Turbine User Manual - Amrit Cement Industries Ltd. PDF

INTRODUCTION
CLIENT : AMRIT CEMENT INDUSTRIES LTD.

: JAINTIA HILLS - MEGHALAYA
TEIL WO NO. : C - 2592
TURBINE SL. NO. : TST-2180
TURBINE TYPE : BLEED – CONDENSING TURBINE
DRIVEN EQUIPMENT : ALTERNATOR
QUANTITY : 1- NOS.
YEAR OF MANUFACTURE : REFER TURBINE NAME PLATE
WHILST EVERY EFFORT HAS BEEN MADE TO ENSURE THAT THE INFORMATION
CONTAINED IN THIS MANUAL IS CORRECT AND FULLY UP - TO - DATE, THE
MANUFACTURER M/s. TRIVENI ENGINEERING & INDUSTRIES LTD., CANNOT BE HELD
RESPONSIBLE FOR ANY ERRORS OR OMISSIONS.
ANY QUERIES REGARDING THIS HANDBOOK SHOULD BE REFERRED TO
M/s. TRIVENI ENGINEERING & INDUSTRIES LTD., QUOTING ORDER REFERENCE NO.
C - 2592
IMPORTANT
WHEN ORDERING SPARE PARTS, QUOTE THE ABOVE TEIL WORK ORDER NO: C – 2592
AND TURBINE SERIAL NO – REFER TURBINE NAME PLATE

ENVIRONMENTAL MANAGEMENT SYSTEM
We, at Triveni Engineering and Industries Ltd., manufacturing Steam Turbines,

related products and accessories commit ourselves to:
1. Comply with all applicable Environmental Legislation and Regulations.
2. Continually improve our Environmental Management System.
3. Prevent Pollution; reduce waste and the consumption of resources, especially electrical
energy and oil.
4. Provide appropriate awareness/training to employees on the Environmental Management

System and importance of good operating practices.
5. Create environmental awareness amongst our associates, i.e., Sub-contractors, Suppliers,

Transporters and Customers.
6. Make the policy available to interested parties on their request.
Users are advised to take necessary measures to avoid environmental pollution and up
keep of environment.
* Optimum loading to Turbo generator should be practiced.
* Better oil cleaning practices should be adopted so as to reuse the oil to the extent possible.
* Disposal of used oil, old battery, packing materials, etc., should be done in environment
friendly way.
* For general maintenance follow the system maintenance given in the oil system chapter.
Environment (Protection) Act 1986

* ENVIRONMENT includes water, air and land, and inter relationship which exists among and
between water, air and land, and human beings, other living creatures, plants, micro-organisms
and property – Section 2 (a).
* ENVIRONMENT POLLUTANT means any solid, liquid or gaseous substance present in such
concentration as may be, or tend to be, injurious to environment - Section 2(b).
* ENVIRONMENTAL POLLUTION means the presence in the environment of any environmental

pollution – Section 2 (c).
ISO 14001
ENVIRONMENT –
Surroundings in which an organization operates, including air, water, land, natural resources,
flora, fauna, humans and their inter-relation.
Surroundings in this context extend from within organization to the global system.
ENVIRONMENTAL ASPECT
Element of an organization’s activities, products or services that can interact with the
environment.
A significant environmental aspect is an environmental aspect that has or can have a

significant environmental impact.
ENVIRONMENTAL IMPACT
Any change to the environment whether adverse or beneficial, wholly or partially resulting from
an organization’s activities, products or services.
DISCLAIMER
DISCLAIMER
The purchaser should comply with the instructions and information in this
manual and strongly advised that all personnel to be associated with the equipment
supplied under this Contract should be made familiar with the information contained
herein.
The equipment supplied by the Company to your Order must be correctly installed
by technically qualified and competent persons experienced in the class of work
involved.
It is the Purchasers’ responsibility to ensure that access to this equipment is

restricted to authorized persons only.
The purchaser is responsible for the correct selection of lifting eye bolt to ensure
thread form of eye bolt matches the tapped hole thread form. Various items of
equipment in our supply may have tapped holes of differing thread form i.e. British
Standard, ISO metric, Unified etc. for lifting eye bolts.
If any further information is required relating to this equipment, please contact:
THE TRIVENI ENGINEERING AND INDUSTRIES LIMITED

INDEX
SECTION - A INTRODUCTION
ARTICLE I General Description
II Description of Turbine Components
III Description of Gearbox
IV Oil System
V Condensate System
SECTION - B TECHNICAL DATA

ARTICLE I Turbine
II Gear box
III Oil System
IV General
V Condensate System
VI Instrument Setting
SECTION - C INSTALLATION
ARTICLE I General
II Alignment & Chocking
III Installation and Alignment Coupling
IV Pipe Connections
V Cleaning of Steam Inlet Piping
VI Preparation for Running
VII Steam Quality
VIII Completion of Commissioning
SECTION - D OPERATION
ARTICLE I Standby State
II Starting
III Running
IV Shut Down
V Guide lines for Startup Curve
SECTION - E GOVERNING SYSTEM

ARTICLE I Description
II Speed Sensing & Governor System.
III Moog Actuator
IV Throttle Valve Gear
V Governor Operation
INDEX
SECTION – F EMERGENCY TRIP GEAR

ARTICLE I General Description
II Stop & Emergency TripValve
III Low Pressure Oil Trip
IV Security trips
V Overspeed trip
VI Hand trip
VII Solenoid trip
SECTION - G OIL SYSTEM

ARTICLE I Description/Operation
II Lubricating Oil Pump
III Control Oil Pump
IV Auxiliary/Stand by Oil Pumps
V Oil Filters
VI Oil Cooler
VII Hydraulic Accumulator
VIII Emergency Oil Pump
IX SystemMaintenance
X Turbine Grease Point.
SECTION - M SHAFT SEALING SYSTEM

ARTICLE I Labyrinth Glands
II Gland Steam Sealing Supply
III Oil Seals
SECTION - O OVERHAUL AND INSPECTION

ARTICLE I Dismantling
II Steam End Pedestal
III Exhaust End Bearing
IV Turbine Casing
V Re-assembly
VI Sequence of Bolt Tightening
VII Steam End Pedestal Panting Plate
VIII Joints & Packings
INDEX
SECTION - Q LUBRICANTS
SECTION - R TURBINE MATERIALS
SECTION - S DRAWING & P & I DIAGRAMS
SECTION – T RECOMMENDED SPARES
SECTION - W GEAR BOX & ACCESSORIES
SSS CLUTCH
DAVID BROWN GEAR PUMP
WORM REDUCTION GEAR UNIT
ROTORY GEAR PUMP
MICHEL BEARING
OIL FILTERS
INDEX
ILLUSTRATION
SECTION FIG NO. DESCRIPTION
A 1 General arrangement of Turbine
B 3 Coupling Alignment Procedure

4 Coupling Alignment Procedure
5 High Speed Coupling
6 Low Speed Coupling
D 7 Start-up Diagram
E 10 Throttle Valve Assembly

10a T.V. Spring Setting
12 Turbine Performance Curve
F 13 Stop & Emergency valve Assembly

14 Over Speed Trip Assembly
15 Over Speed Trip Removal
16 Low Pressure Oil Trip Assembly
17 Hand Trip Assembly
M 20 Arrangement of Labyrinth Glands
O 22 Lifting Arrgt. Of Turbine Components

23 Rotor Lifting Arrangement
24 Sectional Arrangement of Turbine
25 Arrangement of Thrust Bearing
26 Principle of Journal Bearing
27 Steam End Pedestal Assembly
29 Steam End Pedestal Panting Plate
30 Clearance Diagram
31 Probe Arrangement
32 Cold Setting Arrangement for Labyrinth
33 Alignment of Turbine/Gearbox/Alternator
A1 SECTION A-INTRODUCTION A1
I. GENERAL DESCRIPTION
References should be made to the general arrangement and sectional arrangement
drawings included at the end of this section.
The turbine is of the single cylinder, multi-stage, impulse type. The steam leaving the
last row of blading passes through exhaust branch to a water cooled or air cooled
condenser.
The relatively high speed turbine drives a generator through hardened and ground,
double helical gearing.
The turbine and gearbox are mounted on a composite fabricated steel bedplate unit or
a separate oil tank is provided as an oil reservoir. The generator is mounted on its own
soleplate.
To accommodate differential expansion and to maintain correct meshing of the gear
teeth under all operating conditions, flexible couplings are fitted between the turbine
rotor and the gearbox pinion shaft and between the gear shaft and the generator.
Other items of equipment essential to the functioning of the turbine are mounted either on or
adjacent to the bedplate unit or on Oil Console. These items include:-
(a) Control System – (including the Moog actuator and throttle valves) to be controlled by
the governor.
(b) Safety and Protection Devices – (including trips and trip valves).
(c) The Lubrication System – including cooler, lube oil filter, control oil filter, pressure
regulating valves, accumulator, main and auxiliary oil pumps and main and auxiliary
control oil pumps.
(d) Auto Gland and Seal System – to prevent steam and oil leakage into the turbine room
and thereby improve habitability.

A2 INTRODUCTION A2
(e) Instrumentation – (including pressure transmitters, temperature detectors, vibration
probes, speed sensors etc. necessary to provide local and remote indications of all
operating data as specified by customer.
(f) Barring Gear System – to keep the rotors turning during warm up and cooling down
periods.
(g) Equipment essential to the functioning of the condenser are installed in power house and include
the following :-
(i) Ejector System – to extract air entrained in the steam entering the condenser – and
thus maintain the vacuum.
(ii) Condensate Extraction Pumps – to extract the condensate from the condenser.
(iii) Gland Vent Condenser – To condense law pressure leak off steam from turbine.
II. DESCRIPTION OF TURBINE COMPONENTS
Inlet Stop and Emergency Trip Valve
Hydraulically operated stop and emergency valve is flanged and bolted to the inlet
facing of the throttle valve chest.
The valve incorporates a pilot valve for starting and a main valve for normal running.
The hydraulic piston which operates the valve is spring loaded and supplied with
control (relay) oil from the control oil circuit. On loss of control oil pressure the valve
closes rapidly under the action of steam pressure and spring load. Loss of control oil
pressure is initiated by operation of the Low Pressure oil trip valve in the supply line to
the control oil circuit, should any running fault materialize.

A3 INTRODUCTION A3
Loss of control oil pressure can also be initiated electrically by activating 2- way solenoid
Low pressure Oil trip circuit. To have additional protection a separate 3- way solenoid
is provided to initiate closing of SEV quickly.
The stop & em. Valve is of ON_OFF type which can be operated remotely through the
3-way solenoid provided in the control oil system.
For on line testing of the moment of SEV piston & valve, press the valve provided
underneath of the oil cylinder, The displacement of this valve allow to open a drain
port, cause pressure drop above the oil piston, resulting sudden movement of the
valve due to the spring loading
Throttle Valve Chest
The throttle valve chest is mounted on top of the steam end casing, this chest houses
three control valves which feed the inlet nozzles housed in nozzle belts integral with
the valve chest. The nozzle belt passes through a rectangular aperture in the top of the
steam casing. The whole assembly being secured to the casing on a horizontally bolted
joint.
The throttle valves are of the single beat, seat obturated type, with spindle and valve
head guides. The valve and guide assemblies are housed in separate columns, bolted
on the top face of the valve chest. The throttle valves are opened by means of lift arms
from a rocker shaft. The rocker shaft, linked mechanically to the Moog actuator mounted
with bracket support from Nozzle Chest body, follows the dictates of speed governor,
thus positioning valves to maintain set speed or inlet pressure control as required.
Steam and Exhaust Casings
The steam and exhausts casings are connected by a vertical joint. A spigot and recess
machined on the mating parts ensure positive location on assembly. This joint should
never be disturbed. Steam casing also has provision for temperature sensors.
A4 INTRODUCTION A4
The resulting cylinder is divided into top and bottom halves secured together at the
horizontal joint. The exhaust casing outlet faces vertically downwards to the condenser.
The cylinder is arranged to have center line support at the steam end i.e. the support
points are on the same horizontal plane as the center line of the rotor and cylinder.
The exhaust end of the casing is supported on side stools resting on the baseplate.
At the steam end of the cylinder, near the horizontal joint, are two right-angled brackets
(one on each side) transversely keyed and bolted to the cylinder. Keys fitted and bolted
to the underside of the right-angled brackets locate in keyways machined in the steam
end pedestal. The pedestal is supported on a flexible ‘panting plate’ which gives rigidity
in the vertical and lateral planes but provides flexibility in the axial (horizontal) plane
of casing thermal expansion.
A key is located vertically underneath the cylinder at the steam end. This key locates
in a matching keyway on the steam end pedestal and allows free radial expansion of
the casing whilst restraining any transverse movement.
The combined thrust and steam end journal bearing for the turbine rotor is housed in
the steam end pedestal.
Therefore, with axial thermal expansion of the cylinder and rotor their relative movement
is such that the rotor blades move away from their corresponding stage nozzles.
Sufficient clearance between stationery and moving parts is provided to allow for
abnormal operating conditions.
Rotor
The turbine rotor is designed to be run at speeds above the first transverse critical
speed and is machined from a solid alloy steel forging. A number of integral straight
sided discs (corresponding to the number of stages) are formed with inverted ‘T’ root
grooves to accept the blading.

A5 INTRODUCTION A5
Blade gates are slotted radially into the discs and are arranged diametrically to minimize
the out-of-balance effects.
After blading, special closing blades are pinned in position. These close the blading
gates giving a uniform arc of blades with no gaps or caulking pieces. Such gaps would
give rise to increased and non-uniform bending stresses and could cause vibrations.
Balancing strips are formed integrally on all stage discs. These strips permit metal to
be removed for dynamic balancing purposes without encroachment on to the stressed
disc profile.
Steam balance holes are drilled axially through the discs. These holes are carefully
finished to avoid any local stress concentrations.
The interstage gland seals have common stepped diameters on the rotor and match
the high-low tooth, stepped, spring loaded labyrinth packings. The rotor thrust bearing
collar, which is integral with the rotor shaft, are all precision ground.
The rotor shaft has a flange as part of the forging at the drive end to accept the high
speed coupling.
Coupling
The coupling between the turbine rotor and gearbox input shaft is of the laminated
metallic elements type requiring no lubrication.
The coupling between the gearshaft and the alternator is of the flexible element type
which also does not require lubrication.

A6 INTRODUCTION A6
Overspeed Trip
At the steam inlet end of the turbine rotor shaft an extension shaft is bolted. This
extension houses the overspeed trip unit.
An additional Overspeed trip sensing devise ( Woodward Protect) is provided which
senses the over speeding from dedicated speed sensors mounted on the Steam End
Pedestal.
Nozzles & Diaphragms
The nozzle of governing stage (1st stage) is built up from items machined out of solid
steel.
The above stage nozzles have integral top shroud. The shrouds are provided with
peripheral tenons which are radially straight.
The peripheral tenons of the nozzle segments are fitted into circular grooves turned in
the nozzle box portion (Governing stage) of the throttle valve chest. The nozzle segments
abut one to another and fit circumferentially into the nozzle end pieces which close the
grooving. The external joints between the nozzle segments and the nozzle box are
sealed.
Rests of diaphragms consist of an inner and outer ring, split across the horizontal
diameter. Nozzle profiles are casketed and welded with outer and inner ring of
diaphragms to have nil leakage through nozzle profile. At the horizontal joint the
diaphragm assemblies are provided with radial keys to locate the two halves and prevent
leakage across the joint.
The diaphragms are located axially in internal circumferential grooves machined in
the turbine cylinder and centralized by three radial keys in each half-two side keys
and one bottom or top key. Thereby free radial expansion of the diaphragm assembly
is permitted whilst concentricity with the rotor is maintained.

A7 INTRODUCTION A7
The bores of the diaphragms are also grooved to accommodate spring backed segmental
labyrinth packings for sealing purposes.
Moving Blades
The moving blades are machined from solid bar material milled the blade root and jig
turning the shrouding tenons.
Circular or elongated tenons are employed according to the blade section and
circumferential pitch of the blading used in the individual stages. Blade materials are
chosen to be suitable for the operating conditions as is the compatible shroud-band.
Due consideration is given both in design and manufacturing to the avoidance of
stress raisers.
Consideration is also given in the design of all rows of blading to ensure that the
natural frequencies of the blades are tuned well away from any running frequencies.
Labyrinth Glands
In order to restrict the leakage area where the turbine rotor shaft passes through the
casing, non-contact glands are provided. These are stepped labyrinth high-low tooth
type which consist of metal rings cut into segments with serrations turned inside the
rings
The stepped labyrinth are positioned to match with the rotor shaft.
The assembly presents a tortuous, labyrinth path against steam (or air) leakage. The
many restrictions and corresponding spaces rapidly drop the pressure of the steam
thereby increasing its volume and limiting the quantity that can pass the final
restrictions.
A8 INTRODUCTION A8
The exhaust end labyrinth is divided along its length into three separate groups of
high- low tooth type stepped labyrinth providing two separate pockets. The innermost
pocket is supplied with sealing steam and the outer pocket vents to the gland vent
condenser.
The wheelcase (first stage) pressure increases progressively with the load on the turbine
and at full load this pressure is considerably in excess of atmospheric pressure. To
break this pressure down and to reduce steam leakage outwards from the wheelcase,
it is necessary to use four separate groups of high- low tooth type stepped labyrinth
providing three pockets at the steam end labyrinth. The innermost pocket vents
connected to pass out or any intermediate stage (as per design requirement). The
second pocket is supplied with sealing steam and the outside pocket vents to the
manifold leading to the gland steam condenser.
A similar stepped labyrinth is provided at the inner diameter of each diaphragm in
order to limit the interstage leakage.
The top half gland housing are trapped in the top half casing by button screw
similar to the diaphragm arrangement.
In all case the labyrinth segments in diaphragms are supported in ‘T’ slots in the gland
and are held concentric with the turbine shaft by radial leaf springs. If rubbing occurs
the segments are pushed outwards against the springs to a larger diameter until the
disturbance is over.
After erection the turbine parts are carefully aligned so that the labyrinth packing
clearances and consequent leakage, will be small.
Providing that the turbine is warmed through, drained correctly and run up to speed
slowly, the clearance will remain small and little or no labyrinth wear will occur. See
Section D, Article V
A9 INTRODUCTION A9
Oil Seals
The oil seals are of similar construction to the steam and interstage labyrinth glands,
but include a thrower and catcher on the inner side of the shaft where it passes into
the pedestal.
An additional large diameter thrower is incorporated between the steam and oil seals
at both steam and exhaust ends.
The end discharge from the journal bearings is baffled by splash guards fitted to the
bearing housing which guide entrained oil down to the oil drain.
Journal and Thrust Bearing
The journal bearings are tilting pad type having white metal lined pads arranged in a
housing.
The thrust bearing is complete with surge pads and locates a thrust collar formed
integral with the turbine shaft.
Forced lubrication of the bearings is maintained by the integral oil system.
Steam Strainer
A steam strainer of cylindrical in shape with perforated holes is fitted upstream

of the stop valve.
Speed Governing & Control
The governing and control system consists of :-
1. An electronic type governor which is mounted in the control panel and a Moog actuator
mounted on the nozzle chest.
2. The moog actuator receives signal from governor and with its inbuilt servo valves
controls the throttle valve movement for admition of steam.

A10 INTRODUCTION A10
3. Three single beat throttle valves, mounted in the nozzle chest and operated in sequence
from levers powered by the servo and controlling admission of steam to the three
separate banks of first stage nozzles.
Rapid response to speed variations changes the positions of the profiled throttle valves
via the servo mechanism.
Security Trip Devices
In order to protect the turbine against certain faulty running conditions, various
emergency trip devices are built into the turbine.
The function of these devices is to stop the turbine automatically should certain faults
develop. This is achieved by cutting off the supply of control oil to the oil operated
servo and draining the control oil.
In the absence of control oil pressure the stop valve and throttle valve close under the
action of spring loading.
The following faults will result in automatic shut-down of the turbine:-
(a) Overspeed
(b) Low lubricating oil pressure
(c) High exhaust pressure (by pressure switch).
In addition to the above three tripping functions, two solenoid trips one dedicated for
SEV is incorporated to provide a remote shut-down facility. The solenoid trips is also
used to effect a turbine trip by any faults detected electrically, ie vibration and axial
displacement. Electrical trips are set to operate before mechanical trip where
functions are duplicated.

A hand operated trip lever is fitted on the steam end pedestal to provide the operator
with a local means of tripping the turbine.

Instrumentation
Instrumentation is provided to customers specifications as follows:
Pressure transmitters and temperature detectors, vibration and axial displacement probes
are fitted at all specified points.
A remote panel is provided containing all important pressure gauges, vibration and
axial displacement monitors, together with the barring gear control buttons, a multi-
point temperature indicator with selector switch and a multi-point alarm annunciator
with first up facility and lamp test.
A local console contains all the necessary temperature and pressure gauges for
monitoring turbine performance. An instrumentation list is shown schematically in
the P & I Diagrams included in Section S.
III. DESCRIPTION OF GEAR BOX
The speed reducing unit between the turbine and generator is a double helical, single
reduction type gearbox. A full description is given in Section W.
Barring Gear
The gearbox incorporates the barring gear drive on the free end of the pinion shaft. The
barring gear is motor driven through a reduction gear and SSS clutch. It is designed to
start-up automatically on loss of speed during run down. A system oil pressure interlock
is also fitted. Also Refer Section W.
IV. OIL SYSTEM
Oil Reservoir
The system oil reservoir is a built-in oil tank and the system supplies oil for both the
control oil and lubricating systems. In addition to the standard level glass, the oil
reservoir is fitted with level transmitter to signal a low level.

Pumps
The main oil pump is a gear type pump shaft driven from the low speed line of the gear
box. The auxiliary oil pump is mounted on built in oil tank and is motor driven. It is
a full duty pump and is used for startup and run down conditions when the main oil
pump is not delivering sufficient quantities of oil at sufficient pressures.
To safeguard against failure of the auxiliary oil pump an emergency oil pump is also
fitted operating from a DC supply. This supplies oil at a lower pressure solely for
lubrication during rundown.
Filters
Duplex filters are fitted in the lubricating oil system to provide filtration to 16 microns
with glass fibre media filter element. Differential pressure transmitters are provided at
inlet and outlet line to indicate differential pressure drop.
A duplex filter with SS cartridge is fitted in the control oil system. Y- type strainers are
fitted at the suctions of the three lubricating pumps.
Coolers
A twin 100% duty water cooled oil cooler is fitted in the lubricating oil system complete
with change over valve. The lubricating oil is cooled by passing water through the heat
exchanger.
Other Accessories
The system is provided with all pressure regulating valves, orifice plates and
instrumentation necessary for its correct functioning.
V. CONDENSATE SYSTEM
Refer Manufacturers manuals

B1 SECTION B-TECHNICAL DATA B1
I. TURBINE
Power Rated KW - 12000

Inlet Steam Pressure ATA - 64
Inlet Steam Temperature oC - 485
Inlet Steam Flow Kg/Hr - 47760
Bleed Steam Pressure ATA - 4.9
Bleed Steam Flow Kg/Hr - 5760
Exhaust Pressure ATA - 0.10
Turbine Speed RPM - 6827
Alternator Speed RPM - 1500
Turbine Trip Speed Range RPM - 7510 - 7850
First Critical Speed (Range) RPM - 2300-2800
Steam Inlet Size - - 200 NB ANSI 900 # RF
Direction of Rotation
From Output end - - Counter Clockwise
II. GEAR BOX
Make - - TEIL - Mysore (TM1M5467)

Type - - Double Helical
Model - - N2319C
Speed/Input/Output RPM - 6827 / 1500
III. OIL SYSTEMS
Oil Tank Capacity Litres - 5000 litres

Lubricating Oil Grade - - ISO-VG-46
1st Full Oil requirement Litres - 7000
Flushing Oil requirement Litres - 4000
Lube Oil Pressure Range Kg/cm2g - 1.8 - 2
Control Oil Pressure Range Kg/cm2g - 24 -25
A. MAIN LUBRICATING OIL PUMP
Manufacturer - - David Brown, U.K.

Type - - Geared
Model - - M30HSXFL- AB 5" FW
Capacity IGPM - 160
Driver - - Gear Box
Discharge Kg/cm2g - 3.5
B. MAIN CONTROL OIL PUMP
Manufacturer - - Dowty
Model - - 3P-3500
Type - - Geared
Capacity IGPM - 45
Discharge Pressure Kg/cm2g - 25
Speed RPM - 1200
B2 TECHNICAL DATA B2
C. AUXILLIARY OIL PUMP BT0750147
Manufacturer - - Rotodel
Model - - RDRN-400M -RHS
Type - - Geared
Capacity IGPM - 160
Discharge Pr. Kg/cm2g - 3.5
Speed RPM - 1440
Motor HP - 20 - 415 V AC
D. EMERGENCY OIL PUMP BT0750307
Manufacturer - - Rotodel
Model - - RDNX-200 L
Type - - Geared
Capacity IGPM - 48
Discharge Pressure Kg/cm2g - 2.0
Motor HP - 5 -110 V DC
E. AUXILLIARY CONTROL OIL PUMP BT0750286
Manufacturer - - Dowty
Model - - 3p-3500
Type - - Geared
Capacity IGPM - 45
Discharge Pressure Kg/cm2g - 25
Motor HP - 20 - 415V AC
F. OIL COOLER
Manufacturer - - Alfa Laval (India) Ltd

Model - - M10-BFM
Type - - Plate Type
Capacity IGPM - 140
Oil Temperature Inlet oC - 60
Oil Temperature Outlet oC - 45
No. of plates - - 83
Surface Area M2 - 19.4
Cooling Water Temp. Inlet oC - 35
Cooling Water Temp. Outlet oC - 40
Cooling Water Flow Rate. M3/Hr - 49
G. OIL FILTER (LUBE OIL) BT0150077
Manufacturer - - Internormen
Model - - Duplex
Capacity IGPM - 160
Grade of Filtration Microns - 16
Element No - - BT0160097
H. CONTROL OIL FILTER BT0150076
Manufacturer - - Internormen
Model - - Duplex
Capacity IGPM - 45
Grade of Filtration Microns - 10-abs
Element No - - 307252
J. EOP FILTER BT0150045
Manufacturer - - Industrial Enterprises

(IEH-1430)
Model - - Simplex
Capacity IGPM - 45
Grade of Filtration Microns - 10-15
Element No - - BT0160043
K. PRESSURE RELIEF VALVE (MOP) IMO190035
Make - - Hopkinsons, U.K.

Duty - - Lube Oil
Size - - 1" NB
Set Pressure Kg/Cm2g - 3.55
Discharge Capacity IGPM - 25
L. PRESSURE RELIEF VALVE (AOP) VL0100030
Make - - NIRMAL INDUSTRIES

Duty - - Lube Oil
Size Inlet / Outlet - - 50 x 80 NB-ANSI 150#RF
M. PRESSURE RELIEF VALVE (MCOP) IM0190059

Duty - - Control Oil
Size Inlet / Outlet - - 1/2" NB
Discharge Capacity IGPM - 45 (54 max)
N PRESSURE RELIEF VALVE (MCOP)
Make - - NIRMAL INDUSTRIES

Duty - - Control Oil
Size Inlet / Outlet - - 25 x 50 NB.
Set Pressure Kg/Cm2g - 25
0. PRESSURE RELIEF VALVE (LUBE OIL) IM0190006

Duty - - Lube Oil
Size Inlet / Outlet - - 1" NB
P. ACCUMULATOR BT0220014
Manufacturer - - HYDAC
Model - - SB-330H-20A 1/12-330A
Capacity LTRS - 20 x 2
Pre Changed Pr. Kg/cm2g - 18
Q. 2- WAY SOLENOID VALVE
Make - - ASCO
Volts - - 110 V DC
Connection - - 3/4" NPT (F)
Action - - De Energise to Trip
R. 3-WAY SOLENOID VALVE
Make - - NORGREN
Volts - - 110 V DC
Connection - - 1/2" BSP (F)
Action - - Energise to Trip
IV. THROTTLE VALVE LIFT
Throttle Valve Lift No.1 mm - 48.5

Throttle Valve Lift No.2 mm - 44
Throttle Valve Lift No.3 mm - 9.0
Available Lift max. mm - 108
V GENERAL
1. High Speed Coupling
Manufacturer - - Euroflex Transmission

8GBH-240 S (without Spin
Model - - Drg. No.04094.00
2. Low Speed Coupling
Manufacturer - - Euroflex Transmission

10GBH-315 S (with S pin)
Model - - Drg. No. 04095-00
3. Governor
Manufacturer - - Woodward
Model - - 505 - Digital
4. SERVO-ACTUATOR BT0230396
Manufacturer - - Moog Motion Controls Pvt Ltd

Drg.No. - - 2S-34134-001
Operating Pressure Kg/cm2g - 24
VI. CONDENSATE SYSTEM
A CONDENSER
Make - - GE Goddavari Engg.Ltd

Model/Drawing No. - - DD-11-9526-1-001
Number of passes - - Two
Water Box type - - Divided
Steam Flow Kg/Hr - 44000
Steam Pressure ATA - 0.095
Cleanliness Factor % - 85
Cooling Water Temp. (Inlet) oC - 32
Cooling Water Temp. (outlet) oC - 40
Cooling Water Pressure Kg/cm2g - 2.5
Cooling Water Quantity M3/Hr - 2890
Cooling water inlet/outlet sizes - - 20" NB x 2
Weight (working) Kgs. - 42000
No. of Tubes - - 3218 - ¾”XBWG-20,
Surface Area M2 - 1262
B. EJECTOR (STARTUP)
Manufacturer - - Mazda Ltd.,
Capacity Kg/Hr - 33.74 W.V., 15.3 Air
Steam Pressure Kg/cm2g - 10
Steam Temperature oC - 250
Steam Consumption for Hogger Kg/Hr - 670
Evacuation Time Minutes - 20
C. EJECTOR (MAIN)
Manufacturer - - Mazda Ltd.

Capacity Kg/Hr - 15.3, Dry Air 33.74 W. Vapour
Motive Steam Pressure Kg/cm2g - 10
Steam Temperature oC - 250
Steam Consumption Kg/Hr - 273
D. CONDENSATE EXTRACTION PUMP
Manufacturer - - KSB Pumps Ltd

Model - - CPK GCM 65 -250
Type - - Horizontal
Speed RPM - 2955
Motor KW - 30, 415V AC
E. GLAND VENT CONDENSER
Manufacturer - - Eskay Heat Transfers Pvt Ltd

Model - - EI/GC/3491
Type - - Horizontal Shell & Tube
Steam flow Kg/Hr - 350
Condensate Flow Kg/Hr - 44000Nor. 69000 Max.
Condensate Temp. Inlet oC - 51.17
Condensate Temp. Outlet oC - 56.56
Condensate Pressure Kg/cm2g - 8
Surface Area M2 - 9.7
F. GVC BLOWER
Manufacturer - - Nadi Airtechnics

Model - - SAW-21-ACW-11 –ARRT-4
Capacity CFM - 650 Air at 2" WC
Motor Rating HP - 0.50 - 415V AC
VI INSTRUMENT SETTINGS
De s c ri ption S e r vic e R ec om m en de d R a nge a va i la ble
s etti ngs
Diff Pr. Indicator Pr. D iff across 0.7 Kg /Cm 2g 0 to 1.0 Kg /Cm 2g
cum switch filter alarm
Pressure switch AOP auto 1.2 Kg/Cm 2g for 0.4 to 4.0 Kg/ Cm 2g
ON /OF F cut-in, 2.3 Kg /Cm 2 g
for cut-off
Pressure switch EOP auto 0.6 Kg /Cm 2g for 0.4 to 4. Kg /Cm 2g
ON /OF F cut-in, 1.0 Kg /Cm 2 g
for cut-off,
Pressure switch Lube oil pressure 1.4 Kg /Cm 2g 0.2 to 2.0 Kg/ Cm 2g
low alarm
Pressure switch Lube oil pressure 1.2 Kg /Cm 2g 0.2 to 2.0 Kg/ Cm 2g
very low alarm
Pressure switch Barring gear 1.5 Kg /Cm 2g 0.2 to 2.0 Kg/ Cm 2g
interlock
Pressure switch Interlock betw een 1.4 Kg /Cm 2g 0.2 to 2.0 Kg/ Cm 2g
AOP and ACO P
Pressure switch Control oil 18 Kg/Cm 2 g 4.0 to 40.0
pressure low Kg/Cm 2 g
alarm
Pressure switch Control oil 17 Kg/Cm 2 g 4.0to 40. Kg/Cm 2 g
pressure very low
trip
Vibration monitor Bearing vibrations Alarm 3.5 and trip 0 to 5.0 mils.
Turbine 4.5 mils Programmable
Gap Setting At Erection 9 Volts
Axial displacement Axial Alarm 10 and trip +/- 0 to 30 mils
indicator turbine displacement 14 mils
Bar Graph Setting At Erection 0 m ils +30 to –30 mils
Vibration Monitor Gear box Alarm 3.5 mils 0 to 5 mils.
High speed shaft T rip 4.5 m ils Programmable
Low speed shaft Alarm 3.5 mils 0 to 5 mils
T rip4.5m ils Programmable
RT D Turbine bearings Alarm 95 deg.C, Programmable
T rip:100 deg.C.
RT D Gearbox bearings Alarm 95 deg. C , Programmable
T rip 100 deg.C
RT D Generator w inding Alarm 110 deg. C, Programmable
T rip 120 deg.C
Note:- Whichever is Applicable

C1 SECTION C-INSTALLATION C1
I. GENERAL
The Turbine unit should be placed alongside the concrete foundation block on which it is
to reset and a dimensional check made to ensure compatibility between Turbine base
and support blocks.
Lift the Turbine and move transversely until it rests on base. Check that steam inlet
connection on the Turbine is approximately central in both axial and transverse plane
with the intended center of the turbine exhaust duct and that the connection flange is
horizontal.
Lift the exhaust duct , bellows and fit, to ensuring that the flange jointing is in place.
Lift the turbine exhaust transition piece and fit to top of bellows unit again making sure
that flange jointing material is in place.
Having made certain that the alignment and required height position are within adjustable
limits grout the Turbine support plates at each foundation bolt ensuring they are level.
The turbine and generator should now be set level on the foundation blocks and the
instructions for alignment and choking as outlined below followed before making any
final adjustments.
II. ALIGNMENT AND CHOCKING
When installing and aligning the turbine/gearbox and the alternator units it is most
important that following instructions are rigidly followed otherwise vibration, incorrect
meshing of gears and overheating of the bearings could result.

C2 INSTALLATION C2
The procedure is as follows:
1. The turbine/gear box unit must be mounted on its foundation block in such a way that
the final alignment of both high speed and low speed couplings is correct for the HOT
running conditions. See Fig -33
To assist in this alignment jacking screws through the baseplate bottom flange and
adjustable tapered wedges are provided. Either, or a combination of both, can be used.
Before deciding the best method the following notes should be considered.
(i) If the turbine/gearbox unit is to rest solely on grout then a non-shrink grout must be
used. For example SHRINKKOMP-30 or equivalent. [An epoxy resin should not be used).
(ii) If the unit has to be rested on the tapered wedge chocks then the grout is used as an infill
material but the seating under each individual chock unit must be accurately leveled to
ensure that the
weight on each chock is evenly distributed over its surface.
(iii) The adjustable wedge chocks provided are intended for support purposes only and their
height adjustment is limited. The edges should be positioned adjacent to each foundation
bolt.
2. Having prepared the foundation block surface of seatings screw the jacking screws into
the holes provided in the bottom flange of the unit and lower the unit to the seatings.
Note that the surface of the concrete should be scuffed or roughened level
and flat in order to give the grout a good key.
Adjust the jacking screws to the height required for the correct thickness of grout
(approximately 50mm) and check that the load is distributed evenly over all the screws
and not just on the corner ones.

C3 INSTALLATION C3
Steel plates may be used to take up some of the gap should the seating grout thickness
required be too excessive. Do not use shims or a build up of packers.
3. The turbine/gearbox until should be bolted and grouted onto the concrete foundation
block in a level mode at approximately the correct height to allow the correct alignment of
the alternator with the turbine/gearbox unit. (Refer to alternator manual for more detailed
instructions on alternator installation).
4. Once the turbine/gearbox unit is position it is necessary to check the alignment
(eccentricity and parallelism) of both low speed and high speed couplings. This is done
with both couplings removed.
5. The instructions for measuring the alignment and assembling the low speed coupling are
fully detailed in the low speed coupling. See Article III of this Chapter.
The following points should be observed when checking the alignment.
(i) Since it is most important for the coupling to be accurately aligned in the HOT running
condition, consideration has to be given in the thermal growth when aligning the units in
the COLD condition. Refer Cold Setting details, Fig 32
(ii) When aligning the alternator axially to the gearshaft under COLD conditions the following
conditions must be observed.
(a) The gearwheel must be positioned in its mid float position (this means that the high
speed coupling must be disconnected while the axial alignment of the alternator is carried
out).
(b) The alternator rotor must be positioned in its mid float position (which should correspond
to its magnetic center within the stator)
(iii) The parallelism of the gearshaft and alternator shaft must be checked and made as
accurate as possible to promote the longest possible coupling life.

C4 INSTALLATION C4
(iv) If the COLD set alignment are adhered to then the misalignment in the HOT running
conditions should at best be zero and at worst be well within the coupling manufacturers
recommended limits. See Article III of this Chapter.
(v) The coupling type and reference number are given in Section B.
6. Use the jacking screws to adjust the height of the alternator unit until the alignment of
the low speed coupling is found to be correct.
7. It is now necessary to check the alignment (eccentricity parallelism) of the high speed
coupling and the instructions for doing this with dial gauges is described in the high
speed coupling.
The following points should be observed when checking the alignments (with the coupling
removed).
(i) Since it is necessary for the coupling to be most accurately aligned in the HOT running
condition, allowances have to be made for thermal growths when checking the alignment
in the COLD condition.
(ii) The parallelism of the gap should also be checked by measuring at discreet points between
the flanges. To promote the longest possible coupling life this gap should be absolutely
parallel.
8. The turbine and gearbox are accurately aligned with mandrels during assembly in the
factory and therefore re-alignment of the high speed coupling flanges should not be
necessary. However if adjustment is required the cause may be due to flexure of the
substantial turbine bedplate resulting from inadequate leveling of the unit on the
foundation block (ie the weight is not evenly distributed over all the jacking screws).
9. When satisfied with the alignment of both couplings the turbine/gearbox unit can be
grouted and fixed into position.

C5 INSTALLATION C5
If tapered wedge chocks are being used then ensure the height of each one is adjusted to
take its fair share of the weight before withdrawing the jacking screws and applying the
filler grout.
If no tapered wedge chocks are used then non-shrink grout must be used.
10. When the grout is dry the foundation bolts can be tightened down.
11. At this stage recheck the alignment of both couplings to ensure that nothing has changed
to move the alignment figures outside normal tolerances.
12. Fit both couplings and replace the coupling covers.
13. IT IS MOST IMPORTANT that these alignment instructions are rigidly adhered to
otherwise vibration, incorrect meshing of gears and overheating of the bearings
could result.
14. With turbine/gearbox and generator shafts accurately aligned to required settings make
final adjustments to condenser position and check that all exhaust branch connections
are fully tightened. All joints must be correctly matched and not sprung into place.
III. INSTALLATION AND ALIGNMENT INSTRUCTIONS FOR COUPLING (ALSO REFER

SECTION W)
Correct careful assembly and centering at the initial stage enables couplings to provide
maximum performance, compensates for misalignment and increases service life.
The coupling bolts are torqued at factory and these should not be disturbed
under any circumstances.

C6 INSTALLATION C6
Alignment Procedure:
In general, the fewer the bolts used in the coupling drive the greater the allowance which
can be made for initial set up. It is suggested that, unless specific instructions are given,
the following limits should be used when measuring the distance between flange faces.
4 bolt couplings - +0.50 mm
6 bolt couplings - +0.40 mm
8 bolt couplings and over - +0.3 mm
Since the fitted couplings are of more than 8 bolt design, the Flange end gap (DBSE) shall
be as per the Cold setting and is to be maintained within 00 + 0.3 mm.
Radial and Angular Alignment:
An initial and rough radial alignment can be made by laying a straight edge across the
flanges of the two sides. Remember to check in the vertical as the horizontal plane.
Having brought the two ends into a roughly correct position the final alignment achieved
as follows:-
Clamp two dial gauges as shown in Fig. 3 align the equipment within the Recommended
TIR of 0.05 mm as shown.
Disassemble the gagging screws and bushes from the transmission unit. Then compress
the transmission unit by using the gagging screw.
Drop the compressed transmission unit between the flanges. Care should be taken to
ensure that both flange spigot and the Adaptor Recess are properly located. Remove the
gagging screws and allow the transmission unit to expand upto its free length.
Install the attachment bolts and fully tighten upto the rated torque Sketch-1. All
attachment bolts are weigh balanced and no serial numbers are provided. Final Checking:
Clamp dials as shown in Fig. 4 and ensure that the TIR is within the values shown
0.05mm for each dial.

C7 INSTALLATION C7
IMPORTANT
Remove gagging screws and bushes before the attachment bolts are fully tightened. Store
the gagging screws and bushes securely for future use at the time of coupling dismantling.
Summary of Alignment and Setting up
1. Maintain Flange end face to Flange end face is to be + 0.30 mm
2. Bring Flanges into rough radial alignment.
3. Set axial face to face dimension
4. Align as per Fig. 3
5. Remove gagging screws & compress the transmission unit by Tightening of gagging
screws.
6. Drop the transmission unit in between the two Flanges.
7. Remove gagging screens and bushes and allow to expand.
8. Check and adjust radial misalignment both ends of coupling as per Fig.4
9. Check axial dimension and adjust if necessary
General Notes for Low Speed Coupling
Parallel and Tapered bored hubs should be fitted so that the shaft end is flush with the
hub face unless otherwise instructions are given.
Hubs are bored for interference fit over the shafts and are to be heated in an oil bath
based on the amount of interference and quickly positioned on the shaft. Heating
temperature in this coupling should be 140-160 deg C. DO NOT SPOT HEAT THE HUBS
AS IT WILL CAUSE LOCAL DISTORTION.

C8 INSTALLATION C8
IV. PIPE CONNECTIONS
All pipe connections to the turbine should be adequately supported and should not be
rigid. All joints must be correctly matched and not sprung into place. All steam pipes
should have expansion bends and should be flexibly supported close to the turbine.
Rigid connections may result in misalignment of the casing and cause distortion and
rubbing of the labyrinth gland packing or even fatigue of the flexible couplings.
DO NOT:
1. Use the turbine as an anchor
2. Spring pipe flanges together
3. Accept mismatched flanges

4. Alter the length of Bellows unit tie bars
5. Fit sling hangers shorter than 508 mm (20in)
6. Accept inadequate anchor points
7. Fit spring hangers incorrectly adjusted
8. Fit roller supports with pipe clearance
9. Leave temporary ties or props in the system
10. Drill pressure tappings, drain connection, etc. in situ.
11. Failure to observe the above may result in misalignment of the turbine casing and cause
distortion and labyrinth gland interference.
12. Vibration, thrust bearing wear and coupling failure can usually be attributed to an
inadequate piping system.
13. Steam pipes and isolating valves, especially when new, are liable to contain stand, mill
scale, weld spatter, jointing compound etc. Therefore, before connecting steam lines to
the turbine it is essential that the lines are thoroughly blown through with high pressure
C9 INSTALLATION C9
steam. Chemical cleansing of a system does not ensure all pockets of debris are cleared
as efficiently as does a flow of high velocity steam. Steam strainers can be overwhelmed
by contaminants from new steam lines.
14. Should the strainer be ruptured and debris carried into the turbine, damage may be
caused to valves, valve seat, nozzles and blades with disastrous consequences.
15. All steam pipes should be well lagged and drained through automatic drain traps. These
should be fitted with isolating valves and a by-pass to allow for inspection and/or
maintenance when running.
16. Slugs of water accumulating in undrained lines, are liable to impose serious shock
loads on the turbine. These shock loads may result in heavy vibration,
uncontrollable speed fluctuations, false operation of the overspeed trip and severe
overload of the turbine thrust bearing, which can be of sufficient magnitude as to
cause total failure of the thrust bearing.
V. CLEANING OF STEAM INLET PIPING
1. A steam turbine is vulnerable to damage of the blading if any debris is fed into the
machine with the steam supply.
It is essential, therefore, that the steam line to the turbine is completely clean and free of
any clinging matter, particularly weld splatter, before steam is fed to the turbine on
commissioning. This also applies after any repairs to the piping or boiler.
‘Blow Down’ for the steam line as follows must be carried out when commissioning the
turbine.
2. Disconnect the steam line before the turbine stop valve and turn away from the turbine
with a temporary line to a suitable place for discharge of the steam.

C10 INSTALLATION C10
Necessary safety precautions must be taken such as fencing off the area and providing
ear protection against the inevitable noise generated during the blowing down process.
Arrange for target pieces of polished aluminium to be fitted to the end of the temporary
line. A length of square bar of 30 x 30mm, approximately, clamped vertically across the
flange is ideal as it allows four cycles when turning the bar after each ‘Blowdown’.
3. All steam ‘blows’ should be carried out by fully opening the isolating valve.
Maximum effectiveness of the steam blowing operation will be achieved by starting the
‘blow’ at the maximum possible pressure and by using the maximum possible flow.
With no target piece in place, bring the boiler up to working pressure. Blow Steam down
the line for 20 minutes, or until pressure has dropped to 50% of initial pressure, and
then allow the line to cool (1/2 to 1 hour for bare pipes, 1 ½ to 2 hours for lagged pipes).
Repeat this three times as the heating and cooling helps to loosen clinging matter from
the internal pipe surface due to thermal expansion and contraction.
With target pieces in place run a series of ‘Blowdowns’ for 10 minutes allowing cooling
between each cycle. Stamp the cycle number on the receiving face of the target piece.
Indentation is acceptable when there are no more than 2 impacts in a 10 x 10mm section
of the target piece in the area of highest concentration.
If a separator is included in the steam inlet pipe to the turbine then it should be emptied
after the last ‘Blowdown’.

VI. PREPARATION FOR RUNNING
1. When steam piping has been blown through and re-connected, check all drain lines and
traps. Debris will be washed to the lowest point of the system and must be removed.
2. When all pipework has been finalized, check the alignment of the flexible couplings between
turbine, gearbox and alternator to confirm that no disturbance to the alignment has
occurred.
3. Before running a machine, it is of the utmost importance to ensure that the oil system is
thoroughly clean. Prior to dispatch the system is flushed, dried out and thoroughly
examined before the application of a preservative. Maintain a sealed unit until flushing
commences. Covers and pipework taken off during erection will inevitably attract debris.
4. Using the electrically drive auxiliary oil pump, flush the turbine oil system until the
system is clean. The following actions are required to ensure that the system is correctly
flushed.
i. Any pipework removed for transit or erection should be reconnected into the system with
temporary fine mesh strainers fitted at the down stream point of the reconnection.
ii. Take the weight of the shafting (support with adjustable chocks) and remove the top half
bearings. The bottom halves should be just free in the housing. (Details of the work
involved in removing the turbine bearings is described in Section O. Overhaul and
Inspection). The pedestal covers can then be laid in their correct position.
iii. If “slave” elements are available for the control oil and lubricating oil
filters these should be placed into position before starting to flush.
iv. Start the auxiliary oil pump and commence flushing.
v. Occasionally shut down to check the line filters and the main filter elements.
vi. Occasionally remove the pedestal covers and gearbox top cover and check that oil in
sufficient quantities is reaching all bearings and gear sprayers etc.
5. When the system is clean, stop the auxiliary oil pump and reassemble the machine ready
for running. This involves the following actions:-
I. Remove the bearings and wash them clean. Inspect for damage and replace in position.
Ensure their correct fitting.
II. Remove the temporary shaft support.
III. Replace the bearing caps and tighten down
IV. Replace the pedestal covers and tighten down.
V. Remove any “slave” filter elements and replace with the “service” elements.
VI. Remove all temporary line filters and replace the pipework.
VII. Ensure all joints are fitted correctly and are oil tight.
VIII. Start the auxiliary oil pump and check the oil system pressures.
VII. STEAM QUALITY
I. NEED FOR QUALITY STEAM
Apart from selecting the steam generating equipment of sufficient capacity to suit the
turbine demand, the quality of the steam has to be maintained for better and prolonged
life of turbine and other equipment.
2. EFFECTS OF POOR STEAM QUALITY
i) Damage of Internals
The water used for steam generation may contain scale-forming materials, solids, oxygen
and other impurities. Therefore it is necessary to remove the impurities for trouble
free operation. The trouble created by undesirable quality are scaling, corrosion, foaming,
priming and embrittlement etc.

ii) TV Sticking
Sticking of valve steams in common if solids are present in the steam. Salt from the boiler
water will settle on the inside surface and cause pitting even on the stainless steel blading.
iii) Loss of Power
Loss of power is generally a result of inadequate water treatment, because of which salts
stay in solution while the steam is superheated.
After the steam becomes saturated, after expansion through stages, these salts with
condensate get deposited on the blading.
Even with low solid contamination of steam, deposits on Turbine blades are noticed.
Silica gets deposited on turbine blades which may cause reduction in flow area and at
times unbalance. The stage pressure increases, load drops, the thrust increases and the
thrust bearing may even fail. Hence the carry over of solids in steam should not be
allowed.
RECOMMENDED STEAM PURITY – LIMITS
Technically pure steam is of such quality, that it does not cause deposits in the steam
pre-heaters, in the fittings, heaters as well as in the turbine, which might require the
intentional shut-down of the boiler or some part of the equipment, for their cleaning,
outside of the normal equipment maintenance program.
The recommended or limit values of the purity of steam are stated in the following table.
The value are given in the maximal allowable day average concentrations. The concentration
of the chlorine ions may be max. 3 µg.1-1.

IDE N TIFIE R Unit R ecomm ended Limit Values

V alue s
Specific elect ri ca l µS.c m -1 0.3 1
co nductivity ϒ at 25 o C 1)
Sil icon di oxide (S iO 2). µg.1 - 1 20
Sodiu m and pot assi um µg.1 - 1 10 35
(Na+ + K+ )
To tal Fe conten ts (Fe) µg.1 - 1 20
Amm oni a ( NH 3) M g.1 - 1 1
Copper tota l Cu µg/k g 3
1) Measured after the flow through strong acidic H-katex.
NOTE: The measurement of the electrical conductivity ϒ at 25o C (µS/cm-1) must be done
without the presence of operational chemical agents, e.g. ammonia or hydrazine, which
tends to increase the conductivity. This is why the measurement of specific electrical
conductivity has to be done after the flow of the sample though the strong acidic H-katex,
which is the filter that keeps all cations of the chemical compounds. By the filtration
chemically pure water can be obtained.
STEAM PURITY – LIMITS
—————————————————————————————————————————————
Continuous Start-up
—————————————————————————————————————————————
Conductivity
Micrometers/cm at 25oC
Drum 0.3 1.0
Once through 0.2 0.5
SiO, ppb, max 20 50
Fe, ppb, max 20 50
Cu, ppb, max 3 10
Na +K, ppb, max
Upto 800 psig 20 20
801 to 1450 psig 10 10
1451 to 2400 psig 5 5
Other 2400 psig 3 3
—————————————————————————————————————————————
Note: Containments such as Sodium, hydroxides, chlorides, sulfates, copper, lead and
silicates may result in shortend life and failure of internal parts of the Turbine.
VIII. COMPLETION OF COMMISSIONING
1. On completion of the commissioning period the steam strainer compartment must be
cleaned out. At the same time the temporary outer fine mesh element must be removed
and discarded leaving only the permanent coarse mesh element in position for future
service.
RECOMMENDED COOLING WATER ANALYSIS
CIRCULATING
PARAMETER UNITS WATER WITH COC
4
PHYSICAL
TURBIDITY NTU 40 (max)

o
TEMPERATURE C 30 (max)
COLOUR PtCo 10
TOTAL DISSOLVED SOLIDS mg/l 604
TOTAL SUSPENDED SOLIDS mg/l 40 (max)
CHEMICAL
pH - 7.20
TOTAL HARDNESS CaCO 3 mg/l 180.00
CALCIUM HARDNESS CaCO 3 mg/l 124.00
Mg. HARDNESS CaCO 3 mg/l 56.00
M. ALKALINITY CaCO 3 mg/l 126.84
P. ALKALINITY CaCO 3 mg/l 0.00
CHLORIDE Cl mg/l 48.00
FREE CO 2 as such mg/l 14.08
KMnO4 as such mg/l 28.96
FREE CHLORINE as such mg/l 0
NITRITE NO2 mg/l 0.024
NITRATE NO3 mg/l -
SULPHATE SO4 mg/l 180.12
SILICA SiO2 mg/l 127.48
TOTAL IRON Fe mg/l 0.4
548.5 DBFF (FREE LENGTH) 45
50 550 DBFF (AFTER 1.5 mm PRE STRETCH) 12 No's - M18x1.5P
25 89.5 (369.5) 89.5 25 ON PCD 325.5 EQU.SPA.

HOLE SIZE ON COUPLING : Ø22-H7
X -0.01
-0.03
BOLT SHANK SIZE : Ø22
HOLE SIZE ON TURBINE &
GEAR BOX FLANGE : Ø22.22/Ø22.23
3 3
Ø180.96/Ø180.98(RECESS)
Ø180.96/Ø180.98(RECESS)
Ø181/Ø180.98(SPIGOT)
Ø181/Ø180.98(SPIGOT)
29.8 29.8
PCD 325.5 (TYP)
Ø375 (TYP)
Ø365 (TYP)
Ø165
Ø180
46.65 Kg 46.65 Kg
9 8
1 2 3 4 5 6 7
± 4.5 mm 3.8 mm 0.5° Application:- TURBINE - GEAR BOX

DETAIL - X
Axial Radial Angular Model No: 8GH-240-S Weight : 93.3 Kg
MAX.MISALIGNMENT
9 Gagging Screw STD (B/O)
Note:- 8 Gagging Bush BS970 080 M40 16 --
7 Lock nut BS970 817 M40 24 1.5
1. Tightening Torque : 6 Attachment Bolt 24 6.3
BS970 817 M40
Item No=5 Coupling bolt Tightening Torque = 750 Nm
5 Coupling Bolt BS970 817 M40 16 6.5
Item No=6 Attachment bolt Tightening Torque = 320 Nm
(Lubricated threads with MOS2 grease) 4 Lock nut BS970 817 M40 16 1.4
2. Gagging Screws & Bushes (Item No 8 & 9) are only for Transportation 3 Spacer BS970 817/709 M40 1 24.8
purpose and need to be removed prior to installation. Coupling not to 2 Element assy. AISI 301 2 12
operate with agging screws in position. 1 Adaptor BS970 817/709 M40 2 38.6
3. For compressing transmission Unit to clear the spigot on the adaptors, S.No. DESCRIPTION MATERIAL QTY
tighten gagging screws (without bush in position)
4. Do not disturb factory assembled Coupling bolts.
5. Test certificates for Material, Dimensional, Dynamic Balance & Guarantee
will accompany supplies.
1265
450 500 DBSE 315
307 250
Ø 415
Ø170
Ø230
Ø480
Ø560
Ø525
Ø465
409 Kgs.
460 Kgs.
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19
9
21 20 21 Gagging Screw STD 20

20 Gagging Bush BS970 080 M40 20
± 4.0 2.1 0.375°
19 Alternator hub BS970 709 M40 1 176
Axial Radial Angular Model No: 10GBH-360-S Weight= 869 Kgs.
BS970 080 M40
18 Adaptor # 3 1
MAX. MISALIGNMENT Application:- GEAR BOX - ALTERNATOR 17 Bearing shaft BS970 080 M40 1
16 Screw STD 8
DETAIL-X 15 Adaptor # 2 BS970 080 M40 1
Note:-
14 Shear pin BS970 817 M40 5
1. Tightening torque of bolts having threads lubricated with MOS2. Bearing STD
13 2
Item No: 10 Coupling bolt tightening torque = 2400 Nm. 12 Grub Screw STD 5
Item No: 3 Attachment bolt tightening torque = 220 Nm. 11 Spacer BS970 080 M40 1
10 Coupling bolt BS970 817 M40 20
2. Gagging Screws & Bushes (Item No 20 & 21) are only for Transportation
9 Ring nut STD 1
purpose and need to be removed prior to installation. Coupling not to Lock washer 1
8 STD
operate with gagging screws in position. Element assembly AISI 301 2
7
3. For compressing Membrane Unit assy to clear the spigot on the hubs, 6 Overload washer BS970 817 M40 20
tighten gagging screws (without bush in position) 5 Lock nut BS970 817 M40 20
4. Do not disturb factory assembled Coupling bolts. (Item No:10) 4 Adaptor # 1 BS970 080 M40 1
5. Test certificates for Material, Dimensional, Dynamic Balance & Guarantee 3 Attachment screw STD (B/O) 48
will accompany supplies. 2 Lock nut BS970 817 M40 48
1 Gear box hub BS970 080 M40 1 184
S.No. DESCRIPTION MATERIAL QTY
D1 SECTION D-OPERATION D1
The following description of the warming up, start up, operating and shut down procedure
for the turbine is to be read in conjunction with the arrangement drawings and P & I
diagram included in this manual.
I. STANDBY STATE
In order that the Turbine can be brought up to speed and loaded with the minimum of
delay the following notes and conditions must be observed.
Steam stop valves, after even relatively short periods of service are seldom ‘Bottle tight’
and some leakage has often to be tolerated.
The corrosive effect of moisture and some boiler treatment chemicals which may be
deposited in the turbine is far worse in a standing turbine open to atmosphere (via the
glands) than under running conditions.
It is good practice, therefore, to prevent as much leakage as possible from getting through
to a standby machine.
1. The isolation valve V-1 (Fig- 7) between the boiler and the turbine stop valve and bleed
(if applicable) should be closed. The steam line should be fitted with a drain to atmosphere,
check that this drain is open where steam traps are fitted, be certain that they are working.
2. The turbine stop valve should be closed. This is a combined stop and emergency valve.
3. The turbine should be left as tripped and should not reset.
4. Open all drains, namely the Throttle Valve Drain, Stop Valve Drain, Wheel Case drain.
However the dirty water drain has no valves and the drain is permanently open.
5. The oil reservoir should be maintained at the correct level and any water present hould
be drained off, preferably through an oil purifier using the connections provided on the
oil reservoir.
D2 OPERATION D2
6. The oil filters should be clean.
7. Any cooling water isolating valves should be closed.
8. WITH THE BOILER STOP VALVE CLOSED check the freedom of all other valves by fully
opening and closing once a week:-
II. STARTING
A. Check Points Before Starting:-
1. Check that the 2-way solenoid operated remote trip is not in the tripped state (ie.
Energized position).
2. Turn the hand trip lever, situated on the steam end pedestal, to the ‘RUN’ position.
3. Check oil level in the oil tank through the level glass.
4. Admit cooling water to the oil cooler and auxiliaries.
5. Reset the Low Pressure Oil Trip Valve.
4. Start motor driven AOP & ACOP.
5. Start motor driven Condensate extraction pump, ejector system & auto gland steam
supply.
6. Check that the control (relay) oil accumulator is charged with nitrogen to the correct
pressure.(see SECTION-B)
DO NOT LUBRICATE the throttle valve or stop valve spindles.
These spindles operate in hardened and ground nitride steel guides and must be kept
free from all deposits.
7. Check for Operating of Throttle valve.
The governor in service mode, increase & decrease the governor out put. This would
cause the Throttle valves to open & close.
D3 OPERATION D3
This is because the MOOG actuator can be governed & controlled to open or close
Throttle Valves even when turbine is at Zero RPM, with Control Oil available.
8. Check for Operation of SEV.
The SEV is ON/OFF type, The 3- way solenoid valve in the control oil line can be de-
activated for open & activated for closing the SEV, This can be repeated for 2- 3 times
9. If any of the valves or controls referred to above, particularly the throttle valve or SEV
stick or operate jerkily, then DO NOT attempt to run the turbine except in an emergency.
Should such an emergency condition exist DO NOT leave the set unattended
If the turbine is left standing for long periods, pressurize the lube oil system and
initiate the turning gear for approximately I hour every two or three days. This will
prevent the rotor remaining in the same position for long periods.
B. WARMING FROM COLD START
Before attempting to run the machine, the operator should be certain that he is
familiar with all the controls of the turbine and its auxiliaries and that he
understands their function.
‘These instructions should be read righ t through in conjunction with the P&I
diagrams and drawings supplied.
1. Ensure that all Drains on turbine (Throttle Valve Drain, Stop Valve Drain, Wheel Case
drain) are opened.
2. Ensure all the Check points (mentioned in section II) are done.
3. Start the motor driven barring gear. An interlock ensures that the barring gear cannot be
started before bearing oil pressure is established.

D4 OPERATION D4
4. To start, open the isolating valve in steam line after boiler. (if fitted) and open vent line valve V2
& V3, (refer Fig -7) crack open the main valve (V-1 ) in the main header. This would warm up
the steam pipe to the turbine & up stream of turbine stop valve. (Since at this condition the SEV
will be in ‘closed’ position). The excess steam would be vented through V-2 & V3.
5. When the steam temperature consistently maintained around rated design temperature (or less
50 o C of rated temperature) and evidence of steam coming out of from SEV drain (with out
water is visible for 10-15 minutes) reset 3-way solenoid valve to allowing the control oil into the
hydraulic system to open the stop & em. valve, which in turn admit steam in to SEV & nozzle
chest for warming-up process.
6 Open valves V4, V5 & V6. to vent excess steam to the header and close valve V2 & V3
a) Observe the nozzle Chest body temperature.
b) The inlet steam temperature is greater than nozzle chest body temperature by 5 o C.
7. After achieving the above conditions and keeping the governor at service mode, crack open
the throttle valve.
This would allow the steam to pass to the steam casing for warming.
8. The steam should be passed for warming until the following conditions are satisfied:-
a) The steam top casing temperature reaches 130 o C.
b) The differential temperature between the top & bottom steam casing should be not more than
50 o C.
9. The Soaking time to be followed as indicated in cold start diagram.
10 With the above the turbine is ready to start.

D5 OPERATION D5
C. STARTING AFTER WARMING
. The following operations for starting should be carried out in the proper sequence.
1. Ensure governor is programmed as per start-up curve
2. After the Steam casing has achieved the desired temperature ( 130 o C)
3. Close all the valves in venting line (V-4 to V6 ) and open main inlet valve (V-1 ) fully .
4. Re-set governor in “RUN” mode, the turbine starts following as per the programmed start-
up curve.
5. Checks should continue to be made on oil pressures, temperatures and vibration readings.
The turbine speed MUST NOT be held steady with the CRITICAL SPEED BRAND, but
must always be steadily increased through this region.
6. During run up, check that the barring gear has stopped and declutched automatically at a pre
set speed.
7. At any speed other than the critical speed band, the run up may be halted from the Gover
nor Keypad to investigate any unusual circumstances.
If the turbine starts to vibrate, possibly due to unevenness of warming through the rotor causing
a temporary bend, reduce speed immediately to 1000 rpm and soak for approximately 30
minutes before commencing run up procedure again. Any attempt to run through a vibration
condition by increasing the speed could cause permanent deflection of the rotor.
8. Once the turbine is running satisfactorily at rated speed it may be desirable to test both
electrical and mechanical overspeed trip devices.
9. The mechanical overspeed trip must now be tested. Test the overspeed trip by increasing the
speed above rated speed through governor . (Under no circumstances go beyond the
maximum trip speed rating)

D6 OPERATION D6
10. When the main stop valve trips, It should be noted that until the turbine has run down to half
speed any attempt to ‘ON’ the stop valve will be futile. This is because the overspeed trip valve
will not return to its inner position and furthermore, the low pressure oil trip is held in the tripped
position by relay oil.
11. When turbine speed has fallen to half speed, reset the low pressure oil trip.
12. Repeat the start up sequence given from Point 3 onwards.
13. The turbine/alternator unit is now ready to take on load.
14. If possible, it is advisable to apply load gradually taking 20-30 minutes to reach full load.(refer
load curve) Whilst the set is designed to withstand full load instantaneously, the sudden steam
demand on the boiler may result in carry over water and possible damage to the turbine.
15. Ensure all the drains valves (Throttle Valve Drain, Stop Valve Drain, Wheel Case drain) are fully
closed before the set is loaded.
III. RUNNING
a) The Gland Sealing steam is controlled and should be set to maintain 0.2-0.3 kg/cm 2(g) at the
inner gland pockets. Pressure gauges are fitted in the sealing steam lines.
Refer Section B Instrument Setting.
b) Bearing 1.5 to 1.8 kg/cm 2(g)
c) Control 24 to 25 kg/cm 2(g)
1. These pressures are important and bearing pressures below 1.5 kg/cm 2(g) and control pres
sures below 22 kg/cm 2(g) merit examination.

D7 OPERATION D7
If either the lubricating oil pressure or the control oil pressure continues to fall below preset
limits then the turbine will trip automatically.
2. The turbine rotor journal bearing metal temperatures should normally be 80 – 90 oC and bearing
oil outlet temp. should normally be 60 – 80 oC at full load and maximum steam conditions.
The steam end turbine bearing will normally run hotter than the exhaust end bearing because of
its proximity to the inlet end of the turbine.
If a bearing metal temperature exceeds 95 oC observe this bearing closely until certain that this
is a stable temperature and not gradually rising. An alarm should beactivated at 95 oC
temperature. Rising temperatures in excess of 100 oC call of IMMEDIATE SHUTDOWN AND
EXAMINATION. The turbine should trip when bearings reach this temperature.
3. The turbine rotor thrust bearing temperature is measured by resistance temperature detectors
embedded in the pad metal. Normal temperatures should be in the range 80-90 oC. Alarm
should be activated at 95 oC and the turbine tripped at 100 oC.
4. All steam and oil systems are fully monitored as specified by a range of pressure transmitters
and temperature detectors which send signals to the remote indicators. A record of all readings
should be kept while running.
5. At the time of no load and low load operations, the turbine exhaust steam temperature will go
up and this cause heating up of LP stage blades.
6. The turbine exhaust temperature is controlled by spraying water (condensate) at the outlet of
the last stage blades in order to control the LP stage temperature.
7. The exhaust temperature is measured through a RTD and further the signal goes to a control
valve rooted through a control loops.
8. The control valve regulate the flow of water (condensate) to exhaust spray based on the signal
received by control loops

D8 OPERATION D8
IV. SHUTTING DOWN
Normal shut-down is basically the reverse of the start-up procedure.
1. Reduce and remove the load from the turbine in accordance with the instructions given in the
manuals for the alternator and the other plan and equipment.
2. Trip the main stop valve by the operating solenoid trip button. Check that the AOP & ACOP
starts during the turbine run-down.
3. When speed is low enough the barring gear will cut-in automatically to keep the shafts turning
during the cooling down period.
4. Close the isolating valve in the steam line and switch over to gland steam sealing system.
5. Close the HP steam isolating valves.
6. Shut down the ejector, Condensate extraction pumps and Auto Gland sealing system.
7. Open the turbine drains. It is most important to leave these open whilst the
set its resting.
8. The motor driven barring gear should be allowed to run until all bearing temperatures
have fallen to ambient levels to ensure the turbine shaft does not bend while cooling.
The oil pump must be run to the same period to lubricate the bearings and carry away
the heat soakage along the shaft. Circulating water to the oil cooler should be al lowed to
continue for the same period.
9. Wipe off any boiler compound deposits which may have formed on the throttle valve spindles. If
the valves have been operating in one position for a long period, proceed as follows while the
turbine is cooling.
We need to Increase & then Decrease the governor speed settings, this would cause the
Throttle valves to open & then close.

D9 OPERATION D9
This is because the MOOG actuator can be governed & controlled to open or close
Throttle Valves even when turbine is at Zero RPM, with Control Oil available.
Repeat these three steps several times.
10. Shut down any supplies to the generator (see manufacturers manual.
11. Please observe the conditions set out in Article I. Standby State of this section, in order to
ensure that the turbo-alternator set is maintained in good working order and may be brought
into service with minimum effort and delay.
For Warm & Hot Start follow the same start procedure.
V. GUIDELINES FOR USING START UP CURVE
1. The importance of following a start up curve is to ensure that:
i) The vibration levels are within acceptable levels throughout its speed and load increase.
ii) There are no mechanical rubbings either of axial or in radial types.
iii) There is no water carryover into the turbine which will cause bending of the rotor and also may
damage thrust bearing.
2. Starts up curves provided are generic in nature. They give insight into proper starting of turbine.
However validity of the curves is to be done during commissioning of turbine and corrections
required have to be done by commissioning personnel.
3. Primarily it is the responsibility of the operating personnel to see that the above points 1 and 2
are fulfilled even by modifying the start up curves.
4. During soaking period of turbine vibration levels have to be closely monitored. Vibration levels
should be same or improved but should not deteriorate. Deterioration can be attributed to
bends,axial or radial rubbing. In such case time period for soaking can be increased.
D10 OPERATION D10
5. Customer is advised to check the functionality of mechanical over speed tripping
mechanism at least once in a year, if the TG is running continuously. If TG is intermittently run,
then test is advised at first start up time. However checking of the over speed tripping
mechanismmay be limited to a maximum of 5 to 8 times in a year.
6. For condensing TG sets, if vacuum building up time is more than warming up time then vacuum
building time should be considered as warming up time.
7. Loading rate of turbine after attaining rated RPM should be as per load curve provided. Gradual
loading is also required as sudden demand on boiler for steam can lead to water carry over to
turbine, which can damage turbine parts. Essence is the load curve to be followed is a minimum
requirement while ensuring that there is no considerable fluctuation in steam inlet pressure and
temperatureas fall in pressure and temperature can cause water carryover into the turbine.
TRIVENI ENGINEERING Note: Refer "Guidelines for using start up curves " before following this curve ISSUE : 00
AND INDUSTRIES LTD.
COLD START DIAGRAM

(for >/= 20 hours stoppage)
10000
8000
Normal Speed 6827 RPM)
TURBINE SPEED (RPM)
6000
This time to be considered with
respect to stabilisation of TG set
at rated operating speed. Further
, refer Load curve for loading
4000 Barring for 4 turbine at rated speed.
hours,Warming through sudden jump from -300 to +300 rpm
Raising of CS= 2600
vaccum, with gland CS - 1st critical speed
sealing
2000
Soaking
0
240 250 260 270 280 290 300 310 320
TIME (MINUTES)
Project: Amrit Cement Industries Ltd.

Power: 12 MW
DOC NO: TDC/C-2592/START Inlet Pressure: 64ata
DATE: 9/14/2010 Temperature:485 Deg C
Exhaust Pressure:0.1 ata
AND INDUSTRIES LTD.
WARM START DIAGRAM

(FROM 8- 10 HOURS STOPPAGE)
10000
8000
Normal speed 6827 RPM
TURBINE SPEED (RPM)
6000
This time to be considered with

respect to stabilisation of TG set at
rated operating speed. Further , refer
Load curve for loading turbine at rated
4000 speed.
sudden jump from -300 to +300 rpm

of CS= 2600
2000 CS - 1st critical speed
Barring ,warming through,
with gland sealing steam
Barring with Soaking
gland sealing
0
0 5 10 15 20 25 30 35 40
TIME (MINUTES)

Power: 12 MW Inlet Pressure: 64ata
DOC NO: TDC/C-2592/START Temperature:485 Deg C
DATE: 9/14/2010 Exhaust Pressure:0.1 ata
AND INDUSTRIES LTD
HOT START DIAGRAM

(FROM STANDBY STATE, </=6 HRS STOPPAGE)
10000
This line indicates the time

achievable assuming that full
8000 vacuum is maintained with
sealing steam supplied at the Normal speed 6827 RPM
rotor glands, the barring gear
TURBINE SPEED (RPM)
engaged and running together

with warming steam supplied.
6000
This time to be considered
with respect to stabilisation
of TG set at rated operating
speed. Further , refer Load
4000 curve for loading turbine at
rated speed.
sudden jump from -300

Barring with gland to +300 rpm of CS= 2600
2000 sealing CS - 1st critical speed
0
Barring 0 5 10 15 20 25 30 35 40
with gland
sealing TIME (MINUTES)

TRIVENI ENGINEERING AND INDUSTRIES LTD. ISSUE : 00
LOAD CURVE
(FOR COLD, WARM, HOT CONDITIONS)
cold start warm start, hot start

14000
12000 LOAD CURVE IS TO BE

USED WITH
REFERENCE TO START
10000 UP CURVES ONCE THE
TURBINE IS RUNNING
AT RATED RPM
LOAD (KW)
8000
6000
4000
2000
0
0 10 20 30 40 50 60
TIME (MINUTES)

TRIVENI ENGINEERING AND INDUSTRIES LTD.
BANGALORE
INLET PRESSURE CORRECTION CURVE
1.005
1.000
Correction Factor
0.995
ORDER NUMBER : C-2592
0.990
PROJECT : Amrit Cement Industries Ltd
INLET PRESSURE (Ata) : 64
INLET TEMP (deg C) : 485
EXHAUST PRESSURE (Ata) : 0.1
SPEED (RPM) : 6827
0.985
0.980
60 61 62 63 64 65 66
Inlet Pressure (Ata)
PREPARED BY : Bharath K S APPROVED BY : Y K BOLE Date: 9/14/2010

BANGALORE
INLET TEMPERATURE CORRECTION CURVE
1.010
1.000
0.990
Correction Factor
0.980

0.970 PROJECT : Amrit Cement Industries Ltd
EXHAUST PRES (Ata) : 0.1
0.960 SPEED (RPM) : 6827
0.950
465 470 475 480 485 490 495
Temperature (deg C)
PREPARED BY : Bharath k S APPROVED BY :Y K BOLE Date: 9/14/2010

BANGALORE
EXHAUST PRESSURE CORRECTION CURVE
1.010
1.000
0.990
Correction Factor
0.980
0.970 ORDER NUMBER : C-2592

PROJECT : Amrit Cement Industries Ltd
INLET PRESSURE (Ata) 64 :
INLET TEMP (deg C) 485 :
0.960 EXHAUST PRESSURE (Ata) : 0.1
SPEED (RPM) : 6827
0.950
0.08 0.09 0.1 0.11 0.12 0.13 0.14
Exhaust Pressure (Ata)
PREPARED BY : Bharath K S APPROVED BY : Y K Bole Date: 9/14/2010

BANGALORE
SPEED CORRECTION CURVE
1.005
0.995
0.99
Correction Factor
0.985
0.98
0.975
PROJECT :Amrit Cement Industries Ltd
0.97 EXHAUST PRESSURE (Ata) : 0.1
SPEED (RPM) : 6827
0.965
0.96
0.955
93% 94% 95% 96% 97% 98% 99% 100% 101%
Speed (rpm)
PREPARED BY : Bharath K S APPROVED BY :Y K BOLE Date:9/14/2010

E1 SECTION E-SPEED GOVERNING SYSTEM E1
I. DESCRIPTION
The speed governing system comprises :-
A SPEED SENSING UNIT & Governor.
MOOG Actuator.
A THROTTLE VALVE ASSEMBLY
II. SPEED SENSING & GOVERNOR SYSTEM
This is a Woodward 505 electronic governor which takes the input from the speed sensing
unit mounted on the Steam End Pedestal.
The operation of 505 Woodward Governor is described in governor publication.
a). The governing system is an electronic type with an electrical signal being transmitted
to MOOG actuator which in-turn controls the lift of Throttle valve & hence the steam
entering the Turbine.
III. MOOG Actuator
SYSTEM includes
MOOOG servo actuator is a high performance cylinder, servo valve and transducer
assembly specially designed for position close loop application. To move in both directions,
the system uses an external hydraulic power supply (24-25 kg/cm 2(g)).
The assembly includes following components.
- a double rod linear actuator
- a position transducer
- MOOG electro-hydraulic servo valve
MOOG SERVO CONTROLLER (MSC) is a high performance multi axis servo controller
used for close loop control.
Working Principle: (Refer Drg No.2S34134-001.)
The hydraulic actuator moves under the effect of differential pressure between the two
actuator chambers. This differential pressure applied on the equivalent areas of the double
rod end actuator generates a thrust force.
E2 SPEED GOVERNING SYSTEM E2
This differential pressure is generated by the servo valve fitted on the actuator body.
Servo valve is an electro-hydraulic component wit a spool position feedback. The valve
main spool also moves under the differential pressure applied on both ends of the spool.
NOTE: Therefore the servo valve is inoperative without hydraulic supply.
The pressure loss is generated by the pilot Direct Drive Valve. In order to control the
position of the rod actuator, the LVDT position transducer is fixed on the actuator. Every
difference between the Position feedback signal and the Input signal from the Governer
will generate an error signal in order to correct the actuator position which in turn controls
the throttle valve opening.
MOOG Servo controller (MSC) recieves the input command from Woodward Governer (4-
20mA) and MSC accordingly gives command to drive the Servo Valve D683-4114 mounted
on the actuator.
Based on the Servo valve opening and the inlet flow & pressure differential, the piston
starts moving.
The position transducer inside the actuator gives a feedback to the MSC. Based on this
feedback Msc controls the opening/closing of the servo valve to achive the required position
of the servo actuator piston(i.e., steam control actuator).
In hydraulic terms oil supply from Pump is connected to ‘P1’ port on Servo actuator
which is an input flow to the servo valve. The servo valve opening or closing is controlled
through MSC Controller.
Please note During Normal operation Solenoid Valve ‘S1’ is OFF or De-Energised,
hence all the 9nos. of cartritge valves(B1 to B4), (R1 to R4) and ‘CV’ are in closed position.
During this operation oil flows ONLY through Port ‘P1’(inlet from Pump) and fluid returning
from actuators flows back to the tank through Servo valve Tank port ‘T1’.
Emergency closing of the steam Control actuator:
Normally emergency closing will be accomplished with the help of Servo valve and the
accumulator flow. The MSC will provide the necessary signal to the Servo valve to change
the position of Steam control actuator to the required 10% or 20% opening at very fast
rate. As back up for emergency closing function, Cartridge valve circuit is provided. To
activate this circuit, the Solenoid Valve ‘S1’ is ON or Energised.
Sl. Valve controls the pilot pressure on the cartridge head(B1 to B4), (R1 to R4) and ‘CV’.
When it is energised the pressure on the cartridge heads is dropped through the T2 and
Y1 and hence all the cartridge valves(9nos.) will be opened.
One NG25 artridge valve ‘CV’ is used to exhaust the Main cartridge (B1 to B4), (R1 to R4)
valves pilot flow to tank through T2, so that cartridges(B1 to B4) and (R1 to R4) are
opened FAST.
The HIGE flow from accumulator is then passed through (B1 to B4) NG40 cartridges on
Bore side of the actuator.
And the exhaust flow from Rod end will pass through (R1 to R4) NG40 cartridges shown
on Rod side to TANK through ‘C2’ (4" pipe).
Assumption
It is assumed that the 2 x 20 ltrs. Bladder of accumulator is filled up by nitrogen with
filling pressure 18 kg/cm 2(g) and is installed in the pump pressure line which, ensures
sufficient aount of working fluid during the Emergency closing of the steam control
acctuator.
During Load Throw Off Conditions

During Load Throw Off Conditions, there will be a sudden change in the input signal to
MSC, and the MSC will give a corresponding signal to Servo valve. The Servo valve response
will be in milliseconds and with the help of pump and accumulator flow, and the closed
loop circuit, the actuator (cylinder) will be positioned in the required position.
For further details refer manufacturers instruction manual
IV. THROTTLE VALVE GEAR
A. Description
The nozzle chest or throttle valve chest is sub-divided internally into the three separate
nozzle banks. Each group of nozzles has steam flow controlled by its respective throttle
valve.
The valves are of the single beat, seat obturated type, with spindle and valve head guides.
To resist scoring and pick-up from scale carried through the strainer, the guiding surface
of head and spindle have a ‘tuff-trided’ finish.
Spindle and head guides are hardened and ground with clearances as indicated in Fig.
10. The spindle guides are located in T.V. column assemblies (1), which contain nonmetallic
gland packing (graphite) to break down the pressure.

Loaded throttle valve springs (16) resist valve opening in addition to the steam out of
balance forces when closed, (the latter is reduced to acceptable levels on No. 1 valve by
pressure balance holes drilled through in valve guide).
The upper end of each valve spindle is screwed and pinned into a spring carrier, which
also houses a spherical bearing. A separate throttle valve lifting spindle (23) is retained
within the spherical bearing housing by a flange turned on its lower and Screwed bearing
retainer (19) prevents withdrawal of the bearing and spindle (23).
Each of the three valve levers has trapped at the extremely a second spherical bearing
through which the upper portion of spindle (23)
The outer end of spindle (23) is threaded, with adjusting nut (40) positioned at some fixed
point to provide the correct valve phasing.
The valves lift against spring load etc., when sleeve (25) fitted to the spherical bearing
contacts adjusting nut (40).
Cross shaft (29) provides the necessary upward motion to the lever, spherical bearing
(47) and sleeve (25) rotating anti-clockwise in bearing blocks (30).
B. Operation
The turbine being a ‘nozzle governed’ set, has three nozzle banks, each with its respective
throttle valve. These open in sequence relative to the load carried, reducing throttling
losses to a minimum at the C.M.E.R. point it follows that the valves must be arranged to
operate in the correct sequence. Valve pick up points can be determined statically, but
final settings can only be achieved by plotting the ‘droop line’ on site.
All three valves are phased to open sequentially by means of lift arms from a common
rocker shaft. The latter located in spherical bearings is rotated by direct mechanical
linkage from movement of the power piston of Mooog actuator, which has sufficient ‘muscle’
from the oil relay to overcome combined spring and steam loads.
C. Adjustment (refer to Fig. 10)
Refer to adjustment of power piston stroke.
If travel of the rocker arm and valve levers are correct – proceed with the valve settings.
1. At No.1 valve lever trap a shim 1.27 – 1.52 mm thick – for clearance ‘V’. Hold in this
position and run adjusting nut (40) down spindle (23) of valve No. 1. ‘Bottom’ spindle (23)
in carrier (31).]
2. Check that sleeve 25 is seated correctly in spherical bearing 47, just touch the top of
sleeve 25 with the underside of adjusting nut 40 and set dimension ‘Z” clearance Refer
Fig 10a.
NOTE: Valve No.1 is at the main stop valve side and Valve No. 3 at Centre. Generaly
Steam inlet shall be at R H side, viewing from steam end pedestal end.
3. Pressure the auxiliary oil systems and check operation of the valve gear. Ensure that
valve travel is smooth and full lift as above is available.
4. Shut down – check clearance between nut 40 and sleeve 25 on No.1 valve this should be
1.5 – 1.8mm.
5. Adjusting nuts 40 on No.2 and No.3 valves cannot be finally “pinned” until
the “droop line” has been plotted.
Throttle Valve Gland Leakage Setting
1. Nut 18 will not be fully lightened in the initial stage.
2. After admitting steam and witnessing some fumes of leakage of steam, nut 18 may be
lightened slowly such that the steam leakage just stop.
3. Fine tuning of nut 18 may be attempted once again if it is leak.
D. Maintenance
1. Disconnect vertical Actuator link
2. Screw adjusting nuts 40 and locknuts 42 off spindles 23 and store.
3. Swing rocker arm 26 anti-clockwise over spindles 23.

4. Carefully release the spring load using long studs 11, 39. Ensure all compression is off
before removing spring retaining plate 10.
5. Remove spring, plates, etc, identifying each item for re-fitting.
6. Check that TV lifting spindles 23 dim. have the requisite 0.584 – 0.965 mm vertical
clearance at the lower end.
7. Bottom, each spindle in spring carrier 31 taking up all clearance checked in step 6.
Check that all valves are “seated”.
8. Swing rocker arm 26 back over spindles 23 until valve lever No.1 contacts the arm stop
17. Hold in this position.
9. Set a dial indicator on the spring carrier 31 and zero.
10. Carefully lever up each valve in turn to check gap “W” – which should have reduced to
1.65 – 2.66mm.
11. Clearance “W” is important at all three valves to prevent contact of TV collar 24 and
spherical bearing 47.
12. Should this occur – full servo effect would be applied to clamp plate 28 and retaining
screws 37.
13. With clearances checked – swing levers out of position for individual valve lifting spindle
inspection.
14. Remove grubscrew 36 locking bearing retainer 19 – unscrew retainer and withdraw bearing
47. Examine bearing (renew if necessary) and spindles 23 – check that the latter has had
sufficient “working” clearance inside the bore of retainer 19. Likewise, at the upper end –
check there has been no contact with the bore of spring retaining plate 10.
15. Replace :- Spindle, bearing and retainer – lock with grubscrew.

16. Examine the spherical bearings contained in the ends of each valve lever, these should
be free but not slack. Check that sleeve 25 is “peened” securely into the bearing. (Spherical
bearing and sleeve 25 must remain locked in this fashion to ensure correct valve settings).
Check that clamp plate 28 is “face to face” on the lever and not “nipping” the bearing
housing – if this occurs, the bearing will “seize” in the housing.
17. Examine cross shaft spherical bearings 46, these should allow free movement of valve
levers, any binding should be investigated. Excessive clearance requires renewal of
bearings.
18. Check that lifting spindles 23 are free to allow displacement about the center line when
operating. Examine the portion traversed by valve lever(s), this section should be smooth
and free of “burrs”, on which sleeve 25 could “latch”.
19. Disconnect valve spindle drain manifolds, release valve column flange nuts and withdraw
column assembly. Cover valve chest openings.
20. Hold assembly secure on wooden blocks, remove split taper pin 34 and unscrew spring
carrier body from valve spindle.
21. Carefully withdraw valve head and spindle. Examine guided sections of valve head spindles,
any scratches or burrs should be removed with a smooth carborundum stone. Hard
marking or indications of malalignment should be investigated. Any sign of “wire-drawing”
on valve or seat, requires grinding out.
22. Examine spindle and valve head guides – these being nitrided items should require nothing
more than cleaning – remove all trapped scale and chemical deposits.
23. Check that the spindle drains are clear, examine flange joint faces, rectify any damage
likely to create leakage.

24. Examine the TV column raised joint face and mating recess in the valve chest. Both
should be free from damage – indication of leakage requires the two faces grinding together.
(NOTE: these are face-to-face joints). When reassembling ensure these faces are pulled
down square.
25. Examine valve chest – clean out and double check that no nuts, allen keys, rule etc. have
dropped through the valve seats. When satisfied, reassemble valve and valve column and
refit.
26. Reposition valve operating gear – check clearances “X” and “W” (Steps 6-10).
27. Check valve springs before refitting for :- Refer Fig 10a
28. Reassemble individual valve gear, check valve settings, connect to oil relay and check
operation.
V: GOVERNOR OPERATION:-
KEY PAD AND DISPLAY
ALARM SPEED AUX KW
7 8 9
PRGM F1
EMERGENCY
CAS RMT LMTR
ADJ
RUN F2 4 5 6
YES ACTR CONT
STOP F3 SELECT 1 2 3 CLEAR
NO EXT/ADM DYN
RESET F4 0 . +/- ENTER
505 Key Pad and Display
A description of each key’s function follows. Some descriptions refer to the function blocks contained
in the program and operating flow charts.
SCROLL:
The large diamond shaped button in the middle of the keypad with arrows at each of it’s four
corners. The < > (scroll left, right) moves the display left or right through the function blocks of the
Program or Run mode. The (scroll up and down) moves the display up or down within a function
block of the Program or Run mode.
SELECT:
The select key is used to select control of the 505 display’s top or bottom line variable. The @ sigh
is used to indicate which line (variable) can be adjusted by the adjust keys. Only when there is a
changeable variable on both lines (dynamics, valve calibration modes) does the “select key” and
@ sign determine which line variable can be adjusted. When there is only one adjustable parameter
displayed on the screen the “select key” and @ sign’s position are irrelevant.
ADJ (adjust):
In the run mode the (adjust up) moves any adjustable parameter up (larger) and the (adjust down)
moves any adjustable parameter down (smaller).
PRGM (program):
When the control is shutdown this key selects the Program Mode. While in the Run mode this key
selects a program monitor mode. In the program monitor mode the program can be viewed but not
changed.
RUN:
Initiates a turbine run or start command when the unit is ready to start.
STOP:
Initiates a controlled turbine shutdown (Run mode) once verification is given. The “stop” command
can be disabled through a service mode setting (under key options).
RESET:
Resets / clears run mode alarms and shutdowns. Pressing the key also returns the control to the
(controlling parameter / push run or program) status after a shutdown.
0/NO:
Enters 0/NO or disable.

1/YES:
Enters 1/YES or enable.
2/ACTR (actuator):
Enters 2 or displays the actuator position (Run mode).
3/CONT (control):
Enters 3 or displays the parameter which is in control (Run mode); press the scroll down arrow to
display the control’s last trip cause, steam map priority, highest speed reached, and local/remote
status (if used).
4/CAS (cascade):
Enters 4 or displays the cascade control information (Run mode).
5/RMT (remote):
Enters 5 or displays the remote speed set point control information (Run mode).
6/LMTR (valve limiter):
Enters 6 or displays the valve limiter information (Run mode).
7/SPEED:
Enters 7 or displays the speed control information (Run mode).
8/AUX (auxiliary):
Enters 8 or displays the auxiliary control information (Run mode).
9/KW (Load):
Enters 9 or displays the kw/load or first stage pressure information (Run mode).
./EXT/ADM (extraction/admission):
Enters a decimal point or displays the extraction/admission information (Run mode).
CLEAR:
Clears program mode and run mode entries and takes display out of it’s present mode.
ENTER:
Enters new values in the program mode, and allows the direct entry of specific set point values in
the Run mode.
DYNAMICS (+/-):
Accesses the dynamic settings of the parameter controlling the actuator position in the run mode.
The dynamics adjustments can be disabled through a service mode setting (under key options).
This key will also change the sign of a value being entered.
ALARM (F1):
Displays the reason for any alarm condition (last/newest alarm) when the key’s LED indicator is
illuminated. Press the scroll down arrow (diamond key) to display additional alarms.
OVER SPEED TEST ENABLE (F2):
Permits the speed reference to be raised beyond the maximum controlling speed set point to test
either the electrical or mechanical over speed trip.
F3 (function key):
Programmable function key for enabling or disabling programmable control functions.
F4 (function key):
Programmable function key for enabling or disabling programmable control functions.
EMERGENCY SHUTDOWN BUTTON:
Large red octagonal button on the front of the enclosure. This is an Emergency shutdown command
for the control.
1. Governor 505 starting procedure:
1.1. All process parameters such as lube oil pressure; vacuum, etc. should be brought to normal.
1.2. Switch on power supply to Turbine control panel and power supply to governor.
1.3. After self test is over, press “RUN” key. Press “CLR” key to reset shut down relay. Press “Turbine
Reset” push button on the Turbine control panel. Press “SPD”.
1.4. Then follow the WARMING & STARTING procedures provided in Section- D.
To enter in service mode:
Press Clear
Woodward gov
Press < or > for new mode or push

enter for service
Press >
System information
Press Enter
System information
Press >
Change password
Push enter to change the

password for service
Press Enter
Enter the service mode

password.
Check:
1. Earthing for Governor provided.
2. Measure dc voltage level, it should be within 110 v dc + 10% volts.
3. Check for correct polarity of the dc voltage sources at the Governor connection point.
4. Follow the following:
Apply 110 volts dc power

supply.
Controlling Parameters
Push Run / Program
Press Program
Turbine start
Auto start
Fill the program as per

attached program sheet.
Press to move down of a

Press to move from a program block
program block to another
program block.
Speed : 0.000 rp m
Set pt : 0.000 rpm
Staring the governor:
Governor programming
completed as per the
instructions.
Speed: 0.000 rp m
Set Pt: 0.000 rpm
After achieving all the

conditions as per the manual,
issue start permissive command
to Governor
Start Permissive
Speed: --------r p m
Set Pt: Moving to low idle
Turbine started automatically and

moving to Rated speed as per start
permissive curves
In case Emergency Trip button is pressed, follow the below mentioned Procedure
Press Emergency
Stop
------- Trip-------
Emer Shutdown Button
Press Reset
Controlling Parameters
Push Run / Program
Speed: 0.000 rp m
Set Pt: 0.000 rpm
After achieving all the conditions

as per the manual, issue start
permissive command to
Governor
Start Permissive
Speed: --------r p m
Set Pt: Moving to low idle
Turbine started automatically and

moving to Rated speed as per start up
curves
For further details refer manufactures O&M manuals (issued separately)

R1 R2 R3 R4
B1 B2 B3 B4
Ref. Description
1. Throttle valve column Nos. 1 & 2

2. Throttle valve column No. 3
3. No.1 Throttle valve guide
4. No. 2 Throttle valve guide
5. No.3 Throttle valve guide
6. Nonmetallic glands
7. Throttle Valve No. 1
8. Throttle valve No. 2
9. Throttle valve No. 3
10. Spring retaining plate
11. Special stud
12. Special stud
13. Spacer-Short
14. Spacer-Long
15. Heat shield
16. Valve spring No. 1 & 2
17. Lever stop
18. Gland adjusting nut
19. Bearing retainer
20. No.1 Throttle valve seat
21. No. 2 Throttle valve seat
22. No. 3 Throttle valve seat
23. Throttle valve lifting spindle
24. Throttle valve spindle collar
25. Sleeve
26. Rocker arm
27. Valve spring No. 3
28. Clamp plate
29. Cross shaft
30. Bearing block
31. Spring carrier
32. Sleeve
33. Locknut
34. Setscrew
35. Split pin
36. Grub screw
37. Grub screw
38. Washer
39. Nut
40. Adjusting nut
41. Setscrew
42. Locknut
43. Locknut
44. Support column
45. Stub shaft
46. Spherical bearing
47. Spherical bearing
Fig. 10 Assembly of Throttle Valves

NOTE : All points except design point are for reference only
F1 SECTION F-EMERGENCY TRIP GEAR F1
I. GENERAL DESCRIPTION
The functions of the EMERGENCY TRIP GEAR is to stop the Turbine as rapidly as
possible, should any running fault occur.
The system comprises:
(a) Stop and Emergency valve with hydraulic servos, providing steam isolation for the
Turbine.
(b) Low Pressure Trip valve, to control supply of high pressure oil to the Stop and
Emergency Valve servo system.
II. STOP AND EMERGENCY VALVE (SEV) -See Fig. 13
GENERAL DESCRIPTION
As indicated this unit combines two functions, viz:-

That of a remote operated steam stop valve, together with an emergency shut down
facility. The complete assembly is horizontally mounted to the inlet flange of the nozzle
chest. The front part houses the main steam valve and the rear part comprises the hydraulic
oil cylinder sub assembly. valve body (1 ) contains:-valve seat ( 3 ) steam strainer ( 2 ) and
operating parts:- main steam valve ( 4 ) spindle ( 5 ) the SEV column ( 19 ) and oil cylinder
( 15 ) house the oil piston( 16 ) bolted to the oil spindle (18 ) which is coupled with the
main spindle ( 5 ) by means of indicator half coupling( 7 ) they are controlled by the
hydraulic servo system which comprises of plunger ( 8 ),plunger housing ( 20 ) and
plunger housing cover ( 21 ).limit switch spindle ( 10 ),which is guided with limit switch
spindle guide bush( 23 ) and is connected to oil spindle ( 18 ) on one side and on the other
side is connected with limit switch indicator plate( 24 ) ,which is housed inside the end
cover ( 12 ).helical spring ( 9 ) is mounted to the bottom of the oil piston( 16 ).the spring
mounting and removal is supported by cylinder mid cover( 13 ) and cylinder end cover(
12 ).
F2 EMERGENCY TRIP GEAR F2
OPERATION
Pilot valve which is integral with main spindle ( 5 ) is provided to pressure balance the
main steam valve ( 4 ).on start up, inlet steam exerts full pressure on the main and pilot
valve and the force required from the oil piston to move the main valve against this
pressure exceeds the effort available. whereas the pilot valve lift can be readily achieved
by the hydraulic effort. With the pilot valve full open sufficient steam can be passed to
reduce the out of balance force of the main valve. Having reduced pressure drop across
the main valve ample force can be exerted from the servo to lift the main valve.
The valve operating mechanism works as follows for both valves:-

Control oil through the oil inlet enters the servo assembly moving the plunger towards oil
piston, which pressurizes the oil in the oil cylinder (15), which enters through the main
oil inlet. Thus sufficient pressure is developed in the oil cylinder required to lift the pilot
valve initially. The pilot valve movement helps in pressure balancing of the emergency
stop valve ( 4 ).
The steam enters from the main steam inlet and passes through the pilot valve up to
throttle valve, steam flow through the pilot valve has reduced the pressure drop allowing
continued travel of spindle( 5 ) which lifted the main valve to the “full open” position.
Thus the steam flows from inlet to outlet of valve. Under operating conditions the spindle
movement can be checked periodically with the help of check valve assembly (14). Position
feed back of SEV is given by limit switches for remote indication.
When any of the security trips provided and described in this section operate the control
oil pressure under plunger (8) collapses, immediately the L.P trip block and dump spool
valve moves to the trip position. additional to the L.P trip another three-way solenoid
valve is provided in the downstream of the L.P trip in trip oil inlet line of the servo system,
which quickly drains the control oil by upsetting the plunger and in turn helps for tripping
of the SEV by the effect of collapse of control oil pressure, the oil piston, oil spindle,
coupling, pilot valve and main steam valve all close under the action of steam pressure
and compression of spring. When starting up again after tripping the same method is
followed as described above.
The turbine can only be started after resetting the trip signal of the valve.
MAINTENANCE
TO DIS-ASSEMBLE OF THE VALVE (SEV):-
ENSURE that the valve has been ISOLATED from the boiler steam supply and
that all drains are open. Remove steam leak off pipes, oil supply and drain piping
from each valve.
Remove screws fixing the two halves of indicator coupling (7) together, and lift
coupling out. Place sling around the hydraulic unit and dismantle the both SEV
column and hydraulic unit as a whole from SEV body by removing the hexagonal
Cap Nut (26).
The SEV assembly is separated into 3-Sub-assemblies:
Hydraulic cylinder assembly.

SEV Column assembly
SEV valve body
HYDRAULIC CYLINDER ASSEMBLY
1. Cylinder end cover (11) is detached from the oil cylinder ( 15 ) initially, so that hexagonal
bolts provided for spring dismantling are visible.
2. With the release/Opening of the nuts on the cylinder end cover, gradually the spring
reaches to its complete stretched position.
Note: Before removing the end cover plate ensure that limit switch assembly is dismantled
completely. Remove the end cover plate, spring,oil piston and oil spindle respectively.
Ensure that seals are not damaged. If damaged to be replaced suitably.
4. The flange ( 21) is removed from the plunger housing then followed by plunger, ensure
that seals are not damaged. If damaged to be replaced suitably.
5. Check whether the valve assembly can be separated from the hydraulic cylinder assembly.
Ensure that spring here is replaced during assembly.
SEV COLUMN ASSEMBLY
1 SEV column assembly which is isolated from the main assembly is removed along with
the strainers (2 ).
Note:-Care to be taken that strainer is not rested on the ground. Also ensure that it is
free from foreign particles.
2. Clean and polish all remaining parts, then completely reload the column assembly.
SEV VALVE BODY
1. Remove screws from spindle support (25 ) & isolate spindle from main valve.
2. Examine the pilot and main valve seats and if necessary regrind using fine parts.
3. Clean and polish spindle, main valve and the bore of the spindle guide, remove any hard
markings. Check for the freedom of each items with its mating part.
4. Re-assemble the steam portion of the valve completely.
5. Don’t lubricate the valve Spindle ( 5 )

Check the freedom of valve assembly by lifting the spindle up and down several times.
The movement should be quite free.
6. Replace coupling ( 7 ) and all pipe work.

7. Refit Prop and spring support ,wind the jacking screw up intill the load corresponds with
that recorded-lock with locking nut.
III. LOW PRESSURE TRIP (L.P TRIP)
A. Description
This trip has the combined function of :
a) Low lubricating oil pressure trip.
b) Master control oil trip.
The unit is shown in this section (Fig. 16) from which its operation can be explained.
Low lubricating oil pressure trip provides protection against damage to bearings in
case of fall in the oil pressure below the acceptable limits. It also takes signal from the
other safety devices.
It provides safety by cutting off the supply of control oil to the servo mechanism thereby,
stopping the turbine.
A. Operation:
Oil at bearing pressure is fed to the underside of the L.P. trip plunger (1) the upward
force so produced is opposed by the force of valve spring (2) Whilst the oil pressure
under the valve is greater than 0.6-0.8 kg/cm 2(g) It remains lifted position and the
control oil continues to pass through and reaches the servo-mechanism. However,
should lubricating oil pressure, for any reason, fall below the limit, then the plunger
will drop down and control oil supply to the servo mechanism is cut-off. Once the
plunger drops down, it get locked because of the plunger spring (2) force acting on the
plunger and catch trip (4).
After restoring the lubricating oil pressure, the system can be brought into operation.
For this give signal to RESET the L.P Trip which would pull the knob (5). The plunger
moves up and admit oil to main stop & em. valve power piston.
B. Maintenance
A wide margin of safety exists between normal lubricating oil pressure and pressure
initiating Turbine shutdown.
A gradual fall in oil pressure over a period may not invite investigation if normal running
of the machine remains unimpaired, but reducing the margin of safety could induce a
TRIP condition during transient fluctuations in oil pressure which would, under normal
conditions not result in Turbine shutdown.
Any change in pressure or unexplained SHUTDOWN should be investigated and

the following considered:-
Incorrect gauge readings.
Loose oil feed connection – especially internal ones.
Air leaks in oil pump suction lines
Choked cooler – oil side
Relief and reducing valves sticking
Auxiliary pump non-return valve stuck allowing back flow.
Chocked orifice feeding the trip circuit.
Damaged seal on oil feed fitting to the overspeed trip valve.
Hand trip leaking to drain
Excessive clearance between master trip spool valve and sleeve.
Excessive clearance between relay pilot valve and liner.
Wiped bearings.
IV. SECURITY TRIPS
TURBINE SHUT DOWN will be initiated by any one, or a combination of the following:
(a) Overspeed
(b) Low lubricating oil pressure
(c) High relay oil pressure
(d) Low relay oil pressure
(e) Hand trip / Manual trip (local).
(f) Solenoid trip (remote)
(g) High exhaust pressure (by pressure switch).
(h) Through Electronic Governor (Refermanufacture Instruction
Manual)
The individual trips are connected in series to a trip oil circuit branched via an
orifice from the lubricating supply.
V. OVERSPEED TRIP
MECHANICAL OVERSPEED TRIP
A. Description
In order to prevent the turbine unit accelerating to a dangerous speed, an Overspeed

trip is fitted.
Overspeed can be caused by:
Seizure of a throttle valve.
Rapid change in exhaust conditions.
Sudden loss of load or a governing system resetting too late to compensate for unusual
circumstances.
Dirt in the oil, stiction, lost motion or a combination of all three can result in the steam
flow through the throttle valves being greatly in excess of requirements which will
rapidly accelerate the turbine.
The Overspeed trip is of the unbalanced valve type illustrated in Fig. 14.
An unbalanced steel valve (3), located in the rotor shaft extension, is held into the valve
seat by means of a helical spring (2), while the speed of the rotor shaft remains below
tripping speed.
If the speed increase 10 – 15% above the turbine rated speed, the centrifugal force
exerted by the trip valve at this higher speed, overcomes the spring force and moves
rapidly away from the valve seat.
This allows the low pressure oil which is fed into the center of the shaft extension
downstream from the orifice to escape, creating an instant pressure drop which operates
the Low pressure oil trip.

B. Maintenance
IT IS VITAL TO MAINTAIN THE OVERSPEED TRIP IN COMPLETE WORKING ORDER.

TEST THE OVERSPEED TRIP GEAR BEFORE PUTTING THE TURBINE ON LOAD.
If the overspeed trip falls to shut down the turbine, this may be due to :
i. The trip valve failing to move out.
ii. The trip valve may move out but the oil fails to drain.
iii. Despite movement of both trip valve and L.P TRIP the throttle valves may fail to close.
Before proceeding with the correction of such faults let us consider why any defects in
such a vital apparatus can exist.
The trip valve, cap and rotor shaft hole are all precision ground to fine limits.
Precision rate springs are used.
The trip valve assembly is tested several times in a test rig before fitting the new turbine.
Considering case (i). This is due to a combination of dirt in the oil and temperature.
When a turbine unit is running normally, the heat generated in the bearings is carried
away by the lubricating oil.
Likewise, the heat generated in the turbine by windage and disc friction is being carried
away by the steam flow. Gearbox losses, in the form of heat, are carried away by
cooling oil sprays.
When a turbine runs down the residual heat in the rotor escapes as the rotor cools
through the turbine shaft and bearings.
As a result, if no oil, (or a comparatively reduced quantity) is being circulated, the
bearings and shaft end, including the trip valve, will reach a much HIGHER
TEMPERATURE than under NORMAL running conditions.

This induced heat reduces the viscosity of the oil and promotes oxiation and formation
of deposits.
The trip valve being near the end and being buried in the center of the hot shaft is
susceptible to such deposits.
CLEAN OIL coupled with ADEQUATE LUBRICATION when SHUTTING DOWN will
prevent such deposits.
It is good practice to operate the oil pump(s) for some considerable time after the
turbine has stopped. Cooling water should, of course, be left on.
DO NOT under any circumstances stop the oil pump(s) until the TURBINE has
CEASED to ROTATE.
Considering case (ii), i.e. the L.P.OIL TRIP failing to operate this is due mainly to dirt in
the oil causing the valve to stick.
Reference should be made (Article II B) of this section for maintenance instructions,
with reference also to Section G. Oil System.
Case (iii), i.e. trip valve and L.P. OIL TRIP operating but the throttle valves failing to
fully close. This could be due to boiler treatment compound deposits between the
throttle valve head and guide. If the throttle valves fail to close this should be apparent
from examination of the valve operating gear. For maintenance instructions refer to
Section E. Speed Governing System.
AFTER CLOSING the COMBINED STOP AND EMERGENCY VALVE, the freedom of
the throttle valves may be checked by increasing & decreasing Governor Speed settings.
Refer to Section D.
C. Adjustment and Setting
Referring to Fig. 15.
BEFORE EXAMINING the trip gear mechanism CHECK that the turbine speed
mechanism is READING CORRECTLY.
1. Insert the removal tool provided into the hexagonal hole in the overspeed trip cap.
2. Press the trip cap down against the trip spring to disengage the locking peg.
3. While holding down the trip cap, turn the removal tool through 90o and disengage the
trip cap retaining lugs.
4. Release the pressure on the removal tool and remove the trip cap.
5. Lift out trip spring
6. Lift out trip valve.
7. Examine the trip valve and shaft hole for deposits. The deposits usually appear as an
amber brown translucent film. Clean and polish as necessary and check the freedom
of the trip valve in the trip cap.
8. Re-assemble in reverse order to the foregoing.
If when tested, the overspeed trip valve operates at a speed less than 10% above
maximum running speed, i.e. the valve trips below the required setting it is extremely
likely that the spring is fatigued.
If a new spring is fitted of the correct specification then no adjustment to the overspeed
trip should be necessary.
If, however, the overspeed trip is not operating at the required speed then the following
ADJUSTMENTS should be considered in an EMERGENCY ONLY:-
To INCREASE the tripping speed place circular steel or brass shim material between
the end of the trip spring and underside of cap.
To REDUCE the tripping speed the trip spring must be reduced in length by careful
grinding.
As a guide when making adjustments a shim thickness or reduction in spring

length of 0.1 mm will make an approximate tripping speed change of 1%.
It is however, recommended that where possible the overspeed trip be replaced by a
complete and tested unit.
9. To remove the rotor shaft extension, which houses the trip valve, first remove the
oil supply pipe and hand trip.
10. Remove the supply nozzle and withdraw it from its housing.
11. Remove the pedestal cover and then the rotor axial position indicator transducer (if
fitted). The rotor shaft extension can be detached by first removing the securing setscrews
and withdrawing the shaft extension off its spigot.
When replacing the shaft extension ensure that the spigot is mated correctly and that
the spur gear runs true to the rotor shaft. A reference band adjacent to the gear teeth
is provided for this purpose.
12. The trip should now be tested (see Section D. Operation).
ELECTRONIC OVERSPEED TRIP
This consists of a Woodward Protect device which is completely dedicated device to
sense the over speeding of turbine for additional safety. For this purpose 3- speed
sensing probes are mounted on Steam End Pedestal.
VI. HAND TRIP (FIG. 17)
A. Description
The hand trip is provided as a means of tripping the machine manually, should the
operator deem it necessary, for example if excessive bearing temperature or vibrations
occur and as a convenient means of testing the action of the L.P TRIP and COMBINED
STOP AND EMERGENCY VALVE.
Referring to Fig. 17 the operation of the trip can be explained:-
The Body (1) of the valve is bolted to the front of the steam end pedestal over the
overspeed trip valve inlet oil fitting (4).
Low pressure oil is supplied to the underside of the valve via the control orifice from the
oil trip circuit. Oil enters the counter bored-end of the trip valve (2) through an elongated
circumferential hole machined on to the lower periphery of the valve. This oil then
feeds the overspeed trip valve through the inlet fitting (4).
The two position selector handle (5) is bolted to the square end of the valve (2). Positive
location of the handle is obtained by the spring loaded ball in the handle, registering
with hemispherical drillings on the body (1) – for ‘RUN’ and ‘TRIP’ positions.
The valve drain is through internally drilled holes on the horizontal center line of the
valve body to the steam end pedestal.
It is prevented from leaking by pressure forcing the machined shoulder on the valve (2)
against the register machined normally in the body (1). A further safeguard being the
‘O’ ring seal housed in the body (1) around the shank of valve.
In the ‘RUN’ position the valve (2) covers the drain hole in body (1). In the “TRIP’
position the drain hole is uncovered and trip circuit oil is opened to drain. The elongated
circumferential hole on the periphery of the counter-bored end of the valve, ensures
that the oil supply to the valve and hence to the overspeed trip, is open in both the
‘RUN’ and ‘TRIP’ positions.
B. Maintenance
The function of the valve is such that very little wear will occur and maintenance will
consist of stripping down the cleaning Refer to Fig. 17.

1. Remove the body of the valve (1), complete with handle, from the pedestal facing by
unscrewing capscrews (10).
2. Remove lever (5) from the valve (2) after noting their relative positions.
3. The valve (2) can now be removed and the valve and body cleaned and polished. Check
that the valve rotates freely in the body.
4. Examine oil seal (8) and renew if necessary.
5. Re-assemble all items, noting that the handle must point vertically downwards in the
‘RUN’ position and that the spring loaded ball bearing in the handle is locked into
position.
6. With the hand trip removed the oil inlet fitting to the overspeed valve can be withdrawn
and cleaned.
Check the clearance between this bearing and the shaft bore. (Fig. 17). If the clearance
is found to be greater than this, examine the bearing and shaft for scoring and polish
with finest grade emery cloth.
Excessive clearance between the oil inlet fitting and shaft is not detrimental provided
the resultant oil leakage is not sufficient to cause the master trip to operate.
Where excessive wear is observed a replacement oil fitting is required.
VII. SOLENOID TRIP
A. Description
The solenoid trip is fitted downstream from the control orifice in the low pressure trip
circuit (See Section -S).
It is basically a block and dump type valve, normally closed, and opens to drain when
the solenoid coil is de-energized.

Details of the valve can be found in Section B. Technical Data.
B. Operation
Under normal running conditions the solenoid valve is energized and closed.
Should remote shutdown be required – the valve is de-energised, oil in the trip circuit
then flows to drain, which produces a drop in oil pressure beneath the spool valve of
the L.P TRIP initiating TURBINE SHUTDOWN.
C. Maintenance
The function of the valve is such that normal usage is minimal.
Therefore whenever possible, the trip should be operated to ensure reliability, as it
provides an alternative method of testing SHUTDOWN response of machine.

REF. DESCRIPTION
1. Valve Body
2. Steam Strainer
3. SEV Seat
4. Main Valve-SEV
5. SEV- Spindle
6. SEV- Spindle Guide
7. Coupling
8. Plunger
9. Spring
10. Limit Switch spindle
11. Cover S/valve End
12. Cylinder End cover
13. Cylinder Mid cover
14. Check Valve Assembly.
15. Cylinder
16. Piston
17. Spindle guide bush
18. SEV oil cylinder spindle
19. SEV column
20. Plunger housing
21. Plunger Cover
22. Limit Switch
23. Limit switch guide bush
24. Limit switch indicator plate
25. Spindle support
26. Hexagonal Cap Nut.
Fig. 13: Stop & Emergency Valve Assembly

Ref. Description
1. Plunger
2. Spring
3. Trip Catch Spring
4. Catch Trip Spindle
5. Reset Knob
6. L.P. Trip Body
7. Bottom Cap
8. Cover Trip Catch
9. ‘Cap, Oil Trip
10. Bush
11. Spindle
12. Manual Tripping Knob
13. Liner
14. Gasket
Fig. 16: Assembly of Low Pressure Oil Trip

Ref. Description
1. Hand Trip Body
2. Hand Trip Valve
3. Indicator Plate
4. Oil Inlet Fitting
5. Selector Valve Handle
6. Compression Coupling
7. Torque Pin
8. Nulip Seal
9. ‘O’ Ring Seal
10. Capscrew
Fig. 17: Hand Trip

G1 SECTION G-OIL SYSTEM G1
CAUTION
When opening up any part of a turbine lubricating oil system e.g. gear unit, bearing
covers, relay system in fact any part that contains oil subject to running temperatures.
DO NOT SMOKE OR USE NAKED LIGHTS IN THE IMMEDIATE VICINITY AS A
MIXTURE OF HEATED OIL VAPOUR AND AIR IS EXTREMELY INFALMMABLE.
This applies EVEN WHEN THE OIL IS COLD until the compartment being opened has
been WELL VENTILATED.
I. DESCRIPTION/OPERATION
Components
The complete oil system is shown schematically in the P&I Diagram included in Section
S. The control and trip oil circuits are also shown in Section S.
For a list of fitted components see Section B, Technical Data.
The oil system incorporates the following components:-
1. Built in Oil reservoir incorporated with fill and drain connections.
2. Main lube oil pump driven from the low speed line of the gear box.
3. Main control oil pump driven by lay shaft from steam end pedestal.
4. Motor driven full duty auxiliary lube oil pump and a standby motor driven control oil
pump.
5. An emergency oil pump driven by a DC motor.
6. A twin plate type water cooled oil cooler with a bypass valve.
G2 OIL SYSTEM G2
7. Duplex lubricating oil filters complete with a differential pressure indicator for monitoring
element condition.
8. Duplex control oil filter.
9. Oil accumulator to maintain control oil pressure during transient conditions.
10. Pressure reducing and regulating valves to maintain system pressures constant.
11. Non-return valves to prevent back flow to stationary auxiliary equipment.
12. Emergency trip components as explained in Section F, Emergency Trip Gear.
13. The necessary steel pipes, fittings and orifice plates to supply oil to and drain from:
a) Turbine, gearbox and alternator bearings and sprayers.
b) Hydraulic stop and emergency valve and governor valve relay.
c) Emergency trips components.
d) All the necessary instrumentation as specified by customer
From the oil system diagram it will be observed that lubricating oil discharge from the
main, auxiliary and emergency pumps all connect into a common line before passing to
the oil cooler. Oil flow is directed to the lube oil manifold via the duplex oil filters. From
this low pressure manifold, oil is supplied to the turbine bearings, gearbox bearings and
gear mesh oil spray. Oil supply to the alternator bearings is also taken from this manifold
through a suitably sized orifice plate and/or pressure reducing valve. Line pressure in
the manifold is maintained at this set pressure by a regulating valve.
A TRIP OIL circuit is led via an orifice from the lubricating oil manifold to the solenoid
valve, low pressure oil trip, hand trip and overspeed trip.
G3 OIL SYSTEM G3
The lubricating oil quantity is also sufficient to provide the capacity for the control oil
circuit. A line from the lubricating oil manifold is taken to both the motor driven pump
and main oil pump which boosts the pressure to that required for the control oil. The
main control oil pump and the standby pump are arranged in parallel from the lubricating
oil manifold.
The common control oil pressure line then passes through the control oil filter, hydraulic
accumulator and Low pressure oil trip to the stop and emergency valve servo and the
control oil power cylinders.
System pressures and temperatures are monitored as indicated with alarm contacts
provided at critical points.
Operation
With the auxiliary oil pump circuit live, press the remote starter button for the motor
driven auxiliary and control oil pumps. Lubricating and control oil pressure should rise
to 1.5 kg/cm 2(g) and 24 kg/cm 2(g) respectively.
The turbine barring motor is interlocked with a pressure switch so that the barring
motor cannot be run until system lubricating oil pressure is established, thus avoiding
the possibility of rotating the turbine without oil supply to the shaft bearings. The barring
gear is also linked with a speed sensor relay so that on run up after clutch disengagement
the barring motor will be switched off, and on run down, prior to speed of clutch
engagement, the motor will be switched on and so allow the turbine to be run at barring
speed after steam shutdown.
With CONTROL OIL pressure established the turbine START sequence can commence as
outlined in Section D.
G4 OIL SYSTEM G4
As turbine speed increase so the oil flow from the shaft driven main oil pump in-
creases. At a pre-set pressure signal from the pressure switch the auxiliary oil pump is
switched off. If for any reason preset speed is attained and lubricating oil pressure has
not reached its normal reading, a pressure switch situated in the lube oil circuit will
keep the auxiliary oil pump running. On turbine SHUTDOWN when speed drops and
the shaft driven pumps fail to delivery sufficient oil to maintain system pressure, again
pressure switch or speed switch will initiate automatic start up of the auxiliary oil
pumps. For this reason the motorized pump starter switches should be left on AUTO.
The main gearbox driven pump is positively primed up by the auxiliary oil pump.
An Emergency DC motor driven pump also sees into the lubricating oil supply line
through a non-return valve. This pump supply oil to the bearings in the event of a
shutdown with no AC power.
II. MAIN LUBRICATING OIL PUMPS
The main oil pump, which maintains the normal continuous running lubricating oil
supply, is a positive displacement gear type (Refer See Section-B).
It is driven via spur gearing from an extension of the low speed shaft of the main gearbox.
The quantity delivered to the individual bearings, sprayers, etc. is fixed by pipe and
orifice sizes and should not be altered.
III. CONTROL OIL PUMPS
The main control oil pump is fitted in steam end pedestal and is driven by the lay shaft
which maintain the normal continuous high pressure oil supply. (Refer See Section-B).
One x 100% capacity, motor driven control oil pump also provided for startup purpose.
G5 OIL SYSTEM G5
As turbine speed increase so the oil flow from the shaft driven main control oil pump
increases. At a pre-set pressure signal from the pressure switch the auxiliary control oil
pump is switched-off. If for any reason pre-set speed is not attained and control oil
pressure has not reached its normal reading, a pressure switch situated in the control oil
circuit will keep the auxiliary control oil pump running.
IV. AUXILIARY / STANDBY OIL PUMPS
The motor driven stand by oil pump has a similar discharge capacity as the main oil
pump. The DC motor driven pump provides a much reduced quantity of low pressure oil
for emergency run down conditions only.
The auxiliary oil pump ‘CUT OUT’ and ‘CUT IN’ and in automatically on turbine speed
increase on RUN UP and speed decrease on SHUT DOWN. This occurs at between 70%
and 80% full speed of the turbine.
Check that the pump delivers oil when running. If oil is not being delivered it will not be
possible to start the turbine as oil pressure is required to actuate the low pressure oil trip
and lift the throttle valve relay and main stop valve.
If lubricating oil is not being supplied as the turbine comes to rest OVERHEATING of
the bearings with possible VIBRATION and DAMAGE to the LABYRINTH PACKINGS may
occur.
As the auxiliary oil pumps are used only intermittently for short periods, little or no
maintenance is required. However, details of the pumps can be found in the manufacturers
manual included in Section W.
NOTE: The auxiliary oil pump will deliver the full quantity of oil at design pressures
and has a continuously rated motor. Therefore in an emergency it is possible to run the
turbine normally with the main oil pumps disconnected from its drives and isolated from
the oil system.

G6 OIL SYSTEM G6
V. OIL FILTERS
ALMOST ALL TURBINE WEAR AND FAULTS ARE DUE TO DIRTY LUBRICATING
OIL. The oil sump and all components are chemically cleaned to ensure scrupulous
cleanliness after manufacture.
NO PRECAUTIONS WHICH AIM AT CLEANLINESS OF THE OIL SYSTEM CAN BE
CONSIDERED TO BE TOO ELABORATE.
Suction strainers are fitted to the main and auxiliary oil pump suctions. These are NOT
FILTERS. Their duty is to protect the pumps from nuts, bolts, rags and the miscellanea
which for some inexplicable reason are occasionally found in oil sumps.
A Low Pressure Lubricating Oil Filter
This is a duplex type, with bolted on covers and flange connections. The manufacturer’s
manual is included in Section W, Technical details are summarized in Section B.
Basically it comprises two filter units with an interconnecting valve block. This enables
filters to be changed over without interruption to the oil flow. The valve is designed to
enable one element at a time to be used. Priming positions are provided together with
full-flow ports to both filters with the valve in the mid position. All stop positions are
indicated.
Removal of the top cover permits access to the filter cartridge without disturbing the pipe
connections. The filter cartridge is of the disposable element type, with filtration down to
a nominal 16 microns. The operating conditions of the filters are monitored by a differential
pressure indicator fitted across the filters.
Frequency of cleaning or renewing the elements will depend on operating conditions but
the following is suggested. Inspection – Daily (during initial commissioning) and monthly
thereafter.
G7 OIL SYSTEM G7
Renewal:- Possible every 2,000 running hours.
Servicing instructions are included in the manufacturer’s manual (Refer Section W).
A High Pressure Control Oil Filter
This is a duplex type with glass fibre cartridge, with bolted on covers and flange connections.
Full details and servicing instructions are included in the manufacturers manual in
Section W, Technical details are summarized in Section B.
The operational functions are similar to low pressure lube oil filter
VI. OIL COOLER
The oil cooling unit is a 100% duty, water cooled, plate type.
The unit is situated adjacent to the turbine alternator unit.
The position of the oil cooler is shown schematically on the P& I Diagram in Section S,
which illustrates that bearing oil and control oil is passed through the cooler.
The change over valve is used to regulate the oil passing through or by-passing the cooler
to give the desired temperature at the discharge. For more details Refer manufacturers
instruction manual
VII. HYDRAULIC ACCUMULATOR
The position of the accumulator is shown on the oil system P & I Diagram in Section S.
Its function is to store oil at control oil pressure within the body of the accumulator
which is surrounded by a rubber bag filled by nitrogen at a pre-charged pressure of 18
kg/cm 2(g)each. Under steady load conditions there is sufficient oil being delivered from
the main oil pump to supply the control oil circuit. Under conditions such as sudden full
load application or rejection, the demand for oil at the throttle valve relay cylinder may be
transiently greater than the total capacity of the pump. This deficiency is made up by the
G8 OIL SYSTEM G8
discharge of oil from the accumulator.
When the accumulator is not fully charged the control oil pressure will momentarily fall
on load rejection. If the accumulator is fully discharged then this momentary fall in
control oil pressure could be as much as 50% of its normal value.
VIII. EMERGENCY OIL PUMP
If the auxiliary oil pump fails to operate on turbine rundown for any reason then the
lubricating oil pressure will fall off leaving the turbine, gearbox and alternator bearings
with only the decreasing amount of oil as generated by the main oil pump. This could
lead to overheating of the bearings with possible vibration and damage to the labyrinth
packings.
A DC motor driven emergency pump is therefore provided for use under these conditions
to provide a reduced quantity of oil sufficient for bearing lubrication only. Technical data
on the pump can be found in Section B. It is driven by a DC electric motor and the
combined unit is mounted on the turbine oil reservoir.
The pump starter is connected via a pressure switch in the lubricating oil supply line
thereby causing the pump to start automatically when the lubricating oil pressure fails
to a preset value.
As the use of the emergency oil pump is very limited and in fact it should never be
required at all, little or no regular maintenance is required by the opportunity should be
taken to run the pump occasionally during standby periods. (Say about 15 minutes every
month). Manual start and stop buttons are provided for this purpose.
It should be noted that no overload protection is provided on the emergency pump
motor. It is considered that the cost and time involved in replacing a pump motor is a
lot less than refurbishing the turbine rotor journals and replacing the bearings which
may have been damaged due to the loss of oil pressure if the pump cuts out on over
load.
G9 OIL SYSTEM G9
IX. SYSTEM MAINTENANCE
1. KEEP RECORDS of temperatures, cleaning times, running hours, oil renewal and
purification times.
2. STOP LEAKS of oil.
3. MAINTAIN CORRECT LEVEL. When renewing or topping up it is advisable to add not
more than about 10% of the sump capacity.
4. TAKE OIL SAMPLES WEEKLY FOR VISUAL INSPECTION. Investigate the presence of
water and solid impurities.
5. CHECK FILTERS REGULARLY.
6. CLEAN COMPLETE SYSTEM including the SUMP as found necessary. Use sponges for
cleaning out the sump after draining NOT RAGS, CLOTHS, WASTE or any FIBROUS
MATERIALS.
7. PURIFY at regular intervals. Continuous purification is ideal when equipment is available.
If not then periodic settling is desirable.
8. SUBMIT SAMPLES of oil for CHEMICAL ANALYSIS as may be detailed in the operating
instructions for the whole plant.
X. TURBINE GREASE POINTS
Grease nipples are provided on the turbine as follows:-
1. Steam end pedestal angle bracket cylinder support.
2. Exhaust end support stools
3. Actuator linkage
M1 SECTION M-SHAFT SEALING SYSTEM M1
I. LABYRINTH GLANDS
In order to restrict the leakage area where the turbine rotor shaft passes through the
casing, non-contact glands are provided.
These are of stepped labyrinth high low tooth type which consists of a number of metal
rings cut into segments with serrations cut inside of the rings.
The fins are positioned to match steps turned in the rotor shaft.
The assembly presents a tortuous, labyrinth path against leakage.
The many restrictions and corresponding spaces drop the pressure of the steam thereby
increasing its volume and limiting the quantity (mass) that can pass through the final
restrictions.
Details of the glands are shown in Figs. 20 and the schematic diagram of the system is
shown in the Steam P & I diagram at Section S.
At the low pressure (exhaust) end it is essential to prevent air leaking into the turbine and
condenser, destroying the vacuum, and thereby reducing the output and efficiency of the
unit. The low pressure labyrinth is divided along its length into two separate groups of
fins. The space between the groups of fins is called a pocket.
To oppose the air leakage a quantity of GLAND SEALING STEAM is introduced into
the inner pocket.
This flows inwards into the turbine through a labyrinth (to limit the quantity) and outwards
through a labyrinth to a second pocket.
The quantity of sealing steam supplied is regulated to keep the pressure in this outer
pocket just above atmospheric.
This keeps air out and limits the leakage of sealing steam to atmosphere through the
outer labyrinths.
M2 SHAFT SEALING SYSTEM M2
The exhaust GLAND STEAM PRESSURE GAUGE is connected to the inner pocket and
registers the sealing steam pressure.
Similar labyrinths, pockets, and connections are provided at the high pressure (inlet) end
of the turbine.
At high and low outputs of the turbo-generator the pressure in the WHEELCASE (1st
stage of the turbine casing) is below atmospheric and the gland sealing operates in a
manner similar to that described for the exhaust end.
The wheelcase pressure increased progressively with the load on the turbo-generator.
At, and near, full load this pressure is considerably in excess of atmospheric pressure.
To break this pressure down, and to reduce steam leakage outwards from the
wheelcase, the high pressure gland is provided with an additional inner labyrinth ring
and pocket.
This pocket is connected to a lower pressure stage further down the turbine, enabling the
leakage steam to rejoin the main steam, and do further work in the low pressure stages.
After erection the turbine parts are carefully aligned so that the labyrinth packing
clearances, and consequent leakage, will be small.
Providing that the turbine is warmed through and run up to speed slowly (as detailed
under Section D, Operation, Article II) then the clearance will remain small and little or
no labyrinth wear will occur.
II. GLAND STEAM SEALING SUPPLY
A schematic arrangement of the steam and drain connections to the turbine, including
the gland steam supply is shown in the steam P & I Diagram in Section S.
M3 SHAFT SEALING SYSTEM M3
Steam is taken from the low temperature steam main to a Pressure Reducing Valve
which is operated pneumatically.
The Pressure Reducing Valve provides a constant Gland Stealing supply pressure of 0.2-
0.3 kg/cm 2(g)
The supply is then divided two ways, one going direct to the exhaust end and the other to
the steam end. Once the turbine is on load the steam and sealing steam pocket will be
exhausting steam rather than receiving sealing steam. Such a time sealing steam supply
shall be closed then the leakage from steam end gland will flow to the exhaust end gland
This can be achieved by isolating the isolation valve provided in the line. Two pressure
gauges are also provided to check the line pressure
III. OIL SEALS
The turbine oil seals are shown on fig 20
They are of similar construction to the steam & inter stage labyrinth glands, but include
a thrower and catcher on the inner side of the shaft where it passes in to the pedestal (at
the high pressure end) and low pressure end.
An additional large diameter thrower is incorporated between the steam and oil seals
at both low and high pressure ends, to prevent direct impingement of gland steam on the
oil seal.
O1 SECTION O-OVERHAUL & INSPECTION O1
I. DISMANTLING
If considered necessary, after the first year of operation and thereafter according to site
practice the turbine casing should be lifted and the rotor examined.
A longitudinal section through the turbine is shown in Fig. 24 for parts identification
purposes.
The lifting arrangements are shown in Fig. 22 together with approximate sub-assembly
weights.
BEFORE commencing work on the turbine MAKE CERTAIN that ALL VALVES in
the STEAM SUPPLY LINES are CLOSED.
1. Remove lagging and cleading as necessary
2. Disconnect the following connections:-
a) The joint between stop valve and steam supply pipe. (Store the bolts and joint).
b) Stop valve oil supply and drain pipes
c) Stop valve spindle drains and vent lines.
d) Stop valve chest drains
e) Any pressure gauge piping and electrical wiring in the way of the stop valve, steam
and exhaust cylinder top halves.
3. Rig up overhead blocks with a sling to the eyebolt provided in the stop valve cover (Fig.22).
Tension slings sufficiently to take the weight and remove the special studs securing stop
valve to the nozzle chest. Use wedges if necessary to break the joint.
4. Lift the valve off the machine and transport it clear of the turbine.
5. Remove the tie rod connecting the relay cylinder to the rocker arm assembly.
O2 OVERHAUL AND INSPECTION O2
6. Remove, but do not disturb the settings of any control gear linkage liable to
damage during casing removal.
7. Remove sufficient casing lagging to gain access to joint nuts taking the precaution of
covering all important items to prevent the ingress of lagging dust etc.
8. Take off all the nozzle chest to casing nuts.
9. IMPORTANT: Before lifting the nozzle casing it is necessary to provide extra
clearance between the nozzle chest and first row of blades.
This is done as follows:-
i) Remove the temperature probes which are fixed to the pedestal cover and protrude through
into the bearing cap.
ii) Remove all bolts securing the steam end inboard pedestal cover and lift it off.
iii) Disconnect the cables at the junction box and carefully remove axial displacement and
radial vibration probes.
iv) Remove the thrust and journal bearing cap. The bearing cap set bolts are screwed into
the four tapped holes and these should NEVER be removed.
v) Lift out the top half thrust bearing assemblies. Then slide the bottom halves round to the
top and remove.
vi) Jack the rotor assembly towards the driven unit by no more than 1.5mm and temporarily
lock in this position using a special piece.
vii) Cover the open pedestal temporarily to protect from dirt.

10. Lift the nozzle chest slowly and evenly until clear of the casing, then transport it and
carefully place it on smooth wooden battens.
11. Take off all the turbine casing HORIZONTAL JOINT nuts. Fit the casing guide pillars – 2
each side. Note that there are four ‘fitted’ bolts spaced around the exhaust casing to
locate the two halves of the casing. These are larger in diameter than the other joint
bolts or studs. Two dowels, which must be removed, are provided in the steam end casing
for location purposes. DO NOT DISTURB THE VERTICAL CASING JOINT. Note that the
horizontal joint is a face to face seal, which can be wiped off with suitable cleaning fluid.
Any hard deposits should be removed with smooth emery cloth – DO NOT FILE OR
SCRAPE THE FACES.
12. Rig up an overhead block with using four eyebolts in the holes provided on the top half
casings.
13. Lift the casing slowly and evenly about 3mm.
The top halves of the gland housings are retained in the casing by button screws as are
the top half diaphragms. Check that none of these items are being left behind while
lifting.
14. Lift the casing evenly without haste on the guide pillars until clear of the rotor, then
traverse it axially clear of the turbine.
15. Replace the thrust bearing assembly and bearing cap to their correct positions.
16. It should be possible to turn the rotor by hand.
In so doing examine all rows of blading, shroud bands and lacing wires.
Look in particular for cracks in the blading especially near the roots.
Any cracks or looseness cannot be rectified in situ, it is necessary to remove the rotor for
expert attention.
Bruises or dents in the blading caused by scale etc., passing through the turbine (see
SECTION C, ARTICLE III. Pipe Connections) are best left alone.

Bruised edges may be lightly dressed using a brass dolly to support the blade edge while
dressing.
Chipped blade edges may be lightly dressed with a smooth file to round off notches which
will cause stress concentrations and ultimate fatigue failures.
DO NOT USE COARSE FILES which may introduce further stress raisers.
If in doubt and there are no cracks or looseness leave well alone.
All blading is designed with adequate stress margins and to be as far as possible free
from resonance.
A considerable amount of erosion can therefore be tolerated before re-blading is
contemplated.
17. To remove the rotor, proceed as follows:-
Remove overspeed oil supply nozzle, after first removing hand trip body. (See Fig. 15)
The steam end pedestal inboard cover should already be removed. (See point 9.)
The governor drive housing cover can be left in position.
The steam end axial displacement and vibration probes should also have already been
removed (see point 9) or be laying in the bottom of the pedestal.
18. Remove the temperature indicator.
Disconnect the cable at the junction box and carefully remove the vibration probes.
19. Remove the exhaust end bearing cover.
20. Remove the coupling cover and then disconnect the turbine rotor flexible coupling.
21. Remove both steam end and exhaust end bearing caps followed by the top halves of the
bearing assemblies and the oil seals.

22. Check the clearance between the bottom half labyrinth packings and the rotor using long
feeler gauges.
The correct clearances are shown in Fig. 30.
23. Sling the rotor using round slings (See Fig. 23). Tension up the slings to just take the
weight of the rotor.
24. Each single thrust ring comprises one retaining ring (in halves) complete with Michell
pivoting thrust pads, thrust pad stops, retaining ring stop and (if required) adjusting
liners.
A pin stop is provided in the circumference of one half retaining ring to prevent the
wheeling of the complete thrust ring during operation.
Adjusting liners (when required) are held in the back of the retaining ring by countersunk
screws.
25. Slide out each of the thrust bearing ring halves complete with thrust pads.
Tag, label or identify each thrust ring half as THRUST or SURGE immediately after its
removal. This will ensure correct re-assembly as shown in Fig. 25.
26. The standard Michell “JPU” Bearing has steel housing manufactured in halves, double
dowelled and held together by two socket head screws. The bore of this housing provides
seating for 5 Michell center pivoted journal pads.
Journal pads are manufactured from steel and lined with a tin based white metal. They
have a special bore profile to give a
preload to the operating bearing and special stepped pivot to spread the transmitted
radial loading away from line contact with the housing bore.
A circumferential groove, cut into both ends of each journal pad, provides a recess (of
generous clearance) for the spigots, which extend inwards from the end plates. This
arrangement allows the Journal pads to seat and pivot correctly but stops any of the
Journal pads falling out when a half unit is lifted clear of the shaft. To hold each Journal
pad in its correct circumferential position, pin stops (one per pad) are screwed radially
inwards from the back of the unit, into a clearance hole in the back of the Journal pad.
End plates of series /B Journal pad units are made of bronze and their bores form a
clearance baffle at the ends of the Journal pad unit. End plates of series /F Journal pad
units are made of steel, bored out to carry a close fitting floating seal of leaded bronze.
The seal itself is in halves, held together by a garter spring.
The extended flanges of the end plates of designed to locate the JPU Bearing axially on its
seating and the circumferential movement of the unit is prevented by a steel dowel stop
projecting from the housing into a small recess milled into the joint of the machine
casing.
An oil distribution annulus is provided in the outside diameter of the Journal pad unit
with its center in line with the centerline of the Journal. Feed holes direct cool oil from
the distribution annulus to the space between each Journal pad. These holes have brass
restrictor plugs fitted to ensure that every Journal pad has an ample delivery of cool oil
from the oil distribution annulus.
27. Tag and label each top half bearing immediately after its removal. This will ensure
correct re-assembly as shown in Fig.26.
28. Lift the rotor SLOWLY and EVENLY to avoid bumping the blading and nozzles.
29. When the rotor is clear it may be traversed and rested in wooden ‘Vee’ blocks below the
shaft labyrinth.
DO NOT REST THE ROTOR ON ITS BLADES.

30. Examine the rotor shaft journals, thrust collar and surge face.
Any scoring or hard marks on these items should be lightly stoned off.
Very heavy scores call for re-grinding of the journals, thrust collar and surge face. (All
bearing surfaces are hard chrome plated except the surge face).
If any significant amount is machined off the thrust collar or surge face the spacers
should be increased to give the correct axial clearance.
II. STEAM END PEDESTAL
Refer to Fig. 27 for details of components and clearance.
1. The separate thrust and surge bearing assemblies should be examined (Fig. 25). ENSURE
THAT THE SEPARATE LEFT HAND PAD AND RIGHT HAND PAD CARRIER RINGS CAN
BE IDENTIFIED AND RETURNED TO THEIR ORIGINAL POSITIONS. Failure to observe
the importance of correct assembly will result in displacement of the rotor and incorrect
axial clearance.
2. All pads whilst constrained within the carrier rings, should be free to rock on their
respective pivots. If the thrust or surge pads are scored new ones must be fitted. (Light
scores or scratches are tolerable).It is usual practise to replace the thrust bearing
assemblies as complete units.
If new pads are not available and the existing pads show signs of only light scoring or
bright marking, then provided the white metal has not been extruded off the edges, the
pad faces can be carefully dressed using a small flat scraper.
3. Check the dimension (using an accurate micrometer) from the center of each pad face to
the back of the shim plate. This dimension must be identical for each pad on the thrust
side (both top and bottom halves). A variation of no more than + 0.0127 mm must be maintained.
The surge side should be checked in a like manner. A different dimension is to be expected
and the tolerance of individual pad thickness is again + 0.0127 mm.
This check is especially important if old and new pads are mixed in an emergency.
In fact it is recommended that NEW AND OLD PADS ARE NOT MIXED.
When satisfied, wrap each item in soft cloth and store safety. Clean out the bearing
housing and check that all drilled holes are clear.
4. Check that the bearing cap transverse keys 21 and keyways provide positive axial location
of the cap. Likewise check the transverse location of cap to pedestal.
5. The bearing cap set bolts are screwed into the four tapped holes.
6. Remove the bottom half bearing.
7. Clean and examine the main bearing pads. Dress lightly, with a scraper, to remove any
surface scratches or hard markings. The principle of this type of bearing is illustrated in
Fig. 26.
8. Strap together and measure accurately the bore diameters.
9. Check the witness marking of the bearings, wrap for protection and store.
10. Oil baffle plate protects the oil seal direct impingement of oil from the main bearing.
Clearance around the shaft is a nominal 0.8mm (0.030 ins). Measure the diameter after
replacing the top half in position.
11. The oil seal packing rings 16 should be individually displaced against their leaf springs
18 to ensure freedom of movement. Investigate any eccentric rub marks.
12. Check the seal clearances by strapping the housing tightly together, in this way the
segments form the true running diameter. With an internal micrometer measure the fin
diameter and subtract shaft dimensions. Compare with those indicated in Fig. 27. Clear
all drain holes.
13. Check that the pedestal drain is clear.

III. EXHAUST END BEARING
The exhaust end journal bearing is also similar to the steam end bearing.
1. The bearing cap set bolts are locked as in the steam end pedestal.
2. The bearing housing should be cleaned and the oil supply blown through.
3. Clean and examine the bearings as for the steam end.
4. Check witness markings, wrap for protection and store.
5. Check the oil baffle plates as for the steam.
6. The oil seals are identical to the steam end. Check freedom of the segments and fin
clearance.
7. Check that the pedestal drains are clear.
IV. TURBINE CASING
1. Check the freedom of steam and exhaust labyrinth packings.
Replace any obviously weak springs.
2. Blow through all gland leak-off pockets and check gland clearances by strapping the
clean housings together and measuring the internal diameters of the fins. Check with
clearances on Fig. 30. (The top half housings are secured in the casing by button screws).
3. If diaphragms require to be lifted for examination note that button screws trap the
diaphragms and radial keys centralize each half. (Check tightness of keys).
4. Dress out any damage sustained by the nozzle inlet and outlet edges. (DO NOT USE A
COARSE FILE).
5. DIAPHRAGMS MUST BE REPLACED IN CORRECT POSITIONS.
6. Check that all casing drains, interstage slots and drain holes are clear.
7. Leakage across diaphragm sealing faces should be lapped out with a flat dummy before
‘wire drawing’ undercuts the faces. Do not increase any groove width more than 0.25
mm. Top and bottom location faces must be in line.
8. Check interstage packings for freedom etc., .
9. Run down casing joint studs with appropriate cap nuts to ensure free running threads.
Die-nut damaged threads.
10. If studs need replacing then USE HIGH TENSILE STEEL SUITABLE FOR THE DUTY (See.
SECTION R, MATERIALS).
11. Clean the horizontal joints of all casing assemblies, blow out the casings and re-assemble
the diaphragms, bottom halves of labyrinth housings, bearings, oil seals etc.
Before fitting the steam and exhaust TOP half gland boxes into the casing, place them on
the respective bottom halves to ensure that the labyrinth packing segments match-up.
12. CHECK THAT NO DIRT IS TRAPPED between housings and packing boxes etc.
13. CHECK THAT NOTHING HAS DROPPED INTO THE BOTTOM HALF CASING.
V. RE-ASSEMBLY
Re-assembly is basically the reverse of the dismantling procedure.
1. Refit the bottom half journal bearings noting the witness marking.
2. Clean the rotor and lower slowly and evenly into position.
3. Correctly locate the bottom half THRUST and SURGE rings.
4. Remove the lifting slings from the rotor.
5. Lubricate the journal and thrust bearings and turn the rotor by hand to check freedom.
6. Check the matching of the oil seals, steam and interstage labyrinth fins to rotor lands
through the entire assembly.
7. Check the thrust axial clearance, and the blade clearances (Fig.30).
Adjust as necessary with solid spacers particularly if the thrust collar has been machined
or new pads fitted. Shim strip is not recommended.
8. Assemble the top halves of the labyrinth packing oil seals and the thrust and journal
bearings. MAKE CERTAIN that NO DIRT is TRAPPED between the butts.
9. Replace and secure the bearing caps.
10. Spin the rotor by hand.
If a noticeably greater effort is required to turn the rotor then determine the cause. This
is usually trapped dirt.
11. Remove the thrust bearing assembly and jack the rotor into the increased clearance
position as ARTICLE I, point 9(v) and (vi).
12. Lower the top half casing on to the guide pillars.
13. The casing joints are to be made face to face, i.e. no jointing compound to be used.
To prevent corrosion and ease separation of these faces a thin film of ANTI-SEIZE
COMPOUND SPRAY is to be used.
14. Lower the casing evenly into position. Before fitting the dowels, check all round the joint
with a 0.05mm feeler. Weight alone should close the gap. (If the joint does not close, then
lift immediately and check joint faces and interstage packing sequence).
15. Coat dowels with anti-seize compound and tap into position.
16. Coat studs liberally with screen and nut compound and screw down capnuts. See the
bolt tightening sequence at the end of this section.

17. The casing/throttle valve chest joint is also to be made face to face. Coat the faces with a
thin film or loctite heavy duty anti-seize spray.
Lower the throttle valve chest into position taking care to avoid damage to the rotor
blades during this operation.
Fit location dowels. (Coat the studs with ROCAL anti-seize compound and tighten all
nuts.
18. Remove thrust collar packing and replace thrust bearing assembly. ENSURE CORRECT
LOCATION OF THRUST AND SURGE RINGS.
19. Replace bearing cap and secure.
20. Refit and adjust the setting of the axial displacement and radial vibration probes.
21. Flush the oil system as outlined in SECTIONED C, ARTICLE VI.
22. Check that the rotor spins freely.
23. When satisfied replace the pedestal covers (both steam and exhaust end).
24. Refit the temperature indicator on the pedestal covers so they extend through into the
bearing caps.
25. Check the coupling alignment (See Section C Article II, Installation).
26. If satisfactory refit the flexible coupling and the coupling cover, taking care not to damage
the end wall diaphragm.
27. Replace the stop valve and reconnect the H P steam main.
28. Replace the gauge piping oil supply and drain piping, actuator and relay linkage, etc.
29. Pressurise the L.P. and H.P. oil systems, check pressures and fix any leaks.
VI. SEQUENCE OF BOLT TIGHTENING
a) Turbine Casing
For the purpose of closing the horizontal joint the bolts are numbered starting from the
governor end towards the alternator end. Hence looking along the turbine axis in the
direction of the gearbox (generator) the numbering of bolts is as follows:
a) on the RHS: RHS1, RHS2, RHS3, etc.
b) on the LHS: LHS1, LHS2, LHS3, etc.
The sequence of both initial and final tightening is as follows:
1. Initial Tightening, using torque settings of:
138 kgf m for M48 capnuts
(a) Nip first all consecutive odd numbers alternating between RHS and LHS starting from
stean end.
ie. RHS1, LHS1, RHS3, LHS3, RHS5, LHS5, etc. until the end.
(b) Nip all even numbers, again alternating between RHS and LHS.
ie. RHS2, LHS2, RHS4, LHS4, RHS6, LHS6, etc. until the end.
2. Final Tightening. Repeat the sequence as for initial tightening. Using torque setting of

VII. STEAM END PEDESTAL PANTING PLATE & COLD SETTING (See Fig. 29
and Fig. 30)
1. During normal overhaul there would be no reason to disturb the panting plate assembly.
2. Should it be necessary at any time to do so, it must be noted that an initial cold draw
dimension ‘X’ is built into the cold alignment (see Fig.29).
3. Fine adjustment jacking gear applied to the pedestal horizontal flange will be necessary
to extract or refit the location keys.
4. DO NOT CARRY OUT THIS OPERATION WITH THE ROTOR IN POSITION.
VIII. JOINTS AND PACKINGS
The following joints and packing materials are normally used during manufacture of the
turbine.
There is no objection to the user of equivalent or superior materials if these are more
readily available.
Steam pipe joints for flanges upto 1.6mm Klingerit 1000 500oC
Metal to metal steam joints (less Manganestic Permatex Compound than 200 oC .
Screwed steam and water fittings Proprietary pipe thread tape

Oil joints for flanges 0.88mm klingerit 3XA
Oiil cleaning doors 3mm Klingerflex NI 27
Metal to metal oil joints ‘Golden’ hermetite
Water joints for flanges 1.6mm rubber jointing
Screw and nut compound Rocol AsP anti-scuffing paste
Turbine casing horizontal joints Loctite heavy duty anti-seize spray
Nozzle chest to turbine casing joint Loctite heavy duty anti-seize spray
High speed coupling guard flexible Viton ‘E’
diaphragm
M AX IM UM TIGHTE NING T ORQ UE VA LUE S O F BO LTS

FO R D IF FER ENT APPLICA TIO NS OF ST EA M
TURB INES (O THER WISE ST AT ED )
SCREW MATL A 193 GR B 16 / 080M 40 070M 20

EQ UIT (E N8 ) (E N3 A)
YIELD P OINT (Mpa) 606 275 230
S CRE W THREAD TORQ UE (N.m)
M12 50 24 19
M16 118 56 45
M20 226 108 86
M24 421 195 162
M30 842 399 323
M33 1176 550 442
M36 1542 723 583
M42 2697 1273 1025
M48 4208 1975 1596
M52 4898 2298 1867

REF. DESCRIPTION
1 Rotor
2 Steam end Casing bottom
3 Steam end Cashing top
4 Nozzle Chest
5 T.V. Seat
6. Throttle Valve
7 Moog Actuator System
8 Panting Plate
9 Nozzle
10 Welded Diaphragm
11 Blade
12 Base Plate
13 Exhaust Casing top half
14 Exhaust Casing bottom half
15 Exhaust End Bearing Cap
16 Exhaust end Bearing
17 Oil Seal
18 Laby Packing Holder
19 Coupling Guard
20 Diaphragm- Oil Seal
21 Coupling
22 Air Breather
23 Gear Box Bottom
24 Gear Box Top
25 Inter Stage Labyrinth Packing
26 Bearing Plain
27 Pinion Shaft
28 SSS Clutch
29 Clutch Hub
30 Barring Gear
31 Gear wheel shaft
32 Gear Wheel
33 Main Oil Pump
34 Bearing Shell
35 Bearing Shell
Fig. 24 : Sectional Arrangement

Ref Description
1. Steam end pedestal

2. Rotor
3. Overspeed trip shaft
4. Layshaft
5. Governor drive shaft
6. Bearing shell
7. Bearing cap
8. Bearing shell
9. Bearing Cap
10 Gearwheel
11 Pinion
12. Thrust bearing
13. Bearing
14. Manual Trip
15. Overspeed trip valve
16. Labyrinth packing ring
17. Labyrinth housing
18. Leaf spring
19. Locating key
20. Thrust Big Spacer
21. Bearing cap locating key
22. Bearing cap
23. Oil inlet fitting
24. Pedestal transverse keyway
25. Governor Drive Thrust Bearing
26. Drive housing
27.
28.
29.
30. Bearing
31. Drive shaft
32. Hand Trip Valve
33. Worm wheel
34. Worm
35. Oil feed block
36. H.P. Oil Pump
37. Half coupling
38. Half coupling
Fig. 27 Steam end pedestal assembly

Q1 SECTION Q-LUBRICATIONS Q1
T UR BIN E OIL (ASTM-D 43 04)
Sl .No . Ma n ufa ctu re r/ su ppl ie r Prod uc t N am e Cl as s

1. Indi an Oi l C orpo ra ti on Se rv op ri me 4 6 46
2. Bha rat Pet ro le um T urbo l 4 6 46
3. Ca s tro l Pe rfe c to T 4 6 46
4. Mo bi l M ob il DT E 46
M e di um VG 4 6 /
M o bil D TE-8 46
(zin c fre e )
5. Hi ndus ta n Pe trol eum C orpn . T urbi nol 4 6 46
T urbin ol XT 4 6
6. Ca lte x R eg a l R & O 4 6 46
7. Tot al Petrol eu m Indi a Pvt. Ltd . Pres l ia 4 6 46
8 Oil fo r B a rring G ea r ISO -VG. 3 2 0 9L trs
Re du cti on Un it (If A pp lic ab le )
9 Oil fo r A c tua tor ISO -VG. 4 6 3L trs /

Ac tua tor
(If A ppl ic a ble )
10 Oil fo r C o nde ns ate ISO -VG. 4 6 2L trs / CEP
Extrn. Pum p
(If A ppl ic a ble )
Note : E quiva le nt grade s c an also be used for Sl. No. 8 ,9 & 10.
Q2
Description Application 1 2 3 4 5 6 7 8
Mode
Governor B.P. Regal Oil Shell Teresso Mobilt Castrol Q8 ISO

Energol R&O 46 Turbo Oil T46 DTE Perfecto VanGogh VG46
THB46 T46 Oil T46 46 Servo
(ISO) Medium Prime
(VG 46)
Governor Manual B.P. Molytex Shell Beacon 2 Mobil Castrol Q8 Servo-

Lever Applicatio Energrea Grease 2 alvania Temp Spheerol Molythiu germ HT
Point Pins n se HTB-2 G rease 2 Grease LMM m
with
No. 1 EP2
Molybden
um
Disulphide
Sliding Manual B.P. Molytex Shell Beacon 2 Mobil Castrol Q8 Non

Compone Applicatio Energrea Grease 2 Alvan ia Grease Impervia Molythiu Siezing
nts n se AS 11 Grease 2 Super AS m Compoun
with
EP2 d
Molybden
um
Disulphide
LUBRICATION
Motor Grease B.P. Regal Shell Beacon 3 Moilux Castrol Q8 Servo-

Bearings Packed Energrea A.F.B. 2 Alvania Grease Impervia Super gram HT
se LS 3 Grease 3 No.3 AS Lithium 3
1 – The British Petroleum Co. Ltd. 5 – Mobil Oil Co. Ltd.

2 – Texaco Ltd. 6 – Burmah Castrol Co. Ltd.
3 – The Shell Petroleum Co. Ltd. 7 – Kuwait Petroleum Lubricants
Ltd.
4 – Esso Petroleum Co. Ltd. 8 – Indian oil Corporation
DO NOT USE interior lubricants of unknown origin.

Q2
Q3 LUBRICATION Q3
GENERAL SPECIF ICAT IO NS- AST M-D 4304

(Latest Ed etion)
No. Description Units

1 Type of Oil ISO VG-46
2 Appearance Clear
3 Kinematic Viscosity @ 40 Deg C CST 41.4 - 50.6
4 Viscosity Index 96 & above
5 AST M Colour 2.5
6 Density & 15 Deg C Gm/ml 0.86
7 Pour Point Deg C <-6
8 Flash Point COC Deg C >200
9 Neutralization No (mg.KOH/gm) 0.1 +/-0.016
10 Deaeration Capacity @ 50 Deg 6
C(Max )
11 Corrosive Action on Copper (Max) Corrosiveness 1A
12 FZG Gear test DIN 51354 / ASTM- 9
D 5182
13 Water Content Gm/100gm 0.1
14 Solid Content Gm/100gm 0.05
15 Foam resistance ASTM-4304 50/0
16 Air Release Value @ 50 Deg C (Din- 3.0 minutes
51381)
17 Degree of cleanliness (When supplied Class 6 of NAS-1638 15/11 (ISO-4406) &
with EH TC Min & Without EHT C Class 7 of NAS-1638 16/3 (ISO-4406)
min.(inside turbine
18 Steel Corrosion Class 2-A Din-51585
19 RBOT Spec ASTM D-2272 @ 150 350 - 450
Dec C
20 Tost ASTM D-943 Mg/KOH/g 3000 Hrs.
21 Demulsifibility ASTM D-1401/din
51594
a) Total free water collected during < 20
test starting with 40 ml of water min
@ 54 Deg,C
22 Percent of water in oil after 5 hrs % 0.02 max
(max)
R1 SECTION R-TURBINE MATERIALS R1
Turbine Rotating Element
Rotor 21 CrMoV57
Moving Blades (Row 1-5 Stage) X 22 CrMoV121
Moving Blades (all other rows) X20Cr13/X12CrNiMo12
Closing Blade Pins X22CrMoV121/X20Cr13
Shrouding MSRR 6504
Nozzle/Diaphragms
Ist Stage Nozzle Segment 321 S31/AISI-304

Subsequent Stage Nozzle Vanes AISI 304
Diaphragm Outer & Inner Rings 2nd
3rd & 4th Stage BS-1503CL-622/A515/A516
Diaphragm inner & outer ring
Remaining stages IS 2002 / IS 2062
Labyrinth & Seals
Oil Labyrinth Housing Gunmetal BS 1400 LG-4

Oil Labyrinth Packing EN 56 AM(P)/ EQUIT
Casing Labyrinth Housing BS 3100 Gr.A2/B2
Casing Labyrinth Packing AISI-410/EQUIT
Interstage Packing EN 56AM(P)/AISI-410/EQUIT
Steam Casings
Stop Valve Casing 1 % Cr. 0.5% Mo. Alloy Steel

Throttle Valve Casing 1 % Cr. 0.5% Mo. Alloy Steel
Steam end casing 1 % Cr. 0.5% Mo. Alloy Steel
Exhaust end casing IS 2062 Fabricated
Pedestals
Steam End Pedestal IS 2062 Fabricated
Bolts, Studs & Nuts for HP End
Steam Inlet Flanges A193 G.16/21CrMoV57/BS1506-661

Stop Valve/Throttle Valve Chest A193 G.16/21CrMoV57/BS1506-661
Throttle Valve Chest/Inlet Cylinder A193 G.16/21CrMoV57/BS1506-661
Steam Cylinder Horizontal Joints A193 G.16/21CrMoV57/BS1506-661
R2 TURBINE MATERIALS R2
Bearings
Turbine Main Thrust Bearing Steel backed white metal pads

Turbine Main Journal Bearings Steel backed white metal pads
Stop & Throttle Valves

Pilot Valve 321-S12
Main Stop Valve AISI-410 / 321-S2
Stop Valve Spindle 722M24 (R)
Stop Valve Spindle Guide 722M24 (R)
Stop Valve Seat 420-S37(R)
Throttle Valve & Spindle BS 970.722M24
Throttle Valve Seats 420-S37
Throttle Valve Guide BS 970.722M24 (R)
Baseplate BS-4-1993 & IS 2062
Coupling Guard (High Speed)
Guard Body and Cover IS 2062

End Diaphragm Viton - E
NOTE:-
Equivalent material also considered on availability

SECTION S-DRAWINGS
T1 SECTION T-RECOMMENDED SPARES T1
1. Oil seal packing – Laby Exhaust end 2.00
2. Spring for Laby Packing 8.00
3. High Speed Coupling 1.00
4. Retaining plate – Diaphragm 26.00
5. Spl. Screw – Diaphragm 26.00
6. Packing – Interstage 13.00
7. Laby Gland, Packing Assy. Steam End 1.00
8. Laby Gland Packing Assy. Exhaust End 1.00
9. Rotor Assy. 1.00
10. Breather for coupling Guard 1.00
11. Overspeed trip assy. 1.00
12. Spring for overspeed trip 1.00
13. Overspeed trip valve 1.00
14. ‘O’ Ring for overspeed trip 1.00
15. Spur Pinion 1.00
16. Oil Feed Connection 1.00
17. Leaf Spring 1.00
18. Bearing Shell 1.00
19. Bearing Shell 1.00
20. Oil Seal Packg. Steam End Pedestal 1.00
21. Bearing Thrust (Thrust Bearing) 1.00
22. Bearing Shell Journal 1.00
23. Valve Manual Trip 1.00
24. Spring Handle 1.00
25. O Ring & Seal 21.15 x 16.75 x 2.7 Dia C/S 1.00
26. Ball 6 Dia 1.00
31. Bearing Retaining Ring – Brg. 1.00
32. Ball Bearing 1.00
33. Ball Bearing 1.00
34. Worm 1.00
35. Worm wheel 1.00
36. Electro Magnet- L.P Trip 1.00
37. L.P. Trip Assy 1.00
38. Liner LP Trip 1.00
39. Spring Catch 1.00
40. Bush 1.00
T2 RECOMMENDED SPARES T2
41. Catch 1.00
42. Knob Resetting 1.00
43. Spring 1.00
44. LP Trip Piston 1.00
45. Knob Trip 1.00
46. Lever – L.P Trip 1.00
47. Spring For Lever – L.P Trip 1.00
48. SEV Seat 1.00
49. Stop Valve 1.00
50. Spindle Support 1.00
51. Strainer SEV 1.00
52. Spindle- SEV 1.00
53. Spindle Gland -1 1.00
54. Spindle Gland -2 1.00
55. Coupling -SEV 1.00
56. Spindle- Hydraulic Cylinder 1.00
57. Piston 1.00
58. Helical Compression Spring 1.00
59. Spindle - Limit Switch 1.00
60 Limit Switch 1.00
61. Limit Switch stopper 1.00
62. Guide Limit Switch 1.00
63. Plunger 1.00
64. Check Valve Spring 1.00
65. Seal – Oil Spindle 2.00
66. Seal for Plunger Cover-1 1.00
67. Seal for Plunger Cover-2 1.00
68. Seal for Check Valve 1.00
69. Sleeve 3.00
70. Retainer – Spherical Bearing 3.00
71. Retaining Plate – Spring No. 1 1.00
72. Retaining Plate – Spring No. 2 2.00
73. Retaining Plate Spring Big – 3 1.00
74. Sleeve Rocker Shaft 1.00
75. TV Spring No.1 1.00
78. Spindle – TV Lifting 3.00

79. Spherical Bearing 3.00
80. Bush 3.00
81. Spindle TV No.1 1.00
84. Guide TV No.1 1.00
87. Seat Assy. – TV No.1 1.00
88. Seat Assy – TV No.2 1.00
89. Seat Assy. – TV No.3 1.00
90. Packing Gland closed 16.00
91. Packing Gland Open 4.00
92. Packing Gland Open 2.00
93. Packing Gland Closed 8.00
94. Bush 1.00
95. Spacer 1.00
96. Bush Top 1.00
97. Screwed Nut 1.00
98. Bush 1.00
99. Spacer 1.00
100. Bush Top 1.00
102. Bush 1.00
103. Spacer 1.00
104. Bush Top 1.00
106. Spherical Bearing 2.00
107. Bearing Rod End PHS25 1.00
108. Bearing Rod End PHSL25 1.00
109. Link 1.00
110. Strainer Cum Oil Filler 1.00
111. Foot Valve With Strainer MOP 2.00
112. Foot Valve with strainer 1.00
113. Oil Mist Separator 1.00
114. Gear Box 1.00
115. P R Valve – for control oil line 1.00
116. P.R. Valve – for Auxiliary oil pump 1.00
117. P.R.Valve – lube oil line 1.00
118. P.R.Valve – Main oil pump line 1.00
119. Coupling driven 1.00
120. Coupling drive 1.00
121. Main control oil pump 1.00
122. Accumulator –20 Ltr, Hydac 2.00
123. Control oil pump 1.00
124. Auxillary Oil Pump 1.00
125. Main Oil Pump 1.00
125. Pump-48 GPM DC Motor EOP 1.00
126. Oil Filter 45 GPM, 25 Kg /cm2 (g) Control Oil 1.00
127. Oil Filter simplex, 45GPM,1.5KG 3 KG 2.00
128. Oil Cooler 1.00
129. Oil Filter Lube 1.00
130. Difft PR Switch with Indicator 1.00
131. Solenoid Valve 1.00
132. Nitrogen Charging kit 1.00
133. Adaptor for Nitrogen charge kit 1.00
134. Governor woodward 1.00
135. Actuator- MOOG 1.00
136. Low speed coupling 1.00
137. Bore coup Hub LS 1.00
138. Barring Gear motor 1.00
139. Barring Gear Reduction unit 1.00
140. Barring Gear clutch 1.00
141. Gear box bearing pinion 1.00
142. Gear box bearing pinion 1.00
143. Gear box bearing Gear shaft 1.00
144. Gear box bearing Gear shaft 1.00
145. Speed probe 5.00
146. Axial displacement probe 1.00
147. Vibration probe turbine S/End 1.00
148. Vibration probe turbine E/End 1.00
149. Vibration probe Gear box Pinion T/End 1.00

150. Vibration probe Gear box pinion Actr. End 1.00
151. Vibration probe Gear box Gear shaft T/End 1.00
152. Vibration probe Gear box Gear shaft – Actr. End 1.00
MOOG RELAY SYSTEM
OPERATION MANUAL
MOOG Servo System for Turbine Steam Control.
Customer: Triveni Engineering and Industries Limited

Address: Turbine Plant, P.B.No.5836,
12-A, Peenya Indl Area
Bangalore - 560 058
India
Document rev #: Rev 1.0 (Date 181209)

Order No.: 43P33052
CAUTION: DISASSEMBLY, MAINTENANCE, OR REPAIR OTHER THAN IN ACCORDANCE WITH THE INSTRUCTIONS
HEREIN OR OTHER SPECIFIC WRITTEN DIRECTIONS FROM MOOG MOTION CONTROLS PVT. LTD., WILL INVALIDATE
MOOG MOTION CONTROL PVT. LTD’S OBLIGATIONS UNDER THE WARRANTY. REFER TO THE MOOG MOTION
CONTROL PVT. LTD., WARRANTY FOR COMPLETE PROVISIONS THEREOF.
Moog Motion Controls Private Limited.

Reg. Off.: # 683, 15th Cross Road, Sarakki 2nd Phase, J.P. Nagar, Near K.S.R.T.C Layout, Bangalore - 560078
Phone: 080-4057 6666 / 4120 8861, Fax : 080 - 4057 6688 / 4120 8840
Operation Manual
Rev 1.0 (181209)
NOTES TO USERS
1) Description in this manual is subject to change without any obligation on the part of the
Manufacturer.
2) Copy of all or part of this manual without any notice is prohibited.
3) Notice would be appreciated if you find any question, lack or error in this manual.
SAFETY INSTRUCTION
Description in this manual is essential to the safety of life and property, therefore, before
operating this equipment, you should first thoroughly read this manual, and this manual
should be kept in a place to take it out easily when you have any questions.
WARNING
The symbol on the above and the word “WARNING” are used to call attention
to safety instructions concerning a potential hazard for people. Failure to
comply with these safety instructions can result in serious damage to health
and can even prove fatal in extreme cases.
CAUTION
The symbol on the above and the word “CAUTION” are used to call attention
to instructions concerning potential damage to the equipment or to the system
as a whole.
NOTE
Notes contain useful information for the operator when starting up and
operating the equipment or system.
Page 2 of 23
Operation Manual
Rev 1.0 (181209)
Table of Content
Technical Specification .................................................................................................................................................4

Hydraulic System......................................................................................................................................................4
SPECIFICATIONS OF CYLINDER...................................................................................................................4
General Description and operation.......................................................................................................................4
Cartridge Block and Cover Assembly..................................................................................................................5
Position transducer (Temposonic) Assembly.......................................................................................................5
Cylinder Control Manifold Block Assembly .......................................................................................................5
Sealing Elements..................................................................................................................................................5
Glydring ...............................................................................................................................................................5
Stepseal ................................................................................................................................................................6
Wiper....................................................................................................................................................................6
Slydring................................................................................................................................................................6
O’Rings ................................................................................................................................................................7
Electrical connection.................................................................................................................................................8
Hydraulic Connections .............................................................................................................................................8
Normal operation ......................................................................................................................................................8
Emergency closing of the steam Control actuator ....................................................................................................9
Assumption ...............................................................................................................................................................9
Load Throw off Conditions ......................................................................................................................................9
Hydraulic System Contamination Control ..............................................................................................................10
Quick-check ............................................................................................................................................................10
Closed Loop Electro Hydraulic Servo Control System ...............................................................................................11
Moog Servo Controller (MSC) ...............................................................................................................................11
FEATURES .......................................................................................................................................................11
Front view of the MSC.......................................................................................................................................12
Terminal assignments : ( X1 & X2 ) .................................................................................................................13
Terminal assignment (X3 & X4)........................................................................................................................14
Terminal assignment (X5 & X6)........................................................................................................................15
LED Status .........................................................................................................................................................16
Digital I/Os.........................................................................................................................................................18
Wiring diagram for digital input ........................................................................................................................18
Wiring diagram for digital output ......................................................................................................................18
ANALOG inputs ................................................................................................................................................19
Wiring diagram for analog input........................................................................................................................19
Wiring for MOOG Servo Cylinder ....................................................................................................................19
ANALOG outputs ..............................................................................................................................................20
Wiring diagram for analog output .....................................................................................................................20
Wiring for Moog Servo Valve D683 – 4114......................................................................................................20
Operational Features of The Moog Valve (D683-4114)..............................................................................................21
Technical specification of the Servo Valve: ...........................................................................................................21
GA Drawing of the Actuator .......................................................................................................................................22
FACTORY PARTS AND SERVICE ..........................................................................................................................23
Factory parts - RECOMMENDED SPARE and Replacement ...............................................................................23
Repair SERVICE ....................................................................................................................................................23
Page 3 of 23
Operation Manual
Rev 1.0 (181209)
Technical Specification
Hydraulic System
SPECIFICATIONS OF CYLINDER
Description Specified Value

Fail safe is Piston rod fully out
Servo Actuator Inbuilt contact-less displacement transducer: 4 Pin
connector.
Forward – Effective area 346 cm2
Reverse – Effective area 333 cm2
Working Pressure 25 Bar
Test Pressure 40 Bar
Emergency closing time 400 mSec.
Max Force generated 55,917 N
Operating Temp -20 oC to +60oC ambient.
-20 oC to +70oC fluid.
Fluid Mineral oil based Hydraulic fluid.
Fluid cleanliness ISO4406 :1999 (At least class 18/15/12)
For longer life 17/14/11 recommended.
General Description and operation
The cylinder is designed as per customer specifications for steam control application. The servo
valve mounted on the cylinder manifold assembly is used to control the cylinder stroke with the
feedback received from Tempo sonic assembly which is fitted on piston rod. Special cartridge
constructed valves and covers are designed to cater the emergency condition during operation.
x The normal operation is through servo valve activation.

x Mounting Style of Cylinder is Vertical on Rear Flange.
x The cylinder is compact in design and easy for Maintenance.
The cylinder consists of following sub assemblies apart from Cylinder body and Piston Rod
assembly:
x Cartridge block & cover Assembly

x Position transducer (Temposonic) assembly
x Cylinder control Manifold Block Assembly
Page 4 of 23
Operation Manual
Rev 1.0 (181209)
Cartridge Block and Cover Assembly

The cartridges block and cover assembly houses inbuilt special designed high quality valves
(03.01 & 08.01). These valve assemblies play active role during emergency condition. 4”
Flanges (03.04 & 08.05) are provided on the Cartridge block to achieve minimum Pressure drop
when the cylinder is operated during emergency Conditions.
Position transducer (Temposonic) Assembly

Temposonic assembly consist of displacement transducer (13.00), Floating Magnet (13.01)
which is assembled on the Temposonic Rod (12.00) by using a spacer (13.03). The function of
Temposonic transducer is to sense the position of the cylinder with the help of Floating Magnet
with respect to the total stroke and gives the feed back. The required position is achieved by the
servo Valve (14.01). Temposonic Transducer is protected by the Temposonic Guard (10.00)
Cylinder Control Manifold Block Assembly
The cylinder control manifold block assembly consist of Solenoid operated direction control
Valve (14.02), Servo Valve (14.01) & Cartridge Valve Assembly (14.05).The function of the this
assembly is to control the oil flow in the cylinder to achieve the required stroke with the help of
Servo Valve. The solenoid valve is used to control the Cartridge Valve assembly. Cartridge valve
assembly controls the Cartridge block and cover assembly. The solenoid valve is operated only
during emergency conditions.
Sealing Elements
The sealing elements consists of following sealing and guiding elements Glydring (07.02),
Step Seal (05.02) Wiper (05.03), Slydring (03.08) (05.01) (07.01) & O’Rings.
Glydring
The Function of Glydring is to provide a leak free sealing between the bore end and rod end.
Glydring is preferred due to following reasons
x No stick-slip effect when starting for smooth operation of the cylinder.

x Minimum static and dynamic friction coefficient for a minimum energy loss and operating
temperature.
x High wear resistance ensures long service life.
x No adhesive effect to the mating surface during long period of inactivity or storage.
x Suitable for most hydraulic fluids in relation with most modern hardware materials and
surface finish
x Suitable for new environmentally safe hydraulic fluids
Page 5 of 23
Operation Manual
Rev 1.0 (181209)
Stepseal
Rod seals must exhibit no dynamic leakage to the atmosphere side under all operating conditions
and must be statically completely leak tight when the machine is at a standstill. This is achieved
due to the hydrodynamic properties of the seal. The specially formed seal edge with a steep
contact pressure gradient on the high pressure side and a shallow contact pressure gradient on the
low pressure side ensures that the fluid film adhering to the piston rod is returned to the high
pressure chamber on the return stroke of the rod. This prevents the micro-fluid layer, carried out
of the high pressure chamber when the piston rod is extended, causing leaks.
Stepseal is preferred due to following reasons:
x High static and dynamic sealing effect.

x Low friction, high efficiency.
x Stick-slip-free starting, no sticking.
x High abrasion resistance, high operational reliability.
x Wide range of application temperatures and high resistance to chemicals.
x Simple installation without seal edge deformation.
Wiper
Wiper are installed in hydraulic cylinders to wipe any dirt, foreign particles, chips, moisture, etc.
from the piston rods as they are retracted into the system, thus preventing contamination of the
hydraulic medium which would otherwise damage wear rings, seals and other components.
Wiper is preferred due to following reasons:
x Low friction.
x Good scraping effect both inwards and outwards.
x Simple, small installation groove.
x Compact design.
Slydring
The function of Slydring is to guide the piston head of hydraulic cylinder and to absorb the
transverse Forces developed due to axial load. Slydrings avoid metallic contact between the
sliding parts of the cylinder, e.g. piston rod and Seal retainer, Piston Head and Cylinder.
Slydring is preferred due to following reasons:
x High load bearing capacity.

x Eliminates local stress concentrations.
x Wear-resistant, long service lives.
x Favorable friction behavior.
x Damping of mechanical vibrations.
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Operation Manual
Rev 1.0 (181209)
x Good wiping effect, embedding of foreign particles possible.

x Protection of the seal against “dieseling”.
x Eliminates hydrodynamic pressure problems in the guide system.
x Simple closed groove, easy installation.
O’Rings
O’Rings are installed in Hydraulic cylinder are used as sealing elements or as energizing
elements. They are mainly used as s static seal for Flanges, Valves, and manifold block sealing.
WARNING:
FAILURE TO INSTALL PLUGS AND SEAL
ADJACENT TO THE ELECTRICAL ENCLOSURE CAN RESULT IN SERIOUS
PERSONAL INJURY AND EQUIPMENT DAMAGE.
WARNING:
KEEP HANDS, HAIR, CLOTHING, ETC. AWAY FROM ALL MOVING PARTS.
FAILURE TO DO SO CAN CAUSE SERIOUS INJURY.
WARNING:
HYDRAULIC PRESSURE MUST BE REMOVED BEFORE ELECTRICAL
SIGNAL AND POWER ARE TURNED OFF. FAILURE TO OBSERVE THIS
SAFETY PROCEDURE MAY CAUSE PERSONAL INJURY OR DEATH
DUE TO THE SUDDEN, UNEXPECTED AND RAPID MOTION OF
HYRAULICALLY POWERED EQUIPMENT.
Page 7 of 23
Operation Manual
Rev 1.0 (181209)
Electrical connection
Command Signal : ±10mA

Spool output : 4-20mA
Electric supply : 24VDC
Solenoid valve : Electric supply 24VDC
Hydraulic Connections
Servo valve input : P1 – 2” SAE Code61. (Pipe size: OD: I60.3 x ID: I 49)
Connection to be made after the 37Ltr Accumulator in the system.
Servo valve Tank : T1 – 2” SAE Code61. (Pipe size: OD:I60.3 x ID: I49)
To be connected to Oil tank.
Sol. Valve Tank : Y1 – ½” BSP. (Seamless Tube: OD: I16 x ID: I12)
Pilot cartridge : T2 – 1 ½” BSP. (Seamless Tube OD: I38 x ID: I30)
Bore end side : C1 – 4”SAE Code61. (Pipe size: OD: I114.3 x ID: I102)
Connection to be made after the 37Ltr. Accumulator in the system.
Rod end side : C2 – 4”SAE Code61. (Pipe size: OD: I114.3 x ID: I102)
To be connected to Oil tank
Normal operation
MOOG Servo controller (MSC) receives the input command from Woodward Governer (4-
20mA) and MSC accordingly gives command to drive the Servo Valve D683-4114 mounted on
actuator. Based on the Servo valve opening and the inlet flow & pressure, the piston starts
moving.
The position transducer inside the actuator gives a feedback to the MSC. Based on this feedback
MSC controls the opening / closing of the servo valve to achieve the required position of the
servo actuator piston ( i.e. steam control actuator).
In hydraulic terms oil supply from Pump is connected to ‘P1’ port on Servo actuator which is an
input flow to the servo valve. The servo valve opening or closing is controlled thru MSC
Controller.
x Time required to Move the actuator piston OUT (from i.e. bottom to top position) is 1.8s.
x Time required to Move the actuator piston IN (from top position to bottom position) is
1.6s.
Please note During Normal operation Solenoid Valve ‘S1’ is ON or Energised condition hence
all the 9nos. of cartridge valves (B1 to B4), (R1 to R4) and CV’ are in closed position. During
Page 8 of 23
Operation Manual
Rev 1.0 (181209)
this operation oil flows ONLY thru Port ‘P1’(through servo valve) and fluid returning from
actuators flows back to the tank through Servo valve Tank port ‘T1’.
Emergency closing of the steam Control actuator
Normally emergency closing will be accomplished with the help of Servo valve and the
accumulator flow. The MSC will provide the necessary signal to the Servo valve to change the
position of Steam control actuator to the required 10 or 20% opening at very fast rate.
As a back up for emergency closing function, Cartridge valve circuit is provided. To activate this
circuit, the solenoid valve ‘S1’ is De-Energised (OFF). Sol. valve controls the pilot pressure on
the cartridge heads (B1 to B4), (R1 to R4) and ‘CV’. When it is de-energized the pressure on the
cartridge heads is dropped thru the T2 and Y1 and hence all the cartridge valves (9nos.) will be
opened.
One cartridge valve ‘CV’ is used to exhaust the Main cartridge (B1 to B4), (R1 to R4) valves
pilot flow to tank thru T2, so that cartridges (B1 to B4) and (R1 to R4) are opened FAST.
The HIGE flow from accumulator is then passed thru (B1 to B4) cartridges on Bore side of the
actuator.
And the exhaust flow from Rod end will pass thru (R1 to R4) cartridges shown on Rod side to
TANK through ‘C2’ ( 4" pipe).
Assumption
It is assumed that the 37Ltr. bladder of accumulator is filled up by nitrogen with filling pressure
15 bar and it is installed in the pump pressure line which, ensure supply of sufficient amount of
working fluid during the Emergency closing of the steam Control actuator.
Load Throw off Conditions
During load throw off condition, there will be a sudden change in the input signal to MSC, and
the MSC will give a corresponding signal to Servo valve, The Servo valve will response will be
in milliseconds and with the help of pump and accumulator flow, and the closed loop circuit, the
actuator (cylinder) will be positioned in the required position.
Page 9 of 23
Operation Manual
Rev 1.0 (181209)
Hydraulic System Contamination Control
The life of active hydraulic components (pumps, cartridge valves, hydraulic actuators and
servovalves), is determined by the cleanliness of the hydraulic system fluid. The fluid should be
maintained at a cleanliness level of ISO 4406 (SAE J1165) Solid Contaminant Code 16/14/11 or
better. In no case should Solid Contaminant Code 18/16/13 be exceeded.
A continuously operating, side circulation filtration system is recommended as the most effective
means for maintaining fluid cleanliness level. Shut down of the main hydraulic system is not
required for filter element change out. This design utilizes an auxiliary low volume, low-
pressure pump to continuously circulate oil from the sump through a low-pressure 3-micron
absolute (E3 ~ 1000) filter and back.
Quick-check
Prior to start-up, check the actuator assembly as follows:

x Verify that all unused conduit ports are plugged with threaded conduit plugs.
x Verify that the electrical cover of valve is in place, and the hold-down screws have been
tightened until the spring washer is flat.
x With command signal at zero command, apply hydraulic supply and check hydraulic
connections for leaks.
x Check for full stroke by applying and removing the command signal to the servovalve.
The actuator should change position in a smooth, controllable fashion.
Page 10 of 23
Operation Manual
Rev 1.0 (181209)
Closed Loop Electro Hydraulic Servo Control System

Hydraulic Power Supply
Command Servo Amplifier Actuating

Controller input signal signal
Servo Valve
(+)
(MSC)
Feedback
signal
(-)
output
Feedback
Transducer
Actuator
Moog Servo Controller (MSC)
FEATURES
Freely programmable multi-axis controller. Programming
with IEC-61131 developer environment, MACS (Moog Axis
Control Software) Realisation of quick and precise controls
(e.g. for position, speed and force) Suitable for electrical and
hydraulic drives Freely definable controller structures with
cycle times from 500 µs Hardware functionality can be
parameterised via MACS software (no jumpers or switches)
PowerPC-based processor Memory: 2 MB RAM; 4,5 MB
Flash EEPROM.
Tool-free assembly on DIN top-hat rail mounting Simple

wiring with terminal strip Sustained short circuit protection
for analog and digital outputs Over voltage protection up to
±40 V with analog inputs and outputs No parts subject to
wear, no jumpers, no battery or rechargeable battery LED for
status and error display Wire fault monitoring for all digital sensor inputs and analog current
outputs Additional digital or analog inputs and outputs thanks to M3000 extension modules
Simple connection of the M3000 modules via extension bus (E-bus).
Page 11 of 23
Operation Manual
Rev 1.0 (181209)
Front view of the MSC
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Operation Manual
Rev 1.0 (181209)
Terminal assignments : ( X1 & X2 )
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Operation Manual
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Terminal assignment (X3 & X4)
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Operation Manual
Rev 1.0 (181209)
Terminal assignment (X5 & X6)
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LED Status
Page 16 of 23
Operation Manual
Rev 1.0 (181209)
Page 17 of 23
Operation Manual
Rev 1.0 (181209)
Digital I/Os
I/O 1 : - DIGITAL I/P – 1 : ---EMERGENCY I/P. I/O 2 :-DIGITAL O/P – 1: ---SPARE. I/O 3 :-
DIGITAL O/P – 2: ---SPARE. I/O 4 :-DIGITAL O/P – 3: ALARM 1 ---EMERGENCY
PRESSED. I/O 5 :-DIGITAL O/P – 4: ALARM 2 ---POSITION FEEDBACK OPEN . I/O 6 :-
DIGITAL O/P – 5: ALARM 3 ---GOVERNER COMMAND OPEN . I/O 7 :-DIGITAL O/P –
6: ALARM 4 ---SERVO VALVE O/P OPEN . I/O 8 :-DIGITAL O/P – 7: ALARM 5 ---
ERROR IN CLOSE LOOP .
Wiring diagram for digital input
Wiring diagram for digital output
Page 18 of 23
Operation Manual
Rev 1.0 (181209)
ANALOG inputs
ANALOG I/P – 1 : COMMAND FROM W.W GOVERNER – 4 -20 mA. ANALOG I/P – 2 :
POSITION FEEDBACK FROM CYLINDER – 4 -20 mA.
Wiring diagram for analog input
Wiring for MOOG Servo Cylinder

A : +24 V POWER SUPPLY
B:0V
C : POSITION O/P (+)ve
D : POSITION O/P (-)ve
Page 19 of 23
Operation Manual
Rev 1.0 (181209)
ANALOG outputs
ANALOG O/P – 1 : COMMAND TO MOOG SERVO VALVE – +/- 10 mA. ANALOG O/P –
2 : POSITION FEEDBACK FROM CYLINDER – 4 -20 mA.
Wiring diagram for analog output
Wiring for Moog Servo Valve D683 – 4114
Page 20 of 23
Operation Manual
Rev 1.0 (181209)
Operational Features of The Moog Valve (D683-4114)

x Valve body for high rated flow, optional with external pilot supply using X and Y ports.
x Reduced spool drive area with D683 and D684 Series results in the following advantages:
- improved dynamic response
- reduction in pilot fluid flow for fast movements of the main spool.
x The D680 series proportional control valves are of two-stage design.
By combining a fast first stage, suitable main spool drive are and integrated electronics, an
optimum proportional valve can be offered.
Technical specification of the Servo Valve:
Page 21 of 23
R1 R2 R3 R4
B1 B2 B3 B4
Operation Manual
Rev 1.0 (181209)
FACTORY PARTS AND SERVICE

Factory parts - RECOMMENDED SPARE and Replacement
Factory parts are available from Moog Motion Controls Private Limited. Recommended spares
are those items, which the user may wish to stock in order to expeditiously support a repair.
Part number Description

D683-4114 PROPORTIONAL VALVE
CI00011-001 SET OF SEAL KIT
CI00012-001 Solenoid operated valve
CI00013-001 Check valve
CI00014-001 Shuttle valve
CI00015-001 Position Transducer
These parts may be ordered from:
Moog Motion Controls Pvt. Ltd.

#683, 15th Cross Road
J.P. Nagar, 2nd Phase, Bangalore - 560078, INDIA.
Specify the model number (2S35134-001) and serial number of your assembly from the large
MOOG nameplate attached to the hydraulic actuator of the assembly.
Repair SERVICE
Moog Motion Controls Private Limited repair service is available for products described in this
manual. This service can be contacted at:
Moog Motion Controls Pvt. Ltd.
#683, 15th Cross Road
J.P. Nagar, 2nd Phase, Bangalore - 560078, INDIA.
Page 23 of 23

Turbine User Manual - Amrit Cement Industries Ltd. PDF

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INTRODUCTION

CLIENT : AMRIT CEMENT INDUSTRIES LTD.

TURBINE SL. NO. : TST-2180

TURBINE TYPE : BLEED – CONDENSING TURBINE

DRIVEN EQUIPMENT : ALTERNATOR

YEAR OF MANUFACTURE : REFER TURBINE NAME PLATE

ANY QUERIES REGARDING THIS HANDBOOK SHOULD BE REFERRED TO

AND TURBINE SERIAL NO – REFER TURBINE NAME PLATE

We, at Triveni Engineering and Industries Ltd., manufacturing Steam Turbines,

1. Comply with all applicable Environmental Legislation and Regulations.

2. Continually improve our Environmental Management System.

4. Provide appropriate awareness/training to employees on the Environmental Management

5. Create environmental awareness amongst our associates, i.e., Sub-contractors, Suppliers,

6. Make the policy available to interested parties on their request.

* Optimum loading to Turbo generator should be practiced.

Environment (Protection) Act 1986

* ENVIRONMENTAL POLLUTION means the presence in the environment of any environmental

A significant environmental aspect is an environmental aspect that has or can have a

It is the Purchasers’ responsibility to ensure that access to this equipment is

If any further information is required relating to this equipment, please contact:

THE TRIVENI ENGINEERING AND INDUSTRIES LIMITED

SECTION - B TECHNICAL DATA

SECTION - E GOVERNING SYSTEM

SECTION – F EMERGENCY TRIP GEAR

SECTION - G OIL SYSTEM

SECTION - M SHAFT SEALING SYSTEM

SECTION - O OVERHAUL AND INSPECTION

SECTION - R TURBINE MATERIALS

SECTION - S DRAWING & P & I DIAGRAMS

SECTION – T RECOMMENDED SPARES

SECTION - W GEAR BOX & ACCESSORIES

SECTION FIG NO. DESCRIPTION

A 1 General arrangement of Turbine

B 3 Coupling Alignment Procedure

E 10 Throttle Valve Assembly

F 13 Stop & Emergency valve Assembly

M 20 Arrangement of Labyrinth Glands

O 22 Lifting Arrgt. Of Turbine Components

References should be made to the general arrangement and sectional arrangement

drawings included at the end of this section.

double helical gearing.

To accommodate differential expansion and to maintain correct meshing of the gear

adjacent to the bedplate unit or on Oil Console. These items include:-

control oil pumps.

and thereby improve habitability.

(e) Instrumentation – (including pressure transmitters, temperature detectors, vibration

operating data as specified by customer.

thus maintain the vacuum.

II. DESCRIPTION OF TURBINE COMPONENTS

Inlet Stop and Emergency Trip Valve

facing of the throttle valve chest.

the control oil circuit, should any running fault materialize.

is provided to initiate closing of SEV quickly.

3-way solenoid provided in the control oil system.

valve due to the spring loading

Throttle Valve Chest

Steam and Exhaust Casings

of casing thermal expansion.

the casing whilst restraining any transverse movement.

the steam end pedestal.

abnormal operating conditions.

grooves to accept the blading.

the out-of-balance effects.