Description
Technical Parameters
Technical Specifications
|
Manufacture |
GE |
|
Model |
IS200AEBMG1A |
| Part Number | IS200AEBMG1AEA |
|
Description |
Contactor Pilot Board |
|
Origin |
USA |
|
Dimension |
10*10*8cm |
|
Weight |
0.2kg |
Fuel Oil Control – Software
When the turbine is run on liquid fuel oil, the control system checks the permissives L4 and L20FLX and does not allow FSR1 to close the bypass valve unless they are 'true' (closing the bypass valve sends fuel to the combustors). The L4 permissive comes from the Master Protective System (to be discussed later) and L20FLX becomes 'true' after the turbine vent timer times out. These signals control the opening and closing of the fuel oil stop valve.
The FSR signal from the controlling system goes through the fuel splitter where the liquid fuel requirement becomes FSR1. The FSR1 signal is mul
tiplied by TNH, so fuel flow becomes a function of speed – an important feature, particularly while the unit is starting. This enables the system to have better resolution at the lower, more critical speeds where air flow is very low. This produces the FQROUT signal, which is the digital liquid fuel
flow command. At full speed TNH does not change, therefore FQROUT is directly proportional to FSR.
FQROUT then goes to the VSVO card where it is changed to an analog signal to be compared to the feedback signal from the flow divider. As the fuel flows into the turbine, speed sensors 77FD–1, –2,and –3 send a signal to the TSVO card, which in turn outputs the fuel flow rate signal (FQ1) to the VSVO card. When the fuel flow rate is equal to the called– for rate (FQ1 = FSR1), the servovalve 65FP is moved to the null position and the bypass valve remains "stationary" until some input to the system changes. If the feedback is in error with FQROUT, the operational amplifier on the VSVO card will change the signal to servovalve 65FP to drive the by pass valve in a direction to decrease the error.
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