01 Tab01 130916060639 Phpapp02 PDF

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SPEEDTRONIC TM MARK V GT Fundamentals
Tab 1 Fundamentals of SPEEDTRONIC TM MK V Control System A00023

Tab 2 Computer Concept Comptext
Tab 3 Control & Protection GEK 107039
Tab 4 Starting/Shutdown Sequence and Control GEK 106899
Starting Equipment Static Starter GEK 106886
Tab 5 Speed Control Constant Settable Droop GEK 106893
Tab 6 Exhaust Temperature Control and Protection GEK 106902
Tab 7 Loading Characteristics GEK 106866B
Tab 8 Protection Systems
Protection Systems (General) GEK 106877
Trip Oil (Gas) GEK 106906
Combustion Monitor Function GEK 106832
Over temperature Protection GEK 106874
Over speed Protection System GEK 106873
Flame Detection and Protection System GEK 107070
Vibration Protection w/Shutdown GEK 106913
Tab 9 Fuel Gas Control System (DLN 2.6) GEK 106852A
Tab 10 Hydraulic supply system Motor Driven Pumps GEK 106858
Tab 11 Variable Inlet Guide Vane Operation GEK 106910
Tab 12 Compressor Bleed Inlet Heating GEK 107038
Tab 13 Two Shaft Operation A00150
Tab 14 Startup/Shutdown Flowchart Start Up Flow Chart
PROPRIETARY INFORMATION
This document contains information prepared for, and considered confidential to, the General Electric Company, and is restricted to use by
General Electric Employees only. This manual is not to be read by, copied for, or otherwise released to non-General Electric personnel, such as
customer personnel, architect-engineering consultants, contractor personnel, service competitors, etc., or otherwise used directly or indirectly in
any way detrimental to the interests of the General Electric Company.
Table of Contents 1
g GE Power Systems
Tab 15 Dry Low NOx 1 System Operation Dln1_dsc

Tab 16 Dry Low NOx 2 System Operation Dln2_dsc
Tab 17 Dry Low NOx 2.6 System Operation Dln26dsc
Tab 18 Dry Low NOx 2+ System Operation GEK-106939
Appendices
Alarm List ALARM
Control Sequence Program CSP2
Control Sequence Program Cross Reference CSP2XREF
ANSI Table A00029B
Signal Abbreviation Sig_abb
Longname Listing Longname
Terminology C00023
PROPRIETARY INFORMATION
This document contains information prepared for, and considered confidential to, the General Electric Company, and is restricted to use by
General Electric Employees only. This manual is not to be read by, copied for, or otherwise released to non-General Electric personnel, such as
customer personnel, architect-engineering consultants, contractor personnel, service competitors, etc., or otherwise used directly or indirectly in
any way detrimental to the interests of the General Electric Company.
Table of Contents 2
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FUNDAMENTALS OF SPEEDTRONIC
MARK V CONTROL SYSTEM
SPEEDTRONIC Mark V Control contains a num- celeration, speed, temperature, shutdown, and
ber of control, protection and sequencing systems manual control functions illustrated in Figure 1.
designed for reliable and safe operation of the gas Sensors monitor turbine speed, exhaust tempera-
turbine. It is the objective of this chapter to describe ture, compressor discharge pressure, and other pa-
how the gas turbine control requirements are met, rameters to determine the operating conditions of
using simplified block diagrams and oneline dia- the unit. When it is necessary to alter the turbine op-
grams of the SPEEDTRONIC Mark V control, erating conditions because of changes in load or am-
protection, and sequencing systems. A generator bient conditions, the control modulates the flow of
drive gas turbine is used as the reference. fuel to the gas turbine. For example, if the exhaust
temperature tends to exceed its allowable value for a
CONTROL SYSTEM given operating condition, the temperature control
system reduces the fuel supplied to the turbine and
Basic Design thereby limits the exhaust tempera-
Control of the gas turbine is done by the startup, ac- ture.
TO CRT DISPLAY
FUEL
TEMPERATURE
TO CRT DISPLAY
FSR
FUEL
SPEED MINIMUM SYSTEM
VALUE
SELECT
LOGIC
ACCELERATION
RATE TO TURBINE
TO CRT
DISPLAY
START
UP
SHUT
DOWN
MANUAL
id0043
Figure 1 Simplified Control Schematic
Operating conditions of the turbine are sensed and modes of acceleration, manual FSR, and shutdown
utilized as feedback signals to the SPEEDTRONIC operate in a similar manner.
control system. There are three major control loops
startup, speed, and temperature which may be in Fuel Stroke Reference (FSR) is the command signal
control during turbine operation. The output of these for fuel flow. The minimum value select gate con-
control loops is connected to a minimum value gate nects the output signals of the six control modes to
circuit as shown in Figure 1. The secondary control the FSR controller; the lowest FSR output of the six
A00023 rev.A 8/16/93 1 FUNDAMENTALS OF SPEEDTRONIC
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LOGIC FSRSU <R><S><T>

START-UP
CQTC CONTROL
<R><S><T>
FSR FSRACC ACCELERATION
TNHAR CONTROL
LOGIC TNH
TNH TNHAR
FSRMIN
FSRSU FSR
<R><S><T>
LOGIC FSRMAN MANUAL FSR FSRACC
FSRC FSRMAN
FSRSD FSR
MIN
FSRN GATE
FSRT
LOGIC FSRSD
<R><S><T>
FSRC SHUTDOWN
TNHCOR FSRMIN CONTROL
FSR
CQTC
FSRMIN
SPEED CONTROL <R><S><T>

LOGIC
QTBA
TCQC
TNH
77NH PR/D FSRN
LOGIC TNR
TNR
LOGIC TNRI ISOCHRONOUS

TNRI ONLY
TEMPERATURE CONTROL
LOGIC TTRX
TBQB
TCQC <R><S><T>
96CD A/D
TTRX FSRT
FSR
LOGIC
<R><S><T>
FSR
TBQA TTXM
TCQA
TTXD <R><S><T> TTXM
TTXD A/D
MEDIAN
id0038V
Figure 2 Block Diagram Control Schematic
FUNDAMENTALS OF SPEEDTRONIC 2 A00023 rev. A 8/16/93

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control loops is allowed to pass through the gate to L14HM Minimum Speed (approx. 16%
the fuel control system as the controlling FSR. The speed)
controlling FSR will establish the fuel input to the
L14HA Accelerating Speed (approx. 50%
turbine at the rate required by the system which is in
speed)
control. Only one control loop will be in control at
any particular time and the control loop which is L14HS Operating Speed (approx. 95%
controlling FSR will be displayed on the CRT. speed)
Figure 2 shows a more detailed schematic of the The zerospeed detector, L14HR, provides the sig-
control loops. This can be referenced during the ex- nal when the turbine shaft starts or stops rotating.
planation of each loop to show the interfacing. When the shaft speed is below 14HR, or at zero
speed, L14HR picksup (fail safe) and the permis-
sive logic initiates ratchet or slowroll operation
Startup/Shutdown Sequence and Control during the automatic startup/cooldown sequence
of the turbine.
Startup control brings the gas turbine from zero The minimum speed detector L14HM indicates that
speed up to operating speed safely by providing the turbine has reached the minimum firing speed
proper fuel to establish flame, accelerate the turbine, and initiates the purge cycle prior to the introduction
and to do it in such a manner as to minimize the low of fuel and ignition. The dropout of the L14HM
cycle fatigue of the hot gas path parts during the se- minimum speed relay provides several permissive
quence. This involves proper sequencing of com- functions in the restarting of the gas turbine after
mand signals to the accessories, starting device and shutdown.
fuel control system. Since a safe and successful
startup depends on proper functioning of the gas The accelerating speed relay L14HA pickup indi-
turbine equipment, it is important to verify the state cates when the turbine has reached approximately
of selected devices in the sequence. Much of the 50 percent speed; this indicates that turbine startup
control logic circuitry is associated not only with ac- is progressing and keys certain protective features.
tuating control devices, but enabling protective cir-
The highspeed sensor L14HS pickup indicates
cuits and obtaining permissive conditions before
when the turbine is at speed and that the accelerating
proceeding. sequence is almost complete. This signal provides
General values for control settings are given in this the logic for various control sequences such as stop-
description to help in the understanding of the oper- ping auxiliary lube oil pumps and starting turbine
ating system. Actual values for control settings are shell/exhaust frame blowers.
given in the Control Specifications for a particular Should the turbine and generator slow during an un-
machine. derfrequency situation, L14HS will drop out at the
underfrequency speed setting. After L14HS drops
Speed Detectors out the generator breaker will trip open and the Tur-
bine Speed Reference (TNR) will be reset to
An important part of the startup/shutdown se- 100.3%. As the turbine accelerates, L14HS will
quence control of the gas turbine is proper speed again pick up; the turbine will then require another
sensing. Turbine speed is measured by magnetic start signal before the generator will attempt to auto
pickups and will be discussed under speed control. synchronize to the system again.
The following speed detectors and speed relays are
typically used: The actual settings of the speed relays are listed in
the Control Specification and are programmed in the
L14HR ZeroSpeed (approx. 0% speed) <RST> processors as EEPROM control constants.
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STARTUP CONTROL While the turbine is at rest, electronic checks are

made of the fuel system stop and control valves, the
accessories, and the voltage supplies. At this time,
The startup control operates as an open loop con- SHUTDOWN STATUS will be displayed on the
trol using preset levels of the fuel command signal CRT. Activating the Master Operation Switch (L43)
FSR. The levels are: ZERO, FIRE, WARM from OFF to an operating mode will activate the
UP, ACCELERATE and MAX. The Control ready circuit. If all protective circuits and trip latches
Specifications provide proper settings calculated for are reset, the STARTUP STATUS and READY
the fuel anticipated at the site. The FSR levels are set TO START messages will be displayed, indicating
as Control Constants in the SPEEDTRONIC Mark that the turbine will accept a start signal. Clicking on
V startup control. the START Master Control Switch (L1S) and
EXECUTE will introduce the start signal to the
Startup control FSR signals operate through the logic sequence.
minimum value gate to ensure that other control
functions can limit FSR as required. The start signal energizes the Master Control and
Protection circuit (the L4 circuit) and starts the
The fuel command signals are generated by the necessary auxiliary equipment. The L4 circuit
SPEEDTRONIC control startup software. In addi- permits pressurization of the trip oil system and en-
tion to the three active startup levels, the software gages the starting clutch if applicable. With the L4
sets maximum and minimum FSR and provides for circuit permissive and the starting clutch engaged,
manual control of FSR. Clicking on the targets for the starting device starts turning. Startup status mes-
MAN FSR CONTROL and FSR GAG RAISE sage STARTING will be displayed on the CRT.
OR LOWER allows manual adjustment of FSR See point A on the Typical Startup Curve Figure
setting between FSRMIN and FSRMAX. 3.
SPEED %
100
80
ACCELERATE
IGNITION &
CROSSFIRE WARMUP
60 IGV DEGREES
START 1 MIN
AUXILIARIES &
DIESEL WARMUP
Tx F/10
40 PURGE COAST
DOWN
20
FSR %
0
A B D
APPROXIMATE TIME MINUTES id0093
Figure 3 Mark V Start-up Curve
When the turbine breaks away (starts to rotate), the clutch then requires torque from the starting device
L14HR signal deenergizes starting clutch solenoid to maintain engagement. The turbine speed relay
20CS and shuts down the hydraulic ratchet. The L14HM indicates that the turbine is turning at the
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speed required for proper purging and ignition in the then controlled by the speed loop and the auxiliary
combustors. Gas fired units that have exhaust con- systems are automatically shut down.
figurations which can trap gas leakage (i.e., boilers) The startup control software establishes the maxi-
have a purge timer, L2TV, which is initiated with the mum allowable levels of FSR signals during start
L14HM signal. The purge time is set to allow three up. As stated before, other control circuits are able to
to four changes of air through the unit to ensure that reduce and modulate FSR to perform their control
any combustible mixture has been purged from the functions. In the acceleration phase of the startup,
system. The starting means will hold speed until FSR control usually passes to acceleration control,
L2TV has completed its cycle. Units which do not which monitors the rate of rotor acceleration. It is
have extensive exhaust systems may not have a possible, but not normal, to reach the temperature
purge timer, but rely on the starting cycle and natural control limit. The CRT display will show which pa-
draft to purge the system. rameter is limiting or controlling FSR.
The L14HM signal or completion of the purge cycle Fired Shutdown
(L2TVX) enables fuel flow, ignition, sets firing
level FSR, and initiates the firing timer L2F. See A normal shutdown is initiated by clicking on the
point B on Figure 3. When the flame detector out- STOP target (L1STOP) and EXECUTE; this
put signals indicate flame has been established in the will produce the L94X signal. If the generator break-
combustors (L28FD), the warmup timer L2W er is closed when the stop signal is initiated, the Tur-
starts and the fuel command signal is reduced to the bine Speed Reference (TNR) counts down to reduce
WARMUP FSR level. The warmup time is pro- load at the normal loading rate until the reverse pow-
vided to minimize the thermal stresses of the hot gas er relay operates to open the generator breaker; TNR
path parts during the initial part of the startup. then continues to count down to reduce speed. When
the STOP signal is given, shutdown Fuel Stroke Ref-
If flame is not established by the time the L2F timer erence FSRSD is set equal to FSR.
times out, typically 60 seconds, fuel flow is halted.
When the generator breaker opens, FSRSD ramps
The unit can be given another start signal, but firing
from existing FSR down to a value equal to
will be delayed by the L2TV timer to avoid fuel ac-
FSRMIN, the minimum fuel required to keep the
cumulation in successive attempts. This sequence
turbine fired. FSRSD latches onto FSRMIN and de-
occurs even on units not requiring initial L2TV
creases with corrected speed. When turbine speed
purge.
drops below a defined threshold (Control Constant
At the completion of the warmup period (L2WX), K60RB) FSRSD ramps to a blowout of one flame
the startup control ramps FSR at a predetermined detector. The sequencing logic remembers which
rate to the setting for ACCELERATE LIMIT. The flame detectors were functional when the breaker
startup cycle has been designed to moderate the opened. When any of the functional flame detectors
highest firing temperature produced during accel- senses a loss of flame, FSRMIN/FSRSD decreases
eration. This is done by programming a slow rise in at a higher rate until flameout occurs, after which
FSR. See point C on Figure 3. As fuel is increased, fuel flow is stopped.
the turbine begins the acceleration phase of startup. During coastdown on units having motor driven at-
The clutch is held in as long as the starting device omizing air booster compressors, the booster is
provides torque to the gas turbine. When the turbine started at L14HS drop out to prevent exhaust smoke
overruns the starting device, the clutch will disen- during the shut down. Units not having motor driven
gage, shutting down the starting device. Speed relay boosters may require higher fuel shut off speed to
L14HA indicates the turbine is accelerating. avoid smoke.
The startup phase ends when the unit attains full Fired shut down is an improvement over the former
speednoload (see point D on Figure 3). FSR is fuel shut off at L14HS drop out. By maintaining
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flame down to a lower speed there is significant re- generator speed (TNH) and the calledfor speed
duction in the strain developed on the hot gas path reference (TNR).
parts at the time of fuel shut off.
The calledforspeed, TNR, determines the load of
the turbine. The range for generator drive turbines is
normally from 95% (min.) to 107% (max.) speed.
SPEED CONTROL The startup speed reference is 100.3% and is preset
when a START signal is given.
The Speed Control System controls the speed and
load of the gas turbine generator in response to the TNR MAX. HIGH SPEED STOP
actual turbine speed signal and the calledfor speed 107
reference. While on speed control the control mode

message SPEED CTRLwill be displayed.
104
Speed Signal
REFERENCE % (TNR)
Three magnetic sensors are used to measure the SPEED
speed of the turbine. These magnetic pickup sensors 100
FSNL
(77NH1,2,3) are high output devices consisting
FULL SPEED NO LOAD FSR
RATED FSR
of a permanent magnet surrounded by a hermetically
sealed case. The pickups are mounted in a ring
around a 60toothed wheel on the gas turbine com- MINIMUM FSR
pressor rotor. With the 60tooth wheel, the frequen-
MAX FSR
cy of the voltage output in Hertz is exactly equal to
the speed of the turbine in revolutions per minute. 95
LOW SPEED STOP
TNR MIN.
The voltage output is affected by the clearance be- FUEL STROKE REFERENCE (LOAD)
(FSR)
id0044
tween the teeth of the wheel and the tip of the mag-
netic pickup. Clearance between the outside Figure 4 Droop Control Curve
diameter of the toothed wheel and the tip of the mag-
netic pickup should be kept within the limits speci- The turbine follows to 100.3% TNH for synchro-
fied in the Control Specifications (approx. 50 mils). nization. At this point the operator can raise or lower
If the clearance is not maintained within the speci- TNR, in turn raising or lowering TNH, via the
fied limits, the pulse signal can be distorted. Turbine 70R4CS switch on the generator control panel or by
speed control would then operate in response to the clicking on the targets on the CRT, if required. Refer
incorrect speed feedback signal. to Figure 4. Once the generator breaker is closed
onto the power grid, the speed is held constant by the
The signal from the magnetic pickups is brought into grid frequency. Fuel flow in excess of that necessary
the Mark V panel, one mag pickup to each controller to maintain full speed no load will result in increased
<RST>, where it is monitored by the speed control power produced by the generator. Thus the speed
software. control loop becomes a load control loop and the
speed reference is a convenient control of the de-
Speed/Load Reference sired amount of load to be applied to the turbine
generator unit.
The speed control software will change FSR in pro- Droop speed control is a proportional control,
portion to the difference between the actual turbine changing FSR in proportion to the difference be-
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tween actual turbine speed and the speed reference. Normally 4% droop is selected and the setpoint is
Any change in actual speed (grid frequency) will calibrated such that 104% setpoint will generate a
cause a proportional change in unit load. This pro- speed reference which will produce an FSR result-
portionality is adjustable to the desired regulation or ing in base load at design ambient temperature. If the
Droop. The speed vs. FSR relationship is shown unit has PEAK capability, 104% TNR will pro-
on Figure 4. duce an FSR resulting in peak load.
When operating on droop control, the fullspeed
If the entire grid system tends to be overloaded, grid noload FSR setting calls for a fuel flow which is
frequency (or speed) will decrease and cause an FSR sufficient to maintain full speed with no generator
increase in proportion to the droop setting. If all load. By closing the generator breaker and raising
units have the same droop, all will share a load in- TNR via raise/lower, the error between speed and
crease equally. Load sharing and system stability are reference is increased. This error is multiplied by a
the main advantages of this method of speed control. gain constant dependent on the desired droop setting
<RST>
SPEED CONTROL
FSNL
TNR
SPEED
REFERENCE
+ ERROR + FSRN
+
SIGNAL
TNH
SPEED
DROOP
<RST>
SPEED CHANGER LOAD SET POINT
MAX. LIMIT
L83SD
RATE
MEDIAN
L70R SELECT
RAISE
L70L
LOWER
L83PRES TNR
PRESET SPEED
LOGIC REFERENCE
PRESET
OPERATING
L83TNROP MIN.
MIN. SELECT LOGIC
START-UP
OR SHUTDOWN
id0040
Figure 5 Speed Control Schematic

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and added to the FSNL FSR setting to produce the trol can drive FSR to zero and are not influenced by
required FSR to take more load and thus assist in FSRMIN.
holding the system frequency. Refer to Figures 4 and
5. Synchronizing
The minimum FSR limit (FSRMIN) in the SPEED-
TRONIC Mark V system prevents the speed control Automatic synchronizing is accomplished using
circuits from driving the FSR below the value which synchronizing algorithms programmed into <RST>
would cause flameout during a transient condition. and software. Bus and generator voltage signals
For example, with a sudden rejection of load on the are input to the core which contains isolation
turbine, the speed control system loop would want to transformers, and are then paralleled to <RST>.
drive the FSR signal to zero, but the minimum FSR <RST> software drives the synch check and synch
setting establishes the minimum fuel level that pre- permissive relays, while provides the actual
vents a flameout. Temperature and/or startup con- breaker close command. See Figure 6.
<XYZ>
AUTO SYNCH
<RST>
AUTO SYNCH
PERMISSIVE
CALCULATED PHASE WITHIN LIMITS AND
GEN VOLTS A CALCULATED SLIP WITHIN LIMITS

A>B L25
REF B AND L83AS BREAKER
AUTO SYNCH CLOSE
CALCULATED ACCELERATION
PERMISSIVE
LINE VOLTS
A
A>B CALCULATED BREAKER LEAD TIME
REF B
id0048V
Figure 6 Synchronizing Control Schematic

There are three basic synchronizing modes. These tem frequency has varied enough to cause an
may be selected from external contacts, i.e., genera- unacceptable slip frequency (difference between
tor panel selector switch, or from the SPEEDTRON- generator frequency and grid frequency), the speed
IC Mark V CRT. matching circuit adjusts TNR to maintain turbine
speed 0.20% to 0.40% faster than the grid to assure
1. OFF Breaker will not be closed by SPEED- the correct slip frequency and permit synchronizing.
TRONIC Mark V control
For added protection a synchronizing check relay is
2. MANUAL Operator initiated breaker closure provided in the generator panel. It is used in series
when permissive synch check relay 25X is satis- with both the auto synchronizing relay and the
fied manual breaker close switch to prevent large out
3. AUTO System will automatically match volt- ofphase breaker closures.
age and speed and then close the breaker at the
appropriate time to hit top dead center on the
synchroscope ACCELERATION CONTROL
For synchronizing, the unit is brought to 100.3% Acceleration control compares the present value of
speed to keep the generator faster than the grid, as- the speed signal with the value at the last sample
suring load pickup upon breaker closure. If the sys- time. The difference between these two numbers is a
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measure of the acceleration. If the actual accelera- the firing temperature of the gas turbine; it is this
tion is greater than the acceleration reference, temperature that must be limited by the control sys-
FSRACC is reduced, which will reduce FSR, and tem. From thermodynamic relationships, gas tur-
consequently the fuel to the gas turbine. During bine cycle performance calculations, and known site
startup the acceleration reference is a function of conditions, firing temperature can be determined as
turbine speed; acceleration control usually takes a function of exhaust temperature and the pressure
over from speed control shortly after the warmup ratio across the turbine; the latter is determined from
period and brings the unit to speed. At Complete the measured compressor discharge pressure (CPD).
Sequence, which is normally 14HS pickup, the The temperature control system is designed to mea-
acceleration reference is a Control Constant, nor- sure and control turbine exhaust temperature rather
mally 1% speed/second. After the unit has reached than firing temperature because it is impractical to
100% TNH, acceleration control usually serves only measure temperatures directly in the combustion
to contain the units speed if the generator breaker chambers or at the turbine inlet. This indirect control
should open while under load. of turbine firing temperature is made practical by
utilizing known gas turbine aero and thermody-
namic characteristics and using those to bias the ex-
haust temperature signal, since the exhaust
temperature alone is not a true indication of firing
ISOTHERMAL
temperature.
EXHASUT TEMPERATURE (Tx)
Firing temperature can also be approximated as a

function of exhaust temperature and fuel flow (FSR)
and as a function of exhaust temperature and genera-
tor output (DWATT). Either FSR or megawatt ex-
haust temperature control curves are used as
backup to the primary CPDbiased temperature
control curve.
These relationships are shown on Figures 7 and 8.
The lines of constant firing temperature are used in
the control system to limit gas turbine operating
COMPRESSOR DISCHARGE PRESSURE (CPD)
id0045 temperatures, while the constant exhaust tempera-
Figure 7 Exhaust Temperature vs.
ture limit protects the exhaust system during start
Compressor Discharge Pressure up.
Exhaust Temperature Control Hardware

TEMPERATURE CONTROL
ChromelAlumel exhaust temperature thermocou-
The Temperature Control System will limit fuel ples are used and, depending on the gas turbine mod-
flow to the gas turbine to maintain internal operating el, there may be 13 to 27. These thermocouples are
temperatures within design limitations of turbine mounted in the exhaust plenum in an axial direction
hot gas path parts. The highest temperature in the gas circumferentially around the exhaust diffuser. They
turbine occurs in the flame zone of the combustion have individual radiation shields that allow the ra-
chambers. The combustion gas in that zone is di- dial outward diffuser flow to pass over these 1/16
luted by cooling air and flows into the turbine sec- diameter (1.6mm) stainless steel sheathed thermo-
tion through the first stage nozzle. The temperature couples at high velocity, minimizing the cooling ef-
of that gas as it exits the first stage nozzle is known as fect of the longer time constant, cooler plenum
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mand signal to the analog control system to limit ex-

haust temperature.
Temperature Control Command Program

ISOTHERMAL
EXHASUT TEMPERATURE (Tx)
The temperature control command program

compares the exhaust temperature control setpoint
with the measured gas turbine exhaust temperature
as obtained from the thermocouples mounted in the
exhaust plenum; these thermocouples are scanned
and cold junction corrected by programs described
later. These signals are accessed by <RST> as well
as <C>. The temperature control command program
in <RST> (Figure 9) reads the exhaust thermocou-
ple temperature values and sorts them from the high-
FUEL STROKE REFERENCE (FSR) est to the lowest. This array (TTXD2) is used in the
id0046
combustion monitor program as well as in the Tem-
Figure 8 Exhaust Temperature vs. Fuel perature Control Program. In the Temperature Con-
Control Command Signal
trol Program all exhaust thermocouple inputs are
monitored and if any are reading too low as
walls. The signals from these individual, un- compared to a constant, they will be rejected. The
grounded detectors are sent to the SPEEDTRONIC highest and lowest values are then rejected and the
Mark V control panel through shielded thermocou- remaining values are averaged, that average being
ple cables and are divided amongst controllers the TTXM signal.
<RST>.
If a Controller should fail, this program will ignore
the readings from the failed Controller. The TTXM
Exhaust Temperature Control Software signal will be based on the remaining Controllers
thermocouples and an alarm will be generated.
The software contains a series of application pro- The TTXM value is used as the feedback for the ex-
grams written to perform the exhaust temperature haust temperature comparator because the value is
control and monitoring functions such as digital and not affected by extremes that may be the result of
analog input scan. A major function is the exhaust faulty instrumentation. The temperaturecontrol
temperature control, which consists of the following command program in <RST> compares the exhaust
programs: temperature control setpoint (calculated in the tem-
peraturecontrolbias program and stored in the
1. Temperature control command
computer memory) TTRXB to the TTXM value to
2. Temperature control bias calculations determine the temperature error. The software pro-
gram converts the temperature error to a fuel stroke
3. Temperature reference selection reference signal, FSRT.
The temperature control software determines the
cold junction compensated thermocouple readings, Temperature Control Bias Program
selects the temperature control setpoint, calculates
the control setpoint value, calculates the representa- Gas turbine firing temperature is determined by the
tive exhaust temperature value, compares this value measured parameters of exhaust temperature and
with the setpoint, and then generates a fuel com- compressor discharge pressure (CPD) or exhaust
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<RST>
.
TO
COMBUSTION
TTXDR TTXD2 MONITOR
TTXDS SORT
HIGHEST
TO
TTXDT LOWEST
REJECT REJECT
HIGH AVERAGE TTXM
LOW
TCs AND REMAINING
QUANTITY LOW
OF TCs USED
<RST> <RST>
TEMPERATURE TEMPERATURE CONTROL

CORNER CONTROL
REFERENCE
FSRMIN
CPD
FSRMAX
SLOPE
TTRXB
MIN MEDIAN
SELECT SELECT FSRT
SLOPE
TTXM
+
FSR +
GAIN
CORNER
FSR
ISOTHERMAL
id0032V
Figure 9 Temperature Control Schematic
temperature and fuel consumption (proportional to

FSR). In the computer, firing temperature is limited DIGITAL
COMPUTER
INPUT
by a linearized function of exhaust temperature and DATA MEMORY
CPD backed up by a linearized function of exhaust

temperature and FSR (See Figure 8). The tempera-
ture control bias program (Figure 10) calculates the SELECTED TEMPERATURE
exhaust temperature control setpoint TTRXB based TEMPERATURE CONTROL COMPUTER
REFERENCE BIAS MEMORY
TABLE
on the CPD data stored in computer memory and PROGRAM
constants from the selected temperaturereference

table. The program calculates another setpoint based
on FSR and constants from another temperature CONSTANT
STORAGE
reference table.
id0023
Figure 11 is a graphical illustration of the control set- Figure 10 Temperature Control Bias
points. The constants TTKn_C (CPD bias corner) corner) and TTKn_M (FSR bias slope) are used with
and TTKn_S (CPD bias slope) are used with the the FSR data to determine the FSR bias exhaust tem-
CPD data to determine the CPD bias exhaust temperature setpoint. The values for these constants are
perature setpoint. The constants TTKn_K (FSR bias given in the Control SpecificationsControl System
GE Power Systems
Settings drawing. The temperaturecontrolbias Temperature Reference Select Program

program also selects the isothermal setpoint
TTKn_I. The program selects the minimum of the The exhaust temperature control function selects
three setpoints, CPD bias, FSR bias, or isothermal control setpoints to allow gas turbine operation at
for the final exhaust temperature control reference. various firing temperatures. The temperaturerefer-
During normal operation with gas or light distillate enceselect program (Figure 12) determines the op-
fuels, this selection results in a CPD bias control erational level for control setpoints based on digital
with an isothermal limit, as shown by the heavy lines input information representing temperature control
on Figure 11. The CPD bias setpoint is compared requirements. Three digital input signals are de-
with the FSR bias setpoint by the program and an coded to select one set of constants which define the
alarm occurs when the CPD setpoint is higher. For control setpoints necessary to meet those require-
units operating with heavy fuel, FSR bias control ments. Typical digital signals are BASE SE-
will be selected to minimize the effect of turbine LECT, PEAK SELECT and HEAVY FUEL
nozzle plugging on firing temperature. The FSR bias SELECT and are selected by clicking on the ap-
setpoint will then be compared with the CPD bias propriate target on the operator interface CRT. For
setpoint and an alarm will occur when the FSR set- example, the PEAK SELECT signal determines
point exceeds the CPD setpoint. A ramp function is operation at PEAK (vs. BASE) firing temperature.
provided in the program to limit the rate at which the When the appropriate set of constants are selected,
setpoint can change. The maximum and minimum they are stored in the selectedtemperaturerefer-
change in ramp rates (slope) are programmed in ence memory.
constants TTKRXR1 and TTKRXR2. Consult the
Control Sequence Program (CSP) and the Control
Specifications drawing for the block diagram il- FUEL CONTROL SYSTEM
lustration of this function and the value of the
constants. Typical rate change limit is 1.5F per se- The gas turbine fuel control system will change fuel
cond. The output of the ramp function is the exhaust flow to the combustors in response to the fuel stroke
temperature control setpoint which is stored in the reference signal (FSR). FSR actually consists of two
computer memory. separate signals added together, FSR1 being the
calledfor liquid fuel flow and FSR2 being the
calledfor gas fuel flow; normally, FSR1 + FSR2 =
FSR. Standard fuel systems are designed for opera-
tion with liquid fuel and/or gas fuel. This chapter
will describe a dual fuel system. It starts with the ser-
vo drive system, where the setpoint is compared
EXHAUST TEMPERATURE
TTKn_K with the feedback signal and converted to a valve

TTKn_I ISOTHERMAL
TTKn_C
TEMPERATURE SELECTED
DIGITAL REFERENCE TEMPERATURE
INPUT DATA SELECT REFERENCE
TABLE
CPD CONSTANT
FSR STORAGE
id0054
Figure 11 Exhaust Temperature Control Setpoints id0106
Figure 12 Temperature Reference Select Program

GE Power Systems
position. It will describe liquid, gas and dual fuel op- If the hydraulic actuator is a doubleaction piston,
eration and how the FSR from the control systems the control signal positions the servovalve so that it
previously described is conditioned and sent as a set ports highpressure oil to either side of the hydraulic
point to the servo system. actuator. If the hydraulic actuator has spring return,
hydraulic oil will be ported to one side of the cylin-
Servo Drive System der and the other to drain. A feedback signal pro-
vided by a linear variable differential transformer
(LVDT, Figure 13) will tell the control whether or
The heart of the fuel system is a three coil electro not it is in the required position. The LVDT outputs
hydraulic servovalve (servo) as shown in Figure 13. an AC voltage which is proportional to the position
The servovalve is the interface between the electri- of the core of the LVDT. This core in turn is con-
cal and mechanical systems and controls the direc- nected to the valve whose position is being con-
tion and rate of motion of a hydraulic actuator based trolled; as the valve moves, the feedback voltage
on the input current to the servo. changes. The LVDT requires an exciter voltage
3-COIL TORQUE MOTOR
which is provided by the TCQC card.
TORQUE
Figure 14 shows the major components of the servo
MOTOR
ARMATURE
TORQUE
MOTOR
positioning loops. The digital (microprocessor sig-
N N nal) to analog conversion is done on the TCQA card;
this represents calledfor fuel flow. The calledfor
JET TUBE
FORCE
fuel flow signal is then compared to a feedback rep-
S S
FEEDBACK
SPRING resenting actual fuel flow. The difference is ampli-
FAIL
fied on the TCQC card and sent through the QTBA
SAFE
BIAS card to the servo. This output to the servos is moni-
SPRING
tored and there will be an alarm on loss of any one of
the three signals from <RST>.

P R P
1 2 Liquid Fuel Control
SPOOL VALVE FILTER The liquid fuel system consists of fuel handling
PS
DRAIN
components and electrical control components.
1350 PSI
Some of the fuel handling components are: primary
fuel oil filter (low pressure), fuel oil stop valve, fuel
HYDRAULIC
pump, fuel bypass valve, fuel pump pressure relief
ACTUATOR valve, secondary fuel oil filter (high pressure), flow
divider, combined selector valve/pressure gauge as-
TO <RST> LVDT
sembly, false start drain valve, fuel lines, and fuel

id0029 nozzles. The electrical control components are: liq-
Figure 13 Electrohydraulic Servovalve uid fuel pressure switch (upstream) 63FL2, fuel oil
The servovalve contains three electrically isolated stop valve limit switch 33FL, fuel pump clutch sole-
coils on the torque motor. Each coil is connected to noid 20CF, liquid fuel pump bypass valve servo-
one of the three Controllers <RST>. This provides valve 65FP, flow divider magnetic speed pickups
redundancy should one of the Controllers or coils 77FD1, 2, 3 and SPEEDTRONIC control cards
fail. There is a nullbias spring which positions the TCQC and TCQA. A diagram of the system show-
servo so that the actuator will go to the fail safe posi- ing major components is shown in Figure 15.
tion should ALL power and/or control signals be The fuel bypass valve is a hydraulically actuated
lost. valve with a linear flow characteristic. Located
GE Industrial & Power Systems
TBQC <R> DCC_ <R>

POS3H Control Sequence Program
POS3L
TCQA <R> TCQC <R> QTBA<R>
Offset Gain 126 Hz
A/D
Offset Gain
Maximum
of two
A/D Assigned D/A
LVDT/Rs
Offset Gain
7.0 Vrms @ 3.2 KHz
A/D
Type 43 Regulator
14
GCV Gas Control Valve
from SRV to manifold
Servovalve command

LVDT Excitation
GCV
Actuator

LVDT Feedback LVDTS

Typical Servovalve Control Loop
Gas Control Valve
Servovalve 65GC
GE Power Systems
between the inlet (low pressure) and discharge (high fuel necessary to meet the control system fuel de-
pressure) sides of the fuel pump, this valve bypasses mand. It is positioned by servo valve 65FP, which
excess fuel delivered by the fuel pump back to the receives its signal from the controllers.
fuel pump inlet, delivering to the flow divider the
<RST>
FSR1 FQ1 <RST>
FQROUT <RST>
TCQA
TNH TCQA
L4 TCQC
L20FLX PR/A
BY-PASS VALVE ASM.
P R 65FP TYPICAL
40 DIFFERENTIAL FLOW FUEL NOZZLES
PRESSURE GUAGE DIVIDER
77FD-1
63FL-2 OH
HYDRAULIC COMBUSTION
SUPPLY CHAMBER
OFV
FUEL CONN. FOR PURGE

STOP WHEN REQUIRED
VALVE VR4
OF AD
MAIN FUEL PUMP

ATOMIZING
AIR
33FL
ACCESSORY
GEAR FALSE START
DRIVE DRAIN VALVE
OLT-
CONTROL CHAMBER OFD
OIL 77FD-2
TO DRAIN
77FD-3
id0031V
Figure 15 Liquid Fuel Control Schematic
The flow divider divides the single stream of fuel TCQC card modulates servovalve 65FP based on in-
from the pump into several streams, one for each puts of turbine speed, FSR1 (calledfor liquid fuel
combustor. It consists of a number of matched high flow), and flow divider speed (FQ1).
volumetric efficiency positive displacement gear
pumps, again one per combustor. The flow divider is Fuel Oil Control Software
driven by the small pressure differential between the
When the turbine is run on liquid fuel oil, the control
inlet and outlet. The gear pumps are mechanically
system checks the permissives L4 and L20FLX and
connected so that they all run at the same speed,
does not allow FSR1 to close the bypass valve unless
making the discharge flow from each pump equal.
they are true (closing the bypass valve sends fuel to
Fuel flow is represented by the output from the flow
the combustors). The L4 permissive comes from the
divider magnetic pickups (77FD1, 2 & 3). These
Master Protective System (to be discussed later) and
are noncontacting magnetic pickups, giving a
L20FLX becomes true after the turbine vent timer
pulse signal frequency proportional to flow divider
times out. These signals control the opening and
speed, which is proportional to the fuel flow deliv-
closing of the fuel oil stop valve. The fuel pump
ered to the combustion chambers.
clutch solenoid (20CF) is energized to drive the
pump when the stop valve opens.
The TCQA card receives the pulse rate signals from
77FD1, 2, and 3 and outputs an analog signal The FSR signal from the controlling system goes
which is proportional to the pulse rate input. The through the fuel splitter where the liquid fuel re-
A00023 rev. A 8/16/93 15 FUNDAMENTALS OF SPEEDTRONIC
GE Power Systems
quirement becomes FSR1. The FSR1 signal is mul- Gas Fuel Control
tiplied by TNH, so fuel flow becomes a function of
speed an important feature, particularly while the Fuel gas is controlled by the gas speed ratio/stop
unit is starting. This enables the system to have bet- valve (SRV) and gas control valve (GCV) assembly.
ter resolution at the lower, more critical speeds In all but the Fseries machines, two valves are com-
where air flow is very low. This produces the bined in this assembly as shown on Figure 16; the
FQROUT signal, which is the digital liquid fuel two valves are physically separate on the Fseries
flow command. At full speed TNH does not change, machines. Both are servo controlled by signals from
therefore FQROUT is directly proportional to FSR. the SPEEDTRONIC control panel and actuated by
singleacting hydraulic cylinders moving against
FQROUT then goes to the TCQA card where it is springloaded valve plugs.
changed to an analog signal to be compared to the
feedback signal from the flow divider. As the fuel VENT TO
ATMOSPHERE
flows into the turbine, speed sensors 77FD1, 2,
and 3 send a signal to the TCQA card, which in turn RING MANIFOLD
outputs the fuel flow rate signal (FQ1) to the TCQC THREE
REDUNDANT
card. When the fuel flow rate is equal to the called GAS
PRESSURE
20VG1
TRANS-
for rate (FQ1 = FSR1), the servovalve 65FP is DUCERS TO FUEL
ATMOSPHERE
moved to the null position and the bypass valve re- 96FG2A, B, C NOZZLES
(TYPICAL)
mains stationary until some input to the system STRAINER
changes. If the feedback is in error with FQROUT,
the operational amplifier on the TCQC card will PKG LK OFF
PKG LK OFF
change the signal to servovalve 65FP to drive the by- MS3002 2 Manifolds 3 Nozzles
MS5001 1 Manifold 10 Nozzles
pass valve in a direction to decrease the error. MS5002 1 Manifold 12 Nozzles
MS6001 1 Manifold 10 Nozzles
SPEED RATIO/ GAS
STOP VALVE CONTROL MS7001 1 Manifold 10 Nozzles
VALVE MS9001 1 Manifold 14 Nozzles
The flow divider feedback signal is also used for id0051
system checks. This analog signal is converted to Figure 16 Gas Fuel System
digital counts and is used in the controllers software It is the gas control valve which controls the desired
to compare to certain limits as well as to display fuel gas fuel flow in response to the command signal
flow on the CRT. The checks made are as follows: FSR. To enable it to do this in a predictable manner,
the speed ratio valve is designed to maintain a prede-
1. L60FFLH:Excessive fuel flow on startup termined pressure (P2) at the inlet of the gas control
valve as a function of gas turbine speed.
2. L3LFLT1:Loss of LVDT position feedback
(MS71 & MS91) The fuel gas control system consists primarily of the
following components: gas strainer, gas supply
3. L3LFBSQ:Bypass valve is not fully open when pressure switch 63FG, speed ratio/stop valve assem-
the stop valve is closed. bly, fuel gas pressure transducer(s) 96FG, gas fuel
vent solenoid valve 20VG, control valve assembly,
4. L3LFBSC:Servo current is detected when the
LVDTs 96GC1, 2 and 96SR1, 2, electrohy-
stop valve is closed.
draulic servovalves 90SR and 65GC, dump valve(s)
5. L3LFT:Loss of flow divider feedback VH5, three pressure gauges, gas manifold with
pigtails to respective fuel nozzles, and SPEED-
If L60FFLH is true for a specified time period (nom- TRONIC control cards TBQB and TCQC. The com-
inally 2 seconds), the unit will trip; if L3LFLT1 ponents are shown interconnected schematically in
through L3LFT are true, these faults will trip the unit Figure 17. A functional explanation of each subsys-
during startup and require manual reset. tem is contained in subsequent paragraphs.
GE Power Systems
TCQC
FPRG POS1 TCQC TCQC
POS2 GAS CONTROL GAS CONTROL

SPEED RATIO FSR2 VALVE SERVO VALVE POSITION
VALVE CONTROL FEEDBACK
FPG
TBQB 96FG-2A
96FG-2B
96FG-2C 20VG
TRANSDUCERS
VENT
COMBUSTION
CHAMBER
63FG-3
STOP/ GAS
RATIO CONTROL
VALVE VALVE
GAS
P2
Electrical
Connection GAS
MANIFOLD
Hydraulic LVDTS LVDTS
Piping 96SR-1,2 96GC-1,2
Gas Piping
VH5-1 DUMP
RELAY
TRIP
90SR SERVO
65GC SERVO
HYDRAULIC
SUPPLY id0059V
Figure 17 Gas Fuel Control System

GE Power Systems
Gas Control Valve card where it is converted to an analog signal. The

gas control valve stem position is sensed by the out-
The position of the gas control valve plug is intended put of a linear variable differential transformer
to be proportional to FSR2 which represents called (LVDT) and fed back to an operational amplifier on
for gas fuel flow. Actuation of the springloaded gas the TCQC card where it is compared to the FSROUT
control valve is by a hydraulic cylinder controlled by input signal at a summing junction. There are two
an electrohydraulic servovalve. LVDTs providing feedback ; two of the three con-
When the turbine is to run on gas fuel the permis- trollers are dedicated to one LVDT each, while the
sives L4, L20FGX and L2TVX (turbine purge com- third selects the highest feedback through a highse-
plete) must be true, similar to the liquid system. lect diode gate. If the feedback is in error with
This allows the Gas Control Valve to open. The FSROUT, the operational amplifier on the TCQC
stroke of the valve will be proportional to FSR. card will change the signal to the hydraulic servo-
valve to drive the gas control valve in a direction to
FSR goes through the fuel splitter (to be discussed in decrease the error. In this way the desired relation-
the dual fuel section) where the gas fuel requirement ship between position and FSR2 is maintained and
becomes FSR2, which is then conditioned for offset the control valve correctly meters the gas fuel. See
and gain. This signal, FSROUT, goes to the TCQC Figure 18.
<RST>
OFFSET
GAIN
<RST>
FSR2 +
TBQC
+
HIGH
SELECT
L4
L3GCV
FSROUT
ANALOG
I/O
GAS CONTROL VALVE
GAS
P2

GAS CONTROL VALVE
POSITION LOOP

CALIBRATION

POSITION
LVDT
LVDTS
ELECTRICAL CONNECTION 96GC-1, -2
GAS PIPING
SERVO
HYDRAULIC PIPING VALVE FSR
id0027V
Figure 18 Gas Control Valve Control Schematic

GE Power Systems
<RST>
TNH
<RST>
GAIN
+ FPRG
OFFSET + D
A
L4
FPG
L3GRV
HIGH POS2
SELECT
96FG-2A
96FG-2B
96FG-2C
SPEED RATIO VALVE
GAS
TBQB

96SR-1,2
LVDTS

OPERATING
CYLINDER
PISTON
TRIP OIL DUMP

RELAY
SERVO
VALVE
LEGEND
HYDRAULIC
ELECTRICAL OIL ANALOG
CONNECTION I/O
MODULE
GAS PIPING
HYDRAULIC
PIPING P2
DIGITAL or PRESSURE
CONTROL VOLTAGE
TNH
Speed Ratio Valve Pressure Calibration
id0058V
Figure 19 Speed Ratio/Stop Valve Control Schematic

GE Power Systems
The plug in the gas control valve is contoured to pro- The speed ratio/stop valve provides a positive stop
vide the proper flow area in relation to valve stroke. to fuel gas flow when required by a normal shut
The gas control valve uses a skirted valve disc and down, emergency trip, or a norun condition. Hy-
venturi seat to obtain adequate pressure recovery. draulic trip dump valve VH5 is located between the
High pressure recovery occurs at overall valve pres- electrohydraulic servovalve 90SR and the hydrau-
sure ratios substantially less than the critical pres- lic actuating cylinder. This dump valve is operated
sure ratio. The net result is that flow through the by the low pressure control oil trip system. If permis-
control valve is independent of valve pressure drop. sives L4 and L3GRV are true the trip oil (OLT) is at
Gas flow then is a function of valve inlet pressure P2 normal pressure and the dump valve is maintained in
and valve area only. a position that allows servovalve 90SR to control the
cylinder position. When the trip oil pressure is low
As before, an open or a short circuit in one of the ser- (as in the case of normal or emergency shutdown),
vo coils or in the signal to one coil does not cause a the dump valve spring shifts a spool valve to a posi-
trip. The GCV has two LVDTs and can run correctly tion which dumps the high pressure hydraulic oil
on one. (OH) in the speed ratio/stop valve actuating cylinder
to the lube oil reservoir. The closing spring atop the
valve plug instantly shuts the valve, thereby shutting
Speed Ratio/Stop Valve off fuel flow to the combustors.
In addition to being displayed, the feedback signals
The speed ratio/stop valve is a dual function valve. It and the control signals of both valves are compared
serves as a pressure regulating valve to hold a de- to normal operating limits, and if they go outside of
sired fuel gas pressure ahead of the gas control valve these limits there will be an alarm. The following are
and it also serves as a stop valve. As a stop valve it is typical alarms:
an integral part of the protection system. Any emer-
gency trip or normal shutdown will move the valve 1. L60FSGH: Excessive fuel flow on startup
to its closed position shutting off gas fuel flow to the 2. L3GRVFB: Loss of LVDT feedback on the SRV
turbine. This is done either by dumping hydraulic oil
3. L3GRVO: SRV open prior to permissive to open
from the Speed Ratio Valve VH5 hydraulic trip
relay or driving the position control closed electri- 4. L3GRVSC: Servo current to SRV detected prior
cally. to permissive to open
5. L3GCVFB: Loss of LVDT feedback on the
The speed ratio/stop valve has two control loops. GCV
There is a position loop similar to that for the gas
control valve and there is a pressure control loop. 6. L3GCVO: GCV open prior to permissive to
See Figure 19. Fuel gas pressure P2 at the inlet to the open
gas control valve is controlled by the pressure loop 7. L3GCVSC: Servo current to GCV detected
as a function of turbine speed. This is done by pro- prior to permissive to open
portioning it to turbine speed signal TNH, with an
8. L3GFIVP: Intervalve (P2) pressure low
offset and gain, which then becomes Gas Fuel Pres-
sure Reference FPRG. FPRG then goes to the TCQC The servovalves are furnished with a mechanical
card to be converted to an analog signal. P2 pressure null offset bias to cause the gas control valve or
is measured by 96FG which outputs a voltage pro- speed ratio valve to go to the zero stroke position
portional to P2 pressure. This P2 signal (FPG) is (fail safe condition) should the servovalve signals or
compared to the FPRG and the error signal (if any) is power be lost. During a trip or norun condition, a
in turn compared with the 96SR LVDT feedback to positive voltage bias is placed on the servo coils
reposition the valve as in the GCV loop. holding them in the valve closed position.
GE Power Systems
Dual Fuel Control Fuel Transfer Liquid to Gas
If the unit is running on liquid fuel (FSR1) and the

Turbines that are designed to operate on both liquid GAS membrane switch is pressed to select gas
and gaseous fuel are equipped with controls to pro- fuel, the following sequence of events will take
vide the following features: place, providing the transfer and fuel gas permis-
sives are true (refer to Figure 21):
1. Transfer from one fuel to the other on command.
FSR1 will remain at its initial value, but FSR2 will
2. Allow time for filling the lines with the type of
step to a value slightly greater than zero, usually
fuel to which turbine operation is being trans-
0.5%. This will open the gas control valve slightly to
ferred.
bleed down the intervalve volume. This is done in
3. Mixed fuel operation. case a high pressure has been entrained. The pres-
ence of a higher pressure than that required by the
4. Operation of liquid fuel nozzle purge when op- speed/ratio controller would cause slow response in
erating totally on gas fuel. initiating gas flow.
The software diagram for the fuel splitter is shown in
Transfer from Full Gas to Full Distillate
Figure 20.
FSR2
<RST> UNITS
FUEL SPLITTER
L84TG FSR1
A=B
TOTAL GAS
PURGE
L84TL TIME
A=B
TOTAL LIQUID SELECT DISTILLATE
MAX. LIMIT
MIN. LIMIT
MEDIAN
L83FZ SELECT Transfer from Full Distillate to Full Gas
PERMISSIVES
FSR1
RAMP
UNITS
RATE
L83FG
GAS SELECT FSR2
L83FL
LIQUID SELECT PURGE
TIME
FSR FSR1 SELECT GAS
LIQUID REF.
FSR2
GAS REF.
Transfer from Full Distillate to Mixture
id0034 FSR1
UNITS
Figure 20 Fuel Splitter Schematic
FSR2
Fuel Splitter PURGE

TIME
SELECT GAS SELECT MIX
id0033
As stated before FSR is divided into two signals, Figure 21 Fuel Transfer
FSR1 and FSR2, to provide dual fuel operation. See
Figure 20. After a typical time delay of thirty seconds to bleed
down the P2 pressure and fill the gas supply line, the
FSR is multiplied by the liquid fuel fraction FX1 to software program ramps the fuel commands, FSR2
produce the FSR1 signal. FSR1 is then subtracted to increase and FSR1 to decrease, at a programmed
from the FSR signal resulting in FSR2, the control rate through the median select gate. This is complete
signal for the secondary fuel. in thirty seconds.
GE Power Systems
When the transfer is complete logic signal L84TG The atomizing air bypass valve VA18 is opened by
(Total Gas) will disengage the fuel pump clutch energizing 20AA. This results in a purge pressure ra-
20CF, close the fuel oil stop valve by deenergizing tio across the fuel nozzles of 1:1, resulting in a small
the liquid fuel dump valve 20FL, and initiate the volume of liquid fuel flow being purged into the
purge sequence. combustors.
Liquid Fuel Purge After a 10 second time delay which permits reaching
To prevent coking of the liquid fuel nozzles while steady state nozzle pressure ratio, purge valve
operating on gas fuel, some atomizing air is diverted VA191 is actuated by energizing solenoid valve
through the liquid fuel nozzles. See Figure 22. The 20PL1. This results in a higher cooling/purging air
following sequence of events occurs when transfer flow through the liquid fuel nozzles.
from liquid to gas is complete.
20PL-1
TO LIQUID
NOZZLES
AV
VA19-1
FROM ATOMIZING
AIR PRECOOLER AA
20AA PITCH
AV
PITCH
ORIFICE
PURGE AIR MANIFOLD

BLOW-OFF
VA18 TO ATOMS. TELL TALE
LEAKOFF
PC
TO INLET OF
ATOMIZING FROM
AIR PRECOOLER ATOMIZING
(RECIRCULATION) AIR COMPRESSOR
ORIFICE
id0039
Figure 22 Dual Fuel Liquid Fuel Nozzle Purge System
The time delay is needed to reduce the load spike fuel piping and avoid any delay in delivery at the be-
which occurs when the liquid fuel is purged into the ginning of the FSR1 increase.
combustion chamber.
The rest of the sequence is the same as liquidto
gas, except that there is usually no purging se-
Fuel Transfer Gas to Liquid quence.
Mixed Fuel Operation
Transfer from gas to liquid is essentially the same se-
Gas turbines may be operated on a mixture of liquid
quence as previously described, except that gas and
and gas fuel. Operation on a selected mixture is ob-
liquid fuel command signals are interchanged. For
tained by entering the desired mixture at the operator
instance, at the beginning of a transfer, FSR2 re-
interface and then selecting MIX.
mains at its initial value, but FSR1 steps to a value
slightly greater than zero. This will command a Limits on the fuel mixture are required to ensure
small liquid fuel flow. If there has been any fuel leak- proper combustion, gas fuel distribution, and gas
age out past the check valves, this will fill the liquid nozzle flow velocities. Percentage of gas flow must
GE Power Systems
be increased as load is decreased to maintain the ing and unloading of the generator, and deceleration
minimum pressure ratio across the fuel nozzle. of the gas turbine. This IGV modulation maintains
proper flows and pressures, and thus stresses, in the
MODULATED INLET GUIDE VANE compressor, maintains a minimum pressure drop
SYSTEM across the fuel nozzles, and, when used in a com-
bined cycle application, maintains high exhaust
The Inlet Guide Vanes (IGVs) modulate during the temperatures at low loads.
acceleration of the gas turbine to rated speed, load-
<RST>
<RST>
CSRGV
CSRGV IGV REF CSRGVOUT

D/A
HIGH
SELECT
ANALOG
I/O
CLOSE
HM3-1
HYD.
SUPPLY R P OPEN
IN FH6 OUT
1
90TV-1
2 1
A
96TV-1,2
OLT-1
TRIP OIL
C1
VH3-1
D C2
ORIFICES (2)
OD
id0030
Figure 23 Modulating Inlet Guide Vane Control Schematic
Guide Vane Actuation 96TV2, and, in some instances, solenoid valve

20TV and hydraulic dump valve VH3. Control of
90TV will port hydraulic pressure to operate the
The modulated inlet guide vane actuating system is variable inlet guide vane actuator. If used, 20TV and
comprised of the following components: servovalve VH3 can prevent hydraulic oil pressure from flow-
90TV, LVDT position sensors 96TV1 and ing to 90TV. See Figure 23.

GE Power Systems
Operation fully closed position. The inlet guide vanes remain

fully closed as the turbine continues to coast down.
During startup, the inlet guide vanes are held fully For underspeed operation, if TNHCOR decreases
closed, a nominal 34 degree angle, from zero to below approximately 91%, the inlet guide vanes
83.5% corrected speed. Turbine speed is corrected modulate closed at 6.7 degrees per percent decrease
to reflect air conditions at 80 F; this compensates in corrected speed. In most cases, the MS5001 being
for changes in air density as ambient conditions an exception, if the actual speed decreases below
change. At ambient temperatures greater than 80 F, 95% TNH, the generator breaker will open and the
corrected speed TNHCOR is less than actual speed turbine speed setpoint will be reset to 100.3%. The
TNH; at ambients less than 80 F, TNHCOR is IGVs will then go to the minimum full speed angle.
greater than TNH. After attaining a speed of approx- See Figure 24.
imately 83.5%, the guide vanes will modulate open
at about 6.7 degrees per percent increase in corrected FULL OPEN (MAX ANGLE)
speed. When the guide vanes reach the minimum
IGV ANGLE DEGREES (CSRGV)

full speed angle, nominally 57, they stop opening;
this is usually at approximately 91% TNH. By not SIMPLE CYCLE
(CSKGVSSR)
COMBINED
CYCLE
(TTRX)
allowing the guide vanes to close to an angle less
than the minimum full speed angle at 100% TNH, a MINIMUM FULL SPEED ANGLE
minimum pressure drop is maintained across the ROTATING
STALL STARTUP
fuel nozzles, thereby lessening combustion system REGION PROGRAM
resonance. Solenoid valve 20CB is usually opened REGION OF NEGATIVE

5TH STAGE EXTRACTION
PRESSURE
when the generator breaker is closed; this in turn FULL CLOSED
(MIN ANGLE)
closes the compressor bleed valves. 0 100
CORRECTED SPEED%
(TNHCOR) 0 100
As the unit is loaded and exhaust temperature in- LOAD%
BASE LOAD
FSNL
creases, the inlet guide vanes will go to the full open EXHAUST TEMPERATURE
id0037
position when the exhaust temperature reaches one
Figure 24 Variable Inlet Guide Vane Schedule
of two points, depending on the operation mode se-
lected. For simple cycle operation, the IGVs move to
the full open position at a preselected exhaust tem- PROTECTION SYSTEMS
perature, usually 700 F. For combined cycle opera-
tion, the IGVs begin to move to the full open The gas turbine protection system is comprised of a
position as exhaust temperature approaches the tem- number of subsystems, several of which operate
perature control reference temperature; normally, during each normal startup and shutdown. The oth-
the IGVs begin to open when exhaust temperature is er systems and components function strictly during
within 30 F of the temperature control reference. emergency and abnormal operating conditions. The
most common kind of failure on a gas turbine is the
During a normal shutdown, as the exhaust tempera- failure of a sensor or sensor wiring; the protection
ture decreases the IGVs move to the minimum full systems are set up to detect and alarm such a failure.
speed angle; as the turbine decelerates from 100% If the condition is serious enough to disable the
TNH, the inlet guide vanes are modulated to the ful- protection completely, the turbine will be tripped.
ly closed position. When the generator breaker
opens, the compressor bleed valves will be opened. Protective systems respond to the simple trip signals
such as pressure switches used for low lube oil pres-
In the event of a turbine trip, the compressor bleed sure, high gas compressor discharge pressure, or
valves are opened and the inlet guide vanes go to the similar indications. They also respond to more com-
GE Power Systems
plex parameters such as overspeed, overtempera- turbine. In each case there are two essentially inde-
ture, high vibration, combustion monitor, and loss of pendent paths for stopping fuel flow, making use of
flame. To do this, some of these protection systems both the fuel control valve (FCV) and the fuel stop
and their components operate through the master valve (FSV). Each protective system is designed in-
control and protection circuit in the SPEEDTRON- dependent of the control system to avoid the possi-
IC control system, while other totally mechanical bility of a control system failure disabling the
systems operate directly on the components of the protective devices. See Figure 25.
MASTER
PRIMARY PROTECTION GCV GAS FUEL
OVERSPEED CIRCUIT SERVOVALVE CONTROL VALVE
<RST>
OVERTEMP
SRV GAS FUEL

SERVOVALVE SPEED RATIO/
STOP VALVE
VIBRATION
RELAY
COMBUSTION VOTING 20FG
MONITOR MODULE
SECONDARY
OVERSPEED MASTER
PROTECTION
CIRCUIT BYPASS
LOSS <XYZ> VALVE FUEL
of SERVOVALVE PUMP
FLAME
RELAY LIQUID
VOTING 20FL FUEL STOP
MODULE VALVE
id0036V
Figure 25 Protective Systems Schematic
Trip Oil system is used to selectively isolate the fuel system

not required.
A hydraulic trip system called Trip Oil is the primary Significant components of the Hydraulic Trip Cir-
protection interface between the turbine control and cuit are described below.
protection system and the components on the tur-
bine which admit, or shutoff, fuel. The system con-
Mechanical Overspeed Trip
tains devices which are electrically operated by
SPEEDTRONIC control signals as well as some to-
tally mechanical devices. This is a totally mechanical device located in the ac-
cessory gearbox and is actuated automatically by the
Besides the tripping functions, trip oil also provides overspeed bolt if the units speed exceeds the bolts
a hydraulic signal to the fuel stop valves for normal setting. The result is a rapid decay of trip oil pressure
startup and shutdown sequences. On gas turbines which stops all fuel flow to the unit. See Figure 26
equipped for dual fuel (gas and oil) operation the and the Overspeed Protection System.
GE Power Systems
Inlet Orifice Dump Valve
Each individual fuel branch in the trip oil system has

An orifice is located in the line running from the a solenoid dump valve (20FL for liquid, 20FG for
bearing header supply to the trip oil system. This ori- gas). This device is a solenoidoperated springre-
fice is sized to limit the flow of oil from the lube oil turn spool valve which will relieve trip oil pressure
system into the trip oil system. It must ensure ade- only in the branch that it controls. These valves are
quate capacity for all tripping devices, yet prevent normally energizedtorun, deenergizedtotrip.
reduction of lube oil flow to the gas turbine and other This philosophy protects the turbine during all nor-
equipment when the trip system is in the tripped mal situations as well as that time when loss of dc
state. power occurs.
PROTECTIVE MASTER
SIGNALS PROTECTION
L4
CIRCUITS
LIQUID
FUEL
LIQUID FUEL
STOP VALVE
20FG 20FL
MANUAL TRIP
(WHEN PROVIDED)
ORIFICE AND
CHECK VALVE
NETWORK
63HL
INLET ORIFICE
GAS FUEL
GAS SPEED RATIO/
12HA FUEL STOP VALVE
OVERSPEED
TRIP
WIRING 63HG
RESET
PIPING
MANUAL
TRIP
GAS FUEL
DUMP RELAY
VALVE
OH
id0056
Figure 26 Trip Oil Schematic Dual Fuel

Check Valve & Orifice Network for gas) which will ensure tripping of the turbine if
the trip oil pressure becomes too low for reliable op-
At the inlet of each individual fuel branch is a check eration while operating on that fuel.
valve and orifice network which limits flow out of
that branch. This network limits flow into each Operation
branch, thus allowing individual fuel control with-
out total system pressure decay. However, when one The tripping devices which cause unit shutdown or
of the trip devices located in the main artery of the selective fuel system shutdown do so by dumping
system, e.g., the overspeed trip, is actuated, the the low pressure trip oil (OLT). See Figure 26. An in-
check valve will open and result in decay of all trip dividual fuel stop valve may be selectively closed by
pressures. dumping the flow of trip oil going to it. Solenoid
valve 20FL can cause the trip valve on the liquid fuel
Pressure Switches stop valve to go to the trip state, which permits clo-
sure of the liquid fuel stop valve by its spring return
Each individual fuel branch contains pressure mechanism. Solenoid valve 20FG can cause the trip
switches (63HL1,2,3 for liquid, 63HG1,2,3 valve on the gas fuel speed ratio/stop valve to go to
GE Power Systems
the trip state, permitting its springreturned closure. detection software, and associated logic circuits and
The orifice in the check valve and orifice network are set to trip the unit at 110% rated speed.
permits independent dumping of each fuel branch of
There is also a mechanical overspeed protection sys-
the trip oil system without affecting the other
tem on all units except for Fmodel heavyduty and
branch. Tripping all devices other than the individu-
aeroderivatives. This consists of the overspeed bolt
al dump valves will result in dumping the total trip
assembly in an accessory gear shaft and the over-
oil system, which will shut the unit down.
speed trip mechanism. This system should be set to
During startup or fuel transfer, the SPEEDTRON- trip the unit at 112.5% rated speed. All systems oper-
IC control system will close the appropriate dump ate to trip the fuel stop valves and, redundantly, drive
valve to activate the desired fuel system(s). Both the FSR command to zero.
dump valves will be closed only during fuel transfer
Electronic Overspeed Protection System
or mixed fuel operation.
The dump valves are deenergized on a 2out The electronic overspeed protection function is per-
of3 voted trip signal from the relay module. This formed in both <RST> and <XYZ> as shown in Fig-
helps prevent trips caused by faulty sensors or the ure 27. The turbine speed signal (TNH) derived from
failure of one controller. the magnetic pickup sensors (77NH1,2, and 3) is
compared to an overspeed setpoint (TNKHOS).
The signal to the fuel system servovalves will also When TNH exceeds the setpoint, the overspeed trip
be a close command should a trip occur. This is signal (L12H) is transmitted to the master protective
done by clamping FSR to zero. Should one control- circuit to trip the turbine and the ELECTRICAL
ler fail, the FSR from that controller will be zero. OVERSPEED TRIP message will be displayed on
The output of the other two controllers is sufficient the CRT. This trip will latch and must be reset by the
to continue to control the servovalve. master reset signal L86MR.
<RST> <XYZ>
By pushing the Emergency Trip Button, 5E P/B, the HIGH PRESSURE OVERSPEED TRIP
P28 vdc power supply is cut off to the relays control- TNH HP SPEED
A TO MASTER
ling solenoid valves 20FL and 20FG, thus deener- TRIP SETPOINT A>B SET
L12H
PROTECTION
AND ALARM
gizing the dump valves. TNKHOS B AND
LATCH
MESSAGE
TEST
TNKHOST
TEST
Overspeed Protection LH3HOST PERMISSIVE RESET
L86MR1 MASTER RESET
The SPEEDTRONIC Mark V overspeed system is SAMPLING RATE = 0.25 SEC
designed to protect the gas turbine against possible id0060
damage caused by overspeeding the turbine rotor. Figure 27 Electronic Overspeed Trip
Under normal operation, the speed of the rotor is Mechanical Overspeed Protection System
controlled by speed control. The overspeed system
would not be called on except after the failure of oth- The mechanical overspeed protection system con-
er systems. sists of the following principal components:
The overspeed protection system consists of a pri- 1. Overspeed bolt assembly in the accessory gear
mary and secondary electronic overspeed system. shaft
The primary electronic overspeed protection system 2. Overspeed trip mechanism in the accessory gear
resides in the <RST> controllers. The secondary
electronic overspeed protection system resides in 3. Position limit switch 12HA
the <XYZ> controllers. Both systems consist of The mechanical overspeed protection system is the
magnetic pickups to sense turbine speed, speed backup for the electronic overspeed protection sys-
GE Power Systems
tem. As the backup system, the trip speed setting is OLT
higher than the primary or electronic overspeed

protection setting. For the most part the mechanical 12 HA
overspeed protection system is an integral part of the MANUAL

RESET
gas turbine unit and will trip the fuel stop valves MANUAL
TRIP
closed when the turbine speed is at, or exceeds, the OD
trip setting of the overspeed bolt assembly. This trip OVERSPEED BOLT
id0047
action is totally independent of the electronic con-
Figure 28 Mechanical Overspeed Trip
nections in the turbine control panel. Whenever this speed trip mechanism limit switch 12HA on the
trip is actuated an alarm will occur. outside of the accessory gear.
Overspeed Bolt Assembly
Overtemperature Protection
An overspeed bolt assembly mounted in an accesso-
ry gear shaft is used to sense the overspeed of the gas The overtemperature system protects the gas turbine
turbine. It is a springloaded, eccentrically located against possible damage caused by overfiring. It is a
bolt assembled in a cartridge and designed so that backup system, operating only after the failure of the
the spring force holds the bolt in the seated position temperature control system.
until the trip speed is reached. As the shaft speed in-
creases, centrifugal force acting on the bolt is bal- TTKOT1 TRIP
anced by the spring force within the bolt assembly

and the bolt remains seated. Further increase of the
shaft speed causes the centrifugal force on the bolt to
EXH TEMP
exceed the spring force and the bolt moves outward

in less than one shaft revolution where it contacts
and trips the overspeed trip mechanism. The spring TTRX
force can be adjusted so that the overspeed bolt will TRIP MARGIN
trip at a specified shaft speed. TTKOT2
ALARM MARGIN
TTKOT3
Overspeed Trip Mechanism CPD/FSR

id0053
The overspeed trip mechanism for the turbine shaft Figure 29 Overtemperature Protection
is also mounted in the accessory gear, adjacent to the
overspeed bolt assembly. When actuated, the over- Under normal operating conditions, the exhaust
speed bolt assembly trips the latching trip finger of temperature control system acts to control fuel flow
the overspeed trip mechanism. This action releases when the firing temperature limit is reached. In cer-
the trip valve in the mechanism and dumps the trip tain failure modes however, exhaust temperature
oil system pressure to drain, which in turn closes the and fuel flow can exceed control limits. Under such
trip valves controlling the fuel stop valves. This in circumstances the overtemperature protection sys-
turn dumps the hydraulic control oil from the stop tem provides an overtemperature alarm about 25 F
valve actuating cylinders to drain, thus closing the above the temperature control reference. To avoid
valves. This also prevents hydraulic pressure from further temperature increase, it starts unloading the
reopening the valves. See Figure 28. gas turbine. If the temperature should increase fur-
ther to a point about 40 F above the temperature
The overspeed trip mechanism may be tripped control reference, the gas turbine is tripped. For the
manually and must be reset manually. The trip but- actual alarm and trip overtemperature setpoints refer
ton and the reset handle are mounted with the over- to the Control Specifications. See Figure 29.
GE Power Systems
Overtemperature trip and alarm setpoints are deter- set signal L86MR1 must be true to reset and unlatch
mined from the temperature control setpoints the trip.
derived by the Exhaust Temperature Control soft-
ware. See Figure 30. Flame Detection and Protection System
<RST> The SPEEDTRONIC Mark V flame detectors per-

OVERTEMPERATURE
TRIP AND ALARM form two functions, one in the sequencing system
TTXM
A
A>B
L30TXA
TO ALARM
and the other in the protective system. During a nor-
ALARM ALARM
TTKOT3 B MESSAGE
AND SPEED
SETPOINT
mal startup the flame detectors indicate when a
LOWER
flame has been established in the combustion cham-
bers and allow the startup sequence to continue.
TTRXB
A
A>B
Most units have four flame detectors, some have
TTKOT2 B
two, and a very few have eight. Generally speaking,
OR
A
if half of the flame detectors indicate flame and half
TTKOT1
TRIP ISOTHERMAL
B
A>B
SET
AND
L86TXT
TO MASTER
(or less) indicate noflame, there will be an alarm
TRIP PROTECTION
LATCH AND ALARM
MESSAGE
but the unit will continue to run. If more than half in-
L86MR1
SAMPLING RATE: 0.25 SEC.

RESET
dicate lossofflame, the unit will trip on LOSS OF
id0055
FLAME. This avoids possible accumulation of an
Figure 30 Overtemperature Trip and Alarm explosive mixture in the turbine and any exhaust
heat recovery equipment which may be installed.
Overtemperature Protection Software The flame detector system used with the SPEED-
TRONIC Mark V system detects flame by sensing
ultraviolet (UV) radiation. Such radiation results
Overtemperature Alarm (L30TXA) from the combustion of hydrocarbon fuels and is
more reliably detected than visible light, which va-
The representative value of the exhaust temperature ries in color and intensity.
thermocouples (TTXM) is compared with alarm and The flame sensor is a copper cathode detector de-
trip temperature setpoints. The EXHAUST TEM- signed to detect the presence of ultraviolet radiation.
PERATURE HIGH alarm message will be dis- The SPEEDTRONIC control will furnish up to
played when the exhaust temperature (TTXM) +350Vdc to drive the ultraviolet detector tube. In the
exceeds the temperature control reference (TTRXB) presence of ultraviolet radiation, the gas in the detec-
plus the alarm margin (TTKOT3) programmed as a tor tube ionizes and conducts current. The current
Control Constant in the software. The alarm will au- through the detector will discharge through circuity
tomatically reset if the temperature decreases below in the SPEEDTRONIC control until the driving
the setpoint. voltage decreases to the point where the gas is no
longer ionized. This cycle continues as long as there
Overtemperature Trip (L86TXT)
is ultraviolet radiation. The SPEEDTRONIC counts
An overtemperature trip will occur if the exhaust the number of current pulses per second through the
temperature (TTXM) exceeds the temperature con- ultraviolet sensor. If the number of pulses per se-
trol reference (TTRXB) plus the trip margin cond exceeds a set threshold value, the SPEED-
(TTKOT2), or if it exceeds the isothermal trip set- TRONIC generates a logic signal to indicate
point (TTKOT1). The overtemperature trip will FLAME DETECTED by the sensor. Typically,
latch, the EXHAUST OVERTEMPERATURE there will be about 300 pulses/second when a strong
TRIP message will be displayed, and the turbine ultraviolet signal is present.
will be tripped through the master protection circuit. The flame detector system is similar to other protec-
The trip function will be latched in and the master re- tive systems, in that it is selfmonitoring. For exam-
GE Power Systems
ple, when the gas turbine is below L14HM all and the turbine will continue to run. More than half
channels must indicate NO FLAME. If this condi- the flame detectors must indicate NO FLAME in
tion is not met, the condition is annunciated as a order to trip the turbine.
FLAME DETECTOR TROUBLE alarm and the
Note that a shortcircuited or opencircuited detec-
turbine cannot be started. After firing speed has been
tor tube will result in a NO FLAME signal. The
reached and fuel introduced to the machine, if at
flame detection circuits are incorporated in the pro-
least half the flame detectors see flame the starting
tective module and is triple redundant, utilizing
sequence is allowed to proceed. A failure of one de-
three channels called <X>, <Y>, and <Z>.
tector will be annunciated as FLAME DETECTOR
TROUBLE when complete sequence is reached
SPEEDTRONIC Mk V Flame Detection
Turbine
Protection
Logic
28FD
UV Scanner
28FD
UV Scanner Analog Flame
I/O CRT
Detection Display
(Flame Logic
28FD Detection
UV Scanner Channels)
28FD
UV Scanner
Turbine
Control
Logic
NOTE: Excitation for the sensors and signal processing is

performed by SPEEDTRONIC Mk V circuits
Figure 31 SPEEDTRONIC Mk V Flame Detection ido115
Vibration Protection nels. Each channel detects excessive vibration by

means of a seismic pickup mounted on a bearing
The vibration protection system of a gas turbine unit housing or similar location of the gas turbine and the
is composed of several independent vibration chan- driven load. If a predetermined vibration level is ex-
GE Power Systems
ceeded, the vibration protection system trips the tur- nance or replacement action is required. By using
bine and annunciates to indicate the cause of the trip. the display keypad and CRT display, it is possible to
monitor vibration levels of each channel while the
Each channel includes one vibration pickup (veloc- turbine is running without interrupting operation.
ity type) and a SPEEDTRONIC Mark V amplifier
circuit. The vibration detectors generate a relatively
low voltage by the relative motion of a permanent Combustion Monitoring
magnet suspended in a coil and therefore no excita-
tion is necessary. A twistedpair shielded cable is
used to connect the detector to the analog input/out- The primary function of the combustion monitor is
put module. to reduce the likelihood of extensive damage to the
gas turbine if the combustion system deteriorates.
The pickup signal from the analog I/O module is in- The monitor does this by examining the exhaust
putted to the computer software where it is temperature thermocouples and compressor dis-
compared with the alarm and trip levels pro- charge temperature thermocouples. From changes
grammed as Control Constants. See Figure 32. that may occur in the pattern of the thermocouple
When the vibration amplitude reaches the pro- readings, warning and protective signals are gener-
grammed trip set point, the channel will trigger a trip ated by the combustion monitor software to alarm
signal, the circuit will latch, and a HIGH VIBRA- and/or trip the gas turbine.
TION TRIP message will be displayed. Removal
This means of detecting abnormalities in the com-
of the latched trip condition can be accomplished
bustion system is effective only when there is in-
only by depressing the master reset button
complete mixing as the gases pass through the
(L86MR1) when vibration is not excessive.
turbine; an uneven turbine inlet pattern will cause an
uneven exhaust pattern. The uneven inlet pattern
<RST> could be caused by loss of fuel or flame in a combus-
L39TEST
tor, a rupture in a transition piece, or some other
39V
combustion malfunction.
FAULT
OR
L39VF
A
VF The usefulness and reliability of the combustion
AB
VA ALARM mocouples is in good working condition.
L39VA
ALARM B
A AND
TRIP SET
AND
TRIP Combustion Monitoring Software
VT L39VT
A>B LATCH
TRIP B
RESET
The controllers contain a series of programs written
AUTO OR MANUAL RESET
L86AMR
to perform the monitoring tasks (See Combustion
Monitoring Schematic Figure 33). The main moni-
id0057
tor program is written to analyze the thermocouple
Figure 32 Vibration Protection
readings and make appropriate decisions. Several
different algorithms have been developed for this
When the VIBRATION TRANSDUCER FAULT depending on the turbine model series and the type
message is displayed and machine operation is not of thermocouples used. The significant program
interrupted, either an open or shorted condition may constants used with each algorithm are specified in
be the cause. This message indicates that mainte- the Control Specification for each unit.
GE Power Systems
<RST>
COMBUSTION MONITOR ALGORITHM

CTDA
MAX TTKSPL1 MEDIAN

SELECT
MIN TTKSPL2 CALCULATE

ALLOWABLE MEDIAN TTXSPL
SPREAD SELECT
TTXC
MAX TTKSPL5
MIN TTKSPL7
CONSTANTS
A L60SP1
A>B
TTXD2 B
CALCULATE A L60SP2
ACTUAL A>B
SPREADS B
A L60SP3
A<B
B
A L60SP4
A<B
B
id0049
Figure 33 Combustion Monitoring Function Algorithm (Schematic)
The most advanced algorithm, which is standard for a. SPREAD #1 (S1): The difference between the
gas turbines with redundant sensors, makes use of highest and the lowest thermocouple reading
the temperature spread and adjacency tests to differ- b. SPREAD #2 (S2): The difference between the
entiate between actual combustion problems and highest and the 2nd lowest thermocouple
thermocouple failures. The behavior is summarized reading
by the Venn diagram (Figure 34) where:
c. SPREAD #3 (S3): The difference between the
highest and the 3rd lowest thermocouple
reading
VENN DIAGRAM ALSO TRIP IF:
S2 S1
uK
The allowable spread will be between the limits
TTKSPL7 and TTKSPL6, usually 30 F and 125 F.
S S 1
allow allow
TRIP IF S1 & S2
OR S2 & S3 COMMUNICATIONS
ARE ADJACENT FAILURE
The values of the combustion monitor program
TYPICAL K1 = 1.0
TRIP IF S1 & S2
K2 = 5.0
K3 = 0.8
constants are listed in the Control Specifications.
ARE ADJACENT
K3
MONITOR
ALARM
TC ALARM
S1
The various <C> processor outputs to the CRT cause
K1 K2 S
allow
alarm message displays as well as appropriate con-
id0050 trol action. The combustion monitor outputs are:
Figure 34 Exhaust Temperature Spread Limits
Exhaust Thermocouple Trouble Alarm
1. Sallow is the Allowable Spread, based on aver- (L30SPTA)
age exhaust temperature and compressor dis-
charge temperature. If any thermocouple value causes the largest spread
to exceed a constant (usually 5 times the allowable
2. S1, S2 and S3 are defined as follows: spread), a thermocouple alarm (L30SPTA) is pro-
GE Power Systems
duced. If this condition persists for four seconds, the If any of the trip conditions exist for 9 seconds, the
alarm message EXHAUST THERMOCOUPLE trip will latch and HIGH EXHAUST TEMPERA-
TROUBLE will be displayed and will remain on TURE SPREAD TRIP message will be displayed.
until acknowledged and reset. This usually indicates The turbine will be tripped through the master pro-
a failed thermocouple, i.e., open circuit. tective circuit. The alarm and trip signals will be dis-
played until they are acknowledged and reset.
Combustion Trouble Alarm (L30SPA)
Monitor Enable (L83SPM)
A combustion alarm can occur if a thermocouple
value causes the largest spread to exceed a constant
The protective function of the monitor is enabled
(usually the allowable spread). If this condition per-
when the turbine is above 14HS and a shutdown sig-
sists for three seconds, the alarm message COM-
nal has not been given. The purpose of the enable
BUSTION TROUBLE will be displayed and will
signal (L83SPM) is to prevent false action during
remain on until it is acknowledged and reset.
normal startup and shutdown transient conditions.
High Exhaust Temperature Spread Trip When the monitor is not enabled, no new protective
(L30SPT) actions are taken. The combustion monitor will also
be disabled during a high rate of change of FSR. This
A high exhaust temperature spread trip can occur if: prevents false alarms and trips during large fuel and
load transients.
1. COMBUSTION TROUBLE alarm exists, the
second largest spread exceeds a constant (usual- The two main sources of alarm and trip signals being
ly 0.8 times the allowable spread), and the low- generated by the combustion monitor are failed ther-
est and second lowest outputs are from adjacent mocouples and combustion system problems. Other
thermocouples causes include poor fuel distribution due to plugged
2. EXHAUST THERMOCOUPLE TROUBLE or worn fuel nozzles and combustor flameout due,
alarm exists, the second largest spread exceeds a for instance, to water injection.
constant (usually 0.8 times the allowable The tests for combustion alarm and trip action have
spread), and the second and third lowest outputs been designed to minimize false actions due to failed
are from adjacent thermocouples thermocouples. Should a controller fail, the thermo-
3. the third largest spread exceeds a constant (usu- couples from the failed controller will be ignored
ally the allowable spread) for a period of five (similar to temperature control) so as not to give a
minutes false trip.

GE Power Systems Training
General Electric Company
One River Road
Schenectady, NY 12345

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g GE Power Systems

SPEEDTRONIC TM MARK V GT Fundamentals

Tab 1 Fundamentals of SPEEDTRONIC TM MK V Control System A00023

Tab 15 Dry Low NOx 1 System Operation Dln1_dsc

Figure 1 Simplified Control Schematic

LOGIC FSRSU <R><S><T>

SPEED CONTROL <R><S><T>

LOGIC TNRI ISOCHRONOUS

Figure 2 Block Diagram Control Schematic

FUNDAMENTALS OF SPEEDTRONIC 2 A00023 rev. A 8/16/93

STARTUP CONTROL While the turbine is at rest, electronic checks are

Figure 3 Mark V Start-up Curve

reference. While on speed control the control mode

(77NH1,2,3) are high output devices consisting

FULL SPEED NO LOAD FSR

pressor rotor. With the 60tooth wheel, the frequen-

Figure 5 Speed Control Schematic

A00023 rev.A 8/16/93 7 FUNDAMENTALS OF SPEEDTRONIC

GEN VOLTS A CALCULATED SLIP WITHIN LIMITS

Figure 6 Synchronizing Control Schematic

Firing temperature can also be approximated as a

Exhaust Temperature Control Hardware

mand signal to the analog control system to limit ex-

Temperature Control Command Program

The temperature control command program

TEMPERATURE TEMPERATURE CONTROL

Figure 9 Temperature Control Schematic

temperature and fuel consumption (proportional to

CPD backed up by a linearized function of exhaust

constants from the selected temperaturereference

Settings drawing. The temperaturecontrolbias Temperature Reference Select Program

TTKn_K with the feedback signal and converted to a valve

Figure 11 Exhaust Temperature Control Setpoints id0106

Figure 12 Temperature Reference Select Program

FUNDAMENTALS OF SPEEDTRONIC 12 A00023 rev. A 8/16/93

TBQC <R> DCC_ <R>

FSR1 FQ1 <RST>

BY-PASS VALVE ASM.

FUEL CONN. FOR PURGE

MAIN FUEL PUMP

Figure 15 Liquid Fuel Control Schematic

POS2 GAS CONTROL GAS CONTROL

Figure 17 Gas Fuel Control System

A00023 rev. A 8/16/93 17 FUNDAMENTALS OF SPEEDTRONIC

Gas Control Valve card where it is converted to an analog signal. The

GAS CONTROL VALVE

Figure 18 Gas Control Valve Control Schematic

FUNDAMENTALS OF SPEEDTRONIC 18 A00023 rev. A 8/16/93

TRIP OIL DUMP

Figure 19 Speed Ratio/Stop Valve Control Schematic

A00023 rev. A 8/16/93 19 FUNDAMENTALS OF SPEEDTRONIC

Dual Fuel Control Fuel Transfer Liquid to Gas

If the unit is running on liquid fuel (FSR1) and the

Figure 20 Fuel Splitter Schematic

Fuel Splitter PURGE

PURGE AIR MANIFOLD

Figure 22 Dual Fuel Liquid Fuel Nozzle Purge System

CSRGV IGV REF CSRGVOUT

Figure 23 Modulating Inlet Guide Vane Control Schematic