GE Energy

ETS-based AutoTune* and Cold

Day Performance Overview

GEH-6811A

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Issued: 2011-10-11
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Contents
Chapter 1 OpFlex* Product Overview .................................................................................. 1-1
Terms..................................................................................................................................................... 1-2
DLN System Theory ................................................................................................................................ 1-2
DLN Modes ............................................................................................................................................ 1-3
DLN Split Control.................................................................................................................................... 1-4

Chapter 2 Historical DLN Split Control................................................................................. 2-1

TTRF1 ................................................................................................................................................... 2-1
DLN Tuning Process ................................................................................................................................ 2-1

Chapter 3 Direct Boundary Model-based Control Applied to DLN .................................... 3-1

DLN Control Mode Hierarchy .................................................................................................................... 3-1

Chapter 4 Combustion Models.............................................................................................. 4-1

ARES .................................................................................................................................................... 4-1
Fuel System Modeling .............................................................................................................................. 4-2
LBO Models ........................................................................................................................................... 4-2
Emissions Models .................................................................................................................................... 4-3
Dynamics Models .................................................................................................................................... 4-3

Chapter 5 AutoTune Product ................................................................................................ 5-1

Benefits .................................................................................................................................................. 5-1
Disabling AutoTune.................................................................................................................................. 5-2

Chapter 6 Cold Day Performance ......................................................................................... 6-1

Chapter 7 HMI Screens .......................................................................................................... 7-1
Control DLN....................................................................................................................................... 7-3

Chapter 8 Alarms and Unit Response .................................................................................. 8-1

GEH-6811A

Contents

Notes

Contents

ETS-based AutoTune and Cold Day Performance Overview

Chapter 1 OpFlex* Product Overview

Model-based Control (MBC)
is a generic term for a type of
control methodology, and not a
GE product.

All Load Cycle Control (ALCC) is a GE term for the application of MBC design to
heavy-duty gas turbine (GT) control as an upgrade to the traditional schedule-based control
approach. ALCC is not a stand-alone product but specifically applies MBC methodology
from full-speed no load to peak load. Prior to the development of ALCC-based products,
the MBC methodology was limited to loads corresponding to Dry Low NOx (DLN) Mode
6 and higher. The following GE OpFlex products use MBC methodology.
ALCC-based:

Enhanced Transient Stability (ETS) = ALCC + transient stability software

Ambient Adapt = ETS + DLN tuning split bias schedules

AutoTune* 3.x = ETS + continuous DLN tuning control

Cold Day Performance 3.x = AutoTune + removal of cold ambient Tfire suppression

9FA Start-up NOx = ETS + revised low mode DLN fuel split schedules

DLN Mode 6 Cycle Control (CC)-based:

AutoTune 2.x = DLN Mode 6 CC + continuous DLN tuning control

Cold Day Performance 2.x = DLN Mode 6 CC + removal of cold ambient Tfire
suppression

ALCC is the F-class control architecture for all future product development. Many future
software and hardware upgrades will require the application of ALCC.
This document primarily defines AutoTune 3.x. For further information on the ETS
system refer to GEH-6810, OpFlex Enhanced Transient Stability (ETS) for GE Gas
Turbines User Guide.
From a DLN perspective the design of the AutoTune 3.x and Cold Day Performance 3.x
products are identical. Therefore, all references to AutoTune technology also apply to the
Cold Day Performance product unless otherwise noted.

GEH-6811A

Chapter 1 OpFlex* Product Overview

Product Description

1-1

Terms
The following terms are used throughout this document:
ALCC

All Load Cycle Control

ARES

Adaptive Real-time Engine Simulation

CDM

Combustion Dynamics Monitor

CDP

Cold Day Performance

CRT

Combustion Reference Temperature CA_CRT

DCS

Distributed Control System

DLN

Dry Low NOx

ETS

Enhanced Transient Stability

FSR

Fuel Stroke Reference

GS

Gas Turbine

HMI

Human-machine Interface

LBO

Lean Blowout

MBC

Model-based Control

PAMB

PCI-based Acoustical Monitoring revision B Mark Ve/Mark VIe CDM I/O pack

TRT

Turbine Reference Temperature CA_TRT

VAMB

VME-based Acoustical Monitoring revision B The Mark VI CDM I/O

processing board

VPR

Valve Pressure Ratio

DLN System Theory

The GE F-class combustion systems are all based around DLN generation-2 technologies.
This technology has evolved through multiple steps in the past 20 years but is currently
embodied in the DLN 2.6 and the DLN 2.6+ fuel systems. Both of these systems are
5-around-1 configurations meaning that each combustion chamber has five outer fuel
nozzles and one center fuel nozzle, all in the same plane. These fuel nozzles are capable of
diffusion, premix, and liquid fuel operation modes. It is desirable to operate the system in
premix mode as this provides for the lowest possible dry emissions for both NOx and CO.
The current AutoTune products focus solely on Mode 6 Premix operation.
Mode 6 premix operation is a balance between the inputs of the GT cycle, ambient
conditions and fuel properties, and the outputs of efficiency, emissions (particularly
NOx and CO), combustion pressure dynamics, and flame blow out avoidance. Much
of this balance is set by the fundamental hardware design. To achieve the lowest
possible emissions the system is engineered past what is stable without periodic manual
intervention commonly referred to as DLN tuning. As the industry continues to evolve
and the Combined Cycle gas turbine emerges as a cyclic or even peaking generation
asset, demands for GT flexibility often come down to demands for combustor flexibility.
Additionally, as GT technology has spread around the globe, many turbines are
increasingly expected to burn natural gases of varying compositions.

1-2

ETS-based AutoTune and Cold Day Performance Overview

DLN Modes
To maintain operability across the GT cycle from part-speed acceleration to base load,
the fuel must be staged in the combustor. This is achieved by connecting the fuel nozzles
to different supply manifolds. For a DLN 2.6 combustion system these manifolds are
referred to as PM1, PM2, PM3 and quaternary. For a DLN 2.6+ system these manifolds
are diffusion, PM1, PM2 and PM3. The various combinations of active manifolds are
called DLN modes.

DLN 2.6 Mode Sequencing

When multiple manifolds are active there must be a determination of the percentage of
fuel to send to each active manifold. This percentage is referred to as the DLN split or
the fuel split.

GEH-6811A

Chapter 1 OpFlex* Product Overview

Product Description

1-3

DLN Split Control

DLN split control is vital to the overall operation of the combustion system.
The operability of the DLN combustor is a function of the physical hardware and its
associated thermodynamic cycle, the ambient operating conditions, the gas fuel properties
and the DLN fuel splits. Once a unit is built and installed, the DLN fuel splits are typically
all that is left to manipulate the operation of the combustor. The DLN split settings have
the final control over the combustion efficiency, emissions (NOx and CO), combustion
pressure dynamics, and flame blow out avoidance.

1-4

ETS-based AutoTune and Cold Day Performance Overview

Chapter 2 Historical DLN Split Control

TTRF1
Historically combustion fuel splits and combustion mode transfers were established based
on a modeled turbine reference temperature known as TTRF1. This was a simplistic
model of the bulk fluid stream temperature entering the turbine. The DLN fuel splits were
scheduled as fractions of the total Fuel Stroke Reference (FSR) versus the TTRF1 in a
simple look-up table. This table was tuned to be specific to the unit hardware, the fuel, and
possibly to the ambient conditions through the process known as DLN tuning.
For DLN split control and mode transfer determination the ETS product replaces TTRF1
with Combustion Reference Temperature (CRT). The GE controller signal for CRT is
CA_CRT. GE software no longer uses TTRF1, although it may be maintained in the
software for interface with distributed control system (DCS) controls for existing units.
It is recommended that any DCS process be updated to use CA_CRT or CA_TRT as
appropriate and also discontinue the use of TTRF1. TTRF1 is removed completely from
new gas turbine installations.

DLN Tuning Process

The DLN process involves adjusting the fuel split settings for each DLN mode. This
process is done at site or remotely, and is part of the initial unit commissioning or
re-commissioning after an outage. The DLN tuning process is a manual process performed
by DLN tuners who typically have years of experience balancing the combustor outputs
based on the fuel splits. A unit that is out of tune may experience elevated emissions,
elevated combustion dynamics, and lean blowout (LBO) events. Many events may
necessitate a DLN re-tune including ambient temperature changes, GT hardware
degradation, gas valve calibration drift, and gas fuel composition changes.

GEH-6811A

Chapter 2 Historical DLN Split Control

Product Description

2-1

Notes

2-2

ETS-based AutoTune and Cold Day Performance Overview

Chapter 3 Direct Boundary Model-based

Control Applied to DLN
The intent of the control design is to identify operational parameters (exhaust temperature,
firing temperature, emissions, and so on) of the physical system and create a control loop
specific to each parameter to be regulated. This ensures that the turbine and the individual
components are always operating within their intended design space. The direct boundary
control concept removes the inherent coupling that comes from legacy control methods.
In the case of the DLN system the emissions, dynamics and LBO boundaries are all
controlled by a fixed schedule in the legacy control. In direct boundary control each
combustion boundary has its own specific control loop, and fuel splits can be operated to
provide a more flexible control solution with greater ability for optimization. This new
direct boundary control scheme for the DLN system is referred to as AutoTune.
AutoTune contains explicit control loops for NOx, combustion dynamics, and LBO. There
are multiple control loops for each of these boundaries due to the complex interactions
within the combustor. In the case of the DLN system the fuel splits are considered the
effectors. Each effector has a hierarchy of nested control loops.

DLN Control Mode Hierarchy

The top priority for AutoTune is to avoid LBO conditions. This is followed by maintaining
emissions compliance, then maintaining low combustion dynamics levels.
This implies that the system can go out of emissions compliance in an attempt to maintain
flame (avoid LBO). Likewise, the combustion dynamics can become elevated to maintain
emissions compliance or avoid LBO. This prioritization scheme allows combustion
hardware to run to entitlement.
Ideally the operating space of the combustor can accommodate the inlet conditions without
the need to run to a limiting boundary such as LBO or emissions. In these cases the
AutoTune product can adjust the fuel splits to optimize and lower combustion dynamics.

GEH-6811A

Chapter 3 Direct Boundary Model-based Control Applied to DLN

Product Description

3-1

Notes

3-2

ETS-based AutoTune and Cold Day Performance Overview

Chapter 4 Combustion Models

ARES
Adaptive Real-time Engine Simulation (ARES) is the core thermodynamic cycle model
of the gas turbine that is programmed to run in the GT controller. For more information
on the ARES model, refer to GEH-6810, OpFlex Enhanced Transient Stability (ETS) for
GE Gas Turbines.
To enable a direct boundary AutoTune solution requires accurate indications of emissions,
combustion dynamics, and LBO parameters; models were developed to estimate LBO
margin, CO, NOx, and all relevant tones of combustion dynamics. These model outputs
are the feedback values that are used in the control loops. The models allow for two
critical benefits. They are real-time models, there is no significant sensing system lag
typically associated with emissions and dynamics sensor systems. Second, they are
reliable. Adding direct dependence on an emissions or Combustion Dynamics Monitor
(CDM) system would negatively impact overall system reliability.
A significant amount of AutoTune development was devoted to creating these DLN system
models. These models would not be possible without the inputs from the ARES model.
The utilization of increasingly complex models as part of the operational control code
creates susceptibility to model error that is driven by sensor error. An enhanced sensor
protection scheme called Input Signal Processing (ISP) was developed to ensure critical
sensors, and therefore model outputs, are accurate. The full details of these protection
schemes are discussed in GEH-6810, OpFlex Enhanced Transient Stability (ETS) for
GE Gas Turbines.

GEH-6811A

Chapter 4 Combustion Models

Product Description

4-1

Fuel System Modeling

Another critical component to the AutoTune product is an accurate and repeatable
understanding of individual fuel manifold flows on an absolute and relative basis. The
ARES model calculates an accurate fuel flow, but it is at a bulk machine level and does
not give any information about the flows of an individual manifold. Various options were
studied to determine these absolute flows and it was concluded that a flow calculation
using a pressure differential and effective area is the most repeatable for this system.
These critical DP sensors already exist on the majority of F-class turbines and are referred
to as the GN sensors. Due to the AutoTune reliance on these sensors, it is required that
they are upgraded to triple modular redundant, similar to other critical sensors on the GT.
The DLN 2.6 fuel system design is displayed in the following figure.

DLN 2.6 Fuel System

LBO Models
Two independent control loops are used to protect against combustion LBO. The GE
combustion laboratory was used to map out LBO at various cycle conditions. This data
was then fit into a model that captures the varying conditions experienced in the combustor.
The result is a boundary model that is programmed into the controller. AutoTune does not
allow the DLN fuel splits to move past this LBO boundary. Second, there is a control loop
based on measured combustion dynamics. If combustion dynamics approach a signature
that is indicative of LBO, the system adjusts DLN splits to avoid operation in this region.

4-2

ETS-based AutoTune and Cold Day Performance Overview

Emissions Models
AutoTune contains an emissions model for both NOx and CO. These models attempt to
re-create the physics of the actual reactions that occur in the combustor. They were first
developed for the DLN 2.6 combustor through years of data collection and processing.
Once the general techniques were established these same models were then used in the
DLN 2.6+ system with system specific alterations. The emissions models require unit
specific tuning to account for unit-to-unit variation since there is no active emissions
feedback. When properly tuned to a specific unit, these models achieve the same order
of magnitude of accuracy as a typical industrial emissions sensor. Once this relationship
is established for a given set of hardware it does not change. This allows the AutoTune
product to run for years without requiring any manual retuning of the emissions model. It
also allows for advanced diagnostic analysis and troubleshooting in the case of a hardware
problem. Only when the combustor or other flange-to-flange hardware is changed is
a DLN retune required.

Dynamics Models
Each of the combustion dynamics tones that GE controls has its own model. These models
are programmed into the controller and calculate the combustion dynamics based on
measured unit parameters as well as ARES outputs. Similar to the NOx model, they are
tuned to be specific to the unit hardware.
The combustion dynamics models are continuously adjusted based on the inputs from the
CDM system. Similar to the emissions models, the use of a model avoids the time lag
that is associated with collecting and processing combustion dynamics levels. It also
allows the system to continue operation based on the models alone, without relying on the
secondary tuning to the CDM system in the case of a CDM system fault or failure.
Both the CDM system measured
and the model calculated
dynamics are available to
the operator though the HMI
AutoTune screens.

AutoTune requires a redundant CDM system to avoid single point failures. The CDM
system software uses various I/O health processing checks that remove bad CDM sensors
from the system. Not all sensors are required to be healthy for use in AutoTune control.
The AutoTune system cannot control each combustion can, so the intent of using the CDM
feedback is to understand the average behavior of the system. This design accommodates
many faults before it is completely removed from active control in AutoTune.

For more information on

the CDM system refer
to GEK-116769, Control
Description and Operation of
Combustion Dynamics Monitor
(CDM) Enhancements and
GEK-116847.

GEH-6811A

Chapter 4 Combustion Models

Product Description

4-3

Notes

4-4

ETS-based AutoTune and Cold Day Performance Overview

Chapter 5 AutoTune Product

Benefits
Use of the AutoTune product includes the following benefits:

Fuel flexibility

Seasonal retune elimination

Reduced overall dynamics

Real-time emissions target adjustments

Transient capability

Fuel flexibility AutoTune enables the combustor to adapt to varying fuel constituents
to maintain acceptable parts life, output, and emissions targets. Past simulation and field
testing has demonstrated gas turbine operability under a wide range of fuel composition
conditions (as indicated using the Wobbe Index calculation). This is achieved while
observing emissions targets, and maintaining stable control of all relevant boundaries.
Heated fuel units can also recover fuel temperature to rated temperature, increasing
performance. This temperature may be lowered or varied on some GE frame sizes to
accommodate fuel variation.
Seasonal retune elimination In addition to handling varying fuel compositions, the
real-time calculation process and independent control loops of the system allow it to
adapt to changes in the airflow properties as well as fuel flow. This allows the unit
to instantly tune to the ambient conditions, be it a weather pattern change or an inlet
conditioning system.
Reduced overall dynamics The hardware should experience lower combustion
dynamics amplitudes over its lifetime. This is because the system is free to optimize the
dynamics when not otherwise constrained.
Real-time emissions target adjustments The AutoTune product includes a NOx slider
bar. This slider is a bias that allows the end user to adjust the internal AutoTune NOx
control target. The default target for the 7FA.03 DLN 2.6 GT is 8 ppm. The slider bar
allows the end user to adjust the system to account for small deviations that can exist
between the AutoTune NOx model and the site emissions reporting instrumentation.
For NOx, the allowable bias range is -1 to 5 ppm. The bias input from the slider bar
is rate limited, so any slider bar changes take 1-2 minutes to ramp to the desired bias.
Since emissions control is prioritized over dynamics control, the NOx slider bar can be
used to reduce combustion dynamics in some cases. Increasing the NOx bias potentially
allows the control loops to further minimize dynamics. This can be a worthwhile tradeoff,
especially for units with flexible NOx permits or SCR systems.
Transient capability The AutoTune product is engineered and tested with ETS. It
offers GEs most advanced technology to survive grid or other rapid transients that can be
imposed on the GT by operability demands or external sources.

GEH-6811A

Chapter 5 AutoTune Product

Product Description

5-1

Disabling AutoTune
The AutoTune product cannot be disabled though the HMI. The system automatically
disables AutoTune if it detects a problem with the 96 GN DP transducers. This is
preferable to a unit trip. However, running on the fixed DLN split schedules may be
inappropriate for the given fuel, hardware, or ambient conditions.
Note If Autotune is disabled, it is possible that the unit may blow out or experience
high emissions or dynamics.

5-2

ETS-based AutoTune and Cold Day Performance Overview

Chapter 6 Cold Day Performance

Previously, fixed split schedule DLN control was limited in its ability to control the
combustor in cold ambient conditions. Since inception, the DLN 2.x fleet has limited base
load output in cold ambient conditions due to combustion restrictions, not Hot Gas Path
limits. The AutoTune product now enables the combustion system to remove the firing
temperature suppression resulting in increased power output in cold operating conditions.
This benefit typically increases as inlet temperature decreases until the unit is eventually
limited by rotor torque or generator limits.
This product, combined with the NOx slider bar and real-time combustion dynamics
information displayed on the HMI allows the GT to reach cold weather output entitlement
without incurring an increase in Hot Gas Path maintenance factor.

GEH-6811A

Chapter 6 Cold Day Performance

Product Description

6-1

Notes

6-2

ETS-based AutoTune and Cold Day Performance Overview

Chapter 7 HMI Screens

The following CIMPLICITY* screen is included for the AutoTune product. This screen
displays real-time combustion data, including emissions and can-level dynamics. Detailed
CDM system fault data is also available through interactive windows. The two slider bars
in the upper right-hand corner allow for biasing of the NOx and CO target levels.

Combustion Data Screen

Selecting any Combustion Can data from this screen displays the following window,
providing detailed can-level fault information. This can be useful when troubleshooting
the CDM system.

GEH-6811A

Chapter 7 HMI Screens

Product Description

7-1

This window is for a Mark*

VI-based VAMB system. The
design for the Mark Ve/Mark
VIe PAMC system is identical.

Combustion Can Fault Window

In addition, clicking the CDM Fault Tree button on the Combustion Data screen
displays the following window, illustrating how the CDM faults feed into the system
lockout/trouble alarms. This can also be useful when troubleshooting the CDM system.

CDM Fault Tree Window

7-2

ETS-based AutoTune and Cold Day Performance Overview

Control DLN
The existing DLN screen has been modified for AutoTune to include readings from the
fuel system manifold pressure sensors (96GN sensors). Each of the TMR sensors displays
on this screen.
Note The following screen is DLN 2.6 specific; the DLN 2.6+ screen has a different
manifold and TMR configuration.

DLN 2.6 Screen Update

GEH-6811A

Chapter 7 HMI Screens

Product Description

7-3

Notes

7-4

ETS-based AutoTune and Cold Day Performance Overview

Chapter 8 Alarms and Unit Response

As part of the high-level protection strategy included with ALCC, alarms indicate various
faults that have an impact on the system. It is important that these guidelines be followed
to maintain the integrity and operability of AutoTune.

It is imperative that only trained personnel perform any of the

following actions and that all site wide safety procedures are
followed.

Attention
Additional CDM system Alarm
information can be found
in GEK 116769, Control
Description and Operation of
Combustion Dynamics Monitor
(CDM) Enhancements.

If 96GN sensors fault, fail degraded biases applied to machine boundary targets as
appropriate to accommodate these failures.
If all FPGN sensors are unavailable on an operating fuel circuit, AutoTune will be disabled
and the unit will slew out of AutoTune and run on fixed splits.
If combustion high dynamics exceed limits for a predetermined amount of time, the
unit will perform a load runback. The control has taken the necessary action to protect
the machine from an undesirable mode of operation. Enter a PAC case to alert product
service. If an immediate reloading of the unit is required, monitor the dynamics closely
using the Combustion HMI screen.
For detailed alarm descriptions and signals, refer to the unit specific Control Specification
provided under MLI A010 and A210 with each unit.

GEH-6811A

Chapter 8 Alarms and Unit Response

Product Description

8-1

Notes

8-2

ETS-based AutoTune and Cold Day Performance Overview

GE Energy
1501 Roanoke Blvd.
Salem, VA 241536492 USA
1 540 387 7000
www.geenergy.com