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Gas Turbine Control

Philosophy
Gas Turbine

Rotating Blow Torch


Designed to Run at the
Ragged Edge of
Self Destruction

C T G
Speedtronic Control System
Control System for Gas Turbine
 Gas turbine is controlled Speedtronic control system
 Control loops includes

Start-up

Acceleration

Speed

Temperature

Shutdown and

Manual Control functions
Speedtronic Control loops
 Major Control loops Secondary control loops
 Start-up Acceleration
 Speed and Manual FSR and
 Temperature Shutdown
 Output of these control loops is fed to a minimum value gate
Display
circuit Fuel

Temperature
Display
FSR
Speed M
Acceleration
I
To Turbine
Rate
Display
N
Start Up

Shut Down

Manual
Speedtronic Control loops
 Fuel Stroke Reference (FSR)
 Command signal for fuel flow

 Controlling FSR
 Lowest of the six control loops
 Establishes the fuel input to turbine @ rate required by system

which is in control

 Only ONE control loop will be in control at anytime.


 The control loop which controls FSR is displayed in operator
friendly CRT.
Startup/Shutdown Sequence and Control
 Startup control brings the gas turbine
 Zero speed up to Operating speed.
 Allows proper fuel to establish
 Flame & Accelerate the turbine in such a manner as to
minimize the Low cycle Fatigue of the hot gas path parts
during the sequence
 Software Sequencing involves
 Command signals to Turbine Accessories, Starting device and
Fuel control system
 Safe and successful start-up
 depends on proper functioning of GT equipment.
 Software Sequencing ensures safe operation of
Turbine
Startup/Shutdown Sequence and Control
 Controllogic circuitry is associated not only with actuating
control devices, but enables protective circuits and obtains
permissive conditions before proceeding.
 Control
settings play a vital role in determining the proper
sequencing.
 Actual site specific control settings are generated by M/s
GEICS,USA.
 Speed detection - by magnetic pickups
 L14HR Zero-Speed (Approx. 0% TNH)
 L14HM Min Speed (Approx.. 16% TNH)
 L14HA Accelerating Speed (Approx. 50% TNH)
 L14HS Operating speed (Approx..95% TNH)
Startup/Shutdown Sequence and Control
 Actual settings of speed relays are listed in Control
specification.

 The control constants are programmed in <RST>


processors EEPROM.

 Always ensure correct site specific, machine specific


control specification.

 Consult your system designer for any queries.


Start-up Control - FSRSU
 Open loop control
 Uses preset levels of fuel command

 Various Fuel levels


 Zero, Fire, Warm-up, Accelerate and Max.

Typical values for Frame-6


 Fire 15.62%
 Warm-up 11.62%
 Accelerate 19.82%
 Maximum 100%

Open Loop Control


Start-up Control - FSRSU
 Startupcontrol FSR (FSRSU) signal operates
through the MIN value gate to ensure other control
functions can limit FSR as required.

FSRSU
FSRACC
FSR
FSRN
FSRT
MIN
FSRSYN
FSRMAN
FSR = FSRSU
Start-up Control - FSRSU
 Speedtronic
Control Start-up software generates
Fuel command signal (FSR).
 SpeedtronicControl Software also sets the MAX
and MIN limits for FSR for Manual Control FSR
[ FSRMIN < FSRMAN < FSRMAX ]
 When Turbine Breaks away (starts to rotate)
 L14HR pick-up
 Starting clutch solenoid 20CS de-energizes
 Shuts down the hydraulic ratchet motor (88HR)
Acceleration Control - FSRACC
 Acceleration control software
 compares the present value of Speed signal with the value at the last
sample time.
 Difference between these two numbers is a measure of acceleration.
 When actual acceleration is greater acceleration reference,
FSRACC is reduced, which reduces FSR, thus reduction in
fuel supply to turbine.
 During startup-acceleration reference is a function of turbine
speed.
 Acceleration control takes over after Warm-up state.
Acceleration Control - FSRACC
 Acceleration
reference is a Control constant
programmed in <RST> EEPROMS

Typical

0.35 %/sec

0.10 %/sec
0% 40% 50% 75% 95% 100%

TNH
Acceleration Control - FSRACC

FSRSU
FSRACC
FSR
FSRN
FSRT MIN
FSRSYN
FSRMAN

FSR = FSRACC
Speed Control - FSRN
 Speed Control System software
 controls the speed and load of the gas turbine generator
 in response to the actual turbine speed signal (TNH) and the called-for speed reference(TNR)

TNH FSRN

TNR
Speed/Load Control
 Speed/Load Reference:
 Speed control software will change FSR in proportion to the
difference the actual turbine generator speed (TNH) and the
called-for reference (TNR)

 Reference Speed (TNR) range


 95% (min) to 107% (max) for a generator drive turbine

 Start-up speed reference is 100.3%.


 This is preset when START signal is initiated.

 Turbine follows 100.3% TNH for synchronization


Speed/Load Control

 Turbine Speed is held constant when Generator Breaker is


closed onto Power grid
 Fuel flow in excess of the necessary to maintain FSNL will
result in increased power produced by the generator.
 Thereby Speed control becomes Load control loop
 Speed Control:
 Isochronous Speed control
 Droop Speed Control
Isochronous Speed Control
TNH FSRNI

TNR

FSRSU
FSRACC
FSRN (or FSRNI) FSR
FSRT MIN
FSRSYN
FSRMAN FSR = FSRN
Droop Speed Control
 Droop Control is a proportional control.
 Any change in actual speed (grid frequency) will cause a
proportional change in unit load.
 This proportionality is adjustable to the desired regulation or
‘Droop’
104 % Droo
p 104%
settin
g
Reference TNR

FSNL
100 %
100 %
Setp
oint
Speed

Full Speed No Load FSR

Rated FSR
Low Speed Stop
95%
Min TNR FSR
Speed/Load Control loop

Raise Rate
Speed Target
Speed Ref. Power
Lower Command
LOG MANUAL
SETPOIINT SETPOINT Primary Os
Speed
Rate Preset
Error

Ememrgency Os
SPEED
CONTROL
Mechanical
Os
Load Raise Rate Speed

Load Ref.
Load Lower Cmd MANUAL
LOG Load Setpoint
SET SET
POIINT POINT
Preset
Load Rate
Speed Control Schematic
SPEED CONTROL <RST>

FSNL

TNR
SPEED
REF.
+ ERROR + FSRN
+
- SIGNAL
TNH
SPEED
DROOP
<RST>
RST>
SPEED CHANGER LOAD SET POINT

MAX. LIMIT
L83SD
RATE
L70R
RAISE
L70L
LOWER
L83PRES MEDIAN TNR
PRESET LOGIC SELECT SPEED
REF.
PRESET

OPERATING
L83TNROP MIN.
MIN. SELECT LOGIC
START-UP
or SHUT DOWN
Synchronising - FSRSYN
 Automatic synchronization software
 Algorithms programmed into <RST> controller and <P> software.
 Bus and Generator voltage are input signals to Protective core <P>.
 Isolation transformers are built into <P> core
 <RST> software drives the synch check and system permissive relays.
 Sequencing and algorithms are programmed into <RST> EEPROM
 <P> hardware and software sends voted command to actual breaker
closure.
Auto Synchronisation

Speed Raise Speed

Speed
Matching
System Lower Speed
requency
Speed
Raise Volts

Generator Volts Voltage


Matching
Lower Volts
System Volts
Synchronising Scheme
<RST>
AUTO SYNCH
PERMISSIVE
Gen Volts
A
A>B
REF B <XYZ>
L83AS AUTO SYNCH
AND
Auto Synch
Permissive
Line Volts
A
A>B
REF B
Calculated Phase within Limits

Calculated slip within Limits

AND L25
Calculated Acceleration Breaker
Close
Calculated Breaker Lead Time
Temperature Control - FSRT
 Temp.Control software/algorithms

limit fuel flow to the turbine to maintain internal operating
temperatures within design parameters of turbine hot gas
path parts.
 Highest
temperature is in the flame zone of
combustion chambers.

TTXM FSRT

TTREF
Firing Temperature
 Firing temperature - temperature of gas as it exits the
first stage nozzle.
 Speedtronic limits this firing temperature.

 Firing temperature is calculated by


 thermodynamic relation ships
 GT performance calculations, and

site conditions
 as a function of Exhaust Temp(Tx) and CPD
fuel
Exhaust temperature (Tx)
Co Isothermal
ns
air tF

C T
irin
gT
em
p(
Lin
ea
ri ze
d )
ISO FIRING TEMP TC
Compressor Discharge Pressure (CPD)
Firing Temperature
 Firing temperature can also be approximated as
 a function of Tx and Fuel flow (FSR) and
 as a function of Tx and Generator MW output
 Line of constant firing temperature are used in control software to
limit the gas turbine operating temp
 whereas the constant exhaust temperature limit protects the
exhaust system during start-up.

Exhaust temperature (Tx)


TA TB TC
Co Isothermal
ns
tF
ir in
gT
em
p(
Lin
ea
ri ze
d)
TA > T B > T C
Fuel Stroke Reference (FSR)
Exhaust Temp control software
 Series of application programs written to
 perform critical exhaust temperature control and monitoring.
 Major function is
– Exhaust temperature control.

 Software is Programmed for


 Temperature control command

 Temperature control bias calculations

 Temperature reference selection.


Temperature Control Schematic <RST>

If ONE Controller should fail, this TTXDR TTXD2 To Comb.


TTXDS SORT
rogram ignore the readings from the HIGHEST Monitor
TTXDT TO
ailed Controller. TTXM is based on LOWEST

emaining controllers thermocouples.


Alarm will be generated REJECT
REJECT
HIGH AVERAGE TTXM
LOW
<RST> AND REMAINING
QUANTITY TC’s
LOW
Temp Control Ref
of TC’s Used
CORNER
Temperature Control <RST>
-
CPD -
+ FSRMIN
+
FSRMAX
SLOPE

SLOPE TTRXB
MIN.
MEDIAN
FSRT
SELECT +
FSR + - TTXM + SELECT
-
- + +

CORNER GAIN
FSR
ISOTHERMAL


The temp-control-command program in <RST> compares the exhaust temp control setpoint
(calculated in the temp-control-bias program and stored in computer memory) TTRXB to the
TTXM value to determine temp error. The software program converts the temp error to a FSRT
Temperature Control Bias program
DIGITAL TT
COMPUTER
INPUT Kn TT
DATA MEMORY _B Kn
_M

Exhuast Temperature
TTKn_K
SELECTED
TTKn_I Isothermal
TEMPERATURE
TEMPERATURE CONTROL COMPUTER
REFERANCE BIAS MEMORY TTKn_C
TABLE PROGRAM
FS
CP R
D BI
BI AS
AS

CONSTANT
STORAGE

CPD
FSR
Temperature Control Bias Exhaust Temp Control Setpoints
Temp control Bias program calculates the Exhaust  TTKn_C (CPD bias corner) and TTKn_S (CPD bias slope)
temp control setpoint TTRXB based on CPD data are used with the CPD data to determine the CPD
stored in computer memory and constants from the bias exhaust temperature setpoint.
selected temp-reference table.  TTKn_K (FSR bias corner) and TTKn_M (FSR bias slope)
This Program also calculates another setpoint based are used with the FSR data to determine the FSR
on FSR and constants from another temperature- bias exhaust temperature setpoint.
reference table.  Program also selects isothermal setpoint
Final temp control Ref=MIN(FSR bias, CPD bias, Isothermal setpoint (TTKn_I)
Temperature Control Bias Program
 This Program selects the minimum of the three set points, CPD bias, FSR bias, or isothermal
setpoint for the final exhaust temperature control reference.
 During normal operation with Gas or light Distillate fuels, this selection results in a CPD bias control
with an isothermal limit.
 CPD bias setpoint is compared with the FSR bias setpoint by the program and an alarm occurs
when the CPD setpoint exceeds the FSR bias setpoint.
 During normal operation with Heavy fuels, FSR bias setpoint will be selected to minimize the
turbine nozzle plugging on firing temperature.
 FSR bias setpoint is compared with CPD bias setpoint and an alarm occurs when the FSR bias
setpoint exceeds the CPD bias setpoint.
 A ramp function is provided in the program to limit the rate of setpoint change. Both Max
(TTKRXR1) and Min (TTKRXR2) change in ramp rates (slopes) are programmed.Typical rate
change limit is 1.5deg F.
 The output of this ramp function is the Exhaust temp.control setpoint which is stored in the
computer memory.
Temperature Reference Select Program
 Exhaust temperature control function selects control set points to
allow GT operation at firing temperatures.
 Temperature-control-select program determines the operational
level for control set points based on Digital input information
representing temperature control requirements.
 Three digital input signals are decoded to select one set of
constants which defines the control set points necessary to meet
the demand.
Selected
Typical digital signals are Digital Temperature Temperature
BASE SELECT, Input Data Reference Reference
PEAK SELECT and Select Table
HEAVY FUEL SELECT

• When appropriate set of constants


are selected they are stored in the Temperature
Constant
Reference
selected-temperature-reference Storage
Select Program
memory.
Fuel Control system
 Turbine fuel control system will change fuel flow to the combustors in response
to the fuel stroke reference signal(FSR).
 FSR actually consists of two separate signals added together.
FSR = FSR1 + FSR2
FSR1 = Called-for liquid fuel flow
FSR2 = Called-for gas fuel flow
 Standardfuel systems are designed for operation with Liquid fuel
and/or gas fuel.
Servo Drive System
Servo drive System
 The heart of Fuel Control System
 3 coil Electro Hydraulic Servo Valve
 Servo valve is the interface between the electrical and
mechanical systems
 Servo valve controls the direction and rate of motion of a
hydraulic actuator based on the input current to the servo.
 Servo valve contains three electrically isolated coils on the
torque motor.
 Each coil is connected to one of the three controllers
<RST>, thereby redundancy is ensured if one of the
controller fails.
 A null-bias spring positions the servo so that actuator
goes to the fail safe position when ALL power and/or
control signal is lost.
Liquid Fuel System
 Liquid Fuel system consists of
 Fuel handling components
– Primary fuel oil filter (low pressure)
– Fuel oil stop valve - Fuel pump
– Fuel bypass valve - Fuel oil pressure relief valve
– Secondary fuel oil filter (High pressure)
– Flow dividers - Combined Selector valve
– False start drain valve - Fuel lines & fuel nozzles
 Electrical Control components
– Liquid fuel press sw (upstream) 63FL-2
– Fuel oil stop valve limit sw 33FL
– Fuel pump clutch solenoid 20CF
– Liquid fuel pump bypass valve Servo valve 65FP
– Flow divider magnetic pickups 77FD-1,2,3 and
– Speedtronic Control cards TCQC and TCQA
Liquid Fuel System P&ID
<RST> FQ1
FSR1 <RST>

FQROUT <RST>
TCQA
TNH TCQA
L4 TCQC PR/A
Flow
L20FLX
Divider
Typical
By-pass Valve Asm 77FD-1 Fuel Nozzles
65FP
Combustion
Chamber
63FL-2 Diff Press
Guage
Conn.For Purge
When Required
Fuel
Stop OFV
AD
Valve
VR4
OF
Main Fuel Pump
Atomizing
Air False Start
33FL Accessory 77FD-2 Drain Valve
Gear Chamber OFD
Drive To Drain
77FD-3
OLT-
Control
Oil
Fuel oil Control - Software
 Control system checks the permissive L4 and L20FLX to allow FSR1
for closing the Bypass valve (closing bypass valve sends fuel
to the combustors)
 These signals control the opening and closing of the fuel oil stop valve.
 Fuel pump clutch solenoid (20CF) is energised to drive the pump when
the Stop valve opens.
 Fuel splitter algorithm ensures requisite FSR when FSR1 is active

 FSR1 is multiplied by TNH - to make it a function of speed (an


important parameter of Turbine)
 to ensure better resolution at the lower, more critical speeds where air
flow will be low.
 Net result is FQROUT- a digital liquid fuel flow command
 At Full speed, TNH does not change
Therefore FQROUT ~~ FSR
Fuel oil Control - Software
 Analog signal is converted to digital counts and is used in the
controllers’ software to compare to certain limits as well as for
display in CRT.
 The checks performed by software program
 L60FFLH - Excessive fuel flow on start-up
 L3LFLT - Loss of LVDT position feedback
 L3LFBSQ - Bypass valve is not fully open when the stop valve
is closed
 L3LFBSC - Servo Current is detected when stop valve is closed
 L3LFT - Loss of flow divider feedback
(L60FFLH persists for 2 sec and this fault initiates trip, L3LFT also initiates trip
during start-up)
Fuel Gas System
 Fuel gas is controlled by

Gas Speed ratio/stop valve (SRV)

Gas Control Valve (GCV)
(Both are servo controlled by signals from Speedtronic control panel and
actuated by spring acting hydraulic cylinders moving against spring-
loaded valve plugs)
 GCV controls the desired gas fuel flow in response to the
FSR command signal.
 SRV is designed to maintain a predetermined pressure (P2)
at the inlet of the GCV as a function of turbine speed

P1
P P3
2
Fuel Supply
SRV GCV To Turbine
Fuel Gas System
 Gas Fuel System consists of
 Fuel handling components
– Gas Strainer - Speed Ratio/Stop Vlv assembly
– Control valve assembly - Dump valves
– Three pressure gauges -
– Gas manifold with ’pigtails’ to respective fuel nozzles
 Electrical control components
– Gas supply press sw 63FG - Fuel gas press xducer(s) 96FG
– Gas fuel vent sol valve 20VG -LVDTs 96GC-1,2 & 96SR-1,2
– Electro hydraulic servo vlv 90SR & 65GC
– Speedtronic control cards TBQB and TCQC
Fuel Gas System P&ID
FPRG TCQC TCQC TCQC
POS1
POS2 SPEED RATIO FSR2 GAS GAS CONTROL
VALVE CONTROL CONTROL VALVE POSITION
FPG
VALVE SERVO FEEDBACK

TBQB 96FG-2A
96FG-2B
96FG-2C
20
TRANSDUCERS
VG
VENT
COMBUSTION
CHAMBER
63FG-3 Gas
Stop Control
Ratio Valve
Valve
GAS
P2

LVDT’S LVDT’S
96SR-1.2 TRIP 96GC-1.2 GAS
MANIFOLD
Vh5-1 Dump Relay
90SR SERVO 90GC SERVO

Hydraulic Supply
Gas Control Valve
 Gas Control Valve
 GCV position is proportional to FSR2
(Actuation of spring-loaded GCV is by a hydraulic cylinder controlled by an Electro-
hydraulic servo valve)
 GCV will open only when permissive L4, L20FGX and L2TVX (purge
complete) are true.
– Stroke of the valve is proportional to FSR

OFFSET
<RST>
GAIN
FSR2 <RST>
L4 TBQC
HI
L3GCV SEL

FSROUT Analog
I/O
FSR2 goes through Fuel splitter algorithm.
TCQC converts FSROUT to an analog signal. GCV
GAS
GCV stem position is sensed by LVDTs and P2
GCV Position Loop
fed back to an op-amp on TCQC card to compare Calibration
with FSROUT input signal at summing junction.

Position
LVDT
LVDT’S
Op-amp on TCQC converts error signal and sends 96GC -1,-2
Servo
to servo valve to drive GCV accordingly. Valve
FSR
Speed Ratio/Stop Valve
TNH
 It is dual function valve <RST> <RST>
(It serves as a pressure regulating valve to hold a GAIN

desired fuel gas pressure ahead of GCV) + FPRG D


OFFSET -
A
 As a Stop Valve L4 FPG

- integral part of protection system L3GCV HI


SEL
 Speed Ratio/Stop Vlv has Two control loops POS2

 Position loop similar to GCV

 Pressure control loop


• Fuel gas pressure P2 at the inlet of GCV is 96FG-2A
96FG-2B
96FG-2C

controlled by the pressure loop as a function of SRV


turbine speed (in proportion to the turbine speed GAS Analog
96SR-1,2 I/O
TNH) to become Gas fuel press Ref FPRG LVDTs Module TBQB
Op Cyl
• TCQC card converts FPRG to analog signalP2 Posn
(FPG) is compared to the FPRG and the error Dump
Relay
signal is in turn compared with the 96SR LVDT Trip Oil
feedback to reposition the valve as in GCV loop Servo
Valve SRV Pres Calibration
– During a trip or no-run condition, a posive voltage Hydraulic
Oil
bias is placed on servo coils holding them in the P2
“valve closed” position
TNH
P2 = (FPKGNG x TNH) + FPKGNO
GCV & SRV schematic
GAS FUEL CONTROL VALVE

GAS
GAS FUEL REFERENCE CONTROL FQROUT
VALVE SERVO GAS CONTROL VALVE
OUTPUT OUTPUT COMMAND

GAS CONTROL VALVE POSITION

GAS RATIO VALVE CONTROL

GAS
SPEED REQUIRED PRESSURE
CONTROL
VALVE`
OUTPUT SPEED RATIO VALVE
MIDVALVE GAS FUEL PRESSURE SERVO COMMAND
OUTPUT

SPEED RATIO VALVE POSITION


Duel Fuel Control
 Turbines
designed to operate on both liquid and gaseous fuel
systems are equipped with Control software accordingly.
 Control software performs the following:
– Transfer of one fuel to other on command
– Allow time for filling lines with the type of fuel to which turbine operation is being
transferred.
– Mixed fuel operation
– Operation of liquid fuel nozzle purge when operating totally on gas fuel.
 Software programming involves:
 Fuel splitter
 Fuel transfer- Liquid to Gas
 Liquid fuel purge
 Fuel transfer-Gas to Liquid
 Mixed fuel operation logics and algorithms
Fuel splitter - software
 FSR is splitter into two signals FSR1 & FSR2 to provide
dual fuel operation. <RST>
FUEL SPLITTER L84TG
A=B Total Gas
FSR is multiplied by the liquid fuel
L84TL
fraction FX1 to produce FSR1signal MAX.LIMIT A=B Total LIQ
MIN.LIMIT
L83FZ
FSR1 is then subtracted from the Permissives MEDIAN
SELECT
FSR signal to generate FSR2 signal
RAMP
Rate
L83FG
Gas Select
L83FL
Liquid Select
FSR = FSR1 + FSR2 LIQ Ref
FSR1
FSR
FSR2
GAS Ref
Fuel Transfer - Liquid to Gas, Gas to Liquid
Fuel transfer from Liquid to Gas Transfer from Full Gas to Full Liquid
FSR2
GT running on Liquid (FSR1) and GAS transfer
selected.

STI NU
FSR1 will remain at its initial value, FSR1

FSR2 will step-up to slightly greater than PURGE TIME


SELECT DISTILLATE
Zero value (0.5%). This opens the GCV
slightly to bleed down the inter valve volume. Transfer from Full Liquid to Full Gas.
FSR1
The presence of a high pressure than that
required by the SRV would cause slow

STI NU
FSR2
response in initiating gas flow.
After delay of 30 sec to bleed down the P2 PURGE TIME
SELECT GAS
pressure and fill the gas supply line, the
Transfer from Full Liquid to Mixture.
software program ramps the fuel commands FSR1
FSR2 to increase and FSR1 to decrease at
a programmed rate through median select
STI NU

FSR2
gate. Fuel transfer completes in 30 sec.
PURGE TIME
SELECT GAS SELECT MIX
Fuel Control System
 Liquid fuel Purge
 To prevent the coking of the liquid fuel nozzles
 Mixed fuel Operation
 Gas Turbine can be operated on both GAS & LIQ in any
proportion when operator choses to be on MIX mode.
 Limits of fuel mixture are required to ensure proper combustion,
gas fuel distribution and gas nozzle flow velocities.
 % of gas flow must be increased as load is decreased to maintain
the minimum pressure ratio across the fuel nozzle.
Modulated Inlet Guide Vane System
 IGV system
 Bang-Bang type (2 position)
 Modulated
 IGV modulates during
 acceleration of turbine at rated speed.,
 loading and unloading of the generator
 deceleration of gas turbine
 IGV modulation maintains
 proper flows and pressures, and thus the stresses in the compressor.
 Maintains minimum pressure drop across fuel nozzles
 in Combined cycle operations maintains high exhaust temperatures at low
loads.
Modulated Inlet Guide Vane Control
IGV Operation: <RST> <RST>
CSRGV CSRGV IGV D/A
CSRGVOUT
REF
During start-up IGV is fully closed (34º) HIGH
SELECT
from 0% to 83% of corrected speed.
Analog
I/O

Turbine speed is corrected to reflect the air


conditions at 80ºF, this compensates
for changes in air density as ambient conditions HM 3-1
CLOSE
change. HYD.
SUPPLY
I FH6 O R P OPEN
At Amb.Temp >80ºF TNHCOR < TNH N -1 U
T
At Amb.Temp <80ºF TNHCOR > TNH
90TV-1
2 1
A OLT-1
Above 83% IGV open at 6.7º per % increase in C TRIP OIL
TNHCOR.
VH3-1

IGV open to minimum full speed angle 57º and D C2


stop opening at 91% TNH OD
ORIFICES (2)
Inlet Guide Vane Operation
By not allowing the guide vanes to close to an angle less than than
the min full speed angle at 100%TNH, a min press drop is maintained
across the fuel nozzles, thereby lessening combustion system
resonance.
Fuel Open Max. Angle
For Simple Cycle operation

IGV ANGLE - DEG (CSRGV))


IGV move to full open position at pre-selected
Combined
exhaust temperature,
Cycle
usually 700ºF. Simple Cycle (TTRX)
(CSKGVSSR)
For Combined Cycle operation,
IGV begins to move to full open pos. MIN Full Speed Angle

as exh.temp approaches Temp. Startup


Program
Control ref. temperature Region Of Negative
5th Stage Extraction
(Normally IGVs begin open when Tx is within Pressure
30ºF of temp control Ref.)
0 100
100
Corrected Speed -% 0
(TNCHOR) FSNL BASE LOAD
EXHUAST TEMPERATURE
IGV Control Schematic

Temp. Control IGV Position


Feedback

Servo IGV
Temp. Control Inlet Output Command
Reference
Guide
IGV Reference
Manual
Vane
Compressor
Inlet Temp. Command Ref.
IGV
Part IGV Part Speed Ref.
Speed
Speed Ref.
Wet Low NOx Control
Gas dP
Gas Press Gas Gas Fuel Flow
Flow Basic
Gas Temp Injection Flow
Liq Fuel Flow Required
+
Injection Injection Dead band
Humidity Flow Flow
_ Controller Lower
Injection Flow
Power Augmentation

Flow

Water Flow

Injection
Steam Select Flow
Steam Press Steam
Flow
Steam Temp