed) by the control system to establish trip oil pressure in VIGV system.
– De-energized (open) to dump trip oil and close the VIGVs.

• Gas Fuel Stop Valve Solenoid Valve

– Energized (closed) by the control system during Gas Fuel operation.
– De-energized (open) to dump trip oil and close the SRV.

• Over speed Trip Mechanism

– This totally mechanical device, located in the
accessory gear, is actuated automatically by the
over speed bolt if the turbine speed exceeds the bolt
setting (HH: 110% speed).
– Has a limit switch provided with alarm.

• PG 8: Pressure Indicator Control Oil

• Gas Fuel System Trip Oil Pressure Switches

– Provide feedback to the triple-redundant processors
of the turbine control and protection systems. Voting
trip and permissive to start. Setting: LL: 1.4 barg.
 Iván de Lorenzo
December 2004

• Closed system. It absorbs heat from lube oil, flame

detectors and turbine support legs.

• LUBE OIL SYSTEM:

– Lube Oil Temperature Regulator Valve controls rate of
coolant flow to Heat Exchangers.
– Heat Exchangers transfer heat from lube oil to the cooling
water to maintain lube oil at the proper temperature. Two,
one in operation and one in stand-by.

• FLAME DETECTORS:
– Have cooling jackets to protect the flame detector
instrument.

• TURBINE SUPPORT LEGS:

– They are cooled to prevent vertical growth due to thermal Flame Detector
expansion. Cooling Jacket
– Uncontrolled vertical growth can cause misalignment.
 Iván de Lorenzo
December 2004

• Set of airfoil-shaped vanes mounted in the compressor inlet directly ahead of the
first compressor stage.

• Actuation of the ring through a double-acting hydraulic cylinder, pivots the vanes
about their mounts and increases or decreases the effective inlet area of the
compressor, controlling airflow through the gas turbine compressor.

• Prevent compressor pulsation during start-up and shutdown by reducing air flow
and maintaining a lower compressor pressure ratio, and optimize operation under
varying weather and fuel conditions.
 Iván de Lorenzo
December 2004

• Inlet Guide Vane Ring

– Encircles the compressor inlet
casing near the VIGVs.
– Actuated by a double-acting
hydraulic cylinder.

• IGV Hydraulic Cylinder Actuator

Assembly
– Consists mainly of a double-acting
hydraulic cylinder, hydraulic
manifold, servo valve, dump valve
and hydraulic supply filter.
– Controls the position of the
IGVs.

VIGV Operation
 Iván de Lorenzo
December 2004

• IGV Servo Hydraulic Supply Filter

– Prevents contaminants from entering the servo valve.
– Provided with differential pressure indicator.

• IGV Servo Valve

– Supplies oil to the hydraulic cylinder that rotates the IGV ring.

• IGV Dump Valve

– When trip oil is at normal pressure, it allows the IGV Servo Valve to control the
hydraulic cylinder.
– When trip oil is dumped, it bypasses the IGV Servo Valve and forces the hydraulic
cylinder to close the VIGVs.

• Hydraulic Cylinder
– Designed for high pressures and the peak shock pressures that could occur in the
gas turbine hydraulic system during transients.

• IGV LVDTs
– Provide an analog AC voltage feedback to the control system that represents
VIGV position.
 Iván de Lorenzo
December 2004

• VIGVs are closed from 0% to 85% speed.

• VIGVs open to minimum full speed angle at 85% speed.
• VIGVs remain at minimum full speed angle up to IGV Exhaust Temp Setpoint.

80°

54
degrees
from open
to closed
position

25.4°

Typical VIGV Schedule

 Iván de Lorenzo
December 2004

• Before the gas turbine can be fired and started, it must be rotated or cranked by accessory
equipment.

• This is accomplished by an electric motor, operating through a torque converter, when

the helper motor VSDS is not available.

• The starting system components also provide slow speed rotation of the turbine for cool-
down purposes after shut-down (turning gear).

• A starting clutch is provided.

• The starting system uses the

lube oil system for its
lubrication and working fluid.
The oil lubricates the gear box,
duo-concentric clutch and its
support bearings.

• The torque converter also uses

plant lube oil for its working
fluid. The charging pump feeds
oil to the torque converter.
 Iván de Lorenzo
December 2004

• Qualities of Electric Starting Motors

– Simple design and construction. • 6600 V
– Reliable operation. • 935 kW
– Little maintenance required. • Drives the impeller of the Torque
Converter at a constant speed:
– Power requirements readily
3600 rpm
available.
– Relatively expensive.

• Used when it is needed to

start the unit for
maintenance when load
coupling is removed.

• In this case, the turning gear

and the electric motor will
start the turbine.

• The motor will stop when

minimum operating speed is
reached.
 Iván de Lorenzo
December 2004

• Produces the turning force required to start and accelerate the gas turbine.

• The mechanical energy of the motor is converted into hydraulic energy through the pump
wheel. In the turbine wheel the same hydraulic energy is converted back into mechanical
energy and transmitted to the gas turbine shaft.

• The assembly contains two gears, driver and driven.

– Step-up type increases the input speed to match the torque absorption characteristics
of the torque converter and provides optimum torque for turbine starting.

• The turbine wheel’s

speed is variable and can
be adjusted to match the
various operating points of
the gas turbine.
 Iván de Lorenzo
December 2004

• A torque converter charging pump is

provided as part of the assembly.
– Mounted to the input gear, boosts
oil pressure to 4.85-7.75 barg
suitable for the converter traction
circuit.

• A Fill/Drain solenoid valve energizes

to fill the Torque Converter and de-
energizes to drain it.

• After the starting motor is de-energized,

a brake automatically engages and the
driven elements of the torque converter
are brought to rest.

Details of torque converter

 Iván de Lorenzo
December 2004

• The S.S.S. (Synchro-Self-Shifting) clutch is a positive tooth type overrunning clutch

which is self-engaging when passing through synchronism.

• The duo-concentric clutch combines the turning gear and starting system
clutches.

• The dual clutch disengages the turbine shaft from the turning gear system when
the turbine speed becomes greater than the speed of the turning gear
system.

• Likewise, the clutch disengages the turbine shaft from the starting system when
the turbine speed becomes greater than the speed of the starting system.
 Iván de Lorenzo
December 2004

• Provides the torque necessary to:

– breakaway and rotate the turbine shaft prior to the start of the turbine.
– rotate the turbine shaft after shutdown –normal or emergency- to avoid rotor
deformation due to thermal gradients until the end of the cool down period.

• The AC motor driven turning gear provides a continuous output speed of 6 rpm.

• Consists of:
– worm gear assembly
– AC electric motor

• In the event of a loss of AC power an emergency DC motor drive is provided to

continue low speed operation, again to prevent rotor deformation until AC power
can be restored.

• The emergency motor drive will provide a continuous output speed of 0.25
rpm.
 Iván de Lorenzo
December 2004

• Initially, with the turbine drive train shafts at rest, the turning gear system provides the
necessary breakaway torque to start the shaft turning slowly at 6 rpm.

• When the starting motor is energized, the power and torque are transmitted through the
input gear box, torque converter and clutch to accelerate the turbine shafts from
turning gear speed to ignition speed.

• If the starting attempt is successful, the starting system will continue to assist the turbine
to its self-sustained speed (approximately 2400 rpm) and then disengages and comes
to rest.

• If the starting attempt is unsuccessful, the turbine is shut down and starts to decelerate.
When the turbine speed drops to turning gear speed (6 rpm), the turning gear system
will automatically engage and rotate the turbine shaft slowly until another start attempt is
initiated.

• After a normal turbine shut down, the turning gear system will engage and rotate the
drive train shafts slowly until the turbine completely cools down to avoid shaft bending.
Iván de Lorenzo
December 2004
Iván de Lorenzo
December 2004
 Iván de Lorenzo
December 2004

This system regulates the amount of

fuel directed to the nozzles to be burnt
together with high pressure air from
compressor discharge.

• DLN System (Dry Low NOx)

– Reduces emissions by having
a two zone combustion
(primary / secondary). Peak flame temperature reduces with DLN combustor
– This system reduces the peak
flame temperature, thus
diminishing NOx emissions.

• Fuel gas follows 3 paths:

– Primary fuel goes to
primary zone.
– Secondary and transfer
fuels go to the secondary
zone.
Fuel Gas System schematic
 Iván de Lorenzo
December 2004

Primary Fuel Nozzle

Secondary Fuel Nozzle

Combustor external appearance

End Cover Assembly

 Iván de Lorenzo
December 2004

FUEL GAS
VENT SCRUBBER • Any condensate coming with the fuel from the
#2
fuel gas system of the plant has to be removed
before proceeding to the control valves.
N2 PURGE PG
INLET
HH
LT • This is done in 2 fuel gas scrubbers (1 duty, 1
PG
stand-by). Duty scrubber is selected in field by
LG LT
H means of manual valves.
L
FUEL GAS
INLET LV • The level of the scrubbers is continuously
LY
monitored by means of 2 level transmitters,
one for control and one for trip.
FUEL GAS
FUEL GAS
OUTLET Control: L: 70 mm H2O
SCRUBBER
#1
H: 210 mm H2O
Trip: HH: 70 mm H2O
PG

HH
LT
• Both scrubbers are equipped with PRV set at 34
PG
barg. Alarm at differential pressure H: 1.5 bar.
H
LG LT
L
• When the level is above 60% of transmitter
LV range the drain valve is open. When below 40%
LY
the drain valve closes again.
 Iván de Lorenzo
December 2004

• Fuel gas flow is controlled with the fuel gas stop/ratio valve, gas control valve, gas
splitter valve and the gas transfer valve assemblies.

• The stop/ratio valve (SRV) and the gas control valve (GCV) work in conjunction to
regulate the total fuel flow delivered to the gas turbine.

• The gas splitter valve (GSV) and the gas transfer valve (GTV) are used to control
the distribution of the fuel flow to a multi-nozzle combustion system.

• The gas purge system is used to protect the gas manifolds from a number of
undesirable effects.
 Iván de Lorenzo
December 2004

• The stop/ratio valve (SRV) is a dual function valve: it serves as a stop valve and as a
pressure regulating valve. Its position is sensed by two LVDTs.

• Stop valve function:

– The valve is an integral part of the protection system.
– Actuation of the spring-loaded gas control valve is by a hydraulic cylinder
controlled by the electrohydraulic servovalve..
– A hydraulic trip relay dump valve is located between the electrohydraulic
servovalve and the hydraulic cylinder. It is operated by the control oil trip system.
– Normally, the dump valve is maintained in a position that allows the servovalve to
control the cylinder position. When the trip oil pressure is low (as in the case of
normal or emergency shutdown), the dump valve spring shifts a spool to a position
which dumps high pressure hydraulic oil in the stop/speed ratio valve actuating
cylinder to the lube oil reservoir.
– The closing spring, atop the valve plug, instantly shuts the valve, thereby shutting
off fuel gas flow to the turbine combustors.

• Speed ratio function:

– This valve holds a known fuel gas pressure ahead of the gas control valve.
– Fuel gas pressure at the inlet to the gas control valve is a function of turbine speed.
 Iván de Lorenzo
December 2004

• The gas control valve (GCV) controls

the desired fuel flow in response to
the command voltage FSR.

• The position of the gas control valve

plug is intended to be proportional to
FSR which represents the total
called-for fuel flow.

• The gas control valve stem position

is sensed by the output of two LVDTs.

• Actuation of the spring-loaded gas

control valve is by a hydraulic
cylinder controlled by the
electrohydraulic servovalve.

• Gas flow is a function of valve inlet

pressure, P2, and valve area only.
 Iván de Lorenzo
December 2004

• The gas splitter valve (GSV) divides the total fuel flow regulated by the gas control
valve between the primary and secondary fuel paths.

• The primary fuel path supplies a manifold which distributes fuel to the combustion
chamber primary nozzles.The secondary side of the gas splitter valve supplies the
gas transfer valve with a fuel source.

• The GSV assembly is a three-way valve actuated by a hydraulic cylinder. When the
primary side of the GSV is closed by a fixed amount, the secondary side is opened
by the same amount and vice versa.

• The split between the primary and secondary fuel is determined by a control
algorithm in the Speedtronic software

• Two redundant LVDTs are mounted on the gas splitter valve to provide valve
position feedback.
 Iván de Lorenzo
December 2004

• The gas splitter valve (GTV) divides the gas fuel flow exiting the right hand side
of the three-way splitter valve between two separate flow paths called the
secondary fuel flow and the transfer fuel flow.

• Both flow paths supply gas fuel to unique manifolds which in turn supply various
combustion chamber fuel nozzles.

• The gas transfer valve assembly is a three-way valve actuated by a hydraulic

cylinder. When the primary side is closed by a fixed amount, the secondary side is
opened by the same amount and vice versa.

• Two LVDTs are mounted on the gas transfer valve to provide valve position
feedback for closed loop control.
 Iván de Lorenzo
December 2004

• This system prevents hot combustion gases from entering transfer fuel passages.

• Compressor Discharge Air is piped to the transfer gas manifold through the gas
fuel transfer nozzle purge valves.

• Inadequate purge flow will cause catastrophic fuel nozzle failure.

• During normal gas fuel operation the gas purge valves are opened by energizing
solenoid valves 20PG-3 and -4. The signal to energize them closes the gas vent
solenoid valve to prevent venting of the volume between the valves.

• Limit switches and pressure Solenoid valves

switch 96PG-2 are used to 20PG-3 and -4
detect proper system Pressure switch
operation. 96PG-2 will initiate 96PG-2
an alarm if pressure builds up
over H: 3.4 barg. Gas Vent
solenoid valve

• An Air Filter and Pressure

Control Valve will condition PCV
the air so that it can be used to
pilot the purge valves. Air Filter
 Iván de Lorenzo
December 2004

• Gas Strainer: provided in gas supply lines to remove any foreign particles from the
gas fuel before it is admitted to the speed/ratio valve assembly.

• Pressure Switch:
– installed in the gas piping upstream from the gas stop/speed ratio valve.
– initiates an alarm whenever the gas pressure is below L: 19 barg or over H: 26
barg.

• Fuel Gas Pressure Transducers ( x3 ): sense pressure between SRV and GCV.

• Gas Fuel Vent Solenoid Valve:

– vents the volume between SRV and GCV when the solenoid is deenergized.
– insures that during the shutdown period fuel gas pressure will not build up
between SRV and GCV.
– will be closed and remain closed during gas fuel operation.

• Fuel Gas Temperature Sensor: alarm if gas temperature is over H: 62°C.

• Hydraulic Oil Filters:

– Gas Control Valve Filter - SRV Filter
– Gas Splitter Valve Filter - Transfer Valve Filter
 Iván de Lorenzo
December 2004

• Pressure Gauges:

PG 12: Inlet Fuel Gas PG 18: Secondary Line

PG 13: Intervalve Fuel Gas PG 19: Transfer Line
PG 14: Fuel Gas to Nozzles DPG 26: SRV Filter Diff. Pressure
PG 15: Hydraulic Oil Inlet DPG 27: GCV Filter Diff. Pressure
PG 16: Transfer / Secondary Line DPG 28: GSV Filter Diff. Pressure
PG 17: Primary Line DPG 29: Transfer Valve Filter DP

Fuel Gas Valves overview

 Iván de Lorenzo
December 2004

PCV
VENT TO ATM. // // // // // // // // //
PCV
AT SAFE LOCATION

//

//
//
//
// // // // // // // // // // // //

//

//
FROM COOLING
AND SEALING AIR

//
XY XY

//

//
//

//
XY

//

//
PT PT PT H PRIMARY

//

//
PT

//

//
//

//
XY PDI
ZSC ZSO ZSC ZSO
H
PG PT PG
L
SECONDARY

FUEL NOZZLES
PG PG
PDI
FROM FUEL GAS SCRUBBERS XV XV

TE H ZT ZT
ZT ZT ZT ZT ZT ZT
TRANSFER
FROM L L L L L L L L L
XV PG
XV
CONTROL L
PDI
L

XV XV
L
L

OIL
L L L L L L

XY XY
XY XY XY XY
XY XY XY XY
XY XY
PDG PDG PDG PDG

TRANSFER
GAS SPLITTER VALVE
STOP/SPEED GAS CONTROL VALVE ASSEMBLY
RATIO VALVE ASSEMBLY
VALVE FROM
HYDRAULIC
OIL
 Iván de Lorenzo
December 2004

• In order to achieve a good mixing of fuel and air, the DLN system goes through a
series of modes of operation when starting the gas turbine.

• DLN System Modes of Operation:

- Primary Mode After system has been purged with compressor discharge air, the
fuel gas is allowed to enter the primary nozzles. The whole
combustion chamber will be then full of gas and prepared for firing.
- Lean Lean Mode After firing has been done and flame appears in the primary zone,
fuel gas is split into the primary (around 70% of flow) and
secondary nozzles (around 30%).
- Secondary Mode The primary line is gradually closed and the secondary opened until
100% of fuel goes to secondary and the flame is transferred to
the secondary zone.
- Premix Mode The primary line opens again while the secondary line closes. The
opening of the primary will be around 80-90% while the secondary
line will receive the rest 10-20% of the fuel. Flame will only be
present in the secondary zone.

• Aim: to sustain flame in the secondary with the highest possible amount of gas
going to primary Æ good air-fuel mixing.

• With this system, the temperature in the combustion chamber will be reduced
significantly.
Iván de Lorenzo
December 2004
Iván de Lorenzo
December 2004
 Iván de Lorenzo
December 2004

• Fuel supply must be controlled in accordance with the demand of turbine speed load.

• This function is realized by receiving gas turbine speed and temperature signals, output
the fuel control signal by using load or speed control function, and then regulate the
amount of fuel supply.

• Output consists of 3 different systems:

– Start-up control
– Speed / Load control
– Temperature control

• Optimum signal in accordance with the operating conditions is selected from these three
system’s output to control the amount of fuel supply.

• Start-up control

Determines the fuel control signal at ignition, warm-up and acceleration so that thermal
stress during gas turbine start-up becomes within the acceptable limit.
 Iván de Lorenzo
December 2004

• Speed / Load control

Gas turbine speed is detected by magnetic pick-up which output pulse proportional to the
speed.
Fuel control signal is calculated by comparing this signal with the speed set point.

• Temperature control

Gas turbine combustion temperature shall be controlled within a certain range.

Direct gas turbine temperature measurement is not recommended due to the extremely
high values and the un-uniform distribution of temperatures.
This is why combustion is controlled by measuring the exhaust gas temperature.
18 thermocouples measure this temperature and feedback to control system.

• Fuel gas control

Fuel control signal adjusts fuel gas flow through opening of gas control valve by hydraulic
cylinder. It also adjusts gas pressure through opening of stop/ratio valve.
Fuel gas adjusted in flow and pressure is injected to the combustion chambers
 Iván de Lorenzo
December 2004

• This system provides the necessary air flow from the gas turbine compressor to
other parts of the gas turbine rotor and stator to prevent excessive temperature build-
up in these parts during normal operation and for sealing of the turbine bearings.

• The cooling and sealing functions provided by the system are the following:

- Cool internal turbine parts.

- Cool turbine outer shell.
- Cool exhaust frame.
- Seal turbine bearings.
- Prevent compressor pulsation.
- Provide air for air operated valves.

• This system consists of specially designed air passages in the turbine casing, turbine
nozzles and rotating wheels, piping for the compressor extraction air and associated
components.

• Associated components used in the system include the Turbine Exhaust Frame
Cooling Blowers, Air Filter, Pressure Gauge and Dirt Separator.
 Iván de Lorenzo
December 2004

• The cooling and sealing air system utilizes air from the axial flow compressor,
extracted from several points, for sealing the bearings, cooling turbine internal parts
and to provide a clean air supply for air operated control valves of other systems.

• Bearing sealing air is extracted from the compressor 5th stage when the turbine is in
normal running operation.

• Compressor bleed extraction is taken from the compressor 11th stage to provide
pulsation protection.

• Internal cooling air is extracted

from the discharge of the
compressor including the
internal flow of cooling air through
the centre of the turbine rotor
(16th stage internal extraction),
and leakage air.

• Air used in cooling the turbine

external casing is ambient air
supplied by motor driven blowers.
 Iván de Lorenzo
December 2004

• An opening in the Compressor Case diverts a portion of

the compressed air stream.
• Located at the 5th Stage Stator Blade location, the air is
used to cool and seal all three turbine bearings.
• The platforms of the 5th Stage Stator Blades are drilled
through. This allows the air to flow into the compressor
case passages to the pipe connection that supplies sealing
air to the bearings.

Opening in 5th stage Bearing detail (sealing air shown

In light blue colour)
 Iván de Lorenzo
December 2004

• Two compressor bleed valves –butterfly type- are available:

– VA2-1 Upper Half
– VA2-2 Lower Half
• Fully open at startup and low speed operation.
• These valves reduce the air flow load on compressor stages downstream of the 11th
Stage Extraction point.
• This reduces starting torque and provides pulsation protection and smooth loading
of the compressor as turbine rpms rise from startup to generator breaker closure.
• The valves are fully closed –by compressor discharge air- during normal turbine
operation.
• Compressor Bleed Valve Limit
Switch: provides a “ready-to-start”
permissive during turbine start-up.
• Compressor Bleed Solenoid
Valve: de-energized during start-up
and shutdown; energized at 95%
speed.
• Compressor Bleed Air Filter:
prevents contamination of solenoid
and bleed valves.
 Iván de Lorenzo
December 2004

• 16th stage air cools turbine buckets and wheelspaces.

• Compressor HP Seal Leakage cools the

1st stage turbine wheel.

Detail of 1st stage bucket cooling

 Iván de Lorenzo
December 2004

• Compressor discharge air cools 1st and 2nd turbine nozzles and several turbine
rotor parts.

• The temperatures in these areas are extremely high as they receive directly the hot
combustion gases from the combustion system.

• In addition, compressor discharge air is used as purge air for the gas fuel system
and to clean the pulse-jet filter assemblies in the Inlet Filter House.
 Iván de Lorenzo
December 2004

• Turbine Shell and Exhaust Frame blowers ( x2 )

cool the turbine shell and exhaust frame.

• Turbine Shell and Exhaust Frame blower motors

• Turbine Shell and Exhaust Frame blower check

valves: prevent the discharge of the operating
blower from backflowing through the failed blower
circuit.

• Turbine Shell and Exhaust Frame

blower discharge pressure
switches:

– initiate an alarm if blower discharge

pressure falls below L: 60 mbar.

– shut down the turbine in a normal

shutdown sequence if both blowers
fail LL: 60 mbar.
 Iván de Lorenzo
December 2004

• The Air Inlet System modifies the

atmospheric air entering the turbine
and filters out contaminants.

• Main parts:

– Inlet Filter House

– Inlet Ducting
– Inlet Plenum

• The Exhaust System cools and attenuates the hot exhaust gases created by the
turbine’s combustion process. The exhaust system also silences the exhaust noise and
transports the exhaust gases either to the atmosphere or to a Heat Recovery Unit.

• Main parts:

– Exhaust Plenum
– Exhaust Ducting
– Exhaust Stack
 Iván de Lorenzo
December 2004

• The Inlet Filter House filters the

atmospheric air and directs it to
the inlet ducting.

• It is composed of numerous filtration modules,

which remove particulates from air. Elevated
intake minimizes pickup of dust near the
ground.

• The filter is a pulse-jet type. The 210 filter

assemblies are sequentially self-cleaned by
compressor discharge air.

• The Air Inlet Filter Self-Cleaning Sequencer

consists of electronic circuits within the Air
Filter Control Box.

– Initiates pulse-cleaning when differential

pressure across the filters > 5.5 mbar.
– Stops pulse-cleaning when differential Pulse-jet filters
pressure across the filters < 4.5 mbar.
 Iván de Lorenzo
December 2004

• The air coming from the compressor discharge is filtered and pressure regulated to 7
barg to supply the manifolds. A security valve is set at 8.5 barg after the PCV.

• Pressure and temperature gauges PG-13 and TG-13 indicate the condition of the air in
the supply manifolds.

• An Air Inlet Filter Excessive Pressure Drop Alarm Switch is located inside the Air
Filter Control Box, and activates an alarm when differential pressure H: 14.7 mbar.

• 2 Air Inlet Filter Excessive Pressure Drop Switches, located inside the Air Filter
Control Box, initiate a controlled shutdown of the gas turbine when differential pressure
HH: 19.6 mbar. They protect the Inlet Ducting from implosion.

• Pressure gauge DPG 3 indicates the total differential pressure in the air filter, and
pressure transmitter 96AP-1 the atmospheric pressure.

• Additionally, three redundant air combustion inlet gas detectors are provided, which
alarm at H: 25% LEL and trip at HH: 60% LEL.
 Iván de Lorenzo
December 2004

• The Air Inlet Ducting connects the Inlet Filter House to the Inlet Plenum, directing the
filtered air to the compressor inlet. Its main parts are:

• The Expansion Joints prevent buckling

due to thermal expansion and dampen
vibrations.

• The Silencer Duct eliminates the

fundamental compressor tone and other
audible frequencies.

• The 90° Elbow changes the inlet air stream

from horizontal to vertical flow.

• The Transition Duct directs the inlet air

stream into the Inlet Plenum

• Finally, the Inlet Plenum directs the filtered air into the compressor bellmouth.
 Iván de Lorenzo
December 2004

• The Exhaust Plenum is the first stage of the Exhaust Ducting. It directs exhaust gas flow
into the Exhaust Ducting.

• The Exhaust Ducting delivers these

gases to the Exhaust Stack. Its main
parts are:

• Expansion Joint, that compensates

from thermal expansion.

• Transition Ducts, before and after

the Silencer Module, increasing and
decreasing the flow path.

• 90° Elbow, provided with deflecting wall.

• Finally, the Exhaust Stack releases exhaust gases to atmosphere. It has a platform for
emissions monitoring equipment. It has a round design.
 Iván de Lorenzo
December 2004

• The turbine control devices are all of the control components, sensors and transducers
used to monitor and control the operation of the flange-to-flange gas turbine. The devices
are located in the inlet and exhaust plenums and mounted on the gas turbine unit, with
functions including the following:

- temperature measurement - flame detection

- vibration detection - combustion ignition
- speed measurement

• Inlet Plenum
– The devices mounted in the forward wall of the inlet plenum are the compressor inlet
temperature thermocouples and are used as an indication of the ambient temperature to the
compressor inlet.

• Exhaust Plenum
– The devices mounted in the exhaust plenum are the turbine exhaust control and protection
thermocouples and the primary function is to provide turbine exhaust temperature
measurements 360° around all 10 combustors.

• Flange–to–Flange Gas Turbine

– The remaining devices mounted on the turbine itself.
 Iván de Lorenzo
December 2004

• Bearing Vibration Detection – using velocity (seismic) type sensors

– Located in #1, #2 and #3 Bearing Housing
– The function of these devices is to monitor and protect the turbine rotor and bearings from
excessive vibration and damage.

• Turbine Shaft Speed Detection – using magnetic type pickups

– Located in the Forward Compressor Stub Shaft
– The function of these devices is to provide a speed signal reference for the controls during start–
up, loading, and shutdown of the turbine unit.

• Temperature Detection – using precision thermocouples

– Compressor discharge (exhaust thermocouples)
– Turbine Wheelspaces
– The function of these devices is to protect the turbine hot section parts such as nozzles, buckets,
and wheels from damage due to excessive temperatures.

• Flame Detection – using ultraviolet radiation type sensors

– Primary FD in combustors # 2, 3, 7, 8, Secondary FD in combustors # 1, 2, 8, 9
– The function of these devices is to indicate the presence of flame in the combustors. When flame
loss occurs in a combustion chamber, fuel shall be stopped immediately and unit will trip.

• Combustion Ignition – using devices such as spark plugs in combustors # 1 & 10

– Their functions are to light–off the combustors and establish combustion during turbine start–up.
 Iván de Lorenzo
December 2004

TE 1, 4: Axial compressor discharge temperature

VE 1: Vibration sensor (seismic) accessory gear
TE 2: Turbine temp. wheel space 3rd stage after (outer) H: 427°C
VE 2: Vibration sensor (seismic) accessory gear
TE 3: Turbine tunnel temperature alarm H: 260°C
VE 3, 4: Flame detector in comb. chamber #8
TE 5: Turbine temp. wheel space 1st stage fwd (inner) H: 427°C
VE 6, 7: Flame detector in comb. chamber #7
TE 6: Turbine temp. wheel space 1st stage after (outer) H: 510°C
VE 5: Vibration sensor (seismic) H: 12.5mm/s
TE 7: Turbine temp. wheel space 2nd stage fwd (outer) H: 510°C
VE 8: Vibration sensor (seismic) HH: 25 mm/s
TE 8: Turbine temp. wheel space 3rd stage fwd (outer) H: 482°C
SE 1, 2: Magnetic pick-ups turbine speed
TE 9: Turbine temp. wheel space 2nd stage after (outer) H: 510°C
PDT 1: Exhaust pressure transmitter H: 40 mbar
TE 10: Turbine tunnel temperature alarm H: 260°C
HH: 49 mbar
TE 11: Turbine tunnel temperature alarm H: 260°C
 Iván de Lorenzo
December 2004

VE 1: Vibration sensor (seismic) TE 1: Turbine temp. wheel space 3rd stage after (outer) H: 427°C
VE 2, 3: Flame detector in comb. chamber #3 TE 2: Turbine temp. wheel space 2nd stage after (outer) H: 510°C
VE 4: Vibration sensor (seismic) H: 12.5mm/s TE 3: Turbine temp. wheel space 3rd stage fwd (outer) H: 482°C
HH: 25 mm/s TE 4: Turbine temp. wheel space 2nd stage fwd (outer) H: 510°C
VE 5, 6: Flame detector in comb. chamber #4 TE 5: Turbine temp. wheel space 1st stage after (outer) H: 510°C
VE 7: Vibration sensor (seismic) H: 12.5mm/s TE 6: Turbine temp. wheel space 1st stage fwd (inner) H: 427°C
HH: 25 mm/s TE 7: Axial compressor discharge temperature
SE 1, 2, 3, 4: Magnetic pick-ups turbine speed
 Iván de Lorenzo
December 2004

Exhaust thermocouples feed a software block that TE 1: Axial compressor inlet temperature
generates control, alarm and trip functions. TE 2: Axial compressor inlet temperature
TE 3: Axial compressor inlet temperature
The 18 thermocouples detect exhaust gas TE 4: Axial compressor inlet temperature
temperature. Alarm is issued when fuel flow and TE 5: Compressor temperature inlet flange
combustion and exhaust gas temperature TE 6: Compressor temperature inlet flange
increase abnormally, and trip turbine for further
temperature increases.
 Iván de Lorenzo
December 2004

• Bearing Vibration Monitoring – using proximity (non–contacting) type position

sensors:
– #1 Bearing – radial (X and Y), axial and key phasor
– #2 Bearing – radial (X and Y) BEARING
– #3 Bearing – radial (X and Y) PROTECTION
SYSTEM
• Bearing Metal Thermocouples TO
– The turbine journal and thrust bearings are equipped with thermocouples embedded
REDAS
into the bearing metal with the function to monitor the temperatures during operation
and give an alarm indication if the metal temperature is too high.
– The function of these devices is to protect the turbine bearings and rotor journal
surfaces from overheating and failure.

• Bearing Drain Lube Oil Temperature Thermocouples

– The turbine unit bearings drains are equipped with thermocouples with the function to monitor the
lube oil temperatures during operation and give an alarm indication if the temperature is too high.
– The function of these devices is to protect the turbine bearings and rotor journal surfaces from
overheating and failure. The thermocouples are placed in the #1, #2 and #3 main journal bearing
drains.

• Turbine Performance Monitor

– The compressor inlet bellmouth area has pressure probes included as well as an RTD mounted to
monitor the compressor performance during turbine unit operation.
 Iván de Lorenzo
December 2004
Radial Probes
X and Y
Axial Displacement Bearing Metal Temp.
Bearing #2 Radial Probes
Probes Bearing #1 Thrust Bearing #1 Bearing Metal Temp.
H: 150 micron X and Y
H: ±600 micron (active side) Thrust Bearing #1
Bearing #3
HH: ±800 micron H: 115 °C (inactive side)
H: 150 micron
H: 115 °C

Radial Probes Bearing Metal Temp.

Bearing Metal Temp.
X and Y Journal Bearing #3
Journal Bearing #2
Bearing #1 H: 115 °C
H: 115 °C
H: 150 micron Bearing Metal Temp.
Journal Bearing #1
H: 115 °C

Bearing Metal Temp.

Journal Bearing #2
H: 115 °C
Key phasor
Probe
Bearing #1
Bearing Metal Temp.
Bearing Metal Temp. Journal Bearing #3
Bearing Metal Temp. H: 115 °C
Bearing Metal Temp. Journal Bearing #1 Radial Probes
Thrust Bearing #1
Thrust Bearing #1 H: 115 °C X and Y
(active side)
(inactive side) Bearing #2
H: 115 °C
H: 115 °C H: 150 micron
 Iván de Lorenzo
December 2004

Radial Vibration RTD on Journal and Radial Vibration RTD on Journal and Radial Vibration
Journal Bearings Thrust Bearings Journal Bearings Thrust Bearings Starter Motor Bearings
H: 44 micron H: 120 °C H: 44 micron H: 120 °C H: 80 micron
HH: 66 micron HH: 130 °C HH: 66 micron HH: 130 °C HH: 110 micron

TE VXE VYE VXE VYE TE TE TE TE VXE VYE VYE VXE TE TE TE

MCL 1002
16-MJ02 HOT AIR COOL AIR

AN200
16-MJ01
VSDS MOTOR
GAS TURBINE

16-MJ01-M VSDS
MS 7001 EA

MOTOR
EXCITER

STARTER/HELPER MOTOR
FOR MR COMPRESSOR

VYE VXE

TE TE

TE TE TE TE ZE ZE ZE TE TE TE TE ZE ZE ZE TE TE VYE VXE

RTD on Journal and Axial Vibration on

RTD on Journal and
Thrust Bearings Compressor Shaft
Thrust Bearings Axial Vibration on
H: 120 °C H: 0.5 mm
H: 120 °C Compressor Shaft
HH: 130 °C HH: 0.7 mm
HH: 130 °C H: 0.5 mm
HH: 0.7 mm

RTD on Journal Bearings H: 120 °C HH: 130 °C

 Iván de Lorenzo
December 2004

RTD Starter Motor TG TG RTD Starter Motor

Cooling Hot Air Cooling Cold Air
H: 105 °C TE TE TE TE H: 65 °C Flow Indicator Air
HH: 110 °C HH: 70 °C Outlet from Cooler
VSDS Motor

HOT AIR COOL AIR

VSDS MOTOR FI TG Air Outlet from Cooler

VSDS Motor

ELECTRIC MOTOR TE TE TE TE TE TE TE TE TE RTD Starter Motor

Winding Temperature
STATOR WINDING TE TE TE TE TE TE TE TE TE H: 130 °C
TO MARK IV HH: 135 °C

RTD Motor Exciter

TE TE TE TE TE Winding Temperature
EXCITER STATOR H: 130 °C
WINDING TO MARK TE TE TE TE HH: 135 °C
IV
 Iván de Lorenzo
December 2004

• The ventilation system draws cool air into the accessory, turbine, load coupling and
compressor compartments. It absorbs and exhausts the heat generated.

• This helps avoid component failure due to overheating.

Inlet dampers open when

ventilation fan is off

• Two ventilation fans (1 duty, 1 stand-by) create a negative pressure inside the
compartments. Ambient air enters the inlet dampers and heat is transferred to it. It is
then sent to atmosphere through the outlet dampers.
 Iván de Lorenzo
December 2004

• The ventilation fans are designed for continuous operation, but are not operated
after the gas turbine is shut down and the cool down timer has elapsed.

• They are driven by two AC motors

• The “non-duty” fan will automatically start

in the following situations:

– Turbine or Compressor Compartment

temperature high alarm H: 85°C
– Gas detected in outlet air
Details of ventilation fan

• The fans will stop at the end of the cool down or whenever gas is detected in the
inlet filter or fire is detected in the enclosure.

• Two redundant high temperature transmitters in both the turbine and compressor
compartments are provided, which trip the gas turbine at HH: 105°C signal.
 Iván de Lorenzo
December 2004

• Each of the three main enclosure compartments (accessory, turbine and

compressors) is protected against fire.

• Each compartment is equipped with two groups of 3 heat rise detectors, working in “2
out of 3” logic.

– Fire Alarm signal is generated if 1 detector in 1 area is activated.

– Fire Trip condition is generated if 2 detectors of 1 group are activated.
– Fire Trip condition is also generated if 1 sensor is activated in more than 1 group or zone.

• The settings for these detectors is HH: 162 °C for the accessory and compressors
compartment and HH: 316 °C for the turbine compartment.

• The compartments are also equipped with a parallel fire detection system based on
UV detectors also working in “2 out of 3” logic.

• Fire trip condition will determine the following events:

• Turbine shutdown • Activation of electric fire horns

• Ventilation cutout • Activation of relays relevant to output of
Inergen cylinders
• Activation of fire lamps
 Iván de Lorenzo
December 2004

• The fire fighting system is provided with 24 cylinders divided in 2 banks filled with
Inergen that discharge when fire is detected.

• The cylinders of each bank are divided in 3 groups: initial discharge, extended
discharge and turbine and coupling compartment discharge.

• All air outlets are also equipped with gas leakage detectors, also provided in turbine
compartment and in air intake filters.

• 7 gas detection spots are equipped with groups of 3 gas detectors working in “2 out of
3” logic.

– Alarm signal will be generated at H: 20% LEL

– Trip signal will be generated at HH: 60% LEL

• In case of trip for gas detected in air intake filter Æ ventilation is cut-out.

• If gas is detected within turbine enclosure or in the ventilation outlets Æ auxiliary

ventilation fan is started.
 Iván de Lorenzo
December 2004

• Gas turbine compressor is sucking a great amount of air. In case that dirt (dust, salt,
insects, hydrocarbon fumes) is included in the air, deposits may form on the compressor
blades. This reduces the amount of inlet air and compressor efficiency.

• The compressor water wash system restores the gas turbine’s operating efficiency by
removing the deposits on the compressor blading.

• This is accomplished by injecting a solution of water and detergent into the

compressor bellmouth, followed by a water rinse.

• Off line: injects cleaning solution while the turbine is being

turned at cranking speed. It is the most effective means of
cleaning the compressor
• Two types of washing
• On line: injects cleaning solution while the turbine is
operating at full speed and some % of load. It is used to
supplement off-line washing
 Iván de Lorenzo
December 2004

• The detergent tank contains the cleaning compound that may be used during a
compressor water wash.

• The detergent is mixed with demineralized water in the wash water tank, by means of
the wash water chemical drum pump, driven by an AC motor.

• The wash water is pushed through the system by means of instrument air supply.
 Iván de Lorenzo
December 2004

• The wash water tank is provided with one electric heater.

It has a start/stop temperature switch and an overload switch.

• The level of the tank is controlled between 400 and 500 litres by means of a water
supply servovalve.

Any level beyond L: 400 litres or H: 500 litres will generate an alarm and a signal of
LL: 0 litres will trip the gas turbine.

The tank is provided with a level gauge.

• The pressure of the tank is set at 5.4 barg. A safety valve is set at 7.6 barg.

PG-24 is a gauge that shows the washing water tank pressure.

• The air inlet to the tank is by 2 solenoid valves, one for on-line and the other for off-
line washing.
Iván de Lorenzo
December 2004
 Iván de Lorenzo
December 2004

• The washing water is distributed via 2

different piping, one for on-line and the
other for off-line washing, by 2 injection
valves.

• The off-line compressor washing is done

through 1 manifold that discharges in
the forward wall of the inlet plenum

• The on-line compressor washing is done

through 2 manifolds that discharge in
the forward wall of the inlet plenum and
in the aft wall of the inlet plenum.

• The false start drain valves allow

unburned fuel to drain after an
unsuccessful start.

They allow wash water to drain during an

off-line compressor water wash.
Wash water spray manifolds Wash water spray nozzles
 Iván de Lorenzo
December 2004

• This system supplies filtered seal (buffer) gas to the mechanical and tertiary seals
assembled at the two ends of the compressor shaft.

• The purpose of the compressor shaft seals is to prevent the process gas from
escaping out of the machine.

• Both ends of the compressor have a pressure close to the suction one that permits to
use two similar groups of sealing rings and the same seal gas pressure for both ends.

• This is done through the balancing gas that equalizes the pressure at both ends.

• The dry gas seal system is composed of 3 different parts:

– The 1st has the scope to inject filtered buffer gas to the seals.
– The 2nd is designed to monitor the gas leakage and the good working of the seals.
– The 3rd has the scope to inject a purge gas for a good separation between the seals area and
the lube oil area.

• Process gas from compressor medium discharge of MCL 1002 is used as buffer gas.

• Nitrogen is injected as purge gas taken from the plant network.

 Iván de Lorenzo
December 2004

1ry vent 2ry vent

Inlet for Inlet for Inlet for
Seal Gas Purge Gas Purge Gas

Process
Gas
Side

Mating Primary Mating Primary Tertiary Seal

Ring Ring Ring Ring

1st stage 2nd stage

 Iván de Lorenzo
December 2004

• In order to prevent the process gas from escaping through the labyrinth seals,
chambers A are pressurized.

• Filtered buffer gas is injected at a pressure higher that suction pressure.

• This is assured by a differential pressure control system (one for each compressor)
between the buffer gas (chamber A) and balancing gas.

Process
Gas

Inlet for
Seal Gas

1ry vent Purge Purge

2ry vent
Gas Gas
 Iván de Lorenzo
December 2004

• The seal gas that escapes from chambers A reaches the chambers B from where it is
sent to flare by means of lines called “primary vent lines”

• These lines are provided with adjusting flow orifice valves. Theses orifice valves will
send an alarm signal in case of high differential pressure and trip the unit in case of
high-high differential pressure.

Process
Gas

Inlet for
Seal Gas

1ry vent Purge Purge

2ry vent
Gas Gas
 Iván de Lorenzo
December 2004

• The flushing gas is injected into 2 chambers at 2 different pressure levels. The flushing
or purge gas injected into chamber C is used to isolate the mechanical seal during
normal leakage values.

• The seal gas that manages to reach chambers D is vented to atmosphere through a
piping system called “secondary vent”.

• The purge gas in chambers E prevents any gas escaping from chambers D to go
through the 3ry seals and the oil vapour to become in contact the mechanical seals.

Process
Gas

Inlet for
Seal Gas

1ry vent Purge Purge

2ry vent
Gas Gas
Iván de Lorenzo
December 2004
 Iván de Lorenzo
December 2004

• Filtered gas supply (buffer gas)

Taken from a suitable intermediate stage or from an external source for start-up.

Filtered by double filter. Alarm at differential pressure: H: 1.5 bar

A differential pressure control valve controls filtered buffer gas in order to have a
constant flow injection on both seals at each side of the compressor.
This PDCV sets the buffer gas pressure 3 bar higher than that of the balancing gas.
Alarm at low differential pressure: L: 2 bar

• Seal gas line to IGV

Part of the seal gas is taken from downstream of the filters and is pressure controlled
to 3 bar differential pressure to the IGV control valve.

Differential pressure alarm in seal gas line to IGV if: L: 0.2 barg H: 0.8 barg
 Iván de Lorenzo
December 2004

• Seals leakage monitoring (primary vent)

The gas leakage from the primary seals goes through adjustable orifices, tuned to
maintain a pressure of 3 barg a differential pressure of 400 mbar with normal leakage
and under normal operating condition. Differential pressure gauges are installed in all
primary vent lines.

Downstream each orifice a flow indicating transmitter is installed. In case of high or low
flow through the primary vent, an alarm is activated. L: 10% H: 90%

The primary vent lines are connected to a header towards the flare.
Alarm at high pressure H: 1 bar
Should a high flare back pressure be detected, vent is switched to atmosphere.

If high pressure is detected, 2oo3 pressure transmitters activate a shutdown to prevent

damage to the mechanical seal. H: 4 bar HH: 5 bar

The monitoring of the 2ry seal’s good condition is done through the flow transmitters of the
primary vent lines. A low flow alarm means that the 2ry seal leakage is too high.
The secondary vent lines are connected to an atmosphere vent on safe location.
 Iván de Lorenzo
December 2004

• Nitrogen injection (purge gas)

Nitrogen is injected as purge gas taken from the plant network.

Mechanical separation is performed by using carbon tertiary seals.

Purge gas for carbon tertiary seals needs always filtration. For this reason, a double filter
with transfer valve is installed. Filter condition is monitored by a differential pressure
gauge.

Purge gas is controlled by a pressure regulator and injected on both sides of the
compressor. 2 pressure reducing valves are installed downstream of the filters.
The first one –for intermediate chamber C- is set at 4 barg and the second one –for
tertiary seals- at 1 barg.
Both are provided of block valves and by-pass line with calibrated orifice set at 3 barg.

Pressure transmitters on header are installed for low-pressure alarm and 2oo3 very low-
pressure trip in order to save tertiary seals. L: 0.7 bar LL: 0.4 bar

In the flushing chamber drain line are installed automatic traps (LCV) to assure the lube
oil drain.
 Iván de Lorenzo
December 2004

Flow Nitrogen
Pressure Filters
valves
gauges

Flowmeters
(on the back)

Flow valves
(orifices)

Pressure
Seal gas Control Pressure
filter Valve Control
Seal gas filter
Valve

Pressure
PDIT Transmitters
A, B, C
 SET AT SET AT
Iván de Lorenzo
4 BARG. 1 BARG
December 2004
N2 FILTERS PG
PCV 2ry VENT

TO ATMOSPHERE
INLET PT (x 3)

SAFE LOCATION
PCV PG TO FLARE
SEPARATION GAS SEPARATION GAS
PDG PG 2ry VENT PG PG PG

1ry VENT 1ry VENT

FIT FIT FIT FIT

PT (x 3) PT (x 3) PT (x 3) PT (x 3)
PDG PDG PDG PDG
FV FV FV FV

16-
16-MJ01 16-
16-MJ02
DISCHARGE SUCTION DISCHARGE SUCTION
SIDE SIDE SIDE SIDE

BALANCING BALANCING
GAS TO LUBE OIL GAS
TO LUBE OIL TO LUBE OIL
LCV LCV LCV LCV
DRAIN HEADER SEAL GAS DRAIN HEADER SEAL GAS DRAIN HEADER
PDIT PG PDIT PG
PDCV PDCV
PDCV SEAL GAS TO IGV OF AN 200

Orange piping: seal gas

Blue piping: purge (separation) gas PDIT FILTERS
Red piping: 1ry vent
Green piping: 2ry vent
Purple piping: Balancing gas
EXTERNAL SOURCE TO STARTUP
SEAL GAS FROM COMPRESSOR MCL1002 MEDIUM STAGE
 Iván de Lorenzo
December 2004

Front view of seal gas and lube oil piping for

coupling between comp. AN 200 and MCL 1002

I Oil inlet to journal bearing

II Oil inlet to thrust bearing
XXI Outer buffer gas drain
XXII Seal gas injection
XXIII Primary vent
XXIV Inner buffer gas injection
XXV Secondary vent
XXVI Outer buffer gas injection

Seal gas Lube oil inlet Lube oil vapour

Primary vent Lube oil drain Inner buffer gas injection
Secondary vent Outer buffer gas drain Outer buffer gas injection
 Iván de Lorenzo
December 2004
Side view of seal gas and lube oil
piping for coupling between
compressors AN 200 and MCL 1002

AN 200 MCL 1002

Seal gas Lube oil inlet Lube oil vapour

Primary vent Lube oil drain Inner buffer gas injection
Secondary vent Outer buffer gas drain Outer buffer gas injection