TURBINE

CONTROL
SYSTEM
By: D G Pattanayak
 BASIC ARRANGEMENT

Actuators
 STRUCTURE OF TURBINE
CONTROL SYSTEM

MHC HY
HY Hydraulic
M Actuation
H-H
CONVERTER I System For
HY N Control Valve
EHC
EL Positioning
( i.e. HPCV & IPCV )
E-H
CONVERTER
MHC
 MECHANICAL HYDRAULIC
CONTROLLER (MHC)
0– Hydraulic
100% Actuation
Lower HYDRAULIC System

Raise
M SPEED HY M For
GOVERNOR HY I Control
M N Valve
0–
100% I Positionin
g
Lower STARTING & N ( i.e.
M LOAD LIMIT-
Raise HPCV &
ING DEVICE
IPCV )

TRACKING d
DEVICE 5 –h10%
LOAD
REJECTIO
Pact
hact N RELAY
EHC
 EHC

The large size of power distribution

system, power plant units and
increase of automation in turbo-
generators have made the use of
Electro Hydraulic Control System
inevitable & mandatory.
 Advantages Of EHC
• High flexibility.
• Excellent dynamic response.
• Easy materialization of complex functional
interrelations.
• Continuous & precise control of large actuation
forces of hydraulic control system.
 THE LOAD
LOADING
FIXED
MAX
LOADING
CONTROLLER
RATE TSE
dp/d t RATE
SETTER INFLUENC To
E
Selection
Frequenc Circuit
Pressurey
MIN correctioInfluence Pact
n
MA
M + M
+ + -
N LRS LRL +
I I + P
LOAD
CON -
ADS FOLLOW FM ZS ST N N
TROLLER
FM ZS ST
LC

ALLS
LRS : Load Reference Setter
LRL : Load Reference Limiter
ALLS: Absolute Load Limit Setter
 SPEED CONTROL LOOP
TSE
Influence

ON / OFF
0 – 3300
0 – 3600 rpm rpm
dn= f
MANUAL SPEED SPEED (P)

>1
REFERENCE REFERENCE
+
AUTO SETTER LIMITER SPEED

- P
SRS SRL CON-
SYNCHRO + + TROLLER

FOLLOW FM ZS STOP
nact
Turbine tripped

TSE Influence SPEED /

ON & >1
LOAD
LIMITER
TSE Faulted
STOPPED
Turbine controller(unit#1-6)
 Final selection for EHG
(LOAD CONTROL) (UNIT#1-6)

GCB ON
& LOAD CONTROL
ACTIVE
ISLANDING NOT ISLANDED
BUS COUPLER CKT IN
CLOSED SERVICE
 Final selection for EHG
(SPEED CONTROL) (UNIT#1-6)

GCB NOT ON
SPEED CONTROL
OR ACTIVE
GCB ON ISLANDING ISLANDED
CKT IN
BUS COUPLER SERVICE
OPENED
 Final selection for EHG
(VALVE CONTROL) (UNIT#1-6)

GCB ON
LOAD CONTROL OFF
& VALVE CONTROL
ACTIVE
ISLANDING NOT ISLANDED
BUS COUPLER CKT IN
CLOSED SERVICE
Turbine Controller(unit#7-10)
 TRANSFER BUS
MAIN BUS 2
MAIN BUS 1
89A 89B 89D
89B
89A 89B 89D
89A 89B 89D
89E 89A

GCB

89C B/C
89C

BCBT

SMELTER FDR

GENERATOR

16
 Islanding condition
 Under Frequency - 47.8HZ TD 600msec
 Df/dt - f<48HZ
df/dt>700MHZ/sec
TD-100 msec(downword)
 Under voltage <93 volts(ph-ph)=186KV at 220KV end
TD-1sec
 Under voltage+ directional O.C.- volt<44V(relay)=88KV line
bus coupler current>800A
TD-150msec
 Both Nalco/Meramundali ckt breaker trip.
 Bus coupler current <80 MA(secondary)
<128A(primary)
 GCB
CLOSED
ISLAND
3015 RPM
THE
THE
+
& DELA
PULSE
+
ISLANDING
ISLANDING
Y
CIRCUIT
CIRCUIT
300m 300ms
s & FAST
BLOC MATCH
K
TURBINE O
TRIP & FAST
R
ISLAN MATCH
D ACTUAL
OR
SRS RAISE LOAD
BLOCK LC
SPEED
LOWER
LOAD FAST MATCH
CONTROLLER
SRL TO
TSE
INFLUENCE
7.5 V ADMISSION
CONTROLLER
ACTUA +
SPEED
L +
SPEED
CONTROLLER

M M
A I
X N
 UNIT’S LOADING IN
SPEED CONTROL
MODE

NREF Delta N is RESPONSIBLE FOR

N
UNIT’S LOADING (@ 150 RPM
= 120 MW
NACT NREF : Given by operator
NACT : Grid speed in rpm ( it is
assumed to be steady; but it
actually changes causing
undesirable load changes
during steady state conditions.
So speed controller is not
preferred at stable grid
conditions