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Ger 2461d Speedtronic Mark I Mark II Controls
Ger 2461d Speedtronic Mark I Mark II Controls
w. ;:, BJ11tel(.c1t..
CONTROL SYSTEM
with
an integrated power supply. This system is designed
to give GE gas turbines better performance. Spec•
ifically, it provides:
•
ation, speed, temperature, and load - are generated
electrically, biased and computed electronically,
and indicated and checked electrically. The output
amplifiers drive servo valves utilizing high-pres•
sure hydraulics for the hydraulic cylinder which
employs direct electronic feedback, creating a sys•
tem with no detectable dead band.
e
fed into a minimum value gate, where the
parameter· re-
2
The loading rate (from no-load to full-load) is
limited to 4 or 12 minutes depending on the
appli• cation and model. For dead-load pick-up
and fast emergency loading, this rate may
optionally be re• duced to a few seconds and 1/2
minute respectively.
4
suring even better control. This symmetrical ar• volt to volt) amplifier (Fig. 8). Thus, a voltage
rangement furthermore enables experienced per• proportional to temperature from approximately
sonnet Lu detect irregularities In the conrbu sttun 40- 700C (100-1300F) rs obtained and can be di.splayed
system, such as plugged fuel nozzles, etc. (Fig. 6). on the exhaust temperature meter. The difference
between the temperature signal and the temperature
Thus, for control, the exhaust temperature reference is amplified in the main temperature am•
is sensed by 12 fast-acting thermocouples in the plifier. Feedback for this amplifier is
ex• haust duct. The outputs are averaged and cold provided from the VCE voltage. In other words, when
junc• tion compensated in a thermocouple averaging the temperature, the temperature set point and
sys• tem with individual the feedback sum to zero, the temperature
CHECK/AVERAGE/REJECT switches that allow the system is in control.
operator to check individual thermocouple outputs
while running. These switches are located on the Power- Control Loop
front of the SPEEDTRONIC con• trol panel for
easy access. Should a thermocouple be open or Marine units have a fourth loop, a power- control
shorted the switch is thrown to REJECT. The loop, for part-load control of the gas turbine. The
average is only affected to the extent of 1/12 of the speed- control loop on these units becomes an oper•
deviation of that particular thermocouple from the ating limit, i. e. a topping governor to provide
average. Several more thermocouples can be backup speed control during transients.
rejected if need be, without materially affecting the
average. However, experience has shown that many Fuel Servo Loop
years of service can be expected from these ther•
mocouples due to their stainless steel sheath and VCE is fed to the fuel control (Fig. 9) through
rugged construction. an operational amplifier to the servo valve and hy•
draulic cylinder. VCE is amplified, fed to the servo
To obtain good response and accuracy requires valve and stabilized with feedback. The servo valve
high convection, low radiation and low conduction controls the hydraulic cylinder, the position of which
design. To obtain long life, good material (in re• is fed back bywayof LVDT's(Linear Variable-Dif•
gard to stress and corrosion) and good mechanical ferential Transformers), or RVDT's thotary Vari•
design (primarily to avoid vibration and transpor• able Differential Transformers) and three kilohertz
tation damage) are the prime requirements. osciflator I detectors to the amplifier. In this
man•
Figure 7 shows a cross- section of the thermo• ner, the servo valve is allowed to operate fully open
couple tip as well as the thermocouple assembly. until the stroke of the cylinder almost reaches the
desired value, the speed of response being very
The thin-walled radiation shield is oriented in much increased by this feature. In addition, the
the direction of flow, expus lug Llie 1. 6 mm (1/16- "univer sal 11quill fuel system" uses speed Ieedback
inch) 0. D., swaged magnesium oxide, fully- from the flow divider.
en• closed iron-constantan or chromel-alumel
thermo• couple to the high-velocity gas stream. Servo Valves
This ar• rangement produces a fast, accurate, and
reliable sensor with a time constant of about three The SPEEDTRONIC control system can operate
seconds. The output of the system is fed into the satisfactorily with a wide variety of servo valve
MV/V (milli-
Figure 7
Figure 6 5
types. However, based on controlled contamination That basic system applies whether a liquid
tests, performed by independent laboratories, it has fuel pump or a gas control valve is used. In the
been determined that the spool-type valve performs case, however, of a gas system, an additional valve
reliably with high levels of fluid contamination. is re• quired in order to make fuel flow a function
Hence, we have standardized on this type for the of VCE and speed. Since the fuel pump is driven
gas valves and nozzle actuating cylinder. The servo directly through gears from the turbine, its fuel flow
valve type used in conjunction with the fuel pump has is auto• matically a function of speed and since
sometimes been of a different design since these stroke is linear with VCE, the output becomes a
servo valves generally are an integral part of the product of the two. In like fashion, a speed ratio
liqnid fu al pnmp a nd its controL Servo va lv as con• valve is used in thP. g::is systr-m in orrler to give
trol the flow of fluid to and from a load actuator in the gas control valve an input pressurewhich is a
proportion to the input current signal to the torque function of speed. The speed ratio valve gets its
motor. For the spool-type servo valve, high pres• signal from the volt• age output of the speed
sure oil, at about 100 atmospheres (1200-1600 psi) amplifier as mentioned above, and a transducer of
is introduced into cavities marked P as shown in the pressure into the gas control valve. These
Fig. 10. In the case of double acting cylinders (such values are fed into an opera• tional amplifier
as the nozzle cylinder), the ports marked 1 and 2 similar to the ones used for the gas and oil systems
are connected to the load actuator; for single acting and similar servo valves and cylin• ders are used.
cylinders (such as gas control valves) only port 1 is Only a single LVDT is used for the speed ratio
0
connected. Cavity Ris areturn line. The fourtorque valve, since failure of that L VDT is made to
m otrn- l=a ds , const itnt ing two sep::n·::ite coils, ::irP result in a wide open valve. The gas con• trol
driven from the servo amplifier. In actual operation, valve, in turn, can maintain speed or tempera• ture
the second-stage displacement (and hence the oil as required with a minimal error as determined by
flow) is proportional in magnitude and direction to the gain of the system. This single L VDT will
the current signal to the torque motor. The spool is probably become standard for all three output sys•
precisely controlled by a push-pull, frictionless, tems after considerable experience has been ob•
force feedback servo system. tained verifying the reliability of the feedback sys•
tems. The MS 1000 is now running utilizing only
single LVDT's.
In order to make sure that a failure does not shut
down the machine, if it can possibly be avoided, but Universal Fuel System
also to assure that no failure goes undetected, servo
valves with dual coils are used. Also on most The new Universal Fuel System, schematically
models the LVDT's utilized actually are dual LVDT's described in Fig. 11 makes use of field-proven
and detectors. Thus, should a servo valve coil, an components from earlier systems. This system is
L VDT, its oscillator or discriminator become designed to handle all liquid fuels, from naphtha on
dis• abled, or shorted, or a wire become the light end, through the entire distillate range, to
disconnected, an alarm will be sounded, but the unit crude and residual oils on the heavy end. After
will "continue to operate as designed, with proper proof testing is completed, the Universal
undetectable shift in load or speed. Fuel System is expected to replace our present
vadable-displacement pump system. The major
components are: Main fuel pump, a free-wheeling
flow divider equipped with speed sensors, and an
electro- hydraulically controlled bypass valve.
The main fuel pump is a fixed-displacement,
gear- type pump virtually identical to the one used
in our earlier universal flow divider system. It
is driven by the accessory gear and
incorporates pressure loaded side plates and
mechanical- face• type shaft seals.
The flow divider rs identical to the one used in
the free-wheeling flow divider system, except that
it incorporates two toothed-wheels and magnetic
pick-ups, one at each end, to provide a flow divider
speed signal. The flow divider, a series of hydrau•
lic gear motors, mechanically linked to run at the
same speed, has thus again taken on the dual role
of measuring the flow and dividing it equally to the
nozzles. Since its speed is a linear indication of
fuel flow, the magnetic pick-ups - two of them
Figure 8 through a high-value gate for running reliability -
provide the fuel flow signal for the teedoack.
6
f)
t)
t)
Ftgur e 9
The bypass valve is a simple plug valve actuated and (3) the actual transfer, which also takes 30
by a hydraulic cylinder which in turn is cornrnandori RPf'nnrli:;_ Figure 12 shows a transfer from gas to
by an electro-hydraulic servo-valve mounted di• oil. Initially the LCE signal, which is a signal to
rectly on the cylinder. The control system the liquid fuel system, will jump up to slightly
com• mands a turbine fuel flow (FCE = VCE' x N; more than 4 on the VCE meter. This will initiate
where VCE' = VCE -4) which is compared to the a slight oil flow to the liquid fuel nozzles, allowing
flow di• vider speed feedback signal. The error the fuel lines to get filled. During this time the
signal is fed to the bypass valve amplifier that GCE, which is the VCE signal going to the gas con•
strokes the valve to feed the flow divider the trol system, is held equal to VCE to make sure
proper flow by di• viding the main pump discharge there is no decrease in fuel flow - thus power
flow into two paths - while the fuel system is getting ready for
- one to the flow divider and one back to main pump operation, (i.e. valves opened, lines filled etc).
) suction. The resultant flow divider speed change This 30 sec• ond period will actually result in a
will thus "nul " the bypass valve input, keeping it fuel increase when the lines are filled, unless the
at its new position. unit is on speed governing, temperature control,
or load control, in which cases VCE will
VCE Splitter For Dual Fuel automatically decrease to hold the total fuel flow
constant.
The SPEEDTRONIC control incorporates a very
commonly used option: Dual fuel. To effect a trans• For emergency conditions, such as loss of fuel
fer from one fuel to another it is necessary to split gas pressure, the 30 second fill time can
the VCE signal into two parts, the sum of which acts automatic• ally be by-passed, resulting in a k:,;::;
similarly to the individual fuel system before the smooth, but substantially faster, transfer. After the
Figure 10 Figure 12
value is. During the transfer the sum of the active shaft version. In addition, however, since the two•
VCE, namely the LCE above 4 and the GCE above shaft unit uses a variable second-stage nozzle and
4 still equals the active VCE or the VCE above 4. has an additional shaft, some additional control
As soon as the transfer has been completed, the loops are required (Fig. 13). The total energy level
GCE will go to zero with the LCE remaining un• is determined by fuel flow similar to a one- shaft
disturbed at the VCE value. machine, while the energy split between the high and
low-pressure sets is dater-mi ned hji:, the pressure
The fuel transfer may be stopped at any time, in ratio across their respective turbines. Opening
other words, while burning a mixture of gas the variable nozzle, decreasing the back pressure
and oil. There are, however, minimum fuel on the HP (high-pressure) turbine, results in more
restric• tions in order to achieve good atomization or pressure drop, and thus more torque being generated
to avoid hot gas cross- flow. These limits are at by the HP turbine; in this manner the speed of the
about 10 percent flow. Whenever a mixture of fuel HP set is controlled. The servo -systern for the
is burned and the load changes, the VCE will nozzle utilizes similar servo amplifier and servo
respond in the normal manner and the LCE and valve and feedback to that used in the fuel control.
GCE values will respond proportionately.
The speed signal for the main fuel loop is
Two-Shaft Operation ob• tained by magnetic pick-ups mount.ed in rlosP
prox• imity to a 60-tooth wheel on the low-
The fuel control system for two- shaft machines pressure set (load turbine shaft), while the
utilizes exactly the same basic system as the one-
inductor alternator, when used, remains on the
compressor stub shaft to produce power and
indicate NHP· The set point for this HP set speed
is exhaust temperature, fir• ing temperatur e or a
fixed speed, depending on the level of load and the
type of cycle. The output of this amplifier is fed
into the nozzle servo system.
11
prevent a loss of load from causing an overspeed load increase or, in case of a two- shaft regenera•
trip of the load turbine. tive unit at 50 - 100 percent load, it may trip the
unit on high exhaust temperature. For special ap•
plications, this unlikely shutdown may be prevented
General by a redundant temperature loop and other optional
features.
SPEEDTRONIC control has a number of features
built- in to assist the gas turbine and/ or the opera•
These features constitute the "super reliability"
tor. One of these is the "Minimum VCE System",
system that utilizes redundant main loops and mon•
that assures the unit of minimum fuel during cut•
itors all possible functions to determine the mal•
back to avoid flame-out. Another feature is
functions or even relatively small drifts. A related
the "Manual VCE" control that allows the initial
feature allows "servicing while running" of most
start• up man or any trouble shooter to take cards in the SPEEDTRONIC page. These systems
control of VCE, thus fuel, in order to completely
control the start-up or loading of the turbine. Since
are sometimes used on industrial applications where
many years of continuous operation are required,
@))
this con• trol is operated through the minimum and for marine use or similar application where a
value gate, the other parameters such as speed and shutdown cuulc.l prove very expenstve or disastrous.
tempera• ture can still cut back to protect the
turbine.
Another optional feature for marine applications
Control mode indicating lights are located elec• is the emergency talcc- home control, that can be
tri ('ally in each of the major inputcireuits plugged directly into the gas turbine accessory sys•
including the acceleration loop, and physically on tem base in case of total propulsion control system
the front of the panel, with provision for remote disability. This control can start and stop the tur•
indication. Thus, the operator, locally or remotely, bine and will run it manually at a safe, reduced
can see that the unit is on start-up control, detect power level.
when the sup• pressed temperature takes over,
determine when the acceleration control becomes
active, and when the unit goes on speed governor.
After that, when he has loaded the gas turbine PROTECTION SYSTEM
(manually or auto• matically at his option) to full l\
capability, the red temperature light will come ON, I,
indicating he is at full power for that particular Philosophy
ambient. To further assist him, the governor
raise circuit is tied in with the temperature loop In the design of the protection system, a dna.l•
in such a manner that after the unit reaches route, fail-safe philosophy is utilized (Fig. 15).
temperature control, the speed set-point will Thus, in case of failure of the protective system,
autom.atically stop Increaeslug , Thus, should the the turbine will shut down, and at least two "trip
temperature control become dis• abled, or even be routes" are available. To obtain uraxhuum runulng
greatly affected by a short circuit or something reliability, a system of simple redundancy, and in
similar, the governor will immediately take over, a some areas of double redundancy, is built in. This
feature we call "redundancy by associ• ation". means that in the case of, for instance, overspeed,
(See Fig. 3.) there are three systems, so a single failure will
still allow the unit to run, but will annunciate. The
In like manner, the range of the speed adjust• system is furthermore designed so that even during
ment is limited by the range of the digital set- point start-up, it is self-checking, so if the overspeed
(95 to 107 percent for generator drive; 50 or 80 protection is absent, i. e. , if a sensor is missing
to (as might happen after an overhaul), a wire
105 percent for mechanical drive). Also, the has broken, or if any failure in the over speed
tem• perature control is, of course, at all times protection system is detected, the turbine will not
backing up the governing system. Therefore, in the start.
unlikely event of loss of speed signal, the unit
deliberately goes to full- load, a process fail-safe
condition allow• ing the operator to keep producing Subsequently, when the unit is running, a failure
power until he is ready to shut down and still a safe of just one of the channels will just alarm as men•
condition from the point of view of the prime-mover tioned before. The same is normally true with the
due to the back-up protection. dual-channel overtemperature system. Completely
independent of the temperature control system, a
The net effect of a component or system failure typical failure of either one of these channels will
depends on the subsystem, the model, the applica• just alarm, while failure of both will shut down the
tion, the r.yr.le, a.nd the level of load at the time. turbine. Thus, redundancy for maximum operating
The result of a failure in the speed loop will gen• reliability, but fail-safeness in case of complete
erally go undetected ( except for annunciation) since failure, is obtained.
the unit will go to full-load. Loss of the tempera•
ture loop w 111 etthe r cause nu change, a 2
percent
10
Figure 13
is decreased further, slowing down the HP set, the For generator drive applications, with the load
turbme pressure ratio decreases and TX reaches turbine at full- speed no- load, the HP set would run
its limit. Further decreases in load will cause the at 80 percent (90 percent) speed. For mechanical
nozzle to close, favoring the load turbine, while drive applications, the minimum load turbine speed
slowing down the HP set and holding Tx constant. is normally 50 percent. The HP set speed will de•
Between one-quarter and one-half load, the HP set pend on the load at that 50 percent point. For lighter
reaches its minimum governing speed and Tx will loads the variable nozzle will go wide open to hold
start to drop. the 80 percent (90 percent). If the LP torque re•
quired is even below this value, NHP will decrease
until steady- state is reached at an LP of 50 per•
cent, with the nozzle angle at maximum, and NHP
at some point below 80 percent (90 percent).
9
Figure 17 Figure 19
Philosophy
D
e
s
i
g
n
The sequential
system consists of a
number of inputs such
as manually operated
switches, remote
control signals, gas
tur-hine a nd lo::id
protection parameters,
as well as the
SPEEDTRONIC control
and protection
interface signals of
permissives, speed and
status. These inputs
are fed into the
standar-d "logic page"
for etart-up aud
shutdown of the turbine
and its load, regardless
of type. To ac•
commodate the variety
of applications
encountered such as
generator drive,
pipeline pumping, me•
chanical drive, etc, the
sequential system is
set up to receive
external signals at
strategic points in the
sequence, as· well as
to provide the process
with signals from all
important steps, su ch
(2) engage the clutch,
14
t
Figure 24
Figure 23
It can be physically divided into three parts: b) The inside page (Fig. 30), containing the out•
(Example described is Mark II) put relays1sarranged in an easily identifiable
fashion to facilitate servicing. For manually con•
a) The front door or panel containing the trolled machines the functions of this page are bas•
inter• face with the operator, all inputs ically replaced by the operator, the Master Selector
(switches, push buttons, thermocouple average and Switch on the turbine base, and a few protective
check module, etc.) and outputs (lights, annunciator, relays.
meters, counters), as well as the "page" of
control, pro• tection and sequence equipment and c) The side and back walls where the power sup•
associated adaptability adjustments. This page ply and all incoming terminal boards, identified for
(Fig. 28) em• ploys the optimum combination of field servicing, are located. From these terminal
integrated cir• cuits and discreet components. boards, standardized multi- conductor cables run to
It is arranged in rows of up to 18 cards each, the quick disconnects on the turbine junction boxes
(Fig. 29) containing the analog and digital cards of for fast, reliable field installation and start-up.
the control and pro• tection systems and of the
interface with the sequen• tial and gas turbine
components, all arranged func• tionally and FEATURES
identified for easy tie-in with the ele• mentary
diagrams. Naturally, as a system evolves, particular fea•
tures change: Some are redundant, some are im•
proved, and new applications require nPw nnas.
S
P
E
E
D
T
R
O
N
I
C
F
E
A
T
U
R
E
S
S
t
a
n
d
a
r
d
P
a
n
e
l
3
6
x
3
6
x
9
0
i
n
c
h
e
s
(
9
2
x
9
2
x
2
2
0
c
m
)
(Key features listed below are
those that differ in the 3 models.
Some are optional. )
Mark I Speedtronet
Super reliability
S S See Fig.
e 27
e
F
i
g
.
2
5
17
TABLE I
SPEEDTRONIC CONTROL
SYSTEM SCHEDULED
SERVICE DATES
1002 1971P
1972
!
TURBINES
SPEEDTRONIC CARD
QUALIFICATION TESTS
October 1967
Q)
\
Figure 30 Figure 31
•
Janua!:X._1969 an
early
Production SPEEDTRONIC control system on version
two- shaft turbine for factory test operated on iso• of the
chronous speed and isothermal temperature con• Mark II
trol. (Fig. 32) control.
GAS TURBINE REFERENCE LIBRARY
MANUFACTURING ASSOCIATES
AEG-KANIS TURBINENFABRIK GMBH HITACHI, LIMITED
Essen, Germany Tokyo, Japan
GENERAL fj ELECTRIC