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Rotor is said to be rotating with eccentricity when its axis of rotation does not
coincide with its true centerline of mass. Eccentricity of the rotor is caused during
cold or hot rolling.
Before cold rolling of turbine, a natural deflection of rotor is there due to the
non-uniform distribution of its own weight since the weight of the different stage
differ. This is an initial condition of eccentricity. More over uniform heating up of
rotor is necessitated while admitting the steam for sealing at glands on raising
vacuum. Due to the above reasons, slow rotation of turbine rotor is done with the
help of turning gear for a sufficient duration of time prior to cold rolling. As the
turbine speed is gradually increased, the rotor starts to straighten itself and the
eccentricity gets greatly reduced beyond the critical speed.
The conditions in hot rolling are different. When the turbine is tripped, the
rotor comes to rest from its rated speed. The turbine starts cooling very slowly since
it is well insulated. Due to the difference in the area exposed in different sections of
the cylinder, viz. the cylinder top and bottom, the rate of cooling varies leading to
uneven cooling. In such conditions if the rotor is allowed to be stationary, after it
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The turbo generator is also equipped with a mechanical barring gear, which
enables the combined shaft system to be rotated manually in the event of failure
of the normal hydraulic turning gear.
4.1 Construction:
The mechanical barring gear consists of a gear machined on the rim of the
turning gear wheel and a pawl. The pawl engages with the ring gear and turns the
shaft system when operated by means of a bar attached to a lever. The pawl can
be engaged or disengaged by using a lever. The lever is held in position by means
of a latch.
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When the turbine is started up or shut down, the hydraulic lifting device is
used to maintain the oil film between rotor and bearings. The necessary torque for
rotation is reduced in this way when the hydraulic device or manual turning device
is in service.
The turbo-generator bearings are supplied with high-pressure oil delivered by
a jacking oil pump. The high pressure oil lifts the rotor when it is forced under the
journal of the bearings. To avoid damage to the bearings, the jacking oil pump
must be switched ON at turbine speed below 510 RPM. (approximately) during shut
down and it should be switched OFF at turbine speed above 540 RPM.
(approximately) during start-up.
bearing surfaces are closet together, the entry into this zone is tapered, like a
curved wedge. As the oil is forced to move into the narrower part of the wedge, its
pressure increases, and it is this ‘hydrodynamic pressure’ which supports the shaft
load.
Increasing load reduces the oil film thickness while increasing hydrodynamic
pressure increases the oil film thickness. The hydro dynamic pressure, in turn, is
determined by the viscosity of the oil and the speed at which it is squeezed into the
wedge shaped entry zone. Thus the rise in hydrodynamic pressure and therefore
the thickness of the film will depend on the shaft speed and the lubricant viscosity.
The relationship between speed, viscosity, load, film thickness and friction
can be understood by considering a graph shown in fig no.4. In this graph, the co-
efficient of friction is plotted against expression V/P where, V/P = (Oil viscosity *
Shaft speed)/ Bearing pressure.
There are three different zones in the graph, separated by the points A & B.
At ‘B’, the co-efficient friction is at its minimum, and this is the point at which
the oil film is just thick enough to ensure that there is no contact between the shaft
and the bearing surfaces. The zone 3, to the right of ‘B’, the oil film thickness is
increasing and the co-efficient of friction also increases (as the film thickness
increases). This increase in the oil film thickness is because of increasing viscosity or
increasing shaft speed or reducing the bearing load. Zone 3 is the zone of
hydrodynamic lubrication or Full film lubrication.
As the conditions change from ‘B’ towards ‘A’, the oil film thickness reduces
and hence the shaft and the bearing rub against each other, the amount of
rubbing, and the friction increases as the oil film thickness decreases, zone 2,
between A & B, is known as the zone of mixed lubrication or partial lubrication. The
shaft load was supported by a mixture of oil pressure and surface contacts,
At ‘A’, the oil film thickness has been reduced to ‘nil’ and the load between
shaft and bearing is carried entirely on surface contact. In zone1, the co-efficient of
friction is almost independent of load, viscosity and shaft speed. Zone’1’ is the zone
of boundary lubrication.
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The different lubrication zones also have an influence on wear, the amount
of wear which takes place depends on the severity with which two surfaces rub
against each other. In zone 3, there is no contact between the surfaces and
therefore the wear is minimum. As the oil film thickness becomes thinner in zones 2
and 1, there is a greater tendency to wear.
When the turbine is on ‘Turning Gear’ during start-up or shut down, the shaft
speed is much less compared to its normal operating speed. Hence the shaft
rotates in the region of boundary lubrication. Since the oil film thickness is minimum
during low shaft speed, there is increasingly severe contact between the shaft and
the bearing surface resulting in increased wear and reduction in life of the bearing.
To avoid this, a jacking oil system also known as hydraulic lifting device is
necessitated to supply high pressure oil called as jacking oil under the journal of the
bearing thereby slightly lifting the journal. Slow rotation of turbine rotor during
turning operation is thus done in slightly lifted condition so as to avoid damage to
the bearings. Hence the shaft rotates now in the region of Hydrodynamic
lubrication.
moved axially from the suction side to the pressure side of the pump as the spindles
rotate.
There is a balancing piston in the form of a shrunk on sleeve in the main drive
spindle just above the screwed portion of the main drive spindle and this runs inside
the throttle bushing (11). Pressure oil of a small quantity flows in a very small gap
between the throttle bushing (11) and the driving spindle (16) in an upward
direction. This gap is known as throttling gap since the pressure of oil which is
coming out of this gap is very much reduced. The oil that leaves the throttle gap
flows via the grooved ball bearing (7) and lubricates it. This bearing serves as both
support and thrust bearing. There after the oil flows through the support to the main
oil tank itself via an opening in the support. The driving spindle is fixed by means of
the grooved ball bearing in the bearing carrier (9) that is bolted to the pressure
casing (12) of the pump. The drive main spindle is a solid one. The cumulative axial
thrust generated by the main drive spindle screw is countered by the balancing
piston in the form of the shrunk on sleeve. The Δp across the balance piston and the
annular area of it are so designed to match with the cumulative axial thrust
generated by the main drive spindle.
There are two idler screw spindles, which are hollow and are driven by the
main drive spindle whose continuous helical screw is in mesh with the continuous
helical screws of them. Pressure oil in a very small quantity flows via gaps in the top
of the screwed portion of the main drive spindle though the hollow spaces of the
two idler screw spindles in a downward direction.
The two idler screw spindles also exert a cumulative axial thrust in a
downward direction, which are to be balanced, to perform this task, each idler
screw spindle is having a balancing bushing (21) in its bottom. These are fixed to the
support plate (18), which also supports the inner casing (13) by means of distance
pipes (17) attached to it. The balancing bushing has a small piston with a guide pin
in its bottom and can move only in a vertical direction in a small cylinder, which is
open in its top. The piston is located just below the ending point of the continuous
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helical screw of the idler spindle. Pressure oil is supplied in the bottom of the piston
via hollow space of the idler spindle through a small opening. The top of the piston
is exposed to pressure less oil in the tank. The upward counter thrust provided by the
balance piston in the balancing bushing encounters the cumulative axial thrust
exerted by the continuous helical screw of each one of the idler spindle screws in
the downward direction. There is provision for leakage oil to escape to the main oil
tank from the balancing bushing on the pressure side.
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In each supply line, a fine control valve and a check valve are provided. The
necessary jacking oil pressure sufficient to lift the shaft varies with respect to bearing
load. The lift will be of 0.03 to 0.05 mm. The required jacking oil pressure is set for
each bearing by means of a finer control valve. The pressure gauges mounted in
the downstream pipes of these finer control valves indicate the jacking oil pressure
required for lifting. A check valve provided in the jacking oil supply pipings prevent
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the lub oil from flowing out of the bearings into the header during the normal
operation of turbine since the jacking oil pumps are out of service.
The finer control valve, the check valve and the pressure gauge for each line
are arranged in boxes, which are connected laterally to the bearings. At the
generator free end bearing alone, they are arranged in the hacking oil piping
outside the bearing housing.
The lift in mm of the shaft at the bearings is about 0.04 to 0.08 mm.
Bearing Jack oil pressure (in ksc) where the shaft lifts.
(When JO header pressure is 120ksc)
Hp front 40
Hp Rear journal cum thrust 60
IP Rear a) 62 b) 82
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LP Rear a) 50 b) 36
Generator Front a) 80 b) 70
Generator Rear 40
The values are given above for the purpose of indication only.
6.0 Logics:
FIG.NO. 7 HYDRAULIC TURNING GEAR & JACKING OIL SYSTEM – CONTROL
DESK
ON/OFF
SUB‐GROUP SUB‐GROUP
SHUT DOWN OFF ON START UP
FAULT
SGC OIL SUPPLY
‐‐ PUSH BUTTON
‐‐ INDICATION
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3. When SGC oil supply is ‘ON’ and that shut down programme is at
‘STEP 54’.
6.3. Alarms:
1. ‘SLC Turning Gear System Not on’ alarm will appear when SLC gate valve
gearing is off and temperature of HP casing top (50%) is greater than
1200C (MAA 50 CT 053A)
2. ‘Gate Valve Gearing Not closed’ alarm appears if the turbine speed is
greater than 540 rpm and the valve remains open.
3. ‘SLC Jacking System not ON’ alarm will appear when ‘SLC of JOP ‘A’ is
off’ ‘SLC of JOP ‘B’ is off’ and when the turbine speed is greater than 15
rpm. (MYA 01 FS 001)
4. ‘Jacking oil pressure low’ alarm appears when the jacking oil header
pressure drops to a value less than 100 Kg/Cm2.
1. After shut down of turbine, turning gear should be kept in operation till the
maximum metal temperature comes down to 120 °C.
2. The mechanical barring gear shall be operated only after the turbo-
generator shaft system has been lifted with the jacking oil. If it is hard to
start turning by means of the mechanical barring gear, this may be due to
incorrect adjustment of the jacking oil system or due to rubbing of shaft.
Corrective action must be taken before steam is admitted into the turbine.
3. Emergency operation of Hydraulic Turning Gear.
On admission of the oil for driving the hydraulic turning gear (after opening
of Gate Valve Gearing), if the Turbo-generator rotor fails to rotate, Manual
barring of the rotor should be immediately started.
After manual rotation of TG rotor for a short interval, if the rotor begins
to rotate due to hydraulic turning gear, manual barring gear can be
stopped.
In case that the rotor does not rotate at all, due to hydraulic turning
gear, even after manual barring for some time, manual barring has to be
continued such that the rotor is rotated by 180° for every five minutes. This
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has to be continued until the rotor becomes straight due to its own cooling
and begins to rotate due to hydraulic turning gear.