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Fuel Control Requirements

Fuel Scheduling at Steady State Operation


For steady state operation, the fuel control provides the correct fuel flow for liquid fuel, natural gas, or
dual fuel operation. As described in Fuels, Water, Steam, there are various fuel systems dependent on
fuel type and the use of water/steam for NO suppression or steam for power augmentation. The
maximum fuel flow is limited by various operational limits, which are described in Table 1. The
minimum fuel flow is set by the gas generator idle speed, which has a minimum value of 6800 rpm. A
single fuel selection is required for operation below gas generator idle speed.
For dual fuel operation, the 7LM2500-PE/PH model gas turbines are designed to operate with no limit
on natural gas/liquid fuel ratios. The gas turbine can be started on either natural gas or on liquid fuel, but
not on a combination of natural gas/liquid fuel. In case one fuel is cutoff, the minimum fuel flow for
each fuel should be selected so that the governor action will prevent a decrease in gas generator speed
below 6800 rpm.
The required fuel pressure at the engine manifold is defined in Fuel for specific fuel, water, and steam
systems.
Starting Fuel Flow and Sub-idle Operation
Starting fuel flow limits have been established for both gaseous and liquid fuels and are defined on
Figure 1. The minimum fuel flow shall be introduced at 1200 + 100 rpm gas generator speed for liquid
fuel simultaneously with ignition while accelerating on the starter whose acceleration torque is defined
in Starting. For gas fuel, the minimum fuel flow should be introduced at 1700 + 100 rpm gas generator
speed simultaneously with ignition while accelerating on the starter. Continued acceleration to gas
generator idle shall be controlled by the combination of the fuel flow schedule defined by Figure 1 and
the starter torque defined in Stating until starter cutout speed is achieved.
Total acceleration time will depend on the volume of the fuel supply lines, reference Fuels and
Operation.
Starting can be achieved following a high speed purge cycle commonly used on gas fueled installations
provided that the starting flow is controlled using the sub-idle acceleration flow schedule defined by
Figure 1.
Figure 1. LM2500-PE/PH Sub-idle Acceleration Fuel Schedules (Sea Level).
Starting Fuel Flow and
Sub-idle Operation
Transient Fuel Flow
WF versus P3 Schedule
dN/dt Schedules (All
Models)
Effect of Deviation
from Schedules
Temperature Control
(T5.4)
x
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Transient Fuel Flow
During normal operation the fuel to the gas turbine will be controlled by a power turbine speed/load
governor. For normal operation, gradual load changes are strongly recommended (2 to 3 minute ramp
from idle to max power). This is also true for load reductions (2 to 3 minute ramp from max power to
idle).
Sudden load changes, e.g. load rejection or step load increases, require much faster transient response
from the engine and will drive the engine in the direction of stall, turbine over temperature or flameout.
Accordingly, control of fuel during these transients and also during startup operation, requires additional
control functions and schedules independent of the speed governor, power turbine control, and steady
state operating limits. The acceleration and deceleration schedules presented in this section have been
established for the LM2500 gas turbine to control operation during startups and rapid load changes and
maintain adequate margins to avoid stall, turbine over temperature and flameout.
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NOTE: Also, a gas generator speed (NG) governor is often used to control the gas generator idle speed
to the power turbine speed/load minimum setting.
Two acceptable methods for limiting fuel flow on transients are discussed in this section, namely:
l.Accel/decel schedules in the form of fuel flow (WF) versus compressor discharge pressure (PS3).
2 Accel/decel schedules in the form of rate of change of gas generator rotor speed (dNG/dT) as a
function of corrected gas generator rotor speed (NG).
Details of the Purchasers transient control methods should be reviewed with GE for all new
applications.
WF versus P Schedule
The WF vs PS method has been used extensively in control of aircraft engines and on some LM2500
models without steam injection.
Typically, startup is on a WF versus PS acceleration schedule as shown in Figure 1 . Transition is made
around gas turbine idle, to NG gas generator speed governor, and a further transition at synchronous no-
load condition to power turbine control basis.
The transient fuel flow requirements and limitations for the Model 7LM2500-PE-MG/NG, on a heat
consumption basis, are presented in Figures 2 through 4 . These figures provide specific data at inlet
temperature distortion levels of 0%, 3%, and 6%, and at ambient temperatures of -65, 59 and l30F at
sea level. Distortion level definition is provided in MID-TD-2500-l.
The transient fuel flow requirements described in Figures 2 through 4 are based on sea level altitude.
Altitude corrections to the Purchasers acceleration and deceleration schedules may be made by
adjusting the schedules as follows:
Schedule at altitude =Schedule at sea level x
where:
= ratio of site to sea level atomospheric pressure
These curves are applicable to either gaseous or liquid fuels by using the appropriate lower heating value
for the fuel to be used. The format presented includes the engine maximum operating line, the MFS
(maximum fuel schedule) limit, and a line indicating the threshold of lean blowout. The Purchasers
acceleration schedule, giving proper consideration to the pertinent application tolerances (control
accuracy, heating value variation, gas supply pressure, temperature variation, etc.), should be
appropriately located between the maximum operating line and the MFS maximum limit.
Acceleration fuel rates greater than those shown may result in over temperature and possible stall of the
gas generator. Acceleration fuel rates lower than those shown may result in hung starts in the below
idle speed range. Above the idle speed point, low acceleration fuel rates will not harm the gas generator
but will result in slower acceleration times. The fuel or heat consumption rates shown on the curves will
give starting times to 5000 rpm idle of 60 to 90 seconds, and accelerations from idle to maximum power
of approximately 15 seconds. For normal accelerations from idle to power settings, the changes should
be made more slowly to improve the time between hot section repair intervals and the life of the gas
turbine. A time of 2 to 3 minutes from idle to load/power is reasonable.
3
3
3
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The deceleration schedule should be set to the threshold of lean blowout as described in Figures 2
through 4 for the Model LM2500-PE, subject to any constraints or limitations imposed by the system
dynamics for a specific application, i.e., power generation or mechanical drive. The threshold of lean
blowout is defined as the nominal minimum deceleration schedule to preclude flameout during a rapid
fuel flow reduction. Richer deceleration schedules may be utilized; however, they may cause overspeed
of the power turbine upon the instantaneous rejection of 100% load. Normal decelerations from
maximum power to idle should be made on the governor, and should take 2 to 3 minutes. This will
improve the time between hot section maintenance and the life of the engine.
A deceleration schedule based on the threshold of lean blowout will result in little possibility of
flameout under normal transient operating conditions, and should be suitable for most applications.
For some specific applications, however, notably in power generation, it may be necessary to establish a
leaner deceleration schedule based on a determination of the actual engine system blowout
characteristics and limits in order to prevent an excessive overspeed condition of the power turbine and
connected equipment during the transient immediately following an instantaneous load rejection.
Since actual blowout is dependent upon a number of variables including the specific fuel characteristics,
fuel composition, fuel temperature, fuel control system slew rate, etc. the actual lean blowout limit must
be determined using the contract control system and actual site fuel. For reference it should be noted that
engine health and condition are not affected by blowout in this low fuel/air ratio area of operation.
During transient operation, when the fuel flow is being controlled by either the acceleration or
deceleration fuel schedule, the transient sensor response error from nominal schedule fuel flow shall not
be greater than that of an equivalent first order lag having a time constant of 0.050 seconds for all rates
of change of PS3 (dPs3/dt) within the limits of 400 psi/sec (increasing) and 1000 psi/sec (decreasing).
Figure 2. LM2500 Acceleration and Deceleration Fuel Flow Requirements at Sea Level, -65F Inlet
Temperature.
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Figure 3. LM2500 Acceleration and Deceleration Fuel Flow Requirements at Sea Level, 59F Inlet
Temperature.
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Figure 4. LM2500 Acceleration and Deceleration Fuel Flow Requirements at Sea Level, 130F Inlet
Temperature.
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dN/dt Schedules (All Models)
The dNG/dT versus NG method has been used extensively in control of industrial gas turbines,and
provides more flexibility to accommodate changes in parameters such as fuel heating value and steam
injection rates. This method also is compatible with changes in gas turbine flow function, allowing one
set of schedules to be used on both PE and PH models without modification.
Rate of change (dNG/dT) acceleration and deceleration schedules are used to limit fuel flow during
rapid load change transients.
Figures 5 and 6 show the acceleration and deceleration schedules as a function of corrected gas
generator speed (NGR).
These schedules may be used to limit transient operation for all models with and without steam
injection.
Figure 5. LM2500-PE/PH Maximum Acceleration Schedule.
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Figure 6. LM2500-PE/PH Deceleration Schedule.
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Effect of Deviation from Schedules
The deceleration schedule is set to preclude flameout during rapid fuel flow reduction. Richer
deceleration schedules may be used but will result in increased over speed of the power turbine on
instantaneous full load rejections.
Acceleration schedules shown are set to prevent over temperature or stall of the gas turbine on rapid
load increases. The schedules shown will typically yield starting times to gas turbine idle (NG = 6800
rpm) of approximately 60 to 90 seconds. Leaner schedules will result in longer times to start. If the
schedule is too lean, hung starts will result.
Acceleration of the gas turbine from idle to maximum power at the maximum acceleration will take
approximately l5 seconds. (As discussed previously, during normal operation, load changes should be
made slowly, taking 2 to 3 minutes from idle to maximum power. Gradual load changes are beneficial to
hot section life).
Temperature Control, Low Pressure Turbine Inlet (T5.4)
T5.4 Limit
The control system must limit the power turbine inlet gas temperature, both during transient and steady
state operation, to the maximum level established in the applicable Contract Documents and/or as
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established in Table 1, LM2500 Operating Limits and Purchaser Interlocks. The T54 Field Control
Limit listed in Table 1 is the basic field-operation control parameter and is the value to be used in the
control system design. An alarm value is given only to provide margin so that the alarm will not
annunciate when operating at the control limit. The Field Trip value is considered to be a safety limit
above which the engine should never be operated.
T5.4 control limits for PE and PH model series gas turbines should be set in accordance with the
application contract documents, and/or Table 1.
The air flow in the starting range is relatively low, 0 to 9 pps, and therefore, the thermocouple response
in this area is slow. Consequently the use of this parameter for scheduling starting fuel flow is not
recommended.
T5.4 Measurement
The T5.4 system provides eleven individual probe outputs which must be electronically processed to
obtain an average indicated T5.4 for use in the control system. There are a variety of approaches which
can be used to calculate an unbiased indicated average T5.4 for control purposes. These include:
1. Arithmetic average of non-rejected thermocouples.
2. Median reading of all eleven thermocouples.
3. Special hybrid algorithms used in multiplex computer control systems.
Regardless of approach, control action, as prescribed in Table 1, should be taken in the event of
excessive number of thermocouple rejections.
Thermocouple Rejection Criteria for Average Calculation
An advantage of the individual readout systems is that they facilitate recognition of excessively low
readings, such as those caused by faulty thermocouples. These readings, if not rejected, will bias the
average temperature indication and result in over firing of the gas turbine.
If indicated T5.4 temperature is obtained by averaging individual thermocouple outputs, the following
rules should be used for rejecting a thermocouple output from the average.
1. Reject any thermocouple with complete loss of signal.
2. Reject any thermocouple reading 200F below the average. Control on average of the remaining
thermocouples.
Median Temperature for Control
A characteristic of median temperature for control is that median temperature still provides an unbiased
temperature indication even when small numbers of faulty thermocouples are not rejected.
These systems should, however, still detect faulty thermocouples and take control actions specified in
Table 1.
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Temperature Spread Monitoring
Individual readout control thermocouple harnesses also facilitate the monitoring of temperature spreads
for diagnostic and maintenance purposes.
Recommended limits on Tmax- Tmin are given in Table 1. Only obviously faulty thermocouples should
be rejected from this calculation, since low reading thermocouples can be an indication of a fuel flow
distribution problem or a gas path problem.
While continued operation is allowed with faulty thermocouples, as previously discussed, meaningful
condition monitoring with spread measurements requires all thermocouples be operational. Any faulty
thermocouples should be replaced at earliest opportunity.

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