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Starting Means (Diesel Engine) - Ms5001
Starting Means (Diesel Engine) - Ms5001
GENERAL
Before the gas turbine can be fired and started it must be rotated or cranked by accessory
equipment. This is accomplished by a diesel engine, operating through a torque converter to
provide the power required by the turbine for startup.
Starting system components include: the diesel engine, torque converter with ratchet mechanism,
starting jaw clutch and a hydraulic ratchet self-sequencing control valve assembly. Also, there
are several supplementary components required for sequencing and operation of turbine starting
system.
FUNCTIONAL DESCRIPTION
The starting system provides power for both cranking and turning during gas turbine startup and
shutdown cycles. In the starting cycle there are three primary functions provided by the starting
system: start the gas turbine rolling (breakaway from standstill); accelerate the gas turbine to a
speed where it can be fired; and after the turbine has fired, further-accelerate it to a self
sustaining speed (a speed at which gas turbine develops net positive power output).
During the starting sequence, the gas turbine is driven through the accessory gear by the diesel
engine, torque converter, output gear and the starting clutch. The starting clutch assembly and
the engagement cylinders are mounted on the accessory gear assembly. The accessory gear is
permanently coupled to the turbine compressor shaft by a flexible coupling.
Diesel engine
When operating, the diesel engine draws combustion air from the accessory compartment
through a filter into the turbocharger inlets. Air dampers, located downstream of the
turbochargers are equipped with a manual emergency shutdown latch.
Engine coolant is drawn from the gas turbine cooling water system tank located on the accessory
compartment roof. The flow rate is controlled by thermostats on the engine.
The engine operates on a completely self-contained lube oil system. Lube oil pressure can be
read on a panel mounted pressure gauge and is monitored by pressure switch 63QD-1. A fuel
tank has been fabricated in the turbine base. Refilling of this tank is a manual operation.
An engine driven, high lift pump draws fuel from the tank and pumps it through a filter to the
canister mounted on the side of the engine. The main fuel pump draws fuel from canister and
pumps it through a filter and into the injector’s headers. Each fuel injector draws the required
amount of fuel from the headers, while the excess fuel (used to cool the injectors) is returned to
the canister and through the overflow drain back to the tank. There is a manual “priming” pump
installed in parallel with the high lift pump.
CAUTION
Attempting to “prime” the engine fuel system by cranking the engine can seriously affect the life
of the engine starter.
NOTE
Except under certain emergency conditions, the engine is only stopped with the governor lever in
the idle position. Following an emergency shutdown, the engine can be safely restarted
regardless of governor lever position; but the operator has the option of manually resetting the
lever before attempting a restart. (Manually shift the 20DA- 1 valve and pull the cylinder to the
idle position.)
The engine stop device is an "energize-to-stop" solenoid (20DV-1) connected to the governor
that when energized activates the shutdown mechanism and stops the engine.
Electronic, logic in the control panel provides automatic sequencing of 88DS-1, 20DA-1,
20DA-2 and 20DV-1 for normal unit startup, for normal and emergency engine shutdown and
for exercising and/or test of the engine. To protect the system hardware, the logic also monitors
the starting clutch position (33CS-1), the engine lube oil pressure (63QD-1) and the engine
speed. Necessary and ALARMS and / or TRIPS are built into the control system.
NOTE
A tachometer on the diesel engine local gauge panel allows reading engine speed. Pressure
switch 63DM-1 senses that the diesel engine is at minimum operating speed. The engine will
operate at constant speed when the unit is between 2300 and 2700 rpm during the startup
sequence. Routinely checking the engine speed in the unit speed range will provide a good check
on engine performance level in that a persistent speed decrease of more than about 35 rpm from
the "normal" indicates a need to have the engine serviced by a qualified mechanic.
back to maximum speed (and power) for acceleration of the unit to self-sustaining speed. At a
unit speed of about 3100 to 3200 rpm, the clutch automatically disengages and 20DA-2 is de-
energized. The engine returns to idle speed, idles through a cool-down period, and stops when
20DV-1 is energized for several seconds.
NOTE
Solenoid valves 20DA-1 and 20DA-2 are equipped with manual operators (pushbuttons in the
ends of the solenoids).
20CS-1, the modulating backpressure valve that maintains adequate pressure to the clutch
engagement cylinders, two pilot operated valves to control flow to the rotary actuator, and the
33HR-1 limit switch.
Assembly of the pump is made up of a 125v dc motor, driving a 1.5 gpm pump at 1725 rpm. The
assembly pumps lube oil from the unit-bearing header to the inlets of the VR5-1 relief valve and
the control valve module.
CAUTION
Setting relief valve VR5-1 at a "cracking" pressure above 1350 psig can damage the one-way
clutch in the ratchet mechanism.
CAUTION
Operation of the ratchet system without oil pressure in the gas turbine bearing header may
damage the ratchet pump and/or the gas turbine bearings.
Excessive continuous ratchet operation and/or jogging ("inching the rotor") by use of the "jog"
switch can seriously affect the life of 88HR-1 and/or 20CS-1.
CAUTION
The jaw clutch will be severely damaged by any attempted engagement with the sliding hub
turning. Before any control device in the starting system, ratchet system and/or clutch system is
disarmed and/or electrically bypassed, the clutch mechanism should be disengaged and locked
out of engagement by clutch disengagement valve VM2-1.