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GEK 106871

March 1998
Replaces LQFLF01

GE Power Systems
Gas Turbine

Liquid Fuel Oil Control System – Motor Driven

I. GENERAL

The liquid fuel control system consists of four basic devices: (1) motor-driven fuel pumps to provide the nec-
essary pressure to deliver the fuel to the combustion system; (2) a fuel flow control valve to regulate the fuel
flow in response to the control command coming from the SPEEDTRONIC control; (3) a fuel stop valve
to quickly shut off the fuel flow to the turbine in the event of a trip command from the SPEEDTRONIC con-
trol; and (4) a flow divider to divide the total controlled fuel flow into equal flows to the combustors and also
provide a fuel flow feedback signal to the SPEEDTRONIC control.

Additional equipment includes filters, relief valves, a multi-ported selector valve, a fuel nozzle isolation
valve, limit switches, pressure switches, pressure gauges, filter transfer and bleed valves, and false start drain
valves.

All of these devices, except for the false start drain valves, are located on the liquid fuel module. The system
is represented by the Liquid Fuel Schematic Diagram included in this manual.

II. SYSTEM DESCRIPTION

A. Primary Filters

Fuel enters the system from the fuel forwarding system and first passes through the primary (low pres-
sure) filters (FF1). Two filters are usually provided with a transfer valve and bleed valve to allow chang-
ing the elements during operation. A differential pressure switch (63LF-5) will detect excessive filter
pressure drop and cause an alarm on the SPEEDTRONIC panel. This indicates that the running filter
is clogged and should be replaced. A differential pressure gauge also indicates the filter pressure drop.

B. Fuel Pumps

The fuel then passes to the inlet of the three motor-driven pumps. Pressure switch (63FL-2) is used to
alarm low suction pressure during operation and as a permissive to starting the pump motors. The three
pumps (PFl-1, -2 and -3), driven by motors (88FP-1,-2 and -3) are fixed displacement types, each having
a capacity of approximately 50% of maximum expected flow. During startup, a single pump is operated
with a second one brought on at full speed. During normal operation, two pumps are sufficient to carry
maximum load. Should either pump fail, the control system will automatically energize the standby
pump motor. The operator must manually stop the failed pump.

These instructions do not purport to cover all details or variations in equipment nor to provide for every possible
contingency to be met in connection with installation, operation or maintenance. Should further information be desired or
should particular problems arise which are not covered sufficiently for the purchaser’s purposes the matter should be
referred to the GE Company.
 1995 GENERAL ELECTRIC COMPANY
GEK 106871 Liquid Fuel Oil Control System – Motor Driven

C. Control Valve

Next, the fuel goes to the control valve (VC3-1). This valve is a special three-way design to provide a
nearly linear relationship between position and turbine flow. It is operated by an electro-hydraulic actua-
tor in response to the fuel reference com mand (FSR) generated in the SPEEDTRONIC control. The
bypassed flow is returned to the suction of the fuel pumps.

D. Stop Valve

The fuel next goes to the fuel oil stop valve (VS1-1). This is also a three-way valve which either passes
all the flow back to the fuel pump suction (tripped state), or allows it to flow on to the flow divider (run
state). This valve is operated by a hydraulic cylinder and has a spring to force it closed when the cylinder
oil is dumped by a solenoid valve piloted trip relay. Refer to the Trip Oil Schematic Diagram for details
of the actuation of this device. This valve is also equipped with a position limit switch (33FL-l) which
is used in SPEEDTRONIC logic to prevent startup if the valve did not close at the last shutdown and
to annunciate if it has failed to open when it has been commanded to do so.

E. Flow Divider

The total controlled flow is next divided into equal flows by the flow divider (FDl-l). This is a continuous
flow, freewheeling device consisting of identical hydraulic gear motor elements arranged in a circle
around Q central sun gear. Each element is coupled to the sun gear so all elements run at the same speed.
The total controlled flow is brought into a common manifold which feeds the inlets of these elements,
and each element discharges to a separate fuel nozzle. Since the elements have identical displacements
and are operating at the same speed, these flows are equal and will remain so in spite of pressure differ-
ences existing at the fuel nozzles. Three magnetic pick-ups (77FS-1, -2 and -3) are arranged to read the
speed of the elements. Since this is a positive displacement device, this speed is directly proportional
to the flow and is used by the SPEEDTRONIC control as a feedback signal.

F. Fuel Line Check Valves

Spring–loaded check valves (VCK–1, 2, 3 etc.) are located in each line between the flow divider and
the fuel nozzles. The check valves perform two functions: (a) prevent fuel oil from entering the turbine
under the following conditions – the fuel pump bypass valve is fully open, the fuel forwarding system
is on, and the fuel stop valve either leaks or is open (regardless of turbine speed), and (b) prevent back
flow of gases from the fuel nozzle through the liquid fuel system which would push the fuel oil in the
fuel lines back toward the fuel oil supply.

G. Multi-Ported Selector Valve

This valve (VH17-1) is located at the outlet of the flow divider. It allows selection of any of the fuel
nozzle pressures or the fuel pump discharge or flow divider inlet pressures to be read on a presure gauge.

H. False Start Drain Valves

These valves (VA17-1, -2, –5, –6A and –6B) are normally open, spring-loaded valves which are closed
by compressor discharge pressure. They are located on the turbine base. In the event of an unsuccessful
start, fuel oil in the combustion wrapper and exhaust system is drained away. During a startup, they will
close as the unit accelerates and compressor discharge increases.

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Liquid Fuel Oil Control System – Motor Driven GEK 106871

I. Control System

The fuel oil control system consists of a closed control loop using the called-for fuel signal (FSR1) and
the turbine speed (TNH) as command inputs and flow divider speed as the feedback signal. The fuel flow
to the turbine is the difference between the total pump flow and the flow bypassed by the control valve.
Refer to the Control Sequence Program for details of the fuel control system.

The fuel oil system commands (TNH) and (FSR1) are multiplied together to yield the product command.
The analog flow feedback signal (FQ1) is derived from the frequency of the output of the three magnetic
pickups (77FD-1, -2 and -3) mounted on the flow divider. An error between the analog values of com-
mand (FSR1) and feedback (FQ1) causes a current to be applied to the electro-hydraulic servo valve
controlling the position of the fuel control valve. This causes the control valve to move to a new position
at which the fuel flow and command values are equal and no error exists.

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GE Power Systems

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518 • 385 • 2211 TX: 145354

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