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GENERAL DESCRIPTION OF MITSUBISHI M701F GAS TURBINE

1.

INTRODUCTION
Since 1963, MHI has delivered, or has on order, gas turbine units with capacities
ranging from 6 MW to 330 MW for various industrial and utility applications. The
operating experience of these units has been highly appreciated by our customers.
These satisfied customers have acknowledged the advanced and reliable
technology that MHI has developed and incorporated into the units.
In particular, the M501F/M701F gas turbines combine large capacity and high
efficiency.

The M501F/M701F gas turbines were developed based on the

fundamental structure of the highly reliable M50lD/M701D, with which MHI has long
term operating experience. The first M701F unit has been in reliable operation
since June, 1992.
MHI packaged gas turbine units have the capability to function as a compact, selfcontained, electric power generating plant.

The gas turbine package as single

shaft system is designed as an integrated power plant consisting of the three (3)
major assembled components; the gas turbine package, the steam turbine and the
generator-exciter.
As associate systems, including the fuel systems, inlet air system, exhaust gas
system, and the coolers, are integrated into the gas turbine package
The package is completed by the addition of the control panel cubicles, motor
control centers, medium voltage switch-gear cubicles, transformers, etc.

Major

assembled components are separately shipped to the site due to shipping


limitations, and require only simple connections to complete the site assembly.

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The package, when assembled at the site, is ready for final connections to the
purchasers electric utility grid, fuel supply pipe lines and exhaust gas ductwork to
heat recovery steam generator.
The package is capable of start up by the Purchasers electric power supply and
fuel supply.
2.

GAS TURBINE AND AUXILIARIES


The gas turbine and mechanical auxiliaries will be made up of the following major
equipment:

2.1

SIMPLE AND OPEN CYCLE, SINGLE SHAFT GAS TURBINE FOR POWER GENERATION
INCLUDING THE FOLLOWING EQUIPMENT AND SYSTEMS IN THE PACKAGE:

2.2

Axial compressor - 17 stages.

Cannular combustor - 20 cans.

Axial turbine - 4 stages.

Ignition and flame superv ision system.

Dual fuel nozzle equipped to burn Natural gas or Distillate oil.

Surge protection system.

Turbine hot part cooling system with rotor cooling air cooler.

Fuel gas system including orifice type flow meter and control valves.

Fuel oil system including oval gear type flow meter and control valves.

AUXILIARY SYSTEM CONTAINING:

Lubrication oil system common to combustion gas turbine, steam turbine and
generator including reservoir, duplex oil filter, two 100% duty lube oil coolers,

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one 100% duty AC motor driven main lube oil pump (A), one 100% duty AC
motor driven main lube oil pump (B) arranged for automatic start-up, one DC
motor driven emergency oil pump arranged for automatic start-up, vapour
extractor, oil purifier, level switches, bearing oil header pressure regulator,
bearing supply temperature controller and instrument.

Starting dev ices including starting frequency converter system

Control oil supply system common to combustion gas turbine and steam
turbine

2.3

INLET AIR SYSTEM CONTAINING AIR FILTRATIONS, SILENCER TRANSITION SECTION, AND
EXPANSION JOINTS.

2.4

EXHAUST GAS SYSTEM INCLUDING EXPANSION JOINTS BETWEEN TURBINE EXHAUST AND
EXHAUST DUCT.

2.5

PACKAGED CO2 GAS FIRE PROTECTION SYSTEM.

2.6

WET TYPE COMPRESSOR CLEANING SYSTEM.

2.7

WATER INJECTION SYSTEM.

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3.

SPECIFICATION

3.1

GAS TURBINE
The M701F gas turbine consists of a 17-stage, high efficiency axial compressor,
combustion chamber equipped with 20 combustors arranged in a circular array
around the engine, and a 4-stage reaction type turbine. The gas turbine is directly
coupled to the steam turbine and generator at the compressor end.
Ambient air is drawn through the inlet manifold and inlet casing into the
compressor. It is pressurized to approximately 17 atmospheres and fed into the
combustors, where it is mixed with fuel and ignited, raising the temperature of the
mixture of air and combustion products. The compressed and heated mixture then
expands through the turbine, dropping in pressure and temperature as the thermal
energy is absorbed and converted into mechanical work. A portion of the power
thus developed by the turbine is used for driv ing the compressor, with the balance
of power used to drive the generator. The expanded gases are then exhausted to
atmosphere through the main stack v ia a heat recovery steam generator (HRSG).
The general configuration of the M701F gas turbine is illustrated in the attached
figure.

Several basic, long established design concepts and philosophies are

ev ident such as the two bearing, single-shaft construction, cold-end power drive,
and axial exhaust.
These fundamental, time proven concepts used by MHI for over 30 years have now
become industry standards.
CASINGS
All engine casings are horizontally split to facilitate maintenance with the rotor in
place. Inlet and compressor casings are cast from modular iron and cast steel
respectively. Combustor, turbine, and exhaust casings are alloy steel.

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The inlet bearing housing is supported by eight radial struts while the turbine end
bearing housing is supported by six tangential struts. Airfoil shaped covers protect
the tangential struts from the blade path gases and support the inner and outer
diffuser cones.
Tangential struts maintain alignment of the bearing housing by rotating it, as
required, to accommodate thermal expansion.
Indiv idual inner casings (i.e. blade rings) are used for each turbine stationary stage
and can be readily replaced or serv iced with the rotor in place. Similar blade rings
have been added in the compressor for stages eight through seventeen.
The blade rings have a thermal response independent of the outer casing. They
can be aligned concentric to the rotor to prevent blade rubs, minimize clearance,
and

maximize

performance.

ROTOR ASSEMBLY
The M701F gas turbine has a single rotor and is supported by two tilting-pad
bearings. The thrust bearing is a double acting multi-pad type thrust bearing that
uses leading edge groove lubrication. The compressor rotor is comprised of a
number of elements that are spigotted and bolted together by the through bolts.
The turbine rotor is made up of discs using coupling that are bolted together by the
through bolts.

The CURVIC coupling consist of toothed connection arms that

extend from adjacent discs and interlock, prov iding precise alignment and torque
carrying features.
The stationary vanes and rotating blades for the first two turbine stages are coated
for corrosion protection.

Compressor diaphragms are also coated to improve

aerodynamic performance and corrosion protection.

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The turbine blades have side entry, fir-tree shaped roots. Any turbine or
compressor blade can be removed for inspection and replaced without disturbing
the other blades or lifting the rotor.

COMPRESSOR
The air inlet system, which contains the inlet silencer, delivers air to the
compressor. The compressor, a 17-stage axial flow design of 17:1 pressure ratio is
based on the highly successful M50lF compressor. Flow and pressure coefficients
of the M701F compressor have been kept similar to the M501F compressor by
increasing the mean diameter of the stages to accommodate the approximately
50% increase in flow according to the scale design method. In addition, the rear
stages of the new compressor have one additional stage to accommodate the
increased pressure ratio.
Inter-stage bleeds for starting and cooling flows are at the sixth, eleventh, and
fourteenth stages. The compressor is also equipped with variable inlet guide vanes
to improve the compressor low speed surge characteristics and for improved part
load performance in combined cycle applications.
The compressor blade path was designed using a three dimensional flow field
analysis computer program. Rotor blades have double circular arc designs in the
first four stages. The stators and all other rotor blades have conventional airfoil
sections. All rotor blades incorporate an improved root design that has flat contact
faces (as in turbine blade roots) which allows the blades to be removed in the field
with the rotor in place. In most stages, a conservative design approach allows for
the

continued

use

of

the

standard

strength

grade

of

chrome

steel.

In the front stages, 17-4PH (i.e.17% Cr precipitation hardened stainless steel) is


introduced to maintain acceptable factors of safety.
Stationary blading, fabricated into two 180 diaphragms per stage for easy

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removal, maintains the highly efficient inner-shroud sealing system currently used
on the M701F. These seals are supported by machined seal rings, which can be
removed to facilitate inspection and maintenance of shrouds and seals. The exit
guide vane is used to straighten the flow leav ing the compressor.
blading

and

shrouds

use

standard

strength

chrome

steel

Stationery
throughout.

COMBUSTION SYSTEM
The combustion system consists of 20 combustion chambers, fuel nozzles, an
ignition system, and flame detectors. Each combustion chamber comprises of two
main units, i.e. the combustor basket and the combustor transition piece. With gas
firing, the combustor can achieve low NOx emissions without water injection for
NOx reduction. The optional dry low NOx combustor features a two stage burner
assembly and a bypass valve.

The bypass valve directs a portion of the

compressor delivery air directly into the transition piece to enhance flame stability
during starting and to maintain desired fuel variations ratio during loading. This
unique valving system is then modulated to full closed at full load. MHI has been a
pioneer in the development of the dry low NOx combustor and has obtained the
desired results in an operating plant.
Combustion of the fuel that supplies the energy for the turbine takes place in
combustion

chambers

which

are

arranged

circumferentially

between

the

compressor and the turbine. Each combustion chamber is fabricated from nickel
base super alloy. Fuel enters the combustor basket through a fuel nozzle located
in an opening at the upstream end of the basket and is mixed with compressed air.
The basket is perforated and designed to induce turbulent mixing of the fuel and
air.
Two combustor baskets are fitted with a steel grommet for the flame scanner, and
another two combustor baskets are fitted with a steel grommet to receive the spark

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plug. The cross flame tubes are interconnected to link all combustor baskets for
flame propagation when starting, and to maintain a pressure balance when the
engine is running. The ignition system is so arranged to ignite at a predetermined
speed point and shut off after the completion of ignition.
The combustion system includes the following features:

Multiple can (20 baskets) type combustors are placed radially at an angle
between the compressor and turbine.

One set of fuel nozzles equipped to burn Natural gas or Distillate oil.

An ignition system including spark plugs mounted on retractable pistons,


ignition transformers and interconnecting wiring.

Two ultra-v iolet (UV) detector sets (i.e.two each for two baskets) for ignition
monitoring.

Interconnectors to carry the flame to the other combustor baskets.

Thermal

insulation

material

for

high

temperature

parts.

TURBINE
The turbine design of the M701F maintains moderate aerodynamic loading despite
the increased inlet temperature by choosing a 4-stage turbine.

Furthermore,

improvements in aerodynamic airfoil shapes have been made possible by utilization


of a fully three dimensional computer flow analysis.

This sophisticated airfoil

design approach was employed to ensure that the turbine has the highest practical
aerodynamic efficiency.
The first and second stages on the turbine rotor blades are of the free-standing

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type. The third and fourth stages use integral Z-tip shrouds.
This approach addresses increases in power and mass flow, which introduce the
potential for flow induced non-synchronous v ibration caused by the aeroelastic
interaction between blade structure and flow.
The first turbine stationary row consists of precision cast, single vane segments of
super alloy. As in past M70lD designs, the row 1 single vanes are removable,
without any cover lift, through access manways. Inner shrouds are supported from
the torque tube casing to limit flexural stresses and distortion, thus maintaining
control of critical row 1 vane angles. Precision cast, two vane segments of super
alloy are used for the second turbine stationary row. The third and fourth turbine
stationary rows are precision cast, super alloy vane segments with three vane and
four vane segments, respectively.
Each row of vane segments is supported in a separate blade ring, which is keyed
and supported to permit radial and axial thermal response independent of possible
external cylinder distortions. Blade ring distortion in the M701F turbine is further
minimized by the use of segmented isolation rings that support the vane segments
and by the use of ring segments over the rotor blades to form a thermal barrier
between the flow path and the blade ring.

As in all past M701D designs, the

interstage seal housings are uniquely supported from the inner shrouds of rows 2,
3 and 4 vane segments by radial keys. This arrangement permits the thermal
response of the seal housings to be independent of the more rapid thermal
response of the vane segments.
The row 1 vane cooling design, which has evolved directly from the M701D design,
uses state-of-the-art concepts with impingement inserts in combination with film
cooling holes and a pin fin system.

The air for the same is taken from the

compressor discharge.
The row 2 vane cooling is a less complex version of row 1 vane cooling. It uses

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impingement inserts with film cooling holes and a pin fin system. For this row, 14th
stage compressor bleed air is ducted directly to the insert system.
Compressor bleed air from the 11th stage is used to supply cooling air to the third
stage blade ring cav ity. Cooling air is directed to the inlet cav ity of a three cav ity,
multipass, convective cooled vane airfoil.
The fourth stage vane is uncooled, but does transport 6th stage compressor bleed
air for the fourth row interstage seal.
The rotating blades are precision cast of nickel base super alloy for the first three
rows.

All rows have long blade root extensions to minimize the 3-D stress

concentration factor that results when load is transferred between cross sections of
different size and shape. The blade roots are the same multiple serration type
used in past M701D designs.
The first stage blade is cooled by a combination of convection techniques v ia
multipass serpentine passages, film cooling and pin-fin cooling.

Air supply for

blade cooling is high pressure compressor discharge air that has been cooled and
filtered and returned to the turbine rotor v ia four supply pipes in the combustor
shell.
The row 2 rotor blade is also precision cast and is cooled by a combination of
convection techniques v ia serpentine passage and pin fin cooling.
The row 3 blade is precision cast with single pass convective cooling holes.
The cooling system maintains the NiCrMoV turbine discs at a temperature
sufficiently low to keep the disc below the creep range.
3.2

STARTING SYSTEM
The static frequency converter starting equipment is the drive system that utilizes

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the generator as the motor to bring the unit to self-sustaining speed during the
starting cycle.
The static frequency converter starting equipment is started according to logic
sequence

after

an

initiation

of

start

button.

After reaching the pre-determined speed of combustion for the gas turbine, the gas
turbine is fired and accelerated by increasing the power of the static frequency
converter

starting

equipment.

When reaching the self-sustaining speed of the combustion gas turbine, the static
frequency converter starting equipment is consecutively de-energized, and the
combustion

gas

turbine

reaches

its

rated

speed

by

itself.

Then, the combustion gas turbine generator operates after normal synchronizing
scheme.
The system includes;

The static frequency converter starting equipment with the function of


variable voltage and variable frequency (VVVF) system and inverter.

The panel with circuit breaker to energize the static frequency converter
starting equipment and the generator.

3.3

The detector of position (angle) of the generator rotor.

LUBRICATION SYSTEM
The lube oil requirement for the combustion gas turbine, generator, steam turbine,
and turning gear are incorporated in a common lubrication system which includes
the equipment stated below.
Main (A) and (B), two AC driven lube oil pumps are mounted on the lube oil
reservoir, and one of these pumps is used as stand-by.

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During normal operation, the AC motor driven main lube oil pump (A) supplies the
required oil flow.
During starting-up and stopping, an AC motor driven main lube oil pump (A)
supplies the necessary oil flow.
During normal turning, an AC motor driven main lube oil pump (A) supplies required
oil flow.
When main lube oil pump (A) is in trouble, an AC motor driven main lube oil pump
(B) supplies the necessary oil flow.
In emergency, a DC motor driven emergency lube oil pump supplies the sufficient
oil flow during the cooling down.
The system consisting of;

Lube oil reservoir within the following dev ices mounted on it:

Pressure relief valve in the main pump discharge

Duplex full flow lube oil filter

Bearing header pressure regulator

Vapour extractor fan driven by AC motor

Level indicator with level low alarm contact

Full flow strainer element prov ided at the return side of reservoir

Main lube oil centrifugal pump (A) driven by AC motor.

Main lube oil centrifugal pump (B) driven by AC motor.

Emergency lube oil centrifugal pump driven by DC motor.

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Two (2) 100% duty plate type oil to water coolers.

Bearing header supply oil temperature control valve

Instruments for control, indication and protection of lube oil system as


follows:

3.4

Thermometer-lube oil reservoir

Thermocouple-lube oil bearing header

Thermocouples-turbine, generator, and steam turbine bearing drains

Temperature switches-bearing header high temperature alarm

Temperature switches-bearing drain high temperature alarm

Pressure switches-bearing header low pressure trip

Pressure switch-permissive turning gear operation

Pressure gauge-bearing header

Pressure gauge-main pump (A) discharge

Pressure gauge-main pump (B) discharge

Pressure gauge-emergency pump discharge

Vacuum gauge-lube oil reservoir vacuum

Lube oil purifier system

One(1) integrated clean and dirty lube oil storage tank

CONTROL OIL SYSTEM


This system is common to gas turbine and steam turbine.
The high pressure control oil is supplied from this system to the servo valves of the

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pressure control valves of the unit fuel gas system and the unit fuel oil system and
the servo valves of the flow control throttle valves of the unit fuel gas system and
the unit fuel oil system as actuating fluid.

In steam turbine, the high pressure control oil is supplied from this system to the
servo valve of the flow control valve and stop valve of the high pressure steam, the
reheat steam and the low pressure steam as actuating fluid.
During normal operation, the necessary oil flow is supplied by AC motor driven
main control oil pump.
After filtered, the control oil flow is fed to all servo valves.
During starting up and stopping, the control oil is supplied by AC motor driven main
control oil pump.
When main pump is in trouble, the control oil is supplied by AC motor driven
auxiliary control oil pump
At downstream of the servo valves, the control oil is filtered and heat-reduced.
The system includes;

Main control oil pump driven by AC motor

Auxiliary control oil pump driven by AC motor

Duplicate full flow disposal type control oil supply filters

Duplicate full flow disposal type control oil return filters

Simplex type Gas Turbine back-up filter

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Simplex type control oil earth filter

Accumulator to maintain constant pressure

Corrugated fin-plate type oil to water cooler

Stainless steel plate constructed reservoir with the following dev ices mounted
on it;

3.5

Level gauge

Level switch-low level alarm

Temperature indicator

Pressure relief valve

Pressure switches - supply header low pressure alarm and trip

Control oil piping connecting the internal parts

UNIT FUEL GAS SYSTEM


The fuel gas flow is regulated and controlled by control valves with servo valves
that are positioned by an electrical signal from the digital control system.
The system consists of the following:

Control valves:
Throttle/isolation valve

Hydraulically

(Main/Pilot)

Isolation valves:

operated

actuator

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Vent valve

Pneumatically operated actuator

Gas flow meter

Orifice type

Final fuel gas strainer

Fuel nozzles (20), one for each combustor, equipped to burn natural gas.

Nozzle sweep air isolation on-off valves

3.6

Sweep air supply valve

Pneumatically

operated

actuator

Sweep air isolation valve

Pneumatically

operated

actuator

Sweep air vent valve

Pneumatically operated actuator

Instruments:
Pressure gauge

Supply gas pressure

Pressure transmitter

Supply gas low pressure

Thermocouple

Supply gas temperature

Fuel gas piping

UNIT FUEL OIL SYSTEM


The fuel oil flow is regulated and controlled by control valves with servo valves that
are positioned by an electrical signal from the digital control system.
The system consists of:

Control valves:

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Throttle/isolation valve

Hydraulically operated actuator

Isolation valves:
Combustor shell drain valve

Pneumatically operated actuator

Air-cooled, main fuel oil pump driven by an AC motor.

Duplex full flow type suction filter upstream of main fuel oil pump.

Oil flow meter - Oval gear type

Flow distribution equipment:


Flow div ider

20 sections gear pump type

Strainer for flow div ider

Fuel nozzles (20), one for each combustor, incorporated with fuel gas nozzles.
Nozzles sweep gas shut-off valves:
Purge air supply valve

Pneumatically

operated

actuator

Purge air isolation valve

Pneumatically

operated

actuator

Purge air vent valve

Pneumatically operated actuator

Drain oil reservoir unit with drain oil pump driven by an AC motor and
prov ided with a motor control level switch.

Instruments:
Differential pressure switch -

Main fuel oil pump suction filter

Pressure gauge

Main fuel oil pump suction

Pressure gauge

Main fuel oil pump discharge

Pressure gauge

Nozzle manifold

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3.7

Pressure switch

Main fuel oil pump low suction pressure

Level switch

Drain oil pump control

Thermocouple

Main fuel oil pump discharge

Fuel oil piping

IGNITION SYSTEM
During start-up, the spark plugs mounted on two combustor baskets ignite the fuel,
then the flame is transmitted to the next combustor basket through the cross flame
tube which connects neighboring combustor baskets.
After ignition, the spark plugs are automatically retracted from the combustion zone
upon rise in pressure.
The system includes:

3.8

Two ignition transformers

Two spark plugs - enclosed, electric energized, automatic retracting

TURBINE COOLING AIR SYSTEM


The turbine cooling air circuits consist of a rotor cooling circuit and four stationary
vanes cooling circuits. Rotor cooling air is prov ided by compressor discharge air
extracted from the combustor shell.
This air is externally cooled and filtered before returning to the torque tube casing
for seal air supply and for cooling of the turbine discs, as well as, the first, second
and third rows of rotating blades.
Direct compressor discharge air is used to cool the first row stationary vane while

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compressor bleed air from stages 6, 11 and 14 is used to prov ide cooling air for the
second, third and fourth rows vane segments, ring segments and turbine interstage
disc cav ities.

An integrated system consists of the following:

3.9

Air cooler.

Air filter of internal vanes type.

Connecting pipes and orifices.

Thermal insulation for high temperature piping and materials.

Fuel gas heater and associated equipment.

CONTROL SYSTEM
The system includes:

Speed governing and temperature control system

Digital controller with speed and temperature control functions in the


control board which contains the following functions:
a.

Speed control

b.

Load control

c.

Blade path temperature control

d.

Exhaust temperature control

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e.

Fuel limit control

f.

Inlet guide vanes control

g.

Air by-pass valve control

h.

Water injection flow control

Turbine blade path and exhaust temperature thermocouples and an


amplifying averaging system supplying a temperature signal to the
control system.

Compressor outlet pressure transducer supplying a pressure signal to


the control system.

High-pressure hydraulic oil system for control valve actuation.


Protection system

A multi-point temperature monitoring function is included in a digital


controller. Over temperature alarm/trip function and/or digital display
receives signals from the following thermocouples:
a.

Compressor inlet air temperature

b.

Turbine blade path temperatures

c.

Turbine exhaust gas temperatures

d.

Bearing oil drain temperatures

e.

Bearing oil supply temperature

Electric overspeed trip system

Solid state shaft relative vibration monitor with alarm/trip functions,

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receiv ing signals from non-contact eddy current type pick-ups (two on
the gas turbine and three on the generator/exciter).

Two photo-electric ultra-v iolet type flame detectors for combustion


flame monitoring.

Alarm and trip system

Sequential system
The sequence function is achieved by the microprocessor based gas turbine
control system and processes on-off contact input signals to perform the
logic functions required for controlling start-up, acceleration, loading,
unloading, and tripping of the gas turbine generator unit. In order to obtain
the required logic sequences for starting, loading, unloading, and tripping the
gas turbine generator unit, the necessary unit field signals (i.e. from pressure
switches, temperature monitor, speed monitor, v ibration monitor, limit
switches, push buttons contact) are inputted and processed, according to the
prewriting programs. The sequence function output signals drive the plant
actuators (motor circuit breakers, contactors for solenoid valves, etc.) through
power relays.

3.10

INLET AIR SYSTEM


This system prov ides combustion air to the gas turbine after remov ing foreign
matter drawn into the air-stream. This system also attenuates the noise level from
the gas turbine inlet.
The system consists of:

Inlet air filter housing installed on the CT/ST/Generator building including a


maintenance ladder and platform.

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Inlet air filtration of three (3) stages


-

1st stage ; inertial type, 2nd stage ; pad type pre filter,

3rd stage ; pad type high efficiency filter

Inlet air silencer - parallel baffles including glass fiber between perforated
mild steel plates.

Expansion joint of fiber impregnated flexible rubber between the inlet air
silencer and the gas turbine inlet manifold.

3.11

EXHAUST GAS SYSTEM


Turbine exhaust gas flows downstream to the heat recovery steam generator
(HRSG).
The system consists of:

3.12

An expansion joint between turbine exhaust and exhaust duct.

Exhaust gas duct with connecting flanges for the HRSG.

ENCLOSURES
The gas turbine package is enclosed by enclosures designed for indoor use.

3.13

PACKAGED FIRE PROTECTION SYSTEM


The fire protection system includes:

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An automatically actuated CO2 gas type system for the gas turbine package. The
system consists of temperature sensing dev ices, spray nozzles, and all required
interconnecting piping and wiring.

The capacity of the CO2 source is enough for one package fire occurrence
including full reserve.
3.14

MAINTENANCE SUPPORT EQUIPMENT

Maintenance special tools.

Fixtures required for concentricity and angularity measurements during


assembly.

3.15

Lifting beam and lifting slings with brackets for maintenance lifting serv ice.

Special wrenches and tools, as required, for assembly or disassembly.

COMPRESSOR CLEANING SYSTEM


A wet type, local manually operated, compressor wash system is prov ided for
cleaning of the compressor.
The system includes:

Skid mounted compressor wash system, which consists of a water vessel


and AC motor driven water pump with strainer and piping.

Unit water injection nozzle system with water manifold attached to each unit.

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3.16

WATER INJECTION SYSTEM


In order to meet the Clients NOx emission level requirement, when burning the
diesel oil water will be injected into the combustion gas turbine for NOx reduction.
Required demineralized water, shall be supplied.

4.

OPERATION
The M701F gas turbine generator is designed to prov ide maximum operating
reliability, flexibility, and simplicity.
The unit can be automatically controlled from a remote location. The unit can be
started or stopped by push buttons mounted on the unit control desk in the Central
Control Room.
The operation outline is as follows:

Stand-by :

Power for the electrical auxiliaries is supplied from the utility grid.
The auxiliaries control switches are turned to the Autoposition.
All the equipment operates in its stand-by mode:

Starting :

a.

Lube oil is circulating in the lubrication system.

b.

Batteries are kept fully charged.

c.

The gas turbine and generator rotor is rotated slowly by the turning gear.

The starting sequence of the unit is automatic. The Ready to Start indicating
light will light when the unit is prepared after closing all associated control and
serv ice breakers, acknowledging any alarm conditions and checking that all
lockout relays are reset.
The sequence control is initiated by one start push button mounted on the

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CCR. A forced sequence is unitized which requires execution and a check at


the completion of each step of the sequence before proceeding to the
following step.
Indicating lights on the central control desksCRT provide visual indication of
progress through the sequence.

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Starting :

The starting dev ice is energized and connected to the gas turbine to bring it to
firing speed of approximately 20 % rated speed. During this speed, exhaust
gas

duct

purging

operation

will

be

done

automatically.

Fuel is injected and fired, then the unit is accelerated to a self-sustaining


speed of approximately 70 % of rated speed.
At this point, the controller is energized to inject additional fuel to accelerate
the gas turbine to a warming idle condition around the rated speed, while
automatically disengaging the starting dev ice.
After a short warming period, indicating lights will show that the unit is ready for
loading.
Running :

The unit will be automatically synchronized with the external electrical system
by the automatic synchronizer and loaded to the desired load set-point. The
unit can also be synchronized and loaded manually by adjusting the governor
raise/lower inching buttons.

Shutdown : On receiv ing a scheduled shutdown signal, initiated by the stop push button,
the load is gradually reduced at the permissible load rate to minimum, then the
generator breaker is opened.

At this off-line condition, the gas turbine is

cooled down for a predetermined period. After the cool down period, the unit
automatically shuts off the fuel supply, reduces the turbine speed, stops and
returns to the stand-by condition.
On receiv ing an emergency trip signal, initiated by the protective devices or by
the manual emergency trip push button, the unit initiates generator breaker
opening and immediately shuts off the fuel supply, reduces the turbine speed,
stops and returns to the stand-by condition.

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5.

ATTACHMENTS
The engineering data and drawings listed below are prov ided herein:
DRAWING/DOCUMENT

DWG/DOCUMENT NO.

Outline Drawing

E03-93350

Lube Oil Specification

E00-01195

GAS

FUEL

SPECIFICATION

E00-01170 R3

( for DLN Combustor Application)


Mitsubishi Liquid Fuel Specification

E00-95063 R3