GT ACCESSORY DRIVES , TORQUE CONVERTER AND STARTING

CLUTCH

TURBINE-GENERATOR SETS

MS6001B 50 Hz (41.6 MW)

MS6001B 60 Hz (41.6 MW)

MS6001C 50 Hz (41.9 MW)

MS6001C 60 Hz (41.9 MW)

MS6001FA 50 Hz (75.9 MW)

MS6001FA 60 Hz (75.9 MW)

MS7001EA 60 Hz (84.4 MW)

MS9001E 50 Hz (125.4 MW)

MS7001FA 60 Hz (171.7 MW)

MS7001FB 60 Hz (184.4 MW)

MS9001FA 50 Hz (255.6 MW)

MS9001FB 50 Hz (268.8 MW)

GAS TURBINES ARE FIRST IN CLASS!

First to introduce F-class technology in the industry

First F-class gas turbine to reach 55% thermal efficiency in commercial combinedcycle operation

First F-class turbine to record 100%availability and reliability over a 108-day period of continuous operation

First F-class turbine to achieve single digit NOx emissions

First F-class turbine to reach 99.4% reliability

First turbine to be introduced in an IGCC application

First F-class turbine with over 1,000 units shipped

First F-class turbine to reach 25 million fired hours in worldwide service

First F-class turbine to achieve 40% load with single digit NOx and CO

GE FRAME 9F GAS TURBINE

GE Energy's wide range of flexible power generation applications for the 9FA gas turbine include simple cycle, combined cycle, and cogeneration in both cyclic and baseload operation using a wide range of fuels.

Combined Cycle applications are common in today's power plants. Today, 95% of the 9FA gas turbine fleet is operating in combined cycle mode.

Cogeneration is the production of electricity and useful thermal energy simultaneously from a common fuel source. Surplus heat from an electric generator can be used for industrial processes or for heating purposes.

Integrated Gasification Combined Cycle (IGCC) is power plant operating on synthesis gas (syngas) derived from gasification of coal or other fossil fuels. In this case, the 9FA gas turbine is configured as a 9F syngas turbine with GE's Multi-Nozzle Quiet Combustor (MNQC) for operation on syngas or high hydrogen fuels.

Integrated Water and Power Plant (IWPP) is the co-production of electricity and water in a single plant. Potable water is generated using the thermal energy in the gas turbine exhaust to drive desalination.

The 9FA heavy duty gas turbine is aerodynamically scaled from 7FA gas turbine. It uses advanced aircraft engine technology in its design. Key advantages of the 9FA gas turbine include its fuel-flexible combustion system and high output performance.

Dry Low NOx (DLN) 2.6+ combustor has five outer fuel nozzles with a single center fuel nozzle, which ensures a stable combustion across a wide range of operating conditions. The DLN 2.6 architecture also has an advanced fuel nozzle, called the swizzle, which combines the fuel injection gas ports into the swirler vanes all within the fuel nozzle body to provide a better mixed, more stable combustion zone. The DLN 2.6+ is able to maintain low NOx and CO emission levels while extending the load range available for operation.

Eighteen-stage, axial flow compressor is designed with an ISO base pressure ratio of 17:1 and airflow of 203 kg/second. High strength, corrosion resistant stainless steel airfoil material is used on the first eight stages with the remaining airfoils made of steel alloy.

Blade Health Monitoring System provides real-time measurements of key static and dynamic deflection features to help determine blade deterioration.

Advanced controls - Model Based Control (MBC) - GE has developed industry leading, aviation-proven technology for advanced control of the gas turbine using detailed, thermodynamic models of the gas turbine and its sub-systems. GE's MBC methodology has been used for several years on the 7FA gas turbine product and was introduced on the 9FA gas turbine in 2009.

DESIGNED TO MEET CUSTOMER NEEDSIN A CHANGING INDUSTRY

• Flexible. F-class turbines are designed for operational and fuel flexibility, providing customers with a multitude of options to meet their power generating needs.

• Meets environmental guidelines. Dry Low Nox combustors produce less than 9 ppm NOx for 7FA machines. The 9FA’s DLN 2.6+ offering is a certified product in GE’s ecomagination program, demonstrating < 10 ppmNOx.

• Cost-effective. GE's F technology has options for improved output and efficiency to help deliver better fuel economy and a lower cost of electricity.We've achieved more than 5% output improvement, and our 9FB turbine is capable of operation at world-class efficiency levels in excess of 58%, higher than any other F-class turbine.

• Reliable. F-class turbines lead the industry in availability and reliability, as reported by independent, 3rd party SPS ORAP.

GAS TURBINE GENERATOR UNIT, EACH INCLUDING:

The Gas Turbine Package, consisting of:

The Gas Turbine Compartment:

The Auxiliary Systems and Separate Skids / Acessory Compartment):

Couplings:

Gas Turbine Packaging:

THE GAS TURBINE COMPARTMENT:

Multi-stages, axial flow compressor.

Modulated inlet guide vanes.

Three-stages turbine.

Multi-chambers combustion system.

Dual gas / liquid combustion system with conventional combustors.

Ignition system with spark plugs and U.V. flame detectors.

Boroscope openings for maintenance inspection.

Seismic type vibration sensors on bearing caps for protection.

Proximity type sensors for shaft line displacement monitoring.

Thermocouples for measuring exhaust temperature.

Thermocouples on bearing drains and bearing metal

Exhaust plenums and frame blowers.

On/off line compressor and off line turbine wet washing system.

Water injection system for NOx control

THE AUXILIARY SYSTEMS AND SEPARATE SKIDS:

Starting and cool down system with:

— MV starting AC motor (11 kV). , Hydraulic torque converter. , Rotor turning device by AC Pony motor.

Auxiliary coupling and gear

— Flexible auxiliary coupling. , Auxiliary gear box.

Lubricating oil system with:

— Duplex lube oil filters. , Duplex lube oil to water heat exchanger , lube oil cooler and lube oil filter., Shaft driven MOP. , AOP , JOP.

— Lube oil tank. , Lube oil mist eliminator with dual extraction fans. , Lube oil heater.

Hydraulic oil system with:

— Shaft driven hydraulic oil pump., Full flow AC motor driven auxiliary hydraulic oil pump. , Duplex hydraulic oil filters.

Gas fuel system with (separate module):

— Gas fuel stop and control valves.

Liquid fuel system with:

— One (1 x 100%) high pressure fuel pump. , Duplex high pressure fuel filters. , Flow divider..

Water Injection for NOx level reduction with:

— One (1 x 100%) AC motor driven pump. , Single filter. , Flow metering system. , Flow control valve

The major components located in the accessory compartment are:

The lubricating oil system and reservoir,

Starting system,

Accessory gear,

Fuel system

Hydraulic system.

STARTING AND COOL DOWN SYSTEMS

The starting system includes the drive equipment to bring the unit to self sustaining speed during the starting cycle.

The starting system consists of the following equipment:

Medium Voltage starting electric motor.

Rated power: 1,000 kW. Maximum power during starting cycle (to be used for starting motor power supply design): 1,450 kW, Voltage: 11 kV.

Barring motor, rating 30 kW, 750 rpm, 400 V AC.

Hydraulic torque converter

ACCESSORY DRIVE SYSTEM

During start-up the accessory gear transmits torque from the starting device and torque converter assembly to the gas turbine shaft.

After start-up torque is transmitted from the gas turbine shaft via suitable gear drives to the following:

Fuel oil pump.

Main lube oil pump.

HP hydraulic supply pump.

Main atomizing air compressor.

TORQUE CONVERTER

A mechanical clutch can't change the torque, the input torque and output torque are the same, although angular momentum combined with angular acceleration of engine and the entire drivetrain can change the overall torque due to clutch application.

The key characteristic of a torque converter is its ability to multiply torque when there is a substantial difference between input and output rotational speed, thus providing the equivalent of a reduction gear.

Some of these devices are also equipped with a temporary locking mechanism which rigidly binds the engine to the transmission when their speeds are nearly equal, to avoid slippage and a resulting loss of efficiency

A fluid coupling is a two element drive that is incapable of multiplying torque, while a torque converter has at least one extra element—the stator—which alters the drive's characteristics during periods of high slippage, producing an increase in output torque.

In a torque converter there are at least three rotating elements:

the impeller, which is mechanically driven by the prime mover;

the turbine, which drives the load; and

the stator, which is interposed between the impeller and turbine so that it can alter oil flow returning from the turbine to the impeller.

The classic torque converter design dictates that the stator be prevented from rotating under any condition, hence the term stator. In practice, however, the stator is mounted on an overrunning clutch, which prevents the stator from counter-rotating with respect to the prime mover but allows forward rotation.

A TORQUE CONVERTER HAS THREE STAGES OF OPERATION:

Stall. The prime mover is applying power to the impeller but the turbine cannot rotate. For example, in an automobile, this stage of operation would occur when the driver has placed the transmission in gear but is preventing the vehicle from moving by continuing to apply the brakes. At stall, the torque converter can produce maximum torque multiplication if sufficient input power is applied (the resulting multiplication is called the stall ratio). The stall phase actually lasts for a brief period when the load (e.g., vehicle) initially starts to move, as there will be a very large difference between pump and turbine speed.

Acceleration. The load is accelerating but there still is a relatively large difference between impeller and turbine speed. Under this condition, the converter will produce torque multiplication that is less than what could be achieved under stall conditions. The amount of multiplication will depend upon the actual difference between pump and turbine speed, as well as various other design factors.

Coupling. The turbine has reached approximately 90 percent of the speed of the impeller. Torque multiplication has essentially ceased and the torque converter is behaving in a manner similar to a simple fluid coupling.

The key to the torque converter's ability to multiply torque lies in the stator. In a torque converter, the returning fluid will be redirected by the stator so that it aids the rotation of the impeller, instead of impeding it, which th case in classic fluid coupling leading to a significant loss of efficiency and the generation of considerable waste heat.

The result is that much of the energy in the returning fluid is recovered and added to the energy being applied to the impeller by the prime mover. This action causes a substantial increase in the mass of fluid being directed to the turbine, producing an increase in output torque

The maximum amount of torque multiplication produced by a converter is highly dependent on the size and geometry of the turbine and stator blades, and is generated only when the converter is at or near the stall phase of operation. Typical stall torque multiplication ratios range from 1.8:1 to 2.5:1

Specialized converters designed for industrial, rail, or heavy marine power transmission systems are capable of as much as 5.0:1 multiplication. Generally speaking, there is a trade-off between maximum torque multiplication and efficiency—high stall ratio converters tend to be relatively inefficient below the coupling speed, whereas low stall ratio converters tend to provide less possible torque multiplication.

While torque multiplication increases the torque delivered to the turbine output shaft, it also increases the slippage within the converter, raising the temperature of the fluid and reducing overall efficiency. For this reason, the characteristics of the torque converter must be carefully matched to the torque curve of the power source and the intended application

A design feature once found in some General Motors automatic transmissions was the variable-pitch stator, in which the blades' angle of attack could be varied in response to changes in engine speed and load. The effect of this was to vary the amount of torque multiplication produced by the converter.

Some torque converters use multiple stators and/or multiple turbines to provide a wider range of torque multiplication.

As with a basic fluid coupling the theoretical torque capacity of a converter is proportional to , where r is the mass density of the fluid (kg/m³), N is the impeller speed (rpm), and D is the diameter(m).

In practice, the maximum torque capacity is limited by the mechanical characteristics of the materials used in the converter's components, as well as the ability of the converter to dissipate heat (often through water cooling).

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