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General
The gas fuel system is designed to deliver gas fuel to the turbine combustion chambers at the proper Introduction to Gas Turbines
pressure and flow rates to meet all of the starting, acceleration and loading requirements of gas
Lubrication System
turbine operation. A schematic diagram of the gas fuel system is provided in Figure GF-1.
Heat Exchanger and Filters
The major components of a gas fuel system are the gas stop/ratio and gas control valves located in
the gas fuel module. Associated with the gas valves are the necessary inlet piping and strainer, fuel Cooling Water System
vent valve, control servo valves and the distribution piping to the 14 combustion fuel nozzles.
Compressor Section
The fuel gas stop ratio valve and the gas control valves are independent valves, located side by side Combustion Section
in the gas fuel piping of the module. The gas fuel flows through the gas stop ratio valve and then into
the gas control valves on its way to the gas manifold and individual combustion chambers. The Spark Plugs and Flame Detectors
position of each valve is servo controlled by electrical signals from the gas turbine SPEEDTRONIC
Fuel Nozzles (Gas)
control system. Both the gas stop ratio valve and the gas control valves are actuated by single-acting,
hydraulic cylinders. Enclosures
The following major components comprise the gas fuel system: Bearings
Gas fuel stop solenoid valves 20 FG’s Inlet and Exhaust Sections
Ventilation System
Gas control valve LVDT 96 GC Fuel System
96 FG-1 Fuel gas supply pressure transmitter. Gas Turbine Fuel Nozzles
(Gas)
96 GC-1,-2 Gas control valve L.V.D.T. Gas Turbine Enclosures
96 SR-1,-2 Stop/speed (pressure) ratio valve L.V.D.T. Gas Turbine Bearings
Partner Sites
General
The gas control valves and the gas stop ratio valve, although similar, each perform separate
functions. The fuel gas control valves meters fuel for use by the combustion chambers. It is activated
by a SPEEDTRONIC control signal to admit the proper amount of fuel required by the turbine for a
given load or speed. The fuel gas stop ratio valve is a dual function valve. It serves as a stop valve to
shut off fuel flow to the turbine whenever
required during either normal operation or in an emergency shut-down situation. The stop ratio valve
also serves as a pressure regulating valve to hold a known fuel gas pressure ahead of the gas control
valve and enable the gas control valves to control fuel flow over the wide range required under turbine
starting and operating conditions. Because of these dual functions the valve is sometimes called a
stop/speed ratio valve.
Gas strainer
A gas strainer is installed upstream of the turbine base fuel inlet connection point, to facilitate site
maintenance requirements. Connection of the fuel gas supply is made at the purchaser’s connection
in the supply line ahead of the gas strainer. Foreign particles that may be in the incoming fuel gas are
removed by the strainer.
A dump valves VH 5-2,-3,-4 are operated by trip oil acting on the piston end of a spool. An hydraulic
trip solenoid valves, 20 FGC-1,-2,-3 are located in the trip oil line to the dump valves. When the trip oil
pressure is normal and the 20 FGC-1,-2,-3 solenoid valves are energized to reset, the spool of the
dump valves are held in a position that allows hydraulic Oil to flow between the control servo valves
and the hydraulic cylinders. In this position, normal control of the gas control valve valve is allowed.
The control voltage generated acts to shift the electrohydraulic servo valve to admit oil to, or release it
from, the hydraulic cylinder to position the gas control valve so that the fuel gas flow is that which is
required for a given turbine speed and load situation.
The gas control valves also provides a shut-off of the fuel gas flow when required by either normal
operation or emergency conditions. The hydraulic trip relays (dump valves) VH 5-2,- 3,-4 are located
between the electrohydraulic servo valves 65 GC-1,-2,-3 and the hydraulic cylinders. The operation of
this dump valves is the same as the trip relays (dump valves) VH 5-2,-3,-4.
The plugs in the VGC’s are contoured to provide the proper flow area in relation to valve stroke. The
VGC’s use a skirted valve plug and venturi seat to obtain adequate pressure recovery. High pressure
recovery occurs at valve pressure ratios substantially less than the critical pressure ratio. The result is
that the flow through the VGC’s are independent of the pressure drop across the valves and is a
function of valves inlet pressure, P2 temperature and valve area only.
The combined position of the control valves is intended to be proportional to FSR, which represents
called-for fuel – required by the control system to maintain either speed, load, or another set point.
FSR2 is the percentage of maximum fuel flow required from the Gas Fuel System. FSR2 is further
divided so that a command is sent via the servo valves (65 GC-1,- 2,-3) on VGC-1,-2,-3 so that the
required split of gas fuel is achieved. Dual redundant
Linear Variable Differential Transformers (LVDT’s) – 96 GC-1,-2,-3,-4,-5,-6 are used for Control valves
for position sensing.
The VSR 1 and VGC's are equipped with hydraulically actuated spring return dump valves (VH 5-
1,-2,-3,-4). The dump valves are held in their normal operating state by a supply of hydraulic oil
referred to as trip oil. The trip oil system is triple redundant to ensure that no single device failure can
disturb the operation of the power generating unit. The gas stop/ratio valve VSR-1 is similar to the gas
control valves VGC’s. The ratio function of the stop ratio/valve provides a regulated inlet pressure for
the control valve as a function of turbine speed. The SPEEDTRONIC pressure control loop generates
a position signal to position the stop ratio valve by means of a servo valve controlled hydraulic
cylinder to provide required inter valve pressure.
The gas stop ratio valve VSR-1 functions as a stop valve in the fuel gas system to provide a positive
fuel shut off when required by either normal or emergency conditions. Any emergency trip or normal
shut-down will trip the valve to its closed position. This is done either by dumping hydraulic oil from
the valve’s hydraulic cylinder or driving the position control closed electrically. A dump valve VH 5-1 is
operated by trip oil acting on the piston
end of a spool. An hydraulic trip solenoid valve, 20 FGS-1, is located in the trip oil line to the dump
valve. When the trip oil pressure is normal and the 20 FGS-1 solenoid valve is energized to reset, the
spool of the dump valve is held in a position that allows hydraulic oil to flow between the control servo
valve and the hydraulic cylinder. In this position, normal control of the stop ratio valve is allowed.
In event of a drop in trip oil below a predetermined limit, a spring in the dump valve shifts the spool to
interrupt the flow path of oil between the control servo valve and the hydraulic cylinder. Hydraulic oil is
dumped and the ratio valve closes, shutting off gas fuel flow to the turbine.
Limit switch 33 VG-11 controls the full opening of solenoid valve 20 VG-1, if not open, it activates an
alarm.
Pressure transmitters
Pressure transmitters, 96 FG-2A,-2B,-2C, 96 FG-4A,-4B,-4C, 96 FG-5A,-5B,-5C and 96 FG-
6A,-6B-,-6C are installed in the fuel system on the gas fuel discharge side of the stop/speed ratio
valve and the gas control valves, to provide the operational pressure feedback signal to the
SPEEDTRONIC control system. The DC voltage output signal is the median of the 3 transmitters
readings.
Temperature sensors
The K-type thermocouples sensors (FT_G1-1A,-1B; FT_G1-2A,-2B) are installed in the gas fuel
supply line downstream of the SRV to confirm the gas fuel inlet temperature is within specified
requirements at startup and throughout turbine operation. A median select, mismatch-alarm
methodology is utilized by the control to interpret the three temperature signals. High levels will result
in an indication to the operator, whereas High-high levels result in lockout of premix mode.
Excessively high temperature indications result in turbine trip. Low levels result in lockout of premix
mode.
In event of a drop in trip oil below a predetermined limit, a spring in the dump valve shifts the spool to
interrupt the flow path of oil between the control servo valve and the hydraulic cylinder. Hydraulic oil is
dumped and the ratio valve closes, shutting off gas fuel flow to the turbine.
Air is the purge medium, supply by compressor discharge air for the gas side.
Gas backflow to compressor discharge must be prevented. The gas fuel system purge valves air
actuated VA 13 must be closed tightly. If it does not happen, protective measures are to be taken.
On the contrary, during fuel gas operation of the unit, solenoid valves 20 PG-3, -4 are de-energized,
so shutting off the pneumatic actuation of VA 13-3 and VA 13-4.
The 20 VG-3 valve vents the line to atmosphere between the purge valves. Pressure
switch 63 PG-2 will alarm if excessive pressure builds up between the valves, indicating
the presence of too much gas.
33 PG limit switches are used to indicate the position of the VA 13 valve: open or closed.
The transfer gas purge operates the same except the VA 13 valves are normally open as
the transfer system is usually not flowing gas fuel.
9 comments:
Henry Jordan July 18, 2013 at 4:01 AM
The system seems great it would be interesting to know how efficient a Gas Turbine Fuel
System can be?
Thanks
Henry Jordan
Reply
Could you please sent to me the good quality fuel system P&ID? The drawing on the web
cant not view clearly.
Reply
Replies
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Is there a high pressure TRIP on the fuel gas system? if yes where it is located
Reply
Hello, an amazing Information dude. Thanks for sharing this nice information with us. Truck
ac discharge
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