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QUANTITY : 1- NOS.
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.
M/s. TRIVENI ENGINEERING & INDUSTRIES LTD., QUOTING ORDER REFERENCE NO.
C -2567
IMPORTANT
WHEN ORDERING SPARE PARTS, QUOTE THE ABOVE TEIL WORK ORDER NO: C – 2567
3. Prevent Pollution; reduce waste and the consumption of resources, especially electrical
energy and oil.
Users are advised to take necessary measures to avoid environmental pollution and up
keep of environment.
* 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 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).
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.
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.
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.
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 - Q LUBRICANTS
ILLUSTRATION
D 7 Start-up Diagram
I. GENERAL DESCRIPTION
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 condenser.
The relatively high speed turbine drives a generator through hardened and ground,
The turbine and gearbox are mounted on a composite fabricated steel bedplate unit, a
separate oil tank is provided as an oil reservoir. The generator is mounted on its own
soleplate.
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
(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
(d) Auto Gland and Seal System – to prevent steam and oil leakage into the turbine room
probes, speed sensors etc. necessary to provide local and remote indications of all
(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
(ii) Condensate Extraction Pumps – to extract the condensate from the condenser.
(iii) Gland Vent Condenser – To condense law pressure leak off steam from turbine.
Hydraulically operated stop and emergency valve is flanged and bolted to the inlet
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
Low pressure Oil trip circuit. To have additional protection a separate 3- way solenoid
The stop & em. Valve is of ON_OFF type which can be operated remotely through the
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
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.
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
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 combined thrust and steam end journal bearing for the turbine rotor is housed in
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
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
Blade gates are slotted radially into the discs and are arranged diametrically to minimize
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
disc profile.
Steam balance holes are drilled axially through the discs. These holes are carefully
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
The coupling between the gearshaft and the alternator is of the flexible element type
At the steam inlet end of the turbine rotor shaft an extension shaft is bolted. This
senses the over speeding from dedicated speed sensors mounted on the Steam End
Pedestal.
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
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
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
Moving Blades
The moving blades are machined from solid bar material milled the blade root and jig
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
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
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
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
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
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.
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
Steam Strainer
1. An electronic type governor which is mounted in the control panel and a Moog actuator
2. The moog actuator receives signal from governor and with its inbuilt servo valves
from levers powered by the servo and controlling admission of steam to the three
Rapid response to speed variations changes the positions of the profiled throttle valves
In order to protect the turbine against certain faulty running conditions, various
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
In the absence of control oil pressure the stop valve and throttle valve close under the
(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
Pressure transmitters and temperature detectors, vibration and axial displacement probes
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
A local console contains all the necessary temperature and pressure gauges for
The speed reducing unit between the turbine and generator is a double helical, single
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
Oil Reservoir
The system oil reservoir is a separate oil tank and the system supplies oil for both the
control oil and lubricating systems. In addition to the standard level glass, the oil
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 separate lube oil skid and is motor driven.
It is a full duty pump and is used for startup and run down conditions when the main
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
Filters
Duplex filters are fitted in the lubricating oil system to provide filtration down to 10/
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
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
I. TURBINE
Power Rated KW - 18000
Inlet Steam Pressure ATA - 67
Inlet Steam Temperature oC - 485
Inlet Steam Flow Kg/Hr - 73260
Bleed Steam Pressure -1 ATA - 5
Bleed Steam Flow -1 Kg/Hr - 2640
Bleed Steam Pressure -2 ATA - 2.2
Bleed Steam Flow -2 Kg/Hr - 5600
Exhaust Pressure ATA - 0.18
Turbine Speed RPM - 6931
Alternator Speed RPM - 1500
Turbine Trip Speed Range RPM - 7625-7970
First Critical Speed (Range) RPM - 2300-2800
Steam Inlet Size - - 1 x 200 NB ANSI 900 # RF
Direction of Rotation
From Output end - - Counter Clockwise
Manufacturer - - Dowty
Model - - 3P-3500
Type - - Geared
Capacity IGPM - 45
Discharge Pressure Kg/cm2g - 25
Speed RPM - 1219
B2 TECHNICAL DATA B2
Manufacturer - - Rotodel
Model - - RDNX-400L-RHS
Type - - Geared
Capacity IGPM - 200
Discharge Pr. Kg/cm2g - 3.5
Speed RPM - 1440
Motor HP - 20 - 415 V AC
Manufacturer - - Rotodel
Model - - RDNX-200 L
Type - - Geared
Capacity IGPM - 48
Discharge Pressure Kg/cm2g - 2.0
Motor HP - 5 -110 V DC
Manufacturer - - Dowty
Model - - 3p-3500
Type - - Geared
Capacity IGPM - 45
Discharge Pressure Kg/cm2g - 25
Motor HP - 20 - 415V AC
Manufacturer - - Internormen
Model - - Duplex
Capacity IGPM - 200
Grade of Filtration Microns - 16
Element No - - BT0160097
Manufacturer - - Internormen
Model - - Duplex
Capacity IGPM - 45
Grade of Filtration Microns - 10-abs
Element No - - 307252
P. ACCUMULATOR BT0220014
Manufacturer - - HYDAC
Model - - SB-330H-20A 1/12-330A
Capacity LTRS - 20 x 2
Pre Changed Pr. Kg/cm2g - 18
Make - - ASCO
Volts - - 110 V DC
Connection - - 3/4" NPT (F)
Action - - De Energise to Trip
Make - - NORGREN
Volts - - 110 V DC
Connection - - 1/2" BSP (F)
Action - - Energise to Trip
V GENERAL
3. Governor
Manufacturer - - Woodward
Model - - 505 - Digital
4. Actuator - HP
Manufacturer - - Woodward
Model - - TG 17E
5. SERVOACTUATOR BT0230396
C. GVC BLOWER
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
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
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
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.
When installing and aligning the turbine/gearbox and the alternator units it is most
important that following instructions are rigidly followed otherwise vibration, incorrect
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
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
(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
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
Steel plates may be used to take up some of the gap should the seating grout thickness
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
(eccentricity and parallelism) of both low speed and high speed couplings. This is done
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.
(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
(ii) When aligning the alternator axially to the gearshaft under COLD conditions the following
(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
(iii) The parallelism of the gearshaft and alternator shaft must be checked and made as
(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
(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
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
(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
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
13. IT IS MOST IMPORTANT that these alignment instructions are rigidly adhered to
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.
Correct careful assembly and centering at the initial stage enables couplings to provide
The coupling bolts are torqued at factory and these should not be disturbed
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.
Since the fitted couplings are of more than 8 bolt design, the Flange end gap (DBSE) shall
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
Disassemble the gagging screws and bushes from the transmission unit. Then compress
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
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.
5. Remove gagging screws & compress the transmission unit by Tightening of gagging
screws.
8. Check and adjust radial misalignment both ends of coupling as per Fig.4
Parallel and Tapered bored hubs should be fitted so that the shaft end is flush with the
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
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:
11. Failure to observe the above may result in misalignment of the turbine casing and cause
12. Vibration, thrust bearing wear and coupling failure can usually be attributed to an
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
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
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
1. A steam turbine is vulnerable to damage of the blading if any debris is fed into the
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
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
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
If a separator is included in the steam inlet pipe to the turbine then it should be emptied
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
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
v. Occasionally shut down to check the line filters and the main filter elements.
C12 INSTALLATION C12
vi. Occasionally remove the pedestal covers and gearbox top cover and check that oil in
5. When the system is clean, stop the auxiliary oil pump and reassemble the machine ready
I. Remove the bearings and wash them clean. Inspect for damage and replace in position.
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.
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
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
C13 INSTALLATION C13
free operation. The trouble created by undesirable quality are scaling, corrosion, foaming,
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.
Loss of power is generally a result of inadequate water treatment, because of which salts
After the steam becomes saturated, after expansion through stages, these salts with
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.
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,
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
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.
C15 INSTALLATION C15
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.
C16 INSTALLATION C16
CIRCULATING
PARAMETER UNITS WATER WITH COC
4
PHYSICAL
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
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
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
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
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’
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
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.
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
8. WITH THE BOILER STOP VALVE CLOSED check the freedom of all other valves by fully
opening and closing once a week:-
II. 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.
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)
These spindles operate in hardened and ground nitride steel guides and must be kept
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.
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.
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
‘These instructions should be read righ t through in conjunction with the P&I
1. Ensure that all Drains on turbine (Throttle Valve Drain, Stop Valve Drain, Wheel Case
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
& 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
6 Open valves V4, V5 & V6. to vent excess steam to the header and close valve V2 & V3
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
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:-
b) The differential temperature between the top & bottom steam casing should be not more than
50 o C.
. The following operations for starting should be carried out in the proper sequence.
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
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
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
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
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
11. When turbine speed has fallen to half speed, reset the low pressure oil trip.
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
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.
1. These pressures are important and bearing pressures below 1.5 kg/cm 2(g) and control pres
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
If a bearing metal temperature exceeds 95 oC observe this bearing closely until certain that this
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
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
5. At the time of no load and low load operations, the turbine exhaust steam temperature will go
6. The turbine exhaust temperature is controlled by spraying water (condensate) at the outlet of
7. The exhaust temperature is measured through a RTD and further the signal goes to a control
8. The control valve regulate the flow of water (condensate) to exhaust spray based on the signal
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
3. When speed is low enough the barring gear will cut-in automatically to keep the shafts turning
4. Close the isolating valve in the steam line and switch over to gland steam sealing system.
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
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
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
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.
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
For Warm & Hot Start follow the same start procedure.
i) The vibration levels are within acceptable levels throughout its speed and load increase.
iii) There is no water carryover into the turbine which will cause bending of the rotor and also may
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
3. Primarily it is the responsibility of the operating personnel to see that the above points 1 and 2
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
then test is advised at first start up time. However checking of the over speed tripping
6. For condensing TG sets, if vacuum building up time is more than warming up time then vacuum
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.
8000
Normal Speed 6931 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)
10000
8000
Normal speed 6931 RPM
TURBINE SPEED (RPM)
6000
0
0 5 10 15 20 25 30 35 40
TIME (MINUTES)
10000
0
Barring 0 5 10 15 20 25 30 35 40
with gland
sealing TIME (MINUTES)
LOAD CURVE
(FOR COLD, WARM, HOT CONDITIONS)
18000
LOAD CURVE IS TO BE
16000 USED WITH
REFERENCE TO START
14000 UP CURVES ONCE THE
TURBINE IS RUNNING
AT RATED RPM
12000
LOAD (KW)
10000
8000
6000
4000
2000
0
0 10 20 30 40 50 60
TIME (MINUTES)
1.005
1.000
Correction Factor
0.995
PROJECT SUPER
: SMELTERS LTD.
0.990
INLET PRESSURE (Ata) : 67
INLET TEMP (deg C) : 485
EXHAUST PRESSURE (Ata) : 0.18
SPEED (RPM) : 6931
0.985
0.980
63 64 65 66 67 68 69
Inlet Pressure (Ata)
PREPARED BY : Bharath K S
APPROVED BY : Y K BOLE 5/6/2010
TRIVENI ENGINEERING AND INDUSTRIES LTD.
BANGALORE
1.010
1.000
0.990
Correction Factor
0.980
0.950
465 470 475 480 485 490 495
Temperature (deg C)
PREPARED BY : Bharath K S
APPROVED BY :Y K BOLE 5/6/2010
TRIVENI ENGINEERING AND INDUSTRIES LTD.
BANGALORE
1.010
1.000
Correction Factor
0.990
0.980
0.960
0.16 0.17 0.18 0.19 0.2 0.21 0.22
Exhaust Pressure (Ata)
PREPARED BY : Bharath K S
APPROVED BY : Y K Bole 5/6/2010
TRIVENI ENGINEERING AND INDUSTRIES LTD.
BANGALORE
1.005
0.995
0.99
Correction Factor
0.985
0.98
ORDER NUMBER : C-2567
0.975
PROJECT SUPER
: SMELTERS LTD.
INLET PRESSURE (Ata) : 67
INLET TEMP (deg C) : 485
0.97 EXHAUST PRESSURE (Ata) : 0.18
SPEED (RPM) : 6931
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 5/6/2010
E1 SECTION E-SPEED GOVERNING SYSTEM E1
I. DESCRIPTION
MOOG Actuator.
This is a Woodward 505 electronic governor which takes the input from the speed sensing
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
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.
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.
E3 SPEED GOVERNING SYSTEM E3
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’.
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.
Sol. 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.
E4 SPEED GOVERNING SYSTEM E4
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.
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
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
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
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, which has sufficient ‘muscle’ from the oil
relay to overcome combined spring and steam loads.
If travel of the rocker arm and valve levers are correct – proceed with the valve settings.
E6 SPEED GOVERNING SYSTEM E6
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
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
2. After admitting steam and witnessing some fumes of leakage of steam, nut 18 may be
D. Maintenance
4. Carefully release the spring load using long studs 11, 39. Ensure all compression is off
6. Check that TV lifting spindles 23 dim. have the requisite 0.584 – 0.965 mm vertical
7. Bottom, each spindle in spring carrier 31 taking up all clearance checked in step 6.
8. Swing rocker arm 26 back over spindles 23 until valve lever No.1 contacts the arm stop
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
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.
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
17. Examine cross shaft spherical bearings 46, these should allow free movement of valve
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
19. Disconnect valve spindle drain manifolds, release valve column flange nuts and withdraw
20. Hold assembly secure on wooden blocks, remove split taper pin 34 and unscrew spring
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
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
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:-
7 8 9
PRGM F1
EMERGENCY
CAS RMT LMTR
ADJ
RUN F2 4 5 6
NO EXT/ADM DYN
A description of each key’s function follows. Some descriptions refer to the function blocks contained
in the program and operating flow charts.
E10 SPEED GOVERNING SYSTEM E10
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:
1/YES:
2/ACTR (actuator):
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):
5/RMT (remote):
Enters 5 or displays the remote speed set point control information (Run mode).
7/SPEED:
8/AUX (auxiliary):
9/KW (Load):
Enters 9 or displays the kw/load or first stage pressure information (Run mode).
./EXT/ADM (extraction/admission):
CLEAR:
Clears program mode and run mode entries and takes display out of it’s present mode.
E12 SPEED GOVERNING SYSTEM E12
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.
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):
F4 (function key):
Large red octagonal button on the front of the enclosure. This is an Emergency shutdown command
for the control.
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.
E13 SPEED GOVERNING SYSTEM E13
Press Clear
Woodward gov
Press >
System information
Press Enter
System information
Press >
Change password
Press Enter
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:
Controlling Parameters
Push Run / Program
Press Program
Turbine start
Auto start
Speed : 0.000 rp m
Set pt : 0.000 rpm
E15 SPEED GOVERNING SYSTEM E15
Staring the governor:
Governor programming
completed as per the
instructions.
Speed: 0.000 rp m
Set Pt: 0.000 rpm
Start Permissive
Speed: --------r p m
Press Emergency
Stop
------- Trip-------
Emer Shutdown Button
Press Reset
Controlling Parameters
Push Run / Program
Speed: 0.000 rp m
Set Pt: 0.000 rpm
Start Permissive
Speed: --------r p m
Set Pt: Moving to low idle
B1 B2 B3 B4
E17 SPEED GOVERNING SYSTEM E17
Ref. Description
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
I. GENERAL DESCRIPTION
The functions of the EMERGENCY TRIP GEAR is to stop the Turbine as rapidly as
possible, should any running fault occur.
(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
GENERAL DESCRIPTION
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 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.
F3 EMERGENCY TRIP GEAR F3
MAINTENANCE
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).
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.
F4 EMERGENCY TRIP GEAR F4
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.
1. Remove Allen 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.
A. Description
The unit is shown in this section (Fig. 16) from which its operation can be explained.
F5 EMERGENCY TRIP GEAR F5
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,
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
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
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
Wiped bearings.
TURBINE SHUT DOWN will be initiated by any one, or a combination of the following:
(a) Overspeed
Manual)
The individual trips are connected in series to a trip oil circuit branched via an
orifice from the lubricating supply.
F7 EMERGENCY TRIP GEAR F7
V. OVERSPEED TRIP
A. Description
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
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
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
B. Maintenance
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
The trip valve, cap and rotor shaft hole are all precision ground to fine limits.
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
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
When a turbine runs down the residual heat in the rotor escapes as the rotor cools
bearings and shaft end, including the trip valve, will reach a much HIGHER
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
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
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
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
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.
F10 EMERGENCY TRIP GEAR F10
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.
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.
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
If a new spring is fitted of the correct specification then no adjustment to the overspeed
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
To REDUCE the tripping speed the trip spring must be reduced in length by careful
grinding.
F11 EMERGENCY TRIP GEAR F11
9. To remove the rotor shaft extension, which houses the trip valve, first remove the
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
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
sense the over speeding of turbine for additional safety. For this purpose 3- speed
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.
F12 EMERGENCY TRIP GEAR F12
The Body (1) of the valve is bolted to the front of the steam end pedestal over the
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
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
B. Maintenance
The function of the valve is such that very little wear will occur and maintenance will
1. Remove the body of the valve (1), complete with handle, from the pedestal facing by
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
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
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.
A. Description
The solenoid trip is fitted downstream from the control orifice in the low pressure trip
It is basically a block and dump type valve, normally closed, and opens to drain when
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
C. Maintenance
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.
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
Ref. Description
3. Indicator Plate
6. Compression Coupling
7. Torque Pin
8. Nulip Seal
10. Capscrew
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.
This applies EVEN WHEN THE OIL IS COLD until the compartment being opened has
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.
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.
6. A twin shell and tube 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.
10. Pressure reducing and regulating valves to maintain system pressures constant.
13. The necessary steel pipes, fittings and orifice plates to supply oil to and drain from:
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
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
System pressures and temperatures are monitored as indicated with alarm contacts
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
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
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
The main oil pump, which maintains the normal continuous running lubricating oil
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
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
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
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%
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
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
ALMOST ALL TURBINE WEAR AND FAULTS ARE DUE TO DIRTY LUBRICATING
OIL. The oil sump and all components are chemically cleaned to ensure scrupulous
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.
This is a duplex, ‘Micro-felt cartridge type, with bolted on covers and flange connections.
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 10-15 microns. The operating conditions of the filters are monitored by a
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).
This is a duplex type with SS cartridge, with bolted on covers and flange connections.
Full details and servicing instructions are included in the manufacturers manual in
The operational functions are similar to low pressure lube oil filter
The oil cooling unit is a 100% duty, water cooled, shell and tube type.
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 preset temperature at the discharge. For more details Refer manufacturers
instruction manual
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
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
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
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
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.
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
1. KEEP RECORDS of temperatures, cleaning times, running hours, oil renewal and
purification times.
4. TAKE OIL SAMPLES WEEKLY FOR VISUAL INSPECTION. Investigate the presence of
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.
8. SUBMIT SAMPLES of oil for CHEMICAL ANALYSIS as may be detailed in the operating
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
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 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
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
To oppose the air leakage a quantity of GLAND SEALING STEAM is introduced into
This flows inwards into the turbine through a labyrinth (to limit the quantity) and outwards
The quantity of sealing steam supplied is regulated to keep the pressure in this outer
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
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
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
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
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
The Pressure Reducing Valve provides a constant Gland Stealing supply pressure of 0.2-
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
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
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
a) The joint between stop valve and steam supply pipe. (Store the bolts and joint).
e) Any pressure gauge piping and electrical wiring in the way of the stop valve, steam
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
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.
i) Remove the temperature probes which are fixed to the pedestal cover and protrude through
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
iv) Remove the thrust and journal bearing cap. The bearing cap set bolts are screwed into
v) Lift out the top half thrust bearing assemblies. Then slide the bottom halves round to the
vi) Jack the rotor assembly towards the driven unit by no more than 1.5mm and temporarily
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
O3 OVERHAUL AND INSPECTION O3
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
12. Rig up an overhead block with using four eyebolts in the holes provided on the top half
casings.
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
15. Replace the thrust bearing assembly and bearing cap to their correct positions.
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
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
DO NOT USE COARSE FILES which may introduce further stress raisers.
All blading is designed with adequate stress margins and to be as far as possible free
from resonance.
contemplated.
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 steam end axial displacement and vibration probes should also have already been
Disconnect the cable at the junction box and carefully remove the vibration probes.
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
feeler gauges.
23. Sling the rotor using round slings (See Fig. 23). Tension up the slings to just take the
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
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
Journal pads are manufactured from steel and lined with a tin based white metal. They
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
O6 OVERHAUL AND INSPECTION O6
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 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
27. Tag and label each top half bearing immediately after its removal. This will ensure
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.
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
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
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
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
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
O8 OVERHAUL AND INSPECTION O8
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
4. Check that the bearing cap transverse keys 21 and keyways provide positive axial location
5. The bearing cap set bolts are screwed into the four tapped holes.
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.
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
11. The oil seal packing rings 16 should be individually displaced against their leaf springs
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
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.
6. The oil seals are identical to the steam end. Check freedom of the segments and fin
clearance.
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).
6. Check that all casing drains, interstage slots and drain holes are clear.
O10 OVERHAUL AND INSPECTION O10
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
9. Run down casing joint studs with appropriate cap nuts to ensure free running 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
1. Refit the bottom half journal bearings noting the witness marking.
2. Clean the rotor and lower slowly and evenly into position.
5. Lubricate the journal and thrust bearings and turn the rotor by hand to check freedom.
O11 OVERHAUL AND INSPECTION O11
6. Check the matching of the oil seals, steam and interstage labyrinth fins to rotor lands
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
8. Assemble the top halves of the labyrinth packing oil seals and the thrust and journal
If a noticeably greater effort is required to turn the rotor then determine the cause. This
11. Remove the thrust bearing assembly and jack the rotor into the increased clearance
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
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
Lower the throttle valve chest into position taking care to avoid damage to the rotor
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
20. Refit and adjust the setting of the axial displacement and radial vibration probes.
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
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.
O13 OVERHAUL AND INSPECTION O13
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
(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
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
3. Fine adjustment jacking gear applied to the pedestal horizontal flange will be necessary
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 .
M12 50 24 19
M16 118 56 45
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
Ref Description
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 )
T urbin ol XT 4 6
6. Ca lte x R eg a l R & O 4 6 46
Extrn. Pum p
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
Rotor 28 CrMoNiV59
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
Steam Casings
Pedestals
Bearings
NOTE:-
OPERATION MANUAL
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.
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.
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Rev 1.0 (181209)
Table of Content
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Operation Manual
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Technical Specification
Hydraulic System
SPECIFICATIONS OF CYLINDER
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.
The cylinder consists of following sub assemblies apart from Cylinder body and Piston Rod
assembly:
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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.
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.
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.
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Operation Manual
Rev 1.0 (181209)
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.
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Operation Manual
Rev 1.0 (181209)
Electrical connection
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)
To be connected to Oil tank.
Pilot cartridge : T2 – 1 ½” BSP. (Seamless Tube OD: I38 x ID: I30)
To be connected to Oil tank.
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
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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’.
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.
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.
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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
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Feedback
signal
(-)
output
Feedback
Transducer
Actuator
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.
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LED Status
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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
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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
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ANALOG outputs
ANALOG O/P – 1 : COMMAND TO MOOG SERVO VALVE – +/- 10 mA. ANALOG O/P –
2 : POSITION FEEDBACK FROM CYLINDER – 4 -20 mA.
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By combining a fast first stage, suitable main spool drive are and integrated electronics, an
optimum proportional valve can be offered.
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R1 R2 R3 R4
B1 B2 B3 B4
Operation Manual
Rev 1.0 (181209)
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.
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.
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