Engine Speciﬁcations ASE8 Gas Turbine by Vericor … ENGINE DESCRIPTION This specification defines the performance envelope, options, and design characteristics of the Vericor Power

ENVIRONMENT & POWER SYSTEMS INTERNATIONAL

Engine Specifications

ASE8 Gas Turbine by Vericor Power Systems

Copyright © 2013 Environment & Power Systems International

MODEL ASE8 VOC ENGINE SPECIFICATION


TABLE OF CONTENTS

Page1.0 ENGINE DESCRIPTION 1

1.1 General 11.2 Operation 11.3 Mechanical Details 21.4 Engine Configuration 31.5 Engine Weight 3

2.0 PERFORMANCE 42.1 General 42.2 Pressure Altitude Correction Factor 42.3 Inlet and Exhaust Losses 4

3.0 INSTALLATION ENVIRONMENT 4

4.0 AIR INLET AND EXHAUST SYSTEM 54.1 Inlet Screen 54.2 Exhaust Gas Temperature 54.3 Effect of Ducting Pressure Loss 5

5.0 FUEL SYSTEM 65.1 Gaseous Fuels 6

6.0 LUBRICATION SYSTEM 76.1 Qualified Lubricants 76.2 Oil Reservoir 76.3 Oil Level Consumption 76.4 Oil Filtration 76.5 Oil Pressure 76.6 Oil Cooling System Requirements 8


7.0 CONTROLS 87.1 Engine Control 87.2 Control Characteristics 87.3 Engine Safety Protective Controls 97.4 Installation Specific Interlock Features 107.5 Control Outputs 117.6 Controls and Monitoring 117.7 Control Hardware 117.8 Control System Software 11

8.0 SAFETY 148.1 Containment 148.2 Residual Fuel 14

9.0 VIBRATION 14

10.0 INSTALLATION AND INTERFACE CONSIDERATION 1410.1 Inlet and Exhaust Duct 1410.2 Gaseous Fuel System 1510.3 Installation Components 1510.4 Lubrication System 1610.5 Radiated Heat 1810.6 Output Drive Shaft 1810.7 Mounting Provisions 1910.8 Handling Provisions 1910.9 Control System and Accessory Power Requirements 2010.10 Pneumatic Starter Compressed Gas Requirements 20

11.0 OPTIONS 2111.1 Output Shaft Speed 2111.2 Water Injection with Conventional Combustor and Fuel Nozzle 21

12.0 EMISSIONS 2212.1 Conventional Combustor and Fuel Nozzle 22


1.0 ENGINE DESCRIPTION

This specification defines the performance envelope, options, and design characteristicsof the Vericor Power Systems Model ASE8 and VOC and Industrial Gas Turbine Engine.

1.1 General

When provided with the accessories and services defined herein, the ASE8 andASE8 VOC engine functions to provide continuous full-rated shaft power defined by theperformance curves included herein.

1.2 Operation

Air enters the engine through a screened inlet plenum, where it is compressed by atwo-stage radial outflow compressor, and discharged into the turbine plenum.Compressed gas received by the plenum is directed into a single-can combustor whichuses a fuel nozzle to spray fuel into the combustor. The fuel mixture is burned in thecombustor to increase the energy level. After the combustor, the hot combustion productstravel through the proprietary reaction chamber into the engine torus. The torus receivesthe hot gases from the reaction chamber and directs the flow into the turbine section,where a three-stage axial-flow turbine expands the gases and energy absorption occurs.After passing through the turbine section, the gas discharges axially through a shortexhaust diffuser (tailpipe). Work developed by the turbine, less the work required to drivethe compressor is available through the gearbox as useful output power.

In addition to shaft power, high-temperature exhaust gas is available for variousheating or industrial process applications. Additionally, the engine provides a source ofcompressed air for customer use.

1.2.1 Operation with Volatile Organic Compounds (VOC)

Air, laden with volatile organic compounds (VOC), enters the engine through theengine inlet where it is compressed by a two-stage radial outflow compressor, anddischarged into the turbine plenum. The compressed VOC laden air, received by theturbine plenum, undergoes a partial chemical conversion and is directed into a single-cancombustor which utilizes a fuel metering system to introduce additional fuel into thecombustor. The final mixture (natural gas and VOC) is burned in the combustor toincrease the energy level. After the combustor, the hot combustion products travelthrough the proprietary reaction chamber where the natural gas and VOC constituents areprovided sufficient residence time to convert them to the normal products of combustion.The torus receives the hot gases from the reaction chamber and directs the flow into theturbine section, where a three-stage axial-flow turbine expands the gases and energy

1Copyright © 2013 Environment & Power Systems International

absorption occurs. After passing through the turbine section, the gas discharges axiallythrough a short exhaust diffuser (tailpipe). Work developed by the turbine, less the workrequired to drive the compressor is available through the gearbox as useful output power.

1.3 Mechanical Details

1.3.1 Rotating Group

The two compressor impellers and three turbine wheels are secured together bymeans of curvic couplings and a tie-bolt through the center of the wheels to make a singlerotating group. A bearing and seal assembly on each end of the shaft supports the rotatinggroup.

1.3.2 Structural Housings

Three main housings form the turbine structure. These are the inlet, compressor, andturbine housings. All stationery compressor and turbine parts are bolted to thesehousings. Two main housings form the proprietary reaction chamber structure. These arethe upper and lower reaction chamber housing.

1.3.3 Exhaust System

A stainless steel tailpipe is bolted to the turbine housing and terminates at a flangefor attachment of a customer-furnished exhaust duct system.

1.3.4 Inlet Plenum

A sheet metal compressor inlet air plenum surrounds the inlet housing. This plenumis provided with a flange for attaching a customer-furnished inlet duct, filter, andsilencer, if required. A drain point is provided for the removal of precipitated liquids.

1.3.5 Gearbox Assembly

The gearbox housing forms the main structure for the engine. The power section(compressor and turbine) is mounted on the gearbox. Mounting feet at the bottom of thegearbox housing provide for ease in mounting the engine in an installation. Power isdelivered to the output shaft by means of a double reduction high-contact-ratio spurgearset.

1.3.6 Accessories


The engine accessories, consisting of an electric or pneumatic starter motor and anengine driven lubrication pump, are mounted on the gearbox assembly. The fuel meteringvalve may be remotely mounted. The electronic control system is designed to accomplishautomated engine starting and operation. The following accessories are mounted on theengine:

• Ignition unit (remotely mounted), ignition lead and ignitor plug• Speed sensor pickup• Exhaust gas temperature thermocouples• Compressor inlet temperature sensor• Oil filter• Oil pressure regulator• High oil temperature switch• Start oil pressure switch• Low oil pressure switch• Gaseous fuel nozzle (for optional conventional combustor)

The following accessories are separately mounted and may be Vericor PowerSystems or customer supplied:

• Fuel metering valve• Fuel shutoff solenoid valve• Fuel vent solenoid valve• Start system qualified components• Electronic control system qualified components

1.4 Engine Configuration

1.4.1 Gaseous Fuel

The gaseous-fueled engine is designed to light-off, accelerate, and operate on avariety of gaseous fuels, as specified in paragraph 5.1.

1.5 Engine Weight

Engine dry weight, without optional equipment, shipped loose, and customerfurnished driven equipment, is 2800 pounds (maximum). This includes the enginemounted accessories.


2.0 PERFORMANCE

NOTE:Reference Figures and performance data (paragraph 2.1)

apply to new, clean engines as shipped from Vericor Power Systems.

2.1 General

(a) Rotor speed (100 percent) – 41, 730 rpm

(b) Rated nominal output shaft power, sea-level, 59F (15C) day (no inlet or exhaustducting losses) – Continuous duty nominal rating: 525kwRefer to Figure A-6 for other engine inlet temperatures

(c) Rated output shaft speed – 1800 rpm, standard, 1500 rpm optional

(d) Fuel consumption – Refer to Figure A-1

(e) Exhaust gas flow – Refer to Figure A-2

(f) Exhaust gas temperature – Refer to Figure A-1

(g) Exhaust gas heat content – Refer to Figure A-3

(h) Radiated heat – Refer to paragraph 10.5

2.2 Pressure Altitude Correction Factor

Refer to Figure A-4.

2.3 Inlet and Exhaust Losses

Refer to paragraph 4.3.

3.0 INSTALLATION ENVIRONMENT

(a) Altitude – 1000 to +10,000 feet*. Refer to Figure A-4 for altitude correction factor.


(b) Engine environment temperature range – 20 to +130F (-29 to +54C). Refer toparagraph 10.5.1 for limiting zone temperatures.

(c) Engine inlet air temperature operating range (may be ducted from outside ofengine compartment) – 65 to +130F (-54 to +54C).

(d) Salt concentration in air – NaCl in the air supplied to the engine compressor inletshall not exceed 0.003 ppm by weight.

(e) Installation altitudes – The engine shall be installed in a level altitude subject tothe following maximum deviations:

• Roll (side-to-side) ±5 degrees maximum• Pitch (fore and aft) ±5 degrees maximum

4.0 AIR INLET AND EXHAUST SYSTEM

4.1 Inlet Screen

A compressor air inlet screen is provided to prevent entrance of foreign objectsgreater than 0.25-inch diameter.

4.2 Exhaust Gas Temperature

Turbine exhaust gas temperatures are specified for loads and ambients throughoutthe operation range in Figure A-1. The maximum values shown for any given ambienttemperature and operating mode shall not be exceeded.

4.3 Effect of Ducting Pressure Loss

Performance reduction, resulting from customer-installed ducting pressure losses,may be calculated using data obtained from Figure A-5.

Combined inlet and exhaust losses shall not exceed 10 in H2O without prior approval of Environment & Power Systems International.


5.0 FUEL SYSTEM

5.1 Gaseous Fuels

The engine is capable of operation on a variety of gaseous fuels. Environment & Power Systems International must be consulted before operation on any other gaseous fuel as varying densities and heating values of such fuels may require special fuel control considerations.

Gaseous fuels must be free on liquid hydrocarbons and ice forming moisture. Failureto provide suitable gas scrubbers, coalescing action, and dryers where needed will resultin engine and fuel control valve damage not covered by warranty.

5.1.1 Gaseous Fuel Supply Requirements

(a) Pressure at inlet to engine fuel valve – 180 to 210 psig (cyclic pressure variationsnot to exceed ±2 psig)

(b) Flow rate:• Steady state – Refer to Figure A-1• Transient load application – 14.7 x 106 Btu/hr maximum

(c) Temperature – 125F (52C) maximum, 10F above dewpoint minimum

(d) Fuel filtering – A 10-micron nominal, 20-micron absolute filter is requiredimmediately upstream of engine fuel system interface.

(e) Lower heating value – 900 to 1100 Btu/SCF. Environment & Power Systems International foroperation on gaseous fuels above or below these values.

(f) Contaminants – No entrained water (no water is excess of saturation) shall bepermitted.

Total contaminants by volume shall not exceed 30 ppm.

Sulfur content shall be less than 0.55 lb/106 BLU-LHV.


6.0 LUBRICATION SYSTEM

6.1 Qualified Lubricants• Synthetic base• Synthesized hydrocarbon base• Petroleum (mineral) base

It is imperative that materials (seals, hoses, etc.) in the customer-furnished oil systemcomponents be compatible with the lubricant to be used.

6.2 Oil Reservoir

The 11-gallon oil reservoir (sump) is integral within the gearbox assembly.

6.2.1 Oil Level Monitoring

The engine is equipped with an electronic oil level sensor for remote oil levelmonitoring. Visual oil-level monitoring is also provided by a graduated sight gageintegral with the gearbox assembly.

6.3 Oil Level Consumption

Average oil consumption is approximately 1.5 gallons per 1000 hours of operation.

6.4 Oil Filtration

A no-bypass oil filter is installed on the engine to provide 10-micron nominal, 20-micron absolute oil filtration. The filter is sized to provide for a minimum of 500 hourscontinuous operation between filter element changes.

6.5 Oil Pressure

Oil pressure is controlled by an adjustable, engine-mounted oil pressure regulatorthat bypasses excess flow back to the sump.

The oil pressure in the customer-furnished oil system between the engine oil pumpand engine oil filter is limited to 250 psi by an engine-mounted relief valve plumbed tothe oil pump exit. The flow through the relief valve is returned directly to the sump.


Normal operating pressure of the engine lubrication system (measured at the compressorbearing supply port on the engine flow by block).

65 psig minimum85 psig nominal90 psig maximum200 psig permissible on start with cold engine block

6.6 Oil Cooling System Requirements

A customer-furnished oil cooler is required that satisfies the following requirements:

(a) Maximum system pressure – 250 psig limited by engine-mounted relief valve

(b) Oil flow – 14 gpm maximum

(c) Oil cooler discharge temperature – measured at the engine oil filter inlet port.Temperature to be measured after stabilized oil temperatures have been reached.

• 80F (27C) minimum• 120 to 130F (49 to 54C) ideal for continuous duty applications• 160F (71C) maximum

(d) Heat rejection capacity – 1400 Btu/min minimum at an ambient temperature of130F (54C)

(e) Oil cooler thermal bypass feature – A bypass on the oil cooler is required if thelower limit of specified temperature range cannot be satisfied during low ambienttemperature operation after engine start.

7.0 CONTROLS

7.1 Engine Controls

The engine is controlled with a digital full authority controls system using industrialstandard hardware. Refer to Figure 7-1, Engine Control System I/O


7.2 Control Characteristics

The engine control and its embedded computer software configuration item (CSCI)provide the hardware input/output (I/O) and control logic for starting and operating theASE8 VOC throughout its ambient operating envelope. The engine is started and stoppedby discrete inputs to the control. During starting, discrete loads are sequenced and fuelcommand is scheduled in response to control inputs. Engine starting is controlledprimarily based on actual engine speed and acceleration as sensed by the control from theengine speed sensors. Engine exhaust gas temperature (EGT) thermocouples are alsoused by the control to control EGT during starting. Once started, the engine operation iscontrolled by sensing engine speed and EGT to maintain nominal engine operation andprotection.

7.3 Safety Protective Controls

7.3.1 Engine Safety Protective Controls

Protective controls are provided to prevent engine start initiation or to automaticallyshut down the engine under conditions described below:

(a) Overspeed: A speed monitoring circuit shuts down the engine when engine speedexceeds 108%.

(b) Underspeed: A speed monitoring circuit shuts down the engine when enginespeed fall below 80%. This protection is enabled and latched after reaching 99%speed during start sequence.

(c) Overtemperature: If exhaust gas temperature exceeds either start or steady-stateoperations limits.

(e) No Acceleration: A speed sensing circuit provides a signal to shut down theengine when the control detects and acceleration of less than 10 rpm per secondduring a start attempt.

(f) Low Oil Pressure: An oil supply pressure sensing switch provides a signal to shutdown the engine when engine oil pressure is not greater than 55 psig. Thisprotection is enabled after engine speed reaches 95% during start.


(g) Start Oil Pressure: An oil supply pressure sensing circuit provides a signal toabort a start when the control detects engine lubrication oil pressure is not greaterthan 5 psig after engine speed reaches 20% during start.

(h) High Oil Temperature: An oil supply temperature sensing switch provides asignal to shut down the engine when engine oil temperatures exceeds 169 ±6F (79 ±3C).

(i) Oil Level: An oil level sensing circuit provides a signal to shut down the enginewhen engine oil reservoir level is below the minimum design level limit.

7.3.2 Installation Specific Safety Interlocks Features

(a) An engine inlet air volatile organic compound (VOC) sensing system provides asignal to automatically shut down the engine if the VOC concentration of theengine inlet air exceeds safe lean extinction limits (LEL) during engineoperation.

(b) An engine inlet air volatile organic compound (VOC) sensing system provides asignal to inhibit an engine start if the VOC concentration of the engine inlet airexceeds safe lean extinction limits (LEL) during engine operation.

7.4 Installation Specific Interlock Features

Control system interlock features may include, but are not limited to:

(a) High Inlet Temperature: An engine inlet air temperature sensing system providesa signal to shut down the engine if the engine inlet air temperature exceedsengine operation limits during engine operation. Refer to paragraph 3.0(c).

(b) Low Fuel Supply Pressure: A fuel supply pressure sensing circuit provides asignal to inhibit a start when the control detects the fuel supply pressure is belowthe specified start level. Refer to paragraph 5.1.1.


7.5 Control Outputs

The Control System provides controlled outputs for the following devices:

Proportional fuel control valveFuel shutoff valveIgnition unitStart motor contactorPre-lube pump contactor (pre-lube option only)

7.6 Controls and Monitoring

The Control System provides monitoring for the following functions:Total engine run timeTotal number of startsEngine speedExhaust gas temperatureEngine inlet temperatureProportional fuel valve positionFuel supply pressureStart motor contactor auxiliary contactorPre-lube pump contactor auxiliary contact (pre-lube option only)Low oil level advisory

7.7 Control Hardware

The digital full authority control system hardware may be either Vericor PowerSystems or customer supplied. The hardware and installation shall be Vericor PowerSystems approved and qualified.

7.8 Control System Software

The digital full authority control system shall operate on Vericor Power Systemsapproved and qualified software.

11



Figure 7.1 Engine Control System I/O

12

Analog Inputs

Engine Inlet TempGas Control Valve PositionEngine Gas Supply PressureEGT_AEGT_B

Frequency Inputs

Speed 1Speed 2

Digital Inputs

Starter Motor Aux. ContactPre-lube Pump Aux. ContactStart Oil PressureRun Oil PressureOil TemperatureLube Level 1Lube Level 2

Installation Specific Inputs

Analog Outputs

Gas Control Valve Command

Digital Outputs

Start Motor ContactorVent SolenoidGas SolenoidIgnition UnitPre-Lube PumpEngine Overspeed 1Engine Overspeed 2

Installation Specific Outputs

EngineControlSystem


8.0 SAFETY

8.1 Containment

The engine incorporates a containment ring designed to absorb energy of a turbinewheel burst in the event such a remote possibility should occur.

8.2 Residual Fuel

8.2.1 Gaseous Fuel System

The control system shall provide a means of purging residual fuel from the engineand the engine exhaust system prior to start initiation.

9.0 VIBRATION

Vibration is measured in the velocity mode, with accelerometers mounted verticallyon the turbine and gearbox housings. The overall signal from each accelerometer is thecomposite of all frequencies between 110 and 2000 Hz, read as a peak velocity (zero topeak). The limit values are:

Gearbox: 0.15 in/secTurbine: 0.20 in/sec

In addition, the engine is monitored for excessive vibration in the 5 to 2000 Hz rangewhile running with no output shaft coupling installed. A “half key,” identical to that usedduring balance of the output gearshaft assembly, is installed in the output shaft key slotduring this test.

10.0 INSTALLATION AND INTERFACE CONSIDERATIONS

10.1 Inlet and Exhaust Duct

For installation requiring an inlet-air duct, a flexible connection is required for usebetween the plenum and inlet duct to accommodate engine expansion and contractionand to prevent transfer of excessive duct loads to the plenum. Loads imposed on theplenum flange by the inlet-air duct must not exceed 65 pounds along any of the threemutually perpendicular axes.


The alignment of the exhaust duct system to the exhaust diffuser must be designed toprovide for a maximum of 0.30-inch axial expansion during engine start and for amaximum of 0.30-inch axial contraction after engine shutdown by means of a slip jointor flexible section.

Engine exhaust duct loading by the installation must not exceed 65 pounds along anyof the three mutually perpendicular axes.

10.2 Gaseous Fuel System

10.2.1 Gaseous Fuel Supply Requirements

Refer to paragraph 5.1.1

10.2.2 Gaseous Fuel System Components

The following fuel system components are separately mounted and may be eitherVericor Power Systems or customer supplied.

• Fuel supply• Gas compressor• Filter or scrubber• Pressure regulator• Pressure transducer• Fuel metering valve• Fuel metering valve position• Fuel shutoff solenoid valve• Fuel vent solenoid valve• Interconnecting fuel lines, and connections—From fuel supply to engine

fuel inlet connection(s)• Engine purge requirements—refer to paragraph 8.2.1• Water injection system and plumbing

10.3 Installation Components

10.3.1 Customer-Furnished Installation Components Requirements

All customer-supplied installation specific components which may be required toaccept a control system output or provide a signal to the control system as a control inputand shall comply with the requirements of Vericor Power Systems. The list of customer-supplied installation components may include, but is not limited to the following:


Inlet Ducting• Engine inlet temperature• Inlet diverter door closed• Inlet diverter door open• Under pressure relief open• Inlet filter pressure differential• VOC concentration sensor• Inlet cooler

Start System• Start motor contactor• Start motor engage

Installation Interlocks• Maintenance mode• Personnel door open• Local emergency stop• Ventilator fan—oil cooler contact• Ventilator fan contact• Louver position• Un-interruptible power supply (UPS) active• Breaker fault• Breaker open• Breaker close• Command 86 breaker fault• Impending discharge of fire suppression system• Fire suppression system discharge• Trouble alarm

Exhaust system• Eductor• Boilers• Chillers• Bellows connector• Exhaust gas scrubbers

10.4 Lubrication System

10.4.1 Oil Cooling System Requirements

Refer to paragraph 6.6.


10.4.2 Customer-Furnished Component Requirements

Oil cooler (oil-to-water or oil-to-air heat exchanger) with temperature control

Oil cooler lines, sump drain lines, and connections

If cooler is located above the engine centerline, check valves on both the inlet anddischarge side of oil cooler are required to prevent oil from draining out of the coolerduring engine shutdown.

10.4.3 Gear Case Vent Requirements

The gear case vent plumbing may be either Vericor Power Systems or customer-furnished and must be configured to meet the requirements of the specific installation andlocal codes.

The preferred venting system consists of a short standpipe (12-inch minimum) usinga commercial in-line aspirator. Plumbing from the aspirator is routed overboard(sometimes to engine exhaust) with an oil return line to the gearbox drain connection.

10.4.4 Pre-Lubrication Pump Requirements

The pre-lubrication system may be either Vericor Power Systems or customer-furnished to supply oil flow during the start cycle and shall meet the followingrequirements:

(a) Installation: Lubrication Schematic, Vericor Power Systems drawing number3402176 illustrates locations from connecting pre-lube to engine lubricationsystem. A check valve between the oil cooler discharge and the oil inlet to theengine must be provided in the case of customer furnished system and belocated within 2 feet of the engine system interface. The pump assembly shallbe installed (b).

(b) Flow: 2.5 gpm (minimum) at 0 psig supply pressure and 10 psig backpressure on pump discharge port.

(c) Reverse Flow: An internal check valve (or equivalent mechanism) shall beincorporated to preclude reverse flow through the pre-lube pump.

(d) Mounting: Below level of gearbox sump.(e) Tubing: 1/2-inch diameter by 4 foot maximum length.(f) Pump Motor Voltage: 12 Vac.(g) Flow Response: Flow to engine must be attained within 0.15 seconds of pump

motor energizing.


NOTE:

THE AC DRIVEN OIL PUMP MUST NOT BE OPERATED PRIOR TO ENGINEACCELERATION TO PREVENT PUMPING OIL PAST SEALS. THE OIL

PUMP MUST ONLY BE ENERGIZED DURING STARTER ENGAGEMENTAND NOT DURING OPERATION AT THE GOVERNED SPEED.

10.5 Radiated Heat

Heat radiated, conducted, and connected from the engine at continuous duty ratingsea level, U.S. Standard Day conditions will be less than, 80,000 Btu/hr for the ASE8 and100,000 for the Btu/hr for the ASE8 VOC. For normal engine room-type application,standard ventilation provisions will provide adequate dissipation of heat rejected fromthe engine.

10.5.1 Limited Zone Temperatures

When the engine and driven equipment are housed in an enclosure, a positive flowof cooling air must be provided to prevent buildup of excessive temperatures around theengine. The required flow rate depends upon the heat rejection from the drivenequipment and accessories and the available cooling air temperatures. Cooling air mustbe distributed in such a manner that ambient temperature in various zones around theengine do not exceed the following limits for various engine components under operatingand nonoperating (soakback) conditions.

Zone Temperature (Maximum)

Operating EnginesGearbox, engine accessories, inlet plenum 180F (82C)Turbine power section 500F (260C)

Non-operating EnginesGearbox, engine accessories, inlet plenum 180F (82C)Turbine power section 400F (204C)Turbine bearing (soakback peak, 10 minutes maximum) 400F (204C)Fuel line and connections/nozzle 400F (204C)

10.6 Output Drive Shaft

The standard output drive shaft speed is 1800 rpm and direction of rotation iscounter-clockwise (facing the output pad). An optional output drive speed of 1500 rpmis available.


10.6.1 Output Drive Shaft Interface Requirements

(a) Combined loading – Combined loading applied to the output shaft by customer-mounted equipment and forces imposed by dynamic unbalance must not exceed1150 in-lb.

(b) Output shaft shear load – 250 pounds maximum

(c) Torsional vibration – Torsional vibration resulting from the total system (engine,coupling, and driven equipment) dynamic characteristics must be analyzed forcompatibility.

(d) Axial load by driven equipment – 50 pounds maximum in either direction.

(e) Vertical thermal growth – Vertical thermal growth of shaft location on a 60F dayto normal operating conditions is 0.012 inch (measured from gearbox mountingfeet).

(f) Axial movement – The gearbox output shaft has a normal axial end play of 0.010to 0.085 inch.

10.7 Mounting Provisions

The gearbox base at the front of the engine has eight mounting holes. Grade 5 orbetter studs or bolts of 7/8-inch diameter must be used to secure the engine to themounting base. The aft mounting point is a single point mount located at the forwardflange of the engine turbine housing and is designed to provide support in the verticalaxis. The customer-supplied mounting components shall provide for freedom ofmovement in the axial direction.

10.8 Handling Provisions

The engine is furnished with three lift points, two on the gearbox and one on the topof the power section. Lift point strengths are adequate for hoisting the complete enginewithout driven-equipment coupled to the engine. The power section, when disconnectedfrom the gearbox and with the reaction chamber removed, can be lifted by the one liftinglug provided on top of the power section.

The VOC reaction chamber is furnished with two lifting points. Lift point strengthsfor the reaction chamber are adequate for hoisting the complete reaction chamber modulewhen the reaction chamber is removed from the engine.


10.9 Control System and Accessory Power Requirements

10.9.1 Controller Power Requirements

The standard configuration controller requires minimum power input requirements:

• 120/220 V AC• 50/60 Hz• 1/0.5 Amps

10.9.2 Accessory Power Requirements (Excluding Starter)

The standard configuration requires minimum power input requirements:

AC Power Requirements:• 120/220 V AC• 50/60 Hz• 2 Amps

DC Power Requirements Using Precision Control Valve:• 6 Amps @ 24 VDC• 50 Ma @ +14, -14, +/-1 VDC

The above are minimum requirements for engine control. Optional configurations orinstallation specifics may change power requirements. Contact Vericor Power SystemsEngineering for additional information.

10.9.3 Electrical Power Requirements of Optional DC Start System

For engines equipped with an optical electric dc starter, the power requirements aredetermined by the 24-vdc source necessary for motoring the starter.

To prevent damage to the starter, peak starter motor current must not exceed 2000*amperes and the maximum duty cycle is 60 seconds of continuous cranking, not toexceed three crankings in 10 minutes.

Peak current for starting a 0F (-18C) must be 1350* amperes minimum. Peak currentfor starting at -20F (-29C) must be 15000* amperes minimum.

*Initial in-rush current.


10.9.3.1 Required 24-VDC Power Source

Quantity Configuration Ambient Temperature Range2 Series connected 0 to 130F (-18 to 54C)4 Series/parallel connected -20 to 130F (-29 to 54C)

10.10 Pneumatic Starter Compressed Gas Requirements

Engines equipped with optical pneumatic starters may be started using a regulatedsource of filtered compressed air or other available filtered compressed gases. Thecustomer shall furnish a lubricated air supply system at 200 psig (at the starter) capableof flowing a minimum of 170 lb/min. A minimum of eighteen pounds of air are requiredfor each start.

10.10.1 Pneumatic Supply System Component Requirements

The following pneumatic starter system components shall be customer-furnished:

• Start relay valve (pneumatic)• In-line lubrication• Filter• Start solenoid• Check valves (2 required)• Starter shutoff pressure switch (compressor discharge pressure)• Electrical system

11.0 OPTIONS

11.1 Output Shaft Speed

An output speed of 1500 rpm is available.

11.2 Water Injection with Conventional Combustor and Fuel Nozzle

A water injection port for exhaust gas NOx reduction is available as an option withthe conventional combustor design. Clean water, as defined below, may be injected at awater-to-fuel ratio of 1:1 or less depending on the NOx reduction required. ContactVericor Power Systems for limitations and procedures related to specific applications.


The customer must furnish pure water at a pressure of 100 to 250 psi, depending onambient conditions.

Water quality must conform to the following requirements:

Total solids 5ppm maxParticle size 10 micron maxpH 6.0 to 8.0

12.0 EMISSIONS

Gaseous emissions values are presented in the following sections for an ASE8 engine operating on natural gas. The emission values presented are upper level values as determined by testing at Vericor Power Systems and are valid for the operating condition noted and for ambient temperature conditions of 59F or greater.

12.1 Conventional Combustor and Fuel Nozzle

The upper level of emission values for an ASE8 engine is presented in the followingtabulations as determined by tests conducted at Vericor Power Systems. The emissionvalues are based on the engine operating on natural gas, without volatile organiccompound (VOC) ingestion at the engine inlet, and at the power condition identified inthe following tables.

Emissions (ppmv)

Maximum Continuous Power IdleNitrogen Oxides (NOx) 150 40Carbon Monoxide (CO) 5 20Unburned Hydrocarbons 10 15

Emissions, lb/hr

Maximum Continuous Power IdleNitrogen Oxides (NOx) 6.0 2.0Carbon Monoxide (CO) 0.2 0.7Unburned Hydrocarbons 0.2 0.5


12.1.1 Conventional Combustor and Fuel Nozzle with Water Injection—Optional

The upper level of emission values for an ASE8 engine is presented in the followingtabulations as determined by test conducted at Vericor Power Systems. The emissionvalues are based on the engine operating on natural gas, without volatile organiccompound (VOC) ingestion at the engine inlet, and at the power condition identified inthe following tables. In addition, when de-ionized water is injected into the gas fuelnozzle at a fuel to water ratio of one-to-one (1:1) on a mass basis. The emission of NOxis reduced to give the following values

Emissions (ppmv)

Maximum Continuous PowerNitrogen Oxides (NOx) 40Carbon Monoxide (CO) 5Unburned Hydrocarbons 10

Emissions, lb/hr

Maximum Continuous PowerNitrogen Oxides (NOx) 1.6Carbon Monoxide (CO) 0.2Unburned Hydrocarbons 0.2

12.2 Emission Levels with Volatile Organic Compounds (VOC)

The emissions with a volatile organic compound (VOC) introduced at the engine inlet are altered from the baseline levels as is indicated in the following sections. For volatile organic compounds, or mixtures thereof, or engine operation conditions other than those represented in the following sections contact Environment & Power Systems International.


12.2.1 Emission Levels for Pentane

The emissions levels with Pentane introduced at the engine inlet are altered from thebaseline numbers as is indicated in the following graphs 12-1 for CO and NOx and 12-2for VOC and unburned hydrocarbons. All data is presented at 15% O2 except where noted.

Figure 12-1

Figure 12-2

Emissions .vs. VOC Inlet ConcentrationPentane

pp

mv

Inlet (ppm mass)

Max Continuous

CO

CO Ejected

NOx

Emissions .vs. Inlet ConcentrationPentane

25

20

15

10

5

0

pp

mv

Inlet (ppm mass)

Destruction Efficiency 98.4%Max Continuous

15.2% O2 VOC

UCH

0 250 500 750 1000 1250 1500

0 250 500 750 1000 1250 1500

500

450

400

350

300

250

200

150

100

50

019.8% O2

15.2% O2


12.2.2 Emission Levels for Toluene

The emissions levels with Toluene introduced at the engine inlet are altered from thebaseline numbers as is indicated in the following graphs 12-3 for CO and NOx and 12-4for VOC and unburned hydrocarbons. All data is presented at 15% O2 except where noted.

24

Emissions .vs. VOC Inlet ConcentrationToluene

250

200

150

100

50

0

pp

mv

Inlet (ppm mass)

Max Continuous

CO

CO Ejected

NOx

Emissions .vs. Inlet ConcentrationToluene

35

30

25

20

15

10

5

0

pp

mv

Inlet (ppm mass)


15.2% O2 VOC

UCH

0 250 500 750 1000 1250 1500

19.8% O2

15.2% O2

0 250 500 750 1000 1250 1500

Figure 12-3

Figure 12-5


12.2.3 Emission Levels for Ethanol

The emissions levels with Ethanol introduced at the engine inlet are altered from thebaseline numbers as is indicated in the following graphs 12-5 for CO and NOx and 12-6for VOC and unburned hydrocarbons. All data is presented at 15% O2 except where noted.

25

Emissions .vs. VOC Inlet ConcentrationEthanol

500

450

400

350

300

250

200

150

100

50

00 250 500 750 1000 1250 1500

pp

mv

Inlet (ppm mass)

Max ContinuousCO

CO Ejected

NOx

Emissions .vs. Inlet ConcentrationEthanol

70

60

50

40

30

20

10

0

pp

mv

Inlet (ppm mass)


15.2% O2 VOC

UCH

19.8% O2

15.2% O2

0 250 500 750 1000 1250 1500

Figure 12-5

Figure 12-6


Index 1 – 1

APPENDIX

Figures: A-1A-2A-3A-4A-5A-6


ASE8 ESTIMATED PERFORMANCENATURAL GAS FUEL

0

200

400

600

800

1000

1200

-80 -60 -40 -20 0 20 40 60 80 100 120 140

TT1, UNIT INLET TOTAL TEMPERATURE, DEGF

OU

TP

UT

SH

AF

T H

OR

SE

PO

WE

R /

DE

LTA

, HP

MAX CONTINUOUS POWER

WG / DELTA = 9.5 PPS

9.0 PPS

8.5 PPS

8.0 PPS

7.5 PPS

7.0 PPS

6.5 PPS

WF / DELTA = 550 PPH

500 PPH

450 PPH

400 PPH

350 PPH

300 PPH

250 PPH

200 PPH

EGT = 1000 DEGF

950 DEGF

900 DEGF

800 DEGF

700 DEGF

600 DEGF

EGT = 500 DEGF

1. Nominal Governed Rotor Speed equals 41730 rpm.2. Unit Inlet Total Pressure equals Static Pressure at

Turbine Exhaust.3. Delta equals Engine Inlet Total Pressure (in-hg, abs)

divided by 29.92. May be used to estimate Perf up to 10000 ft Altitude.

4. Gaseous Fuel LHV equals 20100 Btu/ Lbm (46,750 kj/kg)with HydroCarbon Ratio= .3258.

5. WF = Fuel Flow in lbm / hr6. WG = Exhaust Gas Flow in lbm / sec.

Index I – 2

Figure A-1



4500

5000

5500

6000

6500

7000

7500

8000

-80 -60 -40 -20 0 20 40 60 80 100 120 140


EN

GIN

E IN

LE

T A

IRF

LO

W /

DE

LTA

, S

CF

M


SHP = 0

1. Nominal Governed Rotor Speed equals 41730 rpm.2. Unit Inlet Total Pressure equals Static Pressure at Turbine Exhaust.3. Delta equals Engine Inlet Total Pressure (in hg, abs) divided by 29.92. May

be used to estimate Perf up to 10000 ft altitude.4. Gaseous Fuel LHV equals 20100 Bru/ Lbm (46750 kj / kg) with HydroCarbon

Ratio = .3258.5. SCFM defined at 59 degf / 14.696 psia.6. SGair = 1.0


4500

5000

5500

6000

6500

7000

7500

8000

-80 -60 -40 -20 0 20 40 60 80 100 120 140


EN

GIN

E E

XH

AU

ST

GA

SF

LO

W /

DE

LTA

, SC

FM


SHP = 0

1. Nominal Governed Rotor Speed equals 41730 rpm.2. Unit Inlet Total Pressure equals Static Pressure at Turbine Exhaust.3. Delta equals Engine Inlet Total Pressure (in hg, abs) divided by 29.92. May

be used to estimate Perf up to 10000 ft Altitude.4. Gaseous Fuel LHV equals 20100 Btu / Lbm (46750 kj / kg) with HydroCarbon

Ratio = .3258.5. SCFM defined at 59 degf / 14.696 psia.6. SGgas = 1.0

Index I – 3

Figure A-2


Index I – 4


3

4

4

5

5

6

6

7

7

8

-80 -60 -40 -20 0 20 40 60 80 100 120 140


EX

HA

US

T G

AS

HE

AT

CO

NT

EN

T /

DE

LTA

, B

TU

/HR

x 1

0**6

OUTPUT SHAFT PWR / DELTA = 0 HP

100 HP

200 HP

300 HP

400 HP

500 HP

600 HP

700 HP

MAX TORQUE LIMIT @ 800 HP

900 HP

1000 HP

1100 HP

1. Nominal Governed Rotor Speed equals 41730 rpm.2. Unit Inlet Total Pressure equals Static Pressure at

Turbine Exhaust.3. Delta equals Engine Inlet Total Pressure (in hg, abs)

divided by 29.92. May be used to estimate Perf up to10000 ft Altitude.

4. Gaseous Fuel LHV equals 20100 Btu/ Lbm (46750 kj/kg)with Hydrocarbon Ratio = .3258.


Figure A-3


Index I – 5

Figure A-4Estimated Performance Model ASE8 VOC

Performance Correction Factor For Pressure Altitude

Del

ta, P

ress

ure

Alt

itud

e C

orr

ecti

on

Fact

or

Pressure Altitude, Feet

1.00

0.95

0.90

0.85

0.80

0.75

0.70

0.65

0 2000 4000 6000 8000 10000 12000

“Delta” equals engine inlet total pressure(IN-HG ABS) Divided by 29.92 and may be used

to estimate performance up to 10,000 FT


Index I – 6

Continuous Duty Rating

Max

imum

Cha

nge

in O

utp

ut S

haft

Ho

rsep

ow

er

Engine Pressure Differential, In H2O

5

0

-5

-10

-15

-20

-25

-30

-35

0 5 10 15 20 25 30 35

1. Nominal governed rotor speed equals 41,730 RPM

2. Change in SHP and engine pressure shown are corrected to sealevel by dividing by delta

3. Delta equals engine inlet total pressure (IN-HG ABS) divided by29.92 and may be used to estimate performance up to 10,000 FT

4. Engine pressure differential equals turbine static dischargepressure minus engine inlet total pressure

5. This curve represents the maximum horsepower loss that maybe expected at any ambient temp within the operating range

6. Add the resulting change in SHP from this curve to the deltacorrected SHP with no loss to obtain the SHP with losses.

Figure A-5Estimated Performance Model ASE8 VOC


Index I – 7

Figure A-6


400

500

600

700

800

900

1000

1100

1200

-80 -60 -40 -20 0 20 40 60 80 100 120 140


OU

TP

UT

SH

AF

T H

OR

SE

PO

WE

R /

DE

LTA

, HP


MAXIMUM TORQUE LIMIT @ 800 HP

1. Nominal Governed Rotor Speed equals 41730 rpm2. Unit Inlet Total Pressure equals Static Pressure at Turbine

Exhaust.3. Delta equals Engine Inlet Total Pressure (in hg, abs)

divided by 29.92. May be used to estimate Perf up to 10000 ft Altitude.

4. Gaseous Fuel LHV equals 20100 Btu/ ?bm (46750 kj / kg)with HydroCarbon Ratio = .3258.


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Engine Speciﬁcations ASE8 Gas Turbine by Vericor … ENGINE DESCRIPTION This specification defines the performance envelope, options, and design characteristics of the Vericor Power