O&G Technical Training Academy
Aero Control Fundamental
Part #1:
Sensors
Rev. 11
September 2014
1/
GE Proprietary /
October 12, 2015
Ground Rules
Please keep the Laptop
and Phones switch off
during the lessons.
Be sure that you have access
to Support Central for the Final
Test.
Take Hand-writen Notes!
You can use only them during
the Final Test.
Score must be above 80%
GE Proprietary Information - Privileged and Confidential
October 12, 2015
Time schedule
Start time:
Coffee break:
Lunch:
Start time:
Coffee break:
End of lesson:
08:30
10:30
12:30
14.00
15:30
17:30
GE Proprietary Information - Privileged and Confidential
October 12, 2015
Final Evaluation Feedback of the
course
FSEs are asked to respond using a 0 to 5 scale
Individual scores categorize FSEs into one of three categories, Promoters, Passives
and Detractors.
Promoters FSEs. are satisfied and they will tell others about the positive experiences
they have enjoyed with your Training. The score is 5.
Passive FSEs are indifferent and the 4 score represents their indifference and
passive view of this Training experience.
Detractors FSEs display their negative emotions. “Detractors" are unhappy FSEs
trapped in a bad relationship with the training.
GE Proprietary Information - Privileged and Confidential
October 12, 2015
Final Evaluation of the course
FSEs are asked to respond using a 0 to 10 scale where 5 is neutral.
Individual scores categorize FSEs into one of three categories, Promoters, Passives
and Detractors.
Promoters FSEs. are satisfied and they will tell others about the positive experiences
they have enjoyed with your Training. The score is between 9 and 10.
Passive FSEs are indifferent and the 7 or 8 score represents their indifference and
passive view of this Training experience.
Detractors FSEs display their negative emotions. “Detractors" are unhappy FSEs
trapped in a bad relationship with the training.
GE Proprietary Information - Privileged and Confidential
October 12, 2015
Where do LMs come from?
Power Output
MW/Thermal Efficiency
44.9 43%
B747
A300
B767, MD-11, A310/330
CF6-80C2
LM6000
34.3/41%
LM2500+G4
C-5
DC-10
23.3/38%
TF39/CF6-6
LM2500
14.3/37%
F/A-18
F-117
F404
LM1600
6
GE Title or job number
10/12/2015
Different types
7
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10/12/2015
Brayton Cycle
Thermodynamic Cycles
Combustion
P
3
Expansion
T
4
4
4.8
4.8
3
5
2
Compression
5
2
Exhaust
V
S
8
GE Title or job number
10/12/2015
Brayton Cycle
2
5
4.8
T
4
4.8
C
HPT
3
LPT
L
CC
3
5
2
4
FUEL
S
C - Compressor
CC - Combustion Chamber
LPT - Low Pressure Turbine
HPT - High Pressure Turbine
L - Load
9
GE Title or job number
10/12/2015
Brayton Cycle: T4
Ugello primo stadio
A
B
Firing Temperature
TB < TA
T B = Firing Temperature (for GE)
10
GE Title or job number
10/12/2015
LM2500 Nomenclature
CFF
Axial co.
CRF
TMF
TRF
Combustion
chamber
LM2500 Plus SAC
LM2500 Plus SAC & HSPT
CFF
Axial co.
Comb. chamber
CRF
TMF
• High Speed
Power Turbine
• 31 MW output
• 6100 rpm PT
speed, as
opposed to
3000/3600 for
LM2500+
LM2500+G4
• Stage added
to compressor
of LM2500
• Longer engine
= larger
footprint
• Increased
Power to
31MW (~25%
higher)
LM2500+HSPT
LM2500+
LM2X ENGINES
• New controls
on LM2500+
engine which
allowed more
air and fuel
throughput
• Increased
Power to 36.3
MW
14
GE Title or job number
10/12/2015
PowerXpand
15
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10/12/2015
LM2500 Plus DLE
LM 6000 SAC
Airbus’ A300 & A310, and Boeing’s 767
The LM6000 provides 40.7 MW from either end of the low-pressure rotor,
rotating at 3,600 rpm.
The twin spool design allows the low pressure turbine to be directly coupled
to a generator, although for 50 Hz generation, a step-down gearbox is used
LM 6000 SAC
19 stage axial compressor:
•
•
5 stages low pressure
14 stages high pressure
30:1 compression ratio
• 2-stage air-cooled high pressure turbine (HPT)
• 5-stage low pressure turbine (LPT)
LM6000 DLE
19
GE Title or job number
10/12/2015
LM6000 example of packaging
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GG Instrumentation and On Engine Devices
• P2/T2
• Speed Sensors
• Vibration Sensor
• T3/P3
• Exaust Gas Temperature and Pressure
• Ignition system
• Flame Sensors
GE Confidential - Distribute to authorized individuals only.
Total Pressure Probe/ Inlet Air Temp. (P2/T2)
P2 T2
T
2
S
24
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10/12/2015
Total Pressure Probe/ Inlet Air Temp. (P2/T2)
P2 - T2
T
2
S
25
GE Title or job number
10/12/2015
Total Pressure Probe/ Inlet Air Temp. (P2/T2)
The gas turbine is equipped with a
probe to measure the inlet total
temperature (T2) and the inlet total
pressure (P2) of the low pressure
compressor (LPC).
The probe is mounted on the gas
turbine variable inlet guide vane (VIGV)
stator case.
GE Confidential - Distribute to authorized individuals only.
Total Pressure Probe/ Inlet Air Temp. (P2/T2)
The probe contains a duplex
resistance temperature detector
(RTD) with an integral lead
terminating at the electrical
interface panel located on the LPC
stator case.
The useful range of T2 extends from
-65 to 140°F (-54 to 60°C).
The probe also has a threaded boss
that may be connected by means of
a tube or hose to a transducer to
measure LPC total pressure P2.
GE Confidential - Distribute to authorized individuals only.
Inlet Air TemperatureT2 requirement
Operation of the LM6000 DLE gas turbine is limited to an
ambient temperature range of -40 to 120° F (-40.0 to 48.9° C).
For the LM6000 DLE gas turbines there are no guarantees on
power or heat rate below -5°F (-21°C).
Emissions are not guaranteed below inlet temperatures below
20°F (-6.7°C).
LM6000-PD starting and base-load operation on natural gas
fuel has been demonstrated to -18°F (-28°C), and operation is
not restricted at low ambient temperatures.
The system shall have the capability to heat the inlet air to
T2 > 0°F (-18°C) to enable successful transition from AB to ABC
mode. This transition will occur at nominally 30 MW.
After baseload operation has been achieved, heating can be
reduced to conserve energy consumption in inlet heater (if
applicable), subject to anti-icing constraints.
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Inlet Air Temperature T2
29
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10/12/2015
HPC Pressure and Temperature (T2.5&P2.5)
T25 P25
T
2.5
S
30
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10/12/2015
HPC Inlet Temperature and Pressure
The LM6000 gas turbine is equipped
with a probe to measure the high
pressure compressor (HPC) inlet
total temperature (T25) and the
inlet total pressure (P25).
The probe contains a duplex RTD,
with two independent RTD outputs.
The probe is mounted on the gas
turbine front frame.
The probe also has a threaded boss
that may be connected by means of
a tube or hose to a transducer to
measure HPC total pressure P25.
31
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T25 Sensor
32
GE Title or job number
10/12/2015
T3 & P3 Sensors
T3 & P3
T
3
S
33
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T3 & P3 Sensors
T3 & P3
T
3
S
34
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10/12/2015
T3 Sensor
High Pressure Compressor
Discharge Temperature Sensor (T3)
The gas turbine includes two high
pressure (HPC) discharge
temperature (T3) sensors as
standard equipment.
The T3 sensors are dual-element
chromel-alumel thermocouples
(K-type) standard.
An integral leads are routed to the
electrical interface panel mounted on
the HPC stator case.
35
GE Title or job number
10/12/2015
HPC Exhaust Air Temperature (T3)
GE Confidential - Distribute to authorized individuals only.
T3 - LM2500
GE Confidential - Distribute to authorized individuals only.
T3 - LM2500
38
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10/12/2015
T3 Sensor
39
GE Title or job number
10/12/2015
P3 Sensor
HPC Discharge Pressure Transducer
Two transducers measure HPC discharge
pressure (PS3) for engine control.
If the transducer or any portion of the
connecting line is located below the interface, a
water trap must be located in the low point
of line and all portions of the line must drain to
the water trap.
The water trap can be constructed by bending a
"U" in the tube and must have a weep hole as
shown in Figure to bleed off any condensate.
Alternatively, the PS3 line can be uniformly
sloped to assure that any moisture drains back
to the combustor case.
40
GE Title or job number
10/12/2015
P3 Redundant Sensors
41
GE Title or job number
10/12/2015
T48 Sensors (11)
T
P48 T48
48
S
42
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10/12/2015
T48 Sensor (8)
T
P48 T48
48
S
43
GE Title or job number
10/12/2015
T48 Sensor
Low Pressure Turbine Inlet Temperature Thermocouples (T48)
Eight (or 11) dual element , separate shielded, chromel-alumel (Type K)
thermocouple probes are installed on the LPT stator case to sense LPT
inlet temperature (T48).
Two flexible harnesses, each connected to four of the probes, are routed
to connectors on the electrical interface panel on the turbine rear frame.
Each probe is electrically independent.
Chromel-alumel contacts and wiring are required between the T48
harness connectors and the control system.
The control system is isolated from ground and is not affected by a short
(zero resistance) from either side (chromel or alumel) of the temperature
sensor to ground.
44
GE Title or job number
10/12/2015
Exhaust Gas T4.8 Temperature
GE Confidential - Distribute to authorized individuals only.
Exhaust Gas T4.8 Temperature (LM2500)
Gas generator exhaust gas temperature is
sensed by 11 thermocouples (TT XG1…11)
installed in the turbine mid frame.
GE Confidential - Distribute to authorized individuals only.
Exhaust Gas T4.8 Temperature (LM2500)
GE Confidential - Distribute to authorized individuals only.
T4.8 Sensor
48
GE Title or job number
10/12/2015
P4.8 Sensor
The gas turbine includes a LPT
inlet gas total pressure (P48)
probe located on the LPT case.
To avoid water freezing in the
instrument line during cold
weather operation, precaution
should be taken to prevent water
entering the line during waterwash, or assuring a method for
clearing the water after washing.
49
GE Title or job number
10/12/2015
Combustor Dynamic Pressure Sensors
Dynamic
Pressure
Sensor
50
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10/12/2015
Combustor Dynamic Pressure Sensors
Dynamic
Pressure
Sensor
51
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10/12/2015
Combustor Dynamic Pressure Sensors
The gas turbine is equipped with two combustor dynamic pressure
sensors.
These sensors are mounted on the combustor case.
The pressure transducers are piezoelectric charge devices similar to
vibration monitoring accelerometers.
52
GE Title or job number
10/12/2015
Combustor Dynamic Pressure Sensors
54
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10/12/2015
Hydraulic Control Unit
Hydraulic
Control
Unit
57
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10/12/2015
Hydraulic Control Unit
Hydraulic
Control
Unit
58
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10/12/2015
Hydraulic Control Unit (LM6000)
The HCU is an assembly comprised of :
• dual pressure regulator
• three electrohydraulic servo valves
• provision for the VG hydraulic filter.
The unit consists of a regulator block
and valve block.
The regulator block contains: two relief
valve type pressure regulators which
control supply pressure to the
VBV and VSV / VIGV servo valves
A pressure dropping orifice between the
two regulators which controls flow to
the lower pressure VSV / VIGV system;
59
GE Title or job number
10/12/2015
Hydraulic Control Unit (LM6000)
The valve block contains the servo valves.
• One servo valve controls the position of the six VBV actuators.
• The second servo valve controls the position of the two VIGV actuators.
• The third servo valve controls the position of the two VSV actuators.
Variable bleed valves
(VBV)
Variable stator vanes
(VSV)
60
Variable inlet-guide vanes (VIGV)
GE Title or job number
10/12/2015
LM6000 SAC Engine Sensors
Fuel & actuation system
Engine & gearbox lubrication
HPTACC
Ch A
Ch A
Ch A
Ch AA
Ch
Ch B
P
Lube Supply
Engine
Sumps
T
S
C
A
V
D
P
Engine
Bleed
VSV
Lube
Scav
EOL
Anti-ice
(To Inlet)
Ch B
Ch A
Ch B
Ch A
Ch B
To Cockpit
Ch B
Ch A
DP
Tank
Gear
Pump
VBV
Servo
Main
F/O HX
IDG
F/O HX
Wash
Screen
HPT
Servo
LPT
Servo
STB/AI
Servo
Press
& S/O
Switch
Heated Servo Supply
Manifold
Pcr
Reg
FMV
Filter
Servo
F/O HX
Servo
VSV
Servo
FMV
Servo
Screen
Fuel Pump
LPT
Ch A
Ch B
DP
Screen
STB
(To Fan Duct)
Ch B
Filter
Fuel
Inlet
Anti-ice/STB
Ch B
VBV
HPSOV
Sol
Bypass
Valve
Overspeed
Function
BSV
Servo
Flow
Meter
Ch B
BSV Ch A
Ch B
62
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Hydraulic Control Unit
63
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VIGV
VIGV
64
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VIGV
One Servovalve drives two Hydraulic cylinder actuators those performs the
VIGV modulation
Positions of the VIGV are provided to the control system by independent
pairs of linear variable differential transformers (LVDT).
65
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VIGV Servovalves
66
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10/12/2015
VIGV - LVDT
67
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Servo Actuator System
68 /
GE Proprietary /
October 12, 2015
Servo-actuator Simplify Diagram
GE Proprietary Information - Privileged and Confidential
69 /
GE /
October 12, 2015
Servo-Valve applied to a Gas Control Valve
GE Proprietary Information - Privileged and Confidential
70 /
GE /
October 12, 2015
Moog Servo-Valve (Flapper Type)
GE Proprietary Information - Privileged and Confidential
71 /
GE /
October 12, 2015
Moog Servo-Valve – inside view
GE Proprietary Information - Privileged and Confidential
72 /
GE /
October 12, 2015
Moog Servo-Valve – Torque Motor
GE Proprietary Information - Privileged and Confidential
73 /
GE /
October 12, 2015
Moog Servo-Valve – Torque motor breakdown
GE Proprietary Information - Privileged and Confidential
74 /
GE /
October 12, 2015
Moog Servo-Valve – Oil filter
GE Proprietary Information - Privileged and Confidential
75 /
GE /
October 12, 2015
Moog Servo-Valve – Servo Oil Path
GE Proprietary Information - Privileged and Confidential
76 /
GE /
October 12, 2015
Moog Servo-Valve – Nozzles oil collectors
GE Proprietary Information - Privileged and Confidential
77 /
GE /
October 12, 2015
Moog Servo-Valve – Spooler & Bushing
Spooler
GE Proprietary Information - Privileged and Confidential
Bushin
g
78 /
GE /
October 12, 2015
Moog Servo-Valve – Flapper & Nozzles
Flapper
Nozzl
e
Feedback spring
GE Proprietary Information - Privileged and Confidential
79 /
GE /
October 12, 2015
Conversion Torque - Position
GE Proprietary Information - Privileged and Confidential
80 /
GE /
October 12, 2015
Conversion Torque - Position
GE Proprietary Information - Privileged and Confidential
81 /
GE /
October 12, 2015
Servo-Valve: Ports Position
Piston Port 1
Return Port
Piston Port 2
Polarization pin
Pressure Port
Inverting the mounting…. No modulation! Damage!
GE Proprietary Information - Privileged and Confidential
82 /
GE /
October 12, 2015
Moog: Code Selection
Flow= GPM = Gallon Per
Minute
GE Proprietary Information - Privileged and Confidential
83 /
GE /
October 12, 2015
Abex Servo-Valve (Jet Pipe Type)
In 1957 R. Atchley devised a two stage servo-valve with a first
stage based on a jet pipe valve. This valve provided a single
oil inlet path Instead of the dual path in flapper-nozzle valves,
thus providing a measure of reliability for a particular failure
mode.
GE Proprietary Information - Privileged and Confidential
84 /
GE /
October 12, 2015
Abex Servo-Valve (Jet Pipe Type)
GE Proprietary Information - Privileged and Confidential
85 /
GE /
October 12, 2015
Servo Valve rated flow and Actuator SLEW
TIME
% stroke
100 %
stroke
5 GPM
2.5 GPM
0%
0.17
GE Proprietary Information - Privileged and Confidential
0.34 Slew time
86 /
GE /
October 12, 2015
GE Actuators SLEW TIMES
GE Proprietary Information - Privileged and Confidential
87 /
GE /
October 12, 2015
Moog specs by O&G
GE Proprietary Information - Privileged and Confidential
88 /
GE /
October 12, 2015
Mechanical Bias
Spooler
Bushin
g
Keeps the hydraulic valve in the
safe condition (i.e. GCV full
close) in absence of command
current.
GE Proprietary Information - Privileged and Confidential
89 /
GE /
October 12, 2015
GE Proprietary Information - Privileged and Confidential
90 /
GE /
October 12, 2015
Negative current (more than Null Bias) to open
Position (%)
Current (mA)
(10% of nominal current = 10% of 8 mA)
GE Proprietary Information - Privileged and Confidential
91 /
GE /
October 12, 2015
Servo-Valve Voltage to Current conversion
1 coil
of
Moog
servo
valve
Vfbk
GE Proprietary Information - Privileged and Confidential
92 /
GE /
October 12, 2015
Moog ServoValve Coils Wire Color Code
Inverting two couples of wires...
…Invert hydraulic actuator direction of
movement!
+ Orange
+ Red
+ Yellow
- Green
- Blue
- White
GE Proprietary Information - Privileged and Confidential
93 /
GE /
October 12, 2015
Effect on servo current in case of a fault in one
core
GE Proprietary Information - Privileged and Confidential
94 /
GE /
October 12, 2015
SRV Currents (Core R, S, T)
GE Proprietary Information - Privileged and Confidential
95 /
GE /
October 12, 2015
SRV Currents (Core S, T shutdown test)
GE Proprietary Information - Privileged and Confidential
96 /
GE /
October 12, 2015
VBV & VSV
VSV
VBV
97
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10/12/2015
VBV & VSV Servovalves
98
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10/12/2015
VBV & VSV - LVDT
99
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10/12/2015
VBV & VSV - LVDT
100
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VIGV VBV & VSV schedule (LM6000)
% Stroke
Close
Open
Correct Speed (RPM)
101
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VIGV & VSV LM2500
VIGV
VSV
102
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VIGV & VSV mechanical servo – old LM2500
103
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10/12/2015
VIGV & VSV mechanical servo – old LM2500
104
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10/12/2015
VIGV & VSV mechanical servo – old LM2500
105
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10/12/2015
VIGV & VSV Hydraulic Actuator -old LM2500
106
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10/12/2015
VIGV & VSV Hydraulic Actuator - old LM2500
107
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10/12/2015
VIGV & VSV LM2500+
108
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10/12/2015
VIGV & VSV Hydraulic actuator LM2500+
109
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10/12/2015
VIGV & VSV LM2500+
110
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10/12/2015
VIGV & VSV Actuator LM2500+
111
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10/12/2015
HP Compressor Stage 8 Bleed
HP Compressor
8’ Stage Bleed
112
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HP Compressor Stage 8 Bleed (VBV)
113
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10/12/2015
HP Compressor Stage 8 Bleed (VBV)
The LM6000-PD/-PF gas turbine includes a manifold fitting for stage 8 bleed
air extraction. Stage 8 bleed supplements the variable bypass valve (VBV) and
stage 14 bleed for combustor temperature control.
Positions of the stage 8 bleed valve are monitored by two LVDTs each valve.
114
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HP Compressor Stage 8 Bleed (VBV)
115
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10/12/2015
HP Compressor Stage 14 Bleed
HP Compressor
14’ Stage Bleed
116
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10/12/2015
HP Compressor Stage 14 Bleed
The LM6000 DLE gas turbines include a manifold fitting for stage 14
compressor discharge pressure (CDP) bleed air extraction.
CDP bleed supplements the VBV and stage 8 bleed for combustor
temperature control.
117
GE Title or job number
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HP Compressor Stage 14 Bleed
Each bleed air valve assembly is an integrated
component consisting of a butterfly-type air flow
valve, a hydraulically operated
The bleed air valves are installed off-gas turbine,
within the enclosure.
Valves are designed to fail to the open position.
118
GE Title or job number
10/12/2015
HP Compressor Stage 14 Bleed
Each bleed air valve is hydraulically
operated actuator with an electronically
controlled servovalve (Moog) , and a dualredundant linear variable differential
transformer (LVDT) position feedback
sensor.
119
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Compressor Bleed Piping
CDP Bleed Piping
8th Stage Bleed Piping
120
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HP Compressor Stage 14 Bleed
121
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10/12/2015
HP Compressor Stage 14 Bleed
122
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10/12/2015
Thrust Balance Control System
Thrust Balance
Valve
123
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Thrust Balance Control System
Balance piston airflows are
provided to maintain a reasonable
constant load (fore and aft) on the
two thrust bearings during
transient speed conditions for
longer thrust bearing.
The high pressure air (HPC stage 11
air) pushes on the balance piston
disk surface forward, controlling
the axial thrust loading on the No.1
bearing within design limits.
LP rotor thrust balance on the
LM6000-PA is maintained by an off
engine located servo-valve driven
hydraulic actuated valve with LVDT
feedback.
124
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Thrust Balance Valve
125
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Thrust Balance Valve
126
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Trust balance Servo & LVDT
127
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LP Compressor Rotor Speed Sensors (XN2)
XN2
128
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LP Compressor Rotor Speed Sensors (XN2)
LPC blade passing frequency will
produce an electrical output which
is proportional to the rotor speed.
Harnesses are routed to the
electrical panel mounted on the
LPC case.
GE Confidential - Distribute to authorized individuals only.
HP Rotor Speed Sensors (XN25)
XN25
130
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HP Rotor Speed Sensors (XN25)
XN25
131
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HP Compressor Rotor Speed Sensors (XN25)
Two reluctance-type speed sensors
are provided in the accessory gear
box for sensing high pressure (HP)
rotor speed.
The speed signal is produced by
sensing passing gear teeth on a spur
gear in the gearbox.
GE Confidential - Distribute to authorized individuals only.
HP Compressor Rotor Speed Sensors (XN25)
GE Confidential - Distribute to authorized individuals only.
Principle of Electromagnetic Tachometer
An electromagnetic tachometer
senses angular velocity by induced
e.m.f. by the variation of magnetic
flow.
wn
N
S
Q=w t
Flux:
Induced e.m.f.:
Output signal:
Magnet
and Coil
E
HP Rotor Speed Sensors (XN25)
Two reluctance-type speed sensors are provided in the accessory gear box for sensing HP rotor
speed.
The speed signal is produced by sensing passing gear teeth on a spare gear in the gearbox.
136
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HP Rotor Speed Sensors (XN25)
137
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LP Turbine Speed Sensors (XNSD)
XNSD
138
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LP Turbine Speed Sensors (XNSD)
Two reluctance-type speed sensors are provided in the turbine rear frame
at struts No. 4 and No. 12 to sense LPT speed.
The speed signal is produced by sensing passing "gear teeth" mounted on
the LP turbine shaft.
The speed sensor output is a symmetrical waveform and will have 48
positive going through zero crossings and 48 negative going through zero
crossings per revolution. The zero crossing will be (normally) uniformly
spaced.
139
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LP Turbine Speed Sensors (XNSD)
140
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LP Turbine Rotor Speed Sensors (XNSD)
XNSD
141
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10/12/2015
LP Turbine Rotor Speed Sensors (XNSD)
The speed signal is
produced by sensing
passing gear teeth
mounted on the LPT
shaft.
Two reluctance-type
speed sensors are
provided in the turbine
rear frame (TRF)
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Engine Operating Parameters
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Compressor and Turbine Vibration Sensors
Acceleromiter
TRF
Acceleromiter
TRF
144
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Vibration Sensor (Accelerometer)
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CRF Vibration Sensor
The engine is equipped with one
accelerometer installed on the
compressor rear frame (CRF).
This accelerometer provides
protection against self induced
synchronous vibration.
The sensor is capable of monitoring
high-speed rotor vibration levels.
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CRF Vibration Sensor
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TRF Vibration Sensor
The engine is equipped with one
accelerometer installed on the
Turbine rear frame (TRF).
This accelerometer provides
protection against self induced
synchronous vibration.
The sensor is capable of monitoring
high-speed rotor vibration levels.
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Accelerometers Filtering
Recommended monitoring
system to be used in
conjunction with the gas
turbine accelerometers is
shown in figure.
The vibration sensors are
provided to monitor gas
turbine frequencies.
Each sensor is capable of
monitoring both the HP
and the LP rotor vibration
levels.
The block diagram shown
in Figure shows the
recommended vibration
monitoring system which
is provided.
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Accelerometers
Filtering
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Accelerometers CRF
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Accelerometers TRF
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Ignition Exciter
Ignition
spark plug
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Ignition Exciter
An ignition exciter and lead is standard for LM6000 SAC models and gas
fueled LM6000 DLE models.
During the start sequence, ignition of the fuel is achieved by exciting a high
energy igniter plug. A standard ignition system which consists of a high
energy capacitive discharge exciter, a lead and an igniter plug.
On Dual Fuel DLE gas turbines two ignition systems are provided as
standard because starting on liquid fuel requires firing both igniters.
The exciter is to be mounted off-gas turbine. Maximum allowable
temperature of the ignition exciters is 250° F (121.1° C) when operating and
325° F (162.8° C) when de-energized.
Duty cycle is: 90 seconds ON max, 2 start cycles in a 30- minute period
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Ignition Exciter
The ignition system includes one high energy igniter, one off-gas
turbine mounted exciter, and one ignition lead.
155
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Redundant Ignition System (liquid fuel)
During start up, the ignition
system produces the high
energy sparks that ignite the
fuel-air
mixture
in
the
combustor.
It consists of :
2 spark igniters
2 ignition leads
2 ignition exciters
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Ignition System
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Ignition System
The ignition system consists of one high-energy igniter, one high
energy
capacitor-discharge
ignition
exciter,
and
the
interconnecting cables. The ignition cable is interconnected directly
between the package-mounted exciter and the igniter, which are
mounted on the engine CRF.
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Ignition System
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Ignition System
Normal Ignition Duty Cycle
75 sec. on, 90 sec. off
75 sec. on, 90 sec. off
75 sec. on, 30 min. off
or
45 sec. on, 120 sec. off
for 4 cycles
followed by 30 minutes OFF
The maximum duty cycle is a maximum of 90 seconds ON and two start cycles
within a 30 minute period
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Ignition System
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Flame Detection (by SW)
Flameout detection is based on rate of change of gas turbine high pressure
rotor speed (N25DOT).
The control panel recognize a flameout if the deceleration rate of the engine
is greater than a threshold scheduled as a function of corrected core speed
and engine inlet temperature for a persistence time of 430 milliseconds.
The total time for the core control to declare a flameout is < 600 milliseconds.
The engine control normally regulates fuel flow during deceleration based on
sensed N25DOT; and a N25DOT deceleration rate scheduled as a function of
core speed and engine inlet temperature.
If a flameout occurs, sensed N25DOT is greater than the scheduled
deceleration rate, and the engine control initiates corrective action by closing
the fuel shutoff valves initiating and Emergency Shutdown.
.
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Flame Detection (by SW)
Figure displays a sample threshold N25DOT, typical sensed N25DOT for
controlled deceleration, and the typical sensed N25DOT during a flameout
event.
This figure demonstrates N25DOT is differentiated by the control for
determination of flameout or non flameout based on the designed threshold
LM6000 N25DOT Characteristic for
Controlled Rapid Deceleration and Loss
of Flame Deceleration
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Flame Detection (Optical)
The flame sensors can be optical UV photocathode type (Honeywell) or
solid state, silicon carbide SiC (Router Stoke)
If optical flame sensors are used, loss-of-flame protection initiates an
emergency shutdown if both of the two flame detectors indicate loss of
flame for 320 milliseconds and XN25 is below 9,500 RPM, when operating
on gas fuel.
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UV Flame Detector
UV Flame Detector
UV Flame Detector
The UV ray hit the photocathode and
extract electrons from the metal for
photoelectric effect.
The strong electric field created by the
tube's electrodes accelerates the
electrons towards the anode.
The electrons gain sufficient energy to
ionize further gas molecules through
collisions on the way, creating an
avalanche of charged particles.
This results in a short , intense pulse of
current which passes (or cascades) from
the negative electrode to the positive
electrode and is measured or counted.
SiC Flame Tracker
SiC Minimizes Nuisance Trips
100
FLAME
RELATIVE RESPONSE (%)
80
GM Tube
Peak sensitivity is
at 190 nm, while
flame intensity peak is
310nm
60
40
GE SiC FLAME
TRACKER™
Optical & Electrical Characteristics
Closely Match Flame Emissions UV
20
0
200
250
300
350
400
450
WAVELENGTH, nm
Detector response matched to flame emission peak
>Greater sensitivity at critical wavelengths + more available energy
>SiC detector signal-to-noise ratio enhanced over GM type
>Better able to see through mist of oil, distillate, or on-line water wash172
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SiC and Honeywell Installation
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Honeywell Flame Detection LM2500
Honeywell Flame Detection LM2500
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Flame Detection
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Fuel Staging Valve
It is solenoid actuated to close during combustor staging.
The DLE fuel distribution system includes staging valves.
Each staging valve is configured to be driven by a DC voltage source
The fuel staging valve is normally open: energizing the solenoid to close the
valve.
Each staging valve incorporates a 3 wire single pole, double throw switch for
valve position detection.
The switch contacts are closed when the valve is open, and the contacts are
open when the valve is closed.
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Fuel Staging Valves
Fuel staging valves are included as an integral part of the DLE fuel
system, controlling fuel distribution to the three combustor domes.
These valves are mounted on the gas manifold provided as part of
the fuel system.
The LM6000-PD gas fuel system includes a total of 11 staging
valves mounted on side panels, with a 5/5/1 arrangement for the Aring, C-ring, and ELBO circuits respectively.
The B-ring is on continuously.
The LM6000-PF gas fuel system includes 13 staging valves mounted
on side panels with a 5/2/5/1 arrangement for the A-ring, Bring, Cring, and ELBO circuits respectively.
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Synthetic Oil Chip Detectors
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Synthetic Oil Chip Detectors
Chip detectors indicate if there are
metal chips in the oil lines (coming
from AGB bearings): this would
indicate a possible bearing failure.
Oil from chip detectors is filtered by
100 micron filters at the inlet of
scavenge pump.
The GG engine is equipped with
electrical/magnetic remote-reading
chip detectors in the AGB Sumps
Each chip detector indicates chip
collection when resistance across
the detector drops below 100 ohms.
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Synthetic Oil Chip Detectors
The threaded plug portion of the
chip detector includes a terminal
shaft and pole piece separated
from a magnet in the plug
body by insulators.
When ferrous metal particles are
sufficient in size or accumulation
to bridge the gap between the pole
piece and the magnet, the
resistance between the two
electrodes decrease to alarm the
operator.
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200 ohm
250ohm
Filter
Filtro
Filter
Support per filtro
Supporto
Chip Detector Support
I° electrode
I° elettrodo magnetico
Supporto chip
detector
II° elettrodo II° electrode
Chip Detector Fixing
Chip detector con
fissaggio a baionetta
Connector
Connettore
Input voltage to the chip detectors shall be 24-VDC
maximum, with maximum input current of 40 mA
and calibrated to provide an alarm signal when
resistance across the detector falls below 100 Ohms.
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150ohm
100 ohm
Synthetic Oil Chip Detectors
Chip detector
Synthetic Oil Chip Detectors
The LM6000 gas turbine is equipped with electric/magnetic remote readout
chip detectors in the transfer gearbox (TGB)/A-sump, B-sump, and common
scavenge return lines.
Control system generate an alarm if the resistance across the chip detector
is below 100 ohms.
184
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Synthetic Oil Chip Detectors (LM6000)
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Synthetic Oil Chip Detectors (LM2500)
GE Confidential - Distribute to authorized individuals only.
Synthetic Oil Chip Detectors Issues
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Synthetic Oil Chip Detectors Issues
chip detector debris
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Lube Oil supply and scavenge Temperature
Seven dual-element, platinum RTDs are provided as standard equipment
on the gas turbine for measurement of the lubricant oil supply and
scavenge oil temperatures.
These RTDs sense temperatures of the bearing lube supply and the
scavenges of the individual sumps, AGB, transfer gearbox (TGB)/A, B, C, D,
and E.
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Lube oil: scavenge oil temperatures
190
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Lube oil: supply oil temperatures
Figure 1. Three or Four Wire Circuits for Lube Temperature RTD's
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Electrical Interconnection Panels
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LM2500+ DLE Gas Fuel System
DLE Gas
System
194
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LM 6000 DLE Gas Fuel System
DLE Gas
System
195
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Gas Fuel Block and Vent Valves
196
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Gas Fuel Metering Valve (3103 & EM35)
197
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Nozzle Critical (sonic) flow
PR =
Pi
Po
Sonic
Subsonic
Po
Pi
throat
Pi = input pressure
Po=output pressure
Pcr= critical pressure
Pcr
Pi
Po
Critical pressure ratio
 k  1
PRcr = 

 2 
k
k 1
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Nozzle Sub-Sonic flow
2 k 1

 Pi  k
w = Ae Po  
 Po 

P 
 i 
 Po 
 k 1 
k
 2 gc k
Pi
for
 PRcr

Po
 RT  k  1

P i = input pressure
P o=output pressure
P cr = critical pressure
A e=Orifice Eff. Area
In Sub-sonic mode (Po > Pcr) the Mass Flow (w) depends from pressure ratio
(pi/po), Ae,K,T
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Nozzle Sonic flow
w = Ae Pi
k 1
 k 1
gc k  2
RT  k  1 
Pi
for
 PRcr
Po
P i = input pressure
P o=output pressure
P cr = critical pressure
A e=Orifice Eff. Area
In sonic mode (Po < Pcr) the Flow (w) is independent from pressure ratio
(pi/po) V2/kRTS is by definition the Mach number squared.
For sonic throat conditions M = 1 and the nozzle is choked.
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High Speed Power Turbine
Aux Systems
HSPT assembly
202
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HSPT Frame and Struts
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PT speed vs GG Speed
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HSPT Exhaust Temperature
HSPT Instrumentation and Range Limits
Rotor speed
Acceleration
HSPT inlet gas temperature, SAC engine - gas and liquid fuel
HSPT bearings
HSPT bearing temperature
8 bearing temperature detectors placed as follows
•2 detectors in the nr.1 journal bearing. (alarm 110°C - trip 120°C)
•2 detectors in the nr.2 journal bearing. (alarm 110°C - trip 120°C)
•2 detectors in the thrust bearing active side. (alarm 115°C - trip 130°C)
•2 detectors in the thrust bearing inactive side. (alarm 115°C - trip 130°C).
Wheel-spaces TC
The wheelspace thermocouples nomenclature is coded in order to
locate the TCs in an easy way:
TTWS n xz j
n = wheel number
x = Position respect to the hot gas flow.
(F = Forward : the gas flows in the blades of the wheel)
(A = After
: the gas flows out the blades of the wheel)
z = Position respect the sealing along the cooling air flow.
(I = Inner: Internal, between the shaft and the sealing)
(O = Outer: External, between the sealing and the hot gas path)
j = 1,2 (number of the two TCs)
Wheel-spaces TC tags Example (not HSPT)
TT-WS1FI
TT-WS1AI
TT-WS2FI
TT-WS2AI
HSPT Weelspace thermocouples
HSPT Weelspace thermocouples
HSPT Weelspace thermocouples
“Location”
TTWS2F
TTWS2A
TTWS1F
TTWS1A
HSPT Weelspace thermocouples
TT WS 1FI-1 P.T. wheel space temp. Forward 1 stage 350 °C Alarm
365 °C Normal Shut Down
TT WS 1FI-2 P.T. wheel space temp. Forward 1 stage 350 °C Alarm
365 °C Normal Shut Down
TT WS 2FI-1 P.T. wheel space temp. Forward 2 stage 450 °C Alarm
465 °C Normal Shut Down
TT WS 2FI-2 P.T. wheel space temp. Forward 2 stage 450 °C Alarm
465 °C Normal Shut Down
TT WS 1AI-1 P.T. wheel space temp. after 1 stage
400 °C Alarm
415 °C Normal Shut Down
TT WS 1AI-2 P.T. wheel space temp. after 1 stage
400 °C Alarm
415 °C Normal Shut Down
TT WS 2AI-1 P.T. wheel space temp. after 2 stage
450 °C Alarm
465 °C Normal Shut Down
TT WS 2AI-2 P.T. wheel space temp. after 2 stage
450 °C Alarm
465 °C Normal Shut Down
HSPT Speed Pick-up & B&N Proxymitors
1) 1 Key Phasor.
2) 2 No Contact Probe for axial displacement reading.
3) 4 No Contact Probe for radial displacement: two on
bearing #1 side and two on bearing #2 side.
Bently Nevada Probes inside the HSPT.
Bently Nevada Probes Radial on bearing #2
Speed Pick-up
1
“Speed Pick-up gap check”
3 Speed pick up:
2 for reading
1 for overspeed
(This GT does NOT get
mechanical overspeed).
Speed Pick-up- phonic wheel
Vibration sensor (Accelerometer)
N. 1 Accellerometer
Velocity limits: Alarm 12.7 mm/sec (0.5 inch/sec)
Trip
25.5 mm/sec (1 inch/sec)
Vibration sensor (Accelerometer)
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