PROJECT : VALUTHUR GTPP SUBJECT: PROBLEM OF TRIP OIL NOT DRAINING THROUGH TRIP SOLENOIDS AT VGTPP, PERUNGULAM SITE.

Problem : While checking the operation of fuel gas control valves and speed ratio valves (SRV), it was found the valves are operating when energizing and also on de-energizing of trip solenoids. When the solenoid is de-energized trip oil should be drained and fuel gas control valves should remain closed as no hydraulic oil will go to servo valves. But the pressure gauge in trip oil had shown no variation in pressure on operation of trip solenoids. Trip oil system : Oil supply to the trip oil circuit is from lube oil discharge header after cooler and filter through 4.8 mm orifice (as shown in the figure). There are two trip solenoids, one provided at trip oil header to IGV and another at trip oil header to fuel gas system. De-energizing of solenoids will depressurise the trip oil circuit. Major part of trip oil pipings is inside MOT and with Dilo unions. Two solenoids mounted at the top of MOT. The union fittings inside MOT are locked with clit welding at manufacturing unit. Analysis and solution : The energizing and de-energizing of trip solenoids were tried individually and simultaneously and found no change in trip oil pressure. As there is no isolation for trip oil circuit, oil pumps were switched off and the solenoid valve removed and checked for
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the drain parts and found ok. It was suspected the supply orifice might not be there, one orifice of size 4.5 mm dia was provided at union tap off point from lube oil piping. The system was checked, again some behavior noticed. Trip oil did not get depressurized on solenoid operation. Again after the solenoid valves were removed and inspected obstruction at nearest union joint was noticed. These unions were in locked condition. With great difficulty the unions were removed. The dummy in one and a 1 mm orifice in the other were removed. In the trip oil supply to fuel gas system, a 2.5 mm diameter orifice was not provided as per trip oil scheme. This was introduced. Subsequently operation of trip oil system was ok. Conclusion and suggestion : 1. As the trip oil piping was located inside MOT, the analysis of the problem became difficult. Unions were found locked and hence not disturbed at site. Complete technical checklist is to be made by engineering department and protocol is to be made before dispatch of the MOT system to site.

2.For attending to the problem lot of risk was taken by the technicians for going inside MOT filled with oil. Otherwise MOT would have to be emptied for attending the problem. These can be avoided by thorough checking of the system inside MOT before filling of oil.