GT13E2 General Data PDF

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Berrouaguia For Information Only

3 x GT13E2 Part II
GS 2003-216 Gas Turbine and Auxiliaries
6.1. Gas Turbine and Auxiliaries

6.1. Gas Turbine and Auxiliaries 1
6.1.1. Gas Turbine Block 2
6.1.2. Compressor Variable Inlet Guide Vanes 9
6.1.3. Combustor 11
6.1.4. Gas Fuel System 17
6.1.5. Fuel Oil System 19
6.1.6. Dual Fuel Capability 21
6.1.7. Ignition Fuel System 23
6.1.8. Water Injection System 25
6.1.9. Hydraulic/Pneumatic Control System 27
6.1.10. Lube and Power Oil System 31
6.1.11. Cooling and Sealing Air System 35
6.1.12. Compressor Blow-off System 38
6.1.13. Compressor Cleaning "Off-Line" 41
6.1.14. “On-Line” Wet Cleaning of the Compressor 43
6.1.15. Drainage of Compressor and Combustor 44
6.1.16. Air Intake System, Pulse Filter 46
6.1.17. Anti-Icing 49
6.1.18. Generator And Lube Oil Cooling System: Air Cooled 51
6.1.19. Exhaust System, Simple Cycle Power Plants With Vertical Silencer 53
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6.1.1. Gas Turbine Block
Figure 6.1-1 Gas turbine block during assembly (turbine casing not yet installed)
Figure 6.1-2 View of the gas turbine block with exhaust diffusor and foundation

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Figure 6.1-3 Cross-section lengthwise through the gas turbine block

Legend
1 Rotor 9 turbine housing 16 Turbine vane carrier
2 Exhaust end journal bearing 10 Annular combustor 17 Turbine vanes
3 Compressor end journal bearing 11 Compressor inlet 18 Exhaust housing

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4 Thrust bearing 12 Compressor inlet guide vanes (variable) 19 Blow-off valve

5 Turbine blades 13 Compressor vane carrier 20 Blow-off hood
6 Turbine blades 14 Compressor vanes 21 Turbine-end support
7 Compressor housing 15 Compressor diffusor 22 Compressor-end support
8 Compressor / combustor housing
Main Features
● Compact design: The turbine, the compressor, and the combustor together with the burners are
supplied as fully assembled units.
● Thermal and acoustic insulation of the thermal block
● A single shaft shared by the turbine and the compressor, made up of several forgings welded
together
● Simple suspension in two journal bearings and one thrust bearing, none of which is located in the
hot zone
● Cast outer casing of the turbine and the compressor is split at the level of the axis, providing full
access to both parts of the machine.
● The following can be done without requiring opening of the turbine:
○ inspection, repair, and replacement of the bearings
○ inspection and replacement of individual burners
○ endoscope inspection of compressor blading
○ inspection of the first stage in the compressor and the last stage in the turbine
○ inspection of the inner combustor and the first turbine stage through manhole in the turbine
casing
● An effective cooling system for all parts in the hot gas path (vanes, blades, vane carrier, shaft)
ensures that temperatures will remain within permissible limits and makes elevated process
temperatures possible
● Internal air-cooling of the first two rows of turbine vanes and the first three rows of turbine blades
● The turbine casing can be opened separately if required
● Simple and effective convection cooling of the rotor and the vane carrier using air from the
discharge end of the compressor
● Single annular combustor design, at present the largest of its type
● Uniform temperature distribution before the turbine resulting from the annular combustor
● 72 EV burners, arranged off-set in pairs
● The single annular combustor and the arrangement of the burners produce a very thorough
mixing in the hot gas. This means:
○ a uniform temperature distribution in the hot gas
○ full combustion
● Short flames, resulting from the EV burners
● Further developed 2nd generation of the "lean premix" technology with which the best emission
levels so far anywhere in the world have been attained
● Simple, compact burner design
● Good flame stability
● No flashback problems
● Combustor suitable for

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○ liquid fuels
○ natural gas
● Electronic flame monitoring
Description
The gas turbine block consists of the turbine and the compressor. The annular combustor is installed
between these units. The main parts are (Figure 6.1-3):
● The rotor (1), with the turbine blades (5) and the compressor blades (6), supported and guided in
two journal bearings (2, 3) and one thrust bearing (4)
● The compressor casing and the turbine casing (7-9) which also surrounds the annular combustor
(10)
● The variable compressor inlet guide vanes (12)
● The compressor inlet (11)
● The compressor vanes (14), installed in the compressor casing and the compressor vane carrier
(13)
● The compressor diffuser (15)
● The turbine vane carrier (16) and turbine vanes (17)
● The exhaust casing (18)
● The blow-off system, with the blow-off valves of the first two stages (19) installed under the blow-
off hood (20) (the valve for the third stage is mounted at the side and blows off into the exhaust
duct)
● The supports on the turbine end (21) and the compressor end (22).

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Rotor and Blades
Figure 6.1-4 Rotor
The rotor, welded together from several forgings, holds the blades of the turbine (5 stages) and the
compressor (21 stages). The turbine blades are fixed in position radially in "pine-tree" slots and are
also secured axially. In the front stages, some of them - depending on the materials used - are coated
(Refer also to the sub-section, "Vanes"). The compressor blades are mounted together with spacers
in circumferential T-slots. The blades in the first five stages of the compressor are coated to protect
them against corrosion and erosion.
In the turbine zone, the shaft is covered with heat shield segments to protect it against the severe
thermal stressing from the hot gas. Air taken from the discharge end of the compressor provides
additional cooling for these segments. This air is also used to cool the first three rows of turbine

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blades (refer to the Chapter, Section "Cooling and Sealing Air Systems," for details). These actions
make it possible to attain a higher process temperature, thereby increasing the power output and
improving the efficiency of the unit.
Bearings
The rotor turns in two journal bearings (2, 3) mounted in their own casings, one at the compressor
inlet (11) and the other in the exhaust casing (18). The axial position of the entire rotor train (including
the generator) is defined by a friction thrust bearing (4) that is also located in the compressor inlet.
The support and slide surfaces are made of babbitt metal. All bearings are lubricated and cooled with
pressurized oil supplied from a special system (refer to the Chapter Lube and Power Oil System). The
temperatures of the bearing metals and the returning oil are monitored by built-in thermocouples.
Maintenance can be carried out on all friction bearings without requiring the opening of the turbine or
the compressor casings.
Gas Turbine and Compressor Casing

The gas turbine casing comprises the actual turbine casing (9) and the exhaust casing (18) attached
to it. The first of these is made of heat-resistant material that can withstand the thermal stresses that
occur during operation. The turbine casing encloses the turbine and the combustor (10) located
upstream from it. It is used for the suspension of the turbine vane carrier (16) and the combustor. The
casing is surrounded by the compressed air from the compressor, which cools the parts lying inside
the casing before it is sent to the burners.
The ring-shaped exhaust casing is made of heat-resistant ferritic material and is designed so that it
can withstand the thermal stressing. The exhaust-end rotor bearing casing is attached at the middle of
the casing. The bearing forces are transmitted across support struts between the bearing casing and
the exhaust casing.
The compressor casing is made of three sections of high-quality cast material.
The compressor inlet casing (11) provides the link between the air intake system and the compressor.
It contains, at its middle, the bearing casing with the compressor-end journal bearing (3) and the
thrust bearing (4). The attachment is the same as that on the exhaust end. In addition, the inlet casing
accommodates the compressor inlet guide vanes (11), which are variable. The compressor inlet
casing also provides the central support on the foundation.
The actual compressor casing (7) is split vertically after the eighth stage in the compressor. The front
section (Stages 1 to 8) is surrounded by two blow-off chambers. The blow-off valves (19) for these
have been placed at the top under a hood (20). The third blow-off stage is located in the back section
of the compressor casing (Stages 9 to 21). The outlet from this stage leads to the exhaust duct.
Together with the turbine casing, the back section of the compressor casing forms the shell around
the annular combustor. In addition, the burners and the ring-shaped fuel supply lines (not shown in
Fig. 2-1) are fastened to the back section of the compressor casing.
The internal parts built into both compressor casings form the vane carrier.

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Compressor and Turbine Vanes

In the compressor, the casing also serves as the vane carrier. The vanes are mounted in
circumferential grooves and fixed in place with spacers. All compressor vanes are made of heat-
resistant chromium steels. The first five rows of vanes are coated to protect them against erosion and
corrosion.
The turbine vane carrier is, like the shaft in this zone, covered with heat shield segments to protect it
against the effects of the very high temperatures resulting from the hot gas. In addition, the vane
carrier has intensive counter-flow cooling using air taken from the end of the compressor. Following
this use, the air then flows to the second row turbine vanes to cool them from the inside. The vanes of
the first stage are supplied directly with air taken from the end of the compressor.
Some of the vanes of the front stage in the turbine -depending on the materials used- are also coated
to protect them against oxidation and corrosion.
Cooling and Sealing Air System

Compressed air is withdrawn from the compressor and directed to the parts in the hot gas path in the
turbine zone to cool those zones and to block the penetration of hot gas and oil vapor into zones
where they are not permitted (refer also to Section, "Cooling and Sealing Air System").
Safety and Monitoring Equipment

The bearing metal temperatures of the journal bearings and of the thrust bearing are monitored by
built-in thermocouples. If a temperature exceeds the prescribed maximum value a load shedding
(refer also to chapter, part "turbine protection") and an alarm are initiated.
The bearing pedestals are equipped with measurement devices for bearing pedestal vibrations which
initiate a trip in case of an exceeding of the prescribed values. The relative shaft vibrations are
measured at every journal bearing and are indicated in the control room.
The exhaust gas temperature is multiple measured in the exhaust gas diffuser. It is used together with
the pressure at the compressor end to calculate the turbine inlet temperature. Values higher then
prescribed cause a load shedding of the gas turboset.
Electronic overspeed detectors monitor the rotational speed of the rotor and initiate a trip and alarm if
the maximum speed is exceeded.

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6.1.2. Compressor Variable Inlet Guide Vanes
Figure 6.1-5 Compressor Variable Inlet Guide Vane Row

Legend
1 Compressor 5 Measurement of linear drive setting 9 Filter
2 Variable inlet guide vane row 6 Control valve for linear drive A Power oil supply
3 Linear drive 7 Measurement of control valve setting B Power oil return
4 Measurement of vane angle 8 Pilot valve
Main Features
● Increases overall efficiency of combined-cycle plants in the gas turboset's part-load range
● Automatic adjustment of the inlet guide vanes while the gas turbine is in operation via a control
circuit (control parameters = optimum part-load efficiency of the combined-cycle unit and limit
imposed by the maximum permissible temperature of the exhaust gas)
● Adjustment of the vanes in the guide vanes via an adjustment ring with a rotating suspension; the
ring itself is driven by a hydraulic linear drive

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● Optimum adjustment of emission levels of noxious components in the part-load range
Description of the System

The guide vanes are actuated by adjustment ring and tie rod. This adjustment ring, which runs around
the circumference of the compressor casing inlet, is also mounted to rotate. It is moved by the linear
drive (3).
The linear drive itself is supplied from the power oil system (A). The control valve (6) controls the
position of the piston, which is monitored by the measurement of position (7).
The inlet guide vane row is closed (at the mechanical stop) while the turboset is at standstill. When
the gas turbine is started up, the inlet guide vane row is opened to the predefined starting position.
As soon as the turbine inlet temperature for full load is attained, or as soon as the exhaust gas
temperature reaches the maximally permissible level -- one or the other -- the inlet guide vane starts
to open to its normal position. The control parameter is either the constancy of the turbine inlet
temperature or the maximum turbine discharge temperature permissible.
During operation at full load, the inlet guide vanes are in their normal position.
During a normal shut-down or deloading of the gas turboset, the inlet guide vanes are directed in the
direction contrary to the one followed during start-up or loading. The exact procedure depends on the
situation in which the shut-down or the deloading was initiated.

The angular setting of the inlet guide row vanes and the setting of the linear drive (3) are monitored.
If the blade angle of the inlet guide vanes drops below a preset limit while in operation, an alarm is set
off. If the vanes close even further, an emergency trip follows. The "Open" and "Closed" settings of
the control valve (6) are likewise monitored.
If the power oil pressure at the inlet to the control valve is too low (e.g., during a trip), the control valve
is deenergised by a pressure measurement installed upstream from the valve, and shifts into a safe
setting. This locks the inlet guide vanes in their position at that moment. The filter (9) upstream from
the control valve (8) separates out coarse particles.
The sieve is monitored by a measurement of differential pressure and an alarm is set off in the control
room whenever the differential pressure exceeds the permissible limits.

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6.1.3. Combustor
Figure 6.1-6 Annular Combustor

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Figure 6.1-7 Cross-section lengthwise through the annular combustor

Legend
1 Front segment 6 Combustor housing (secondary section) 10 Vane of the first turbine stage
2 EV burner 7 Combustor housing (primary section) A Air from the discharge end of the
3 Heat shield 8 Cover plate compressor
4 Support structure 9 Combustor suspension (in the parting B Hot gas
5 High temperature jacketing plane

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Figure 6.1-8 Cross-section through annular combustor (burner layout)
Description
The main parts of the combustor are:
● Front segment and the support structure
● Heat shield segment and the support structure
● EV burners
● Transition piece to the turbine
● Flame monitors
● Igniter
● Annular casing
The combustor is placed in a ring within the turbine casing, between the compressor and the turbine
(refer to Figure 6.1-8). It consists of a primary zone, in which the actual combustion takes place, and a
secondary zone, which sends the hot gas on to the turbine with very slight losses (Figure 6.1-10).
The primary zone is formed by the front segments (1) with the EV burners (2) inserted into them and
the heat shield segments (3) attached above and below them. These parts are fixed in position by a
support structure (4), which, in turn, provides the connection to the turbine casing.
The secondary zone is formed of high-temperature resistant plates.

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A casing (6,7) completely encloses the combustor in order to direct cooling air withdrawn from the end
of the compressor past the outside of the combustor in counter-flow cooling. In the primary zone, it
also accommodates the EV burners.
After the compressor air (A) flows through the compressor diffuser, it is deflected by turning vanes
into the surrounding chamber of the turbine casing. In so doing, it not only provides counter-flow
cooling for the combustor, but also cools the turbine vane carrier. The cover plate on the burner end
of the combustor (8) has holes through which the air from the end of the compressor can reach the
EV burners.
Figure 6.1-8 shows how these burners are arranged in the combustor. Neighboring pairs are in each
case slightly offset in their radius, producing effectively four rows of burners. The burners are
mounted on the casing. They are supplied with fuel through ring-shaped lines attached on the outside.
Later Sections explain how the systems involved function.
The annular arrangement of the combustor makes possible a uniform and low-loss flow to the turbine
because the hot gas path can be kept quite short. In addition, the thorough mixing results in an even
temperature profile and a complete combustion.
During part-load operation, only every 4th burner is switched off so that the advantageous temperature
profile can be maintained even at low loads.
Two electrically activated ignition torches supplied from a gas system of their own are installed for
ignition of the burner flames. The flame then spreads from burner to burner without requiring further
intervention as soon as those burners are supplied with fuel.
The combustion process is monitored by three flame monitors, which are evaluated in 2 of 3-circuit.
The surrounding turbine casing is split horizontally in order to provide easy access to the combustor
for purposes of maintenance. For a fast access, a manhole is attached.

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EV Burners
Figure 6.1-9 EV Burner
The EV Burner (Figure 6.1-9) is a premixing burner of a simple design based on our long years of
experience in developing and operating low NOx premixing burners and on investigations conducted
in our research center of the scientific principles involved in the behavior of strongly swirled flows.
The EV burner consists of a hollow cone (3) split axially, with its halves displaced cross-wise from one
another (refer to the Cross-Section in Figure 6.1-10). The combustion air flows into the combustion
zone through the slots that result.
The fuel gas flows through two gas channels (4), enters into the burner through a row of holes (1) at
the outlet of the burner, and mixes there with the air.
The burner geometry has been optimized so as to produce a strongly swirled flow with a back-flow
zone freely stabilized within the combustion zone. Only in this zone are the flow velocities slow
enough to make possible the ignition of the fuel/air mixture, which has, in the meanwhile, become fully
homogeneous. The flow described and the lean mixture of the air and fuel produce low flame
temperatures, and these result in the low emission levels attained.
If oil operation is offered during fuel oil operation, the liquid fuel is sprayed in through an atomizer
nozzle (2) integrated into the burner head. Additional water is mixed into the oil in order to meet
prescribed emission levels.

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Figure 6.1-10 EV burner

Legend
1 Opening for the gas outlet 4 Gas channel C Combustion air
2 Liquid fuel for atomization nozzle A Gas D Mixed gas and air in operation on
(only for oil burning machines) B Liquid fuel (only oil burning machines) gas, air in operation on oil
3 Split cone

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6.1.4. Gas Fuel System
Figure 6.1-11 Fuel gas system
Main Features
● Both the main gas shut-off valve and the gas relief valve are equipped with both motor and
manual drives.
● The trip valve and the gas-tight control valves are equipped with servomotors
● Control system as part of the control valve block is fully assembled, cabled, and tested in the
workshop
● Separate valves for controlling the gas flow and for trip
● Valves equipped with metal seals
● System depressurized when the gas turboset is at standstill
● EV Burners supplied with gas via a system of ring and stub-line pipes outside the combustor
● Monitoring of all critical parts of the system by the fire and explosion protection system.

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Principle of Operation
The fuel gas flows into the fuel system through the gas supply unit and the fuel supply line. The main
gas shut-off ball valve divides the gas supply system from the fuel system. For ignition, the main gas
shut-off ball valve and the trip valve open and the gas relief valves closes. During ignition not all
burners are in operation. The control valve defines the amount of fuel for ignition, and that fuel is lit by
two ignition torches in the combustor. Because the mixing conditions within the premixing zone of the
burners during a run-up of the turbine do not guarantee the certainty of proper ignition, the ignition
process is supported by directing an additional flow of gas ("piloting") via one of the three lines into
the tip of the EV Burners.
Once ignition has been accomplished, the control valves continue to open at first, as called for in the
starting program and then, after synchronization, according to the power output called for. Once
stable combustion conditions have been attained, the supply of gas to the tips of the burners switches
off. The remaining burners are set in operation at high part load and work in gliding FAR (Fuel to Air
Ratio) mode up to approx. 70% load. Above this load level the turbine is run with all burners at the
nominal FAR.
During a shut-down of the gas turboset, the control valves close first, followed by the trip valve and
finally the main gas shut-off valve. The gas relief valves open the connection to the outside air and
deload the system to ambient pressure.
In an emergency trip of the gas turboset, the control valves and the trip valve close immediately.

Limit switches monitor the "Open" and "Closed" settings of the main fuel gas shut-off valve, the gas
relief valves and, the valve for ignition with fuel gas, and the "Closed" setting of the control valves and
the trip valve.
An alarm is set off in the control room whenever the main gas shut-off valve fails to close completely.
If there is not sufficient pressure present at a start-up of the gas turboset, the pressure measurement
built in upstream from the main gas shut-off valve prevents further progress of the starting program.
During operation, it sets off an alarm in the control room under these conditions.
The pressure measurement built in downstream from the trip valve initiates an emergency trip if the
pressure drops below the preset minimum level.
Because the control valves are gas-tight, no exhaust fan is needed in the gas control block.
The non-return valves before the burners prevent the entering of hot gas into the fuel gas system.
The fire and explosion protection system monitors all endangered parts of the gas fuel system.

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6.1.5. Fuel Oil System
Figure 6.1-12 Fuel oil system (Fuel Oil Block is part of the Combined Fuel Oil / NOx Water Block)
Main Features
● Trip valve, the three control valves and the drainage valve have hydraulic drives
● The three drainage valves are activated pneumatically
● The trip valve and the control, pilot, and blow-out valves have been incorporated into the control
valve block
● The pump, filter, and meter are mounted on the fuel oil block. This block is supplied completely
preassembled, including piping and cables, and tested
● The Combined Fuel Oil / NOx Water Block is located outdoors and suitable for any climate
● The EV burners are supplied with fuel oil group-by-group via three supply lines
● Monitoring of all critical parts of the system by the fire and explosion protection system.

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The fuel oil supply system supplies the fuel to the fuel forwarding system. The fuel flows through the
main shut-off valve -which is equipped with both a motor and a manual drive - to reach the filter. The
filter is of a twin design so that the half that is not in operation can be cleaned without having to stop
operation of the gas turboset.
The pressure limiting valve installed upstream from the filter protects the system against
overpressure.
The metering of through flow is built in downstream from the fuel oil pump. This is needed, among
other things, for directing the water injection for reduction of NOx emissions.
The fuel oil pump forwards the fuel to the EV Burners and produces the pressure required for
atomization. If there is not sufficient pressure present at start-up, the gas turboset cannot be started;
during operation, the turboset is automatically tripped.
For ignition, the drainage valves close; the trip valve opens, and the fuel oil pump starts, so that fuel
can flow to the control valves.
To prevent an overheating of the fuel oil pump in operation, a certain minimum amount of fuel must
flow through the pump to cool it. For that reason, during a start-up of the gas turboset, a volume flow
is pumped back into the tank through the fuel return line (Valve is open to the return line) until nominal
speed has been attained.
Inside the combustor, the liquid fuel is ignited by the two ignition torches installed there. Then the
control valves open further, at first as called for in the starting program and - after synchronization -
according to the power output required. At the same time, the valve in the fuel return closes.
The EV Burners are supplied with fuel via three supply lines. The three control valves direct the flow
that passes through each of these lines.
During an emergency trip of the gas turboset, the control valves and the trip valve close immediately.
The leakage from the valve sealing cases and from the filter flows through the leakage fuel return to
the cyclone extractor and then into the tank. The leakage tank pump forwards the leakage fuel back
into the main tank.
After switch off a group of burners the parallel working NOx water system is operated for a few more
seconds to flush the oil lances and thereby to prevent them from coking. The procedure is possible
because oil and water are mixed inside the lance and enter the combustor through the same nozzle.

● Limit switches monitor the "Open" and "Closed" setting of the leakage valves.
● Limit switches monitor the "Closed" setting of the trip valve. If the trip valve fails to close
completely, an alarm is also set off in the control room.
● Limit switches monitor the "Closed" setting of the main shut-off valve. An alarm is set off in the
control room if this valve fails to close fully.

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● The pressure limiting valves and protect the system from over-pressure due to thermal expansion
while at standstill.
● The measurement of differential pressure across the filter sets off an alarm in the control room is
the difference in pressure exceeds the permissible limit (excessive fouling).
● The measurement of pressure before the fuel oil pump prevents a start-up of the gas turboset if
there is not sufficient pressure present.
● The measurement of pressure after the fuel oil pump initiates an emergency trip if there is not
sufficient pressure present.
● If the temperature drops below the minimum level acceptable (the viscosity of the fuel becomes
too high), the measurement of temperature after the fuel oil pump sets off an alarm in the control
room. If the fuel in the tank rises above the maximum level permissible, an alarm is set off. Then,
if the fuel level continues to rise, the second measurement of level built in initiates an emergency
trip of the gas turboset
● The fire and explosion protection system monitors all endangered parts of the liquid fuel system.
6.1.6. Dual Fuel Capability
Main Features
● Increases the availability of the gas turboset
● Automatic switch-over from fuel gas to fuel oil without interruption in operation if the gas supply
should fail
● Manual initiation of the switch-over from fuel oil to fuel gas
Description
Operation on Gas
The section, "Fuel Gas System," includes the procedures for operation, supply, and control on gas.
Operation on Fuel Oil

The section, "Fuel Oil System," includes the procedures for operation, supply, and control on distillate.
Emergency Switch-Over from Fuel Gas to Fuel Oil

The fuel gas pressure in front of the main shut-off valve is monitored. The preset minimum level sets
off an alarm, and a fully automatic fuel switchover is initiated at the same time.
Should the gas turbine load before switch-over be between 35% and 70% load, the gas turbine is
deloaded to 35% load. When this load is reached, the switchover procedure commences.
This is accomplished by activating the fuel oil supply system and opening the main fuel oil shut-off
valve. As soon as the prescribed pressure before the fuel oil pump has been attained, the fuel oil
pump starts up and builds up oil pressure. Once this pressure has attained its prescribed level, the

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switch-over program proceeds. The oil trip valve and control valves open, enabling the fuel oil to flow
to the EV Burners and support the combustion. Simultaneously with the opening of the control valve
for fuel oil, the fuel gas supply is throttled down by the corresponding gas control valves. The process
has been completed when only fuel oil is flowing into the combustor, when the supply of gas has been
broken off completely, and when the fuel gas system has been depressurized.
Should the gas turbine load prior to switchover have been in the range of 35% to 70% load, the fuel
oil flow is increased until the load prior to initiation of switch-over is reached.
Switch-Over from Fuel Oil to Fuel Gas

The procedure must be initiated manually. Thereafter, it also proceeds fully automatically, with all
steps taking place in the reverse order, i.e., the gas system is activated and the oil supply is cut back
once the gas supply responds.
Note:
This design is based on the assumption that gas is normally burned as the main fuel and the oil
serves as a standby fuel. For that reason, a fully automatic switch-over from gas to oil is sufficient for
normal operation.

If the gas pressure downstream from the trip valve drops below the minimum level required during the
switch-over process before operation on fuel oil has been enabled, the pressure measurement
initiates an emergency trip of the gas turboset.

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6.1.7. Ignition Fuel System
Figure 6.1-13 Ignition fuel system

Legend
1 EV burners 11 Orifice 20 Gas cylinder
2 Ignition torches 12 Non-return valve 21 Filter
3 Switch-over and reducing valve 13 Orifice 22 Gas orifice
4 Shut-off and relief valve 14 Combustion air supply 23 Gas exhaust fan
5 Shut-off valve 15 Non-return valve 24 Feed orifice for incoming air
6 Relief valve 16 Orifice 25 Ignition fuel module (part of the
7 Shut-off valve 17 Non-return valve control valve block)
8 Shut-off valve 18 Orifice A External air
9 Ignition gas system (propane) 19 Gas cylinder B not used
10 Non-return valve
Main Features
● Standard system separate from the main fuel system
● Supplied from commercially available propane cylinders

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● Automatic switch-over to the standby cylinder during normal operation

● Ignition fuel block completely prefabricated, with cables, and tested

Ignition with Propane Gas
Once ignition speed has been attained, the functional group "Combustor" switches on. The flow of
ignition gas to the burner is enabled by the shut-off valves and the relief valve. The spark plugs built
into the ignition torches are energized, start to glow, and light the ignition gas. The main fuel flows out
of the EV burners into the combustor and is, in turn, ignited by the ignition flame. When ignition has
taken place, the current to the spark plug is interrupted and the valves return to their "at rest" position.
The arrangement of the valves selected is such that the ignition gas line is not pressurized in the "at
rest" position.
A main propane cylinder can be selected manually. The switch-over to the standby cylinder is done
automatically. If one of the two propane cylinders is empty, the switch-over valve has to be used to
switch over manually to the standby cylinder. The empty cylinder can then be taken out and replaced.
The ignition fuel module accommodates the entire ignition fuel supply system. The fan provides
forced ventilation of this module to draw off any gas leakage and thus keep the risk of fire and
explosion as low as possible.

Whenever pressure in the ignition gas line downstream from the filter drops below the preset
minimum level, the pressure measurement sets off an alarm in the control room.
The switch-over valve indicates the gas cylinder from which ignition gas is being drawn.
Manometers display locally both the pressure in the cylinder that is in operation and the pressure in
the ignition gas line.

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6.1.8. Water Injection System
Figure 6.1-14 Water Injection System (NOx-water block is part of the Combined Fuel Oil / NOx Water
Block
Main Features
● Reduction of NOx emission levels produced in the combustion process during operation of oil or
dual fuel to within legally prescribed limits
● No negative impact on the combustion process
● Increased power output from the gas turboset due to the increased mass flow.

The water supply system supplies the injection system for NOx reduction with the required amount of
water and generates the pressure necessary. NOx water injection pump circulates the water.
The pump must have attained a preset minimum pressure level before the NOx reduction water is
released for the combustion process. For this, the control valves are closed so that no water can flow
to the EV-burners. A minimum flow valve installed downstream from the pump allows a certain
amount of water to circulate for cooling purposes in order to prevent the pump from overheating.

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The water coming from the water supply system is directed to the EV-burners via the distributor pipes.
The water is mixed with the fuel oil in the burner lance and is then sent to the combustion zone.
The amount of water added, determined by the three control valves in the three supply lines, is
directly proportional to the fuel flow. The water piping system design is like that of the fuel system.
Three supply lines serve 1/6, 2/6, and 3/6 of the burners respectively.
In the lower load range, two criteria are used to control the amount of water flow:
● The NOx regulations that pertain
● The amount of smoke generated.
The stricter of the two criteria is decisive.
In the upper load range, the flow of water is regulated so that the pertinent NOx regulations can be
met.
After switch off a group of burners the parallel working NOx water system is operated for a few more
seconds to flush the oil lances and thereby to prevent them from coking. The procedure is possible
because oil and water are mixed inside the lance and enter the combustor through the same nozzle.

The positions of main shut-off valve, trip valve, and control valves are monitored. An alarm is set off
whenever any of the following occurs:
● Main shut-off valve, trip valve, or one of the control valves fails to close completely
● The control valves are closed during operation on oil
● The trip valve fails to open completely
● Water pressure downstream from the pump is insufficient.

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6.1.9. Hydraulic/Pneumatic Control System
Figure 6.1-15 Hydraulic/pneumatic control system

Legend
1 Turbine 19 Fuel oil control valve 40 Lube oil tank
2 Compressor 20 Fuel oil control valve 41 Main lube oil pump 1

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3 Generator 21 Pilot valve 42 Main lube oil pump 2

4 Annular combustor 22 Quick action relief valve 43 Hydraulic rotor barring device ontrol
5 Measurement of exhaust 23 Control valve drive, with EHC valve
temperature 24 Control valve drive, with EHC 44 Power oil pump
6 Turbine inlet temperature 25 Control valve drive, with EHC 45 Safety system oil pump
(calculated) 26 Fuel gas system 46 Main section of the hydraulic
7 Measurement of active power 27 Relief valve protection system
8 Measurement of speed 28 Quick action relief valve 47 Hydraulic / pneumatic safety trip for
9 Ring-shaped fuel pipes 29 Filter the blow-off systems
10 Compressor blow off valves 30 Fuel gas trip valve 48 Manual trip
11 Variable inlet guide vane 31 Relief valve 49 NOx water injection control valve
adjustment 32 Gas pilot valve 50 NOx water injection control valve
12 Fuel oil system 33 Gas control valve 51 NOx water injection control valve
13 Main shut off valve 34 Gas control valve 52 Control valve drive, with EHC
14 Pressure limiting valve 35 Pilot valve 53 Control valve drive, with EHC
15 Fuel oil pump 36 Pilot valve 54 Control valve drive, with EHC
16 Minimum flow valve 37 Control valve drive, with EHC A Fuel oil supply system
17 Fuel oil trip valve 38 Control valve drive, with EHC B Fuel gas supply system
18 Fuel oil control valve 39 Control valve drive, with EHC C NOx water injection system
Main Features
● Control systems make it possible to operate the gas turboset properly and at the best possible
efficiency
● The hydraulic protection system protects the gas turboset, should the control systems fail
● The control system forms the link between the turbine controls and the machine.

The control and protection system includes:
● Hydraulic/pneumatic control and protection systems
● Hydraulic fuel control systems
● The hydraulic system for regulating NOx water injection
● Hydraulic/pneumatic controls for the compressor blow-off valves
● Electronic speed monitors.
The electronic turbine controls calculate the signals required by the control and protection systems for
operation of the gas turboset.
Open-Loop Control Systems

The open-loop control systems make it possible to start the gas turboset automatically, run it up and
load it, and shut it down on one's own. They allow comprehensive monitoring of these processes.
Closed-Loop Control Systems

The closed-loop control systems ensure that the process, which is subject to fluctuating external
factors (generator utilization, air temperature, etc.), will maintain the preset setpoints. Their main
components are the control valves for fuel gas (32 to 34), for fuel oil (18 to 20), and for NOx water
injection (49 to 51), including their drives with electrohydraulic converters (37 to 39, 23 to 25, and 52
to 54).

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Protection Systems
The protection systems protect the gas turboset from serious damage should the control systems fail.
The protection system is directed by a central set of valves (46) connected to the fittings involved via
power oil lines (45). (The NOx water injection system (C) has not been shown completely: it is
structured like the fuel oil system and has likewise been integrated into the protection system.)
The control and protection systems have been designed so that a collapse of pressure in the
hydraulic/pneumatic piping system causes an immediate return to a safe setting of important system
components supplied from that piping system (e.g., opening of the blow-off valves). This is in every
instance checked by means of limit switches. The electrical components of the control and protection
systems are deenergized while the gas turbine is in normal operation (open-circuit operation). The
only exceptions to this rule are the "fire protection valves" (which have not, however, been shown on
the schematic).
Fuel Control
Basically, there are two modes of gas turboset control:
● Frequency/power control
● Temperature control (based on the calculated temperature of the hot gas at the inlet to the
turbine).
The fuel control and protection system has been designed for fuel oil and fuel gas (dual fuel)
operation
Fuel Control for Fuel Oil

Three separate fuel lines, each with its own control valve (18 to 20) supply the EV Burners with fuel
oil. The signals received from the electronic turbine controls are transduced into an oil pressure
suitable for the valve drives in the electrohydraulic converter connected to the drives. The hydraulic
drives (23 to 25) are equipped with springs that close the valves automatically when there is a drop-
off in power oil pressure (which causes a trip). This cuts off the fuel supply. The NOx water injection
system operating parallel to this system functions in the same way. The electronic turbine controls
take over control of the valves involved (49 to 51). Obtain further information from the Section Fuel Oil
System and the Section Water Injection System.
Fuel Control for Fuel Gas

The control for the gas supply to the EV Burners functions analogously to that for liquid fuels, but the
system has been designed to the special requirements in controlling fuel gas. Obtain a more exact
description for the Section, Fuel Gas System.
Fuel Control in Dual Fuel Operation

Basically, oil or gas is burned in the combustor, with gas usually being the main fuel and oil the
standby fuel. During dual fuel operation or an emergency switch-over from one type of fuel to the
other, the turbine controls activate both control systems (Refer also to the Section Dual Fuel).

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Protection Systems
The protection systems have several functions to perform:
● Providing alarms
● Initiating protective load shedding
● Initiating trip.
The protection systems include:
● Electrical and electronic monitoring and protection:
○ exhaust gas temperature after the turbine (5), including calculation of the turbine inlet
temperature (6)
○ electronic speed monitoring
○ an electrohydraulic trip unit in 2-of-3 circuitry (46).
● Mechanical/hydraulic monitoring and protection:
○ the power oil system for initiating trips (45)
○ quick-action relief valves for the control pressure and the valve for the NOx water injection
system which has not been shown)
○ the manual trip (48).
Note: The description is made for a dual fuel machine. For a single fuel machine only the appropriate
part is applicable.

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6.1.10. Lube and Power Oil System
Figure 6.1-16 Lube and power oil system

Legend
1 Turbine 25 Lube oil supply orifice 49 Jacking oil pump
2 Compressor 25 Lube oil supply orifice 50 Jacking oil system
3 Generator 26 Lube oil supply orifice 51 Non-return valve
4 Turbine journal bearing 27 Lube oil supply orifice 52 Non-return valve
5 Compressor journal bearing 28 Lube oil drain sight glass 53 Non-return valve

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6 Turbine rotor thrust bearing 29 Lube oil drain sight glass 54 Non-return valve
7 Generator drive-end bearing 30 Lube oil drain sight glass 55 Non-return valve
section 31 Lube oil drain sight glass 56 Non-return valve
8 Generator non-drive end bearing 32 Lube oil drain sight glass 57 Emergency cooling oil pump
section 33 Lube oil return 58 Return flow orifice
9 Generator auxiliary bearing 34 Power oil pump for rotor barring device 59 Non-return valvc
10 Lube oil pump 2 35 Manual pump for rotor barring device 60 Power oil pump
11 Lube oil pump 1 36 Non-return valve 61 Shut-off valve
12 Shut-off valve 37 Pressure limiting valve 62 Non-return valve
13 Shut-off valve 38 Control valve for rotor barring device 63 Pressure limiting valve
14 Pressure accumulator 39 Power oil system for rotor barring device 64 Strainer
15 Orifice 40 Hydraulic rotor barring device 65 Power oil system
16 Temperature control valve 41 Rotor barring device lifting cylinder 66 Auxilaries block lube oil heater
17 Lube oil cooler 42 Air intake filter 67 Tank
18 Twin lube oil filter 43 Ventilation orifice 68 Drain cock
20 Lube oil distribution system 44 Flame arrester 69 Auxiliary block
21 Lube oil supply orifice 45 Dearation flap valve A Cooling water inlet
22 Lube oil supply orifice 46 Oil vapor fan B Cooling water outlet
23 Lube oil supply orifice 47 Temperature control valve C Power oil system
24 Lube oil supply orifice 48 Jacking oil pump
Main Features
● Same oil used for lube oil, power oil, jacking oil, the hydraulic-pneumatic control and protection
systems, and the hydraulic rotor barring device
● Two AC oil pumps (10 and 11), each with a 100% capacity, with an automatic switch-over if the oil
pressure is too low
● DC power supply for the emergency cooling oil pump (57), the power oil pump (32) for the
hydraulic rotor barring device, and the jacking oil pumps (48 and 49)
● Twin lube oil filter (18), with capability for switch-over during operation
● Temperature control valve (16) to ensure a uniform lube oil temperature at the inlet to the filter
● A separate power oil system for the hydraulic rotor barring device (40), with a DC pump (34) and a
manual pump (35) for emergencies
● A power oil system for the fuel control valves with built-in electro-hydraulic converters
● Solenoid safety valves for releasing pressure in case of emergency
● A very compact system with short piping paths, attained by central location of tanks, pumps,
coolers, filters, etc.

The lube and power oil system consists mainly of the:
● Lube oil supply
● Power oil supply
● Power oil supply for the hydraulic rotor barring device.
Lube Oil Supply

The lube oil supply:
● Supplies lube oil to the gas turboset bearings
● Cools the exhaust-end bearing
● Supplies the jacking oil system

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● Supplies the hydraulic-pneumatic control and protection systems

● Supplies the hydraulic rotor barring device.
Supplying of Lube Oil to the Bearings

The lube oil is stored in a tank (67) that also forms the base plate for the auxiliaries block. During
prolonged periods at standstill, the built-in heater (66) maintains the lube oil at the minimum
temperature required for operation. During operation, one of the two lube oil pumps (10) or (11)
supplies the gas turboset with the lube oil required. Should the pump that is in operation fail, an
automatic switch-over to the other pump takes place. The pressure accumulator (14) takes over the
supplying of oil while the replacement pump is running up.
The lube oil is forwarded to the temperature control valve (16), from which it flows -- depending on the
temperature -- either all through lube oil cooler (17), or some through the cooler and some through the
bypass, or all through the by-pass. This keeps the lube oil temperature within the preset range. The
cooling system is described in more detail in the section "Generator and Lube Oil Cooling" in this
Chapter.
After the lube oil flows through the twin filter (18) -- which can be switched from one half to the other
while the turboset is in operation -- it reaches the lube oil distribution system (20). From there, it flows
through the various supply orifices to reach the bearings and the other users.
Emergency Cooling Oil System

A failure of the AC power system or of both lube oil pumps (10) and (11) causes pressure in the lube
oil system to collapse. If either of these should happen, there is a DC auxiliary oil pump available to
supply all users with lube oil during the close-down (trip) of the turbine, thereby preventing damage
due to a lack of lube oil.
Jacking Oil System (50)

The DC jacking oil pumps (48) and (49) mounted on the base plate of the auxiliaries block are in
operation during start-up and rotor barring operation. These press the lube oil into special oil pockets
in the bearings of the gas turbine and generator blocks. This raises the turbine and the generator
rotors so that they float on a film of oil, reducing wear on the bearings and the torque required for
start-up.
Normally, the jacking oil system is supplied from the lube oil distribution system (20). In case of an AC
power failure, it is supplied by the emergency cooling oil pump (57).
The jacking oil and emergency cooling oil pumps start up automatically if both lube oil pumps should
fail.
Power Oil System (65)

It supplies oil to the power oil distribution system (C). The lube oil distribution system (20) supplies oil
to the AC power oil pump (60), which pumps oil into the power oil system, which , in turn, supplies oil
to the hydraulic control and protection equipment.

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Power Oil Forwarding (39) for the Hydraulic Rotor Barring Device
This subsystem supplies the oil required for rotor barring to the lifting cylinder (41) of the hydraulic
rotor barring device (40).
The DC pump unit (34) pumps the oil to the control valve (38) of the power oil system for the hydraulic
rotor barring device. The valve (37) maintains a constant pressure in the system.
The manual power oil pump (35) can be used to carry out rotor barring in case of a DC power failure.

An alarm is set off in the control room if:
● The oil temperature in the lube and power oil tank drops below the preset minimum level
● The oil in the lube oil tank drops below the preset minimum level
● Differential pressure across the twin filter (18) exceeds the permissible level. If the oil pressure
then continues to rise, the appropriate bypass valve opens
● The lube oil temperature after the twin filter is too high or too low
● The oil pressure in the lube oil distribution system (20) drops below the preset minimum level
● If one of the three solenoid safety valves is activated.
An emergency trip of the gas turboset is initiated if:
● The lube oil pressure drops below the present minimum level
● The bearing metal temperatures rise above the acceptable levels
● The power oil pressure in the hydraulic control and safety system drops below the minimum level
permitted.
Pressure limiting valves protect the lube and power oil system from overpressure.

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6.1.11. Cooling and Sealing Air System
Figure 6.1-17 Cooling and sealing air system

Legend
1 Turbine 4 Journal bearing 7 Orifice

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2 Compressor 5 Thrust bearing 8 Orifice

3 Journal bearing 6 Combustor 9 Filter
Main Features
● Cooling and sealing air is withdrawn from the compressor
● Short piping paths and the use of only a few fittings produce a compact, reliable system
● With this effective cooling system, material temperatures in hot gas path components remain
within permissible limits even at elevated gas turbine inlet temperatures
● The cooling air withdrawn from the compressor is returned to the process (except for sealing air
for the blow-off valves and for any water and steam injection valves provided).

The main subsystems of the cooling and sealing air system are:
● The sealing air system for the compressor
● The cooling and sealing air system for the exhaust end of the turbine
● The cooling air system for the turbine vane carrier
● The cooling and sealing air system for the turbine rotor
● The cooling system for the combustor.
Sealing Air System for the Compressor (Inlet End) (C)

The sealing air is withdrawn behind the fourth stage of the compressor (2) (first blow-off point), and is
directed through the labyrinth seal at the inlet to the compressor. It prevents unfiltered air from the
compressor bearing section from penetrating into the compressor.
Cooling and Sealing Air System for the Exhaust End of the Turbine (A)
The cooling air is withdrawn behind the fourth stage of the compressor (2) (first blow-off point), and is
directed to the turbine shaft bearing section (13) on the exhaust end. It cools the face of the shaft, at
the same time blocking out a back-flow of exhausts into the rotor cooling air system.
Cooling Air System for the Turbine Vane Carrier and the Turbine Vanes (B)
The air for cooling the vane carrier and the first two rows of turbine vanes is withdrawn downstream
from the compressor and directed to the turbine vane carrier. It cools the vane carrier in a flow
counter to that of the hot gas (15), starting from the low pressure section (back stages) and going as
far as the second stage in the vane carrier. The first row vanes in the turbine are supplied directly with
air from the discharge end of the compressor via a separate supply line (16).
During operation the vane carrier is continually surrounded by an air flow from the discharge end of
the compressor.

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Cooling and Sealing Air System for the Turbine Rotor (B and D)
A large portion of the cooling air is branched off downstream from the compressor and directed into
the ring-shaped chamber in the shaft enclosure between the outlet from the compressor and the inlet
to the turbine. From that point, the air is supplied to several sections:
● On its path from the ring-shaped chamber to the face at the turbine end of the rotor, the rotor
cooling air flows through a swirl cascade that generates the tangential speed component required
to produce a relatively axial approach flow to the rotor.
● The cooling air flows into the holes in the face of the rotor at the turbine inlet. From this point,
some of it is directed into the blades in the first three stages (18), while the remainder cools the
heat shield segments on the surface of the rotor and enters into the hot gas flow as leakage (17)
between the segments.
● A small portion of the air from the discharge end of the compressor is withdrawn at the face of the
rotor and is directed across the shaft seal on the shaft drum, without being recooled, as sealing air
for the face on the turbine end (13).
The rotor is also cooled in the area of the fourth and fifth stages of the turbine. For this purpose, air
taken from the third compressor blow-off chamber is directed across a filter (10) and a condensate
trap (9) into the exhaust end bearing casing. From there, it passes through a hole bored in the shaft to
enter the pocket within the shaft (14). The cooling air flows through ducts to reach the blade roots and
the heat shields of the fourth and fifth stages. It cools these components and then comes out to mix
with the hot gas.
Cooling System for the Combustor

The section, "Gas Turbine Block," describes how the cooling system for the combustor operates.

Measurement of the cooling air temperature, with display and alarms in the control room: turbine,
exhaust end, on the face of the rotor.

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6.1.12. Compressor Blow-off System

Silencer
To Blow-off valve
exhaust
system
Control air for

blow-off valves
Control
air cooler
Safety
relay
Pressure
Condensomate
reducing
Filter valve
Control valve block

Figure 6.1-18 Compressor blow-off system
Main Features
● Three blow-off points with a total of four valves (two in stage 1, one in stages 2, and one in stage
3).
● The blow-off valves for stages 1 and 2 are mounted directly on the outer housing of the
compressor.
● The blow-off valve for stage 3 is located under the outer housing of the compressor and
connected to the exhaust duct via a blow-off air duct.
● Sound from the top-mounted valves is damped by the blow-off hood and silencer.
● Control air supplied by the gas turbine compressor and in shutdown mode by the wash cart
compressor.

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3 x GT13E2 Part II

Function
During start up of the gas turboset, the blow-off system prevents rotating stall and surge by producing
normal flow ratios in the compressor.
Excess air is blown off at four locations. This reduces the power required to drive the compressor.
There are five basic operating conditions:
● Standstill
● Start-up
● Operation
● Shut-down
● Trip
Standstill
Blow-off valves are in open position. For functional checks, or for compressor washing purposes they
can be operated by connecting a wash cart compressor.
Start-Up
Blow-off remain open when the gas turbine is started up. The valves close, as soon as the gas turbine
has reached 90 % of its nominal speed. Control valves are moved in that way that the safety relays
will open passage for control air which in turn will close the blow-off valves. Stage 3 closing will follow
at 95 % of its nominal speed.
The control air withdrawn from the compressor is cooled in a cooler and cleaned in filters, switch over
during operation can be accomplished. The pressure is reduced in valves.
Operation
Blow-off valves are closed.
Shut-Down
After deloading to idling the control valves move. Oil pressure is dropping and the safety relays
change position do to their spring force. Control air will escape and as a result blow-off valves will
open by spring force.
Trip
A trip will force the power oil system to collapse immediately. The safety relays change position to
allow control air to escape. The blow-off valves will open by spring force.

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● Limit switches monitor the "open" and "closed" positions of each blow-off valve individually.
● The gas turboset cannot be started unless the valves are opened.
● A malfunction of the blow-off valves is signaled by a general alarm in the control room.

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6.1.13. Compressor Cleaning "Off-Line"

A
1
3
B
5
2 4
Figure 6.1-19 “Off-Line” Wet Cleaning Equipment

Legend
1 Compressor 4 Intake manifold A Intake air
2 Intake casing 5 Nozzles B Cleaning fluid
3 Distributor pipe

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3 x GT13E2 Part II
Figure 6.1-20 Typical Wash Cart
Legend
1 Electrical switchbox 5 Water hose connection 9 Water tank
2 Manometer 6 Grounding cable 10 Water pump
3 Not used 7 Electrical cable 11 Water pipe
4 Water hose 8 Not used
Main Features
● Improved efficiency and power output resulting from periodic washing of the compressor.
● Simple plug-in couplings to connect the hoses and cables to the mobile wash cart are built into the
intake manifold of the gas turbine.
○ complete mobile wash cart, equipped with tank for cleaning fluid, pump, hoses and cables.
The System
The gas turbine is shut down and cooled off at least to a preset limit.
The wash cart is brought close to the gas turbine. Before selecting the wash program, the cleaning
fluid hose, and the cable of the wash cart are connected to the gas turbine.
The wash program is selected and the compressor cleaning progresses in several phases. The
cleaning fluid, mixed in the wash cart tank, is sprayed into the compressor through nozzles radially
installed around the rotor axis.
After the cleaning fluid has been allowed to soak into the deposits for a prescribed time, the
compressor is flushed in several stages with water and blown dry subsequently. The wash and rinse
water is removed through manually operated water drain cocks. The gas turboset can be put back
into operation immediately once the wash program has been completed.

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6.1.14. “On-Line” Wet Cleaning of the

Compressor
A
B
1 3
2 5
4
SM042
Figure 6.1-21 “On-Line” Wet Cleaning Equipment

Legend
1 Compressor 4 Intake manifold A Intake air
2 Intake casing 5 Nozzles B Cleaning fluid
3 Distributor pipe
Main Features
● Improved efficiency and power output resulting from periodic washing of the compressor.
● Spray nozzles installed in the intake section of the compressor

In "on-line" cleaning, the compressor is cleaned while in operation. This is accomplished by spraying
a mixture of cleaning fluid and water into the compressor intake air through wash nozzles. In a second
phase, the compressor is rinsed with water.
For this cleaning, use only fully demineralised water! Because some of the cleaning mixture
penetrates into the hot turbine, there would otherwise be a risk of high temperature corrosion from
ions of alkaline salts (mainly of sodium and potassium) contained in the water.
This type of compressor cleaning is effective only for the first stages because the appropriate
amounts of cleaning fluid cannot be sprayed into the compressor during operation. For that reason
the combination of "off-line" and "on-line" cleaning is most effective of all. The "off-line" cleaning also
reaches areas that are not affected by a cleaning while in operation. The "on-line" cleaning extends
the interval before the next "off-line" cleaning is necessary.

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6.1.15. Drainage of Compressor and Combustor
Figure 6.1-22 Drainage system of compressor and combustor
Main Features
● Carries off wash water from the air intake system, the compressor, annular combustor and the
equalizing section.
● Carries off liquid fuel from the annular combustor after a starting failure occured.

The water and fuel draining system for turbine and compressor carries wash water from the air intake,
compressor, turbine housings during the washing procedure. To accomplish this, the drain cooks are
opened manually. A collector equipped with two level indicators is located in the drain line of the
turbine. The purpose of this collector is to monitor the flow in the mentioned drain line. The valve in
this drain line is opened electrically.
The system is also used after a failed start of the gas turbine set to return liquid fuel from the turbine
housing to the liquid fuel system via collector, drain pit into the waste water system:
The water from the combustion chamber and water collected in the exhaust system upstream of the
expansion joint may be contaminated with fuel oil if a start of the gas turbines fails. Therefore the

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water is collected in a drain pit formed by the foundation. From here it may be pumped through an oil
separator either to the waste water system or to a waste oil barrel.
The water drain in the exhaust system downstream of the expansion joint and the NOx-water from the
control valve block are directly connected into the waste water system.

The level in the drain pit and the collector is monitored. If the level is too high, an alarm is set off, and
a start-up of the gas turboset is blocked under these conditions.

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6.1.16. Air Intake System, Pulse Filter
6 8 Dp measurement 12
11
13
3
4
2 10 7 9
1 1
SM049 SM050
Figure 6.1-23 Air Intake System with Pulse Filter

(left: Elements in Horizontal Position; right: Elements in Vertical Position)
Legend
1 Compressor 6 Compressed air for Filter Element 11 Pulse Filter
2 Intake Manifold cleaning 12 Compressor for pulse air
3 Intake Elbow 7 Filter Housing 13 Bypass door
4 Silencer 8 Filter Elements
5 Connection cone 9 Intake Air
10 Expansion joint
6 7
8
5
4 X
1
9 9
SM051
Figure 6.1-24 Air Intake System with Pulse Filter (Elements in Vertical Position)

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Main Features
● Filter specially developed for arid ambient conditions with severe dust loading, but also suitable
for low dust concentrations and arctic conditions
● Single-stage filter system with high dust-removal efficiency
● Modular filter with the filter elements in a horizontal or vertical arrangement (see figures above).
The modules are erected at an elevated level above the generator block.
● Large surface area and low passage velocity resulting from fold over of the filter medium
● Automatically controlled cleaning of filter elements during operation by means of a brief
compressed air jet in a reverse direction opposite the main flow
The System
The air drawn in flows from the outside to inside through the filter elements. Contaminants in the air
are entrapped by the folded high-efficiency filter media forming a dust cake.
Once cleaned, the air flows through the clean air ducts to the silencer, after which it passes through
intake elbow and intake manifold to the compressor.
The degree of fouling of the filter cartridges is monitored by measurement of the differential pressure.
The filter elements are cleaned automatically either after the differential pressure attains the preset
level or at fixed time intervals (at the choice of the customer).
2 3
3 SM052
Figure 6.1-25 Pulse Filter, Principle of Operation

Legend
1 Cleaned intake air 3 Intake Air
2 Cleaning air 4 Dust filtered out

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The filter elements are cleaned in groups by jets of compressed air in counterdirection to the main
flow. These pulses free the dirt that accumulates on the filter cartridges.
The frequency and length of the pulses can be adjusted as required.
The oil free compressed air used for cleaning is either taken from a central compressed air system or
generated in an additional compressor (optional equipment).
The cleaning of the filter cartridges does not affect air intake because there is only a group of few
cartridges being blown out at any given time.
For effective cleaning of the filter elements, a pulse air pressure from 6 to 8 bars is required.
The system is equipped with bypass doors valves which are installed downstream from the filter and
upstream from the silencer. When the differential pressure exceeds the preset limit the bypass doors
valves are opened by the force of the differential pressure.
When the differential pressure drops below the pre-set limit, the force of the built-in counter-weights or
springs respectively close the flap valves. The gaskets installed in the valve seats assure a tight
closure of the valve.

● Measurement of differential pressure between the ambient air and the filter housing monitors the
degree of fouling in the filter elements and indicates it locally.
● An alarm is initiated locally and in the control room if the differential pressure exceeds a preset
limit, when the differential pressure exceeds the preset maximum value, the gas turbine is tripped.
● The pulse air pressure is monitored. An alarm is initiated if the pressure drops below the preset
level
● Bypass doors are provided in the filter housing downstream from the filter to protect the filter and
the filter housing from an excessive differential pressure (e.g., due to blockage of the filter
because of dust or snowfall).

)*+,
3 x GT13E2 Part II
6.1.17. Anti-Icing
3
4
1
7 6 SM046
Figure 6.1-26 Hot Air Anti-icing System

Legend
1 Air heater 4 Compressor 6 On/Off Valve
2 Intake System 5 Orifice 7 Anti-Icing System
3 Silencer
Main Features
● Prevents ice formation in the air intake system and on the compressor blading during critical
ambient conditions, thereby increasing availability of the gas turbine
● Designed to warm the air during critical ambient conditions by mixing in hot air taken downstream
from the compressor
● Manually started system so that the operator will take note of the changes in the process
The System
The anti-icing system is set into operation manually.
To avoid possible damage to the compressor blades, it is recommended that the system is started as
soon as the alarm “Risk of Icing” is activated.
The hot air withdrawn downstream from the compressor flows through the shut-off valve, the orifice
and the silencer.
It then passes through the distributor pipes and the blow-off slots, which are provided across the
entire intake cross section. Then the hot air mixes with the intake air and warms it up.

)*+,
3 x GT13E2 Part II

● The temperature and the relative humidity of ambient air are measured.
● The alarm “Risk of icing” is initiated in the control room, whenever the ambient air temperature is
below +7 C, and at the same time the relative humidity is above 70%
● A limit switch monitors the “Closed” position of the control valve in the anti-icing system and
displays it in the control room. The position of the control valve is monitored and indicated.

)*+,
3 x GT13E2 Part II
6.1.18. Generator and Lube Oil Cooling System:

Air Cooled
5
1 2 3 4
6 7 8 9 10 11 12 13
14
15
16
17
18
19 20
21
optional
22 23
24 25
27 28
26
29
31 32
30
33
34 35
36 37
40
38 39
Figure 6.1-27 Generator and Lube Oil Cooling System, Air Cooled
Legend
1 to 4 Generator cooler 21 Temperature control valve 31 Shut-off flap valve
5 Generator 22 Throttle and shut-off flap valve 32 Shut-off flap valve (optional)
6 to 13 Shut-off flap valves 23 Throttle and shut-off flap valve (optional) 33 Pressure limiting valve
14 Generator cooling water system 24 Non-return valve 34 Shut-off ball valves
15 Recooler (cooling capacity: 100%) 25 Non-return valve (optional) 35 Pressure accumulator
16 Throttle flap valve 26 Temperature control valve 36 to 39 : Shut-off ball valves
17 Shut-off ball valve 27 Circulating pump 40 Hand pump
18 Shut-off flap valve 28 Circulating pump (optional)
19 Lube oil cooler 29 Lube oil system A Water supply
20 Throttle and shut-off flap valve 30 Lube oil system

)*+,
3 x GT13E2 Part II
Main Features
● Direct air recooling of the generator and lube oil cooling water
● Water/air recoolers installed outside the gas turbine building or enclosure
● A pressurized closed-circuit system with water or a mixture of water and glycol for cooling the
generator and the lube oil
● Regulation of the cooling water temperature by a temperature control valve (minimum
temperature limitation)
● Plate-type lube oil coolers integrated into the lube oil system
● Regulation of lube oil temperature in the lube oil circuit
● Modular design
The System
Circulating pump (27) forwards cooling water (or a mixture of water and glycol) through the closed
cooling circuit at a slight overpressure to the generator coolers (1) to (4), and the lube oil cooler (19).
The generator coolers (1 to 4) as well as the lube oil cooler (19) can be separated from the system by
closing the corresponding flap valves (6 to 13), (18), (20).
The cooling water flow to the generator and the lube oil cooler is adjusted by flap valves (16), (20),
(22) and (23). Additionally, the cooling water flow through each cooler can be adjusted by fixing the
flap valves (6 to 13) and (18) in a throttling position.
After passing the lube oil and generator coolers, the cooling water flows to the temperature control
valve (21). To maintain the cooling water temperature within a pre-defined range, the control valve
directs the flow, through water/air cooler (15) and/or its bypass. The AC fans cool the finned tubes of
the recooler with ambient air.
The filling unit with the hand pump (40) is used to fill or drain the intermediate circuit if there is no
central water supply system.

The pressure accumulator (35) compensates the changes in volume of the cooling water.
The pressure limiting valve (33) protects the system against overpressure.
An alarm is initiated if:
● The pressure in cooling water system drops below a preset limit

)*+,
3 x GT13E2 Part II
6.1.19. Exhaust System, Simple Cycle Power

Plants With Vertical Silencer
Figure 6.1-28 Exhaust System with Vertical Silencer
Legend
1 Diffuser 6 Turning vanes 11 Transition
2 Not used 7 Duct supports 12 Platform (optional equipment)
3 Not used 8 Not used 13 Silencer
4 Expansion joint 9 Not used 14 Acoustic turning wall
5 Elbow 10 Stack
Main Features
● Stack height adjusted to fit overall layout of the gas turbine power plant
● Internally insulated stack and ducts
● Gas-tight connection between the exhaust diffusor and the exhaust duct
● Expansion joints to allow for free expansion
● Acoustic and thermal insulation of mineral wool or ceramic fiber over entire height of stack
● Multi-layer corrosion protection paint

)*+,
3 x GT13E2 Part II
● Silencers built into the vertical part of the stack
The System
Gas turboset with a simple cycle stack.
Downstream from the gas turbine, the exhaust flows through the exhaust diffusor and the base of the
stack, where the flow is turned by guide vanes and directed to the silencer. After passing through the
exhaust duct, it flows out into the open air.


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Berrouaguia For Information Only

6.1. Gas Turbine and Auxiliaries

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6.1.1. Gas Turbine Block

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Figure 6.1-3 Cross-section lengthwise through the gas turbine block

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4 Thrust bearing 12 Compressor inlet guide vanes (variable) 19 Blow-off valve

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Rotor and Blades

Figure 6.1-4 Rotor

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Gas Turbine and Compressor Casing

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Compressor and Turbine Vanes

Cooling and Sealing Air System

Safety and Monitoring Equipment

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6.1.2. Compressor Variable Inlet Guide Vanes

Figure 6.1-5 Compressor Variable Inlet Guide Vane Row

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● Optimum adjustment of emission levels of noxious components in the part-load range

Description of the System

Safety and Monitoring Equipment

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Figure 6.1-6 Annular Combustor

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Figure 6.1-7 Cross-section lengthwise through the annular combustor

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Figure 6.1-8 Cross-section through annular combustor (burner layout)

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Figure 6.1-9 EV Burner

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Figure 6.1-10 EV burner

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6.1.4. Gas Fuel System

Figure 6.1-11 Fuel gas system

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Description of the System

Safety and Monitoring Equipment

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6.1.5. Fuel Oil System

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Description of the System

Safety and Monitoring Equipment

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6.1.6. Dual Fuel Capability

Operation on Fuel Oil

Emergency Switch-Over from Fuel Gas to Fuel Oil

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Switch-Over from Fuel Oil to Fuel Gas

Safety and Monitoring Equipment

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6.1.7. Ignition Fuel System

Figure 6.1-13 Ignition fuel system

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● Automatic switch-over to the standby cylinder during normal operation

Description of the System

Safety and Monitoring Equipment

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