2.3.

2 Gas Turbine Details of Construction and Operation

GT2-0 2.3.2-1
GT2-0BJ
SIEMENS V94.2 GAS TURBINE ENGINE
COMPRESSOR
COMPRESSOR
INLET CASE
TURBINE
EXHAUST CASE
COMBUSTOR
TURBINE
2.3.2 Gas Turbine Details of Construction and Operation
The Siemens V94.2 is a single shaft, cold end drive industrial gas turbine engine designed to drive the electric generator from the
compressor end intermediate shaft. The three major sections of the engine are:
r Compressor Section
r Combustor Section
r Turbine Section
The sixteen stage axial flow compressor and the four stage turbine are mounted on a common shaft and supported radially by two journal
bearings. The bearings are housed in the compressor inlet case and the turbine exhaust case. The compressor end bearing is also provided
with two thrust bearing disc to absorb the axial loads of the engine when the electric generator is not magnetically locked to the utility grid.
The engine is designed to operate at a constant speed of 3,000 rpm (Revolutions per minute).
This section of the manual will review the details of the engine's construction after a simplified description of the engine's basic control
and operation scheme.
GT2-3 2.3.2-2
GT2-3BJ
GAS TURBINE ENGINE
BASIC FUEL CONTROL SCHEME
IGNITION GAS
FUEL SUPPLY
SHUT OFF VALVE
R
E
T
U
R
N
F
U
E
L
C
O
N
T
R
O
L
/
S
H
U
T
O
F
F
V
A
L
V
E
E
G
T
C
IT
C
G
C
IP
C
G
B
E
N
T
C
D
P
C
D
T
S
P
D
T
H
U
M
CG
8
FROM MEGAWATT
TRANSMITTER
AUTOMATIC
SYNCHRONIZER
FUEL MANAGEMENT
CONTROL SYSTEM
(SIMADYN)
LIQUID
FUEL SUPPLY
LIQUID
FUEL RETURN
EXHAUST GAS
TEMPERATURE
COMBUSTOR HUMMING
PROTECTION OPTICAL FLAME DETECTOR
COMBUSTOR
DIFFERENTIAL
PRESSURE
VALVE POSITION
VALVE POSITION
VALVE POSITION
FUEL DEMAND SIGNAL
COMPRESSOR INLET TEMPERATURE
COMPRESSORINLET PRESSURE
TURBINE
SPEED
COMPRESSOR
DISCHARGE
PRESSURE
COMPRESSOR
DISCHARGE
TEMPERATURE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Basic Fuel Control Scheme
The illustration above depicts the basic fuel and mass flow control of the gas turbine engine. The fuel management fuel/mass flow
controller (SIMADYN) receives input signals of the various engine operating parameters and outputs a fuel demand signal for control of
the fuel supply and return control valves. It also outputs an inlet guide vane (IGV) demand signal for control of the inlet guide vane
position from minimum open position to maximum open position. During a normal start up sequence the engine is accelerated by the
starting frequency converts, up to and through 480rpm. At this point the control system initiates a light off command for the ignition gas
system to establish an ignition gas flame within the combustor. At approximately 540 RPM the fuel supply and return control valves are
opened to minimum flow. The supply valve controls the supply pressure to the combustor. The return valve is positioned for the correct
liquid fuel flow for initial light off , by the ignition gas flame.
The control logic energized two timers when the light off command was initiated. One timer will de-energize the ignitors 9 seconds after
the light off command. The other timer will initiate a gas turbine trip 12 seconds after the light off command, if optical detectors 1 and 2
(B.E) fail to verify the presence of flame within the combustor.
Once flame verification is accomplished and NT speed is greater than 1,080 RPM, the SIMADYN will ramp the fuel return control valve
towards its closed position. This is a time ramp signal produced by the run up ramp generator control logic. As the return control valve is
ramped toward closed, the amount of fuel to the combustor and thereby combustion hot gas increases. This along with the torque applied
by the SFC accelerates the engine toward design operating speed (3,000rpm).
During this acceleration the rotor speed exceeds 2,520 rpm (NT) and the SFC is deenergized. The engine continues to accelerate on fuel
scheduling by the run up ramp generator. A protection circuit in the SIMADYN prevents the run up ramp generator from injecting to much
fuel into the combustor for a given rotor speed.
GT2-3 2.3.2-3
GT2-3BJ
GAS TURBINE ENGINE
BASIC FUEL CONTROL SCHEME
IGNITION GAS
FUEL SUPPLY
SHUT OFF VALVE
R
E
T
U
R
N
F
U
E
L
C
O
N
T
R
O
L
/
S
H
U
T
O
F
F
V
A
L
V
E
E
G
T
C
IT
C
G
C
IP
C
G
B
E
N
T
C
D
P
C
D
T
S
P
D
T
H
U
M
CG
8
FROM MEGAWATT
TRANSMITTER
AUTOMATIC
SYNCHRONIZER
FUEL MANAGEMENT
CONTROL SYSTEM
(SIMADYN)
LIQUID
FUEL SUPPLY
LIQUID
FUEL RETURN
EXHAUST GAS
TEMPERATURE
COMBUSTOR HUMMING
PROTECTION OPTICAL FLAME DETECTOR
COMBUSTOR
DIFFERENTIAL
PRESSURE
VALVE POSITION
VALVE POSITION
VALVE POSITION
FUEL DEMAND SIGNAL
COMPRESSOR INLET TEMPERATURE
COMPRESSORINLET PRESSURE
TURBINE
SPEED
COMPRESSOR
DISCHARGE
PRESSURE
COMPRESSOR
DISCHARGE
TEMPERATURE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Basic Fuel Control Scheme ( Continued )
When the run up ramp generator accelerates the rotor through approximately 2,900rpm (NT), the speed controller logic, within the
SIMADYN takes control of the return control valve and continues to accelerate the rotor to design operating speed (3,000rpm). The run
up ramp generator is a simple time ramp of the fuel demand signal. The speed controller, however is a true speed governor. Its objective is
to control the amount of fuel flow to the combustor to maintain the actual turbine speed (NT) equal to the speed set point of the speed
controller. The speed controller set point is adjustable and is varied by the automatic synchronizer to achieve phase match between the
electric generator and the utility electrical distribution system.
When synchronization is achieved the teleperm control logic closes the main generator circuit breaker and the load control logic in the
SIMADYN assumes control of the return control valve. The load controller immediately increases fuel flow to the engine to achieve a
minimum generator load output of approximately 20 megawatts. When the step load to 20 megawatts occurred it was because more fuel
as added into the combustor. The speed of the gas turbine generator did not increase, however because the generator rotor is magnetically
coupled with the utility electrical distribution system. The load controller set point can be adjusted by the operator to increase load or if
the desired load set point is pre-selected, the control system will automatically load the machine.
During loading of the machine above 20 megawatts, exhaust gas temperature is maintained at a constant exhaust gas temperature (EGT)
by a combination of fuel scheduling and control of air flow through the engine, with the inlet guide vanes (IGV).
GT2-3 2.3.2-4
GT2-3BJ
GAS TURBINE ENGINE
BASIC FUEL CONTROL SCHEME
IGNITION GAS
FUEL SUPPLY
SHUT OFF VALVE
R
E
T
U
R
N
F
U
E
L
C
O
N
T
R
O
L
/
S
H
U
T
O
F
F
V
A
L
V
E
E
G
T
C
IT
C
G
C
IP
C
G
B
E
N
T
C
D
P
C
D
T
S
P
D
T
H
U
M
CG
8
FROM MEGAWATT
TRANSMITTER
AUTOMATIC
SYNCHRONIZER
FUEL MANAGEMENT
CONTROL SYSTEM
(SIMADYN)
LIQUID
FUEL SUPPLY
LIQUID
FUEL RETURN
EXHAUST GAS
TEMPERATURE
COMBUSTOR HUMMING
PROTECTION OPTICAL FLAME DETECTOR
COMBUSTOR
DIFFERENTIAL
PRESSURE
VALVE POSITION
VALVE POSITION
VALVE POSITION
FUEL DEMAND SIGNAL
COMPRESSOR INLET TEMPERATURE
COMPRESSORINLET PRESSURE
TURBINE
SPEED
COMPRESSOR
DISCHARGE
PRESSURE
COMPRESSOR
DISCHARGE
TEMPERATURE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Basic Fuel Control Scheme ( Continued )
The compressor inlet temperature sensor (CIT) is used by the SIMADYN as a bias to calculate corrected exhaust gas temperature. Rotor
speed is used for the EGT correction as well.
The compressor discharge temperature sensor (CDT) is used by the SIMADYN to limit the maximum allowable compressor discharge
temperature. The SIMADYN uses the compressor discharge pressure sensor (CDP) to limit the maximum allowable compressor
discharge pressure, limit fuel scheduling during acceleration and in conjunction with the compressor inlet pressure sensor (CIP), limit the
compression ratio of the compressor. The combustor pressure differential sensor (PDT) monitors for abnormal combustor pressure
differentials. The humming sensor is monitored by the SIMADYN and will automatically reduce load if humming is detected.
In a normal shutdown sequence the control system will automatically unload the gas turbine generator using the SIMADYN load
controller. When load is reduced to approximately 1.5 megawatts, the main generator breaker is opened and the fuel supply and shut off
valves are closed. This shuts down the gas turbine and the rotor speed coast down to approximated 180 rpm, and the turning gear is then
engaged for a 24 hour cool down period. Continual turning gear speed is approximately 120 rpm.
GT2-4A 2.3.2-5
GT2-4aBJ
SIEMENS V94.2 GAS TURBINE ENGINE
ELEVATION DIAGRAM
TURBINE EXHAUST
CASE
IGRS
COUPLING FLANGE
COMPRESSOR INLET
BEARING
TURBINE INLET
CASE
COMPRESSOR
ROTOR
COMPRESSOR
STATOR HOUSING NO. 1
COMPRESSOR
STATOR HOUSING NO. 2
TURBINE
STATOR
CASE
TURBINE
ROTOR
COMBUSTOR
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Rotor and Cases
The rotor carries the moving blades of the compressor (16 stages). In the compressor section, moving blades convert torque into kinetic
energy. In the turbine section, moving blades convert kinetic energy to torque. A coupling flange at the compressor end harnesses excess
torque, developed by the turbine section, to drive the electric generator.
The rotor, which is supported in bearings at its two ends, is comprised of the following:
r Front hollow shaft
r 16 compressor disks
r The inner hollow shaft
r 4 turbine disks
r The rear hollow shaft
r Central tie bolt
r Conical springs and tie bolt nut
The hollow shafts and disks are held together by the tie bolt and the tie bolt nut. The tie bolt is supported in the disks at several locations
along its length by truncated conical springs. Hirth facial serrations, which permit unrestricted radial expansion and torque transmit, also
center the individual rotor items. The rotor is mounted on bearings at both ends. The rotor runs in the journal bearings on the smallest
barrel surface of the front hollow shaft. The adjacent end faces form the bearing surfaces of the thrust bearing.
The rotor runs in the turbine end journal bearing on the smallest barrel surface of the rear hollow shaft. The rear compressor section of the
rotor supplies the turbine section with cooling air. Balancing weights can be added to the shaft at seven locations, three of which are
available for rebalancing in the power plant if necessary. All compressor and turbine moving blades can be removed without having to lift
the rotor out of its bearings.
GT2-4A 2.3.2-6
GT2-4aBJ
SIEMENS V94.2 GAS TURBINE ENGINE
ELEVATION DIAGRAM
TURBINE EXHAUST
CASE
IGRS
COUPLING FLANGE
COMPRESSOR INLET
BEARING
TURBINE INLET
CASE
COMPRESSOR
ROTOR
COMPRESSOR
STATOR HOUSING NO. 1
COMPRESSOR
STATOR HOUSING NO. 2
TURBINE
STATOR
CASE
TURBINE
ROTOR
COMBUSTOR
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Rotor and Cases ( Continued )
The rotor comprises a number of disks, each of which carries one row of blades and three hollow shafts, which are held together by a
central tie rod. Hirth facial serrations mesh at the interfaces between disks and hollow shaft sections. These serrations center the rotor
disks while permitting unrestricted radial expansion and transmitting torque. This rotor configuration results in a self supporting drum of
great stiffness, high critical speed and a relatively low weight. The turbine rotor is internally cooled. A portion of the compressed air flow
is extracted from the compressor and used to cool turbine moving blades. Air extracted from the compressor outlet is fed through bores in
the center hollow shaft to the first row of turbine blades. Downstream turbine blades are supplied with air at a lower pressure and
temperature.
The cooling air flow enters the interior of the rotor through bores in two compressor disks and flows through bores in the disk hubs of
downstream compressor disks, through pipes between the final compressor disk and the first turbine disk and through hub bores in the
turbine disks to the turbine stages 2, 3 and 4. Cooling air then enters the flow of hot gas and forms a film of cooling air, which surrounds the
hub to cool blade roots. This flow of cooling air flow ensures that the rotor drum, is bathed in cooling air, even in the turbine section,
preventing additional thermal stresses, which could cause shaft distortion during load changes and rapid starts.


GT2-4A 2.3.2-7
GT2-4aBJ
SIEMENS V94.2 GAS TURBINE ENGINE
ELEVATION DIAGRAM
TURBINE EXHAUST
CASE
IGRS
COUPLING FLANGE
COMPRESSOR INLET
BEARING
TURBINE INLET
CASE
COMPRESSOR
ROTOR
COMPRESSOR
STATOR HOUSING NO. 1
COMPRESSOR
STATOR HOUSING NO. 2
TURBINE
STATOR
CASE
TURBINE
ROTOR
COMBUSTOR
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Rotor and Cases ( Continued )
Horizontal casing joints facilitate maintenance work. The front bearing pedestal contains the combined journal and thrust bearing. Its
outer cone also directs the flow of intake air. The bearing assembly is supported in the flow path by six radial struts connected to lateral
feet. Air is drawn in from the intake structure located upstream of the compressor. The exhaust casing comprises a rigid, one-piece inner
cylinder, which supports the turbine bearing. Five radial struts directly connect the hub to the outer casing. The exhaust gas flow is guided
by the lining of the exhaust gas casing, which is supported in such a way as to allow for thermal expansion. The exhaust casing connects
the turbine stator case to the exhaust gas diffuser. The turbine rear bearing can be removed axially in the downstream direction.


GT2-5 2.3.2-8
GT2-5BJ
COMPRESSOR INLET CASE WITH INTERMEDIATE SHAFT
GENERATOR SHAFT
COUPLING BOLTS
COUPLING FLANGE
AT GENERATOR END
INTERMEDIATE SHAFT
SHAFT GLAND
IMPELLER BLADE
(PELTON WHEEL
HYDRAULIC OIL
MANIFOLD
COUPLING
COVER
STRUT
COMBINED JOURNAL
AND THRUST
OIL SEAL RING
COMPRESSOR INLET CASE
COMPRESSOR
BEARING
HOUSING
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Compressor Inlet Case

The compressor inlet case contains the compressor inlet bearing and is the major support structure for the compressor inlet end of the
engine. Air enters the engine through the annular space between the outer circumference of the case and the compressor inlet bearing
housing. An accelerometer type vibration sensor is mounted externally at the 3:00 o'clock position of the compressor inlet case.
The intermediate shaft is coupled between the compressor shaft and the shaft of the electric generator. Six magnetic speed sensors are
mounted on the bearing housing and measure the frequency of the slots on the intermediate shaft.
The function of the compressor inlet bearing casing is to support the compressor turbine rotor at the compressor end of the shaft. The
bearing housing and compressor inlet case comprises an outer and inner shell, which forms the compressor air intake duct and are
connected by radial struts. The inner shell accommodates the bearing and turning gear impeller. The shaft is sealed by a bearing seal ring
at the front end and an oil seal ring at the rear. The hydraulic oil manifold of the hydraulic turning gear is installed in the cover. The blades
of the hydraulic turning gear impeller are attached to the intermediate shaft.
GT2-6 2.3.2-9
GT2-6BJ
COMPRESSOR INLET BEARING
SIDE VIEW END VIEW
JOURNAL AND
THRUST BEARING
THRUST BEARING
PIN
THRUST PADS
BEARING SHELL
SUPPORT
THRUST PADS
THRUST PADS
BORE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Compressor Inlet Bearing
The combined journal and thrust bearing is a split plain bearing. Two bearing shells lined with babbitt metal are inserted into the journal
bearing bore. Their inner surfaces are shaped such that supporting oil wedges form between the bearing shells and support the shaft during
operation. Lubricating oil is fed under pressure into oil pockets machined into the babbitt metal through bores. At low speeds, jacking oil
is fed through the bore holes at high pressure to ensure that complete lubrication is maintained. This extends the service life of the babbitt
metal linings and facilitates turning of the shaft. Three thermocouples monitor the temperature of the babbitt metal in the bearing shell,
which is subjected to the greatest thermal loadings.
The thrust bearing is comprised of individual thrust pads, which are lined with babbitt metal on their contact surfaces. Thrust pads are
attached to the bearing shell support sleeve by hollow pins, which also function as injection nozzles. Tilting edges on the contact faces
ensure self alignment of the pads and proper oil wedge formation. The temperature of the babbitt metal of the thrust pads is monitored by
thermocouples located on both sides of the upper and lower bearing shells.
GT2-4 2.3.2-10
GT2-4BJ
ADJUSTING RING
VANE LEVER
PUSH ROD
BEARING
STATIONARY
BLADE CARRIER I
PUSHROD
ACTUATOR
COMPRESSOR INLET GUIDE VANES
LEVER
PUSHROD
ADJUSTABLE INLET GUIDE VANE LEVER ARRANGEMENT
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Inlet Guide Vanes (IGVs)
The flow of air through the gas turbine is controlled by adjusting the pitch of the compressor inlet guide vanes. When the inlet guide vanes
are opened, the air flow through the gas turbine increases. When they are closed the air flow decreases. This makes it possible to
maintain a constant corrected turbine exhaust temperature (Tatk) over a limited load range. As a result, the part load efficiency of
combined cycle operation is improved. The force of an actuator mounted on the compressor support, is transmitted with a push rod to
rotate the adjusting ring in the circumferential direction. The adjusting ring, which is supported on a stationary blade carrier by eight
bearings, adjusts the blade pitch of inlet guide vanes (IGVs) with the push rod and levers.


GT2-7 2.3.2-11
GT2-7BJ
COMPRESSOR ROTOR and STATOR ASSEMBLY
COMPRESSOR BLADES and DISKS
BLADES
DISK
BLADE
DISK
DOVE TAIL ROOT
HIRTH SERRATIONS FOR CENTERING
AND TRANSMITTING TORQUE
CENTER LINE OF ROTOR
DISK AND BLADE ASSEMBLY
STATOR ASSEMBLY
OUTER RING
ROOT
HOOK
STATOR
BLADE
LABYRINTH
DOVE TAIL ROOT
DISK
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Compressor Blades and Stationary Vanes
The compressor moving blades convert mechanical energy to kinetic and potential energy of the compressed air and thus together with the
stationary blades contribute to pressure increase. Each moving blade is manufactured from a single blank of rustproof material. The vane
profile of the blade is optimized in terms of flow characteristics and strength by selecting the appropriate length to width ratio. Dovetail
blade roots are used, which are dimensioned to vane length. Moving blades are fitted into corresponding slots in the rotor disks. Locking
washers ensure that the roots of the blades, at the front end of the compressor rotor, do not shift in their rotor disk slots. Blade roots at the
rear end of the compressor rotor are fixed in position by caulking blade root material, into corresponding recesses in the disk slots.
This design enables removal or insertion of blades in the event that the rotor must be disassembled. A special surface coating is applied to
blades in the first compressor stages to prevent corrosion. The compressor stator blades deflect the air stream passing through the blade
passages in a direction opposite to the direction of rotation of the rotor. The resulting deceleration causes static pressure to increase. The
variable inlet guide vanes make it possible to decrease the inlet air flow. This results in an improved efficiency of the engine under part
load conditions. The stator blades are made in one piece. The airfoils of the first stages are coated for protection against corrosion.
The stator blades are assembled in an outer ring and a split inner ring to form a vane ring. All other stator blades are held in place in the
radial and circumferential directions by dovetails inserted into corresponding grooves in the stator blade carriers and locked in the axial
direction. The inner rings join the blades on the inner periphery and support the seal strips for shaft sealing. Except for the variable inlet
guide vanes, the stator blades are an attached to the inner rings by a double hook arrangement.
GT2-7B 2.3.2-12
GT2-7bBJ
COMPRESSOR SHAFT SEALS and DISCHARGE AIR
Compressed
Air
Compressor
Discharge Air
COMBUSTOR
TH
16 STAGE
TH
16 STAGE COMPRESSOR
DISCHARGE
TH
12 STAGE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Compressor Shaft Seals
The turbine shaft labyrinth seals minimize air leakages. They prevent leakage of oil laden air from the bearing areas, reduce reverse flows
in the compressor and protect the turbine rotor, in the turbine area, from flows of hot gases between casing and blading. The shaft labyrinth
seals of the compressor are designed as non contact seals. The function of the labyrinth seals in the front hollow shaft section is to prevent
the intake of oil laden air from the compressor bearing into the air flow path. To this end, the labyrinth seals are supplied with air at
atmospheric pressure. This flow of air enters through a duct in the bearing casing. The amount of leakage air through the labyrinths is so
small that there is only slight pressure loss in the channel in the bearing casing. This pressure loss is lower than the vacuum generated by
the lube oil systems tank vapor extractor.
Some of the leakage air thus flows through the oil seal ring into the bearing space. The rest of the leakage air is fed to the intake duct, which
is at sub atmospheric pressure. Labyrinth seals are located between the rows of stationary and moving blading of the compressor to
minimize the reverse flow of compressed air.
GT2-9 2.3.2-13
GT2-9BJ
FUEL INJECTION
NOZZLES
DIAGONAL
SWIRLERS
FLAME
DETECTOR
(TOTAL OF 2)
FLAME
DETECTOR
(TOTAL OF 2)
LEFT
COMBUSTOR
FIRST STAGE
TURBINE
COMPRESSOR
DISCHARGE AIR
RIGHT
COMBUSTOR
FLAME
CYLINDER
FLAME
CYLINDER
AIR
APERTURES
DILUTION
AIR
PRIMARY
AIR
COMBUSTOR
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Combustor
The gas turbine engine is designed with two silo type combustors. One is on the left side of the engine and the other is on the right side of
the engine. Each combustor is provided with eight fuel burners that inject the fuel into the combustor to establish and maintain a flame
within the combustor. The fuel burners have diagonal swirlers to atomize the fuel. An electrical ignitor is installed in each of the eight fuel
burners. Compressor discharge air flows to the top of the combustor between the outer case and inner liner of the combustor. It then
reverses its direction of flow downwards through the diagonal swirlers of the eight fuel burners and is mixed with fuel to establish the
flame in the center of the combustor. The hot gas ( Heated air ) leaves the combustor through a convergent duct and flows to the turbine of
the engine.
The combustor is provided with electric motor driven air apertures that are used to control the fuel air ratio within the flame cylinder.
Under low air flow conditions the apertures are open, which increase the amount of dilution air that bypasses the flame area of the
combustor and decreases the amount of primary air that atomizes and mixes with the fuel from the fuel burners. The inverse will occur
under high air flow conditions. The control logic uses the engines exhaust gas temperature to control the position of the apertures. The
higher the EGT ( Exhaust gas temperature ), the more closed the apertures.
The combustor flame is monitored by two optical flame sensors. These are located on the combustion chamber jacket and are each
directed at two flame axes through a flame cylinder opening. If the loss of flame is detected by both detectors, the flame sensors initiate a
gas turbine trip. The ring shaped combustion space is enclosed by the inside and outside flame cylinder wall. The internal items of the
combustor chamber form the boundary of the region, in which the combustion gases are generated, mixed and fed downstream. The ring
shaped combustion space is enclosed by the inside and outside flame cylinder wall.
GT2-10 2.3.2-14
GT2-10BJ
BURNER ASSEMBLY
IGNTION GAS
INLET
FUEL
OIL RETURN
FUEL
OIL INLET
AXIAL SWIRLER
DIAGONAL SWIRLER
FUEL GAS
FOR DIFFUSION
(ALSO IGNITION GAS FOR
LIQUID FUEL LIGHT OFF)
(NOT USED)
FUEL GAS
FOR PREMIX
(NOT USED)
PREMIX FUEL
OIL INLET
(NOT USED)
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Burner Assembly
The burner assembly for liquid and gaseous fuels is comprised of the following characteristics.
r Liquid fuel burner
r Liquid fuel premix burner ( Not used )
r Gas fuel diffusion burner ( Not used )
r Gas fuel premix burner ( Not used )
r Gas fuel pilot gas burner ( Not used )
r Nox water orifice ( Not used )
r One ignitor
Fuel Oil Burner
The amount of fuel oil injected into the combustion region through the fuel oil burner is controlled by the back pressure of the fuel oil
return line. The total amount of fuel oil supplied by the fuel oil injection pump enters the burner and from there is fed to the axial swirl
chamber. Here the flow splits and is thoroughly swirled and injected into the combustion chamber. The remaining fuel, which is not fed
into the combustion chamber, is fed to the return line of the fuel oil burner.
Ignition Gas

The main flame of the fuel oil burner is ignited with an ignition gas flame generated by the ignition transformer and ignitor that are
provided on each of the eight fuel burner for each of the two combustors.
GT2-11 2.3.2-15
GT2-11BJ
TURBINE SECTION
1st Stage Nozzles 2nd Stage Nozzles
3rd Stage Nozzles
4th Stage Nozzles
1 Stage Blades
2 Stage Blades
3 Stage Blades
4 Stage Blades
th
16 Stage
th
16 Stage
Compressor
Bleed Air
th
10 Stage Compressor
Bleed Air
th
12 Stage
Turbine Case
ST
ND
RD
Th
Seals
Compressor Discharge
Axial Fixing
Stator Blade
Carrier
Nozzles
Shroud
Blades
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Turbine Section
The turbine case stationary blade assembly fixes the stationary blades (nozzles) in position and transmits the reaction forces of flow and
pressure to the outer casing. The turbine case stationary blade assembly comprises the stationary blade carrier, the stationary blades and
the seal rings. The stationary blade carrier is suspended in the outer casing so as to accommodate thermal expansion. Its vertical alignment
relative to the rotor is set with two opposed eccentric bolts. Lateral alignment and fixing of both upper and lower sections is also by means
of eccentric bolts. This makes it possible to change the position of the stationary blade carrier relative to the rotor, in the event of clearance
changes, without having to open the outer casing. All four eccentric bolts transmit torque from the stationary blade carrier to the casing.
The axial position is fixed by a circumferential groove in the stationary blade carrier and a corresponding partition plate / collar in the
casing, with associated shims. Axial forces are transmitted to the outer casing by these items. Jack screws in tapped bores are used to
support the lower section during installation of the upper sections. Stationary blades are held in place by inserting their outer shrouds into
corresponding grooves in the stationary blade carriers. They are fixed circunferentially by locking pins so as to allow clearances for
thermal expansion. Gaps between adjacent blades are closed with seal elements. The inner blade shrouds of rows 1 through 4 are held in
place by segmented seal rings.
Cooling air flows through the hollow spaces between the stationary blade carriers and the hollow blades of rows 1 through 4. A portion of
this flow of cooling air is used as seal air for the seal rings in rows 2 and 3. The full volume flowing through the row 4 blades is used as seal
air.
GT2-12 2.3.2-16
GT2-12BJ
1ST STAGE STATIONARY NOZZLE and ROTATING BLADE
NOZZLE
(VANE)
BLADE
COOLING AIR
FIR TREE ROOT
COOLING AIR
COOLING AIR
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Turbine Blade and Nozzle Cooling
The stationary turbine blades (nozzles) convert the pressure energy of the hot gas flow into kinetic energy and ensure optimal flow to the
next row of turbine blades. The turbine nozzles are comprised of an outer shroud, the vane and the inner shroud or root plate. The inner
shroud forms the inner boundary of the hot gas path and. Stationary blade rows 2, 3 and 4, carries a ring with the shaft glands. The vane
cross-section is optimized in terms of flow characteristics and strength. The vanes of all four stationary rows are hollow cast and air
cooled to ensure that the maximum permissible metal temperatures specified for the materials used are not exceeded.

The four stationary blade rows are cooled in a variety of ways with air under a variety of conditions. With regard to the 1st stage nozzle, the
front of the vane, the outer shroud and root plate are cooled by a combination of convection and film cooling, using sheet metal blade
inserts. The cooling air flow passes through numerous small bores in the sheet metal blade insert, impinges on the inner vane surface
immediately behind the insert and is mixed with the hot gas flow through bores in the vane surface. The shape and slant of the surface
bores further ensure that the film of cooling air exiting these bores protects certain areas on the surface of the blade.
The rear of the vane is convection cooled, with the cooling air fed into the hot gas flow partly through slots in the trailing edge. The cooling
air for the front of the vane and the root plate is introduced at the hub end between the protective shell and combustion chamber hub. The
cooling air for the outer shroud and the rear of the vane enters radially from the outside through the turbine stationary blade carrier.
With regard to the 2nd stage vane, only the intakes section of the inner shroud and the tip of the vane are impingement and film cooled. The
remainder of the vane is convection cooled, by a multi-channeled system of airways. Cooling air enters the blade radially from the
outside. From here, some of the air enters the hot gas flow through slots in the trailing edge, some passes through a penetration in the root
plate to cool the root plate and some passes into an annular space below the root plate formed by an attached U-shaped seal ring, where it is
used for sealing purposes.
GT2-14 2.3.2-17
GT2-14BJ
2nd STAGE STATIONARY NOZZLE and ROTATING BLADE
TRAILING EDGE
COOLING AIR HOLES
COOLING AIR
COOLING AIR FIR TREE ROOT
COOLING AIR
INSERT
NOZZLE
(VANE)
BLADE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Turbine Blade and Nozzle Cooling ( Continued )
A sheet metal insert is welded into the vanes of the third stage to permit convection and impingement cooling. The required cooling air
enters through a channel in the leading edge of the vane. A portion of this cooling air is diverted through a penetration in the inner shroud to
cool the inner shroud and seal the adjoining sealing ring.
The remaining cooling air reverses direction at the inner shroud, flows outward and back to the outer shroud through the central cooling
air duct where it again reverses direction and is mixed into the flow of hot gas through slots in the trailing edge.
Cooling air for the fourth stage enters the interior of the blade radially from the outside and is fed as a single flow into the attached seal
ring, to cool the root plate and form a labyrinth seal. Due to temperature differences between components, sufficiently large expansion
gaps are required between the stationary blades in both the axial and circumferential directions.
To minimize the amount of cooling air escaping through these gaps, the circumferential gaps are sealed by inserting seal strips into
appropriate slots. The axial gaps between stationary blade rows 3 and 4 are sealed using snugly fitting covers. The axial gaps between
stationary blade rows 2 and 3 are again sealed by inserting seal segments into appropriate slots. Guide rings between stationary blade rows
1 and 2 and behind stationary blade row 4 separate the hot gas space from the cooling air space. The front guide ring is film and
impingement cooled, whereas only slight convection cooling is provided for the rear ring.
The blades are cast from high temperature alloys due to the severe stress at high metal temperatures. A protective coating is applied as
necessary to the blades to increase their resistance to hot corrosion. The first rows are additionally provided with a thermal barrier ceramic
coating.
GT2-16 2.3.2-18
GT2-16BJ
TURBINE BEARING HOUSING
COVER
OIL CHAMBER
OIL SUPPLY PIPE
DRAIN PIPE
LEAKAGE OIL PIPE
LABYRINTH
SEAL
OIL SEAL RING
BEARING CASE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Turbine Case Bearing
The function of the turbine bearing casing is to support the rotor at the turbine end of the engine. The turbine exhaust case and bearing
casing is comprised of an inner cylinder, which is connected by the five radial struts. The bearing shell support sleeve is installed in the
inner cylinder of the bearing casing so as to accommodate thermal expansion. The tilting pad journal bearing is bolted to the bearing shell
support sleeve. The oil chamaber is bounded at the front by a seal ring and by a cover plate at the rear. Oil is supplied to the bearing through
through an oil chamber connected to the oil supply pipe. Oil is drained through the pipe screwed into the casing. The cover plate, the
bearing shell support sleeve and the bearing casing are protected with a layer of thermal insulation.
The journal bearing supports the shaft in the bearing casing at the turbine end. The journal bearing is a tilting pad journal bearing.
Individual tilting pad segments (three total) are lined with babbitt metal and offer optimum operating behaviour due to their spherical
seats. Lube oil is supplied to the injection nozzles through a ring duct. Jacking oil is injected at high pressure through the bottom two
tilting pad segments to ensure that complete lubrication is maintained at low speeds. This reduces wear on the babbitt contact surface and
facilitates shaft rotation. Splash guards and seal rings each form the outer boundary of an annular space, in which oil emerging at the two
sides of the bearing is collected and drained off.
Thermocouples monitor babbitt metal temperature at those locations subjected to the greatest thermal loading. The bearing shell support
sleeve, containing the journal bearing, is supported vertically and is a self aligning. This permits a uniform bearing clearance between the
babbitt metal and the shaft journal. Adjustable wedges and are used for alignment in the vertical and horizontal directions.
TEX2-1 2.3.2-19
GAS TURBINE EXHAUST SYSTEM
TEX2-1
Exhaust
Stack
Turbine Exhaust
Collector
Turbine Exhaust
Ducting
Silencer
Exhaust Collector
Exhaust Ducting
Drain Valves
H11
AAA401
H11
AAA404
H11 - AAA403
H11
AAA402
H11
AAA405
R10 R10 R10 R10 R10 R10
CT 108 CT 102 CT 103 CT 104 CT 106 CT 107
TE TE TE TE TE TE
2.3.2 Gas Turbine Details of Construction and Operation ( Continued )
Turbine Exhaust Duct
The turbine exhaust duct directs the waste heat exhaust gases from the gas turbine to the atmosphere. In combined cycle applications the
temperature sensors are used by the SIMADYN to limit the temperature of the hot gas entering the heat recovery steam generator.
None 2.3.2-20