JP2001193487A - Control device for gas turbine engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control fuel supply of a gas turbine engine employing a multi- venturi mixer, without having to detect pressure at each throat part. SOLUTION: Under a construction shown in figure, a fuel mass flow rate mf and an air mass flow rate ma are expressed in equations shown in the figure. Air mass flow rate ma can be calculated by an inlet temperature Tf0, a pressure Pf0 and the fuel mass flow rate mf of the fuel. A throat part pressure Pa1 can be calculated backward the values. Thus, fuel supply can be controlled without detecting the throat part pressure Pa1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for a gas turbine engine.

[0002]

2. Description of the Related Art In a gas turbine engine, a plurality of venturi mixers are used to mix intake air and gaseous fuel and supply the mixed gas to the gas turbine engine, as proposed in Japanese Patent Application Laid-Open No. 1-163426. Things are known.

Conventionally, when a flow rate is detected using such a venturi, generally, a venturi inlet pressure, a venturi throat (minimum cross-sectional area) pressure, and a venturi throat cross-sectional area are required.

[0004]

[Problems to be solved by the invention]

In the above-mentioned prior art, a multi-venturi mixer multiplied by using a plurality of venturi mixers is used. In the case of using such a multi-venturi mixer, the throat of each venturi mixer is required in the conventional method. It is necessary to detect the partial pressure, and there has been an inconvenience that the configuration becomes complicated, such as an increase in the number of sensors.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems, and in a gas turbine engine using a multi-venturi mixer, controlling fuel supply without detecting the throat pressure of each venturi mixer. It is an object of the present invention to provide a control device for a gas turbine engine.

[0007]

In order to achieve the above object, according to the first aspect, air and gas which are sucked from an air intake port and flow in through a suction path while being compressed by a compressor. The gaseous fuel flowing in from the fuel source through the fuel supply path is mixed and burned in the combustor, and the resulting combustion gas rotates the turbine to drive the compressor, and the rotation of the turbine to the output shaft. An air-fuel ratio detection device for a gas turbine engine that outputs the fuel gas through the fuel supply passage, wherein a metering means for metering the gaseous fuel passing therethrough; an input end connected to the intake passage;
The other end is open to the combustor, and a Venturi tube having a throat portion with a predetermined cross-sectional area therebetween, an input end connected to the fuel supply path downstream of the metering means, and an output end connected to the Venturi tube. A fuel injection means, which is formed in a throat portion and comprises a throttle having a predetermined opening area, for forming a gas mixture by injecting gaseous fuel into air passing through the throat portion, and a gaseous fuel passing through the throttle. Gas fuel mass flow rate calculating means for calculating the mass flow rate, gas fuel temperature detecting means for detecting the temperature of the gaseous fuel, gaseous fuel pressure detecting means for detecting the pressure of the gaseous fuel, inlet temperature of the air flowing into the Venturi pipe Inlet air temperature detecting means for detecting the inlet air pressure detecting means for detecting the inlet pressure of the air flowing into the venturi tube, and the calculated mass flow rate of the gaseous fuel, The temperature and pressure of the discharged gaseous fuel, the detected inlet air temperature and pressure, the predetermined cross-sectional area of the throat portion, and the predetermined opening area of the throttle, the mass of the air passing through the throat portion The air mass flow rate calculating means for calculating the flow rate is provided.

The calculated mass flow rate of the gaseous fuel, the detected temperature and pressure of the gaseous fuel, the detected temperature and pressure of the inlet air, the predetermined cross-sectional area of the throat, the predetermined opening area of the throttle, and the like. Since it is configured to calculate the mass flow rate of the air passing through the throat portion from, even when using a multi-venturi mixer in which a venturi tube and a throttle are multiplied, there is no need to detect the pressure of the throat portion of each mixer, The fuel supply can be controlled.

According to a second aspect of the present invention, the fuel supply path includes at least one metering means, a plurality of fuel ejection means downstream of the metering means, and a corresponding number of Venturi tubes. It was configured to have:

Thus, even when using a multi-venturi mixer in which a venturi tube and a throttle are multiplied, the fuel supply can be controlled without detecting the throat pressure of each mixer.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for a gas turbine engine according to one embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram schematically showing the apparatus.

In FIG. 1, reference numeral 10 denotes a gas turbine
Shows the engine as a whole. Gas turbine engine 10
Is a compressor 12, a turbine 14, and a combustor 16
Is provided. The compressor 12 is connected to the turbine 14 via an output shaft (turbine shaft) 18 of the turbine 14 and is driven by the rotation of the turbine 14.

A generator 2 is connected to the output shaft of the turbine 14.
0 is connected. The generator 20 is driven by the rotation of the turbine 14 and generates electric power of about 100 kW. Generator 20
, An electric device (not shown) is connected as a load.

The combustor 16 is connected to an intake passage 24 connected to an air intake (not shown) and a fuel supply passage 26 connected to a gas fuel source (not shown). As the gaseous fuel, a gaseous fuel such as natural gas is used.

More specifically, the fuel supply passage 26 branches midway, and a first fuel control valve (metering means) 28 is provided in the middle of the branch passage 26a, and in the middle of the other branch passage 26b. A second fuel control valve (metering means) 30 is provided.

As shown schematically in FIG. 2, the first fuel control valve 28 (or the second fuel control valve 30) has a housing 28a (30a) connected to the fuel supply passage 26 and a reciprocating member therein. Needle valve body 28b housed freely
(30b), and an actuator 28c (30c) such as a linear solenoid or a pulse motor for moving the needle valve body 28b (30b) forward and backward in the axial direction. The configuration shown in FIG. 2 is the same for the second fuel control valve 30.

Downstream of the first fuel control valve 28, the branch 26 a of the fuel supply passage 26 is connected to a common chamber 34 of the multi-venturi mixer 32. That is, the venturi mixer 32 is configured as a multi-venturi mixer composed of a plurality of, for example, 24 (only two are shown for convenience of illustration) venturi mixers.

More specifically, each of the Venturi mixers 32 is, as schematically shown in FIG.
a and the aperture 32b. The venturi tube 32a has a predetermined end formed with a narrow end formed by connecting the input end 320 to the intake passage 24 (not shown in FIG. 2) and opening the other end 321 to the combustor 16. A throat portion 322 having an area is provided.

The throttle 32b has an input end connected to the common chamber 34 and an output end formed of an opening having a predetermined opening area and formed in the throat portion 322 of the venturi tube. Gaseous fuel in the throat 322
To form an air-fuel mixture.

Returning to the description of FIG. 1, the second fuel control valve 3
Downstream of 0, the branch passage 26b of the fuel supply passage 26 penetrates the partition wall of the combustor 16 and extends into the combustor 16, and ejects gaseous fuel into the combustor 16. Reference numeral 36 indicates a spark plug.

As described above, in the gas turbine engine 10 according to this embodiment, the gaseous fuel sent through the branch passage 26a is premixed with the air through the venturi mixer 32 and The gaseous fuel supplied through the branch passage 26b is supplied into the combustor 16 separately from the air to generate diffusion combustion.

In the gas turbine engine 10,
As described above, the air sucked from the air intake port and pressurized by the compressor 12 and flows through the intake path 24 and the gas fuel flowing from the gas fuel source through the branch path 26a of the fuel supply path are mixed. (Or separately through the fuel supply branch 26b) and supplied to the combustor 16 for combustion. Thus, the generated combustion gas is used for the turbine 14.
Is rotated, and the compressor 12 and the generator 20 are driven via the output shaft 18.

Further, as shown in the lower part of FIG.
Since the combustion gas used for the rotation of No. 4 still maintains a high temperature of about 900 ° C., the fresh air (atmosphere, for example, 15 ° C.) sucked by the compressor 12 and sucked by the compressor 12 there is, for example, about 600 ° C. After the temperature is raised to, the mixture is supplied to the venturi mixer 32.

As described above, the illustrated gas turbine engine 10 is a regenerative gas turbine engine.
A part of the heated air is mixed with the combustion gas as dilution air to dilute the combustion gas.

A first temperature sensor 40 and a first pressure sensor 42 are provided downstream of the branch point of the fuel supply passage 26,
And upstream positions (inlets) of the second fuel control valves 28 and 30
(Temperature of fuel control valve inlet) Tf0
And an output proportional to the pressure (fuel control valve inlet pressure) Pf0.

Further, a second temperature sensor 46 and a second pressure sensor 48 are provided in the one branch path 26a on the upstream side of the venturi mixer 32, more precisely, on the throttle 32b. ) And the pressure (throttle inlet pressure) Pf
This produces an output proportional to f2.

In the intake passage 24, a third temperature sensor 50 and a third pressure sensor 52 are provided on the upstream side of the venturi mixer 32, more precisely, on the upstream side of the venturi tube 32a. An output proportional to the temperature of the air at the inlet (Venturi inlet air temperature) Ta0 and the pressure (Venturi inlet pressure) Pa0 is generated.

Further, an oxygen concentration sensor 56 is provided in the combustor 16 upstream of the dilution air introduction position.
An output proportional to the residual oxygen concentration remaining in the gas after combustion (before dilution) is generated. Oxygen concentration sensor 56
Is a sensor having a structure generally called a wide-range oxygen concentration sensor instead of an O ₂ sensor, and outputs a detection signal proportional to the residual oxygen concentration.

The outputs of the above sensors are sent to an ECU (Electronic Control Unit) 60. The ECU 60 includes a microcomputer, and includes a CPU, a ROM,
AM etc. are provided.

Next, the operation of the control device for a gas turbine engine according to this embodiment, that is, the detection (calculation) of the fuel mass flow rate and the air mass flow rate will be described. This operation is specifically performed by the ECU 60.

As described above, conventionally, when a flow rate is detected using a Venturi, generally, a Venturi inlet pressure, a Venturi throat (minimum cross-sectional area) pressure, and a Venturi throat cross-sectional area are required.

As a result, when a multi-venturi mixer multiplied by using a plurality of venturi mixers is used,
In the case of using the conventional method, it is necessary to detect the throat pressure of each venturi mixer, and there is an inconvenience that the configuration becomes complicated such as an increase in the number of sensors. Therefore, in this embodiment, the fuel supply can be controlled without having to detect the throat pressure of each venturi mixer.

For that purpose, the throat portion pressure Pa1 is calculated based on the fuel pressure and the temperature (or density), and the combustion air flow rate (air mass flow rate) is obtained therefrom. That is, even in the multi-venturi mixer, the air mass flow rate can be calculated without having to detect the throat pressure of each venturi mixer.

Hereinafter, this will be described.

FIG. 3 is a schematic diagram of the venturi mixer 32 showing the principle of the calculation.

The fuel control valve 28 and the venturi mixer 3
When FIG. 2 is shown as in FIG. 3, the fuel mass flow rate mf and the air mass flow rate ma can be represented as shown in FIG.

When the temperature Tf2, the pressure Pf2, and the fuel mass flow rate on the upstream side of the throttle 32b are given from the equations in the figure, the throat pressure Pa1 is uniquely determined.

When the fuel mass flow rate mf is 0, the throttle 32b
Pressure Pf2 = throat pressure Pa1.

FIG. 4 shows the pressure Pf2 on the upstream side of the throttle 32b.
And data showing a correlation between the air mass flow rate ma and the fuel mass flow rate mf. That is, in this embodiment, the flow rate is detected by replacing the fuel entering the throat 322 with the pressure.

FIG. 5 is a schematic diagram showing the configuration shown in FIG. 3 replaced with a fuel control valve 28 and a venturi mixer 32 according to this embodiment.

In this embodiment, a choked flow needle valve is used as the fuel control valve 28. This choked flow needle valve is a valve that can measure the flow rate from the inlet pressure by applying the property that detection of a differential pressure is not required when using a sonic flow at a certain critical pressure.

In such a choked flow needle valve (fuel control valve 28), the fuel mass flow rate mfv passing through the valve (fuel control valve 28) is equal to the fuel mass flow rate mfo passing through the throttle 32b. Each can be represented as shown in FIG.

In this valve, M (Mach number) = 1
Becomes Therefore, Pa1 / Pf2 as in the equation shown in FIG.
The value of the function represented by is obtained. The throat pressure Pa1 can be obtained from the value of this function.

Therefore, by using the effective opening area AVLV of the first fuel control valve 28, the throat pressure Pa1
Can be calculated, and the air mass flow rate ma can be easily calculated from the equation shown in FIG. The effective opening area AVLV of the first fuel control valve 28 is calculated by converting the position of the actuator 28c with appropriate characteristics.

FIG. 6 shows a measurement error of the venturi throat pressure Pa1 when the choked flow needle valve (fuel control valve 28) is used. As shown, the error is about ± 1%. Therefore, when the fuel composition (physical properties) is different, even if the specific heat ratio is treated as constant, the measurement error of Pa1 is sufficiently small and can be regarded as an allowable range.

In addition to the above, what is characteristic of this embodiment is that the effective opening area (cross-sectional area) Aa of the throat portion 322 of the venturi tube 32a and the effective opening area Af of the throttle 32b.
Is set to a predetermined value, more specifically, the same value as a target air-fuel ratio (A / F = 45: 1 in this embodiment).

That is, as shown in the figure, when the multi-venturi mixer 32 is used, it is inevitable that the flow rate varies due to manufacturing variations, aging, and the like. The flow rate varies due to the effect of the outlet pressure of the mixer, etc.
It becomes difficult to accurately control the air-fuel ratio.

Therefore, in this embodiment, by setting the ratio between the effective opening area Aa of the throat portion 322 of the venturi tube 32a and the effective opening area Af of the throttle 32b as described above, the local air-fuel ratio can be reduced. High-precision air-fuel ratio control is possible without being affected by shading.

To explain this, in the configuration shown in FIG. 3, if Pf0 and Pa0 are equal, the stop 32b
Is equal to Pa1, so when the fluids flowing through Af and Aa are the same and the states are equal, the flow velocities passing through Af and Aa become equal, and Aa / Af = ma / mf.

From Bernoulli's theorem, Pa1 = Pa0−
(1/2) ρa1Va ² (Va: air flow velocity). P
Since a1 is determined by the air flow velocity Va, ma / mf is constant even when the air flow rate changes.

Since the physical properties (density) of fuel and air are close under actual use conditions, if Pf2 and Pa0 are equal,
The effective aperture area Aa / Af and the mass flow ratio ma / mf become substantially equal. This means that the mass flow ratio ma / mf is constant if Pf2 and Pa0 are constant, even if the air mass flow changes due to the effect of an event downstream of the mixer.

In this embodiment, based on the above findings, in the multi-venturi mixer 32, the effective opening area ratios Aa / Af of all the venturi mixers 32 are set to the target air-fuel ratio of 45: 1 (or near). By doing so, the variation of the air-fuel ratio in each mixer is suppressed.

FIG. 7 shows that the effective hole area ratio is 25: 1, 35: 1, 45: 1, and 55: at the target air-fuel ratio of 45: 1.
It is the data which experimented on the influence which outlet pressure distribution and effective opening area ratio give to air-fuel ratio accuracy when it is set to 1,65: 1. From the figure, as the effective hole area ratio is closer to the target air-fuel ratio,
It can be understood that it is hardly affected by the outlet pressure.

Further, when the density of the gaseous fuel and the air is equal, the variation of the air-fuel ratio between the mixers can be minimized by setting Aa / Af = ma / mf. If different, Aa
It is desirable to modify / Af.

Accordingly, the density ratio is calculated as ρa0 / ρf0 and is used as the aperture area ratio correction coefficient (ρa0: air density, ρf0:
It is desirable to correct the aperture area ratio with the aperture area ratio correction coefficient determined as follows. Aa / Af = opening area ratio correction coefficient × target ma / mf

FIG. 8 shows the hole area ratio correction coefficient when methane (CH ₄ ) is used as the gaseous fuel. The aperture area ratio correction coefficient differs depending on the fuel component.

When the aperture area ratio is changed, the fuel supply pressure changes, and as a result, the density ratio also changes. Therefore, when calculating the aperture area ratio by calculation, it is necessary to perform convergence calculation until the set aperture area ratio and the value of the aperture area ratio determined from the density ratio and the aperture area ratio correction coefficient determined thereby become equal. There is.

Since the air-fuel ratio detecting device for a gas turbine engine according to this embodiment is configured as described above, in the gas turbine engine 10 using the multi-venturi mixer 32, the throat pressure Pa1 of each venturi mixer is determined. The fuel supply can be controlled without having to detect.

Further, the ratio between the effective opening area (cross-sectional area) Aa of the throat portion 322 of the venturi tube 32a and the effective opening area Af of the throttle 32b is set to a predetermined value, more specifically, the target air-fuel ratio (this embodiment). By setting the same value as A / F = 45: 1) in the embodiment, even if the flow rate varies due to the effect of the outlet pressure of the mixer, the fuel supply is not affected by the local density of the air-fuel ratio. Can be accurately controlled.

That is, in this embodiment, the air sucked from the air intake port, flows through the intake passage 24 while being compressed by the compressor 12, and flows from the gas fuel source through the fuel supply passage 26. A gas turbine that mixes gaseous fuel and burns it in a combustor 16 and rotates the turbine 14 with the generated combustion gas to drive the compressor 12 and output the rotation of the turbine 14 via an output shaft 18. In the air-fuel ratio detecting device of the engine 10, a metering means (first fuel control valve 28) arranged in the fuel supply path to meter the passing gaseous fuel, and an input end 320 connected to the intake path 24. A venturi tube 32a having a throat portion 322 having a predetermined cross-sectional area (effective opening area Aa) between which the other end 321 opens to the combustor 16; A force end is connected to the fuel supply passage 26a downstream of the metering means, and an output end is drilled in the throat portion 322 of the venturi tube 32a to jet gaseous fuel into air passing through the throat portion and mix it. A fuel injection means 32b formed of a throttle 32b having a predetermined opening area for forming air, and a gas fuel mass flow rate calculation means (EC) for calculating a mass flow rate mf of gaseous fuel passing through the throttle 32b.
U60), a gas fuel temperature detecting means (first temperature sensor 40) for detecting the temperature Tf0 of the gas fuel, and a gas fuel pressure detecting means (first for detecting the pressure Pf0 of the gas fuel).
Pressure sensor 42), inlet air temperature detecting means (third temperature sensor 50) for detecting the inlet temperature Ta0 of the air flowing into the Venturi tube 32b, the Venturi tube 32b
Air pressure detecting means (third pressure sensor 52) for detecting the inlet pressure Pa0 of the air flowing into the air, the calculated mass flow rate mf of the gaseous fuel, the detected temperature Tf0 and the pressure Pf0 of the gaseous fuel From the detected inlet air temperature Ta0 and pressure Pa0, a predetermined cross-sectional area (effective opening area) Aa of the throat portion 322, and a predetermined opening area (effective opening area) Af of the throttle 32b. An air mass flow rate calculating means (ECU 60) for calculating a mass flow rate ma of the air passing through the throat portion is provided.

The calculated mass flow rate of the gaseous fuel, the detected temperature and pressure of the gaseous fuel, the detected inlet air temperature and pressure, the predetermined cross-sectional area of the throat, the predetermined opening area of the throttle, and the like. Since it is configured to calculate the mass flow rate of the air passing through the throat portion from, even when using a multi-venturi mixer in which a venturi tube and a throttle are multiplied, there is no need to detect the pressure of the throat portion of each mixer, The fuel supply can be controlled.

Further, at least one metering means (first fuel control valve 28) is provided in the fuel supply path, and a plurality of fuel ejection means (throttle 32) is provided downstream of the metering means.
b) and the number of Venturi tubes 32a corresponding thereto.

Thus, even when using a multi-venturi mixer in which a venturi tube and a throttle are multiplied, the fuel supply can be controlled as needed without detecting the pressure of the throat portion of each mixer. .

[0065]

According to the first aspect of the present invention, the calculated mass flow rate of the gaseous fuel, the detected temperature and pressure of the gaseous fuel, the detected temperature and pressure of the inlet air, Since the configuration is such that the mass flow rate of the air passing through the throat portion is calculated from the cross-sectional area and the predetermined opening area of the throttle, even when using a multi-Venturi mixer in which a venturi tube and a throttle are multiplied, individual mixers are used. The fuel supply can be controlled without having to detect the pressure of the throat portion of the fuel cell.

According to a second aspect of the present invention, even when using a multi-venturi mixer in which a venturi tube and a throttle are multiplied, the fuel supply is controlled without having to detect the pressure of the throat portion of each mixer. Can be.

[Brief description of the drawings]

FIG. 1 is a schematic diagram generally showing a control device for a gas turbine engine according to one embodiment of the present invention.

FIG. 2 is an explanatory diagram schematically showing a configuration of a fuel control valve, a venturi mixer, and the like in the apparatus of FIG. 1;

FIG. 3 is an explanatory diagram showing a calculation principle of an air mass flow rate in the configuration shown in FIG. 2;

FIG. 4 is experimental data showing the obtained air mass flow rate with respect to the throat pressure (fuel pressure) and the fuel mass flow rate.

FIG. 5 is an explanatory diagram showing the configuration shown in FIG. 3 in place of the fuel control valve and the venturi mixer shown in FIG. 1;

FIG. 6 is experimental data showing a measurement error of a throat pressure when a fuel control valve is used.

FIG. 7 is experimental data showing the effect of the venturi mixer outlet pressure and the opening area ratio on the air-fuel ratio.

FIG. 8 is an explanatory graph showing characteristics of a hole area ratio correction coefficient when methane is used as a gaseous fuel.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Gas turbine engine 12 Compressor 14 Turbine 16 Combustor 18 Output shaft 20 Generator 24 Intake path 28 First fuel control valve 30 Second fuel control valve 32 Venturi mixer 32a Venturi pipe 32b Throttle 322 Throat part 40 First Temperature sensor 42 First pressure sensor 56 Oxygen concentration sensor 60 ECU

Claims (2)

[Claims] An air drawn from an air intake, compressed by a compressor and flowing through an intake passage, and gaseous fuel flowing from a gaseous fuel source through a fuel supply passage are mixed and burned in a combustor. And driving the compressor by rotating the turbine with the combustion gas thus generated,
A control apparatus for a gas turbine engine that outputs rotation of the turbine via an output shaft, comprising: a. Metering means arranged in the fuel supply path to meter the passing gaseous fuel; b. A venturi tube having an input end connected to the intake passage and the other end opening to the combustor, and having a throat portion having a predetermined cross-sectional area therebetween; c. An input end is connected to the fuel supply path downstream of the metering means, and an output end is formed in a throat portion of the Venturi tube, and gaseous fuel is injected into air passing through the throat portion to form an air-fuel mixture. A fuel injection means comprising a throttle having a predetermined opening area, d. Gas fuel mass flow rate calculating means for calculating the mass flow rate of the gas fuel passing through the throttle; e. Gaseous fuel temperature detecting means for detecting the temperature of the gaseous fuel; f. Gas fuel pressure detecting means for detecting the pressure of the gas fuel; g. Inlet air temperature detecting means for detecting an inlet temperature of air flowing into the venturi tube; h. Inlet air pressure detecting means for detecting an inlet pressure of air flowing into the venturi tube; and i. The calculated mass flow rate of the gaseous fuel, the detected temperature and pressure of the gaseous fuel, the detected inlet air temperature and pressure, a predetermined cross-sectional area of the throat portion, and a predetermined opening of the throttle. A control device for a gas turbine engine, comprising: air mass flow rate calculating means for calculating a mass flow rate of air passing through the throat portion from an area. 2. The fuel supply system according to claim 1, further comprising: at least one metering means, and a plurality of fuel ejection means and a corresponding number of Venturi tubes downstream of the metering means. The gas turbine according to claim 1,
Engine control device.