System Description

STARTING MEANS (DIESEL ENGINE) – MS5001

Starting Means (Diesel Engine)

GENERAL
Before the gas turbine can be fired and started it must be rotated or cranked by accessory
equipment. This is accomplished by a diesel engine, operating through a torque converter to
provide the power required by the turbine for startup.
Starting system components include: the diesel engine, torque converter with ratchet mechanism,
starting jaw clutch and a hydraulic ratchet self-sequencing control valve assembly. Also, there
are several supplementary components required for sequencing and operation of turbine starting
system.

FUNCTIONAL DESCRIPTION
The starting system provides power for both cranking and turning during gas turbine startup and
shutdown cycles. In the starting cycle there are three primary functions provided by the starting
system: start the gas turbine rolling (breakaway from standstill); accelerate the gas turbine to a
speed where it can be fired; and after the turbine has fired, further-accelerate it to a self
sustaining speed (a speed at which gas turbine develops net positive power output).
During the starting sequence, the gas turbine is driven through the accessory gear by the diesel
engine, torque converter, output gear and the starting clutch. The starting clutch assembly and
the engagement cylinders are mounted on the accessory gear assembly. The accessory gear is
permanently coupled to the turbine compressor shaft by a flexible coupling.

Diesel engine
When operating, the diesel engine draws combustion air from the accessory compartment
through a filter into the turbocharger inlets. Air dampers, located downstream of the
turbochargers are equipped with a manual emergency shutdown latch.
Engine coolant is drawn from the gas turbine cooling water system tank located on the accessory
compartment roof. The flow rate is controlled by thermostats on the engine.

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STARTING MEANS (DIESEL ENGINE) – MS5001

The engine operates on a completely self-contained lube oil system. Lube oil pressure can be
read on a panel mounted pressure gauge and is monitored by pressure switch 63QD-1. A fuel
tank has been fabricated in the turbine base. Refilling of this tank is a manual operation.
An engine driven, high lift pump draws fuel from the tank and pumps it through a filter to the
canister mounted on the side of the engine. The main fuel pump draws fuel from canister and
pumps it through a filter and into the injector’s headers. Each fuel injector draws the required
amount of fuel from the headers, while the excess fuel (used to cool the injectors) is returned to
the canister and through the overflow drain back to the tank. There is a manual “priming” pump
installed in parallel with the high lift pump.

CAUTION
Attempting to “prime” the engine fuel system by cranking the engine can seriously affect the life
of the engine starter.

Diesel Engine Controls

The basic control elements include a starter, speed control system, stop mechanism and
electronic logic in the gas turbine control panel for unattended automatic protection and control.
Engine starter 88DS-1 is a direct current motor that engages with the engine through a Benedix
clutch.
Engine speed is controlled by the positioning of a lever on the variable speed governor. The
positioner is a hydraulic cylinder controlled by solenoid valves 20DA-1 and 20DA-2. A small
engine driven pump, pressure limited by relief valve VR13-1, supplies a controlled flow rate of
engine oil for cylinder operation. When 20DA-2 is energized, the governor lever is driven to and
held at the maximum speed position. When 20DA-2 is de-energized, the lever is returned to the
idle position. Energizing 20DA- 1 when the lever is anywhere between the end positions, stops
the positioner travel and holds the lever at the existing position (governing at an intermediate
speed). This system allows control of the gas turbine cranking speed.

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 System Description

STARTING MEANS (DIESEL ENGINE) – MS5001

NOTE
Except under certain emergency conditions, the engine is only stopped with the governor lever in
the idle position. Following an emergency shutdown, the engine can be safely restarted
regardless of governor lever position; but the operator has the option of manually resetting the
lever before attempting a restart. (Manually shift the 20DA- 1 valve and pull the cylinder to the
idle position.)

The engine stop device is an "energize-to-stop" solenoid (20DV-1) connected to the governor
that when energized activates the shutdown mechanism and stops the engine.
Electronic, logic in the control panel provides automatic sequencing of 88DS-1, 20DA-1,
20DA-2 and 20DV-1 for normal unit startup, for normal and emergency engine shutdown and
for exercising and/or test of the engine. To protect the system hardware, the logic also monitors
the starting clutch position (33CS-1), the engine lube oil pressure (63QD-1) and the engine
speed. Necessary and ALARMS and / or TRIPS are built into the control system.

NOTE
A tachometer on the diesel engine local gauge panel allows reading engine speed. Pressure
switch 63DM-1 senses that the diesel engine is at minimum operating speed. The engine will
operate at constant speed when the unit is between 2300 and 2700 rpm during the startup
sequence. Routinely checking the engine speed in the unit speed range will provide a good check
on engine performance level in that a persistent speed decrease of more than about 35 rpm from
the "normal" indicates a need to have the engine serviced by a qualified mechanic.

Diesel Engine Operation

After the starting clutch is engaged, 88DS-1 is energized to start the engine. The engine idles
through the warm-up cycle and then 20DA-2 is energized to accelerate the engine to maximum
speed for unit breakaway (requires assistance of the hydraulic ratchet). Following breakaway,
20DA-2 is de-energized to decelerate the engine to approximately 1900 rpm at which point
20DA-1 is energized to hold constant engine speed until the gas turbine is sequenced through the
end of warm-up. Then 20DA-1 is de-energized and 20DA-2 energized to accelerate the engine

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STARTING MEANS (DIESEL ENGINE) – MS5001

back to maximum speed (and power) for acceleration of the unit to self-sustaining speed. At a
unit speed of about 3100 to 3200 rpm, the clutch automatically disengages and 20DA-2 is de-
energized. The engine returns to idle speed, idles through a cool-down period, and stops when
20DV-1 is energized for several seconds.

NOTE
Solenoid valves 20DA-1 and 20DA-2 are equipped with manual operators (pushbuttons in the
ends of the solenoids).

Torque Converter Assembly

This assembly includes the torque converter, the hydraulic ratchet mechanism and an output gear
unit. It is mounted on the diesel engine flywheel housing. During the operation of the diesel
engine a small engine-driven pump supplies turbine lube oil to the torque converter loop. The
loop is pressurized by an orifice in the discharge port. The gear unit and the clutch in the ratchet
mechanism are lubricated by pressurized oil from the converter loop. Drain oil from the
assembly returns to the turbine sump by gravity.
The torque converter consists of an engine driven pump rotor that supplies oil to a hydraulic
turbine connected to the Input shaft of the output gear. The pump rotor requires rated engine
horsepower at rated speed, independent of the output load. Power absorption of, the pump rotor
varies as the cube of the input speed.
The hydraulic ratchet mechanism is a rack-and-pinion type rotary actuator connected through a
roller-ramp type one-way clutch to the input shaft of the output gear. The output gear unit
connects the ratchet mechanism and the output side of the torque converter to the starting clutch.

Hydraulic Ratchet System

Components of the ratchet system include: the rotary actuator/one-way clutch mechanism in the
torque converter assembly, control valve module, pump assembly, and a relief valve.
The rotary actuator develops 563 lb/ft of torque per hundred psi supply pressure. The one-way
clutch is rated 7600 lb/ft @ 1350 psig to the actuator.
In the system, the valve module controls the starting clutch engagement and the hydraulic self-
sequencing operation of the rotary actuator. The module includes the ON/OFF solenoid valve

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STARTING MEANS (DIESEL ENGINE) – MS5001

20CS-1, the modulating backpressure valve that maintains adequate pressure to the clutch
engagement cylinders, two pilot operated valves to control flow to the rotary actuator, and the
33HR-1 limit switch.
Assembly of the pump is made up of a 125v dc motor, driving a 1.5 gpm pump at 1725 rpm. The
assembly pumps lube oil from the unit-bearing header to the inlets of the VR5-1 relief valve and
the control valve module.

CAUTION
Setting relief valve VR5-1 at a "cracking" pressure above 1350 psig can damage the one-way
clutch in the ratchet mechanism.

Ratchet System Operation

With the pump in operation and solenoid valve 20CS-1 energized, oil from the lubrication
system is ported to the starting clutch and the ratchet system. This causes the ratchet mechanism
to operate continuously as the hydraulic self-sequencing control automatically shifts the oil flow
between the forward and reset strokes of the ratchet mechanism. A forward stroke advances the
starting clutch about 47 degrees during the 10 second duration. The reset stroke is of about
4.5 second duration.
Operation for unit cool down is automatically sequenced by the control panel. Once every three
minutes, the mechanism is operated, through one complete cycle. The cycle is terminated in the
forward stroke position to lock the clutch in the engaged position.
Ratchet operation is normally required to achieve breakaway of the unit rotor system during the
unit startup sequence. With the starting system at maximum power, 88HR-1 and 20CS-1 are
energized for continuous operation until breakaway is achieved. If breakaway is not achieved
within three minutes, the ratchet system is de-energized.
The ratchet system can also be manually operated by use of "Jog" switch 43HR-1 located in the
accessory compartment. Actuation of the "Jog" switch interrupts and terminates operation in any
automatic sequence. Switch actuation energizes 88HR-1 and 20CS-1 and maintains both in an
energized state as long as switch contact is maintained. Release of the switch immediately de-
energizes both 88HR-1 and 20CS-1 independent of the ratchet stroke position.

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CAUTION
Operation of the ratchet system without oil pressure in the gas turbine bearing header may
damage the ratchet pump and/or the gas turbine bearings.

Excessive continuous ratchet operation and/or jogging ("inching the rotor") by use of the "jog"
switch can seriously affect the life of 88HR-1 and/or 20CS-1.

Starting Jaw Clutch

A starting clutch connects the output shaft of the torque converter assembly to the main shaft of
the accessory gear. The clutch is engaged by hydraulic cylinders (oil supplied from the ratchet
control valve module) and disengaged by return springs in the cylinders. Engagement is
maintained by transmitted torque generated in the torque converter and/or ratchet mechanism.
Because of the one-way clutch in the ratchet mechanism, the sliding-clutch hub cannot be turned
backwards except during a reset stroke of the ratchet mechanism. The system is designed to
maintain the clutch in the engaged position at all times except when the gas turbine is running.
To allow inspection and maintenance of the clutch mechanism, manual valve VM2-1 has been
installed in the hydraulic lines between the ratchet control module and the clutch cylinders. To
disengage the clutch, shift the valve and operate the ratchet with the "Jog' switch: the clutch will
disengage during the ratchet reset stroke.
Starting clutch operation is automatically controlled through the ratchet control valve module by
the control panel. The panel also includes adequate protection against any component
malfunction or failure.

CAUTION
The jaw clutch will be severely damaged by any attempted engagement with the sliding hub
turning. Before any control device in the starting system, ratchet system and/or clutch system is
disarmed and/or electrically bypassed, the clutch mechanism should be disengaged and locked
out of engagement by clutch disengagement valve VM2-1.

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