Proceedings of ASME Turbo Expo 2023
Turbomachinery Technical Conference and Exposition
HYBRID TURBO-COMPRESSOR: A TECHNOLOGY SOLUTION TO ENABLE AND
FULLY EXPLOIT THE ELECTRICITY AND GAS SECTOR COUPLING
Fabio Baldanzini*
Upgrade Customer Project Engineer
Baker Hughes, Nuovo Pignone,
Via F. Matteucci 2, Firenze 50127, Italy
Marco Baldini
Hydrogen Solution Architect GT & Sys
Baker Hughes, Nuovo Pignone,
Via F. Matteucci 2, Firenze 50127, Italy
Marco Tarenzi
Manager Power & Control System
SNAM,
Via Maastricht 1, San Donato Milanese 20097,
Milano, Italy
*fabio.baldanzini@bakerhughes.com
ABSTRACT
One of the main challenges that the operators have to cope
with in the transition towards a “decarbonized” energy is the
management of the inherent variability and intermittency of
renewable energy sources. One straightforward remedy is to
resize the electric grid for maximum potential capacity and/or
implement a suitable energy storage system to balance the
upstream energy supply variability. In this framework recent
agreements and closer integrations between electric and gas
grid operators at the European level (e.g. ENTSO-E and
ENTSO-G) as well as country level are aimed at fostering the so
called electricity and gas “sector coupling”, which from this
point of view is the most effective way to fully unlock the potential
renewable energy. Apart from Power-To-Gas plants, in this
paper we will discuss another technology that may leverage and
also enable the “sector-coupling” approach at the level of local
compressor station for gas transmission and storage, namely the
so-called hybrid gas turbines.
With mechanical gas turbine hybridization, an electric
motor-generator and a clutch are added to the turbo-compressor
shaft line, traditionally a gas turbine coupled with a compressor.
As the electric machine can operate both as generator and motor,
the hybrid train enhance the customer plant flexibility by
allowing the production of electric energy or reducing the
emissions by operating the compressor in full electric mode. In
such way, one of the main hybrid gas turbine added values is
1 Copyright © 2023 by ASME and Baker Hughes
GT2023
June 26-30, 2023, Boston, Massachusetts, USA
GT2023-103985
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Dante Tommaso Rubino
LNG Strategic Development Manager
Baker Hughes, Nuovo Pignone,
Via F. Matteucci 2, Firenze 50127, Italy
Bruno Rodà
Centrifugal Compressor and Expanders NPD
Baker Hughes, Nuovo Pignone,
Via F. Matteucci 2, Firenze 50127, Italy
given by the potential integration with renewable energy sources,
where available and/or accumulated on the plant.
Starting from large LNG fleet experience, where electric
motors are used as gas turbine helper, different and innovative
train configurations have been developed to meet different
customer requirements. Leveraging on this heritage, specific
hybrid-GT multi-purpose trains have been designed to address
the above-mentioned points and more in general the energy
transition challenge.
In particular, the first configuration is characterized by the
gas turbine and electric machine at the shaft-line ends and the
centrifugal compressor is pass-through, connected to the electric
motor/generator through an optional clutch. Given the reduced
footprint, it is a best for brownfield application just adding a
motor generator. The second configuration is characterized by
the electric motor in pass-through position, connected through a
clutch on both sides to the gas-turbine and compressor. As a
result, it is a best fit for pure power generation.
It is then outlined how the role of a Hybrid Control
Management System coupled with a Digital Optimizer is crucial
in controlling the hybrid train operating modes and detecting an
optimized operating condition in terms of fuel consumption,
electrical power intake/outtake, emission requirements and gas
turbine life optimization. The paper provides an overview of pros
& cons of each hybrid train architectures and their technical
challenges, with the technical viewpoint of the European leading
transmission system operator, with a strong commitment on
decarbonization. A case study will be presented demonstrating
also the capability of hybrid technology configurations in terms it is clear that the global energy demand is continuously
of emission reduction supporting transmission operators when increasing and the trend will be the same in the coming years, it
facing more demanding emission regulation. is also clear that fossil fuels will still be fundamental to satisfy
the energy need. However, it is universally acknowledged that

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Keywords: Hybrid, Gas Turbine, Pipeline, Electricity-Gas it’s paramount reducing Green-house Gas (GHG) emissions now
Sector-Coupling, Energy Transition, Green Solution, Carbon and keeping ambitious targets in order to stay within the Paris
Footprint Reduction, Hydrogen. agreement global temperature increase target. The latest United
Nations Climate Change Conference in Glasgow (COP26)
NOMENCLATURE confirmed this need with more than 100 countries committing to
reduced methane emissions and/or net-zero carbon footprint
AFE Active Front End pledges.
API American Petroleum Institute As a result, also Oil&Gas operators need to reduce or zero
ATEX ATmosphere EXplosible their emissions in order to maintain their social license to operate
BAT Best Available Techniques for the coming years. In this scenario, electricity and fossil fuels
BOP Balance of Plant
energy sources are more and more intertwined in the O&G
CC Centrifugal Compressor
CS Compressor Station market, leading to a variety of approaches and solutions.
ElCo Electro Compressors One of the main challenges that the operators have to cope
ENTSO European Network Transmission System Operator with in the transition towards a “decarbonized” energy is the
FMEA Failure Mode and Effect Analysis management of the inherent variability and intermittency of
EU European Union renewable energy sources. One straightforward remedy is to
GHG GreenHouse Gas resize the electric grid for maximum potential capacity and/or
GT Gas Turbine implement a suitable energy storage system to balance the
H2 Hydrogen upstream energy supply variability. However, this approach
KERS Kinetic Energy Recovery Systems
would lead to overheads and technology issues that would
LNG Liquified Natural Gas
MCS Maximum Operating Speed hamper or delay the initial purpose. An alternative approach that
MOS Minimum Operating Speed is gaining more and more ground, especially in regions where
NDE Non-Drive End electric and gas infrastructures are well developed, starts from
NG Natural Gas the consideration that the existing gas grid could be leveraged as
NOx Nitric Oxide (NO) or Nitrogen Dioxide (NO2) a large-scale energy storage, to be complemented to the smaller
NPV Net-Present-Value scale energy storage systems (batteries, mechanical and thermal,
RAM Reliability Availability Maintainability etc.). In other words, installing “Power-To-Gas” systems close to
RM&D Remote Monitoring & Diagnostic the energy production sites and linking them to the gas grids it is
TOTEX Total Expenditure (Capital + Operating)
possible to use gas as energy carrier and use the gas infrastructure
TSO Transmission System Operator
TuCo Turbo Compressors to transport it across the region.
VFD Variable Frequency Drive In this paper, it will be outlined a brief overview of how
VSDS Variable Speed Drive System electricity and gas grid may play a relevant role in a combined
VSI Voltage Source Inverter way towards energy transition and how hybrid turbomachinery
solutions could be instrumental in this scenario.
1. INTRODUCTION Then two of the most relevant hybrid train configurations
are presented, with pros and cons of both developed and patented
As the transition to a “decarbonized” energy market is architectures. It will be then highlighted how gas turbine and
unfolding, an increasing level of electrification as well as electrical machine synergies have been maximized within the
hybridization between fossil fuels and electric energy sources is hybrid train architecture to accomplish multiple operating needs,
evident. As an example, the market share of hybrid and full like opex reduction and targets maximization in terms of power
electric cars is increasing. The reason of the hybrid vehicles generation, gas turbine emissions, fuel consumption and
success is that these cars combine the “good” features of the two maintenance optimization thanks to a Digital Optimizer
propulsion systems, which in some cases are complementary algorithm integrated within the control system.
(e.g. torque curve, operational flexibility, time for refueling or The paper is structured as follows: at first the hybrid concept and
charging the battery, etc.). Hybridization allows extra power the main train configurations are presented; then a TSO point of
when needed too (e.g. KERS - Kinetic Energy Recovery view is described; a case study is then presented, highlighting the
Systems). There are other areas where it’s evident a shift between main technical challenges and benefits in terms of emission and
fossil fuels and electric energy sources, just to name a few, home carbon footprint reduction.
and industrial heating or cooking.
There is currently a clear electrification trend also in the Oil
& Gas market, now under a big pressure to decarbonize its
operations and maintain its social license to operate. As long as

2 Copyright © 2023 by ASME and Baker Hughes

2. GAS TURBINE HYBRIDIZATION CONCEPT
Gas turbine hybridization represents a real contribution to
the energy transition and to the carbon footprint reduction
purposes. With mechanical drive gas turbine hybridization, an
electric motor-generator and one or two clutches can be added to
the turbo-compressor shaft line, traditionally a gas turbine
coupled with a compressor. As the electric machine can act both
as generator and motor, the hybrid train enhances the customer
plant flexibility by allowing a production of electric energy and
driving the compressor in full electric mode. In such way, one of
the main hybrid gas turbine added values is given by the potential
integration with renewable energy sources, where available
and/or accumulated on the plant.
A mechanical drive hybrid gas turbine technology is the
combination of a turbo-compressor train with an electric
reversible machine (VSDS) [1], which, depending on how it is
controlled, can work as helper or alternative motor (supplying or
adding power to the train, taking into account that H2NG
mixtures require extra power to transport the same energy given
by 100% Natural Gas) or as generator (absorbing the gas turbine
power or its surplus if the compressor is in operation). One or
two self-synchronizing clutches could be present to disengage
one of the machines working on the same shaft line.
Therefore, the hybrid train can be operated according to the
following main modes of operation:
• Full gas mode, according to the classical mechanical
drive gas turbine philosophy. In such case the electric machine
is turned off and it represents a “dead load” with a negligible
impact on guaranteed compressor performance.
• Full train mode, when the whole shaft line is entirely
connected (one or two clutches engaged) and electrical machine
is operated conveniently as helper or as generator, depending on
the compressor load demand and gas turbine available power
(which varies with ambient conditions).
• Full electric mode, when the gas turbine is disconnected
and kept in standstill condition and the electric machine is the
unique driver to fulfill the compressor process demand. In such
case the electric motor can be fed by any energy sources, like
renewable ones.
3. HYBRID GAS TURBINE TRAIN CONFIGURATION
AND TRAIN CONTROL PHILOSOPHY
Two train configurations have been developed and patented:
on both solutions, the gas turbine is used in mechanical drive
applications and integrated with an electric machine, through one
or two self-synchronizing clutches. In such way, the train can be
operated conveniently in a dual drive configuration or to exclude
the gas turbine or the load and maximize the power transferred
to the electric powered grid. In such ways, the train can
accomplish multi-scenarios needs through the aforementioned
modes of operation. Both architectures apply to mechanical drive
applications on new equipment (greenfield solution) or as
upgrade on existing trains (brownfield solution).
3 Copyright © 2023 by ASME and Baker Hughes
The first train configuration, shown in Figure 1, is
characterized by a single clutch between the gas turbine and the
centrifugal compressor, which is in a drive through configuration
and coupled to the electric machine on the other end. The electric
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machine power range can vary according to the gas turbine (aero-
derivative or heavy duty) nominal power within two limits. 0.5 -
30 MW. In this configuration the electric machine is connected
directly on the compressor shaft using a high-speed motor and
the adoption of a gear box can be avoided. [1]
Figure 1. Hybrid train: single clutch configuration. Baker Hughes Patent:
EP3004601B1
(© 2023 Baker Hughes Company - All rights reserved)
The second architecture, shown in Figure 2, is characterized by
an electric drive through machine in the middle coupled at both
ends with the gas turbine and the centrifugal compressor through
two self-synchronizing clutches.
Figure 2. Hybrid train: double clutch configuration. Baker Hughes (BH)
Patent: WO2021223910A1
(© 2023 Baker Hughes Company - All rights reserved)
The first architecture can be considered very convenient for
those operators who want to electrify the compression service
while keeping the gas turbine as a backup driver or when the
hybrid train footprint and impacts on auxiliaries shall be
minimized due to space availability within a customer plant.
Hence, the single clutch configuration is considered a best fit
especially for a technological scale up of existing turbo-
compressor train (brownfield solutions). In such cases, a new
compressor rotor shall be accommodated to make the
compressor a drive-through machine, equipped with an
additional shaft cone suitable to sustain both electric machine
nominal torque and any potential fault torques (e.g. torque
ripples due to potential short circuit events). Consequently, the
implications on the design of the new compressor rotor shall be
carefully evaluated during the detailed engineering phase. In
particular, a proper bearing selection shall be accommodated to
fulfill rotordynamic requirements. In case of revamping of an
existing unit, new impellers can be adopted to implement the
latest stage technology, thus enhancing the original polytropic
efficiency. As drawback of this configuration, when the train is
operated in power generation mode, being the compressor
connected to the train, a part of the gas turbine power is absorbed
by the compressor, hence limiting the potential electric power
generated.
The second architecture offers the highest train flexibility since
it allows to operate the train in full power mode disengaging the
compressor by the entire train through the second dedicated
clutch. Therefore, the compressor can be kept in standstill
condition and the whole gas turbine available power can be
exploited to feed the electric generator, offsetting the
disadvantage of the single clutch train configuration. On the
other hand, given the higher number of rotating equipment,
however, such hybrid configuration brings to higher train total
length and impact to the train auxiliaries (e.g. lube oil console
and train baseplate). This implies that the double clutch
configuration is particularly suitable for greenfield solution and
when the electricity throughput is one of the main priorities.
A wide experience of dual drive compression trains has been
gathered in LNG applications [2], where large turbo-compressor
units are running exploiting the integration of an electrical
machine to sustain the gas turbine on peak demand scenarios
and/or compensate any power degradation at high ambient
temperature. Besides, the electric motor is used to allow the train
start up till the gas turbine self-sustaining condition. Compared
to the existing LNG applications, the new hybrid technology
offers the chance to maximize the electric machine and gas
turbine synergies, thanks to the electric reversible machine
(capable to work as helper and generator) and the self-
synchronizing clutch to run the centrifugal compressor in the
zero-emission mode. However, one of the main peculiarities is
the Digital Optimizer algorithm integrated in the control system,
meant to handle the dual driver architecture through the
aforementioned operating modes, guaranteeing a smooth
operation and safe transition from one state to another. The
switching among different primary energy sources (like
electricity or gas) is managed also to offset the well-known
intermittent availability of renewable energy sources [2]. The
Digital Optimizer algorithm allows accomplishing multiple
operating scenarios needs (like Opex reduction) and targets
improvement in terms of power generation, gas turbine
emissions, fuel consumption and train maintenance intervals
optimization. In particular, the algorithm converges to a solution
to bring the hybrid train operating in a condition which is
optimum with respect to a predefined performance and/or
customer priority criterion. Thereby, the most suitable train
operating mode (full gas, full electric, full train) can be selected
in a dynamic way according to specific and ranked targets,
potentially generating additional revenues and providing
benefits on greenhouse gas emissions. While electric motor
ensured CO2 emissions reduction, the NOx emissions will be
kept at a predefined DLE/DLN combustion system operating the
unit above 50% load, according to the selected engine and plant
configuration.
A couple of consideration can be stated about Reliability
Availability and Maintainability (RAM). Since the gas turbine is
4 Copyright © 2023 by ASME and Baker Hughes
operated at partial load depending on site specific conditions and
in any case avoiding gas turbine peak firing thanks to the electric
motor, it is possible to extend the maintenance intervals with
beneficial impact on availability. On the other hand, since both
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gas turbine and electric motor can drive the load in case one of
the two has an unexpected shutdown, the resulting reliability is
also enhanced.
4. HYBRID GTS: A TSO VIEWPOINT
In a natural gas transport network, Compressor Stations
(CS) play a central role to ensure that Natural Gas (NG) receives
the energy needed to flow along the pipelines. A CS is usually
constituted by Gas Turbines (GT) which drive Centrifugal
Compressors (CC).
Twentieth century Transmission System Operator’s (TSO)
philosophy was to use GT as the most convenient driver with the
most available fuel: the transported NG.
Environmental sensibility started at the end of last century and
had to face with operation to tune with environmental
constraints. Consequently, dry low emission solutions were
developed for gas turbine. Best Available Techniques (BAT)
were defined to limit NOx and CO emissions reaching good
results. The new century sanctioned the environmental
awareness. To operate a gas turbine as mechanical drive is very
different from operating gas turbine for power generation. To
compress and transport NG request several operating points
sometimes not so close to the design one. Consequently the
“technical minimum” to minimize emissions in GT in operation
is increasing. New solutions were developed and are going to be
adopted by TSOs. Hybrid plants [Turbo Compressors (TuCo)
and Electro Compressors (ElCo)] are in operation. According to
the transport needs, ElCo and\or TuCo are operated in respect of
emissions. A further answer to minimize emissions is the hybrid
gas turbines. Figure 3 shows hybrid compressor station
configuration philosophy. Nowadays TSO compression services
require to operate machines (gas turbines and electric motor) not
always at full power. The availability of different engines allows
to respect plant emissions limits and face market requests.
Figure 3. Example of hybrid plant in operation.
By introducing hybrid gas turbines solution (GT plus
electric motor), more flexibility to the compressor groups is
available. A hybrid gas turbine allows to run the GT in a working
point very close to the design one, characterized by the best
energy efficiency value and minimum of pollutants and GHG
emissions.
Considering operating points, GT could by sized with a
second driver that can help and give further power when
requested.
In particular, the adoption of hybrid gas turbines will also
allow to exploit new working points that are feasible for the
centrifugal compressor, but they have never been used since they
correspond to GT working point with very low load, therefore
poor efficiency values and high pollutant and GHG emissions
released in the atmosphere.
With gas turbine in operation at constant power will
significantly decrease thermal and mechanical stresses on their
components, extending the GT lifetime, reducing OPEX.
In Figure 5 it is depicted a possible integration of a hybrid gas
turbine inside a compressor station plant. Compared to Turbo
Compressor installation no piping variations are needed for
Hybrid GT solution (see Fig. 5 - fuel gas lines and pre-heating
sections not included). The significant impacts affect plant
electrical system (see details in section 6). This solution requires
wider spaces needed for installation and operation of the
electrical reversible machine. For brownfield solution is
requested compression station electrical system partial
revamping. These modifications are also requested for ElCo
installation too. Impact could be minimized, realizing a
dedicated line to feed the electrical machine, not modifying the
whole station electrical system. Space availability for the
installation of a hybrid gas turbine is the most critical item.
Compressor station in operation must have enough room to
install the longer compressor train and the foundations must be
adapted for new electric machine installation.
Figure 4. Example of Hybrid GT integration.
From a TSO point of view, it is crucial to think to the future
evolution of the transport network, especially to the possibility
5 Copyright © 2023 by ASME and Baker Hughes
to inject hydrogen inside the natural gas pipelines. New energy
vectors, NG with variable H2 content (H2NG) is going to be
delivered to the end users. Consequently, H2NG fuel is going to
be used to operate GT. The presence of H2 in the gas mixture may
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require the centrifugal compressor to work in different operating
conditions, considering the impact on energy at constant volume
flow rate and the hydraulic behavior through the pipes.
In case it is necessary to keep the same transported energy
increasing the amount of hydrogen, for instance, the compressor
will be required to handle larger volumetric flow rate and to
supply more head to the fluid, leading to higher absorbed power.
In order to avoid high levels of NOx emissions, the GT
combustion temperature should be limited impacting the shaft
power output. In both scenarios mentioned above the electric
motor, in the mechanical hybrid configuration, could help to fill
the power gaps.
The adoption of hybrid gas turbines could help TSOs in matching
objectives requested by National and EU legislations to decrease
environmental footprint accelerating decarbonization process.
5. ELECTRICITY-GAS SECTOR-CEOUPLING
In the foreseeable future intermittent renewable energy
sources will have a high penetration in the electricity power
generation sector, hence the grid security, stability, reliability and
control will get even more challenging. European Union is
fostering electricity-gas sector coupling in order to enable and
enhance electrification, long period energy storage (Power-To-
Gas) and demand-response solutions. This sector coupling
strategies must contribute achieve to EU energy and climate
policy objectives [3].
Deploying demand-response solutions and electrification of
energy intensive applications, TSOs are introducing Electro
Compressors (ElCo) in Compressor Stations as a first step
towards Sector Coupling in hybrid plants, namely plants having
both gas-turbine and electric motor compressors (TuCo plus
ElCo). From this point of view the ElCo represents a relevant
electric “interruptible” load, that might be used to provide
flexibility and locally optimize the electric network. To allow
such flexibility, a nominally equivalent gas-turbine driven
compressor needs to be available in the compressor station at any
time, basically duplicating the equipment.
In this way the gas TSO may provide interruptible load
services to the electrical grid operator, and this is only the first
step of a potential integration between the two transport worlds
(the gas and electric ones).
Firstly, a way to maintain flexibility while mitigating the
equipment duplication effort is represented by the hybrid
compression train, which is able to employ one (or both) of the
drivers maintaining a single compressor suitable for the specific
compression service.
Moreover, other hybrid GT configurations might be used to
create and exploit new synergies, linked to the progressive
decrease of dispatchable thermoelectric power plants.
 These hybrid trains, where properly configured, will allow coupled with a PCL600 compressor operating at 6500 rpm
TSO offering ancillary services to the electricity grid, offering a nominal speed.
peaking service by exploiting their fast time response and The compressor station considered is within a relatively weak
flexibility. In this way the hybrid gas turbines may contribute to electric infrastructure. For this reason, it could be important to

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mitigating imbalances in the electricity market and to the enhance the capabilities of the turbo-compressor train with the
capacity market, provided the regulations allow for that. possibility to produce electric power as well, sustaining the local
In fact, by mean of the electric motor-generator installed on the electric grid when necessary.
same shaft of the gas turbine it may be implemented an exchange Alongside with the above consideration, the following
of electric power with the grid. Worthy to underline is that it will comparative table among the different compressor drive
be possible not only to ensure a load regulation, varying the approach is presented.
power absorbed from the grid as an ElCo, but also it would be
possible to modify the energy produced and injected inside the Table 1. Relative comparison on different compressor drive solution (©
2023 Baker Hughes Company - All rights reserved)
grid, contributing to voltage and frequency regulations. For this
second option it is necessary to allow a gas carrier to produce Turbo-
Integrated
Mech Drive
Electro-
and sell electricity, which is not allowed within the present compressor
compressor
Hybrid GT
unbundling scenario.
Nowadays, a European TSO cannot participate to electrical PGT25 + Clutch
energy market to sell electricity. Nevertheless, the possibility to Train + 15 MW El
PGT25 + CC ICL
Config Machine +
offer interruptible load services may be seen as a first opening Clutch+ CC
scenario of a sector coupling between electrical and gas grids. A
modification of the regulatory framework to enable and fully Energy Gas Market
Electric
Market Gas/Electricity
exploit cross-sector integration [4] and to define a common sources dependent
dependent
infrastructure planning and investment is in progress. The first
proposals of modifications were included in Directive (EU) Dynamic
Not
optimizatio Not feasible Feasibile
2019/944 [5], but this represents only the first step towards sector n
feasible
coupling.
ElCo and hybrid gas turbine installation will require the Footprint Smaller Smaller Higher
connection of the compressor station to a high voltage electrical Yes
line. This choice is due to improving the availability of electrical Sector
No (interruptible
Yes (as
Coupling option)Note 1
energy and to avoid possible problems to aged electrical load only)
distribution networks which were not sized to that power flow Production
increase. This kind of connections may require the construction increase
No No Yes (as option)
of new portions of electricity grids, to connect the compressor
stations to the high voltage electrical network in operation. In Product Higher Higher Fully
type standardization standardization Customized
areas with a high diffusion of electrical grids, these new lines
may have a length of few kilometers- In other areas it could CAPEX Low Lower Higher
require a significant investment cost. OPEX High Lower Lower
In this context it’s to underline that a Hybrid compression station
(ElCos installed only) may have reliability problems in case of Note 1: both as interruptible load, to sustain plant consumption or peak
electricity black out. A solution could be sizing the emergency demand from the grid (when allowed by regulatory framework).
generators not only for plant auxiliaries, but also for compression
power (at least 10-15 MW for each ElCo), for compression The benefits of Mech Drive Hybrid GT over the original GT
service reliability even during black-out. driven compressor train depend on the relative size of the motor
Hence, a hybrid gas turbine could supply energy for natural gas and the gas turbine. Moreover, they are site specific, depending
compression even if electrical energy is not available because of on the local electric grid quality, and also rely on a regulatory
a grid failure or it is not available due to an excess of the demand framework enabling the TSO to inject power into the grid. In any
that require a reduction on the absorbed electrical power. case, even without injecting power into the grid, still there are
the benefits linked to the higher flexibility and optimized
6. CASE STUDY: HYBRIDIZATION OF AN operation allowed by having two drivers with different
EXISTING PIPELINE APPLICATION technology on the same compressor train.
Apart from the possibility to inject power into the electric grid,
A case study has been carried out to assess the hybrid the operating cost will depend also on the CO2 taxation
implementation on an existing turbo-compressor train for a regulatory framework, based on targetable GHG emission
pipeline application composed by a gas turbine PGT25 DLE reduction enabled by hybrid train. In addition, the hybrid
(providing about 23 MW at iso-rating conditions) directly technology can be also act as an enabler for decarbonization with

6 Copyright © 2023 by ASME and Baker Hughes

an earlier payback and a positive Net-Present-Value (NPV)
versus other solutions considered.
Architecture train definition
At the preliminary stage of the study, a site survey and an
evaluation of the customer process layout was carried out. The
compression system was not equipped with a suitable
compressor aftercooler to guarantee a prolonged and unlimited
compressor recycling mode operation (with anti-surge valve
fully or partially open). Hence, when the electricity throughput
had to be maximized (i.e. “full power generation mode”) and the
compressor load minimized by keeping it in recycling mode, a
flawless train operation could be jeopardized. Considering the
site plot plan and space constraints, the installation of a brand-
new process cooler was not deemed the preferable option.
Therefore, a hybrid train configuration with a double clutch
configuration, as shown on Figure 2 (Patent:
WO2021223910A1), was considered to be the best for the
specific compressor station. The compressor train shaft line
modification has been shown on Figure 5. With this option, the
compressor could be disengaged from the train through a
dedicated clutch keeping it in a standstill condition (no power
absorption), allowing to exploit the gas turbine power to pursue
electricity throughput maximization.
Figure 5. Test case: hybridization of an existing turbo-compressor unit. (©
2023 Baker Hughes Company - All rights reserved)
Rotating equipment selection and design
Once the system architecture had been defined, an analysis of
historical data of the turbo-compressor unit was performed
leveraging on site data (RM&D) with special attention to the
compressor load percentage history. Over the unit life cycle, the
compressor had been very seldom operated at the nominal load
and the compressor absorbed power was kept on average at 70%
of guaranteed one. Consequently, a 15 MW rating electric
machine was deemed to be a suitable trade-off: it guaranteed a
sufficient coverage of compressor map envelope avoiding any
undue overdesign of the train shaft line (e.g. for torque
transmission requirements). An overdesign would have implied
heavier load couplings and so overhang moments, with high risk
to limit the actual train operating range extension due to
separation margin requirement from critical speed. A key
requirement was in fact to keep the original train operating speed
7 Copyright © 2023 by ASME and Baker Hughes
range (70 – 105% of rated speed), without reducing it, so as to
cover the typical pipeline compressor load swing.
Based on the selected electric motor size, green area highlighted
on Figure 6 shows the compressor map envelope coverage upon
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full electric mode. The red highlighted area, instead, shows the
compressor map envelope that cannot be covered by the electric
driver only, but a gas turbine contribution is required (therefore
in Full gas mode or Full train – Helper operating modes).
CC ABSORBED POWER (MW)
25
15
0
CC SUCTION FLOW RATE
Figure 6. Compressor performance map (absorbed power vs. volumetric
flow rate) with respect to the electric motor capability (green area where the
train can be operated in Full Electric Mode, red area where the Full Electric
Mode is not achievable). (© 2023 Baker Hughes Company - All rights
reserved)
The feasibility study has been focused on the modifications on
the existing unit and the design of the additional rotating
equipment, like: a new (1st) self-synchronizing clutch between
gas turbine and electric machine; a new electric machine
(motor/generator) in a pass-through configuration; a new (2nd)
self-synchronizing clutch between electric machine and
compressor.
The electric machine selected for the hybridization case study
was of the inductive type and have an electrical power indicated
on the nameplate of 15 MW with, but it is indeed mechanically
designed for 23 MW for torque transmission purpose. The
motor/generator was a high-speed machine to allow a direct
connection with the rest of the train. In addition to the benefit to
the train footprint (i.e. total length), such design choice allowed
to avoid a gear installation on the shaft line, with benefit also the
auxiliaries (less overall oil consumption).
The self-synchronizing clutches have been chosen to
automatically allow engagement and disengagement, according
to shaft speed control only. The clutch is equipped with a self-
shifting device, able to engage automatically the primary and
secondary shaft at the predefined speed; similarly, it disengages
as soon as the secondary shaft speed fall below the primary one.
The engagement status over the normal operation is then
guaranteed by a mechanism of pawls and ratchets. Their design
is also such to compensate any misalignments and assure the
requested torque transmission. The application range of such
items varies from a few MW up to 300 MW where the speed can
vary from 1000 to 12000 rpm. For the specific case study, a key
requirement was the capability to sustain more than 5
engagement and disengagement cycles per days so as to prevent
any risk of mechanical failure due to cycle fatigue. Such
requirement was dictated by the need to conveniently change the
operating mode, given the erratic nature of renewable energy
sources with whom the hybrid solution is intended to be fit. Also
requirements on
Then, minor modifications to the original centrifugal compressor
were required as it remained the “end machine” of the train
configuration, forming one end of the overall shaft line. The
compressor rotor remained unchanged and no implications on
rotordynamic analysis were therefore requested. Only the
mechanical pump originally fitted on the shaft end (NDE side)
was removed to guarantee lubrication also when the compressor
was disconnected by the train.
Variable Frequency Drive (VFD) selection
To maintain the operating speed range of the original turbo-
compressor system, a Variable Frequency Drive (VFD) was
needed. The selected VFD for the specific power range needed
has been equipped with a multilevel Voltage Source Inverter
(VSI) with Active front end technology for the following
reasons:
• Line Current Total Harmonic Distortion value are lower
respect LCI technology. This feature is also paramount
considering the active front end side (AFE) of the device
mandatory when using the electric machine as generator.
In addition, AFE reaches unity power factor as standard
and even capacitive power factor as option (VAR
compensation).
• Air gap torque ripple values around 1 % along all
frequency range significantly lower respect LCI
technology. This feature is important for smoother
torsional behavior of the shaft line and with specific
reference to better coupling design and selection.
• The selection of a VSI system is also beneficial in term of
equipment size and reliability features and does not need
a motor winding special design to withstand harmonic
heating.
Rotordynamic and torsional analysis
One of the main key requirements was to maintain the original
turbo-compressor operating speed range, i.e. between 70% and
105% of rated speed. This has been achieved with particular
focus on the rotating equipment lateral analysis, aimed at
validating the proper journal bearings stiffness and damping
characteristics, especially for the electric machine.
For a such wide speed range, coincidences with the 1x and 2x
excitation were unavoidable as shown on the Campbell diagram
of Figure 7. Being well damped resonances, those have been
considered acceptable for a rotordynamic standpoint. To prevent
any risk of vibration and assure a proper separation margin from
critical speed, mitigations actions were taken like: equipment
train alignment procedure guidelines to abate the risk of source
of excitation due to misalignment; the maximum weight and
overhang of the coupling and on the minimum threshold
definition for the foundation stiffness. Besides, through a
dedicated FMEA, specific testing activities at the supplier test
bed premises were identified to validate the overall mechanical
behavior of the first manufactured unit.
8 Copyright © 2023 by ASME and Baker Hughes
The train was then also validated through a dedicated torsional
analysis, aimed at identifying the train natural frequencies and
related modal shapes; in case API safety margins were not met
on the Campbell diagram, a fatigue assessment was then
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performed comparing the tangential stress to the 4% of the
Ultimate Tensile Strength of train materials (as per derived
NAVY MIL-STD 167-1 criterion) and the experimented torque
to the allowable ones. If results did not comply with the
acceptance criterion, given also the strong conservativeness of
the described approach, a further fatigue stress evaluation was
carried out with Goodman diagram analysis. Of course, such
analysis was performed for each operating modes as the
engagement or disengagement of the first or second clutch was a
differentiator on the equivalent torsional shaft (variation on the
polar inertia and on the torsional stiffness) and so on the overall
torsional behaviour. Also the impacts given by potential
two/three phase short circuit scenarios given by the electric
machine were evaluated, validating the selected couplings and
the existing compressor cones in terms of required torque to
transmit with respect to the peak and maximum transient torque.
The torsional analysis also focused also on the torque ripple
component at the motor airgap due to the converter supply
waveform, confirming that no risk of mechanical failure due to
torque ripple was present.
Critical Speed [rpm]
Rated
0.85*MOS MOS MCS 1.15*MCS
Rotation Speed [rpm]
Figure 7. Electric machine lateral analysis (Campbell diagram). (© 2023
Baker Hughes Company - All rights reserved)
To be noted that, even though analytical results showed the
design consistency and the fulfilment of each design
requirements, the study has also identified as further mitigation
actions some special tests to execute at the clutch and electric
machine OEM premises, like the mechanical running test.
Besides, as part of the entire design validation, an on-site test
campaign on the first unit hybrid train was deemed to be
instrumental not only to test the mechanical behaviour (and of
course the overall train performance) but also any tuning of the
VFD switching frequency system that might be necessary to
prevent torque ripple provided by any non-ideal behaviour of
components.
Hybrid Train BOP and auxiliary system
The case study addressed the design of additional auxiliary
systems, which had to be integrated within the existing customer
plant, and the modifications to the existing ones.
To operate in a classified area in compliance with ATEX Zone 1
IIB T3, the electric machine required an air pressurization
system: hence, the scope of supply included a dedicated skid
capable of maintaining the necessary level of pressure inside the
electric machine compensating any air leakage during operation
and guarantee purge operations before each start up.
The electric machine was water-cooled in closed cycle and two
additional air coolers were added to cool down the electric
machine and relevant VFD panel, located in a dedicated new
building along with two dry type transformers in a parallel
configuration. These ensured the conversion of voltage from 20
kV to 9 kV.
An entirely new mineral lube oil console was then conceived to
cover the increased oil consumption of the train and feed both
the existing rotating equipment (the low pressure gas turbine and
the centrifugal compressor) and the clutches and the electric
machine. It was integrated within the compressor baseplate,
where two pumps – the main and the and stand-by one - were
fitted along with an emergency pump. The high-pressure gas
turbine (generator), fed by the synthetic oil, was not impacted by
the modification of the unit.
The compressor dry gas seal panel was relocated on the new
compressor baseplate.
As shown on Figure 8, the two self-synchronizing clutch and the
electric machine were instead placed on another baseplate, which
was deemed to be used – along with the first one - as additional
reservoir to guarantee the required retention time for the
lubricating oil.
With the introduction of additional rotating equipment on the
original train and the choice to keep the existing gas turbine in
its original position, the centrifugal compressor was moved
axially about 9000 mm. The implications were that the suction
and discharge headers design had to be adapted accordingly.
Being the total train length increased, also the modifications to
the existing building had been identified and agreed with
customer to make the integration of the technology solution as
smoothest as possible.
9 Copyright © 2023 by ASME and Baker Hughes
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Original GT Baseplate
Baseplate for the two self
synchronizing clutches and
electric machine
Baseplate for the CC and the
train auxialiaries (lube oil
console and dry gas seal panel)
Figure 8. Arrangement of the hybrid train: original and final train layout.
(© 2023 Baker Hughes Company - All rights reserved)
Decarbonization And Emissions Benefit
In addition to the features described above, also an assessment
on the emission and carbon footprint reduction has been
completed, evaluating all the possible applicable technologies.
Among the different configurations analyzed (e.g. station
electrification, Hydrogen adoption, combined cycle, etc.), the
Mechanical Drive Hybrid GT was selected as the most effective
one. This solution avoided installing an additional train while
ensuring the possibility to leverage on both energy sources,
methane and electricity.
Four scenarios were evaluated:
1. Full Gas: it’s the most convenient solution when cost of
the gas is lower than electricity and there are not CO2
tax in place in that specific country.
2. Helper Mode: it is possible to select an electric motor
with a size of 13MW to use the gas turbine in partial
load, reducing carbon footprint up to 50% and keeping
NOx emissions low. This approach is applied on 70
units in LNG application. Thanks to the adoption of a
self-synchronizing clutch, located between the
compressor and the GT, it will be possible to drive the
centrifugal compressor only with the electric machine.
3. Full Electric: by selecting the electric machine at
23MW, Customer would reach the full compression-
train decarbonization (assuming availability of zero-
carbon footprint power) covering the whole centrifugal
compressor demand. This would represent the
preferable solution vs the other ones, which are not able
to fulfill the whole duty.
On Figure 9 are shown CO2 emissions in different
configurations.

Figure 9. Mechanical Drive Hybrid Gas Turbine decarbonization impacts
under different operating modes. (© 2023 Baker Hughes Company - All
rights reserved)
4. Power Generation Mode: as an alternative to previous
solutions, it could be possible to produce electricity
thanks to the use of the electric machine as Generator.
By doing so, it is possible to produce and share
electricity within the plant or grid when the
compression power request is minimal, thereby
significantly reducing the payback period of this
solution. Moreover, when there is no compression
needed, it is still possible for the Customer to exploit
the gas turbine in its optimal working condition and in
full power generation mode.
For what concerns NOx emission, on all the above scenarios,
PGT25 DLE will be able to fulfill 25 ppmvd NO x emissions
within the entire gas turbine operating range between 70% and
100% nominal load, leveraging on Digital Optimizer features.
Such range could be further extended down to 50% nominal load
upgrading the current gas turbine configuration with a dedicated
emission kit.
7. CONCLUSIONS
Mechanical Drive Hybrid gas turbines represent a relevant
technological improvement for both greenfield and brownfield
applications. Two developed and patented train configurations
have been presented and discussed in terms of pros and cons. A
case study has been outlined to show how the technical design
challenges were addressed to integrate the hybrid solution within
an existing pipeline compressor station. The objective was to
enhance the capabilities of the turbo-compressor train with the
possibility to produce electric power as well, sustaining the local
electric grid when necessary.
10
The hybrid gas turbine technology allows to achieve enhanced
plant flexibility, optimized operations, and carbon footprint
reduction in combination with renewable energy sources, by
using the electric machine both as a motor and a generator. The
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Digital Optimizer is instrumental to efficiently control and
integrate the equipment across different operation modes.
For these reasons, mechanical drive hybrid gas turbines will
contribute significantly, together with hydrogen and power-to-
gas, to the National, European and global emission reduction
strategies, optimizing TSO’s business.
ACKNOWLEDGEMENTS
Authors acknowledge that the content of this paper is based on a
major group effort and it would not have been possible without
the efforts of many people. In particular, they would like to thank
Paolo Curatolo (SNAM), Fabrizio Malvaldi and Tiziano Roma
(Baker Hughes) for their instrumental support and revision of the
paper content.
REFERENCES
[1] M. Santini, M. Baldini, M. Mastroianni, D. Bello, A. Di
Stazio, 2018, “Hybrid Gas Turbine (Gt) Mech Drive”, IGTC18,
Brussels-Belgium
[2] E. Nasini, M. Santini, M. Baldini, S. Amidei, M.
Vaccaro, 2020, “Enhancing Energy Efficiency and Reducing
Greenhouse Gas Emissions through Innovation and Renewables
Integrations”, Pipeline Technology Conference 2020, Berlin,
Germany
[3] Policy Department for Economic, Scientific and Quality
of Life Policies, European Parliament, November 2018, “Sector
coupling: how can it be enhanced in the EU to foster grid
stability and decarbonise?”.
[4] Olczak M. and Piebalgs A., October 2018, “Sector
Coupling: the New EU Climate and Energy Paradigm?”,
Florence School of Regulation.
[5] Directive (EU) 2019/944 of the European Parliament
and of the Council of 5 June 2019 on common rules for the
internal market for electricity and amending Directive
2012/27/EU (recast).
Copyright © 2023 by ASME and Baker Hughes