CN101059101B - 燃气轮机进口调节系统和方法 - Google Patents
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Abstract
一种系统，能够增加温暖天气里的输出量，并在燃气轮机联合循环安装的温度和负荷范围内保持压缩机运转裕度。所提出的解决方案利用了这个事实，即这两个目标可通过压缩机进口空气温度的处理来达成。具体地说，本系统设计用于加热进口空气，而其是在较低的环境空气温度或当燃烧稀释的燃料时保持安全的压缩机运转裕度所需要的。在可选实施例中，本系统设计用于在温暖天气里冷却进口空气。
Description
技术领域
本发明涉及一种为了在某一负荷和温度范围内使能量输出和效率达到最大化的加热和冷却供给燃气轮机的压缩机进口空气的系统和方法。
背景技术
联合循环发电站的最简单形式包括燃气轮机，蒸汽轮机，发电机，以及热回收蒸汽发生器(HRSG)，燃气轮机和蒸汽轮机在单个轴上一前一后连接到单个发电机上。具有一个或多个燃气轮机发电机和一个共用蒸汽轮机发电机的多轴布置已经得到应用。联合循环发电站的热效率由与其余热回收底循环相结合的燃气轮机的性能决定。
燃气轮机具有两个特征，其可成为在运行范围内实现最大输出和效率的阻碍。
首先，燃气轮机是等容流动机器。这给它们带来的这样的固有特性，即在温暖的天气(此时，空气密度更低)具有比更冷天气(此时，空气密度更高)更低的空气质量流量和能量输出。在这点上，空气密度随着温度的降低而增加，从而导致更高的质量流量通过燃气轮机。燃气轮机的输出随着空气质量流量的增加而增加。因而发现在温暖天气里通常通过减小进口空气的温度来增加空气质量流量，从而增加输出是非常理想的。
第二，工作流体通过空气压缩机供给循环，该压缩机具有空气动力学运转极限，其限定了运转压缩比为修正速度，修正空气流量以及可变导向叶片设定的函数。在更冷的天气由于供给的空气质量流量随着压缩机进口温度的降低而增加，而点火温度保持不变(对于最大效率)，所以涡轮机进口体积流量和压缩机压力比增加。因此，压缩机运转极限在更冷的天气可能成为问题。在燃烧稀释燃料的应用中，其增加了涡轮机体积流量和压缩机压力比，压缩机运转极限也更容易受到影响。这种情况的发生很可能是燃料合成或低级燃料气化的结果，这种燃料产生的燃料气体仅仅为天然气的五分之一。
还应当注意地是燃气轮机压缩机包括一排或多排可变导向叶片，可对该导向叶片进行调节以减少压缩机进口空气流量。尽管这似乎可以提供一种限定压缩机压力比的方法，从而避免压缩机运转极限，但是运转极限本身是导向叶片设定的函数，使得该限定随着空气流量以这种方式减少而变得更严格。
发明内容
本发明提供了这样一种系统和方法，为了使联合循环发电站的能量输出和效率最大化，其选择性地加热或选择性地加热或冷却供给燃气轮机的压缩机进口空气。
本发明可体现为这样一种方法，其在联合循环发电系统中选择性地加热进入燃气轮机的环境空气，该联合循环发电系统具有多个涡轮机，包括蒸汽轮机和具有压缩机的燃气轮机，所述涡轮机传动连接到一个或多个产生电的发电机，以及用于冷凝在蒸汽轮机中膨胀的蒸汽的冷凝器，该方法包括：从所述蒸汽轮机和所述冷凝器的至少一个中抽取具有比所述环境空气温度更高的选定流体，然后引导所述环境空气通过热交换器以从所述选定流体中直接或间接地接收热量，从而所述环境空气的温度在所述热交换器中升高。
本发明还体现为这样一种联合循环发电系统，包括：具有压缩机的燃气轮机；蒸汽轮机；用于冷凝在所述蒸汽轮机内膨胀的废汽的冷凝器；用于控制到所述压缩机的进口空气温度的热交换器；以及确定用于工作流体通过所述热交换器的流动路径的结构，其可操作地连接到所述蒸汽轮机和所述冷凝器之一，从而用于选择性地加热所述工作流体，通过所述热交换器提升所述进口空气的温度。
附图说明
通过仔细研究下文参照附图所做的展示了本发明优选实施例的详细说明，可以更好的理解本发明的这些和其它目的及优点，其中：
图1是联合循环燃气轮机的示意图；
图2是传统的使用联合进口排气加热和喷雾系统的示意图；
图3是传统的使用联合进口排气加热和机械冷却系统的示意图；
图4是压缩机特性图和运转限定线，示意性示出了工业燃气轮机压缩机的性能特征；
图5是根据本发明实施例的具有加热和冷却压缩机进口空气的联合循环燃气轮机的示意图；
图6是根据本发明另一实施例的具有加热和冷却压缩机进口空气的联合循环燃气轮机的示意图；
图7是根据本发明另一实施例的具有加热压缩机进口空气的联合循环燃气轮机的示意图；以及
图8是根据本发明的又一实施例的具有加热和冷却压缩机进口空气的联合循环燃气轮机的示意图；
具体实施方式
通过参考背景技术以及图1所示的示意图，典型的联合循环燃气轮机包括以顺次关系排列的空气10的进口或进口、压缩机18、燃烧室20、涡轮机22、热回收蒸汽发生器(HRSG)26以及与它联合的蒸汽轮机28。因此，进口空气10在环境条件下进入到轴流式压缩机18内。环境条件随着地点以及时间的不同而不同。因此，为了比较，蒸汽轮机工业采用标准条件。这些标准条件是：59°F(15℃)、14.696帕(1.013巴)和60％的相对湿度。该标准条件由国际标准组织(ISO)制定，并且通常称为ISO条件。
压缩空气12进入到喷射燃料和产生燃烧的燃烧系统20中。燃烧混合物14离开燃烧系统进入到涡轮机22内。在涡轮机部分，热气体的能量转化为功。这种转化分两步进行。热气体膨胀，一部分热能在涡轮机喷嘴部分转化为动能。接着，在涡轮机的叶片部分，一部分动能被传递到旋转叶片并转化为功。通过涡轮机22产生的功的一部分用于驱动压缩机18，而剩余部分可用于发电机24发电。排出的气体16离开涡轮机流入HSRG 26。
很多因素影响燃气轮机的性能。如上所述，空气温度是燃气轮机性能的重要因素。由于燃气轮机接收环境空气作为进口空气，它的性能将随着影响进入压缩机的空气质量流量的任何情况而发生变化，也就是基于参考条件59°F和14.696帕的变化。每一个涡轮机模型具有它自己的温度效应曲线，它取决于循环参数、部件效率以及空气质量流量。
通常采用几种方法来提高温暖天气里燃气轮机的输出量。大部分方法包括降低燃气轮机进口空气的温度来增大空气质量流量和输出量。这可以通过直接接触(空气流过湿润介质)或者直接将水喷射到进口空气上、接着其随着水滴蒸发而冷却空气(进口喷雾)(图2)从而蒸发冷却进口空气来实现。当空气饱和时(例如对于100°F-40％相对湿度天气的79°F)，这些方法不能冷却低于湿球温度的进口空气。超过这一点的过渡喷雾将导致水滴进入到压缩机。虽然由于中间冷却效果，在压缩过程中这些水滴的蒸发是有利的，但是它们碰撞压缩机叶片的有害影响将为性能持久和机器完整性带来问题。
另一种方法是通常通过设置在燃气轮机进口管道处并供有来自机械制冷系统(图3)的冷冻水的管道间接的冷却进口空气。可以购得的两种主要的机械制冷系统是带有机械驱动(例如电动机)冷却压缩机的吸收式冷却器和冷却器组。这些系统可将空气冷却到露点(例如对于100°F-40％相对湿度天气的81°F)。如果提供足够大的冷却器容量，通过浓缩环境湿气来进一步冷却到露点之下也是可能的。
利用增压器(其向进口空气施压以增大其密度)或者采用在燃烧室中压缩附加的第二股流体的扩充压缩机(此处没有示出)，温暖天气里的能量也可以增大。
提高燃气轮机中的点火温度是提供更高的输出量/单位空气质量流量的关键因素，提高联合循环效率。而且，对于给定的点火温度，具有使联合循环效率最大化的最佳循环压力比值。理论显示最佳循环压力比值随着点火温度的上升而不断增大。由此要求用于这些涡轮机的压缩机具有更高水平的压力比值，同时要求实现最小部件数量、操作简单、低的整体成本的目标。而且，压缩机必须在提高整体循环效率的压缩效率上提高循环压力比的等级。最后，压缩机必须在与联合循环运转的不同能量输出特征相关联的很宽范围的空气质量流速下以空气动力学和航空力学上的稳定状态运行。
工业燃气轮机吸入的空气常常包含未知量的空气中的固体和液体颗粒。这些包括泥土、灰尘、花粉、昆虫、油、海水盐分、烟灰、未燃烧的一氧化碳等。当这些空气中的原料粘附到叶片并且相互粘结时，在压缩涡轮机叶片上形成堆积物，导致叶片空气动力学外型、叶片表面条件和流体迎角的变化。这种污垢导致质量流量、热动力学效率、压力比和喘振压力比的性能参数相应恶化。后者的影响将导致运转压力比和喘振线之间的裕度(通常称为喘振裕度)退化。
在连续的工作状态下压缩机能够产生的最大压力比通常根据距喘振压力比线的裕度确定。压缩机喘振是低频的流量振荡，其中气流与叶片分离并倒转流动方向通过机器，即，作为以给定速度工作的压缩机运转的物理极限。
传统的保护压缩机的方法是将所谓的运转限定线植入燃气轮机控制，该限定线提供距新的，清洁的压缩机喘振边界的裕度。建立这个裕度的其中一个考虑是这个裕度是对预期级别的压缩机污垢及其相应的对喘振裕度影响的固定余量。一旦设定，这个余量将不随时间和/或运行条件而改变。
参照图4，示出了典型的燃气轮机的压缩机特性线图，其是压力比对流量的曲线图。压缩机特性线图由修正到14.696帕和518.67°R的ISO条件的恒定转动速度的几条线定义。
图4的特性线图还通过喘振压力比线确定。如上所述，喘振线是在此压力比下，气流与叶片分离并且倒转方向，即，给定速度压缩机的极限。
综合考虑到喘振压力比和回流，定义运转限定线是要提供距与运转限定相关的压力比的理想裕度。这些运转限定包括在接近喘振线的较高压力比处停止转动和起动超叶片应变。在运转限定线之上的运转是燃气轮机控制系统所不允许的。因而，运转限定线是燃气轮机的制造商设定的压缩机最大运转极限。
标准(基本负荷)运转线是这样的运转条件，在此条件下涡轮机和压缩机将以变动的修正速度运转。所允许的压力比和流量组合的标准运转线通过第一阶段的涡轮机喷嘴区域确定，选定该区域以在寒冷的天气状况下提供理想的喘振裕度。定义一个设计点作为100％修正速度线和标准运转线的交叉点。
防止压缩机运转极限产生的措施采取三种形式。它们是点火温度(其可被减小以降低涡轮机进口体积流量，从而减小压缩机的压力比)，压缩机排气(其减小处于固定导流叶片设定的压力比)，以及压缩机进口空气加热(其减少空气流量和压力比)。进口排气加热结合这两种方法，其将热压缩机排出的空气排出到进口以提高进口空气温度。图2和3示出了现有技术的两个系统，它们将用于压缩机运转极限裕度保护的进口排气加热与用于温暖天气的进口喷雾，蒸发冷却，或机械制冷相结合。
在发电站的设计中这一点通常是正确的，所选定的提高温暖天气输出量或保持压缩机运转裕度的特定解决方案是场地特定环境和运行条件的函数，得自每个竞争系统的性能的函数以及实施和运转所需成本的函数。
本发明提供了一种改进的系统，其能够提高温暖天气的输出量并在燃气轮机联合循环安装的环境和负荷范围内保持压缩机运转裕度。所提出的解决方案利用了这个事实，即这两个目标可通过压缩机进口空气温度的处理来达成。具体地说，本发明包含在一个设计用于冷却温暖天气里的进口空气的系统中，通过仅使用较小的附加成本，该系统也能够加热进口空气，而这是在较低的环境空气温度或当燃烧稀释的燃料时保持安全的压缩机运转裕度所需要的。
图5示出了用于联合循环应用的包含本发明的实例系统配置。该系统采用例如，可购买的用于增大温暖天气能量的吸收液体冷却器(ALC)30，并与使用从蒸汽轮机28中在34处抽取的蒸汽的抽汽加热器32相结合，以当需要更多的压缩机运转极限裕度时，通过进口冷却/加热管36加热燃气轮机的进口空气10。
吸收液体冷却器(ALC)30使用蒸汽涡轮机抽汽34作为它的发电机的热源以将制冷剂蒸气从液体溶液中分离。(合适的ALC实例是Trane生产的水平单步蒸汽点火吸收装置)。
ALC相对于其它机械制冷系统例如空气或水冷却的冷却器组的优势在于：它无需蒸汽压缩因此无需大量的自身能量消耗。实例计算表明由于抽汽的减少和ALC的很小的泵功耗需求，蒸汽轮机输出的影响是可以忽略的。因此，对于相同的进口冷却状态和能量增加，具有ALC的系统会产生更好的联合循环网效率。
如上所述，图解示出的系统将抽汽加热器32放入燃气轮机进口冷却管36的冷却剂环路38中。当需要增加压缩机运转极限裕度时，抽汽加热器可被用于选择性地加热冷却剂环路38中的流体(以及进口空气10)。因此，在冷却模式中，抽汽34仅仅流入冷却器30，而在加热模式中，抽汽34仅仅供给加热器32。由于抽汽34在其残余热量(主要是潜在的热量)被用于加热进口空气10或将热量提供给ALC30之前已经完成了它的大部分工作，所以这种配置在加热和制冷模式中都能提供很有效的运转。
为这些目的使用抽汽34的第二个优势在于减小了冷凝器40中的热损耗以及冷凝器压力和蒸汽轮机的排气损失，通过不使蒸汽34膨胀而产生能量，它们对于补偿能量损失都是很有作用的。在应用中采用空气作为冷却媒质，通过减小所需气体冷却剂的体积，使用用于ALC30的抽汽34从而减少高温环境下冷却剂的热损耗还具有潜在的资金成本优势。
在一些应用中，由于与具有例如电动马达驱动的蒸汽压缩的冷却器组系统相比的更高的冷却器成本，通过蒸汽轮机抽汽34的ALC30的额外性能优势被证明是不合适的。这引出了图6中所示的可选实施例，其保留了用于压缩机运转极限控制的抽汽加热器32，但用机械冷却器42代替了ALC30。该实施例另外还对应于图5的实施例。
图7示出的另一实施例提出这样的情况，消费者的场地条件和车间设计根本不适合温暖天气的能量增加，在这种情况下，系统将仅仅变成包括抽汽加热器32和热流体流动环路138的加热系统。该系统与现有技术的进口排气加热系统相比提高了寒冷天气里的效率。
图8中示出的最后一个实例提出这样的情况，压缩机运转极限在寒冷的天气里出现，使得用过的冷凝器冷却水44是温的，足够加热燃气轮机进口空气(代替蒸汽轮机抽汽34)。这种配置取代了蒸汽轮机抽汽管46，抽汽加热器32以及排水管48(如果使用用于温暖天气增量的冷却器组42)，代之以冷凝器排水供给装置50、供应到流动环路238、到达燃气轮机进口管36。这应当是低成本的解决方案，其中燃气轮机进口管36已经足够大(相对于温暖天气的冷却器的尺寸)而且运转极限裕度所需的燃气轮机进口温度通常比冷凝器冷却水排放44的温度更低。相对于现有技术的进口排气加热系统，图8的系统还提高了寒冷天气的效率，并在某些情况下可超过图5所示的实施例。
温暖环境的性能是场地环境湿度和资本投资经济学相对于产品附加值的重要功能。本发明并不是追求要相对于现有技术提高温暖天气里的性能，而是提供一种有效的解决方案，其通过将有效的加热能力增加到温暖环境能量增量的(进口冷却)传统系统，从而确定压缩机运转极限。
所述发明的低温输出基本与进口排气加热系统可达到的相同。然而，本发明的低温热速性能明显优于传统的进口排气加热系统。由于目标燃气轮机进口温度可设置为使效率最大化(其可增加压缩机在所需最小值之上的运转裕度)，而进口排气加热系统可达到的最佳效率从不比机器以其最小运转裕度运行时更好(最小进口吸热)，因此这个热速优势增加了局部负荷。而且，通常进口排气加热系统具有标准压缩机进口温度曲线图所需的最小停机温度，其要求当装置仅需要一个很小的提高(例如20°F之下)时，系统必须以超过该最小进口排气的流量运行。
尽管已经结合最实用和优选的实施例对本发明进行了说明，但是应当理解地是本发明并不局限于所公开的实施例，而是恰恰相反，本发明意欲涉及包含在附属权利要求的精神和范围内的各种变形和等价配置。
部件列表
空气进口 10
压缩空气 12
燃烧混合物 14
排出气体 16
压缩机 18
燃烧室 20
燃气轮机 22
热回收蒸汽发生器(HRSG) 26
蒸汽轮机 28
吸收液体冷却器(ALC) 30
抽汽加热器 32
抽取蒸汽 34
进口冷却/加热管 36
冷却剂环路 38
冷凝器 40
冷却器组 42
用过的冷凝器冷却水 44
蒸汽轮机抽汽管 46
排水管 48
冷凝器排水供给装置 50
热流体流动环路 138
流体流动环路 238
Claims (9)
1. 一种选择性地加热进入联合循环发电系统的燃气轮机压缩机的环境空气（10）的方法，所述联合循环发电系统具有多个涡轮机，包括蒸汽轮机（28）和具有压缩机（18）的燃气轮机，所述涡轮机传动连接到一个或多个产生电的发电机以及用于冷凝在蒸汽轮机中膨胀的蒸汽的冷凝器（40），所述方法包括：
从所述蒸汽轮机（28）和所述冷凝器（40）的至少一个中抽取选定流体（34、44），该选定流体（34、44）具有比所述环境空气温度更高的温度，
引导所述环境空气（10）通过热交换器（36）以选择性地从所述选定流体中直接或间接地接收热量，所述选定流体具有比进入所述热交换器的所述环境空气温度更高的温度，从而所述环境空气的温度在所述热交换器中选择性地升高，以及
从所述热交换器将所述环境空气供给到所述燃气轮机压缩机，
其中：来自所述选定流体的热量被传递到（32）工作流体，所述工作流体通过所述热交换器循环（38、138）。
2. 根据权利要求1所述的方法，其特征在于：所述抽取的流体被直接添加（50）到所述工作流体（238）。
3. 根据权利要求1所述的方法，还包括选择性地冷却（30、42）工作流体以便选择性地冷却所述环境空气。
4. 一种联合循环发电系统，包括：
具有压缩机（18）的燃气轮机(22）；
蒸汽轮机（28）；
用于冷凝在所述蒸汽轮机中膨胀的废汽的冷凝器（40）；
用于控制到所述压缩机的进口空气温度的热交换器（36）；
确定用于工作流体通过所述热交换器（36）的流动路径（38、138、238）的结构，其可操作地连接到所述蒸汽轮机（28）和所述冷凝器（40）之一，从而用于选择性地加热所述工作流体到比进入所述热交换器的环境空气温度更高的温度，以通过所述热交换器提升所述进口空气的温度；以及
确定用于环境空气从所述热交换器直接到达所述压缩机的流动路径的结构。
5. 根据权利要求4所述的联合循环发电系统，其特征在于：吸收液体冷却器（30）沿所述流体流动路径（38）布置，用于选择性地冷却所述工作流体。
6. 根据权利要求5所述的联合循环发电系统，其特征在于：吸收液体冷却器（30）可操作选择性地连接到从所述蒸汽轮机抽取的蒸汽（34）的流动路径，用于选择性地用作所述吸收液体冷却器中的热源。
7. 根据权利要求4所述的联合循环发电系统，其特征在于：具有电动马达驱动的冷却剂压缩机的冷却器（42）沿所述工作流动路径（38、238）布置，用于选择性地冷却所述工作流体。
8. 根据权利要求4所述的联合循环发电系统，其特征在于：确定用于工作流体的所述流动路径（238）的所述结构可被操作地连接（50）到所述冷凝器（40）的用过的冷却水蒸汽（44），从而使部分的所述用过的冷却水流动到所述热交换器。
9. 根据权利要求4所述的联合循环发电系统，其特征在于：确定用于所述工作流动路径（38、138）的所述结构布置在与从所述蒸汽轮机中抽取的蒸汽（34）的流动路径相关联的热交换中，从而选择性地用所述抽取的蒸汽加热所述工作流体。
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Also Published As
| Publication number | Publication date |
|---|---|
| JP5154822B2 (ja) | 2013-02-27 |
| DE102007018420A1 (de) | 2007-10-31 |
| CN101059101A (zh) | 2007-10-24 |
| FR2899936A1 (fr) | 2007-10-19 |
| JP2007285298A (ja) | 2007-11-01 |
| US7644573B2 (en) | 2010-01-12 |
| FR2899936B1 (fr) | 2016-11-11 |
| DE102007018420B4 (de) | 2022-07-14 |
| US20070240400A1 (en) | 2007-10-18 |
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