2/3 SECOND PART

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11 May 2015
Presented by Ali Rafiee
Rafiee.ali@gmail.com

Rafiee.ali@gmail.com Gas Turbine Training Course 11

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SGT600 Compressor Washing System

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SGT600 Compressor Washing System

 The GT is equipped with 4 nozzles for compressor

washing. The nozzles are mounted on the shaft
cover between the GT start motor and the
compressor. On the connection between the
nozzles and the washing unit, there is a filter.

 Main data : There are two tanks. The volume of

each tank is 80 l. The fluids may be heated to
maximum 60 °C . The working pressure of the
fluids is 50-60 bar(g).

 GT shut down and cooled prior to washing.

 Washing and rinsing fluid pressure : 50-60 bar (g)

 GT running on 2300 rpm (purge) when injecting

washing or rinsing fluid.
 GT running on 215 rpm (barring) when soaking.

 The time consumption, excluding the cooling

downtime ca. 1h 45 min.

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SGT600 Off-line compressor cleaning procedure

 The off-line washing is carried out at purge speed which means the turbine must be stopped and cooled
down for 4 hours.
 The washing procedure itself takes approximately 1,5 - 2 hours, and it includes:

 injection of detergent / water mix 2300 rpm (40 litres in 3 minutes)

 soaking @ 200 rpm, 15 minutes
 injection of water @ 2300 rpm (40 litres in 3 minutes)
 drying @ 200 rpm, 15 minutes
 injection of water @ 2300 rpm (40 litres in 3 minutes)
 drying @ 200 rpm, 15 minutes

 injection of detergent / water mix @ 2300 rpm (40 litres in 3 minutes)

 soaking @ 200 rpm, 15 minutes
 injection of water @ 2300 rpm (40 litres in 3 minutes)
 drying @ 200 rpm, 15 minutes
 injection of water @ 2300 rpm (40 litres in 3 minutes)
 drying @ 200 rpm, 15 minutes - with all water drain valves open

 the engine is continuing at rotor speed 200 rpm until the normal 10 hours cooling down period has elapsed or
is restarted. It is recommended to start the engine and run on idle speed 15 minutes for engine dry out after
the completed washing procedure.

 The consumption of detergent for one wash, as defined above is 8 + 8 = 16 litres (net) and the required water
quantity is 32 + 40 + 40 + 32 + 40 + 40 = 224 litres (net)

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Cleaning intervals

 Allowable service time between compressor cleanings varies from unit to unit since the
fouling rate depends on many factors, such as air pollution, type of air intake filters, etc.

 Dirt accumulation must not be allowed to cause compressor surging, and at sites where salt
particles are present in ambient air the deposit must be removed before it has grown to a layer
which by scaling can reach the hot section.

 Compressor cleaning shall be carried out:

1. When the output, determined by means of an output check, has decreased by more than 1 MW.
2. Every 1000-2000 hour of operation, when salt particles are present and the SGT-600 and SGT-700
standard two stage filter system is used. The interval must be adapted to the actual filter system and the
local environmental conditions.
3. If unexplainable vibrations or compressor surging occurs.

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Requirements for Instrument & Operating Air

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Compressor Blade Erosion

The effect of compressor erosion is twofold.

1. It causes blunting of leading edge.

2. It causes thinning of the blade trailing edge.

The result is fatigue and

degeneration of overall
performance.

Modulations of air flow

increased

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Compressor Fouling

The cause of fouling is adhesive materials such as

Oil vapor, smoke, sea salt, industrial vapors.

The result is
Less compressor efficiency
Lower compressor discharge pressure
EGT
Reduced exhaust temperature,
Reduction in fuel efficiency.
DP/P
Higher High Frq. broad band vibrations
Vib %

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Tip Clang

The stall can be detected by a sudden

change in ‘Low ‘BP and diagnosed by
autospectrum.

The tip clang raises the ‘High’ BP

dramatically as well.

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Blade Faults

In general:

Blade corrosion-erosion gives a poor efficiency.

Many blade faults give a raise in the amplitude of the blade passing frequency and high
BP.

Most blade faults give a rise in envelope spectrum.

But the vibrations are highly with the Gas Turbine Control!

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Blade Corrosion

Typical symptoms on blade corrosions due sulfur adhesive at the turbine end.
 Steady LProtor (N1) speeds
 Gas temperature (EGT) rise over some days but not more than 20-25C
 Decreasing Gas generator speed (N2) (1-2%)
 Increasing fuel flow (EF)
 Front vibrations sudden increase,
but no much
 Rear vibrations steady Vib5
N1
EGT
All this could be normal operational N2
variations, but together they indicate EF
a fault ! And the performance goes down!
Vib1

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Sudden increase of vibrations

Vibrations, in the best combination with performance monitoring, can with

a proper instrumentation predict blade faults before it is to late.

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Combustion Chamber

Design considerations:

• Completely combust the fuel

• Low pressure loss across the combustor.
• The flame (combustion) must be held (contained) inside of the combustor.
• Uniform exit temperature profile.
• Small physical size and weight.
• Wide range of operation.
• Environmental emissions

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Diffuser

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Combustion Chambers Type

Can or Tubular

Burner Type Annular

Can-annular

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SGT600 Combustion Chamber

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Can Annular Combustion System

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Can-Type Combustor

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Combustion Chamber

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Combustion Chamber

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Annular Combustor

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Annular Combustor

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Silo Combustor

Protection of Turbine Blading

Highly uniform hot-gas
temperature field
No direct flame radiation

Low NOx and CO Emissions

Premix combustion in
hybrid burners
Complete burn-out
of hydrocarbons due to
hot ceramic-tile linings

Ease of Machine Maintenance

Direct access through man-holes
to all hot-gas-path components
from within the voluminous
combustion chambers

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Combustion Chamber

Model V94.2 Model V94.3

Two vertical silo - type Two horizontally opposed combustion

2.20 m
combustion chambers chambers each with 8 burners
each with 8 burners

Flame 3.80 m
cylinder

2.20 m Model V94.3A

Hybrid-Burner-Ring (HBR) Combustion Chamber
One annular combustor with 24 burners

3.50 m

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Combustion Chamber

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Comparison of Combustors

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Combustion Chamber

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Combustion Chamber

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Fuel Burners
The fuel is injected into the engine via the burners.
This maybe Gas or Liquid fuel.

DLE Burners
Made up of two main components – Pilot burner & Main burner

Non DLE
Made up of One burner unit only. (MPI)
These come in various configurations & types.
They inject Standard Gas fuel, Liquid fuel, Dual fuel,
water and steam etc.

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SGT600 Combustion Chamber

Annular or Can annular A fuel, supplied

via the burners, is burned together with
the oxygen of the air in the combustion
zone .

Heat is released and the gas is expanded

and accelerated to deliver a smooth
stream of uniformly heated gas

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SGT600 Combustion Chamber

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Burners

Oil return (pilot flame)

Gas Oil
(pilot flame) (pilot flame)
Gas
(diffusion flame)

Air Air Oil

Gas (premix flame)
(premix flame)
Air

Diagonal swirler Oil

Gas
(pilot flame) Axial swirler (pilot flame)

Homogeneous gas/air mixture Homogeneous oil/air mixture

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Burners

Diffusion Flame Premixed Flame

Natural gas Natural gas Natural gas

(premix flame) (pilot flame)
Air Air

Homogenous
gas/air mixture

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Thermal NOx

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Emission in Diffusion Combustor

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Emission in Diffusion Combustor

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Combustion Chamber

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Premixed Fuel Lean Combustion

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Post Combustion Treatment

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Combustion Chamber

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Combustion Chamber

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Combustion Chamber

AFR = 60 / 1 AFR = 200 / 1

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Combustion Chamber

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Combustion Chamber

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Variable Dilution Air System (SGT600 – Optional )

The variable dilution air system provides a

controlled by-pass of air to the combustor
exit thus decreasing the air flow through
the burners.

A too low flame temperature will cause

incomplete combustion. The variable
dilution air system is designed to keep the
flame temperature high enough at the
normal operating load range (60-100%) to
ensure complete combustion.

Six pneumatic flap valves control the flow

rate. The air is fed back to the combustor
through 23 nozzles at the combustor outer
wall.

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Combustion chamber cooling:

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Combustion Chamber

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Combustion Chamber

Transition Piece

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Transition Piece

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Pressure Loss in a Combustor

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Uniformity of the Combustor Outlet Profile

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Wobbe Index

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Turbine

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Turbine

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Turbine

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Turbine section

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Rotor Disk

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Variable Area Nozzles

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Turbine

Different type of blades :

 Impulse
 Reaction

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Comparison of impulse and reaction turbines.

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Axial Turbine Velocity Triangle

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History of the development of turbine materials

Three high pressure turbine blades, conventional (equiaxed), columinar grain

(directional solidified), and single crystal.

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Metals in Gas Turbine

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Turbine

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Turbine

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Thermocouples

CT1 Stator, CT1 Rotor, CT2 Stator, CT2 Rotor

The interduct
thermocouples
13 off (older units have 12)
These monitor the exhaust
interduct temperature
between the CT & PT
stages.

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PT & location of Thermocouples

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T/Cs can be removed for inspection

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Removing T/C and Adaptor.

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Adaptor removed for access

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Thermocouple and Adaptor

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Typical Spread Pattern for 7FA

Sunrise, 7FA DLN-2.6 Base Load 6/13/01 Trip 6-13-01.xls

34
DEG F
1150
TTXSP1 = 34 Degree F
1130

1110 TTXSP2 = 29 Degree F

1090
TTXSP3 = 23 Degree F
1070

1050

1030

1010

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Exhaust Spread Monitor

 TTXSP1 Spread 1 = Highest - Lowest TC

 TTXSP2 Spread 2 = Highest - 2nd Lowest TC
 TTXSP3 Spread 3 = Highest - 3rd Lowest TC

 TTXSPL Spread Limit = F(TTXM*K - CTD*K)

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Exhaust Spread Monitor Calculate Spread Limit (Based on Trise)

7FA DATA, Tx, CTD, Good Typical Spread

1200 90

1100 80 CTD

1000
70
900 TX
60
800
50
Deg F

Typical Good
700 Spread
40
600
30
500
20
400

300 10

200 0
40% TNH FSNL, 42 DGA FSNL, 57 DGA 50% BASE BASE

TTXSPL Spread Limit = Function (TTXM x Gain - CTD x Gain)

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Exhaust Spread Monitor Alarms & Trips

 Alarm If : Spread 1 > Spread Limit

 Alarm If : Spread 1 > 5 x Un-bias Spread Limit, Failed TC

 Trip If: Spread 1 & (Spread 2 x 0.8) > Spread Limit & Spread 1 & 2 are Adjacent.

 Trip If: Spread 3 > Spread Limit

 Trip If : Failed TC & (Spread 2 x 0.8) > Spread Limit & Spread 2 & 3 are Adjacent.

Note: Alarms and Trips have short time delays (1 to 9 sec)

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Single Can Flame Out

Spread Trip
Sunrise, 7FA, 6/13/01, Trip 6-13-01a.xls, Trip
1 Spreads Became Actionable at 256.663 Sec
27 2
1100
26 3
1050
25 4
1000
24 950 5
900
23 850 6 ETime 253.583
800 ETime 254.614

22 750 7 ETime 255.639

700 ETime 256.663

650 ETime 257.693

21 8 ETime 258.717
ETime 259.742

20 9

19 10

18 11

17 12 Trip occurs at 259.742 Sec

16 13
15 14

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Multiple Can Flame Out

ELWOOD Unit 8, DLN 2.6 7/13/01 Transfer Mode 6 to Mode 4

1
27 1500 2
Minimum of 2 cans out
26 3 TRIP TIME 10:08:06
1300
25 4 Over 1 miniute with several
combustors out.
1100
Spread 1, 2 & 3 24 5
Adjacent, and below
limit. 900

23 6
700

22 500 7

300
21 8

20 9

Series 1 is Exhaust TC's after

19 10 Mode transfer ~ 56 MW

10:07:06 Series1
18 11
Series2
10:06:06
17 12
Series 2 is Exhaust TC's Prior
16 13 to Mode transfer ~79 MW
15 14

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GTG and GTC

SRV GCV SRV GCV Anti Surge

Valve

IGV IGV

NZ

Gas Turbine Generator Gas Turbine Compressor

SRV: Stop/Speed Ratio Valve

GCV : Gas Control Valve

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Gas Turbines V94.2 Supply of Air for Blade Cooling

Cooling air for Air supply does not depend on labyrinth-gland losses
stationary blades Air extracted from compressor at dust-free locations
moving blades Drums act as centrifugal dust separators

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Gas Turbines V94.2 Supply of Air for Blade Cooling

Cooling-air supply:
from after compressor stage 10
from compressor discharge

from compressor last stage

from compressor discharge

from after compressor stage 12

Sealing design Blade New Repaired

Detail "A" carrier
Labyrinth
seal
Rotor

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Air-Cooling of Turbine First-Stage Blades

Turbine Vane Blade

Cooling-air
first-stage blades outlets

Cooling-air inlet
Cooling-air inlet
Cooling-air
outlets

Cooling-air
outlets

Cooling-air
inlet

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Turbine

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Turbine cooling:

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Turbine nozzle cooling:

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Internal Cooling Blockage

5um finings

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Creep

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Creep

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Creep

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Creep

 Nevertheless, if the blade remains in service long enough, changes are that it will eventually
make contact with its shroud ring an begin to wear away.

 When this occurs, an audible rubbing can be heard on engine.

 Creep can be thought of as occurring in three stages: Primary, secondary, and tertiary.

 The primary and tertiary stages occur relatively quickly. Primary creep occurs during the
engine’s first run, tertiary during operating overloads.

 But the secondary creep stage occurs quite slowly (flat portion on the strain/time graph). It is
within the secondary creep region that the engine manufacturer bases the turbine’s service life.

 Causes for accelerated (tertiary) creep:

 Over temperatures;
 Extended operation at high power;
 Erosion of the blades from ingestion of foreign objects.

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Damage of Turbine Blade

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SGT600 Sealing air

The sealing air has two duties:

 The first is to prevent lube oil leakage.
 The second is to prevent hot gas leakage to
enter the turbine discs.

The ten stage compressor has slots for bleed off

air after the second and fifth stage. The air flows
through the slots into two cavities, the low
pressure (LP) and the high pressure (HP) bleed
cavities located between the inner stator blade
carrier ring and the outer casing.

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SGT600 Sealing air

 Sealing air to bearing no 3 is taken from the

lower part of the LP bleed air cavity and is
led to the bearing via an external pipe. One
part of the air flows from the bearing to the
outlet casing, the other part flows with the
return oil flow to the oil reservoir.

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SGT600 Cooling Air

 The two stages of the compressor

turbine are cooled by air from the
compressor. Both the guide vanes
and the blades are hollow to allow
the cooling air to flow inside, which
makes the cooling more effective.

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SGT600 Cooling Air

 Cooling and sealing air is fed via an

external pipe to a ring manifold.
From there, individual flexible hoses
supply the third stage guide vanes
with cooling for disc cooling
purposes.

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SGT600 Cooling and sealing air system

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Cooling & Sealing Air (SGT400)

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Cooling & Sealing Air.

Medium Pressure air is taken from

7th stage of the compressor.

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Cooling and Sealing Air.

 Air is used contain the Lub Oil within the bearing areas and also to cool the hot components
whilst the Turbine is in operation.

 Medium Pressure Buffer Air:- This comes from the seventh stage of the compressor and is
distributed to the Bearings via configured pipework. It is used to seal the oil within the No1
Bearing. It also serves as a buffer to maintain the lubricant inside the No2 CT Hot end
Bearing. This air also seals the PT Bearings and cools the PT Discs.

 High Pressure Air:- Comes from the eleventh stage of the compressor and is used for sealing
the CT Rotor and is also used for cooling the Turbine Discs.

 Instrument/Workshop Air :- This is also provided through filters to an on-skid manifold.

This serves as the medium pressure Buffer Air when the Turbine is stationary and during the
Start and Stop sequences.

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Cooling & Sealing Air.

A non return valve is fitted in the 7th stage discharge line to

prevent air escaping into the Compressor when instrument
air is being supplied.

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Turbine

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SGT600 Compressor Turbine

 The 2-stage compressor turbine comprises the stator and

the turbine discs.

 The turbine discs are bolted to the compressor rotor.

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SGT600 PT- rotor

 The power turbine rotor is solid, built up from two

discs and a rotor shaft. The rotor is fully electron
beam welded. The PT blades are fitted in fir-tree
grooves and have shrouds to minimize the
interstage gas leakage. The rotor blades as well as
the guide vanes are precision cast.

 The PT stator carries two guide vane stages. The

first guide vane stage is permanently adjustable to
obtain optimum efficiency at various climate
conditions. The vanes in the first stage are also
hollow to transport cooling air to the turbine disc.

 The stator surfaces above the blade tips are

provided with honeycomb seals. Honeycomb is an
abradable seal, which can withstand a blade tip
rubbing.

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Removable plugs are fitted for inspection

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Borescope plugs on CT casing SGT400

Borescope access, right side, looking upstream.

3 off

Gas Flow

CT2 CT1

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Borescope plugs on CT casing SGT400

Borescope access, left side, looking upstream.

2 off !

Gas Flow

CT1 CT2

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Removable plugs are fitted for inspection

CT1 Stator, CT1 Rotor, CT2 Stator, CT2 Rotor

Again we have good borescope

access for PT inspection when
required.

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Example Borescope plugs

SGT-400 Typical
CT Borescope
access plugs

SGT-400
PT access.

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Borescope plug access highlighted

View of CT1 Stator during

engine build.

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Compressor Turbine CT2 Rotor

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The P2 Air Blow – Off Valves

BOV Blow off Valves

POWER
TURBINE

SGT-400

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The P2 Air Blow – Off Valves

Both of the BOV’s, vent some of the compressor exit (P2) air,
directly into the exhaust diffuser.

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The Blow – Off Valves have three main functions.

1. They are used to prevent Power Turbine overspeed

should the electrical load be lost.

2. They are also used on some but not all applications to

control Exhaust Emissions at part load. In this case
the BOV’s are modulated and the position is
controlled by engine temperature.

3. On Liquid fuel starting they can be used to control

smoke emissions by remaining open at low loads.

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Exhaust

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Exhaust Diffuser Assembly

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Exhaust

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Exhaust

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Shaft

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Turbine Assembly

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Turbine Assembly

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Turbocompressor Components And Layout

Main
Equipment

Inside the Outside the

Package Package

• Fuel system and spark igniter • Enclosure and fire protection system
• Natural gas (control valves) • Inlet system
• Liquid (pumps, valves) • Air-filter (self-cleaning, barrier, inertial,
• Bearing lube oil system demister, screen)
• Tank (overhead, integral) • Silencer
• Filter (simple, duplex) •Exhaust system
• Pumps (main, pre/post, backup)
• Silencer
• Accessory gear
• Stack
• Fire/gas detection system
• Lube oil cooler (water, air)
• Starter/helper drive
• Pneumatic, hydraulic, variable speed alternating
• Fuel filter/control valve skid
current (AC) motor • Motor control center
• Controls and instrumentation (on-skid, off-skid) • Switchgear, neutral ground resistor
• Seal gas/oil system (compressors) • Inlet fogger/cooler

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Inside the Package

SGT-200-2S
Mechanical Drive Package

SGT-200-1S
Power Generation Package

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Lubrication System

 Primary Purposes of a Lubrication System :

 Reduces Friction
 Cushions
 Cools
 Cleans
 Seals

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Bearing

A bearing is a device to allow

constrained relative motion between two
or more parts, typically rotation or linear
movement.

Bearing types :

 Plain bearings
 rolling-element bearings

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Hydrodynamic Journal Bearings

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Tilting Pad Bearing System Arrangement

Pivot PointsPressure Profile

Pressure Profile

OIL OIL

ROTATION

THRUST
Oil Wedge

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Hydrodynamic Journal Bearings

Theoretical analysis shows the minimum film thickness is between 1-20 microns; however,
empirical results reveal that even though dimensional clearances within a journal bearing may
differ, and the load and rotational speed may vary, the actual film thickness is on the order of
approximately 10 microns.

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Bearing

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Bearing

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Thrust Bearing Collar

30 microns

120 -200

This plot shows variations in measured oil This diagram shows the mutual positioning
film thickness across the surface of a thrust of thrust bearing pads relative to the
bearing pad in a running machine. Darker supported thrust collar. Note: The angle of
shading represents largest film thickness, the thrust pads is highly exaggerated for
while lighter shading represents smallest clarity.
thickness.

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SGT600 Bearing

 The bearings are of tilting pad design with a

directed lubrication system. The bearings are
equipped with temperature sensors and vibration
transducers.

 Two journal bearings, no. 1 and 2, numbered from

the inlet to the exhaust and one thrust bearing
located next to journal bearing no.1 carry the gas
generator rotor.

 While the bearing housing of the bearing no 1 is

kept subatmospheric, the housing of bearing no 2
is pressurized as it is located next to the
compressor discharge. This permits size reduction
and reduces the use of intricate labyrinth seals.

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Thrust Bearing Position Monitoring

This simplified drawing shows an eddy-current

transducer mounted to one of the thrust pads and
observing the thrust collar, so that it can measure
the thickness of the lubricating oil film between
them.

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Tilt Pad Bearings & Instrumentation

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SGT600 Bearing

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SGT600 Bearing

 The bearings are of tilting pad design with a

directed lubrication system.

 The bearings are equipped with temperature

sensors and vibration transducers.

 Two journal bearings, no. 3 and 4, numbered from

the inlet to the exhaust carries the power turbine.

 Bearing no. 3 is a journal bearing and number 4

are a combined thrust and journal bearing.

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Bearing

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Labyrinth Seal

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Labyrinth Seal

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Lubrication
 Function:
The lube oil system supplies oil to the compressor bearing and the
turbine Bearing of the GT, as well as to the generator bearings

 Tasks:
forms an oil film in the bearings that separates the rotating shafts
from the bearing shells and thus minimizes friction

The flow of lube oil removes heat from the bearings.

Any wear debris or solid contaminants contained in the oil are

flushed out of the bearings and removed by filtration at another
location in the lube oil system.

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Lubrication System

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Lubrication System
Oil Tank :

 The oil tank works as a collecting and supply tank and also as a deaerator for the lube and
jacking oil.

 The oil level can be read off at sight glass and is continuously monitored by level monitor

 An oil vapor extractor is mounted on the lube oil tank. It extracts oil vapor from the tank, at
the same time producing a slight sub atmospheric pressure in the tank prevents the escape of
oil vapor or oil from shaft penetrations and other seals. It also promotes degassing of the oil in
the lube oil tank.

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Thermostatic Valve

LOCK NUTS FOR

ADJUSTMENT

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Thermostatic Valve

Oil Delivery
To Turbine Valve is Closed & Oil
flows directly to Turbine
Below 41 deg C

OIL
COOLER

Thermostatic
Valve

Hot Oil From

Tank
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Thermatic Control Valve

COLD

START AUTO

COLD OIL HOT OIL

FROM THE COOLER FROM THE TANK

HEATED OIL TO THE ENGINE

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Baffles

BAFFLES INSTALLED
TO AID CIRCULATION
AND DEAIRATE OIL

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Lubrication System

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Lubrication System
Lube Oil Pumps
 Several pumps are provided to boost the pressure of lube oil to the level required for supplying
the bearings.

 Main lube oil pump

 Auxiliary lube oil pump
 Emergency lube oil pump

 The SGT-600 and SGT-700 use mineral oil in the lubrication system. Use of this oil has the
following advantages:
 It is considerably less expensive then synthetic oils
 It is more readily available then synthetic oils
 It needs less monitoring then synthetic oils
 It is less toxic then synthetic oils

 In general, ISO VG 46 oils from the majority of international manufacturers will meet the
requirements.

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SGT600 Lube Oil System

 The lubrication media is mineral based turbine oil

ISO VG46. This is valid both for temperate and
tropical environment.

 The system comprises a lube oil supply unit and a

distributing pipe system. The supply unit is
installed in the turbine base frame and consists of
an oil tank with top mounted components.

 The system is built on 3 x AC-driven pump groups.

Each group consists of a low pressure main supply
pump and a high pressure booster pump.

 The high pressure booster pumps of screw type

deliver oil to high pressure bearing no. 2. Normally
two pump groups are in operation and one is
standby.

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SGT600 Lube Oil System

 In case of failure on two pump groups and only

one remaining in operation the system still can
provide sufficient pressure and oil flow to the
consumers during coast down.

 Each pump and the oil system ventilation fan has

its own Static Frequency Converter ( SFC). In case
of an AC-power failure the motors are fed from a
battery via the SFC’s.

 By reducing pump/fan speed in certain steps, the

SFCs are used in order to save battery capacity in
case of AC-power loss.

 Since the SFC's always are connected to the

battery the switch over will cause no interruption
of the lube oil supply.

 The oil pressure to the bearings, at the turbine shaft

level, is set during commissioning in the SFC and
by a pressure adjusting valve

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SGT600 Lube Oil System

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SGT600 Lube Oil System

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Fault Tracing

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PT output to driven unit.

For Power Generation

POWER
TURBINE

Reduction Driven Unit

Gear Box 1500 OR
9500 RPM 1800 RPM

High Low Speed

Speed Shaft
Shaft

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Load Gear Box and Couplings

Design Double helical

Input speed : 7 700 rpm
Continuous rated power : 29 000 kW
Service factor : 1.3
Gear efficiency 98.5%
Shaft vibration according to API 613.
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PT output to driven unit.

Sometimes the driven unit will be

POWER coupled directly to the PT
TURBINE

Driven Unit
9500 RPM Compressor or
Pump unit

High
Speed
Shaft

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Fuel gas Supply

The purpose of the gas fuel system is to

supply gas fuel of correct flow to the gas
turbine burners during turbine start and
operation and to supply the ignition gas
system with ignition gas That is:

• To supply the gas turbine with gas fuel.

• To control the fuel flow at start-up, during
operation and stop.
• Activate a fast shut-off of the fuel supply
in case of a turbine trip in
• order to prevent damage to the
machinery.
• To check tightness of fuel shut-off valves.
• To supply the ignition gas system with
ignition gas.

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Fuel gas Supply

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Fuel gas Supply

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Fuel gas Supply

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Fuel gas Supply

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Fuel gas Supply

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Fuel gas Supply

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Simplified Fuel Gas Control System

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Fuel Gas Control System

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Fuel Gas Control System

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Fuel Gas Control System

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Fuel Gas Control System

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Fuel Gas Control System

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Fuel Gas Control System

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Fuel Gas Control System

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LVDTs (Position Sensors)

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SGT600 Gas Fuel System

 Fuel from the external fuel system flows

through an isolating valve, a filter, shut-off
valve no.1 and 2 and gas control valve/s
before flowing through the fuel nozzles.

 The position of the control valves

determines the fuel volume flow injected to
the combustion chamber.

 Gas for ignition gas system is extracted

downstream the gas fuelfilter. Ventilation
valves are used to ventilate remaining gas
after a shut-down.

 The gas fuel system comprise two units,

the gas fuel unit 1 which is located outside
the GT enclosure and the gas fuel unit 2
which is installed in the frame of the gas
turbine.

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SGT600 Gas Fuel System

Start up Stop

 The gas fuel system is automatically During turbine stop, the load/speed is ramped
down.
started by the gas turbine start sequence.
When the load/speed has reached a pre-set value,
The ventilation and lubricating oil
the turbine is tripped. Thereby the fuel shut-off
systems shall be in operation. valves close and the control valves are set to
 Start of the gas fuel system includes the minimum position. Simultaneously the isolation
following steps: valve will close, the ventilation valve opens and
 The fuel isolation valve opens. ventilates the trapped gas between the shut-off
valves.
 Stroke test of the gas fuel control valves
is also performed.
 Leakage test of the gas fuel quick shut-off
valves and the intermediate ventilation
valve is automatically performed

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SGT600 Gas Fuel System

Differential pressure transmitter

Isolation valve (manual operated) Fuel isolation valve (spring closing type)
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SGT600 Gas Fuel System

Gas Fuel quick shut-off valve (spring closing type)

Gas Fuel quick shut-off valve 1 (spring closing type)

Main Control valve

Ventilation valve (spring opening type) Ventilation valve (spring opening type)
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SGT600 Gas Fuel Skid

Main Control valve

Gas Fuel quick

Primary Control shut-off valve
valve

Gas Fuel quick

shut-off valve

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Fuel Gas System Fault Tracing

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Fuel Gas System Fault Tracing

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