IGV Operational Principle

Question on how IGV's work and the principle of operation that makes
them work.

By DFoster on 23 July, 2013 - 2:09 pm

This question is not intended to solve an issue but in the hopes of expanding my
general understanding. I am an aux. operator working towards Control Room
Operator at a simple cycle GE7fa plant and was wondering how the VIGV system
works? I'm not interested in the mechanics as that is fairly well understood, but
rather in what the operating principle is that makes it function. For example in
relation to exhaust temp. control do the IGV's adjust for increased/decreased
exhaust/turbine cooling or does it affect air flow or air pressure used in
combustion and therefore combustion temp. or is there some other concept that
makes VIGV's work. If it helps I work at a 7fa plant with dln 2.6 combustors on
gas only.

By CSA on 25 July, 2013 - 4:43 pm

4 out of 5 members thought this post was helpful...
DFoster,
The answer to your simple question is not so simple. So, please, be patient. I've
tried to provide a little history (which I hope a knowledgeable contributor, otised,
will correct, if necessary) to understand how the technology got to the point it's
at today. It would help if it were possible to post a picture of a GE-design
combustor and fuel nozzle, but it's not (possible). Just realize that the air flowing
into each combustor cannot be controlled individually; the air flow is a function
of various fixed openings: slots, holes and orifices in the fuel nozzle(s),
combustion liners, and flow sleeves (if the turbine uses them). So, while the fuel
flowing into the combustors can be varied over a wide range, the air flow into
each combustor cannot--except by controlling the total amount of air entering
the inlet of the gas turbine's axial compressor through the Inlet Guide Vanes, or
IGVs.
Essentially, the IGVs of a GE-design F-class heavy duty gas turbine with DLN
combustors are being used to control air flow into the turbine, while attempting
to minimize emissions by keeping flame temperature low, keeping the air-fuel
mixture in a stable combustion range (without knowing what the air-fuel mixture
actually is!), all while protecting the gas turbine, axial compressor and exhaust.
The IGVs on an F-class turbine really have no operator-selectable or -controllable
capability; the Speedtronic does everything. For F-class gas turbines with DLN
combustors, IGV control is complicated and important--with no operator control
capability.
Originally IGVs were either "closed" or "open." They were two-position, and
sometimes affectionately referred to as "bang-bang" IGVs--banged up against
the full closed stop or the full open stop. There was no "modulating" or control of
the opening. Limit switches indicated full closed or full open. I believe one of the
original purposes was to help protect against axial compressor surge/stall during
start-up and shutdown (and to reduce the torque required to accelerate the
turbine shaft). Pretty simple.
VIGVs (Variable Inlet Guide Vanes), or modulated IGVs, which are commonly
referred to as just "IGVs", were a way to increase the operating range of GE-
design heavy duty gas turbines by controlling the total air flow into all the
combustors to prevent from leaning out the air-fuel mixture too much during low
load operation. They are, essentially, like the butterfly throttle valves of
carburetors on reciprocating engines, controlling the air flow into the engine but
not to each individual cylinder.
Variable IGVs are modulated (opened and closed) as load is increased and
decreased. The control scheme for this early type of Variable IGV control was
relatively simple. The IGVs were opened from the closed position (approximately
34 DGA, DeGrees Angle) to the Minimum Modulating Position (approximately 57
DGA) as the unit was accelerating, and then when the unit was loaded and the
exhaust temperature reached a certain value (700 deg F or 900 deg F; I can't
recall exactly which) as fuel/load increased the exhaust temperature would tend
to increase. But, the IGVs were opened to maintain the temperature as fuel was
increased, until they were fully open (usually approximately 84 DGA), and then
as fuel increased the exhaust temperature would also increase.
However, it was soon found that the exhaust temperature of the gas turbine
could be increased at part load operation by further reducing the air flow into the
gas turbine so that when the gas turbine is exhausting into an HRSG steam
temperature can be increased (when the turbine is operating at part load and
exhaust temperature would otherwise be low). This was termed 'IGV Exhaust
Temperature Control,' or 'Combined Cycle Control.' It was usually an operator
selectable mode of control, because it's not always necessary to maximize
exhaust temperature, and some gas turbines even had diverter dampers which
can direct exhaust gas flow to an HRSG or to atmosphere--and it would be
wasteful to maximize exhaust heat when exhausting directly to atmosphere (also
called Simple Cycle operation, when IGV Exhaust Temperature Control is selected
OFF).
Now, enter GE-design heavy duty gas turbines with DLN (Dry Low NOx)
combustors. DLN combustors employ an extremely lean air-fuel mixture to
reduce internal hot gas temperatures thereby reducing the formation of NOx.
The air-fuel mixture is so lean it literally borders on the stability of combustion,
so control of air into the combustor is very important. To run at lower loads with
DLN combustors and maintain low emissions it is necessary to reduce the air flow
as fuel is reduced and that's one of the primary functions of the IGVs on a GE-
design heavy duty gas turbine with DLN combustors: controlling air flow to be
able to operate at lower loads while maintaining low emissions.
While it has been a great surprise to many combined cycle power plant
managers and operations supervisors (and some technicians), the running air-
fuel mixture of most gas turbines is not monitored nor controlled in real time (or
at any time!!!) as the turbine is operating. (That's right--some automobiles with
computer-controlled fuel injection are more sophisticated than GE-design heavy
duty gas turbines--which just completely infuriates some combined cycle power
plant managers when they are having trouble making emissions, and they see
the Speedtronic as this extremely complicated and all-powerful computer-based
control system which can't be counted on to automatically adjust all turbine
operating parameters to reduce emissions a half ppm.) All of the parameters
affecting the air-fuel mixture are set by the configurations of the hot gas path
parts and the fuel nozzle orifices and control valves. All of this is taken into
account when selecting the various components and setting control parameters
(Control Constants).
So, controlling air flow in DLN combustors is very important to maintaining flame
stability and keeping emissions at a minimum. The IGVs are kept closed during
loading while fuel flow is lower (than at higher loads) to maintain flame stability
and not enrich the air-fuel mixture too much to keep emissions low. This also
increases exhaust temperature (just as when IGV Exhaust Temperature Control
is ON). Exhaust temperature is really the defining limit for protecting gas turbine
hot gas path components, so as fuel is increased and exhaust temperature would
tend to increase if the IGVs remained closed, they are modulated open to
prevent the exhaust temperature from exceeding the exhaust temperature
control reference (limit).
Also, as fuel is increased it's also necessary to increase the air flow to prevent
leaning-out the air fuel mixture too much and tripping the turbine on loss of
flame.
It's all a balancing act, but unfortunately the programming and parameters for
controlling air to minimize emissions are all kind of unknown, since GE considers
all of this DLN stuff proprietary--and they are EXTREMELY protective of their
intellectual property and control schemes these days. Basically, GE knows what
the air flow through machine is when the IGVs are openings that correspond to
certain exhaust temperatures and this is all factored into the control scheme and
component selection. Again, it's all considered proprietary and very little is
known publicly--but, amazingly enough, when everything is as it should be it
works incredibly well. (It's when people put parts into the machines with poor
quality control of dimensions, and IGV LVDT calibrations are done willy-nilly
without actually measuring IGV angle versus LVDT feedback, that problems--
incredibly frustrating problems--begin.)
There are also other factors and control schemes at work in the overall IGV
control scheme, including protecting the compressor from surge/stall conditions
at certain operating points. The IGV control reference, signal name CSRGV, is
actually the result of a minimum select function in the Speedtronic control panel,
which chooses the least of several references in order to protect the turbine
while minimizing emissions.
This is one reason why IGV LVDT calibration is so important, especially on
turbines with DLN combustors--because the "hidden" control parameters and
programming rely so much on the estimations of air flow at certain IGV angles.
Truly, small errors in IGV calibration can cause emissions limits to be exceeded
by small, but costly, margins.
Hope this helps. It was a good question, and difficult to answer. Sorry for the
length of the answer. Please write back with any questions or for any
clarification.

By DFoster on 26 July, 2013 - 11:23 am

CSA,
Thank you very much for your response and for the historical background. That
really helps to "build" the concept. I have been visiting this forum almost daily
for a few months now and although my local training has been very good at
explaining the specific tasks and functions related to my job, this forum and
others have been invaluable in creating a broader understanding of the
machinery and concepts with which I am working.
With that said, I would like to take this opportunity to thank you and all of the
other regular contributors to this forum.

By CSA on 26 July, 2013 - 1:31 pm

1 out of 2 members thought this post was helpful...
DFoster,
You are most welcome for any help I may have provided. I hope you have been
using the 'Search' feature of control.com to look up various topics in your visits
to the site. There is more than a decades'-worth of information here, and the
best threads are those with feedback from the people asking questions, letting
others know if the information was helpful or not.
I think now that you have the history and some of the other nuances of IGVs,
you need to know that during normal operation of a GE-design F-class heavy
duty gas turbine with DLN combustors the IGVs are positioned pretty much
based on what the exhaust temperature is. The IGVs are usually held "closed"
(at the minimum modulating position) until the exhaust temperature reaches
somewhere near the CPR-biased exhaust temperature control reference (TTRX)
and then as fuel is increased and the exhaust temperature would tend to
increase the IGVs are opened to maintain the CPR-biased exhaust temperature
control reference. At about the time the IGVs are fully opened (84 or 86 DGA,
sometimes more depending on the configuration of the turbine and axial
compressor), you will see that the unit is at or very near Base Load.
Again, the air flows through the machine are all known by GE for the various
exhaust temperatures and IGV angles and this information along with the fuel
nozzle sizing and combustion liner openings and flow sleeve dimensions and fuel
control valve positions are all used to achieve a desired emissions value. All of
that is "hidden" to the operator (and technician), and there is really no operator
control of any IGV function or position.
So, for your unit, under normal loading and unloading, it's safe to say the IGVs
are opened and closed based on exhaust temperature.
To be a good operator, one really needs to understand the equipment being
operated in order to properly respond to unusual situations. It seems you are off
to a good start.

By CSA on 28 July, 2013 - 5:54 am

1 out of 2 members thought this post was helpful...
DFoster,
>>ERROR CORRECTION<<
The following statement is incorrect:
Also, as fuel is increased it's also necessary to increase the air flow to prevent
leaning-out the air fuel mixture too much and tripping the turbine on loss of
flame.
It should have read:
Also, as fuel is increased it's necessary to increase the air flow to prevent over-
enriching the air-fuel mixture too much and increasing emissions.
Sorry for any confusion this may have caused.

By G.Rajesh on 23 December, 2013 - 6:26 am

Very well said as usual from Mr. CSA. I hit like button.
Take care
G.Rajesh

By ifada ejiro on 12 April, 2017 - 12:00 pm

Thanks a lot you just saved a soul. But i did not get the moog servo valve part of
it. Because in my plant, GE frame 9 GT, the IGV system has limit switch, LVDT,
moog servo valve and an actuator.
Please kindly talk about the moog servo valve.

By CSA on 12 April, 2017 - 9:04 pm

irfada ejiro,
The subject of servo-valves as used on GE-design heavy duty gas turbines has
been covered many times on control.com. Fortunately, past threads are archived,
searchable and accessible using the 'Search' function of control.com.
If you can be more specific, we can probably provide more information, but it is
strongly recommended that you read a few of the past threads (some more than
12 years old!) to develop your understanding of and form your questions.
In general, IGV limit switches have been phased out of use on ge-design heavy
duty gas turbines for many years, so that suggests your unit is older. Servo-
valves are used to control the flow of high-pressure hydraulic fluid to the IGV
actuator to open/close them based on an electrical signal from the turbine
control system. The LVDT(s) provide position feedback to the turbine control
system, sometimes just for indication (on older machines), and sometimes for
position feedback for a position reference.
Without knowing much more about the age of the unit at your site and the
turbine control system in use on the unit it's very difficult to say much more.
While GE-design Frame 9E heavy duty gas turbines have been manufactured and
sold for decades, all GE-design Frame 9E heavy duty gas turbines are NOT alike.
The auxiliaries and control systems have changed a lot over the product life.
Search and read and learn--and ask clarification questions here. We like to help,
but the more information about the machine(s) at your site you can provide the
better answer and information we can provide. The Operation and Service
Manuals provided with the units are also an excellent source of information. And
if you're trying to learn and understand the unit(s) at your site the very best
information you can get are the P&IDs in the Manuals. Make large size copies for
yourself, and make notes on them as you learn and increase your understanding
and knowledge.
Hope this helps! There is a great deal of information available on control.com;
it's a great resource.

By Mrinal Ray on 18 December, 2013 - 10:56 am

CSA,
How does the combustor pressure drop relate to the following two parameters
mathematically:
1. IGV angle
2. Load on the Gas turbine. Suppose my turbine is working on part load.
Regards,
Mrinal

By CSA on 19 December, 2013 - 12:01 pm

0 out of 1 members thought this post was helpful...
Mrinal,
Sorry, I have no mathematical formula(s) for such calculations.

By Phil Corso on 19 December, 2013 - 1:01 pm

1 out of 2 members thought this post was helpful...
Mrinal... the following patent may be what you seek:
http://www.faqs.org/patents/app/20130042624#ixzz2nwayPFeh
Regards,
Phil Corso

By Chiranjeevi on 13 June, 2017 - 8:08 am

CSA,
What is the variable name which will be minimum value that will go to CSRGV
OUT, when GT is running with part load?

By CSA on 13 June, 2017 - 2:16 pm

Chiranjeevi,
It could be one of several, depending on which type of combustion system, if the
unit is operating in Simple Cycle or Combined Cycle mode, etc.
Work "backwards" from CSRGVOUT to find the MIN VALUE selector function in
the IGV control scheme--it shouldn't be very "far" from the CSRGV/CSRGVOUT
signal. And, you will need to monitor all the inputs, and the output should be the
minimum value of all of the inputs.
Please write back with more details about the unit you are working on, AND what
you find.