XXI.

FURNACE SAFEGUARD SUPERVISORY

SYSTEM (FSSS)

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Contents
1.

INTRODUCTION

2.

ABOUT THE SYSTEM

3.

ARRANGEMENT OF SYSTEM

4.

FIELD EQUIPMENTS

5.

LOGIC DRAWINGS: FUNCTIONS OF FSSS

FIG. XXI - 1 ORGANISATION OF FSSS LOGIC

FIG. XXI - 2 ARRANGEMENT OF FURNACE SAFE GUARD
SUPERVISORY SYSTEM
FIG. XXI - 3 TYPICAL CORNER ARRANGEMENT FOR A
TANGENTIALLY FIRED SYSTEM
FIG. XXI - 4 HYDRAMOTOR VALVE (TYPICAL)
FIG. XXI - 5 HYDRAMOTOR VALVE ACTUATOR
(TYPE TRAVEL LIMIT)
FIG. XXI - 6 TRIP VALVE (TYPICAL)
FIG. XXI -7 SCHEMATIC PIPING AND WIRING DIAGRAM
OIL IGNITOR
FIG. XXI - 8 LOGIC SYMBOLS
FIG. XXI - 9

FURNACE PURGE SUPERVISION

FIG. XXI - 10 AIR AND FLUE GAS SYSTEM

(BOILER PURGING PATHS)
FIG. XXI-11 IGNITOR AIR SYSTEM SCHEMATIC ARRANGEMENT
FIG. XXI-12 IGNITOR FUEL PIPING ARRANGEMENT
FIG. XXI - 13 IGNITOR ON - OFF CONTROL & SUPERVISION
(IGNITOR TRIP VALVE CONTROL)
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FIG. XXI - 14 IGNITOR ON-OFF CONTROL & SUPERVISION

(IGNITOR CONTROL)
FIG. XXI - 15 IGNITOR ON-OFF CONTROL & SUPERVISION
(IGNITOR FAN CONTROL)
FIG. XXI - 16 A PAIR START PHILOSOPHY
FIG. XXI - 17 TYPICAL WARM-UP FUEL PIPING & CORNER GUN
NOZZLE VALVES ARRANGEMENT
FIG. XXI-18 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION
(WARM-UP TRIP VALVE CONTROL)
FIG. XXI - 19 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION
(WARM-UP FUEL START - STOP CONTROL)
FIG. XXI - 20 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION
(CORNER MONITORING)
FIG. XXI - 21 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION
(CORNER MONITORING )
FIG. XXI-22 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION
(SCAVENGE CYCLE)
FIG. XXI-23 PULVERIZER SYSTEM (PRESSURISED) SCHEMATIC
ARRANGEMENT
FIG. XXI - 24 PULVERISER ON-OFF CONTROL & SUPERVISION
(PULV. DISCHARGE GATE CONTROL)
FIG. XXI - 25 PULVERIZER ON-OFF CONTROL & SUPERVISION
(PULV. IGNITION PERMISSIVES)
FIG. XXI - 26 PULVERIZER ON - OFF CONTROL & SUPERVISION
(PULV. READY PERMISSIVES)
FIG. XXI - 27 PULVERIZER ON-OFF CONTROL & SUPERVISION
(PULV. ON-OFF CONTROL)
FIG. XXI - 28 PULVERIZER ON-OFF CONTROL & SUPERVISION
(HOT AIR GATE OPEN - CLOSE CONTROL)
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FIG. XXI - 29 PULVERIZER ON-OFF CONTROL & SUPERVISION

(FEEDER START - STOP CONTROL)
FIG. XXI - 30 SECONDARY AIR DAMPER CONTROL
FIG. XXI - 31 FLAME SCANNER INTELLIGENCE
(SCANNER FAN CONTROL)
FIG. XXI - 32 FLAME SCANNER INTELLIGENCE
(SCANNER OUTPUT INDICATION)
FIG. XXI - 33 FLAME SCANNER INTELLIGENCE
(FLAME FAILURE TRIP)
FIG. XXI - 34 BOILER TRIP PROTECTION

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XXI. FURNACE SAFEGUARD SUPERVISORY

SYSTEM (FSSS)
1.

INTRODUCTION
Todays steam generators are larger In size, have more sophisticated firing systems, are more
expensive and are more vital to the power grid system than earlier generators. These trends
have necessitated a co-ordinated fuel burner Management system. Throughout the world,
almost all major manufacturers of steam generators have developed a burner management
system typical of their design of the steam generator. The typical system developed and offered
with all BHEL (T) steam generators is popularly called Furnace Safeguard Supervisory System
or, in short, FSSS.
Generally, furnace oil or any kind of fuel is susceptible to explosion hazards. It has been
established that the majority of explosions occur during start-lip, shut-down and low load
operations.
The Multiplicity of operating steps required for admitting a fuel to a furnace safely and properly,
leave considerable latitude for operator error -if left to his judgement. Adequacy of ignition
energy is an important factor which should not be left to operator interpretation. For high
capacity boilers where the fuel input rate is also high, major furnace explosions can result
from the ignition of unburnt fuel accumulated in the first 1 to 2 seconds. Therefore, it is
apparent that human reaction time will be inadequate under circumstances where there is a
need for an instantaneous decision. All the above facts point towards the need for a Burner
Management System.

2.

ABOUT THE SYSTEM

BHEL (T) offers FSSS for utility boilers (capacity of 110, 200 and 210 MW) and for chemical
recovery boilers. Based on customers specific requirements, the FSSS can be supplied to
other capacity boilers also.
The system manufactured by BHEL, at present, is basically a relay logic system, employing
mainly electromagnetic components.
The system is basically a digital control system and not an analogue combustion control
system, which is used for controlling the rate of fuel input to the boiler.
Even though the system is basically relay logic, the following items used in the system employ
solid state circuitry :
(a)

Flame scanner system unit, and

(b)

Coal flow alarm unit.

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2.1

Design

The system design has been developed to offer maximum protection, minimum nuisance
trips, minimum power consumption and maximum life for the components used.
The logic is functionally divided into unit logic, elevation logic and corner logic (Refer
Figure XXI-1).
Unit logic supervises the overall furnace conditions. It monitors all critical parameters of the
fuel firing system and supervises furnace purge. During the operation of the boiler, the unit
logic continuously monitors critical feedbacks to ensure maximum safety and trips off all
fuel, if dangerous conditions build up.
The elevation logic is an intermediate logic which depends on the operator or the unit logic
for initiation of start or stop actions. In addition, it also provides essential trip commands to
the corner logic. The elevation logic is designed to suit the type of fuel it controls.
For example, if the elevation logic is designed for a pulverised fuel, the logic elements will
be designed to suit that particular type of pulveriser and its associated equipment like feeder
hot air gate, etc. Also since the pulveriser outlet directly feeds the coal nozzles in the four
corners without any remote shut-off devices for each corner, there will not be any corner
logic for this fuel.
However, in case of oil firing, the corner sequencing, etc., are performed by the respective
elevation logic and, therefore, the elevation logic should be designed to include commands
and feedback from corner logic sections. In general, the elevation logic receives commands
from the unit logic or the operator as to when to start, shut down, or trip the elevation.
Besides, this, the elevation logic will provide feedback to the unit logic on actions taken by
the elevation logic.
The corner logic depends on elevation logic commands for initiation of an action. During
manual operation, the corner logic computes its own permissives based on ignition energy
availability, status of various corner devices and other factors for sequencing of individual
fuel, air, or steam valve operations. In the case of oil firing, the logic performs an oil scavenge
cycle before the gun is allowed to retract. However, emergency trip signals, originating in
unit logic and transmitted via elevation logic, will bypass corner logic permissives and cause
immediate closure of fuel valves.
The logic system is designed to operate on two different types of power supplies namely,
alternating current and direct current. The D.C. source is normally taken from the station
battery which is a reliable source. In the case of A.C., the source is backed up by power
taken from an independent feeder, with a changeover system to change power from one
source of A.C., to another source of A.C. within a Maximum time of 0.5 seconds.
In case of loss of A.C., the trip function is accomplished by D.C. logic components where a
fuel trip valve or a coal pulveriser is tripped by D.C. power. But, if loss of D.C. is detected,
the signal is relayed directly to the elevation logics because the unit logic trip is on D.C. and
therefore, incapacitated. In such a case, the corner fuel supply valves are closed, or the coal
feeder stopped by A.C. power. The loss of power trip is delayed by two seconds, to allow for
overriding power dips and transients of short durations.
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2.2

Hardware

The intermediate logic is the link between the sensing elements and field shut-off devices. In
the design of FSSS, all components are so oriented that they are fail-safe, as far as possible. In
addition, two logic channels are employed and operated on different power supplies for
redundant fuel tripping. The components used in the logic system include pneumatic timers
with on and off delay, latch relays, control relays, etc. Latch relays are extensively used as
retentiva memory circuits so as to minimise the power consumption of the logic panel and, at
the same time, increase the life of the components.Power distribution is on an elevation basis
and, includes monitoring facilities.
To the extent possible, miniature circuit breakers are used in the circuitry to overcome the
costly process of changing blown out HRC fuses.
The wiring is done with flexible stranded wire runs through plastic wire ducts. This facilitates
easy tracing of connections, especially during maintenance. The terminations of the wires are
made through crimping lugs of ring type so as to ensure a perfect connection. Also the terminal
blocks are of clamp type, which are again located at the bottom of the panel in each section.
All terminal blocks are properly identified by numbers.

3.

ARRANGEMENT OF SYSTEM
The FSSS basically consists of the following major parts : (Refer Figure XXI-2).
i)

Logic cabinet.

ii)

Console insert.

iii)

Secondary air damper control panel.

iv)

Mill panel.

v)

Field equipments.

vi)

Customer-supplied interface equipments.

3-1

Logic Cabinet

The heart of the system is this logic cabinet which includes all the logic hardwares. For a
typical relay logic system, this includes the control relays, latch relays, time delay relays,
programme timers, flame scanner amplifier system, panel distribution and miniature circuit
breakers or fuses, all prewired to terminal blocks.
The cabinet itself is arranged, according to the boiler wind box configuration into unit section
and elevation sections. The cabinet is a blind cabinet with no indicating devices mounted
outside the cabinet. The cabinet is provided with a number of doors, both at the front and rear,
for standard types of logic cabinets. The doors which are of a removable type, can be lifted
from the hinge and kept separately when major maintenance work is involved. The cabinet is
provided with interior illumination controlled by switches operated by the doors. This way, as
soon as a door is opened, that particular section illumination is switched on to illuminate the
area.
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The cabinet is constructed out of sheet steel of a minimum thickness of 14 SWG. The cabinet
contains a number of panels located inside on which the control components are mounted.
The inside panels are hormally constructed of 10 SWG sheet steel. Each section has two
doors at the front and two doors at the rear. The number of sections are bolted together.
The components are arranged unit-wise and elevation-wise to facilitate location of components
quickly. Also, the components are grouped according to their categories, types, size, etc., and
are mounted in the ascending order of their wiring diagram numbers. With these arrangements,
location of a particular component is made very easy. The cabinet is provided with removable
gland plates at the bottom or external cable connections.
3.2

Console Insert

The console insert contains all the pushbuttons and indicating lamps. Illuminated push-buttons
of miniature type are used to reduce the size of the console insert. All these illuminated
push-buttons are pre-wired to multipin type circular cable connectors which are located at the
rear of the console insert. The console insert has about 12 to 16 screws for fixing the whole
insert on the control desk supplied by the customer. Since the console insert contains command
as well as feedback information about the various fuel shut-off devices, the recommended
location of this insert is near the combustion control System equipment on the control desk.
A set of prefabricated cables Is supplied for connecting the console insert and the logic cabinet.
The cables contain circular multipin, connector plugs on both the ends to match the console
insert receptacle on one side and to match the logic cabinet receptacle on the other side. The
cables are Identified by cable designations so as to avoid wrong connections. Further, the
adjacent receptacies have different rotation guidings which will eliminate wrong insertions
of plugs from the nearby cables. The connectors are also polarised to avoid Improper Insertion
of the plug to the receptacle. All these ensure quick and correct connection of the console
insert to the logic cabinet.
3.3

Secondary Air Damper

Panel

Figure XXI-3 shows the arrangement of a corner of a typical tangential fired boiler. The
figure shows a number of dampers located at various elevations of fuel compartments and
dampers in between fuel compartments. These dampers are required to modulate as a function
of certain process variables.
The various dampers are divided into two main classifications, depending on the type of
modulation they are required to perform.
Those dampers which regulate air surrounding a fuel compartment are termed Fuel Air
Dampers whereas those dampers which regulate air adjacent to a fuel compartment are termed
Auxiliary Air Dampers .
The main philosophy of control is that auxiliary air dampers are modulated to maintain a
fixed differential pressure between the wind box and the furnace, whereas the fuel air dampers
are modulated in proportion to the rate of fuel fired in that elevation. The auxiliary air dampers
in all the elevations and corners are group-controlled in proportion to the wind box furnace
differential pressure.

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The fuel air dampers of all tour corners of one elevation are group-controlled in proportion to
the rate of fuel fired in that elevation.
Besides the above analogue control, certain digital controls are transmitted from the FSSS
logic cabinet to the Secondary Air Panel to command a group of dampers, or all the dampers,
to fully open, or fully close, or open partly, depending on the conditions prevailing at that
time. For example all the dampers are commanded to fully open when both the Forced Draft
fans are tripped. A particular elevation of fuel air dampers are closed fully when there is no
firing in that elevation. One, elevation of auxiliary air dampers is fully closed when both the
fuel compartments served by that auxiliary air compartment are idle and the boiler load is
greater than 30 per cent. In other words, when fuel firing is not present in the adjacent elevations,
and when the boiler load is greater than 30 per cent, the in-between auxiliary air damper can
be fully closed.
All these command signals are generated In the logic cabinet and are transmitted to the
Secondary Air Damper panel to override the analogue control.
All the controllers, digital, analogue, transfer components, etc., which are mounted on
Secondary Air Damper panel Eire pre-wired and tubed to outgoing terminal blocks and
bulk-head fittings respectively.
BHEL supplies Hand/Auto stations as part of the Secondary Air Damper panel. These Hand/
Auto stations are normally mounted on the front of the panel and supplied as a unit. However,
depending on customers specific request, these can be supplied as loose items which can be
mounted on the customers control desk. The dampers are actuated by pneumatic power
cylinders with positioners. These power cylinders are Mounted on the wind box at different
elevations near the dampers. Instrument air is required for these power cylinders and for the
secondary air panel, if the panel is a pneumatic control panel.
3.4

Mill Panel

Raw coal from the bunker is fed to the mill through the raw coal feeder for pulverising. The
flow or lack of flow of coal to the mill is to be monitored so as to give an alarm when there is
no coal flowing to the mill and also when there are other interlocks. This is performed by the
Coal Flow Alarm.
When coal is pulverised in the mill, depending on the quantity of coal being ground the mill
may either be overloaded or it may be running at no-load condition. This loading of the mill
is to be monitored for interlock purposes.
The above functions are performed by the coal flow alarm circuit and a pair of current relays.
The Mill overloading is detected by a current relay which is termed as High Current Relay .
The mill no-foad condition is detected by a current relay which is termed as Low Current
Relay .
These current relays are connected in series with the current transformer, provided by the
customer for the Mill Motor power supply. The Coal Flow Alarm, High Current Relay and
Low Current Relay for all the mills of one boiler are Mounted Inside the mill panel and are
pre-wired to terminal blocks. The functions of the coal flow alarm and the two current relays
will be clear when dealing with the logic diagrams.

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4.

FIELD EQUIPMENTS
Under the above heading, we have the field-mounted shut-off devices and signal transmitters.
The field-Mounted shut-off devices include:
i)

Nozzle valves.

ii)

Header trip valves.

iii)

Gun advance/retract mechanism.

iv)

Pulveriser discharge valve.

v)

Hot air gate.

vi)

Secondary air damper drive.

vii)

Ignitor cabinet.

viii) Flame scanner head assembly.

ix)

Local gun maintenance switch box.

x)

Signal initiating devices.

4.1

Nozzle Valves

Nozzle valves consist of fuel nozzle valves, atomising nozzle valves and gun scavenge valves
which are provided with a special type of valve called Hydrometer valve (Refer Figure
XXI-4). The hydrarnotor valve consists of two components, the actuator and the valve body.
The actuator is basically of an electro-hydraulic type designed for use with the valve. The
power unit of this compact, self-contained actuator is immersed in oil and, sealed. The housing
is a cast structure containing the power unit, actuating cylinder, limit switch assembly, terminal
block and internal return spring. A direct drive electric motor powers the hydraulic pump
which supplies fluid to the actuating cylinder. The power is sufficient to move the piston to its
full travel position, when the piston rod reaches full travel, an integral switch cuts off the
pump Motor. The actuator is held in the full travel position by an electromagnetic relief valve
which holds hydraulic pressure against the piston.
When the electromagnetic relief valve is opened by energising the same, the piston is
de-pressurised and the spring loaded piston returns the actuator to its original position.
Figure XXI-5 shows the various parts mentioned above, and the position of the piston.
For opening the valve, the motor Marked M is energised from the FSSS logic panel. The
motor powers the hydraulic pump and pressurises the bottom portion of the cylinder by pumping
oil, and thereby moving the piston upwards against the force of the spring located at the top of
the piston. The position movement opens the Main fuel valve. The Motor is automatically
switched off by the travel-limit switch, when once the piston travel reaches a position
corresponding to the full open position of the valve.
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During this operation, the electromagnetic relief valve is in a de-energised position, keeping
the electromagnetic valve in the close position. The pressure in the cylinder maintains the
fuel valve in the open position. For closing the fuel valve, the electromagnetic relief valve is
energised from the FSSS logic cabinet. When this is done, the cylinder is de-pressurised and
the spring at the top of the piston forces the stem downwards to close the valve.
The motor is a single-phase Motor operating on 110 Volts AC, 50 Hz supply from the FSSS
cabinet. The electromagnetic relief valve also operates on 11OVolts AC, 5OHz supply from
the FSSS cabinet.
One of the salient features of this valve is a slow-opening and quick-closing facility available
in the actuator. The oil from the pump enters the bottom cylinder through a needle valve,
different opening times for valve can be achieved within the range of the needle valve.
These valves are of the stay-pot type i.e., on loss of electrical power, the valves maintain the
position occupied before the loss of power.
4.2

Header Trip Valves

The header trip valves are of the solenoid assisted, air operated type (Refer Figure XXI-6.
The solenoids are powered by 220V DC supply from the FSSS cabinet. The trip valves can be
opened and closed from the FSSS cabinet. These valves are also of the stay-put type. The trip
valves opening is interlocked with required permissives like oil temperature, adequate oil
pressure, etc. On a boiler trip condition, the trip valves close automatically, thereby closing
the individual nozzle valves also.
4.3

Gun Advance / Retract Mechanism

The complete retractable oil gun assembly consists of an air cylinder which drives a guide
pipe assembly through a clamp connection at the stationary union. The removable oil gun is
contained in the guide pipe. The oil gun guide pipe with attached stationary oil gun union
moves back and forth with the piston of the cylinder. Control of guns, forward and backward,
is achieved by means of two 3-way solenoid valves in the compressed air supply line which
are energised through system interlock functions-, When the advance air control valve is
energised, the compressed air flows behind the piston, causing the gun to advance. At the
fully advanced position, the oil gun advance limit switch is energised and the advance air
control valve is de-energised, shutting off the compressed air to the cylinder. The oil gun is
now held in firing position. The oil gun is retracted by energising the retract air control valve
and allowing the compressed air to flow to the furnace side of the piston thereby causing the
gun to retract. The exhaust air from the air cylinder is expelled to the atmosphere through the
exhaust port of the advance control valve. The oil gun retracted limit switch is energised and
the retract air control valve is de-energised, shutting off the compressed air to the cylinder
when the oil gun is fully retracted. Clean filtered compressed air at 5 to 7 kg/cml is required
for the gun advance/retract mechanism.
4.4

Pulveriser Discharge Valve

The pulveriser discharge valve consists of four open-close type butterfly dampers. The four
dampers are located at the four discharge pipes rising from the top of the pulveriser and
connecting the fuel nozzles at the four corners on one elevation to the boiler. Each of the four
discharge dampers is operated by on-off type pneumatic power cylinder. The air supply to
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these power cylinders are routed through a double solenoid valve which is common to all the
four power cylinders. When the open solenoid is energised, compressed air enters through
this valve to one side of the power cylinders of the four dampers. The connections are made
in such a way that kinder this condition, all the four dampers are Made to open.
When the close solenoid valve is energised, the compressed air enters the opposite side of
the piston in all the power cylinders, causing all the lour dampers to close.
Each damper is provided with two limit switches, one for open position and the other for the
closed position. These eight limit switches and the solenoid valve connections are all wired
to a junction box located on the discharge valve assembly. The valve opening and closing are
operated from the FSSS logic cabinet.
Clean, filtered compressed air at 5 to 7 kg/cml is used to open and close the valve.
4.5

Hot Air Gate

The hot air gate is an open-close shut-off gate located in the hot primary air duct to individual
pulveriser. Similar to the pulveriser discharge valve, this gate is also operated by two pneumatic
power cylinders, one located at the bottom of the gate and the other at the top of the gate, The
compressed air to these power cylinders is routed through a double solenoid valve.
Energising the open valve, the compressed air enters one side of the power cylinder making
shut-off gate to open. Energising the close valve, the compressed air enters the opposite
side of the power cylinder, making the shut-off gate to close. Limit switches are provided for
the open/closed positions. These limit switches and the solenoid valves are wired to a junction
box located on the hot air gate assembly. The gate opening and closing are operated from the
FSSS.logic cabinet.
Clean, filtered compressed air at 5 to 7 kg/cm is used to open and close the gate.
4.6

Secondary Air Damper Drive

The boiler (tangentially fired) consists of a number of air compartments in each corner. These
dampers, which are called secondary air dampers, are required to be modulated in proportion
to signals received from the secondary air damper control panel. Pneumatic power cylinders
with positioners are used for this purpose. The pneumatic power cylinder is located, one for
each damper, at different elevations in each corner. These power cylinders have their positioners
integrally mounted on the cylinder. The cylinder with the positioner is rear-trunnion mounted
onto the wind box. They are normally operated on 0.2 to 1.0kg/cm2 signals received from the
secondary air panel. The power cylinders ensure that for 1.0kg /CM2 signal, the damper is
closed , and for a 0.2 kg /CM2 signal, the damper is open. This is a fail-safe arrangement,
enabling the damper to fully open in case of control signal failure.
4.7

Ignitor Cabinet

Ignitor cabinets are supplied one for each eddy plate ignitor. The ignitor control is designed to
obtain a maximum safety margin by subjecting ignitor operation to the combined function of
a flame proving device and an oil flow control valve as well as ignitor fuel valve position.
The main features of this system are:
a)
Qualitative and quantitative supervision: continuous operation is contingent upon both
flame quality and fuel quantity measurement.
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b)

Safe restart cycling : the ignitor cannot be restarted -unless proper operating conditions
have been re-established and a new Ignitor Start signal is initiated.

The ignitor control cabinet can be mounted at any convenient location near the ignitor it
serves.
The cabinet contains a spark transformer, an ignitor flame proving differential pressure switch,
motor operated ignitor oil/air shutoff valve, an oil flow control valve, four indicating lights
on the cabinet front, the necessary piping and wiring of electrical components to a terminal
block located in the cabinet. Figure XXI-7 shows the typical arrangement of an ignitor cabinet.
The power supply for the operation of the valves, transformers, etc., is applied from the FSSS
logic cabinet. The ignitor cabinet terminals are connected to the appropriate terminal blocks
on the FSSS logic cabinet. The ignitor cabinet is connected to the eddy
plate ignitor by five flexible hoses for the following duties :
a)

Oil supply to ignitor.

b)

Atomising air supply to ignitor.

c)

High-pressure tapping of DP switch.

d)

Low-pressure tapping of DP switch.

e)

Spark plug HT cable.

The control cabinets are completely shopassembled and wired.

4.8

Flame Scanner Head Assembly

The flame scanner is a wide-angle optical flame-sensing device, designed specifically for
hydro-carbon fuels such as coal, oil and gas or combinations thereof. Since the scanner is
sensitive only to broad band ultraviolet radiations peculiar to hydrocarbon combustion, the
flame-scanner will not respond to radiations from hot refractory or slag.
The flame scanner head assembly is mounted on the boiler, whereas the electronic modular
circuits are mounted separately on the FSSS logic cabinet. The system is provided with a
shutter mechanism and logic to provide a checking feature of individual scanner performance
(fault detection). If a scanner indicates FLAME with Its shutter closed, the system will
provide a fault alarm and issue a NO FLAME signal.
The scanner head portion is composed of stationary part called the Flame Scanner Guide
Pipe Assembly and a removable part. called the Flame Scanner Head Assembly .
The scanner guide pipe assembly consists of a scanner head housing, a flexible (metal) hose,
a rigid guide; pipe, a cooling air manifold and a cover plate. The flexible hose assembly
forms a flexible connection between the scanner head housing and the guide pipe. It adapts
the scanner to tilting of the wind box nozzle and angle Mounting.
The scanner head assembly has four sections which are similar to the four sections of the
scanner guide pipe assembly it fits into. These four sections are the Director Head Assembly,
the Flexible (metal) Hose, the Rigid Pipe and the Housing Adapter
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The detector head assembly contains the detector tube, shutter mechanism, collimator shield
and lens. The lens and collimator shield are held in place by spacers in the collimator which
allow for passage of cooling air-flow Through the head assembly. The collimator is slip-fit
into the detector head body and is held in place with a single alien head cap-screw.
The shutter mechanism and detector tube are mounted on fibre discs which slip into the rear
of the detector head assembly.
The bevelled tip of the detector head assembly rests against a mechanical stop in the scanner
head housing, thereby providing a space which permits passage of external cooling air.
The flexible hose and the rigid pipe serve the same function for the flame-scanner head
assembly as the flexible hose and guide pipe do for the flame-scanner guide pipe assembly.
The housing adapter holds the flame-scanner head assembly in the guide pipe. it fits between
the end of the rigid pipe and the electrical connector. Besides acting as an adapter between
these two components, it also contains passages for air and for wires.
A weather-proof quick disconnect coupling is provided to permit convenient connection of
external wiring. The external cooling air passes through the guide pipe, flexible hose and
through the annulus between the scanner head and housing and is discharged into the furnace
at the tip of the scanner head, thereby removing any heat picked up from the hot combustion
air. The detector tube should not be exposed to a continuous temperature of above 1750 C,
without cooling air.
Each scanner head is connected to the scanner system Mounted In the logic cabinet by four
wires: Two wires for the shutter coils and two for the detector tube. The two wires for the
shutters must be 14AWG or larger for runs upto 1000 feet, and 12 AWG or larger for runs of
1000 to 2000 feet. These wires must have insulation rated for atleast 300Volts.
The two wires for the detector tube must be 18AWG or larger, with an insulating rating of
1000 Volts or more. These wires -must be twisted.
The wire length between the scanner heads and the scanner system should be kept as short as
possible and should not exceed 2000 feet.
The flame-scanner system assembly is a separate box designed for rack mounting. Though
this item is not a field-mounted item, since it works in unison with head assembly, the details
are explained here. Each assembly contains all the necessary switches, lights, terminal blocks
and electronic modules to serve four individual Flame Detector Head Assemblies mounted in
each corner of one elevation.
The assembly contains the following plug-in modules:
Power supply module,
Flame detector modules, and
Shutter control modules.

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(i)

Power Supply Modules

Incoming AC power is fed through a Miniature circuit-breaker which extends through the
front panel and serves as an On-Off switch. All power for the scanner system, including that
for the electronics, the scanner tube and the shutter mechanism comes from this power supply
module, All power is line-isolated by a multiple winding transformer
(ii)

Flame Detector Modules

The flame detector modules contain the following :

Transmitter modules

- Four

Receiver modules

- Four

2/4 Summing module

- One

The four transmitter modules serve four detector tubes located in the wind box assemblies at
one elevation. The transmitter module supplies a high voltage excitation to the detector tube,
delivers low voltage pulse output to the receiver Module when the detector tube fires, and
provides a direct visual indication of the detector tube firing.
The four receiver modules receive pulse signals from the transmitter modules and supply
logic output levels to indicate - FLAME or NO FLAME conditions. (d) These signals go
to the 2/4 summing module.
The 2/4 summing module receives the logic level input (FLAME or NO FLAME) from
each of the four receiver modules and performs a summing operation. If any two of the four
receiver module outputs deliver a FLAME logic output level, then an output relay on the
2/4 summing module will be energised. The contacts of this output relay are connected to
terminals on the chassis of the scanner system assembly. These contacts are wired to the
FSSS logic (f) system for the flame scanner intelligence logic.
(iii) Shutter Control Modules
The shutter control modules contain following :
Flame scanner test modules
Distributor module

- Four
- One

Master timer module

- One

Check timer module

- One

Timer synchronizer fault module - One

The function of a Flame Scanner Test module is to test parts of the flame sensing system by
checking the validity of the flame signal. If the test is failed, the module will act to block out
the flame signal. The specific actions of the test module are :

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a)

It energises the shutter coils in the detector head assembly upon receipt of the CLOSE
SHUTTER signal from the Distributor module.

b)

It provides a display light showing TEST IN PROGRESS when the shutter coils are
energised.

c)

During a test, the test module detects whether a FLAME signal is present from the
detector, after the shutter has been closed for 4.5 to 5.5 seconds. It a FLAME signal
is present, the module locks out the associated receiver to show NO FLAME , energises its FAULT light, and energises the - FAULT relay on the timer synchronisation fault module.

d) It provides the switch to initiate manual test sequence for the associated detector
e)

It provides the switch to initiate a manual reset of a FAULT condition.

The functions of the distributor module are : It selects the Flame Head Assembly to be
tested by decoding the automatic inputs from the Master Timer module.

f)

It initiates testing of the selected detector when a signal is received from the associated
Flame Scanner Test Module for a manual test.

g)

It prevents interruption of either an automatic or Manual test sequence, if one is in

progress and the other is simultaneously initiated.

h)

It initiates the test and controls the test time for a Flame Scanner Test as described
under Flame Scanner Test module, and

i)

It initiates an END OF TEST- signal to the Flame Scanner Test modules.

The master time module provides logic outputs at fixed, intervals. These outputs are utilised
in conjunction with outputs from the distribution Module to initiate a test of the four detector
head assemblies in sequence at fixed intervals.
The check timer module provides a logic output which is fed to the comparison circuitry of
the timer synchronizer fault module to be used in that module The timer synchronizer fault
module does the following functions:
j)

It compares logic levels from the check timer and master timer modules to ensure synchronous timing and actuates a fault relay it the two timers go out of synchronisation.

k)

It contains a manual switch to manually generate a reset signal to the check timer and
master modules. The signal resets the check timer and master timer modules back to
-their starting points.

l) It generates a reset signal automatically every time power is restored to the system to reset
the check timer and master timer modules.
m)

It actuates its faults relay if any of the four flame scanner test modules indicates a fault
condition.

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4.9

Local gun maintenance switch box

A maintenance switch box is provided near each oil gun. The purpose of this box is to facilitate
the operator to select any particular gun for removal when other guns are operating. A selector
switch is provided on the front of the switch box. The selector switch is a three-position
selector switch with the three positions marked as REMOTE SCAVENGE and OFF.
The gun selected for the REMOTE position is connected with the main logic for elevation
control or pair control by START and STOP push-buttons provided on the console
insert.
When the selector switch is selected or the SCAVENGE position, that particular gun alone
will undergo the scavenge operation.
When the selector switch is selected for the OFF position, the gun is switched off, and the
valves connected to that gun will be closed.
The gun selector switch is mounted on a weatherproof box and is wired to a terminal block,
located inside the box. These terminals are to be connected to the logic cabinet through cables.
One gun maintenance switch box is provided for each gun located at the four corners of
different elevations.

5.

LOGIC DRAWINGS: FUNCTIONS OF FSSS

i)

FURNACE PURGE SUPERVISION

ii)

IGNITOR CONTROL

iii)

WARM UP FUEL CONTROL

iv)

PULVERIZER CONTROL

v)

SECONDARY AIR DAMPER CONTROL

vi)

FLAME SCANNER INTELLIGENCE

vii) BOILER TRIP PROTECTION

These functions are elaborated in the form of logic drawings.
These drawings are made depending on the type of boiler and the type of fuel firing system
adopted.
Figure XXI-9 through XXI-20 shows a set of typical simplified logic drawings for a pulverised
coal fired boiler,
Figure XXI-8 explains the logic symbols used in these logic drawings.

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5.1

Furnace Purge Supervision

(Refer Figure XXI-9).

To ensure air rich mixture in the combustion chamber prior to lighting up, furnace Purge is
effected for a minimum period of 5 minutes. (Refer Figure XXI-10).
To initiate a furnace purge cycle the following conditions are to be satisfied:
i)

All ignitor valves closed

ii)

All heavy oil valves closed.

iii)

All light oil valves closed.

iv)

All pulverisers off.

v)

All hot air gates closed and cold air dampers opened to 5'.

vi)

All flame scanners sense no flame

vii) All auxiliary air dampers modulating.

viii) Ignitor trip valve closed.
ix)

H.O. trip valve closed.

x)

L.O. trip valve closed.

xi)

All feeders off.

xii) No boiler trip (None of the boiler tripping conditions being present).
When all the above conditions are satisfied Green purge ready lamp glows on the console
insert. By depressing -the purge start push-button provided on the console insert the purge
timer energises and it starts counting a purge period of 5 Minutes. The white Purging lamp
on the console insert lights up. Once the purging period is completed and it none of the boiler
tripping conditions are present the master fuel relay is latched to the NO BOILER TRIP
conditions followed by the glowing of the yellow lamp on the console insert indicating that
the purge is complete.
5.2

Ignitor on-off Supervision

(Refer Figures XXI-11 and XXI-12)
This part consists of:
Ignitor trip, valve control (Refer Figure XXI-13)
Ignitor control (Refer Figure XXI-14)
Ignitor fan control (Refer Figure XXI-15)

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(i)

Ignitor Trip Valve

For opening the trip valve the following conditions are to be satisfied :
a)

Purge complete.

b)

All ignitor valves are closed.

c)

Ignitor fuel supply pressure (before the trip valve) is adequate.

d)

No close command is present for the valve.

When all the abovementioned conditions are - Boiler Trip present the ignitor trip valve is
opened by - Loss of D.C depressing the open push-button provided on the console insert.
When the valve is completely open the red lamp in the console insert glows indicating the
open positions of the trip valve.
The ignitor trip valve can be manually closed by depressing the CLOSE push-button provided
on the console insert.
The valve closes automatically when any of the following conditions occur :
When the header pressure is low and any ignitor valve not closed.
When a boiler trip occurs.
The valve closed position is indicated on the console insert by a green lamp.
(ii)

Ignitor Control

An elevation of ignitors is started when a start command is manually initiated by depressing

the oil pair start push-button on console insert, if all the ignitor valves are closed and no stop
command is present. This results in 10 secs. trial period to place the ignitors into service.
During the 10 secs. the ignition transformer is energised. The ignitor is established if the
differential pressure switch indicates FLAME , the flow switch indicates proper oil flow
and the limit switch indicates that the ignitor valve is open completely. The red lamp on the
console insert indicates the condition.
The permissives for starting an ignitor include the condition All ignitor valves closed or
Any ignitor ON.
(The latter condition facilitates the starting of the subsequent ignitors in an elevation after
one ignitor is started.)
The ignitor valve can be closed and the ignitors in an elevation can be put out of operation
manually by pressing the oil pair STOP push-button on the console Insert. The ignitors are
taken out of service also when any of the following conditions occur:

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-Ignitor Trip Valve Not Open

-Boiler Trip
-Loss of D.C
(iii)Ignitor Fan Control
When any FD fan ON, ignitor fan can be started either manually by depressing the START
push-button available on the console insert or automatically when any elevation ignitor trial
time is in progress. The ignitor fan can be stopped manually by depressing the STOP
push-button available on the console insert, provided all the ignitor valves in all elevations
are closed. The fan ON and OFF indications appear on the console insert as RED and
GREEN lamps respectively.
5.3

Warm up Fuel on-off Control and Supervision

(Refer Figures XXI-16 and XXI-17)
This part consists of :
-Trip valve control (Refer Figure XXI-18)
-Start-Stop control (Refer Figure XXI-19)
-Corner monitoring (Refer Figures XXI-20, XXI-21 and XXI-22)

(i)

Trip Valve Control

To open the trip valve the following conditions are to be ensured :

a)

Purge being completed.

b)

All nozzle valves closed.

c)

The oil supply pressure (before the trip valve) is adequate.

d)

No Close command exists.

With all the above conditions being satisfied the trip valve is opened by depressing the
Open push-button provided on the console insert.
The trip valve can be closed manually 5y depressing the close push-button provided on the
console insert. The valve closes automatically when any of the following conditions occur:
Boiler trip.
3 seconds after any nozzle valve not closed and either warm-up fuel header
pressure low or the atomising pressure is low when no pair of warm-up guns
is in start or stop.
The valve open and close conditions are indicated on the console insert by Red
and Green lamps respectively, The last condition. namely No oil pair in start or
stop is included to avoid nuisance tripping of elevation during start-up of an
elevation.
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(ii)

Start-stop Control

For starting an elevation the following conditions are to be ensured :

a)

Warm-up trip valve open.

b)

Ignitor trip valve open.

c)

Purge complete.

d)

D.C. available.

e)

Any feeder on or Nozzle tilts horizontal with air flow less than 40%.

If all the conditions are satisfied the elevation is started on pair basis, (e.g. : Comer 1 and 3 or
corner 2 and 4) by push-buttons provided on the console insert. This initiates a 90 seconds
trial time. For these elevations, the ignitors are put in service automatically as a first sequence
during this 90 seconds trial time.
During this time if 3 out of 4 ignitors are established, an individual corner of elevation receives
a start command.
When a stop signal is initiated, an individual corner receives a stop command with a trial time
of 375 seconds for scavenging and retracting of the guns.
(iii) Corner Monitoring
An individual gun advances to the firing position when all the following conditions have
been satisfied:
a)

The corner start impulse is given..

b)

Local maintenance switch is in REMOTE position.

c)

Manual isolation valves for W.U. fuel and atomising medium are open.

d)

Scavenge valve closed.

e)

The respective ignitor is in service.

f)

The gun is engaged,

An individual oil gun retracts from the firing position when all the following conditions are
satisfied:
a)

Scavenge completed.

b)

Scavenge valve closed.

c)

Atomizing valve closed.

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When the gun advances to the firing position, the atomising valve opens and then the nozzle
valve opens placing the gun in service. Oil gun advanced is indicated by a Red lamp. Oil gun
retracted by a Green lamp. For the opening of the fuel valve, the open position of atomising
valve is a precondition. The open and closed positions of the fuel valve are indicated by Red
and Green lamps respectively.
Whenever a stop impulse for a pair is given by pressing the pair stop push-button available on
the console insert, the nozzle valve first closes, then the scavenge valve opens and in the
presence of ignitors scavenging takes place for 5 Minutes. It the ignitors are off, they are first
brought into service before scavenging commences. Once scavenge is completed, the gun is
retracted to original position.
An individual gun may be scavenged and retracted, when its associated ignitor is on by putting
the local Maintenance switch in the Scavenge position. The sequence is similar to the
Stop command operation but will take place only for one corner.
In case of emergency trip, that is, if the local maintenance switch is put to OFF position, if
trip valve closes or boiler trip occurs, scavenging does not take place.
5.4

Pulverizer On-Off Control andSupervision

(See Figure XXI-23)

This portion consists of the following logic functions

Pulverizer discharge valve control Refer Figure XXI-24)
Pulverizer ignition permissives Refer Figure XXI-25)
Pulverizer ready permissives (Refer Figure XXI-261
Pulverizer start-stop control (Refer Figure XXI-27)
Hot air gate open-close control (Refer Figure XXI-28)
Feeder start-stop control (Refer Figure XXI-29)
i)

Pulverizer Discharge Valve Control

The pulverizer discharge valve can be opened manually by depressing the push-button on the
console insert.
The valve can be manually closed by the push-button on the console insert only when the
pulverizer is off. The corresponding indications are available on the console insert as Red and
Green lamps for open and close positions respectively
ii)

Pulverizer Ignition Permissives

The following Paragraph gives the ignition permissives for two typical mills.
Mill A gets an ignition permit if either 3/4 guns of elevation AB are in service.
or
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The pulverizer B is at or more than 150% of its capacity with the boiler load above 30%.
Mill B gets an ignition permit if either 3/4 guns of elevation AB are in service,
or
Pulverizer C or A is at or more then 50% of its capacity with the boiler load, above 30%.
A similar logic is indicated for other mills also.
(iii) Pulverizer Ready Permissives
The following paragraph describes the conditions that are to be satisfied before any pulverizer
can be started :
a)

Pulverizer outlet temp. NOT HIGH

b)

Tramp iron hopper valve OPEN

c)

Feeder inlet gate OPEN

d)

No primary air trip

e)

Pulverizer discharge valve OPEN

f)

No Pulverizer STOP

g)

Sea air valve OPEN

h)

Cold air gate OPEN

i)

No Boiler trip

j)

Either any feeder ON or

Nozzle tilts horizontal with air flow less than 40%.

When all these conditions are satisfied, the white pulverizer ready lamp comes on the console
insert.The last condition Nozzle tilts horizontal with air flow 40% is applicable only for the
first pulverizer. When any pulverizer has already been started, and its corresponding feeder is
proven on, the above signal is substituted by any feeder on conditions for starting subsequent
pulverizers.
(iv) Pulverizer On-Off Control
An individual pulverizer can be started manually from the console insert by depressing the
start push-button when the Pulverizer Ready and Ignition Permit conditions are satisfied.
Once the pulverizer is started the pulverizer ON Red lamp comes on the console insert.
A pulverizer receives a stop command if any of the following conditions occur :
a)

If the corresponding stop push-button on the console insert is depressed.

b)

Primary air trip occurs.

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c)

Boiler trip occurs.

d)

If the pulverizer discharge valve is not open.

When the pulverizer goes out of service, the Green pulverizer OFF lamp glows on the
console insert under this condition.
(v)

Hot Air Gate Open-Close Control

The hot air gate can be opened manually by depressing the open push-button on the console
insert when the pulverizer is ON.
This receives a close command when any of the following conditions occur:
a)

By depressing the close push-button on the console insert.

b)

The corresponding pulverizer is OFF.

c)

The corresponding pulverizer outlet temperature is above the set value.

d)

30 seconds after the trip of its associated R.C. feeder.

(vi) Feeder Start-Stop Control

The feeder can be started tinder all of the following conditions satisfied
i)

Pulverizer ON.

ii)

Purge completed.

iii)

Stop push-button on the console insert not depressed.

iv)

Ignition energy being available.

v)

Start push-button on the console insert depressed.

vi)

Pulverizer feeder start permissive available.

vii) Fuel air dampers are closed.

viii) Pulverizer current greater than minimum or coal flow established within 5 seconds
after the feeder start signal is given.
(Only for starting which are by-passed automatically after the start feeder signal is established).
If all the above conditions are satisfied, the feeder gets a start impulse and the Red indication
for Feeder on is available on the console insert once the feeder is on.
The feeder stops when conditions (i) or (ii) fail. The feeder can be manually stopped by
pressing the stop push-button on the console insert. Feeder also stops when pulverizer current
is less than minimum and coal flow is not established.
The condition (iv) is a requirement for the first 180 seconds only.
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5.5

Secondary Air Damper Control

(i) Auxiliary Air Dampers (Refer Figure XXI-30)

During purge and upto a boiler load of 30% all auxiliary air dampers modulate with respect to
a wind box furnace DP of 40 mm WG. Once the boiler load reaches 30%, the set point ramps
to 100 mm WG.
The idle elevation auxiliary air dampers start closing from the stop elevation in a programmed
sequence under the following conditions :
(The conditions for elevations AB is shown as a typical example.)
a)

No boiler trip.

b)

Pulverizer A off.

c)

Pulverizer B off.

d)

Elevation AB back up trip.

The air dampers in oil elevation modulate with respect to oil header pressure whenever oil
firing takes place. Otherwise they act similar to other auxiliary dampers.
All auxiliary air dampers open under a boiler trip.
(ii)

Fuel Air Dampers

The fuel air dampers open 50 seconds after the feeder is on. They modulate with respect to
feeder speed. They close 50 seconds
after the feeder is taken out of service. All fuel air dampers open tinder a boiler trip.
5.6

Flame Scanner Intelligence

This portion consists of the following three logic functions :

Scanner fan control (Refer Fig. XXI-31)
Flame scanner output indication (Refer Figure XXI-32)
Flame failure trip (Refer Figure XXI-33)
(i)

Scanner Fan Control

The scanner can be started manually by depressing the associated Start pushbutton on the
console insert.
The fan also starts automatically when the differential pressure between scanner duct and
furnace falls below a pre-set limit (4.5" WG normally).
The scanner fan can be manually stopped by the stop push-button on the console insert, only
when the differential pressure, is above the pre-set limit for starters. The fan ON and fan
OFF indications are provided on the console insert as Red and Green lamps respectively.
When both FD and ID fans are off, the scanner emergency damper opens to take suction from
atmosohere.
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(ii)

Flame Scanner Output Indication

Shown typically for elevation AB scanners.

If 2/4 scanners sense flame and it any of the associated feeders is on, the Flame indication
lamp on the console insert glows.
It 2/4 scanners do not sense flame or none of the associated feeders are in service,
the No flame indication is available on the console insert.
iii)

Flame Failure Trip

Total flame failure trip circuit gets armed when any feeder is on.
For elevation AB flame failure, the following conditions are required :
if both feeders A and 8 are not established.
or
Either elevation AB 2 out of 4 nozzle valves not open.
or
Elevation A.C. power fails under the condition of 3 out of 4 flame scanner showing no flame.
If similar conditions exist in other elevations also, this signal will initiate boiler trip.
5.7

Boiler Trip Protection

The boiler receives a trip command when any of the following conditions is present (Refer
Figure XXI-34).
i)

FD fans off.

ii)

ID fans off.

iii)

If both emergency push-buttons on the console insert depressed.

iv)

Furnace pressure high.

v)

Furnace pressure low.

vi)

Turbine trip.

vii) Drum level high.

viii) Drum level low.
ix)

Air flow is less than 30%.

x)

Flame failure trip.

Any of the above mentioned conditions result in a boiler trip unlatching the Master, Fuel
Relay. This will be reset only after rectifying the boiler trip conditions and completing the
furnace purge. The boiler trip conditions are indicated on the console insert by Red lamps.

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FIG. XXI - 1 ORGANISATION OF FSSS LOGIC

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FIG. XXI - 2 ARRANGEMENT OF FURNACE SAFE GUARD

SUPERVISORY SYSTEM

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FIG. XXI - 3 TYPICAL CORNER ARRANGEMENT FOR A

TANGENTIALLY FIRED SYSTEM

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FIG. XXI - 4 HYDRAMOTOR VALVE (TYPICAL)

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FIG. XXI - 5 HYDRAMOTOR VALVE ACTUATOR

(TYPE TRAVEL LIMIT)

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FIG. XXI - 6 TRIP VALVE (TYPICAL)

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FIG. XXI -7 SCHEMATIC PIPING AND WIRING DIAGRAM

OIL IGNITOR

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FIG. XXI - 8 LOGIC SYMBOLS

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FIG. XXI - 9

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FURNACE PURGE SUPERVISION

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FIG. XXI - 10 AIR AND FLUE GAS SYSTEM

(BOILER PURGING PATHS)

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FIG. XXI-11 IGNITOR AIR SYSTEM SCHEMATIC ARRANGEMENT

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FIG. XXI-12 IGNITOR FUEL PIPING ARRANGEMENT

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FIG. XXI - 13 IGNITOR ON - OFF CONTROL & SUPERVISION

(IGNITOR TRIP VALVE CONTROL)

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FIG. XXI - 14 IGNITOR ON-OFF CONTROL & SUPERVISION

(IGNITOR CONTROL)

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FIG. XXI - 15 IGNITOR ON-OFF CONTROL & SUPERVISION

(IGNITOR FAN CONTROL)

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FIG. XXI - 16 A PAIR START PHILOSOPHY

FIG. XXI - 17 TYPICAL WARM-UP FUEL PIPING & CORNER GUN

NOZZLE VALVES ARRANGEMENT
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FIG. XXI-18 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION

(WARM-UP TRIP VALVE CONTROL)

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FIG. XXI - 19 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION

(WARM-UP FUEL START - STOP CONTROL)

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FIG. XXI - 20 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION

(CORNER MONITORING)

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FIG. XXI - 21 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION

(CORNER MONITORING )

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FIG. XXI-22 WARM-UP FUEL ON-OFF CONTROL & SUPERVISION

(SCAVENGE CYCLE)

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FIG. XXI-23 PULVERIZER SYSTEM (PRESSURISED) SCHEMATIC

ARRANGEMENT

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FIG. XXI - 24 PULVERISER ON-OFF CONTROL & SUPERVISION

(PULV. DISCHARGE GATE CONTROL)

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FIG. XXI - 25 PULVERIZER ON-OFF CONTROL & SUPERVISION

(PULV. IGNITION PERMISSIVES)

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FIG. XXI - 26 PULVERIZER ON - OFF CONTROL & SUPERVISION

(PULV. READY PERMISSIVES)

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FIG. XXI - 27 PULVERIZER ON-OFF CONTROL & SUPERVISION

(PULV. ON-OFF CONTROL)

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FIG. XXI - 28 PULVERIZER ON-OFF CONTROL &SUPERVISION

(HOT AIR GATE OPEN - CLOSE CONTROL)

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FIG. XXI - 29 PULVERIZER ON-OFF CONTROL & SUPERVISION

(FEEDER START - STOP CONTROL)

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FIG. XXI - 30 SECONDARY AIR DAMPER CONTROL

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FIG. XXI - 31 FLAME SCANNER INTELLIGENCE

(SCANNER FAN CONTROL)

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FIG. XXI - 32 FLAME SCANNER INTELLIGENCE

(SCANNER OUTPUT INDICATION)

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FIG. XXI - 33 FLAME SCANNER INTELLIGENCE

(FLAME FAILURE TRIP)

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FIG. XXI - 34 BOILER TRIP PROTECTION

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