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The Second Symposium on Sustainable Gas Production

Article Code: 2-44-127

Maintenance Free Controlling Of Combustor Dynamic Pressure


On SGT400, Ph.6,7&8 South Pars Gas Complex

Ashkan Jalaeian & Reza Ahmadipour


4th refinery,SPGC,Assalouyeh,Iran
*jalaeianashkhan@yahoo.com

Abstract
Utilizing Dry-Low-Emissions (DLE) combustors that regulate the emission of oxides of nitrogen
(NOX), unburned hydrocarbons (HC), and carbon monoxide (CO) have led to one main drawback
that they are susceptible to produce an alternating or dynamic pressure. This paper is introducing
two ambient related on-line methods we applied on refrigeration unit Siemens Gas
Turbines(SGT400), located on Phases 6,7&8,South Pars Gas Complex experiencing combustor
dynamic pressure oscillation. In our first control, after finding increased 1st stage suction pressure
of refrigerant compressor as the root of perturbation, we requested operation group to keep the
pressure constant by increasing the power-turbine speed as a way to conquer this very harmful and
trip causing phenomena. As the temperature rose during July, oscillations started once more.
However, the control was as we previously recommended. In our next control step we discovered
that the turbine was very sensitive to speeds more than 8500 rpm. Therefore we asked operation
side to do their process controls based on no letting the power-turbine gaining speed more than
mentioned. And we found ourselves again successful in controlling of fluctuations. Without
performing especial maintenance, our methods provided us with production continuity of about
1,516 hours as well as a saving of 12,000,000 USDs.

Keywords: SGT400,DLE,Combustor Dynamic Pressure,Fuel,Ambient

Article Highlights
Different methods of controlling the phenomena that this paper is about to discuss,utilise at
least one device or software to compensate changes. Regardless of those we controlled the
turbine trip causing malfunction.
Due to the site process investigations,we discovered the driven unit first stage over normal
pressure condition, to be the suspect of stablishing the instability. Controlling that we were
successful in running in safe margins.
When the ambient temperature rises, the method for winning had changed in which by
reducing the drive unit speed we conqured the problem.


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

1. Introduction
Air pollution worldwide concerns have led to stricter emissions standards both
domestically and internationally. Pollutant emissions from industrial gas turbines are subject
to Environmental Protection Agency (EPA) standards that regulate the emission of oxides of
nitrogen (NOX), unburned hydrocarbons (HC), and carbon monoxide (CO). In general,
engine emissions fall into two classes: those formed because of high flame temperatures
(NOX), and those formed because of low flame temperatures, which do not allow completion
of the fuel-air reaction (HC & CO). At least some known gas turbines use Dry-Low-
Emissions (DLE) combustors that create fuel-lean mixtures that facilitate reducing NOx
emissions from the engines while maintaining CO and HC emissions at low levels.

2. Combustor Dynamic Pressure / Combustion Instability


The lower the flame temperature, the lower the emissions. However, the thermodynamics
of the engine cycle demand the highest temperature possible to achieve maximum efficiency.
The amount and quality of the fuel (usually natural gas) also influences the emissions level.
The most common solution is a combination of a flat temperature profile with "lean" fuel
mixtures to achieve the best compromise between efficiency and permitted emissions. Lean
Premixed combustion (LPM) is highly advantageous in reducing nitrogen oxide (NOx)
emission from gas-turbine engines without the loss of combustion efficiency by controlling
the equivalence ratio to within an appropriate range. This combustion method has attracted
considerable attention from developers of gas-turbine combustors [1]. However, one main
drawback of the lean premixed combustors is that they are susceptible to flow perturbations.
The combustion of the fuel/air mixture inside a gas turbine engine combustor may produce an
alternating or dynamic pressure that may be additive to the steady state pressure within the
combustor. The physical phenomena involved in this kind of problem have been first
investigated and described by RAYLEIGH on 1878. Pressure perturbation induced from
external causes can produce volume flow rate fluctuations (i.e. Acoustic forcing) and/or
equivalence ratio fluctuations at burner outlet. The consequences of both of these fluctuations
are heat release variations, which cause pressure oscillations (i.e. Humming)[2]. Relatively
high combustor dynamic pressure may result in alternating mechanical stress levels that can
damage the combustor, related combustor components and other gas turbine engine hardware.
Accordingly, combustion acoustics may undesirably limit the operational range of at least
some known lean premixed gas turbine combustors. As with all measurement systems, the
sensor is the critical factor for success, as the most sophisticated and expensive processing
hardware and software technology available is made useless if the input signal is unreliable
and inaccurate. The greatest obstacle in actually measuring the dynamic pressure is achieving
stable characteristics over the entire temperature range present in the combustion chamber at
the pick-up point (typically 400c) [3]. Two approaches are available today: Direct
measurement& Indirect measurement.
2.1. SGT400 combustor dynamic pressure monitoring
Siemens has used indirect measurement for this purpose, where after measuring the dynamic
pressure by the sensor, the related signal is transferred to BENTLY NEVADA 3500 vibration
monitoring system. Receiving and processing the data, they now turn into a F.F.T. (Fast
Fourier Transform) function and a chart based on vibration frequency (f) and dynamic
pressure (mPSI) is generated which is introduced into 4 different bands.Alarm is 990 mPSI ,


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

and HH is set on 1410 mPSI. If either of the bands reaches HH, turbine will reduce its speed
down to the IDLE (trip to idle), however if two or more bands reach the HH point, the turbine
will trip completely.

3. CASE IN POINT
Follow the procedure if a sub category is needed in a part of the manuscript:
3.1. Phases 6,7&8 (SPGC), SGT400 problem with Dynamic Pressure
On 1 MARCH 2012, instrument team was called for a first time ever happening turbine
alarm and then trip due to malfunctions in combustors of its Twin shaft turbo-compressor
SGT400, with the complete name of:Combustor Dynamic Band1 Hh. Under the supervision
of instrument, production group tried to start the turbine which in all tries, shoot-down
because of the same mentioned trouble. Investigating the root cause, instrument group
requested the mechanical team to join. Surfing the internet and reading related essays, we
decided to start from the easiest ways to conquer the bad situation.
3.1.1. Instrument group duties
- Check and calibrate all fuel gas valves
- Check and calibrate the Inlet Guide Vane(IGV) & Variable Guide Vanes(VGVs)
3.1.2. Mechanical group duties
- Check all fuel gas path for any probable damage or leakage
- Bolt tightening of all flanges and burners
3.1.3. Production group duty
- Perform cold wash(off-line washing) to remove probable coke.
Finalizing all above mentioned activities, we started the engine once more. Observations from
graphs depicted the engine condition was well and in an acceptable range dynamic pressure,
however after a week, due to some unknown reasons, the dynamic pressure started increasing
again to its alarm area. At this moment operation side was kindly requested to stop the
machine for further essential surveys. Pulsation spectra changes when the quality of the fuel
and air is varied. However, the changes in the pulsation bands may also be caused by: 1) A
crack in the combustion chamber, 2) A leaking gasket, 3) A malfunction in the burners or fuel
supply. For all these 3 items, mechanical team was forced to open the combustion chamber to
Perform some PT test and at least cleaning burners and inside the cans as well. Even though
we all knew the situation, we had to consider notes featured below:
According to OEM letter, our phases Siemens Gas Turbines (model SGT400), were
recognized suspicious to fail if we continue running them more than 8000 hours. This
shocking advice had risen due to the improper material applied to 1st Blade Of Compressor
Turbine (CT1 Rotor), And Inner-Interduct. CT1 rotor was firstly believed to have 24000
hours of life span while that was 48000 hours for Inner-Interduct. However, for our case, it
was discovered that both items life span were 8000 hours. Combustion chamber is the hottest
section in the turbine, and if we tried dismantling it, we would have to replace at least the
burners special gasket (Metal Gasket). Maintenance contract for SGT400 is to remove GG
(Gas Generator) and send it back to UK(OEM country), while installing the spare. Obviously
it means that we had no further spares than just a complete G.G.(also called : Core Engine).


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

At that time, on the one hand, the engine EOH (Equivalent Operating Hours), was 6641 hours.
That means we had to keep the engine running for another 1359 hours to reach its vendor
recommended maintenance level. On the other hand, since our next train turbine was out in
the queue of being changed with new GG, and process side everyday forces to bring back
their normal condition, I started to study as much as possible to find other actions which not
lead us to remove the combustors. A view of our sites process within refrigeration unit is
illustrated in Image

Image 1: Process In Propane Refrigeration (Unit 107)

The objective of unit 107 is to produce sufficient sub-cooled propane as refrigerant to


Meet the duty requirements of the refrigerant chiller (107-E-101). Each gas train has
one such exchanger. Refrigerant vapor is received from the refrigerant chiller (107-E-101).
The vapor is fedinto the 1st stage suction drum (107-D-101), which is held dry. The gas from
the top then enters the first stage suction of the refrigerant compressor (107-K-101). Over the
two stages, the refrigerant pressure is raised from 0.8 barg to 21.3 barg, which is sufficient to
condense propane at 59 deg c in the refrigerant condenser (107-EA-101) which is an air
cooler. The refrigerant flows from the condenser to the refrigerant accumulator (107-D-103),
Where the pressure is held constant by either bypassing the refrigerant condenser (107-
EA-101), or venting material to flare. The two phases are separated in the refrigerant flash
drum (107-D-104), from where Vapor passes through the second stage suction drum (107-D-
102) to the second stage of the gas turbine driven compressor.

4. Results and Discussion


4.1. First time success
Spending to many hours comparing different graphs together and doing the same things for
other TWO still running units to find the exact relations , I discovered some very similar
graphs , with almost the same up and down levels. I had past the time-consuming level but the
remained was to introduce the root. I mean the item which motivates other items to fluctuate.


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

The found item was: PI004: Refrigerant compressor 1st stage suction pressure. The normal
and the best operating pressure for 1st stage suction pressure of the driven refrigerant
MITSUBISHI COMPRESSOR (MODEL: 7V-6S) -contains a side stream known as its 2nd
suction-, is 0.8 barg. At the time of pressure increase for example to PI004=0.94 barg, and
considering in mind that there was no order from the operators to increase the turbine speed,
which is one of the controlling items in the direction of lowering pi004 back to its normal
rate, the refrigerant compressor tended to decrease its speed. This eagerness affected the
reducing gearbox located between power turbine and load (refrigerant) compressor, hence the
power turbine. All in the way of losing speed. However, there was no command to reduce
speed. Therefore to maintain the situation, power turbine demanded more and more air and
fuel to stabilize itself with the condition. And here is the start point of PI523A:COMBUSTOR
DYNAMIC PRESSURE to fluctuate. As shown in Image 2.

Image 2: Relation between PI004 & PI523A In Detail

Parameters used in Image 2:


1) PI004: Load Compressor 1st Stage Suction Pressure (light blue)
2) PT_SPEED (green)
3) UI501A: Gas Generator Input Journal Bearing (pink)
4) PI523A: Combustor Dynamic Band 1 (gray)
5) PI576: Gas Generator Compressor Discharge Pressure (white)

Image 3 and Image 4 show the exact relation and priority of PI004 to PI523A.


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

Image 3: Relation Among PI004 AND PI523A

Image 4: Priority of PI004 TO PI523

On 27 may 2012, at 10:45 am, operation requested mechanical team to investigate and rectify
the alarm due to fluctuating pi523a, where the instrument group was claiming that the alarm
was completely real, as they had already tested and even changed the probable damaged
indirect sensor. Preparing all previous graphs in a common trend, I saw the exact phenomena
which I was expecting. Again increased PI004(0.95 barg that was 0.15 barg more than
normal), was the starting reason for other items to increase. At that moment the power turbine
speed was 8600 rpm. I requested the operating team to increase the pt speed to 8700 rpm
(where it is permitted to be increased up to 9500 rpm) in order to keep following one of the
ways into decreasing the driven compressor 1st stage suction pressure. 5 minutes after


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

stabilized power turbine speed on 8700 rpm, PI523A headed down and after 2 hours the
differential reached to more than 1000( from 1140 mPSI at the time of alarm to about 100
mPSI at our controlled period). Image 5 illustrates the under mechanical team supervision
control of the PI523A.

Image 5: Control of PI523A

Finalizing the activities operation team was officially requested not to permit refrigerant
compressors 1st suction to increase more than 0.8 barg. Note It has to be mentioned that this
kind of behavior was found unique to this engine comparing accurately all above mentioned
items with another running SGT400s.

4.2. Second time challenge


Things were going right till 24 JULY 2012 , when again i was asked to monitor the turbine
due to once more malfunction in pi523a causing some trips and alarms. Even though all
practice was done not letting pi004 increase more than 0.8 barg I was convinced that the
previous method was not suitable for the new alarm characteristics and therefore obliged to
find another reason for this time fluctuation initiation. Based on a theoretical model,
Narayanaswami and Richards (1996) concluded that the ambient temperature will affect the
oscillating characteristic of pulsating combustion systems due to changes in the chemical
reaction time and secondary changes in volumetric flow rates for a given mass flow. Rocket
combustion stability is also known to depend upon the supply temperature of both fuel and
oxidant (Hulka and Hutt 1995).Although none of these earlier studies are directly applicable
to premixed, swirl-stabilized combustion, these citations suggest that both fuel composition
and ambient conditions should be considered when evaluating combustion
stability[4].Considering our site location(Assalouyeh-South Of Iran),which is experiencing
the hottest and the most humid days during summer, I started focusing on ambient parameters
to check if I can either control it again or we have to request an urgent normal shut-down


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

regarding to well-known disadvantages of working at this situation.According to what we


discussed above, when the ambient temperature rises, the feed needed to keep the refrigerant
temperature the same as before, starts increasing inside refrigerant chiller (107-E-101).the
more the feed, the more the exit vapor entering the first stage suction of the refrigerant
compressor (107-K-101).Compressor speed is constant, hence increasing in pressure happens.
Increasing the 1st stage suction pressure more than 0.8 barg, process team started controlling
by increasing the power turbine speed as I had recommended before, however for this time
because of a significant raise in the ambient temperature, engine was forced to start oscillating
dynamic pressure at around 8500 rpm. I did some trials in which the turbine speed was
reduced gradually to 8350 rpm (process conditions allowed us to increase 1st stage suction
pressure even up to 1.2 barg), and then after controlling the oscillation, again increasing to
8650 rpm, to see whether the phenomena would start, where the answer was yes. While Image
6 is illustrating the direct impact of ambient temperature raise on the combustor oscillation,
Image 7 shows how severe this influence would be.

Image 6: Ambient Temperature Raise Vs Combustor Dynamic Pressure




The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

Image 7: Severe Influence of Ambient Temperature on PI523A

Investigations continued till I was persuaded to stop previous controlling method. I


recommended a new procedure: 1- PT SPEED must be controlled within 8350 to 8500 rpm.
2-Refrigerant condensers (107-ea-101), -second way to control compressor 1st stage suction pressure ,
should be utilized in the time of chiller load high.3- Cold-wash to be performed. Right after the last
trip regarding the dynamic pressure malfunction (4 AUG 2012), I requested operation group
to follow this 3 steps procedure before starting the engine. Image 8 depicts the performance of
water-wash and Image 9 demonstrates my remedys success.

Image 8: Water-Wash Performance




The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

Image 9: Controlled PI523A Vs Requested PT-SPEED Vs Other Fluctuating Items

Due to the operation emergencies, they performed before-start cold-wash and at 14:45,
4 AUG 2012, started the engine to be controlled up on second procedure. Starting the turbine
under very tense supervision, we gained more than what we were expecting. We had some
very short-period fluctuations every now and then but the engine continued running up to
finalizing its 8000 hours which was the time for the overhaul and replacement of low-quality
in material CT1 ROTOR & INNER-INTERDUCT.
Engine was kept running till 8157 hours.

5.Calculations
5.1. Control duration
EOH(Equivalent Operation Hours) = running hours + (10 x number of starts) (1)
5.1.1. Starting: 1 may 2012
E.O.H.= 5091+10*155=6,641 hrs
5.1.2. Finalized date due to overhaul: 1 SEP 2012
E.O.H.= 6497+10*1660=8,157 hrs
Control duration=8157- 6641=1,516 hrs
5.2. Propane cost =750 $/ton

5.3. Butane cost =820 $/ton

5.4. LOSS ESTIMETION simulating with Aspen Hysys7:

Input data
- Feed gas composition based on summer rich
- Feed Gas Into Each Phase =34 mmSCMD, it will be 17 mmSCMD for Each Train
(Two Trains In One Phase)


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

Table 1: Simulation Results With Aspen Hysys7

Compressor Propane Butane


speed(RPM) 107-ti007(c) 105-ti003(c)
product(kg/h) product(kg/h)
Normal speed -16 -34 4.551e4 3.247e4
0(SGT out) 18 -19 3.83e4 2.55e4
5500 2.6 -30 4.362e4 3.097e4

If gas turbine fails to operate


- Propane loss gained= 4.551e4-3.83e4=0.721 e4 kg/h=7.21 ton/h
- Butane loss gained = 3.247e4-2.55e4=0.697 e4 kg/h=6.97 ton/h
If PT operates at lower speed(8350 rpm)
Performing on this condition, we forced the system to bear some losses.
- Propane forced loss= 4.551e4-4.362e4=0.189 e4 kg/h=1.89 ton/h
- Butane forced loss = 3.247e4-3.097e4=0.150 e4 kg/h=1.50 ton/h

5.5. Cost Benefit Estimation


5.5.1. Propane cost benefit estimation
(Propane Loss Gained - Propane Forced Loss)* Propane Cost * Control Duration (2)
=[7.21 (ton/h) 1.89 (ton/h)]* 750 ($/ton)* 1516 (h) = 6,048,840 $
5.5.2. Butane cost benefit estimation
(Butane Loss Gained - Butane Forced Loss)* Butane Cost * Control Duration (3)
= [6.97 (ton/h) - 1.50 (ton/h)]* 820 ($/ton) * 1516(h) = 6,799,866 $

6. Conclusions
Reading essays and papers published related to our paper case, their final results were for
example:
- Introduction to combustor dynamic pressure and its harms
- Ambient condition influence on dynamic pressure of combustor
Different methods of controlling the phenomena by putting at least one device or software to
compensate changes (fuel composition, temperature rise, etc.)
What we did as discussed in the paper, was controlling the matter in spite of every other
possible changes that brought us the featured advantages below:
1) Production continuity
Neither fuel composition nor ambient condition change could stop us running the
engine.
2) Maintenance free activities(just initial check-ups)
3) Saving more than 12,000,000 USDs

7. References
[1],[3] G. James ,Chris rankel., Dynamic Pressure Monitoring In Gas Turbines, Skf Reliability
Systems @Ptitudexchange, 2002


The Second Symposium on Sustainable Gas Production
Article Code: 2-44-127

[2] F.Martelli, "Operating Conditions Effect On A Gas Turbine Dln Burner Stability", Proceedings Of
The 8th International Symposium On Experimental And Computational Aerothermodynamics Of
Internal Flows,Lyon, 2007

[4] Janus,M.C, "Effects Of Ambient Conditions And Fuel Composition On Combustion


Stability",American Society Of Mechanical Engineers (Asme)/International Gasturbine Institute (Igti)
Turbo Expo Meeting, Orlando, Florida, 1997

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