GE LM6000 TRAINING

GE LM6000

GENERATOR INSTRUMENTATION
 Electrical Cable Panel Nomenclature
• AGB ---Accessory Gearbox
• CDF ---Compressor Rear Frame
• IGV ----Inlet Guide Vane
• LVDT ---Linear Variable Differential Transducer
• RTD ---Resistance Temperature Detector
• TC ---Thermocouple
• TM ---Torque Motor
• TGB ---Transfer Gearbox
• TRF ---Turbine Rear Frame
• T48 ----Low Pressure Turbine Entry Temperature
• T2 ---Low Pressure Compressor Inlet Temperature
• T25 ---Low Pressure Compressor Discharge Temperature
• T3 ---High Pressure Compressor Discharge Temperature
• VBV ----Variable Bypass Vane
• VSV ----Variable Stator Vane
• XNSD ----Low Pressure Turbine Rotor Speed
• XN2 ---Low Pressure Rotor Speed
• XN25 ---High Pressure Rotor Speed
 GE LM6000

TURBINE
INSTRUMENTATION
 LM6000 SPRINT ENHANCED

• Utilizing the same compressor discharge temperature

control limit, the compressor is able to pump more air,
achieving a higher pressure ratio.
• Sprint’s effectiveness is even more pronounced in hot
weather.
• As ambient temperature rises, the benefits of a Sprint
engine become more significant.
• The overall result of Sprint system is higher output and
better efficiency. The LM6000 Sprint enhanced engine is
rated at 47,300 at ISO
• conditions. This is an increase of 3.9 MW over a non-Sprint
LM6000 PC.
 LM6000 SPRINT ENHANCED

• The SPRINT (SPRay INTercooling) system is based on an

atomized demineralized water spray injected through spray
nozzles into the LPC and the HPC.
• Water is atomized using high-pressure air taken off the 8th
stage bleed air.
• The water flow rate is metered, using the appropriate
engine control schedules.
• On high-ratio gas turbines the compressor discharge
temperature is controlled because compressed air is used
to cool the hot section components.
• By injecting an atomized water spray in front of the LPC
and HPC, the compressor inlet temperature is significantly
reduced.
 ENGINE AIRFLOW

• The HPC compression ratio is approximately 12:1. HPC

discharge and stage 8-bleed air are extracted, as, necessary, for
emissions control. Compressor discharge air is then directed to
the combustor section.
• Air entering the combustor is mixed with the fuel and ignited.
Once combustion becomes self-sustaining, the igniter is
deenergized. The combustion gases then exit to the high-
pressure turbine (HPT).
• The hot gases from combustion are then directed into the
HPT, which drives HPC.
• The exhaust gases exit the HPT and enter the low-
pressure turbine (LPT), which drives both the LPC and the
output load. The exhaust gases passes through the LPT
and exit through the exhaust duct.
 ENGINE AIRFLOW
• Air enters the engine at the inlet of the variable inlet guide
vanes (VIGV’s) and passes into the low-pressure
compressor (LPC).
• The low-pressure compressor compresses the air by a ratio
of approximately 2.4:1.
• Air leaving the low-pressure compressor is directed into the
high-pressure compressor (HPC) and is regulated at idle
and low power by variable bypass valves (VBV’s) arranged
in the flow passage between the two compressors.
• The airflow in the 14-stage HPC is regulated by VIGV’s and
five stages of variable stator vanes (VSV’s).
 STEP DECEL TO IDLE (SDTI)
• A step-decel to idle is an immediate rapid (max decel rate)
deceleration to idle followed by a 10-second pause, and
then by a shutdown.
• A step-decel provides a more controlled and orderly way of
shutting down the engine than does an immediate
shutdown at power.
• The 10-second delay pause at core idle allows various
scheduled engine systems, such as variable inlet guide
vanes (VIGV’s) and variable bleed valves (VBV’s), to reach
a stabilized condition before shutdown occurs.
• An SDTI automatically initiates the following actions:
– Power is immediately reduced to core idle, causing the engine to
decel as rapidly as possible.
– Ten (10) seconds after achieving core idle then FSLO.
• NOTE: If on naphtha fuel, SDTI is replaced with FSWM.
 SLOW DECEL TO MINIMUM LOAD
(SML)
• A slow decel to minimum load (min-load) is a controlled
deceleration at a rate that allows all engine schedules and
engine cooling to be maintained at a controlled rate.
• Rather than decel all the way to core idle, the engine
decels to the min-load point. This allows the condition to be
investigated without requiring a shutdown.
• An SML automatically initiates the following actions:
– Fast load shed to minimum load in 20 seconds.
– If the problem still exists after 3 minutes then do a CDLO.
• NOTE: If on naphtha fuel, SML is replaced with FSWM.
 COOLDOWN LOCKOUT
(CDLO/NORMAL)

• A CDLO automatically initiates the following

actions:
– Power is retarded to minimum load (synchronous idle).
– Shutdown steam/water and trip unit breaker.
– High-pressure rotor speed decreases to approximately
8400 rpm for 5 minutes.
– The starter is engaged for 20 minutes when XN25 drops
to 1700 RPM.
– If reset clears shutdown during cool down period then
CDLO is aborted.
• NOTE: If on naphtha fuel, CDLO is replaced with
FSWM.
 FAST-STOP WITH MOTORING
(FSWM)

• An FSWM automatically initiates an FSLO, and

then the starter is engaged for 25 minutes when
XN25 reaches 1700 RPM.
 FAST-STOP LOCKOUT WITHOUT
MOTORING (FSLO)
• An FSLO automatically initiates the following
actions:
– Fuel valves (and water or steam valves, if applicable)
are closed
– The unit breaker is tripped open.
– Variable inlet guide vanes are closed.
– Variable bleed valves doors are opened (closed later
during coast down).
– Ignition system and starter are deenergized.
– XN2, XN25, XNSD and oil pressure alarms are
bypassed.
• When these steps are completed, drain and vent
valves are opened, alarms, interlocks, and start
sequence timers are reset and the operating time
 ENGINE STOPPING MODES

• Fast-Stop Lockout without Motoring (FSLO)

• Fast-Stop with Motoring (FSWM)
• Cooldown Lockout (CDLO/NORMAL)
• Slow Decel to Minimum Load (SDML)
• Step Decel to Idle (SDTI)
ACCESSORY GEARBOX
• Engine starting, lubrication, and
speed monitoring of the HP rotor
shaft is accomplished by
accessory gearbox.
• The following accessory are
mounted on the gearbox.
1. Starter.
2. Variable-geometry.
3. Lube oil pump.
4. Fuel metering valve hydraulic
pump.
5. Two magnetic speed pick-ups.
6. Radial drive shaft.
 LOW PRESSURE ROTOR
BALANCE PISTON SYSTEM
• Balance piston located aft end of
engine to control thrust loading on
the 1B bearing.
• Axial loads are imposed by the
LPC and LPT and vary with output
power.
• Cavity pressurized by 11 HPC
bleed air.
• Thrust is monitored by total-
pressure probe (P4.8) and static-
pressure probe (PS5.0).
 TURBINE REAR FRAME
ASSEMBLY
• The turbine rear frame (TRF) is a one-piece
casting which provides the gas turbine exhaust
flow path and the supporting structure for the D
and E sump, the LPT rotor thrust balance
assembly, the LPT rotor shaft, and the aft drive
adapter.
• Fourteen radial struts function as outlet guide
vanes to straighten the exhaust airflow into the
exhaust diffuser for enhanced performance.
• Lubrication oil supply and scavenge lines for the D
and E sump and LPT rotor speed sensors (XNSD-
A and XNSD-B) are routed through the struts.
LOW PRESSURE TURBINE
ASSEMBLY
• LPT drives the LPC and Generator
using the core gas turbine discharge
gas flow for energy.
• LPT has a 5 stage stator and rotor.
• Rotor support by 6R and 7R.
• 6R and 7R bearings supported by TRF
assembly.
• TRF has 14 radial struts and function
as outlet guide vanes to straighten the
exhaust flow.
• Oil, scavenge lines are routed inside
the struts.
• Seals minimize the air leakage
around the inner ends of the
Nozzles, and shrouds minimize air
leakage over the tips of the turbine
Blades
HIGH PRESSURE TURBINE
NOZZLE
• Stage 1 HPT nozzle consist of 23
two-vane segments bolted to a
nozzle support attached to the hub
of the CRF.
• CDP air is used to cool the nozzle.
• Stage 2 HPT nozzles consists of
24 paired nozzle-vane segments.
• The nozzles are cooled by 11 stage
air.
 Contained within
•The HPC discharge CRF.
air is directed •This air FORMS an
through the turbine insulating film over
disk to the blade the airfoil surface
roots, passing through holes in the
through inlet holes cap at the outer end
in the shank, to of the blade and
serpentine through holes in the
passages within the trailing edge of the
airfoil section of the airfoil.
blade.
•The second-stage
blades are, therefore,
only cooled by
convection. The air
passes through
passages within the
airfoil section and is
discharged only at the
blade tips.
 High-pressure turbine assembly

• High pressure turbine is air cooled, two

stage design with demonstrated high
efficiency.
• Both stages of blades are cooled by
compressor discharge air flowing
through the blade shank into the
airfoil.
• Consist of HPT rotor and stage 1 and 2
HPT nozzles.
• The HPT drives the HPC.
 Flame Sensor
• An ultraviolet flame sensor detects the presence, or loss, of
flame in the engine combustion system for engine control
system logic use in sequencing and monitoring.
• The flame sensor hardware consists of two ultraviolet
sensor assemblies and two flame-viewing window
assemblies, mounted on two holes in the compressor rear
frame.
• The flame sensors come equipped with cooling cans and
integral leads, which are connected directly to the
packager-supplied signal conditioner.
• Cooling air for the system is packager-supplied and must
be kept on for a minimum of 30 minutes following a normal
shutdown.
 Ignition System
• The ignition system produces the high-energy sparks that
ignite the fuel-air mixture in the combustor during
starting.
• During the start sequence, fuel is ignited by the igniter,
which is energized by the ignition exciter.
• Once combustion becomes self-sustaining, the igniter is
deenergized.
• The maximum duty cycle is 90 seconds ON and two start
cycles within a 30-minute period.
Combustor assembly (SAC)

• LM6000 uses a singular annular

combustor and is furnished with 30
externally mounted fuel nozzles for
liquid distillate fuel or natural gas.
• Fuel system also equipped for water or
steam for NOx suppression.
• Combustion system high performance
that consistently demonstrated low
EXHAUST temperature pattern factors,
low pressure loss, low smoke, and HIGH
combustion efficiency at all operating
ranges
• The swirl-cupdome design serves to
lean-out the fuel-air mixture in the
primary zone of the combustor.
 Compressor rear frame assembly

• The compressor rear frame

assembly connects the
compressor flange to the high
pressure nozzle assembly.
• Consists of 10 STUTS and B
and C sump housings.
• Several BOROSCOPE ports
are provided for combustor
and nozzle inspection.
Variable Stator Vanes
• VSV assembly is an integral part of
the HPC, consisting of two VSV
actuators and levers, actuating rings,
and linkages for each VSV stage.
• Stator vane position is vital to
stable, efficient operation of the
engine.
• The control system is designed
to provide excitation and signal
conditioning for both LVDT’s and
to control VSV position by means
of closed-loop scheduling of VSV
actuator position based on
corrected HP rotor speed
(XN25R) and inlet temperature
(T25)
High-pressure compressor (HPC)
assembly
• HPC rotor is a bolted assembly of
five major structural elements.
• Stages 1 and 2 blades are
individually retained in axial
dovetail slots, and the remaining
blades are held in circumferential
dovetail slots.
• These features allow individual
stage 1 blade replacement without
DISSEMBLY of the rotor.
 High-pressure compressor (HPC)
assembly
• HPC is a 14-stage, axial flow compressor.
• CORPORATES VIGV’S and variable stators stages 0-5.
• Stall free operation and high efficiency throughout the starting
and operating range.
• Compresses air 12 to 1.
• Total compression for LPC and HPC 30 to 1.
• Provisions for customer-use bleed air are available at
stage 8 and at the compressor discharge.
• On other model turbines seventh- and eleventh-stage
bleed air and compressor discharge air are extracted for
cooling and pressurization of the engine and bearing sump
components.
High-pressure compressor (HPC)
assembly
 Low-pressure compressor front
frame assembly
• Front frame major support for
LPC rotor and forward end of
HPC rotor thru the 1B, 2R, and 3R
bearings.
• Made of high strength stainless
steel casing, six RADIAIL struts
to supply support and internal
PLUMBING.
• Contains “A” sump, which
includes 1B and 2R bearings.