THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS
82-GT-6
1
y 345 E. 47 St., New York, N.Y. 10017
The Society shall not be responsible for statements or opinions advanced in papers or in
l:. discussion at meetings of the Society or of its Divisions or Sections, or printed In its
publications. Discussion is printed only if the paper is published in an ASME Journal.
^L Released for general publication upon presentation. Full credit should be given to ASME,
the Technical Division, and the author(s). Papers are available from ASME for nine months
after the meeting.
Printed in USA.
Y. Otsuki Y. Nishihara
Senior Manager, Manager,
3rd Engineering Dept., 1st Production Sect.
Industrial Gas Turbine System Production Dept.
Engineering Dept.
A. Hoshino
E. Ito Manager,
Assistant Senior Manager, 3rd Engineering Dept.
3rd Engineering Dept.
I. Inobe
Manager,
3rd Engineering Dept.
Jet Engine Division,
Kawasaki Heavy Industries, Ltd.,
Akashi, Japan
INTRODUCTION
Of recent years there has been an increasing
demand for industrial gas turbines in Japan. Most of
these gas turbines are used for generating electrical
power. And their demand is growing even in the area
of relatively smaller unit sizes of 100 KW to 2,000
KW. This demand has particularly been created by the
enactment of the installation requirement for emer-
gency power sources for people-gathering buildings
such as hospitals, hotels, department stores, banks,
and office buildings. This legislation is intended
for coping with accidents which may be caused by
power failures resulting from fires or other dis-
asters.
Gas turbines by nature have two great disadvan-
tages in comparison with other internal combustion
engines such as diesel engines: Poorer fuel consump-
tion and higher manufacturing cost. These drawbacks,
which might have caused some delay in penetrating in-
to industrial applications particularly in the field
of smaller capacity units, have been overpowered by a
great many advantages, which are not found in other
conventional engines, such as,
Compact and light, so relatively small area
required for unit
No dependence on cooling water
Low vibration
Low noise
Easy maintenance and inspection
Operable on a variety of fuels
Excellent generating characteristics
These features provide wider applications suit-
able for gas turbines such as emergency/stand-by and
mobile power plants, thus gradually increasing the
Contributed by the Gas Turbine Division of the ASME. turbines under license. Most of these are aircraft
Copyright © 1982 by ASME
Kawasaki Gas Turbine Engines for
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Generator Sets
Since 1972, Kawasaki Heavy Industries, Ltd., in Japan has been promoting
development of a series of smaller size industrial gas turbine engines. Kawasaki now
has eight models of their own gas turbines in production. These models, which
include increased power types and twin types, consist of three base series ranging in
output power from 260 PS to 4,000 PS. A11 of these engine models were successfully
completed in a short period with the aid of the scale-up and -down design
development method. They are assembled as a prime mover into a series of
Kawasaki gas turbine generator sets. About 360 units are now in service with a large
variety of customers. This paper gives a general description of these Kawasaki
development industrial gas turbines with some of the features highlighted.
demand for industrial gas turbine applications in
Japan. Figure 1 shows an annual installation record
of smaller gas turbine generator sets in the range of
100 KW to 2,000 KW, which have been manufactured in
Japan and delivered by Japanese manufacturers since
1968, indicating a sharp increase in the number of
units installed since 1975.
In the past, gas turbines manufactured in Japan
using her own technology were small in number. Most
of them were manufactured under license by importing
technology from foreign manufacturers. Kawasaki Heavy
Industries, Ltd. was not an exception. We have also
been engaged in overhauling or manufacturing aircraft
jet engines and gas turbines under technical tie-up
with gas turbine manufacturers in both the U.S. and
the U.K.. Since 1972, Kawasaki has energetically been
doing research and development work on a series of
industrial gas turbine engines for their wider appli-
cation.
Based on the results obtained from this work, we
developed S1A-01 type turbine engine for use primarily
in generating electrical power, and in 1977 we began
production of generator sets using these engines as a
driving source for sale in the domestic market.
Kawasaki has now in production a series of eight
models of smaller size gas turbines ranging in output
power from 260 PS to 4,000 PS, which are assembled as
a prime mover into a series of Kawasaki gas turbine
generator sets covering the rated capacity range from
150 KW to 2,000 KW. About 360 units have already been
delivered to a large variety of customers as shown in
Table 1 for use primarily as an emergency power source
during a power failure. Fig. 2 shows the outside view
of M1T-01 for example. Applications other than those
for emergency use include mobile power units and peak
lopping stand-by power units, all of which are now in
service with the factories and the power companies.
DEVELOPMENT POLICY
Kawasaki has, as mentioned before, been engaged
in overhauling and manufacturing jet engines and gas
 S1A—01 S1A-02 I S1T-02 S2A-01 M1A O1 M1T-01 TOTAL
O FFI C E BUI LD IN G c 26 12 12 11 6 3 70(19%)
HOSPITALS 127 23 21 8 7 1Nq 87 (24%),
PUBLIC EQUIP MEN
- T !` 30 22 i 17 6 8 83 (23%)
FACTORIES 15 2 8 2 27( 8%)
—

SHOPS 15 9 3 1 28( 8%)

BANKS 5 I 3 I 1 1 I _______---- ._____ 16( 4%.._ )-._ ----
3 3
HOTELS 8 2 j 10( 3%)
OTHERS ] 15 38(11% )

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TABLE 1. USER SEGMENTS OF THE KAWASAKI GAS TURBINES (AS OF MARCH, 1981)

160

^ so

40

10

.o6

vo

70

60

40

Figure 2. The outside view of model M1T-01

30

20

Increasing sales requires arranging a full pro-

'67 '68 '69 '70 '71 '72 '73 '74 '75 '76 '77 '78 79 '80
(FISCAL YEAR)
Figure 1. The annual installation record of
smaller 100 - 2,000 KW gas turbine
generator set in Japan
(as of March, 1981)
engines or industrial versions of aircraft engines,
and naturally have a cost problem. This, at first,
made it difficult for us to increase sales in the
field of general industrial applications.
We, however, began work by ourselves to develop
industrial gas turbines in the belief that simple
construction and a small number of parts of a gas
turbine basically allow it to be manufactured at lower
cost.
For industrial applications, competitors of
smaller power gas turbines are diesel engines. As
compared with the diesel engine, the best advantage
of the gas turbine is in simple construction which
will provide greater reliability, improved maintena-
bility and cost reduction. At the same time, taking
the performance characteristics of gas turbines into
consideration, and from the standpoint of requirements
and applications it is considered most suitable for
use particularly in generating electrical power.
These thoughts have led us to select a simple open-
cycle single-shaft gas turbine of robust and simple
construction.
duct line in a wide capacity range to meet a wide
variety of demands and requirements.
At the first stage of development, we handled
relatively small gas turbine model, S1A-01, in order
to reduce development costs, shorten development
period, and also enable as many operational experi-
ments as possible to be carried out as if they were
clinical trials, so that all kinds of technical
problems or troubles could be exposed and solved.
As soon as hopeful prospect of S1A-01 development
was acquired, we set out to develop the basic engines
of M1A-01 (1,600 PS) and S2A-01 (950 PS), which are
the resemblances of S1A both structurally and air-
dynamically, with the aim of providing a product line
in the shortest time.
In succession of these models, we developed
S1A-02 (310 PS) and M1A-03 (2,000 PS) whose output
powers were increased over their predecessors.
Furthermore, to supplement the mid and larger power
ranges, we developed S1T-02 (600 PS), M1T-01 (3,200
PS) and M1T-03 (4,000 PS) individually. These are
equipped with twin engines that are gear coupled with
existing gas turbine models. Figure 3 shows the out-
line of this development program.
KAWASAKI GAS TURBINE SERIES
Table 2 shows individual engine models of the
Kawasaki gas turbine series. These engine models are
roughly classed under the three series, Si, S2 and M1.
The Si and M1 series each consist of a base type, an
increased power type and a twin type. Each model of

MIT-03 TWIN_
:DEVELOPMENT
(4000PS)
: SALES
:FIRST TEST
MIT-01 TWIN
BASE ENGINE I----- 1^
(320OPS)
I
! POWER
M1A-03 I UP ^--_
(2000PS) r

M1A-01
(160OPS)

S2A - 01

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(900PS)

S1T-02 TWIN
(600PS) -
I POWER
S1A-02 I uP
(31OPS) r---- -

S1A-01
(260PS)

YEAR 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982

Figure 3. The outline of the development program of the Kawasaki gas turbines

these engines is of a single-shaft type and is very
similar in construction and configuration. All com-
ponents of the models were designed by the use of the
scale-up and -down design method. This method, as
previously mentioned, greatly helped towards minimiz-
ing the development period by not only reducing the
design period but also making common the problems
which appeared during the development.
Models S1A-02 and M1A-03 are both increased
power versions of models S1A-01 and M1A-01 previously
developed. The output power of model S1A-02 is ap-
proximately 20 percent more than that of model S1A-01
This power increase has been achieved by making modi-
fications primarily to the S1A-01 compressor section
for an increased volume of air flow. The burbine
inlet temperature remains unchanged because integrally
cast turbine wheels of the Sl series are difficult to
cool.
Model M1A-03 has achieved a power increase ap-
proximately 25 percent more than model M1A-01 by not
only increasing air flow, but also cooling the turbine
nozzles and blades for increased turbine inlet tem-
perature.
These power increased versions are identical to
their base type in appearance, and use many similar
parts. Twin type versions, which have two power pro-
ducers attached to the reduction gearbox for inter-
locking, include three models S1T-02, M1T-01 and M1T-
03. Model S1T-02, which has two power producers
attached to the reduction gearbox, cannot operate in

MODEL SlA-07 S1A-02 S±T-02 S2A-01 I M1A-0] !MIA-03 I M1T-01 T-03

TYPE OPEN AND SIMPLE CYCLE / SINGLE SHAFT

COMPRESSOR CENTRIFUGAL, 2 STAGES

COMBUSTOR SINGLE CAN

TURBINE AXIAL 2 STAGES AXIAL 3 STAGES

REDUCTION GEAR BOX PARALLEL PLANETARY PARALLEL

310 600 950 1,600 2,000 3,200 4.000
RATED POWER (PS)
260
SPECIFIC FUEL CON- 340 2.85 280 285 285 290
360 330
SUMPTION (g/PS/Hr)
TURBINE SPEED(RPM) 53,000 31,500 22,000
OUTPUT SHAFT SPEEL 1,500 / 1,800
(RPM)
AIR FLOW (Kg/S) 1.5 1.8 3.5 4.8 7.7 9 15.4 18

PRESSURE RATIO
8. 5 9 9 8 9 8 9

DRY WEIGHT (Kg) 2 ,450 4 , 10 0

TABLE 2. GENERAL SPECIFICATION OF THE KAWASAKI GAS TURBINE SERIES

3
a single engine mode.
For models M1T-01 and M1T-03, an over riding
clutch is provided in the reduction gearbox and is
designed such that it allows either of the power pro-
ducers to operate independently.
Each ancillary is constructed to meet a wide
variety of requirements for economical operation of
load.
CONSTRUCTION AND PERFORMANCE
erssssn:
Figure 4 shows a typical sectional view of the
S1A-02 power producer. The power producers of other
engine models are similar to each other in configura-
tion except that the Sl series has a 2-stage axial
flow type turbine, while the S2 and Ml series have a
3-stage axial flow turbine. The power producer is
cantilevered from the reduction gearbox by the front
flange of the air inlet housing. Torque is trans-
mitted from front to the reduction gearbox through
the coupled spline.
Rotating parts such as impellers and turbine
wheels are jointed together through curvic couplings
and are secured with threaded part of a shaft passing
through the bore of the rotating parts.
To staying away from the critical speed, the
rotor assembly must have an enough bending stiffness,
which depends on a tightening force of the rotating
parts. As shown in Figure 5 which is the actual data
for S1A-01, A tightening force decrease to a level
lower than a given value causes a sudden drop in the
bending stiffness with consequent vibration of the
rotating parts. On the other hand, this force being
restricted by the allowable surface stress on the
curvic-coupling tooth and the tensile strength of the
shaft, the shaft must be so designed as to handle
thermal expansion of the rotating parts which vary
with operating conditions.
7
,
Figure 4 A typical sectional view of the
power producer for model S1A-02
-^-d--^---^-,o-4--4---p. -o---
N
0100 %
O 90
A 80
- r113(T-T)
a.
q14 (T-T )
7[14
4 1/
3 6 ,%
2 x
0.9 1.0 1.1 1.2 1.3 14 1.5 1.6
EQUIVALENT MASS FLOW GS (K9/SEC)
Ii 13(T % T); Adiabatic efficiency (total%total)
at the diffuser outlet
fl 14(T % T); Adiabatic efficiency (total O total)
at the crossover outlet
N/>O Equivalent speed (percent design)
Figure 6. The 1st stage compressor performance
for model S1A-01
LEADING EDGE RADIUS
0 0.15-0.2 mm
' I•t+ Q 0.5mm
3.6
3.4
3.2
3.0
2.8
=91%
2.6
1.3 1.4 1.5 1.6 1.8 1.9
Figure 8. The effect of the leading edge
radius for model S1A-02
(kg/CM)
10'
50
DESIGNED VALVE
(43 x 10' kg/CM) --
c, 40
LL
LL
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30
20
10
1 2 3
4.10'kg
TIGHTENING FORCE
Figure 5. The bending stiffness of the rotor
for model S1A-01
To determine the shape and material of the shaft,
the rotating parts of the turbine were examined for
temperature distribution in the two different condi-
tions: one is at the max. output power when the max.
tightening force is developed, and the other is at
15 30 minutes after engine shutdown when the min.
tightening force is developed.
Engine bearings used are of an inner ring split
type ball bearing on the low temperature side and a
roller bearing on the high temperature side, thus pro-
viding greater reliability after a long absence of
operation and sudden start-up.
Shaft seal is of a labyrinth type designed to
prevent leakage by compressed air. An outer casing
consists of an air inlet housing, an intermediate
housing, a main housing, an exhaust diffuser, etc.
All of these parts are made of castings except that a
main housing of model M1A is made of sheet metal.
Kawasaki gas turbines use a great amount of
castings for integration of as many parts as possible
to reduce the number of parts and machining labor with
reduced manufacturing cost. For example, the S1A-02
power producer is made up of approximately 90 differ-
ent parts, about a third of which use castings as raw
material.
Compressor
All Kawasaki gas turbines use a 2-stage centri-
fugal type compressor. A Compression ratio, which
varies slightly with engine models, is approximately
8 to 9. Simple construction and a small number of
stages of the centrifugal compressor make it possible
to provide rugged and corrosion qualities as well as
a higher compression ratio.
The impeller is integrally precision cast from
17-4 PH. The largest first stage impeller for model
M1A-03 weighs about 40 Kgs. All diffusers are of an
island type.
The crossover duct connecting the first and
y^ / \\r
I^oo
90%
80 8 INITIAL SPEED103% ^O
70 To = 36.4 ° C
7t:
60
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SURGE LINE//
z N=100%
W ^
0(3 I,-
(,O
N =95%
<0 '' 'INITIAL SPEED 96%
//I To = 38.2 ° C
SURGE / N=90% 1
a
NO LOAD
5
1.0 1.1 1.2 1.3 1.4 1.5 1.6
Ga (kg/sec)
N Equivalent speed (percent design)
G Equivalent mass flow
Wf ; Equivalent fuel flow
7 ; Pressure ratio (total static)
ni 14 (T-T)
Figure 7. Operating state of the generator-drive
80 % S1A-02
75 second stage impeller is precision cast iron, with
its surface as cast.
In using a gas turbine to drive a generator, it
should be considered that the smaller is the rated
70 power of the generator set, the larger over-load
capacity is required for motor starting. This is be-
cause the inertia moment of the load is not propor-
tionally smaller even though the engine becomes
smaller in rated power.
At the moment of start, a current surge occurs
(1.5 - 2 times of the rated load) resulting in a
sudden speed drop, causing compressor surging at times.
Consequently, the small S1A-01/02 Engines have an
operating zone on the choke side in combination with
0%
a little larger turbine nozzle than optimum at the
sacrifice of performance under steady state.
Figure 7 shows the operating state of a 187.5 KVA
generator set with 45 KW turbo-blower when line
started.
When a motor start is made with no load 103% of
engine speed, the speed falls to about 3%, whereas
when the motor start is made with no load 96% of
engine speed to check the utmost limit of the motor
1.7 start, the speed drops sharply as low as 8%. The
G
s (K9/SEC) engine will then go into a light surging condition,
and then restore speed, indicating this is the limit
for this load.
 79%
/
T I

9.0 77 ad (T—T) = 80% 1 I

1
0
Surge Line /
I1 I
F 8.0

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i 81%
C
F
/ /I 100
0
CO

7.0
a)
a-
/

6.0
Equivalent speed N/I
percent design
/^ / 85

83%
5.0

,
7/
4.0
75
2.0 2.5 3.0 3.5 4.0 4.5 5.0
Equivalent Mass Flow k9/S

Figure 9. Compressor performance map for model S2A-01

In case a water pump is used, its inertia moment
is so less than that of a blower, that with this
generator set, the start of 75 KW water pump can be
made without surging.
Compressors for all engine models are basically
designed by the same technique, but those for later
models have many more improvements.
Since the amount of air flow of model S1A-02 is
approximately 20 percent more than that of model S1A-
01, the relative Mach number of the inducer tip of
the first stage impeller, with which the S1A-02 is
equipped, will reach as much as 1.16.
The limited length of the inducer part due to
restriction of the engine construction required a
sharp leading edge, bringing about a considerable
difference in performance between a blunt edge and
sharp one as shown in Figure 8. Therefore, the in-
ducer part of this model is finished machined.
Figure 9 shows a compressor performance map for
model S2A-01. For this model, the compressor has a
longer part of the inducer so as to minimize the
effect of comparatively high inducer tip relative
Mach number of 1.14.
Combustion Chamber
All the engine models are provided with a single
can type combustor which is simple in construction and
is easy to handle. Figure 10 shows a typical combus-
tion chamber for model S1A-01.
The combustion liner is made of thin sheet
HASTELLOY-X, and has a fuel nozzle fixed on top of it.
The fuel nozzle for liquid fuels is of a dual orifice
type which contains combined primary and main fuel
system for better ignition at low temperature. The
fuel nozzle for gaseous fuels is of a single orifice
type.
An ignitor plug is located at a point where the
fuel spread along the atomizing angle of the fuel
nozzle reaches the combustion liner wall. A CDI
exciter sparks a spray of fuel for ignition once every
0.5 seconds.
For single can type combustion chamber, axisym-
metric flow leaving the compressor tends to cause
deflected flow when going into the combustion chamber
perpendicular to the rotating shaft, causing variable
flow around the combustion liner with resulting hot
spots. To prevent these hot spots, guide vanes are
provided at the inlet of the combustion liner in order
to give a turn to the flow for uniformity (See Figure
11.).

6
 For better ignition, it is basically effective FLOW
to reduce volumes of air in the primary zone with
reduced air flow velocity. This, however, increases
smoke density. To settle this conflicting phenomonon,
a baffle is placed in the swirler for better mixture
of fuel and air with reduced smoke (See Figure 12.).
This also serves to blow away carbon around the
nozzle. Ci
Tests with the S2A-01 combustion liner show the VORTEX
(BURNED
difference in smoke density between the combustion
liner with and without the baffle (See Figure 13.).

Turbine
The turbine is of a 2-stage axial flow type for

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the Si series, and of a 3 -stage axial flow type for
the S2 and M1 series. The turbine wheels for the Sl
series are integrally cast from MM007 for the first
stage and INCO713LC for the second stage. No cooling
is provided to the blades.
The turbine wheel for the S2 and Ml series con-
sists of a disc, to which blades are typically root
attached. The blades are precision cast from MM007
for the first stage and INCO713LC for the second and
third stages. The disc is forged from materials
WASPALOY and INC0718. The nozzles for all the models
are integrally precision cast from X45 for the first
stage and N155 for the others.
The first stage turbine nozzles for the S2 and
Ml series have slits in their circumberence in order
to alleviate thermal stress imposed on the blades.
Model M1A -03 and M1T -03 have achieved a power
increase by cooling the first stage turbine nozzles
and blades of model M1A-01 to increase turbine inlet
temperature by 100°C. No cooling is provided for
other models.
A generator set for emergency use often requires
a rapid start-up or a sudden load application. In
particular, turbines, which are exposed to high tem-
perature, tend to undergo severe stresses due to a
sudden thermal variation.
ORIGINAL WITH GUIDED VANE
Figure 11. Air flow pattern of the combustor
Repetition of these stresses can cause damage or dis-
tortion to the turbine. Therefore, it is of prime
importance that in designing parts exposed to high
temperature, consideration be given to how to lessen
stresses caused by sudden thermal variations.
For example, the 1st turbine nozzle to the S2A-Ol
has been designed rather simple and rigid at first,
consequently being cracked at the leading edge of the
vane. To avoid this, it was redesigned more flexible
and strait slits were provided on the outer shroud of
the nozzle. Figure 14 shows this design change.
Particular emphasis is placed on low cycle
fatigue testing which repeats 1,000 to 2,000 times the
cycle of a rapid start-up, a sudden load application,
a sudden load rejection, shutdown and cooling.

'• t •

ORIGINAL TYPE NEW TYPE

SWIRLER NOZZLE Figure 12. An improvement of the combustor

COMBUSTION VANE
CASI NO 1(

PRIMARY IT ION
AIRPORT JO

z
CD

SECONDARY IBUSTION
AIR PORT ER w
0 5
CD

THINNER M VANE
AIR PORT

0 250 500 750 1000

POWER (PS)

Figure 10. The combustion chamber for model Figure 13. Comparison of smoke with/without

S1A-02 the baffle for model S2A-Ol

7
 88

2ND TURBINE NOZZLE t

N/ = 1,480- 1,530
TURBINE NOZZLE Z 86
Z
U

84 O
U

.^ \ lam
82
IT
I I I I
I I

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I
L I 80
I
j U.L 0.4 0.6
U
1 li
TIP CLEARANCE IN ASSEMBLY (mm)
/ T T URBIN E ROTOR
Figure 15. The effect of the turbine rotor
tip clearance (for model S1A-02)
Figure 14. The design change of the 1st
turbine nozzle

Particularly for smaller power gas turbines, a

turbine tip clearance has a great effect on effici- NOZZLE
ency.
WHEEL
Measurements with the S1A-01 engine (See Figure
15.) show a decrease in efficiency by about 1% with SHROUD

an increase in the tip clearance by 0.1 mm (The tip \ PIN

diameter is 148 mm). This requires maintaining the
COOLING AIR HOLE
constant tip clearance at all times so as to hold the
smallest possible deformation of the shroud.
To minimize the deformation of the shroud, the
approach used in the past was by segmentation of the
shroud for support by means of the nozzle support
which has relatively low external temperature. This
technique added to cost due to complex construction
of a smaller power gas turbine.

The 1st turbine shround

COMPRESSOR
(DISCHARGED
GTR ----

1. Filter
2. Main Pump
3. Starting Pump
Fuel
in 4. Drain Pot
5. Fuel Valve
A: Pressure raising valve
B: High pressure relief valve
C: Differential pressure
regulator valve
D: Metering valve
E: Bypass solenoid valve
F: Main fuel solenoid valve
G: Primary fuel solenoid valve
H: CDP actuator
I: Governor actuator
6. Fuel nozzle
Figure 17. Fuel system

E.

ZERO ADJUST
Figure 18. Governor actuator
To prevent this problem, the method as shown in
Figure 16 has been devised and is now applied to the
Si and S2 series engines.
This shroud has slits on its inner side connect-
ed to round holes which not only avoid extreme stress-
es caused by sudden thermal gradients in the radial
direction but also cool its external part to minimize
distortion caused in the circumferential direction.
Reduction Gearbox
The reduction gearboxes for all the engine
models are of a simple two-stage spur gear type ex-
cept those for models M1A-01/03 which are of plane-
tary type, and have an output shaft speed available
in either 1,500 rpm or 1,800 rpm.
A power producer and all of the other major
equipment are attached to the reduction goearbox.
The gas turbine engine is secured to a common bed at
the bottom of the reduction gearbox.
The M1A-01/03 engines are provided with an ac-
cessory gearbox on top of the main gearbox, with which
it is meshed, and also have provisions for installa-
tion of starters, a fuel pump and an oil pump.
For other engine models, each of the accessories
is driven by the accessory-driving gearing meshed
with the final stage gear of the main gearbox train.
Reduction gearboxes for the twin type gas
turbines, (model S1T) use in principle the S1A gears,
and are constructed of two pairs of S1A gear trains
meshed at the final stage.
The M1T gearbox is different from that of the M1A
which is similar to the S1T except that the M1T gear-
box is provided with a one-way clutch at the inter-
mediate gears to permit independent operation of
either engine.
The lower gearbox section forms the oil tank to
provide storage of lubricating oil necessary for
operation.
Fuel Control System
The fuel control system for all Kawasaki gas
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turbines is comprised generally of the components
shown in Figure 17.
Two fuel pumps are independently provided: One
is for the start-up, and the other for the main. The
starting fuel pump is provided for better atomization
through increased fuel pressure at low speed.
The starting fuel pump for the Sl series is
driven by a DC motor which goes on or off through
electrical interlock with the starter, while for the
S2 and Ml series, a small capacity pump, is driven by
the starter shaft through mechanical interlock with
the starter. Fuel delivered from the fuel pump
divides into a primary fuel line and a main fuel line.
Primary fuel is fed unmetered directly to the
fuel nozzle so as to raise fuel pressure as quickly
as possible for better ignition. Whereas, fuel to
the main line goes through the pressure raising valve,
the differential pressure valve, the fuel metering
valve, and the main solenoid valve into the main fuel
port of the fuel nozzle.
Fuel flow regulation during acceleration: The
CDP actuator operated by the discharge pressure of the
compressor operates the fuel metering valve for re-
gulation of the main fuel flow.
Speed control: A change in speed is detected by
an electromagnetic pickup provided on the side of the
gearing in the reduction gearbox so that the fuel
metering valve is controlled by an electrohydraulic
governor actuator.
The governor is of Kawasaki-developed rotary
pilot valve type, and is constructed in such a way as
shown Figure 18. The use of anti-friction type bear-
ings for the pilot valve eliminates contact surfaces,
providing a very quick response with less hysteresis
even at low temperature.
CONCLUSIONS
A series of small size gas turbines of low cost
and high reliability has been successfully developed
in a wide range of output power to compete with con-
ventional diesel engines. The scale-up and -down
design approach has allowed all these engines to be
developed in a short period with a successfully com-
pleted series. The best use of gas turbine features
has resulted in the simplest possible construction
with reduced manufacturing cost. These serialized
gas turbines have since 1977 been commercially avail-
able as the prime movers for emergency/standby
generator sets, and about 360 units are now in
service.