Fuel supply system for a gas turbine.

专利摘要:
The invention relates to a fuel supply system (70) for a gas turbine, comprising: a fuel line (50) having a fuel compressor (39) and branches parallel to each other downstream of the fuel compressor (39); a cold branch (55) containing an aftercooler ( 51); and a hot branch (60) bypassing the aftercooler (51). The fuel delivery system (70) further includes means (78, 79) for controlling the amount of fuel passed through the cold branch (55) and the amount of fuel passed through the hot branch (60). The fuel delivery system further includes a fuel mixing point (64) to produce a mixed fuel that is deliverable to the combustion chamber (30) by mixing fuel from the cold and hot branches (55, 60). Furthermore, the fuel supply system has a fast-working calorific value measuring device (83) which measures the calorific value of fuel originating from the fuel source so quickly that changes to the fuel supply can still be made in time by the means for controlling the fuel quantity (78, 79) the combustor fed to the combustor (30) has a temperature at which, basing its measured calorific value, it is within an MWI (Modified Wobbe Index) target range for which the gas turbine is designed.
公开号:CH702739B1
申请号:CH00311/11
申请日:2011-02-22
公开日:2016-05-13
发明作者:Matthew Erickson Dean；Russel Bilton Timothy
申请人:Gen Electric；
IPC主号:

专利说明:

Background to the invention
[0001] The present invention relates generally to methods, systems and apparatus for improving the efficiency, performance and operation of gas turbines, including, as used herein, and unless specifically noted otherwise, all types of gas turbines or rotary engines, For example, aircraft engines, machines of power plants and the like. Specifically, but without limitation, the present invention relates to gas turbine fuel supply systems, systems, and systems.
Generally, gas turbines include a compressor, a combustion chamber and a turbine. The compressor and the turbine usually have rows of blades stacked axially in stages. Each stage includes a series of circumferentially spaced stator blades that are stationary and a series of rotor blades that rotate about a central axis or shaft. In operation, the compressor impeller blades generally rotate about the shaft and compress airflow in cooperation with the stator blades. The supply of compressed air is then used in the combustion chamber to burn supplied fuel. The resulting stream of hot combusted gases is expanded on the way through the turbine section. The flow of working fluid through the turbine causes the blades to rotate. The blades are connected to a central shaft so that the rotation of the rotor blades rotates the shaft. In this way, the energy contained in the fuel is converted into the mechanical energy of the rotating shaft, which can be used, for example, to rotatably drive the blades of the compressor, so that the required amount of compressed air for combustion is generated, and around the coils of a Rotate generator to generate electricity.
It is known from the prior art to pre-heat a supply of fuel to supply it to the combustion chamber at a higher temperature. Heated fuel increases the efficiency of an engine for several reasons. Occasionally, it is necessary to change the temperature of the fuel based on changing fuel properties. However, conventional fuel supply systems have certain disadvantages that complicate or retard accurate control of the temperature of a fuel as it is being supplied to the combustor. This can result in the fuel being supplied at temperatures that are inappropriate.
More specifically, gas turbines are generally adapted to work with fuels having certain characteristics in connection with the calorific value. The calorific value of a fuel, which may also be referred to as a specific calorific value, specific energy or Wobbe index value, essentially characterizes the amount of heat or energy released in the combustion of the fuel. However, in the case of gas turbine applications, the amount of energy released by a fuel burned through a fuel nozzle at a given pressure ratio may be more accurately determined if the temperature at which the fuel is supplied to the nozzle is considered. The fuel characteristic that accounts for or compensates for the temperature of the fuel is commonly referred to as the modified Wobbe index value or MWI value. Accordingly, this term is used in this application, although its use is not to be considered as limiting. (As used herein, the modified Wobbe index value or MWI value shall in a broad sense refer to a fuel reading indicative of the amount of energy released by a fuel burned by a fuel nozzle at a given pressure ratio the temperature at which the fuel is supplied to the nozzle is taken into account or compensated). Gas turbines are therefore generally designed to operate on fuels having a specific modified Wobbe index value or within a range of appropriate modified Wobbe index values. If this is the case, the ability to change or control the temperature of the fuel supplied to the combustion chamber (thereby modifying or controlling the modified Wobbe index value of the fuel with respect to a preferred range) is a useful way to ensure in that the engine uses fuel, which increases the efficiency and reduces the risk of damage to the combustion chamber.
However, due to the limitations of conventional systems, variable fuel conditions, as discussed in more detail below, often result in a fuel supplied to the combustion chamber being outside of the appropriate or targeted modified Wobbe index value. In other words, the fuel is often supplied to the combustion chamber in conventional systems outside a temperature range that provides the appropriate or desired modified Wobbe index value. This can lead to damage to the combustion chamber and reduce the efficiency of the turbine. Moreover, with a gas turbine, this can result in a "flyback" situation in which the operating system of the turbine typically automatically reduces or interrupts the turbine output to avoid engine damage that can occur if the fuel meets the engine's quality requirements not fulfilled. Of course, a sudden drop in the machine output at an unfavorable moment, e.g. during a peak requirement, and in turn raise serious problems.
In general, there are several reasons for these types of performance problems with conventional fuel supply systems. One of them is a thermal delay that occurs when the fuel temperature is affected. For example, in systems that include a fuel compressor that heats the fuel by compression, and then cools a portion of the heated flow by means of a fuel aftercooler, this delay depends, at least in part, on the location of the point at which the two streams are mixed. That is, in conventional systems, the two streams (i.e., the stream cooled by the aftercooler and the uncooled stream) are mixed in desired amounts so that a combustible fuel supply having a desired temperature is supplied to the combustor. As discussed in more detail below, the location of the mixing point has a major influence on the rate at which the temperature of the fuel stream entering the combustion chamber can be changed.
Another problem is based on the timely detection of variable fuel properties, e.g. the calorific value characteristic, in the supplied fuel. The delay in detecting changing conditions makes timely determination of the appropriate temperature (or temperature range) at which (or where) the fuel should be supplied to the combustion chamber difficult. There is therefore a need for improved methods, systems and devices related to gas turbine fueling and, more specifically, for effective and efficient regulation of the temperature of the fuel in systems at least temporarily utilizing a fuel compressor to consistently supply the fuel to the combustor at a temperature which is appropriate given its calorific value and the desired modified Wobbe index value for the machine.
Brief description of the invention
The present invention therefore relates to a fuel supply system for a gas turbine, comprising: a fuel line having a fuel compressor, which is arranged between a connectable to a fuel source and a first connection point connectable to a combustion chamber of the gas turbine second connection point, wherein the Fuel line downstream of the fuel compressor also has parallel branches: a cold branch having an aftercooler; and a hot branch that bypasses the aftercooler. The fuel delivery system further includes means for controlling the amount of fuel passed through the cold branch and the amount of fuel passing through the hot branch. The fuel delivery system further includes a fuel mixing station wherein the cold branch and the hot branch converge to produce a mixed fuel feedable to the combustor by mixing fuel from the cold and hot branches, the fuel mixing point being at most 20 meters upstream of a combustor gas Control valve is located. Furthermore, the fuel supply system has a high-speed calorimeter which is adapted to measure the calorific value of fuel originating from the fuel source and to communicate calorific value data characterizing the measured calorific value within such a short period of time, preferably less than 2 minutes by the means for controlling the amount of fuel to allow changes to the fuel supply so timely that the mixed fuel supplied to the combustion chamber has a temperature at which the mixed fuel is within a MWI (Modified Wobbe Index) target range, given its measured calorific value, for which the gas turbine is constructed.
The present invention further relates to a method for operating a previously described fuel supply system, the method comprising the steps of: measuring the calorific value of the fuel by means of the fast-working calorific value measuring device; Determining a desired temperature range for the fuel based on the measured calorific value and a desired range for the modified Wobbe index value of the combustor; and controlling the fuel flow through the cold branch and through the hot branch such that the temperature of the fuel supplied to the combustion chamber has a temperature in the target temperature range.
Brief description of the drawings
These and other features of this invention, after careful reading of the following more detailed description of embodiments of the invention, will be better understood and appreciated in connection with the attached figures.<Tb> FIG. 1 <SEP> shows in a schematic representation an exemplary gas turbine in which specific embodiments of the present application can be used;<Tb> FIG. Fig. 2 shows a section of the compressor section of the gas turbine of Fig. 1;<Tb> FIG. Fig. 3 <SEP> shows a section of the turbine section of the gas turbine of Fig. 1;<Tb> FIG. Fig. 4 <SEP> is a schematic illustration of a fuel supply system of a gas turbine system according to the prior art;<Tb> FIG. 5 <SEP> shows a schematic illustration of a fuel supply system of a gas turbine according to an exemplary embodiment of the present application;<Tb> FIG. 6 <SEP> shows a schematic illustration of a fuel supply system of a gas turbine according to a modified embodiment of the present application;<Tb> FIG. 7 shows a schematic representation of a fuel supply system of a gas turbine according to a modified exemplary embodiment of the present application;<Tb> FIG. 8 <SEP> shows a schematic illustration of a fuel supply system of a gas turbine according to a modified exemplary embodiment of the present application;<Tb> FIG. 9 <SEP> illustrates in a flowchart the operation of an embodiment of the present application; and<Tb> FIG. 10 <SEP> illustrates in a flowchart the operation of a modified embodiment of the present application.
Detailed description of the invention
With reference to the figures, Figure 1 shows a schematic representation of a gas turbine 10 which serves to describe an exemplary environment in which the present invention may be used. It will be apparent to those skilled in the art that the present invention is not limited to this type of use. As mentioned, the present invention can be used in other types of gas turbines.
Generally, gas turbines operate by extracting energy from a compressed hot gas stream generated by the combustion of a fuel in a stream of compressed air. As seen in FIG. 1, the construction of a gas turbine engine 10 may include an axial compressor 11 mechanically connected to a downstream turbine section 12 via a common shaft or rotor and a combustor 13 connected between the compressor 11 and the turbine 12 is arranged.
FIG. 2 illustrates a view of an exemplary multi-stage axial compressor 11 that may be used in the gas turbine engine of FIG. 1. As shown, the compressor 11 may have multiple stages. Each stage may include a series of compressor rotor blades 13 followed by a series of compressor stator blades 14. Thus, a first stage may include a series of compressor rotor blades 13 rotating about a central shaft, followed by a series of compressor stator blades 14 which remain stationary during operation. The compressor stator blades 14 are generally spaced apart circumferentially and secured about the axis of rotation. The compressor impeller blades 13 are circumferentially spaced and fixed to the shaft; when the shaft rotates during operation, the compressor impeller blades 13 rotate about it. As will be appreciated by those skilled in the art, the compressor impeller blades 13 are designed to impart kinetic energy as they rotate around the shaft of the air or fluid flowing through the compressor 11. The compressor 11 may have further steps beyond the steps illustrated in FIG. Additional stages may include a plurality of circumferentially spaced compressor impeller blades 13 followed by a plurality of circumferentially spaced compressor stator blades 14.
FIG. 3 illustrates a partial view of an exemplary turbine section or turbine 12 that may be used in the gas turbine of FIG. 1. The turbine 12 may also include multiple stages. Three exemplary stages are illustrated, however, there may be a greater or lesser number of stages in the turbine 12. A first stage includes a number of turbine blades or blades 15 that rotate about the shaft during operation and a plurality of nozzle or turbine stator blades 16 that remain stationary during operation. Turbine stator blades 16 are generally circumferentially spaced apart and secured about the axis of rotation. The turbine blades 15 may be attached to a turbine wheel (not shown) to rotate about the shaft (not shown). A second stage of the turbine 12 is also illustrated. The second stage similarly includes a plurality of circumferentially spaced turbine stator blades 16 followed by a plurality of circumferentially spaced turbine blades 15 which are also rotationally fixed to a turbine wheel. In addition, a third stage is illustrated which similarly includes a plurality of turbine stator blades 16 and blades 15. It is clear that the turbine stator blades 16 and the turbine blades 15 are in the hot gas path of the turbine 12. The direction of a flow of hot gases through the hot gas path is indicated by the arrow. As will be appreciated by those skilled in the art, the turbine 12 may have further stages beyond the stages illustrated in FIG. Each further stage may include a series of turbine stator blades 16 followed by a series of turbine blades 15.
In operation, the rotation of the compressor rotor blades 13 in the axial compressor 11 may compress an air flow. In the combustion chamber 13, energy can be released when the compressed air is mixed with a fuel and ignited. The resulting stream of hot gases from the combustor 13, which may be referred to as the working fluid, is then directed over the turbine blades 15, the working fluid stream causing rotation of the turbine blades 15 about the shaft. This converts the energy of the working fluid stream into the mechanical energy of the rotating blades and, due to the connection between the blades and the shaft, into the mechanical energy of the rotating shaft. The mechanical energy of the shaft may then be used to rotate the compressor rotor blades 13 to produce the required supply of compressed air and, for example, to rotationally drive a generator to generate electrical power.
With further reference to the drawings, FIG. 4 illustrates an example of a prior art gas turbine system: a gas turbine system 20.
The gas turbine system 20 may include a power generator 22 connected via an impeller shaft 24 to a compressor 26 and a turbine 28. The connections and construction of these components can be made using conventional technologies.
A combustion chamber 30 may be disposed between the compressor 26 and the turbine 28. As shown, an air intake passage 32 may be connected to the compressor 26. The air intake passage 32 provides the inlet for the compressor 26. A first channel may then connect the compressor 26 to the combustion chamber 30 and may direct the air compressed by the compressor 26 into the combustion chamber 30. As described above, combustor 30 typically burns the supplied compressed air in a known manner with a fuel to produce a hot compressed propellant gas.
The propellant gas is passed through a second channel from the combustion chamber 30 and directed to the turbine 28. The supply of combustion gases drives the turbine 28. The propellant gas driven turbine 28 rotates the impeller shaft 24, or rotates the shaft or impeller shaft 24, the energy of which may be utilized to drive the compressor 26 and the generator 22 to thereby generate electricity.
The turbine system 20 may also include a fuel compressor 39. It will be appreciated that gas turbines often require fuel compressors to meet combustor requirements for fuel flow pressure during operation. Depending on the system and the available fuel supply, the fuel compressor 39 may either be used intermittently (ie, when required to boost the pressure of the fuel supplied), or it may be operated continuously (ie, if a constant increase in pressure) the fuel is required to supply it to the combustion chamber at the desired pressure). It will be appreciated that the fuel compressor 39, while in operation, heats the fuel supply due to the heat generated by the compression.
A fuel line 50 may extend from a fuel source (not shown) from the fuel compressor 39 to the combustion chamber 30 to supply fuel to the combustion chamber 30. Fuel line 50, as is conventional in gas turbine systems, may carry a liquid fuel or a gaseous fuel, such as methane. As mentioned, as it flows through the fuel compressor 39, the fuel is heated by the compression process. A conventional system typically includes a aftercooler or aftercooler (hereinafter referred to as "aftercooler 51") which extracts heat, if necessary, from the supplied fuel. As used herein, an aftercooler 51 refers to a conventional system component that may be used to dissipate heat from a fuel stream. For example, the aftercooler 51 may be an air / gas heat exchanger, a liquid / gas heat exchanger or other component that may be used to perform the function of removing heat from the fuel stream.
With these components, the fuel line 50, as shown in Fig. 4, be described as having two parallel branches. The first branch is the branch that conducts the fuel through the aftercooler 51. This branch is referred to herein as a cold branch 55. The second branch, referred to herein as a hot branch 60, is the branch bypassing the aftercooler 51. It should be noted that, as used herein, the terms "cold" and "hot" merely serve to distinguish the relative temperature of the fuel flowing through each branch as compared to the other branch. That is, the "hot" branch 60 generally carries a fuel stream having a higher temperature than the fuel stream carried by the "cold" branch 55. As shown, the cold branch 55 and the hot branch 60 may branch at a location located upstream of the aftercooler 51 and downstream of the fuel compressor 39. This point is referred to herein as an upstream branch 62. Subsequently, the cold branch 55 and the hot branch 60 may be converged at a position located downstream of the aftercooler 51 and upstream of the combustion chamber 30. This point is referred to herein as a fuel mixing point 64. Thus, it is understood that the parallel fuel lines allow a portion of fuel to bypass the aftercooler 51. One or more valves may be utilized to regulate the amount of fuel passing through the hot branch 60 and the amount of fuel passing through the cold branch 55 such that each branch flows through a desired amount. As shown, this can be done by means of a single two-way valve 65 located in the hot branch 60. Other valve arrangements may also be used to control this flow in a desired manner. In addition, the system may include other components, e.g. not shown check valves that maintain the flow direction (as shown by the arrows on the lines) and prevent backflow. This also applies to FIGS. 5 to 8.
Given the location of the system 20, the valve 65 can be used to control the amount of fuel bypassing the aftercooler 51, and the valve 65 can be used in this process to control the temperature of the fuel supply to the combustion chamber 30 flows. That is, by affecting the amount of fuel flow bypassing the aftercooler 51 and then bringing the cooled and uncooled fuel streams downstream downstream, the conventional turbine system 20 may at least partially control the temperature of the fuel supplied to the combustor 30.
However, as discussed in more detail below, conventional systems have a thermal resistance in operation that substantially eliminates timely and accurate changes or adjustments in fuel temperature. This is in part due to the fact that in the case of conventional systems of the type shown in Fig. 4, the distance of the fuel line 50 between the fuel mixing point 64 and the combustion chamber 30 is relatively long. This fuel line typically terminates at a valve located just above the combustion chamber 30, referred to herein as a combustor gas control valve 66. As seen in FIG. 4, this route is labeled "L1" and indicates the conduit length between the fuel mixing point 64 and the combustor gas control valve 66 or the inlet of the combustor 30. In conventional systems, the distance L1 is at least more than 20 m and usually exceeds 50 m. The long conduction path between the mixing point 64 and the combustion chamber 30 makes relatively rapid regulation of the temperature of the fuel 30 fed to the combustion chamber impossible. It will be appreciated that this delay is caused by the heat removal characteristics of the length of the conduit, which precludes a change in fuel temperatures and / or the required purging of fuel already in the conduit, prior to a fuel having an adjusted temperature. the combustion chamber 30 can be supplied.
In some cases, conventional systems may also include a conventional gas chromatograph 67 or other comparable devices. As will be appreciated by those skilled in the art, a gas chromatograph 67 can be used to test the fuel supply to determine the composition of its constituent components and / or its calorific value. More specifically, the gas chromatograph 67 can be used to sense the fuel flow and determine the relative proportion of its various components. In this way, a conventional system may determine the break-up of the various hydrocarbons in the fuel supply and provide data indicative of the fuel value of the fuel supplied. However, considerable time delay is usually associated with gas chromatographs 67 and other similar test devices commonly used in conventional systems. That is, there is a substantial delay between when the chromatograph 67 receives a sample from the fuel stream and when it assesses the relevant or required test results or data indicative of the chemical makeup or calorific value of a fuel Output control system. The delay associated with a chromatograph (and / or other comparable devices commonly used in conventional systems for this purpose) is relatively considerable (often several minutes or more) and, as discussed in greater detail below, results will often issued after the time when changes to the machine's control default values are required (ie, the test results are not "timely"). In other words, the test results are spent too late. The chromatograph and / or other comparable devices do not provide readily available and timely data in view of the calorific value of the fuel supplied, which may result in fuel being supplied to the engine that is outside of the engine's intended modified Wobbe index range. This can result in engine damage, returns, or other performance-limiting issues. Often, this delay is exacerbated by the thermal resistance discussed above.
As will be appreciated by those skilled in the art, the gas turbine system 20 as well as the gas turbine systems of the embodiments described hereinbelow, i. Figures 5 to 10, contain other components in addition to the components shown, e.g. coalescing filters, fuel gas scrubbing towers, ramp-up heaters, etc. However, the inclusion and arrangement of these elements are not critical to the operation of the present invention and, therefore, these components are not shown or discussed in detail in the appended drawings.
Figs. 5-8 illustrate embodiments of fuel supply and gas turbine systems according to the present invention. Many of the components in the systems illustrated in Figs. 5-8 are substantially identical or similar to the components described above in connection with the system of Fig. 4. Therefore, for purposes of clarity and brevity, the numerical references used for common components in FIG. 4 are also used in FIGS. 5-9.
The gas turbine system 70 of FIGS. 5 and 6 may, according to conventional design, include a power generator 22 which is connected via an impeller shaft 24 to a compressor 26 and a turbine 28. A combustor 30 may be disposed between the compressor 26 and the turbine 28. An air intake passage 32 may be connected to the compressor 26 so as to provide an inlet for supply of air. A first tube may direct the air compressed by the compressor 26 to the combustor 30 where it may be utilized to combust a fuel stream. The resulting stream of hot gases may be expanded through the turbine 28, converting the energy into the mechanical energy of the rotating shaft 24, as described above. The energy of the rotating shaft may then be utilized to drive the compressor 26 and the generator 22 to thereby perform the supply of compressed air and the generation of electricity. However, this gas turbine application is merely an example; the present invention may also be used in other gas turbine applications.
According to the invention, the gas turbine system 70 is constructed so that the temperature of the fuel supplied to the combustion chamber 30 can be timely controlled by a system user or a control unit so that the fuel meets the MWI setpoint for the engine. As described above, gas turbines are generally designed to work with fuels that have certain properties in terms of their calorific value. The calorific value of a fuel, which may also be referred to as the specific calorific value, the specific energy or the Wobbe index value, essentially characterizes the amount of heat or energy released when the fuel is combusted. However, in the case of gas turbine applications, the amount of energy released by a fuel burned through a fuel nozzle at a given pressure ratio may be more accurately determined if the temperature at which the fuel is supplied to the nozzle is considered. The fuel characteristic that accounts for or compensates for the temperature of the fuel is commonly referred to as the modified Wobbe index value or MWI value. As used herein, the modified Wobbe index or MWI value is intended to refer, in a broad sense, to a fuel reading indicative of the amount of energy released by a fuel burned by a fuel nozzle at a predetermined pressure ratio that is the temperature , in which the fuel is supplied to the nozzle, taken into account or compensated. Gas turbines are therefore generally designed to operate on fuels having a specific modified Wobbe index value or within a range of appropriately modified Wobbe index values. As used herein, both the specific modified Wobbe index value and the range of appropriately modified Wobbe index values for which a gas turbine is constructed are referred to as a "modified Wobbe index target range" or "MWI target range". The ability to change or control the temperature of the fuel supplied to the combustor (thereby modifying or controlling the modified Wobbe index value of the fuel) is a useful way to ensure that the engine uses fuel that is in the MWI Target range of the engine.
As shown in Figs. 5 and 6, a fuel line 50 extends from a fuel source (not shown) to the combustor 30. Due to the compression process, the fuel is heated while being compressed in the fuel compressor 39, so that an aftercooler 51, downstream of the fuel compressor 39, is required to cool a portion of the fuel flow passing through the fuel compressor 39 when required to meet fuel temperature requirements. As before, the fuel line 50 is described as having two parallel branches. A cold branch 55 is the branch that conducts the fuel through the aftercooler 51, and a hot branch 60 is the branch that bypasses the aftercooler 51. Cold branch 55 and hot branch 60 of FIGS. 5 and 6 may be somewhat similar to cold branch 55 and hot branch 60 of FIG. As shown, the hot branch 60 branches at a location upstream of the aftercooler 51, i. at an upstream branch 62, from the cold branch 55, and runs at a point downstream of the aftercooler 51, i. at a fuel mixing point 64, with the cold branch 55 together. In this way, the hot branch 60 forms an alternative or bypass path through which the fuel stream can move from the fuel compressor 39 to the combustion chamber 30 without being cooled by the aftercooler 51. As a result, the fuel flowing through the hot branch 60 is usually at a higher temperature than the fuel flowing through the cold branch 55.
As explained in more detail below, in an advantageous embodiment of the invention, the amount of fuel flowing through the cold branch 55 and through the hot branch 60 may be controlled or influenced by the operation of one or more conventional valves, each of which may have multiple flow positions. allow the different levels of a flowing fuel stream. In some embodiments, the gas turbine system 70 may control the flow levels between the two parallel branches via a single conventional two-way valve that may be disposed in one of the branches. As shown in FIG. 5, the gas turbine system 70 can more precisely control the flow level through two conventional two-way valves: a hot fuel control valve 78 disposed on the hot branch 60 and a cold fuel control valve 79 disposed on the cold branch 55 is. Moreover, as illustrated in FIG. 6, the cold fuel control valve 79 and the hot fuel control valve 78 may be replaced with a conventional three-way valve 80. The three-way valve 80 may be disposed at the fuel mixing point 64 as shown in FIG. In other embodiments, the three-way valve 90 may be located at the upstream branch 62. Moreover, it should be understood that in an advantageous embodiment of the invention, the system 70 may include other components, e.g. return valves (not shown) that maintain the flow direction (as shown by the arrows on the lines) and prevent backflow.
The operation and settings of the governing valves to which the cold fuel control valve 79 and the hot fuel control valve 78 (in the case of the embodiment of FIG. 5), or the three-way valve 80 (in the case of the embodiment of FIG. 6) may be controlled or controlled by a control unit 82 in an advantageous embodiment of the invention using conventional means and methods. More specifically, the positions of the valves controlling the fuel flow through the hot branch 60 and through the cold branch 55 may be controlled based on signals received from a control unit 82 (as shown by dashed lines in the drawings). The control unit 82, as discussed in more detail below, may in an advantageous embodiment of the invention be based on an electronic or computerized device including control logic for effecting actuation of the one or more valves. Based on this control logic and / or one or more operating parameters monitored by the control unit 82 (discussed in greater detail below), the control unit 82 may transmit electronic signals to the one or more valves thereby controlling the positions of the valves. In this way, the one or more valves may be controlled, for example, to reduce a current flowing through the hot branch 60, and to increase a current flowing through the cold branch 55, or alternatively to increase the current through the hot branch 60, and to reduce the flow through the cold branch 55.
It will be appreciated that the temperature (and thereby the MWI value) of the fuel supplied to the combustion chamber 30 may be controlled by varying the percentage of fuel supplied passing through the aftercooler 51. For example, if it is desired to decrease the temperature of the fuel supplied to the combustion chamber (thereby increasing the MWI value), the one or more control valves (ie, the hot fuel control valve 78, the cold fuel control valve 79, the three way valve 80 or other types of valves and other valve assemblies) to regulate a higher percentage of the fuel flow through the aftercooler 51. This will promote cooling and result in a reduced fuel temperature downstream of the fuel mixing point 64. Alternatively, if it is desired to increase the temperature of the fuel flow supplied to the combustion chamber (thereby reducing the MWI value), the one or more control valves may be controlled so that a lesser percentage of the fuel supplied is directed through the aftercooler 51 becomes. This will result in less cooling, resulting in an increase in fuel temperature downstream of the fuel mixing point 64.
In accordance with the present invention, the gas turbine system 70 further includes a high-speed condensing meter 83. As used herein, a high-speed condensing meter 83, by definition, includes an instrument or device that is used to supply fuels, e.g. Natural gas, to test and quickly output test results or data that characterize the calorific value of the fuel being tested. Additionally, in the sense used herein, providing "timely" test results includes providing timely test results, or, in view of other embodiments of the present invention, providing test results within the time periods specified herein. In some embodiments, the fast working fuel burn gauge 83 may be based on a gas calorimeter. As known to those skilled in the art, a gas calorimeter is a meter that determines the calorific value of a fuel. As described above, the calorific value of a fuel, also known as a specific calorific value, specific energy or modified Wobbe index value, is defined herein to generally characterize the amount of heat or energy released upon combustion of the fuel. In some embodiments, the high-speed combustor gauge 83 of the present invention may be based on the following devices and / or other comparable devices capable of meeting the other operational requirements described herein: a wobble gauge, a gas calorimeter, or a condensing sensor. As shown, in some embodiments, the high-speed combustor gauge 83 may be located upstream of the upstream branch 62 and upstream of the fuel compressor 39.
In some embodiments, the high-speed condensing measuring device 83 may be configured in operation to periodically sample and check the calorific value of the fuel flow supplied to the combustor 30. The periodic testing of the supplied fuel by the high-speed condensing meter 83 may take place at least approximately every 60 seconds. In other, more preferred embodiments, the periodic testing of the fuel supplied by the high-speed condensing meter 83 may occur at least about every 30 seconds. In still other more preferred embodiments, the periodic testing of the fuel supplied by the high-speed condensing meter 83 may occur at least about every 15 seconds.
As mentioned, the fast-working calorific value measuring device 83 is set up to carry out the checking of the fuel and the output of data which characterize the calorific value of the fuel in a relatively short time. In some embodiments, the fast-working calorific value measuring device 83 is based on a device that is capable of performing the calorific value testing and the output of results within at most about 2 minutes after the taking of the test sample and the beginning of the test steps. In other, more preferred embodiments, the fast-working condensing boiler 83 may be capable of performing condensing testing and outputting results within at most about 1 minute after taking the test sample and starting the test steps. In still other more preferred embodiments, the fast working calorimeter 83 may be capable of performing calorific value testing and outputting results within about 30 seconds or less of the taking of the test sample and the beginning of the test steps. Ideally, in other embodiments, the high-speed condensing meter 83 may be capable of performing condensing testing and outputting results within at most about 10 seconds after taking the test sample and starting the test steps.
The fast-working calorific value measuring device 83 and the control unit 82 may generally be designed to electronically exchange data with each other, although this is not shown in the figures. More specifically, in an advantageous embodiment of the invention, the fast-working condensing gas meter 83 may transmit data related to testing the calorific value of the fuel supplied to the control unit 82 using conventional means and methods.
The gas turbine system 70 may further include conventional instruments for measuring the temperature of the fuel supplied at one or more locations in the fuel delivery system. For example, a first thermocouple or another temperature measuring device 85 can be arranged at the location of the fast-operating calorific value measuring device 83 or integrated into the fast-operating calorific value measuring device 83, so that the temperature of the supplied fuel can be measured at the same time as the calorific value is determined and sent to the control unit 82 is transmitted. At this location, the temperature measurement may produce a value referred to herein as a "temperature of untreated fuel", i. the temperature of the untreated fuel stream before it is heated or compressed. A second temperature measuring device 85 may be disposed between the outlet of the fuel compressor 39 and the upstream branch 62, or along the hot branch 60 between the upstream branch 62 and the fuel mixing point 64. This temperature measurement produces a value, referred to herein as a "temperature-compressed fuel", i. the temperature of the fuel after it has been compressed and heated by the fuel compressor 39. A third temperature measuring device may be arranged between the outlet of the aftercooler 51 and the fuel mixing point 64. This temperature measurement produces a value, referred to herein as a "temperature of cooled fuel", i. the temperature of the fuel after being cooled by the aftercooler 51. A fourth temperature measuring device 85 may be disposed downstream of the fuel mixing point 64. This temperature measuring device 85 may, for example, be arranged at the inlet of the combustion chamber 30 or at the inlet of the combustion gas control valve 66. A temperature measurement at this location provides a value, referred to herein as a "mixed temperature fuel", i. the temperature of the fuel, which is located substantially downstream of the fuel mixing point 64 and / or at the inlet of the combustion chamber 30. The temperature measuring devices 85 may output measured temperature data to the control unit 82 using conventional means and methods. Moreover, in connection with embodiments described below in connection with FIGS. 7 and 8, a fifth temperature measuring device 85 may be arranged downstream of a secondary heat source, for example a submersible heat exchanger. This temperature measuring device 85 may, for example, be arranged at the outlet of the heat source along a line, which may be referred to as a hot compressor bypass line. This temperature measurement produces a value, referred to herein as a "temperature of heated fuel", i. the temperature of the fuel, which is located substantially downstream of the secondary heat source and upstream of the fuel mixing point 64. The temperature measuring devices may output measured temperature data to the control unit 82 using conventional means and methods.
As mentioned, the distance of the pipe or fuel line 50 between the fuel mixing point 64 and the combustion gas control valve 66 or the inlet of the combustion chamber 30 in conventional systems is relatively long. (Note that the "combustor gas control valve 66" is intended to refer to the control valves that are just upstream and proximate to the combustor 30 and are therefore substantially interchangeable herein with the term "combustor inlet 30" to describe the approximate location at which the fuel stream is introduced into the combustor 30. Specifically, as used herein, reference to the "combustor gas control valve 66" is substantially equivalent to referring to the inlet of the combustor 30.) , It will be appreciated that it is more difficult to rapidly change the temperature of the fuel supplied to the combustor 30 when the distance between the fuel mixing point 64 and the combustor gas control valve 66 is relatively large, since a relatively long conduit generally forms a heat sink rapid temperature changes, and / or a relatively long line must be substantially emptied before a significant change in fuel temperature (and thus a substantial change in the MWI value of the fuel) can be detected at the combustion gas control valve 66 or the inlet of the combustion chamber 30 , As a result, in conventional systems, there is a significant delay between the actions taken to change the fuel temperature and the time at which the resulting change in the combustion gas control valve 66 or at the inlet of the combustor 30 can be detected.
In addition, this lag in the ability to change the temperature of the fuel supplied in conventional gas turbine systems is generally exacerbated by the typical delay associated with obtaining calorific value data for fuel delivery by means of a gas chromatograph or other comparable device used for this purpose. As a result, a conventional gas turbine system may experience a delay in detecting a change in the calorific value of the fuel supplied, which may then be followed by a second deceleration which generally occurs upon the occasion of a temperature change of the fuel supplied to the combustor 30. As discussed in more detail below, gas turbine systems configured to operate in accordance with the present invention mitigate or substantially alleviate these delay problems by means of a high-speed condensing meter 83 configured to promptly and more quickly send condensed fuel data to the control unit 82.
Moreover, the present invention provides a bypass fuel line which allows the hot branch 60, which allows fuel to bypass the aftercooler 51, to accept changes in fuel temperature (and the resulting changes in the MWI value of the fuel) let the inlet of the combustion chamber 30 detect faster. This result is achieved by positioning the fuel mixing point 64 (ie, the location where a supply of unheated fuel and heated fuel is mixed to have a desired temperature) such that the conduit length between the fuel mixing point 64 and the combustor gas control valve 66 is shortened. As mentioned, by reducing this line length, the mixing of the heated fuel and the unheated fuel occurs in close proximity to the combustor gas control valve 66, which generally allows temperature changes of the fuel arriving at the combustor 30 to be relatively rapid.
It has also been discovered that in some cases a minimum distance should remain between the location where the heated and unheated fuel are mixed and the combustion gas control valve 66. This minimum distance allows sufficient mixing of the heated and cooled fuel so that a relatively uniform fuel temperature is achieved by the fuel supply before the fuel is supplied to the combustion chamber 30 and is burned therein. It will be appreciated that the presence of a relatively uniform fuel temperature by the fuel supply improves turbine performance, particularly with regard to the operation of the combustor 30. Given these competing aspects, preferred ranges of line length have been calculated as part of the invention described herein. Accordingly, in some preferred embodiments, the fuel mixing point 64 may be arranged such that the conduit length between the fuel mixing point 64 and the combustor gas control valve 66 (or the inlet of the combustor 30) is in the range of about 2 to 20 meters. More preferably, the fuel mixing point 64 may be arranged such that the conduit length between the fuel mixing point 64 and the combustor gas control valve 66 (or the inlet of the combustor 30) is in the range of about 4 to 15 meters. Further, ideally, the fuel mixing point 64 may be arranged such that the conduit length between the fuel mixing point 64 and the combustor gas control valve 66 (or the inlet of the combustor 30) is in the range of about 6 to 10 meters. Each of these areas enables an increase in performance. As mentioned, by means of the shorter line length between the point at which the temperature of the fuel supply is controlled and the approximate location of the inlet of the combustion chamber, temperature changes (and thus changes in the MWI value of the fuel) can be made more rapidly (ie less purging) or cleaning, and the effect of conduction as a heat sink is reduced). Further, maintaining a minimum line length allows for adequate mixing of the two fuel streams.
It will be apparent to those skilled in the art that a system consistent with one or more aspects described above with reference to FIGS. 5 and 6 may be used to effectively and effectively control the temperature of the fuel supplied to the combustion chamber Timely control to promote efficient engine operation. Hereinafter, a flowchart illustrating an exemplary method of operation will be presented with reference to FIGS. 9 and 10. FIG.
In a typical application, the embodiment of Figs. 5 and 6 may be used when the supply of fuel requires continual use of a fuel compressor to meet the combustor requirements for fuel pressure. As will be appreciated by those skilled in the art, many gas turbine systems do not require constant fuel compression in some cases because the fuel supply is already adequately compressed at times. Systems of this type typically only require intermittent operation of a fuel compressor to boost fuel flow pressures for a short time, which of course means that the heat generated by the compression of the fuel is only available intermittently. FIGS. 7 and 8 illustrate aspects of a construction of a turbine system according to an embodiment of the present invention. It will be appreciated that systems of Figs. 7 and 8 can be efficiently utilized in turbine systems requiring only intermittent use of a fuel compressor.
Fig. 7 illustrates a gas turbine system 90 having an auxiliary heat source for supplying heat to the fuel stream. The auxiliary heat source, as described in more detail below, may be used to heat a fuel stream to a desired temperature level when the fuel compressor is not operating. As shown, the auxiliary heat source of the turbine system 90 may be a plunger heat exchanger 91. It will be understood that other heat sources may be used, and that the immersion heat exchanger 91 is proposed only as a preferred embodiment. In other embodiments, the auxiliary heat source may be, for example, an instant fired heater, an electric heater, a heating tube heat exchanger, a steam heater, a water heater, or a heat exchanger that uses heat from the exhaust outlet of the internal combustion engine as well as other types of conventional heat sources. As is clear to those skilled in the art, the immersion heat exchanger 91 generally includes a heat transfer fluid, which may be water or, in the case of higher temperatures, thermal oil that is heated and utilized in a heat exchanger 93 to heat the fuel passing through it. The immersion heat exchanger 91 has a pump 94 which circulates the heat transfer fluid between a heater and the heat exchanger 93. Although not shown, the supply of the fuel to the immersion heat exchanger 91 may be diverted from the fuel line 50. One of the advantages of using the immersion heat exchanger 91 is that it is able to heat fuel without relying on the extraction of heat from the gas turbine, which during engine start-up when virtually no heat is available from the gas turbine is, can be beneficial.
As shown in FIG. 7, the turbine system 90 includes a fuel line 50 extending to the combustion chamber 30 from a fuel source (not shown). As before, the fuel line 50 has parallel branches. In this embodiment, the fuel line 50 according to one embodiment is described as having a cold branch 55, a hot branch 60 and two branches bypassing the fuel compressor 39, namely a cold compressor bypass line 96 and a hot compressor bypass line 97. As before, the cold branch 55 is the branch that directs the fuel from the fuel compressor 39 through the aftercooler 51, and the hot branch 60 is the branch through which the fuel stream from the fuel compressor 39 bypasses the aftercooler 51. The cold compressor bypass line 96 is, as shown, a branch which receives a flow of fuel from a point located upstream of the fuel compressor 39 on the fuel line 50 and directs it to a point on the cold branch 55 which, as shown, is preferably downstream of the aftercooler 51 located. It will be appreciated that the cold compressor bypass line 96 bypasses the fuel compressor 39 and the auxiliary heat source, which in this case is the heat exchanger 93 of the immersed heat exchanger 91, so that the fuel is not heated. The hot compressor bypass line 97 is a branch which conveys a fuel stream taken from a point upstream of the fuel compressor 39 and directs the flow through the heat exchanger 93 of the auxiliary heat source, and then conducts the heated stream to a point on the hot branch 60. In discussing the four fuel feeds in FIGS. 7 and 8 (ie, the fuel flows through the cold leg 55, through the hot leg 60, through the cold compressor bypass 96, and through the hot compressor bypass 97), it will be understood that the flows converge or branch in arrays which differ from that shown, and that other valve arrangements may be used to control the mixing of the different streams at the fuel mixing point 64. For example, to control the mixing of the fuel streams, FIG. 7 shows a hot fuel control valve 78 and a cold fuel control valve 79 on the hot branch 60 and on the cold branch 55 respectively, while FIG. 8 shows a three way valve 80 disposed on the fuel mixing site 64 is. It is further understood that herein reference to the "fuel blending point" should take into account any arrangement in which a relatively "hot" fuel stream is mixed with a relatively "cold" fuel stream. It will be appreciated that in all of the embodiments, the fuel blending point 64 is located at a location proximate the combustor 30 and includes the confluence of at least two fuel streams having different temperatures.
The gas turbine system 90 has, as shown, a high-speed condensing measuring device 83, which operates as described above. The system 90 may further include temperature measuring devices 85 at the locations shown, and these devices may operate in a manner similar to the devices described above with reference to FIGS. 5 and 6. The system 90 may include an additional temperature measuring device 85 that measures the temperature of the fuel after the fuel has passed through the heat exchanger 93. This temperature measurement produces a value, referred to herein as a "temperature of heated fuel", i. the temperature of the fuel after it has been heated by the immersion heat exchanger 91 or by another auxiliary or secondary heat source.
The system 90 may operate when the fuel compressor 39 is needed to boost the pressure of the fuel; and under specification of the auxiliary heat source 91, the system 90 may operate even when the fuel compressor 39 is not in operation. It will be appreciated that when the fuel compressor 39 operates, the system 90 may operate substantially similarly as described above in connection with the embodiments of FIGS. 5 and 6, since those embodiments are applicable to a system in which the fuel compressor 39 confers heat to the fuel stream through the compression process. When the operation of the fuel compressor 39 is suspended, the system 90 may operate in a different manner utilizing the auxiliary heat source available to it (i.e., the immersion heat exchanger 91). The description of the operation will focus in the present on this other type of operation which, as will be clear to the skilled person, offers advantages of adaptability and performance for certain applications.
When the fuel compressor 39 is operating, the hot compressor bypass line 97 is blocked so that fuel does not flow therethrough. It will be appreciated that the hot compressor bypass line 97 is utilized to direct a stream of fuel bypassing the compressor 39 via the heat exchanger 93. If the fuel compressor 39 is in operation, the pressure of the fuel may not be sufficient to meet the requirements of the combustor feed, and the branch 97 must therefore be shut off so that all of the fuel is passed through the fuel compressor 39, where the pressure increase is carried out. The blocking of the hot compressor bypass line 97 may be accomplished by the use of a three-way valve 98 located as shown in FIGS. 7 and 8. Similarly, since it also allows fuel to bypass the fuel compressor 39, the cold compressor bypass line 96 is also typically disabled in this mode of operation. The cold compressor bypass line 96 may be blocked by a two-way valve 99 as shown. There are also other valve designs into consideration.
In this mode, the operation and arrangement of the components shown in FIGS. 7 and 8 are substantially similar or similar to the operation and arrangement described in connection with the components previously provided for FIGS. 5 and 6. These components include the fuel compressor 39, the aftercooler 51, the cold branch 55, the hot branch 60, the fuel mixing point 64 (and the location thereof), the control unit 82, the high-speed condensing meter 83 and the various valves for fuel flow control.
The system 90 provides the operational flexibility to supply heated fuel at a desired temperature when the fuel compressor 39 is operating and when the fuel compressor 39 is inactive because the system 90 has an auxiliary heat source 91 that can be used to fuel to heat when the fuel compressor 39 is not available for this operation (ie, when the fuel compressor 39 is not needed to increase the pressure of the fuel). Of course, when the fuel compressor 39 is inactive, the flows from the compressor 39 through the cold branch 55 and through the hot branch 60 are absent and the aftercooler 51 is inactive. The operation and arrangement of the other components that are active when the fuel compressor 39 is not operating substantially resembles or substantially resembles the operation and arrangement previously presented in the description in connection with these components, to which generally the fuel mixing point 64 (and its location), the control unit 82, the high-speed condensing meter 83, and the control of a variety of valves.
It will be appreciated that in the absence of the flow from the fuel compressor 39 through the cold branch 55 and the hot branch 60, the system 90 is essentially limited to two parallel streams: 1) a stream of uncompressed fuel through the hot compressor bypass line 97; which is heated via the auxiliary heat source (ie, the immersion heat exchanger 91); and 2) a stream of unheated and uncompressed fuel through that cold compressor bypass line 96. These two streams may be merged at the fuel mixing point 64 and in accordance with the systems and methods described herein in connection with the several embodiments of the present invention (e.g. the combustor 30 and fast-flow calorific value 83 location of the fuel blending point 64 may be mixed) so that the resulting temperature provides fuel to supply the combustor which is within a preferred MWI range.
As mentioned, the control unit 82 may include programmed logic that monitors one or more operating parameters and that is capable of controlling the function of the one or more valves to control the fuel supply in accordance with embodiments of the present invention at a preferred MWI or range of MWI values, referred to herein as an MWI target range. As will be appreciated by those skilled in the art, algorithms, control programs, flowcharts, and / or software programs, as described in more detail below, may be developed to monitor changes in gas turbine system operating parameters such that the MWI of the fuel supplied to the combustor is controlled by temperature control , with which the fuel is supplied to the combustion chamber, falls within the MWI target range. As will be appreciated by those skilled in the art, as discussed above, such a system may include a plurality of sensors and instruments that monitor the governing gas turbine operating parameters. These hardware devices and instruments may transmit data and information to and be controlled and influenced by a conventional computerized control system, such as the control unit 82. That is, a control system, such as control unit 82, may receive and / or acquire data from gas turbine system 70 by conventional means and methods that process data, communicate with the user of the gas turbine system, and / or the various mechanical devices of the system according to a set of commands or a flowchart which, as will be appreciated by those skilled in the art, may be generated as part of a software program operated by the control unit 82 and incorporating an embodiment of the present invention.
Figs. 9 and 10 illustrate flowcharts according to embodiments of the present invention. Figure 9 is a top-level diagram illustrating how the mode of operation may be determined, that is, whether the fuel compressor 39 is needed to boost fuel flow pressures and whether the secondary heat source is required to supply heat to the fuel system. In the case of the embodiments of FIGS. 5 and 6, it is clear that the top-level flowchart is not required because the fuel compressor 39 is constantly operating and no auxiliary heat source is present. Fig. 10 illustrates an example of possible operations of the various modes. It will be understood that embodiments according to the present invention as described in the appended claims may include one or more or all modes, any portion thereof, or any other combination.
9 shows a flowchart 100. As will be appreciated by those skilled in the art, the flowcharts of FIGS. 9 and 10 may be implemented and executed by the control unit 82. In some embodiments, the controller 82 may be based on any suitable high performance semiconductor switching device. The control unit 82 may be a computer; however, this is just one example of a suitable high performance control system that falls within the scope of the application. The control unit 82 may also be implemented as a single purpose integrated circuit, e.g. an ASIC having a main or central processor section for overall system level control and separate sections specified to perform a variety of different special combinations, functions and other operations under the control of the central processor section. It will be understood by those skilled in the art that the control unit may also be implemented by a variety of separate, specified or programmable integrated or other electronic circuits or devices, e.g. hardwired electronic or logic circuits, including discrete component circuit circuits or programmable logic devices, e.g. PLDs, PALs, PLAs or the like belong. The control unit 82 may also be implemented by means of a suitably programmed universal computer, such as a microprocessor or microcontroller, or other processor devices, such as a CPU or MPU, either in pure form or in conjunction with one or more peripheral data and signal processing units. In general, one or more arbitrary devices or similar devices in which a finite state machine capable of performing the flowcharts of FIGS. 10 and 11 may be used as the control unit 82.
The flowchart 100 may begin at a step or block 102 where it may be decided whether the fuel supply to the system requires pressure boosting by the fuel compressor 39. (As mentioned, the system embodiments of Figs. 5 and 6 are designed so that the fuel compressor 39 is always in operation, so this query would not be required). The decision as to whether the fuel compressor 39 is required is made essentially on the basis of a conventional pressure reading associated with the incoming fuel flow. If it is decided with "No" that can be dispensed with a pressure boost, the process may continue with step 104. If it is judged "Yes" that a pressure boost is required, the process may proceed to step 105.
In step 104, since pressure boosting of the fuel supply may be eliminated, the method generally disrupts the operation of the fuel compressor 39 and adjusts the system valves 98, 99 such that the fuel flow bypasses the fuel compressor 39. Specifically, the fuel stream is branched at a location on the fuel line 50 upstream of the fuel compressor 39 through the cold compressor bypass line 96 and the hot compressor bypass line 97, and the passageway to the fuel compressor 39 is blocked by conventional means or means (not shown). The flowchart of FIG. 10 describes a method in which the two streams passing through the cold compressor bypass line 96 and the hot compressor bypass line 97 may be mixed at the fuel mixing point 64 such that the resulting fuel temperature provides fuel to the combustor 30 that is in an MWI state. Target range is.
In step 105, since it has determined that pressure boosting of the fuel stream is required, the method may start or continue the operation of the fuel compressor 39 and place the system control valves to direct substantially all of the fuel flow through the fuel compressor 39 , Specifically, the control valves may be set to lock the cold compressor bypass line 96 and the hot compressor bypass line 97 and open the line to the fuel compressor 39. The method may further provide the control valves so that the fuel stream exiting the fuel compressor 39 is directed in a desired manner through the cold branch 55 and through the hot branch 60. The flowchart of FIG. 10 describes how these two streams (ie, the streams from the cold branch 55 and from the hot branch 60) may be mixed at the fuel mixing point 64 so that the resulting fuel temperature will burn the combustor 30 with fuel of an MWI. Target area supplied.
Referring now to FIG. 10, an exemplary mode of operation will be described in which two or more fuel streams of different temperature may be combined and mixed in a desired manner such that the MWI of the fuel entering the combustion chamber 30 is within a desired value Area is located. In step 202, the controller 82 may receive, monitor, and record data indicative of the operating parameters of the gas turbine system 70, 90, and more particularly the fuel supply system of the gas turbine system 70, 90, in accordance with any of the methods discussed above. As described, the operating parameters may include one or more of the following parameters: a calorific value of the fuel supplied (which may be measured, for example, via the high-speed calorimeter 83); the temperatures of the fuel supplied at various locations in the fuel delivery system (eg, a temperature reading of untreated fuel, a temperature reading of heated fuel, a temperature reading of compressed fuel, a temperature reading of cooled fuel, and a temperature reading of mixed fuel, as discussed above); and / or measured values representing the flow rates through the cold branch 55, through the hot branch 60; through the cold compressor bypass line 96; and by the hot compressor bypass line 97 (which may include, for example, the position of each of the valves that control the flow through these lines, and which may further include fuel pressure readings sensed in each of these lines, as achieved by a conventional pressure transducer disposed therein can). From step 202, the method may proceed to step 204. It will be appreciated that the measurement, monitoring and / or recording of operating parameters may be contemporaneous or at regular intervals and may be updated so that actual data about each of the multiple steps of the flowchart 200 may be utilized regardless of whether in FIG. 10, a direct line connecting step 202 with the other step is present or not.
At step 204, the method may determine an appropriate temperature or range of temperatures at which the fuel flow should be supplied to the combustion chamber 30 to meet a desired MWI range based on the current fuel value of the fuel supplied. As described, gas turbines are typically configured to operate on a fuel having a certain calorific value or calorific value range. More specifically, engines may be designed for a target MWI range. In practice, the calorific value of the fuel flow of a turbine usually changes. By changing the temperature of a fuel, the changing levels of the calorific value can be compensated so that the target MWI range is met. In particular, the MWI value of the fuel supplied may be adjusted by increasing or decreasing the temperature of the fuel supplied so that the fuel supplied to the combustion chamber of the engine substantially has the predetermined or preferred MWI value, or within the range of predetermined or preferred MWI. Values for which the turbine is designed. As noted, both the predetermined or preferred MWI value and the range of predetermined or preferred MWI values for the fuel for which a turbine is constructed are referred to herein as the MWI target range. As will be appreciated by those skilled in the art, gas turbines will have a better, for example, more efficient and reliable performance when fuel is supplied to the combustor at an MWI value that is within the desired MWI range. Supplying fuel to the combustion chamber outside the desired MWI range (which may occur, for example, if the temperature of the fuel supplied to the combustion chamber produces an MWI value that is not within the MWI desired range) may reduce turbine performance and efficiency and / or cause damage to turbine components. Further, supplying fuel to the combustor 30 outside the reasonable range, as noted above, may result in a "flyback" situation of the gas turbine, which may be highly undesirable, as this tends to cause the turbine automatically performs the preventative measure of a substantial reduction in engine output power. While this precautionary measure is taken to minimize the risk of damage that might occur if the MWI value of the fuel is not within the recommended range, the sudden reduction in output may pose other problems that are also entirely undesirable.
The relationship between the MWI value of a fuel and the temperature of the fuel is inverse. That is, as the temperature of the fuel is increased, the MWI value decreases. Conversely, the MWI value increases as the temperature of the fuel is reduced. If a fuel with a calorific value "X" is assumed and the MWI target range for which the gas turbine is constructed is given, for the range of reasonable temperatures at which that fuel can be supplied, there is an MWI value in the range MWI target range, therefore, for example, a temperature range between «Z» and «Y». If the calorific value of the supplied fuel increases to a value of (X + 10), the range of appropriate temperatures at which the fuel can be supplied to the combustor to maintain an MWI in the target MWI range generally decreases to a range generally of temperatures ranging, for example, between (Z-20) and (Y-20). Accordingly, a gas turbine typically has a reasonable or recommended temperature and / or a reasonable or recommended range of temperatures at which a fuel should be delivered to the combustor with the fuel calorific value (ie, a range of temperatures that may be an MWI). Value in the MWI target range is maintained). In step 204, this preferred temperature or the recommended temperature range is determined, which is referred to below as the "target temperature range". In summary, the target temperature range is the temperature value or range that maintains the MWI value of the fuel based on the calorific value measured by the high-speed fuel burn value measuring device 83 while supplying the fuel to the combustor in the target MWI range. Starting from step 204, the method may then proceed to step 206.
In step 206, the method may be set by specifying the temperature value of the mixed fuel temperature measured between the fuel mixing point 64 and the inlet of the combustor 30 (as measured and observed as part of continuing the process of step 202); Determine the following: Is the temperature of mixed fuel in the set temperature range calculated in step 204 If it is determined that the temperature of the fuel supplied at the inlet of the combustion chamber substantially falls within the target temperature range, the method may return to step 204 as shown. If it is determined that the temperature of the fuel supplied to the inlet of the combustion chamber is not within or deviating from the desired temperature range, the method may proceed to step 208.
In step 208, the controller may adjust the positions of the multiple system valves to appropriately modify the temperature of the mixed fuel to approach or drop into the desired temperature range. Accordingly, the positions of a plurality of control valves, if it is determined that the temperature of mixed fuel is to be reduced (ie, if the measured mixed fuel temperature is higher than the target temperature range), may be changed so that the newly divided flow passing through the active branches the temperature of mixed fuel decreases. This may, as discussed above, be achieved in different ways depending on the operation of the system. For example, in the system 70 of FIGS. 5 and 6, more fuel may be passed through the cold leg 55 and less fuel through the hot leg 60 so that a greater portion of the fuel mixed at the fuel blending point 64 is cooled by the aftercooler 51. It will be appreciated that the same method of temperature reduction can also be used in the system 90 of Figs. 7 and 8 when the fuel compressor 39 is operating and the secondary heat source is inactive. On the other hand, when the fuel compressor 39 is out of operation in the system, the fuel stream flowing through the system 90 can be redistributed to pass a greater amount through the cold compressor bypass line 96 and a smaller amount through the hot compressor bypass line 97, so that a lesser amount of the is heated at the fuel blending point 64 of mixed fuel.
On the other hand, if it is determined that the temperature of mixed fuel is to be increased (ie, if the measured mixed fuel temperature is less than the target temperature range), the positions of multiple system control valves may be modified such that the newly split fuel flowing through the active branches Electricity increases the temperature of mixed fuel. This may, as discussed above, be achieved in different ways depending on the operation of the system. For example, in the system 70 of FIGS. 5 and 6, less fuel may be passed through the cold leg 55 and more fuel through the hot leg 60 so that a smaller amount of the fuel mixed at the fuel blending point 64 is cooled by the aftercooler 51. It is clear that the same method of temperature increase can also be used in the system 90 of FIGS. 7 to 9 when the fuel compressor 39 is operating and the secondary heat source is inactive. On the other hand, if the fuel compressor 39 is out of service in the system 90, the flow may then be redistributed to pass a smaller amount through the cold compressor bypass line 96 and a greater amount through the hot compressor bypass line 97, such that a greater amount of fuel mixing point 64 mixed fuel is heated.
In step 210, the method under the specification of the modified temperature mixed fuel resulting from the operation performed in step 208 may determine: is the temperature value of the mixed fuel temperature in the target temperature range calculated in step 204 If it is determined that the temperature of mixed fuel (which, of course, may be measured at the inlet to combustor 30) is within the desired temperature range (thereby producing fuel that is within the MWI desired range), then the method may continue with step 212 Continue. On the other hand, if it is determined that the mixed fuel temperature still does not fall within the target temperature range (thereby failing to generate fuel in the target MWI range), the process may return to step 208 where the system control valves may be set again. It will be appreciated that the method may repeat the closed loop between steps 208 and 210 until the temperature of the fuel supplied to the combustion chamber substantially falls within the desired temperature range. In step 212, the method may end. In a modification (not shown), the method may return to step 202 to begin anew.
The exemplary process elements of Figs. 9 and 10 are shown as examples. It will be understood that other forms of methods and flowcharts may include a lesser or greater number of elements or steps, and that such elements or steps may be embodied in modified arrangements in accordance with other embodiments of the invention. As will be appreciated by those skilled in the art, the many different features and constructions described above in connection with the several embodiments may also be used selectively to form the other possible embodiments of the present invention.
A fuel supply system for a gas turbine, which includes: a fuel line 50 having a fuel compressor 39 and branches parallel to downstream of the fuel compressor 39: a cold branch 55 having an aftercooler 51; and a hot branch 60 bypassing the aftercooler 51; a fast-working calorific value measuring device 83, which is set up to measure the calorific value of the fuel source from the fuel source within such a short period of time, preferably less than 2 minutes, and to communicate calorific value data, which identify the measured values, to changes to the fuel feed to allow in time to avoid reducing the efficiency of the gas turbine and / or damage to the combustion chamber; Means for controlling the amount of fuel passing through the cold branch 55 and the amount of fuel passing through the hot branch 60; and a fuel mixing station 64 where the cold branch 55 and the hot branch 60 converge; wherein the fuel mixing point 64 is at least as close to a combustion gas control valve 66 that a change in fuel quantities is controlled by the means for controlling the amount of fuel passing through the cold branch 55 and the amount of fuel passing through the hot branch 60 such a timely change in fuel temperature at the combustor gas control valve 66 causes a reduction in the efficiency of the gas turbine and / or damage to the combustor to be avoided.

权利要求:
Claims (15)
[1]
A fuel supply system for a gas turbine (10), comprising:a fuel line (50) having a fuel compressor (39) interposed between a first port connectable to a fuel source and a second port connectable to a combustor (30) of the gas turbine (10), the fuel line (50) downstream of the fuel rail (50) Fuel compressor (39) further comprises parallel branches: a cold branch (55) having an aftercooler (51); and a hot branch (60) bypassing the aftercooler (51);Means for controlling the amount of fuel passed through the cold branch (55) and the amount of fuel passed through the hot branch (60);a fuel mixing station (64) in which the cold branch (55) and the hot branch (60) converge to admix a mixed fuel to the combustion chamber (30) by mixing fuel from the cold and hot branches (55, 60) produce;wherein the fuel mixing point (64) is located at most 20 meters upstream of a combustor gas control valve (66); anda high-speed calorimeter (83) adapted to measure, within such a short period of time, preferably less than 2 minutes, the calorific value of fuel originating from the fuel source and to communicate calorific value data indicative of the calorific value sensed by the fuel cell Means for controlling the amount of fuel to allow changes to the fuel supply in time so that the mixed combustible fuel supplied to the combustion chamber (30) has a temperature at which the mixed fuel is within a modified Wobbeindex-, MWI-, target range under specification of its measured calorific value for which the gas turbine is designed.
[2]
2. The fuel supply system of claim 1, wherein the combustor gas control valve (66) includes a fuel valve disposed upstream of the second port connectable to the inlet to the combustor (30); andwherein the fuel mixing point (64) is at a location at least as far removed from the combustor gas control valve (66) that the fuel from the hot branch (60) and the fuel from the cold branch (55) mix with each other are that the mixed fuel has a uniform temperature before reaching the combustion gas control valve (66).
[3]
The fuel supply system of claim 1, further comprising a plurality of temperature measuring means (85) adapted to measure a fuel temperature and communicate fuel temperature data indicative of the fuel temperature measurements, the plurality of temperature sensing means (85) being located along the fuel conduit (50) at respective locations arranged to measure: a temperature of compressed fuel after compression by the fuel compressor (39), a temperature of cooled fuel cooled by the aftercooler (51), and a temperature of mixed fuel downstream of the fuel mixing point (64);wherein the means for controlling the amount of fuel includes one or more valves disposed along the fuel conduit (50) and a control unit (82) configured to control operation of the one or more valves;wherein the control unit (82) is adapted to receive the fuel temperature data from the temperature measuring means (85) and the calorific value data from the high-speed calorific value measuring means (83); andwherein the control unit (82) is configured to calculate a target temperature range and to supply the one or more valves by providing the fuel temperature data obtained from the temperature measuring devices 85 and the calorific value data obtained from the high-speed combustor gauge (83) such that a portion of the fuel defined by the control unit (82) is directed through the cold branch (55) and a portion of the fuel defined by the control unit (82) is directed through the hot branch (60) such that the temperature mixed fuel downstream of the fuel mixing point (64) reaches the target temperature range.
[4]
4. Fuel supply system according to claim 3,wherein the control unit (82) is configured and determined to calculate the mixed fuel setpoint temperature range as the temperature range at which the fuel is within the target range of the modified Wobbe index for the gas turbine (10) upon specification of the measured fuel calorific value;wherein the aftercooler (51) includes an air / gas heat exchanger and / or a liquid / gas heat exchanger;wherein the fast-working calorific value measuring device (83) is adapted to measure the fuel value of the fuel within such a short period of time, preferably less than 2 minutes, and to communicate calorific value data indicative of the measurements, by the means for controlling the amount of fuel allowing fuel delivery so timely that the temperature of mixed fuel downstream of the fuel mixing point (64) reaches the target temperature range; andwherein the one or more valves include: a) a hot fuel two way control valve (78) disposed on the hot branch (60) and a cold fuel two way control valve (79) mounted on the cold branch (55 ) is arranged; and / or b) a three-way valve (80) located at the fuel mixing station (64).
[5]
The fuel supply system according to claim 3, wherein the control unit (82) is configured and arranged to control the one or more valves such thatthe portion of the fuel which is passed through the hot branch (60) of the fuel line (50) is increased, if an increase in the temperature of the mixed fuel is required after setting the target temperature range, andthe portion of the fuel which is passed through the cold branch (55) of the fuel line (50) is increased, if a reduction in the temperature of the mixed fuel is required after setting the target temperature range.
[6]
6. The fuel supply system of claim 2, wherein the high-speed condensing gas meter (83) includes means for providing calorific value test results in less than 30 seconds after the start of the testing operation, and wherein the fuel supply system is configured to test the fuel at regular intervals Intervals are shorter than 30 seconds, andwherein the fuel mixing point (64) is positioned such that the fuel line (50) between the fuel mixing point (64) and the combustion gas control valve (66) is 6 to 10 meters in length.
[7]
The fuel supply system of claim 1, wherein the fuel line (50) further includes:a hot compressor bypass line connected to the fuel line (50) at a location upstream of the fuel compressor (39), and configured to bypass a fuel stream passing through the fuel compressor (39) and to be conveyed to a heater and heated; and that the hot compressor bypass line from the heater is connected to the hot branch (60) at a location upstream of the fuel mixing point (64); anda cold compressor bypass line connected to the fuel line (50) at a location upstream of the fuel compressor (39) and configured to bypass a fuel stream passing through the fuel compressor (39) and the heater and at a location upstream of the fuel mixing point (64). and connected downstream of the aftercooler (51) to the cold branch (55);the fuel supply system further including a plurality of temperature sensing devices (85) adapted to measure a fuel temperature and communicate fuel temperature data indicative of the fuel temperature readings, the plurality of temperature sensing devices (85) being located at corresponding locations along the fuel line (50), to measure the following parameters: a temperature of compressed fuel after compression by the fuel compressor (39); a temperature of cooled fuel cooled by the aftercooler (51); a temperature of heated fuel heated by the heater; a temperature of untreated fuel corresponding to the temperature of the fuel in the cold compressor ambient line; and a temperature of mixed fuel downstream of the fuel mixing point (64).wherein the means for controlling the amount of fuel includes one or more valves disposed along the fuel conduit (50) and a control unit (82) configured to control operation of the one or more valves disposed along the fuel conduit (50) are arranged;wherein the control unit (82) is adapted to receive the fuel temperature data from the plurality of temperature measuring devices (85) and the calorific value data from the high-speed calorific value measuring device (83); andwherein the control unit (82) is configured to calculate a target temperature range, and the one or more of the target temperatures, by specifying the fuel temperature data received from the plurality of temperature measurement devices (85) and the calorific value data received from the high-speed condensing mass meter (83) controlling a plurality of valves so that a portion of the fuel defined by the control unit (82) is directed through the cold branch (55), a portion of the fuel defined by the control unit (82) is directed through the hot branch (60) a portion of the fuel defined by the control unit (82) is directed through the hot compressor bypass line and a portion of the fuel defined by the control unit (82) is directed through the cold compressor bypass line such that the temperature of mixed fuel downstream of the fuel mixing point (64) is within the desired temperature range.
[8]
The fuel delivery system of claim 7, wherein the fuel delivery system is configured and arranged to be selectively operated between at least two modes including: a) a first mode of operation in which the fuel compressor (39) operates to supply the fuel flow to the combustion chamber to condense; and b) a second mode of operation in which the fuel compressor (39) is inactive;wherein the control unit (82) is configured in the first mode of operation to control the one or more valves to direct substantially all of the fuel through the fuel compressor (39); andwherein the control unit (82) is configured, in the second mode of operation, to control the one or more valves such that all of the fuel is directed substantially through the hot compressor bypass line and through the cold compressor bypass line, and substantially no fuel is passed through the fuel compressor (39 ).
[9]
9. The fuel supply system according to claim 8, wherein the fuel supply system is designed and determined so that in the first operating mode:the portion of the fuel passed through the hot compressor bypass line defined by the control unit (82) is substantially equal to zero;the portion of fuel defined by the control unit (82) that is passed through the cold compressor bypass line is substantially equal to zero; andthe part of the fuel passed through the cold branch (55) defined by the control unit (82) and the part of the fuel defined by the control unit (82), which is passed through the hot branch (60), by the control unit (82) are controlled to maintain the temperature of mixed fuel downstream of the fuel mixing point (64) in the desired temperature range.
[10]
10. The fuel supply system according to claim 8, wherein the fuel supply system is designed and determined such that in the second operating mode:the portion of the fuel defined by the control unit (82) that is substantially equal to zero, starting from the fuel compressor (39) through the hot branch (60);the portion of the fuel defined by the control unit (82) that is substantially equal to zero, starting from the fuel compressor (39) through the cold branch (55); andthe portion of fuel defined by the control unit (82) passed through the cold compressor bypass line and the portion of fuel defined by the control unit (82) that is directed through the hot compressor bypass line are controlled by the control unit (82) the temperature of mixed fuel is maintained downstream of the fuel mixing point 64 in the set temperature range.
[11]
A fuel delivery system according to claim 8, further comprising means adapted and arranged to measure a pressure of the fuel to be supplied from the fuel source to the fuel supply system and to transmit the pressure data indicative of the pressure reading to the control unit (82);wherein the control unit is configured to automatically operate the fuel supply system in the first operating mode if the pressure of the fuel that can be supplied to the fuel supply system from the fuel source falls below a predefinable threshold pressure; andwherein the control unit (82) is adapted to automatically operate the fuel supply system in the second mode of operation if the pressure of the fuel supplied from the fuel source into the fuel supply system exceeds a predetermined threshold pressure, the presettable threshold pressure including a fuel pressure level preferred for the combustor ,
[12]
12. A method of operating a fuel delivery system according to claim 1, the method comprising the steps of:Measuring the calorific value of the fuel by means of the fast-working calorific value measuring device (83);Determining a desired temperature range for the fuel based on the measured calorific value and a modified Wobbe index target range of the combustor; andcontrolling the flow of fuel through the cold branch (55) and the hot branch (60) on the right so that the temperature of the fuel supplied to the combustion chamber is at a temperature in the target temperature range.
[13]
13. The method of claim 12, wherein the fuel line (50) further includes: a hot compressor bypass line connected to the fuel line (50) at a location upstream of the fuel compressor (39) and configured to allow a flow of fuel therethrough Bypassing the fuel compressor (39) and being conveyed to a heater and heated, and that the hot compressor bypass line is connected to the hot branch (60) from the heater at a location upstream of the fuel mixing point (64); and wherein the fuel line (50) further includes: a cold compressor bypass line connected to the fuel line (50) at a location upstream of the fuel compressor (39) and adapted to bypass a fuel flow passing through the fuel compressor (39) and the heater and connected to the cold branch (55) at a location upstream of the fuel mixing point (64) and downstream of the aftercooler (51); andwherein the fuel supply system further includes a plurality of temperature sensing means (85) adapted to measure a fuel temperature, the plurality of temperature sensing means (85) being disposed at respective locations along the fuel conduit (50) to at least measure a temperature Fuel after compression by the fuel compressor (39); a temperature of cooled fuel cooled by the aftercooler (51); a temperature of heated fuel heated by the heater, a temperature of untreated fuel corresponding to the temperature of the fuel in the cold compressor bypass line; and a temperature of mixed fuel downstream of the fuel mixing point (64);the method further comprising the steps of, in addition to measuring the calorific value of the fuel, periodically measuring the temperature of compressed fuel downstream of the fuel compressor (39), the temperature of cooled fuel downstream of the aftercooler (51), the temperature of the heated fuel downstream of the heater ( 51), the temperature of untreated fuel before or in the cold compressor bypass line and the mixed fuel temperature downstream of the fuel mixing station (64); andright-side controlling the fuel flow, based on the calorific value measurement and on the temperature readings so that a defined portion of the fuel is passed through the cold branch 55, a defined portion of the fuel is passed through the hot branch (60), through a defined portion of the fuel passing the hot compressor bypass line and directing a defined portion of the fuel through the cold compressor bypass line such that the temperature of the mixed fuel downstream of the fuel mixing point (64) is within the desired temperature range.
[14]
14. The method of claim 13, wherein the fuel supply system is configured to selectively operate between at least two modes of operation, including:a) a first mode of operation in which the fuel compressor (39) operates to compress the fuel flow to the combustion chamber; andb) a second mode of operation in which the fuel compressor (39) is inactive;the method further comprising the steps of:if operating in the first mode of operation, controlling the flow of fuel within the fuel supply system such that substantially all of the fuel is passed through the fuel compressor (39); andif operating in the second mode of operation, controlling the fuel flow within the fuel delivery system such that substantially all of the fuel is passed through the hot compressor bypass line and through the cold compressor bypass line and substantially no fuel is passed through the fuel compressor (39).
[15]
15. The method of claim 14, further comprising the steps of: measuring a pressure of the fuel supplied from the fuel source; wherein the fuel supply system is configured to measure a pressure of the fuel supplied from the fuel source;automatic operation of the fuel supply system in the first operating mode, if the pressure of the fuel supplied from the fuel source into the fuel supply system falls below a predefinable threshold pressure; andautomatically operating the fuel supply system in the second mode of operation if the pressure of fuel supplied from the fuel source into the fuel supply system exceeds the presettable threshold pressure;wherein the predetermined threshold pressure comprises a preferred fuel pressure level for the combustion chamber; andwherein the setpoint temperature range for the fuel corresponds to the temperature range at which the fuel is within a desired range of the modified Wobbe index for the gas turbine after setting the measured calorific value of the fuel.

类似技术:

---

公开号 | 公开日 | 专利标题

---

CH702739B1|2016-05-13|Fuel supply system for a gas turbine.

---

DE102011000347A1|2011-12-15|Hot and warm water sources containing fuel heating system

---

DE112011102629T5|2013-05-08|Emission-critical charge cooling using an organic Rankine cycle

---

DE102010036074B4|2016-11-17|Energy recovery system and method using Rankine Organic ORC process with condenser pressure control

---

CH700108B1|2010-06-30|A method for protecting a turbine compressor.

---

EP2479404A1|2012-07-25|Control of the gas composition in a gas turbine power plant with exhaust gas recirculation

---

CH700229B1|2010-07-30|A method for controlling a load of a gas turbine engine.

---

DE2721168A1|1977-11-24|COMBINED GAS TURBINE AND STEAM TURBINE POWER PLANT

---

DE2652729A1|1977-05-26|DETECTOR AND METHOD OF DETERMINING FLOW RATE IN A GAS TURBINE ENGINE

---

DE2853919A1|1979-06-21|POWER PLANT WITH AT LEAST ONE STEAM TURBINE, A GAS TURBINE AND A HEAT RECOVERY STEAM GENERATOR

---

DE102009049394A1|2011-04-21|Load control device and method of load control for a motor

---

EP2359058A2|2011-08-24|Method for operating a waste heat steam generator

---

AT516134B1|2018-12-15|Internal combustion engine with a control device

---

DE102007035976A1|2008-04-10|Steam temperature control using an integrated function block

---

EP2578839A1|2013-04-10|Method for the operation of a gas turbine with flue gas recirculation and corresponding apparatus

---

DE1451044A1|1969-06-12|Device for controlling environmental conditions

---

EP1368555A1|2003-12-10|Method for operating a steam power installation and corresponding steam power installation

---

WO2014191312A1|2014-12-04|Method for operating a compressor, and arrangement with a compressor

---

DE102015106676A1|2015-11-12|Simplified water injection system for a combined cycle power plant

---

EP2642099A1|2013-09-25|Method for determining at least one firing temperature for the control of a gas turbine and gas turbine for carrying out the method

---

DE102012103992A1|2012-11-15|Method for determining steam path efficiency of a steam turbine section with internal leakage

---

DE112015001579T5|2017-04-13|Combined cycle power plant, control method thereof, and control device thereof

---

DE112014003023T5|2016-03-17|Compressor corrected RPM calculation method, compressor control method and apparatus for implementing these methods

---

EP2937630B1|2016-11-23|Method for operating a system for a thermodynamic cycle process with a multiple evaporator, control device for a system, system for a thermodynamic cycle process with a multiple evaporator, and assembly of a combustion engine and a system

---

CH698282A2|2009-06-30|Combined cycle power plant system.

同族专利:

---

公开号 | 公开日

---

CH702739A2|2011-08-31|

---

US8783040B2|2014-07-22|

---

US20110203291A1|2011-08-25|

---

JP5837753B2|2015-12-24|

---

CN102168614B|2016-01-20|

---

CN102168614A|2011-08-31|

---

DE102011000586A1|2011-08-25|

---

JP2011174464A|2011-09-08|

引用文献:

---

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

---

---

JPS6213739A|1985-07-11|1987-01-22|Toshiba Corp|Fuel feed device of gas turbine in combined cycle power generating equipment|

---

JP2710757B2|1994-10-21|1998-02-10|川崎重工業株式会社|Gas turbine control device|

---

US5845481A|1997-01-24|1998-12-08|Westinghouse Electric Corporation|Combustion turbine with fuel heating system|

---

JPH11236824A|1998-02-20|1999-08-31|Mitsubishi Heavy Ind Ltd|Fuel gas heating control system for gas turbine|

---

DE60033738T2|1999-07-01|2007-11-08|General Electric Co.|Device for humidifying and heating fuel gas|

---

US6269626B1|2000-03-31|2001-08-07|Duk M. Kim|Regenerative fuel heating system|

---

DE10033052A1|2000-07-07|2002-01-24|Alstom Power Nv|Procedure for operating a gas turbine system and gas turbine system for carrying out the method|

---

US6901735B2|2001-08-01|2005-06-07|Pipeline Controls, Inc.|Modular fuel conditioning system|

---

JP4568592B2|2004-12-07|2010-10-27|三菱重工業株式会社|Fuel gas heating control device and gas turbine power generation facility provided with the fuel gas heating control device|

---

JP4564376B2|2005-02-23|2010-10-20|株式会社東芝|LNG power generation plant and its operation method|

---

US8486710B2|2005-09-30|2013-07-16|General Electric Company|Method, sensor and system for measuring a lower heating value and a Wobbe Index of a gaseous fuel|

---

US7565805B2|2005-11-22|2009-07-28|General Electric Company|Method for operating gas turbine engine systems|

---

ITMI20071047A1|2007-05-23|2008-11-24|Nuovo Pignone Spa|METHOD AND APPARATUS FOR COMBUSTION CONTROL IN A GAS TURBINE|CN102518518A|2011-12-28|2012-06-27|山西太钢不锈钢股份有限公司|Fuel conveying system and method for substituting main fuel for pilot fuel in combustion engine|

---

JP5984435B2|2012-03-06|2016-09-06|三菱日立パワーシステムズ株式会社|Gas turbine control device and control method|

---

CN103377972B|2012-04-30|2016-12-28|细美事有限公司|The method that substrate board treatment and supply process solution|

---

US20130305738A1|2012-05-17|2013-11-21|General Electric Company|System and method for producing hydrogen rich fuel|

---

DE102012015454A1|2012-08-03|2014-05-28|Rolls-Royce Deutschland Ltd & Co Kg|Method for controlling the fuel temperature of a gas turbine|

---

CN104884766B|2012-12-28|2017-12-15|通用电气公司|Turbine engine components and double fuel aerocraft system|

---

EP2770182B1|2013-02-25|2015-10-14|Alstom Technology Ltd|Method for adjusting a natural gas temperature for a fuel supply line of a gas turbine engine and gas turbine|

---

US9371917B2|2013-04-30|2016-06-21|General Electric Company|Fuel conditioning system|

---

US10830156B2|2014-02-19|2020-11-10|Siemens Aktiengesellschaft|Fuel supply pipeline system for gas turbine|

---

EP3105440A1|2014-03-31|2016-12-21|Siemens Aktiengesellschaft|Pressure regulating device for a gas supply system of a gas turbine plant|

---

JP2016070218A|2014-09-30|2016-05-09|Ｊｆｅスチール株式会社|Gas turbine power generation device and method of controlling gas turbine power generation device|

---

CN104791107B|2015-03-16|2018-09-14|北京华清燃气轮机与煤气化联合循环工程技术有限公司|A kind of gas turbine combustion control device and method|

---

EP3277940B1|2015-04-02|2019-10-23|General Electric Company|Heat pipe temperature management system for wheels and buckets in a turbomachine|

---

CN105242528B|2015-10-28|2017-11-14|广东电网有限责任公司电力科学研究院|Equipment output mutational equilibrium control method and system|

---

JP6634658B2|2016-12-20|2020-01-22|三菱重工業株式会社|Main nozzle, combustor and method of manufacturing main nozzle|

---

US20180180586A1|2016-12-22|2018-06-28|COSA Xentaur Corporation|Zero emission wobbe analyzer|

---

US10941706B2|2018-02-13|2021-03-09|General Electric Company|Closed cycle heat engine for a gas turbine engine|

---

US11143104B2|2018-02-20|2021-10-12|General Electric Company|Thermal management system|

---

US11015534B2|2018-11-28|2021-05-25|General Electric Company|Thermal management system|

---

CN110080886B|2019-04-16|2020-09-04|新奥能源动力科技（上海）有限公司|Method and device for controlling fuel pressurization system|

法律状态:
2017-03-15| NV| New agent|Representative=s name: GENERAL ELECTRIC TECHNOLOGY GMBH GLOBAL PATENT, CH |

---

2019-09-30| PL| Patent ceased|

优先权:

---

申请号 | 申请日 | 专利标题

---

US12/712,728|US8783040B2|2010-02-25|2010-02-25|Methods and systems relating to fuel delivery in combustion turbine engines|

---