JP2024066645A - Vibration reduction type clutch engagement control method and vibration reduction type clutch engagement control device - Google Patents

Abstract

[Problem] To provide a vibration reduction type clutch engagement control method and vibration reduction type clutch engagement control device that can minimize vibration values after engagement and maintain that state even during start-up and shutdown. [Solution] According to an embodiment, a vibration reduction type clutch engagement control method for a single-shaft combined cycle in which a gas turbine, a generator, and a steam turbine are coupled by a clutch includes a gas turbine solo operation step S10 in which the generator is connected to a power system and the gas turbine bears a load, a vibration data acquisition step S20 under multiple coupling conditions in which the phase of the steam turbine rotation with respect to the phase of the gas turbine rotation is coupled by the clutch at at least three different coupling angles, and vibration data is acquired for each coupling operation, and an optimal coupling angle derivation step S30 in which an optimal coupling angle is derived based on each vibration data. [Selected Figure] Figure 4

Description

An embodiment of the present invention relates to a vibration reduction clutch engagement control method for a single-shaft combined cycle vehicle and a vibration reduction clutch engagement control device used therein.

In a single-shaft combined cycle, the gas turbine and generator are connected to the steam turbine by a clutch. That is, first, the gas turbine operates independently, carrying the load of the generator connected to the system. Next, when the steam generated from the heat recovery boiler, which recovers the heat from the gas turbine exhaust, reaches a steam condition that allows the steam turbine to start, the steam turbine starts and increases in speed, and the steam turbine side and gas turbine side are connected by a clutch.

Figure 24 is a graph showing an example of vibration of the rotor shaft at the bearing at each start of a conventional single-shaft combined cycle. After coupling A, B, C, and D and coupling at each start of the single-shaft combined cycle are made, the gas turbine and steam turbine rotate together at a rotation speed corresponding to the frequency of the power system.

However, in conventional coupling, the rotor shaft on the gas turbine side and the rotor shaft on the steam turbine side are not always coupled at the same relative phase, i.e., relative angle, after the clutch is engaged. The direction in which the imbalance occurs varies depending on the direction in which the clutch is engaged, i.e., the relative angle. As a result, the vibration of the rotor shaft at the bearing in the coupled state (hereinafter referred to as "vibration") changes each time between vibration value A, vibration value B, vibration value C, and vibration value D, as shown in Figure 24.

Patent No. 5455631

In the case of powertrain equipment that does not have a clutch, the measured shaft vibration amplitude value of the equipment is plotted as a time series trend or the vibration vector is plotted on polar coordinates as an index for evaluating the health of the equipment. This allows the vibration trend to be monitored. If there is no change in the shaft vibration, it is evaluated that there is no change in the unbalance state of the equipment and that it is healthy.

On the other hand, in single-shaft combined cycles, as mentioned above, the vibration value after coupling differs each time the unit is started, making it difficult to accurately determine whether the change in vibration is due to an abnormal change in the equipment's condition or a change in the relative angle of the coupling. Furthermore, depending on the coupling direction, the vibration can be high, and it may be necessary to continue operating at a high vibration level for a period until the next shutdown.

Furthermore, generally, when vibration increases at the start of operation, if the cause of the increase in vibration is clear and the change is not problematic for the operation of the equipment, vibration improvement is carried out by adding a balance weight to the rotating body through field balancing. However, in a single-shaft combined cycle machine with a clutch, as mentioned above, the vibration state differs depending on the coupling angle, and the balance origin changes. For this reason, even if it is possible to identify that the cause of the increase in vibration is an unbalance change due to clutch coupling, it is difficult to determine the direction of the balance weight required for balancing, making it difficult to improve vibration through field balancing.

The object of the present invention is to provide a vibration reduction clutch engagement control method and a vibration reduction clutch engagement control device that can minimize the vibration value after engagement and maintain that state even during start-up and shutdown.

In order to achieve the above-mentioned object, the vibration reduction type clutch engagement control method according to an embodiment of the present invention is a vibration reduction type clutch engagement control method for a single-shaft combined cycle in which a gas turbine and a generator are coupled to a steam turbine by a clutch, and is characterized by having a gas turbine independent operation step in which the generator is connected to an electric power system and the gas turbine is operating while carrying a load, a coupled state transition step in which the clutch is coupled with the phase of rotation of the steam turbine at at least three different coupling angles relative to the phase of rotation of the gas turbine and transitions to each coupled operation, a data acquisition step in which vibration data is acquired during each coupled operation, and an optimal coupling angle derivation step in which an optimal coupling angle is derived from each vibration data.

1 is a block diagram showing a configuration of a single-shaft combined cycle including a vibration reduction type clutch engagement control device according to a first embodiment. FIG. 1 is a conceptual diagram showing the principle of a clutch of a single-shaft combined cycle including a vibration reduction type clutch engagement control device according to a first embodiment. FIG. 1 is a block diagram showing a configuration of a vibration reduction type clutch engagement control device according to a first embodiment; FIG. 3 is a flowchart showing a procedure of a vibration reduction type clutch engagement control method according to the first embodiment. 5 is a graph showing an example of speed conditions in the vibration reduction type clutch engagement control method according to the first embodiment. FIG. 4 is a flowchart showing a detailed procedure of an engagement angle corresponding time calculation step in the vibration reduction type clutch engagement control method according to the first embodiment. FIG. 11 is a cross-sectional view conceptually showing a state after engagement to explain a first MSV thrust-up instruction in a rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment. FIG. 11 is a cross-sectional view conceptually showing a state after engagement to explain a second MSV thrust-up instruction in the rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment. FIG. 11 is a cross-sectional view conceptually showing a state after engagement to explain a third MSV thrust-up instruction in the rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment. 4 is a cross-sectional view conceptually showing a state of a generator side end in a rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment; FIG. 4 is a cross-sectional view conceptually showing a state of a steam turbine side coupling end in a rotation speed increase and maintenance step in the vibration reduction type clutch coupling control method according to the first embodiment. FIG. 5 is a conceptual graph illustrating each signal in a rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment. FIG. 4 is a flowchart showing a detailed procedure of an N-th engagement/vibration data acquisition step under a plurality of engagement conditions in the vibration reduction type clutch engagement control method according to the first embodiment. FIG. 4 is a flowchart showing detailed procedures of vibration data acquisition and storage steps in the vibration reduction type clutch engagement control method according to the first embodiment. 1 is a conceptual diagram showing a state before engagement of a single-shaft combined cycle that is a target of a vibration reduction type clutch engagement control device according to a first embodiment. FIG. 1 is a conceptual diagram showing a state after engagement of a single-shaft combined cycle that is a target of a vibration reduction type clutch engagement control device according to a first embodiment. FIG. 1 is a conceptual diagram showing the axial state near the clutch before and after engagement at each engagement angle of a single-shaft combined cycle that is the subject of the vibration reduction type clutch engagement control device according to the first embodiment. FIG. 1 is a conceptual diagram showing a state in a cross section near the clutch before and after engagement at each engagement angle of a single-shaft combined cycle that is the subject of a vibration reduction type clutch engagement control device according to a first embodiment. FIG. FIG. 2 is a polar diagram showing a state after engagement at each engagement angle of a single-shaft combined cycle that is a target of the vibration reduction type clutch engagement control device according to the first embodiment. 4 is a graph showing a vibration state after engagement of a single-shaft combined cycle that is a target of the vibration reduction type clutch engagement control device according to the first embodiment. FIG. 11 is a flowchart showing the procedure of a vibration reduction type clutch engagement control method according to a second embodiment. FIG. 11 is a polar diagram showing a state after engagement, illustrating a method for further reducing vibration at each engagement angle of a single-shaft combined cycle that is the subject of the vibration reduction type clutch engagement control device according to the second embodiment. 10 is a graph showing a vibration state after engagement of a single-shaft combined cycle that is a target of a vibration reduction type clutch engagement control device according to a second embodiment. 11 is a graph showing an example of vibration of a rotor shaft at a bearing at each start-up of a conventional single-shaft combined cycle.

The vibration reduction clutch engagement control method and vibration reduction clutch engagement control device according to an embodiment of the present invention will be described below with reference to the drawings. Here, identical or similar parts are given the same reference numerals and duplicated explanations will be omitted.

[First embodiment]
FIG. 1 is a block diagram showing the configuration of a single-shaft combined cycle 1 including a vibration reduction type clutch engagement control device 100 according to a first embodiment.

The single-shaft combined cycle 1 includes a generator 5, a gas turbine system 10, a heat recovery steam generator 20, a steam turbine system 30, a clutch 40, and a vibration reduction type clutch engagement control system 200 having a vibration reduction type clutch engagement control device 100 and cables 180.

The gas turbine system 10 has a combustor 11, a compressor 12, and a gas turbine 13. A fuel gas supply unit 11a is connected to the combustor 11, and fuel gas is introduced to the combustor 11.

In the combustor 11, the fuel gas supplied by the fuel gas supply unit 11a is mixed with the compressed air supplied by the compressor 12, and combustion gas is generated by combustion.

The generated combustion gas flows into the gas turbine 13 as the working fluid of the gas turbine 13, performs work in the gas turbine 13, and is then discharged from the gas turbine 13 as exhaust gas into the heat recovery steam generator 20.

The gas turbine rotor shaft 16, which includes the rotor shaft of the gas turbine 13, includes the rotor shaft of the generator 5. The generator side end 17 of the gas turbine rotor shaft 16 is connected to the clutch 40.

A reference marker 17a, as shown in FIG. 10, is provided at one circumferential location on the outer circumferential surface of the gas turbine rotor shaft 16, for example, by block mounting or groove machining. A GT rotor rotation angle detector 19 that detects one pulse per rotation is provided near the reference marker 17a. The GT rotor rotation angle detector 19 is, for example, a gap detector. Note that while FIG. 1 illustrates an example in which the reference marker 17a is provided at the generator end 17, the reference marker 17a may be provided at another location as long as the rotation of the gas turbine rotor shaft 16 can be detected.

To detect the shaft vibration of the GT coupling side bearing 2, which is the bearing of the gas turbine side rotor shaft 16 that is closest to the generator side end 17, i.e., the whirling of the gas turbine side rotor shaft 16 at the GT coupling side bearing 2, a GT side shaft vibration meter 2a is provided on the GT coupling side bearing 2. The GT side shaft vibration meter 2a is, for example, a gap detector.

A GT-side gear 18a for detecting rotation speed is provided at the gas turbine exhaust end of the gas turbine rotor shaft 16, and a GT-side rotation speed detector 18 is provided near the GT-side gear 18a. Note that, although FIG. 1 illustrates a case in which the GT-side gear 18a for detecting rotation speed is provided at the gas turbine exhaust end of the gas turbine rotor shaft 16, the GT-side gear 18a for detecting rotation speed may be provided at a location other than the gas turbine exhaust end of the gas turbine rotor shaft 16 as long as the rotation of the gas turbine rotor shaft 16 can be detected.

The heat recovery boiler 20 recovers heat from the exhaust gas from the gas turbine 13 and serves as a heating source for the high-pressure drum 21, the superheater 22, the intermediate-pressure turbine steam supply system 24, and the low-pressure turbine steam supply system 25.

The steam turbine system 30 has a high-pressure turbine 31, an intermediate-pressure turbine 34, and a low-pressure turbine 35 connected in series to each other by a steam turbine rotor shaft 36.

The superheated steam generated in the high-pressure drum 21 and heated in the superheater 22 is supplied as a working fluid from the main steam pipe 23 to the high-pressure turbine 31. The main steam pipe 23 is provided with a high-pressure main steam stop valve 32 and a high-pressure main steam control valve 33. The steam that has done work as a working fluid in the high-pressure turbine 31 is reheated in the intermediate-pressure turbine steam supply system 24 and then supplied to the intermediate-pressure turbine 34. The steam that has done work as a working fluid in the intermediate-pressure turbine 34 is reheated in the low-pressure turbine steam supply system 25 and then supplied to the low-pressure turbine 35.

The rotation speed of the steam turbine system 30 or the load of the steam turbine system 30 after it is coupled by the clutch 40 is adjusted by the steam flow rate passing through the high-pressure main steam control valve 33. In addition, the opening degree of the high-pressure main steam control valve 33 is controlled by the turbine control device 50.

A clutch 40 is connected to the high-pressure turbine exhaust side end 37 of the steam turbine rotor shaft 36 of the steam turbine system 30.

A reference marker 37a is provided at one circumferential location on the outer circumferential surface of the steam turbine side rotor shaft 36, for example, by block mounting or groove machining. In addition, an ST side rotor rotation angle detector 39 that detects one pulse per rotation is provided near the reference marker 37a. The ST side rotor rotation angle detector 39 is, for example, a gap detector. In FIG. 1, the reference marker 37a is provided at the high-pressure turbine exhaust side end 37, but the reference marker 37a may be provided at any other location as long as the rotation of the steam turbine side rotor shaft 36 can be detected.

To detect the shaft vibration of the ST-side bearing 3, which is the bearing of the steam turbine-side rotor shaft 36 that is closest to the high-pressure turbine exhaust end 37, i.e., the whirling of the gas turbine-side rotor shaft 36 at the ST-side bearing 3, an ST-side shaft vibration meter 3a is provided near the ST-side bearing 3. The ST-side shaft vibration meter 3a is, for example, a gap detector.

The ST side gear 38a for detecting rotation speed is provided at the low-pressure turbine exhaust side end of the steam turbine side rotor shaft 36, and an ST side rotation speed detector 38 is provided near the ST side gear 38a. Note that while FIG. 1 illustrates an example in which the ST side gear 38a for detecting rotation speed is provided at the low-pressure turbine exhaust side end of the steam turbine side rotor shaft 36, the ST side gear 38a for detecting rotation speed may be provided at a location other than this as long as the rotation of the steam turbine side rotor shaft 36 can be detected.

The vibration reduction type clutch engagement control device 100 of the vibration reduction type clutch engagement control system 200 receives the outputs of the GT side shaft vibration meter 2a, ST side shaft vibration meter 3a, GT side rotation speed detector 18, GT side rotor rotation angle detector 19, ST side rotation speed detector 38, and ST side rotor rotation angle detector 39, i.e., the signals of the GT side shaft vibration, ST side shaft vibration, GT side rotation speed, GT side rotor rotation angle, ST side rotation speed, and ST side rotor rotation angle, as inputs via cables 180, and outputs a command to change the opening of the high pressure main steam control valve 33 to the turbine control device 50 via cables 180.

Figure 2 is a conceptual diagram showing the principle of the clutch 40 of a single-shaft combined cycle including a vibration reduction type clutch engagement control device according to the first embodiment. (a) shows the state before engagement, (b) shows the state during engagement, and (c) shows the state after engagement.

The clutch 40 has a GT side member 41 that rotates with the gas turbine side rotor shaft 16, an ST side member 42 that rotates with the steam turbine side rotor shaft 36, and a sliding part 43 that rotates with the ST side member 42 and can move axially.

The GT side member 41 has a GT side holding portion 41a, a GT side teeth 41b, and a ratchet gear 41c. The GT side holding portion 41a is connected to the generator side end portion 17. The ST side member 42 has an ST side holding portion 42a and a helical spline outer surface portion 42b of the ST side holding portion 42a. The ST side holding portion 42a is connected to the high pressure turbine exhaust side end portion 37. The sliding portion 43 has a ratchet pawl 43a, a helical spline inner surface portion 43b, and a sliding portion side teeth 43c.

Initially, as shown in FIG. 2(a), the sliding portion 43 is located at the farthest position in the axial direction from the ST-side holding portion 42a. When the ST-side member 42 reaches the same speed as the GT-side member 41, i.e., when the ST-side rotation speed reaches the GT-side rotation speed, the ratchet pawl 43a protrudes radially outward from the sliding portion 43 of the ST-side member 42. As a result, the ratchet pawl 43a engages with the ratchet gear 41c of the GT-side member 41, and the sliding portion 43 is restrained by the GT-side member 41.

Furthermore, when the ST side member 42 attempts to exceed the rotational speed of the GT side member 41, i.e., when the ST side rotational speed attempts to exceed the GT side rotational speed, as shown in FIG. 2(b), the sliding part 43 of the ST side member 42 moves axially toward the GT side member 41 due to the screw action between the helical spline inner surface part 43b of the sliding part 43 and the helical spline outer surface part 42b of the ST side member 42. As a result, the ratchet gear 41c and the helical spline outer surface part 42b are screwed together. As a result, as shown in FIG. 2(c), the ST side member 42 is coupled to the GT side member 41 via the sliding part 43, and the clutch 40 is engaged. As a result, the ST side rotational speed matches the GT side rotational speed.

Conversely, when the ST side RPM becomes lower than the GT side RPM, the ST side member 42 disengages from the GT side member 41 in the clutch 40 by an operation in the opposite direction to that described above. In this way, the ST side RPM is always lower than or the same as the GT side RPM, and the ST side RPM never exceeds the GT side RPM.

Figure 3 is a block diagram showing the configuration of the vibration reduction type clutch engagement control device 100 according to the first embodiment.

The vibration reduction type clutch engagement control device 100 has an input unit 110, a memory unit 120, a calculation unit 130, a time counter 140, a progress control unit 150, and an output unit 160. The vibration reduction type clutch engagement control device 100 is, for example, a computer system. Alternatively, it may be a collection of individual instrumentation devices, calculators, etc.

The input unit 110 has an external input receiving unit 111 and a signal input receiving unit 112. The external input receiving unit 111 receives conditions such as the speed-up conditions of the steam turbine system 30, the holding speed before engagement, and the disengagement speed of the clutch 40 after engagement (hereinafter referred to as "speed conditions") as external inputs. In addition, the signal input receiving unit 112 receives the outputs of the GT side shaft vibration meter 2a, the ST side shaft vibration meter 3a, the GT side rotor rotation angle detector 19, the ST side rotor rotation angle detector 39, the GT side rotation speed detector 18, and the ST side rotation speed detector 38 via cables 180.

The memory unit 120 has a speed condition memory unit 121, a bond condition memory unit 122, a bond angle memory unit 123, and a vibration data memory unit 124.

The speed condition memory unit 121 stores and memorizes the steam turbine speed conditions accepted by the external input acceptance unit 111.

The coupling condition storage unit 122 stores and memorizes coupling conditions including at least three different coupling angle conditions when coupling the rotating generator side end 17 and the high-pressure turbine exhaust side end 37 in the clutch 40. Here, the coupling angle is the relative angle of the high-pressure turbine exhaust side end 37 to the generator side end 17 when the generator side end 17 and the high-pressure turbine exhaust side end 37 are coupled in the clutch 40. The coupling conditions and coupling angles will be explained in detail later in the procedure for the vibration reduction type clutch coupling control method.

The connection angle memory unit 123 stores the connection angle when the generator side end 17 and the high-pressure turbine exhaust side end 37 are connected at the clutch 40.

The vibration data storage unit 124 stores and memorizes the vibration data after the generator side end 17 and the high-pressure turbine exhaust side end 37 are coupled by the clutch 40.

The calculation unit 130 has a bond angle calculation unit 131, a polar diagram creation unit 132, an optimal bond angle derivation unit 133, a bond angle corresponding time calculation unit 134, and a vibration reduction determination unit 135.

The bond angle calculation unit 131 calculates the angle interval for each of multiple bond conditions. That is, when bonding is performed M times (M is a natural number), the angle interval between each bond angle is calculated as an angle of (360 degrees/M). The calculated angle interval is stored in the bond condition storage unit 122.

The polar diagram creation unit 132 automatically creates a polar diagram using vibration data after bonding under at least three different bond angle conditions stored in the vibration data storage unit 124.

The optimal bond angle derivation unit 133 derives the optimal bond angle condition, i.e., the optimal bond angle, based on the polar diagram created by the polar diagram creation unit 132.

The bond angle corresponding time calculation unit 134 calculates the time corresponding to the bond angle (bond angle corresponding time) under the condition of the pre-bond retention rotation number stored in the speed condition storage unit 121.

The vibration reduction determination unit 135 determines whether or not an effect has been achieved with respect to the vibration value after bonding performed under the optimal bonding angle conditions.

The time counter 140 counts the time to operate the high-pressure main steam control valve 33 at a timing corresponding to the coupling angle corresponding time.

The progress control unit 150 manages the progress of the control process in the vibration reduction type clutch engagement control device 100. The progress control unit 150 also determines the timing of the command to the high pressure main steam control valve 33 based on the output of the time counter 140, and issues the command to the output unit 160.

The output unit 160 outputs a request signal to the high-pressure main steam control valve 33 to the turbine control device 50 in response to a command from the progress control unit 150.

Next, the operation of the vibration reduction clutch engagement control device 100 will be explained step by step according to the procedure of the vibration reduction clutch engagement control method.

Figure 4 is a flow diagram showing the steps of the vibration reduction clutch engagement control method according to the first embodiment.

The vibration reduction clutch engagement control method includes a gas turbine independent operation step S10, a vibration data acquisition step S20 under multiple engagement conditions, an optimal engagement condition derivation step S30, and an engagement confirmation step S40 under the optimal engagement conditions.

The gas turbine independent operation step S10 is a stage before engagement by the clutch 40, in which the generator 5 is connected to a power system (not shown) and the gas turbine system 10 is carrying a load.

Next, we will explain the vibration data acquisition step S20 under multiple bond conditions. This step S20 includes a speed condition setting step S21, a bond angle corresponding time calculation step S22, and a bond/vibration data acquisition step S24 that is performed M times.

In the speed condition setting step S21, the progress control unit 150 reads out speed conditions such as the target rotation speed, the rotation speed increase rate, and the rotation speed held before joining from the speed condition storage unit 121.

Figure 5 is a graph showing an example of speed conditions in the vibration reduction clutch engagement control method according to the first embodiment. The horizontal axis of Figure 5 shows time, and the vertical axis shows the rotation speed and the opening degree of the high-pressure main steam control valve 33 (MCV opening degree).

In Figure 5, the dashed line indicates the rotation speed of the gas turbine 13 (GT rotation speed), the solid line indicates the rotation speed of the steam turbine system 30 (ST rotation speed), and the dashed line indicates the MCV opening.

As shown in FIG. 5, the gas turbine 13 is rotating at a rotation speed N _GT which is the rated rotation speed (synchronous speed).

On the other hand, the steam turbine system 30 is accelerated from a stopped turning state or a low-speed heat soak rotation speed of less than 1000 rpm at a speed change rate, i.e., a speed change rate (acceleration rate) r2 determined by the temperature state (cooling/warming) of the steam turbine system 30. Then, at a predetermined rotation speed N1 higher than the low-speed heat soak rotation speed, the speed change rate is switched to a speed change rate r1 smaller than the speed change rate r2 and the speed is further accelerated. Then, when the predetermined speed _NST is reached, the speed change rate r0 is changed to 0 and the speed is held constant. The speed _NST in this case is called the pre-coupling holding rotation speed _NST , and the value ΔN obtained by subtracting the pre-coupling holding rotation speed _NST from the rotation speed _NGT of the gas turbine 13 is called the pre-coupling holding differential rotation speed.

The rotation speed of the gas turbine system 10 is measured by the GT side rotation speed detector 18, and the rotation speed of the steam turbine system 30 is measured by the ST side rotation speed detector 38.

In the first region of speed change rate r2, the MCV opening increases in accordance with the increase in the target rotation speed value. In the next region of speed change rate r1, the speed deviation of the speed control system in the turbine control device 50 decreases by the amount that the speed change rate r1 becomes smaller than the speed change rate r2. In the example shown in FIG. 6, proportional control is used for the speed control of the turbine control device 50 to ensure quick response, so after switching to the speed change rate r2, the MCV opening decreases in accordance with the decrease in the speed deviation.

The progress control unit 150 sequentially outputs the rotation speed and speed change rate commands described above to the turbine control device 50 via the output unit 160.

As described later, after a predetermined time has elapsed during which the operating state of the steam turbine system 30 at the pre-coupling hold rotation speed _NST has stabilized, the progress control unit 150 outputs an MCV thrust-up command, i.e., a command to open the MCV to a predetermined opening degree, to the turbine control device 50 via the output unit 160. Here, the predetermined opening degree is, for example, an opening degree corresponding to the initial load of the steam turbine system 30.

Next, we will explain step S22, which is the calculation of the bond angle corresponding time after setting the speed conditions in step S21 of step S20 of bonding under multiple bond conditions.

Figure 6 is a flow diagram showing the detailed procedure of step S22 of calculating the time corresponding to the engagement angle in the vibration reduction type clutch engagement control method according to the first embodiment.

First, the number of bonds M is set (step S22a). Here, M is a natural number equal to or greater than 3. In other words, at least three bonds are formed with different bond angles. The number of bonds may be four or more.

Next, the bond angle interval is calculated (step S23b). Considering the procedure after the creation of the polar diagram described later, it is appropriate that the bond angle interval is equal. Therefore, the bond angle interval ΔΘ (degrees) is given by the following formula (1).
ΔΘ=360/M ... (1)

Note that, in the following, we will use an example in which the bond angle intervals ΔΘ are equal, but they do not need to be strictly equal. As long as the polar diagram described below can be easily and accurately created, they may be approximately equal, or other intervals may be set.

Next, each bond angle is calculated (step S22c). If the first bond is performed aiming for a bond angle of zero, each phase is given by the following formula (2).
Θ ₁ =0, Θ ₂ =ΔΘ, ..., Θ _M =(M-1)·ΔΘ ... (2)

Here, we consider the time delay between when the MCV thrust command is issued and when the clutch 40 actually engages.

Figures 7 to 9 are cross-sectional views conceptually showing the state after engagement to explain the first to third MSV thrust-up instructions in the rotation speed increase and maintenance steps in the vibration reduction clutch engagement control method according to the first embodiment.

7 to 9 show the case where the number of data acquisitions M is 3. Therefore, ΔΘ is 120 degrees, Θ ₁ = 0 degrees, Θ ₂ = 120 degrees, and Θ ₃ = 240 degrees. For convenience, the reference marker 37a on the GT side is fixed at the 12 o'clock direction in FIG. 7 to FIG. 9. With regard to the relative angle of the reference marker 17a on the ST side to the reference marker 37a on the GT side, which serves as the reference, the dashed arrow indicates the direction at the time when the MSV push-up instruction is issued for coupling, and the solid arrow indicates the direction when the coupling actually occurs. In the following, the angle with the 12 o'clock direction in the case of the solid arrow is defined as the coupling angle.

From the issuance of the MSV thrust up command to the actual engagement by the clutch 40, there are a signal transmission time to the turbine control device 50, a calculation process in the turbine control device 50, and a delay in the operation of the high pressure main steam control valve 33. Therefore, as shown by the dashed and solid arrows in Figures 7 to 9, the actual engagement angle is larger than the target engagement angle at the time of the command. If this additional delay Φ is taken as _Φ1 , _Φ2, and _Φ3 , respectively, in the case of Figure 7, it is ( _Θ1 + _Φ1 ), i.e., _Φ1 , in the case of Figure 8, it is ( _Θ2 + _Φ2 ), i.e., (120 degrees + _Φ2 ), and in the case of Figure 9, it is ( _Θ3 + _Φ3 ), i.e., (240 degrees + _Φ3 ). Considering that the additional delay Φ is caused by the above-mentioned factors, the values of _Φ1 , _Φ2 , and _Φ3 are considered to be almost the same.

When vibration data is acquired and when the coupling is performed at the optimal coupling angle (described later), the additional delay Φ is considered to be approximately the same if the operating conditions do not change. In other words, since an approximately identical additional delay occurs uniformly, there is no need to consider differences in the effect of the additional delay Φ, provided that the operating conditions do not change. Although the value of the additional delay Φ is unknown at first, the additional delay Φ can be found by issuing a thrust signal at the coupling target angle Θ and checking the additional delay Φ from the coupling angle (Θ + Φ).

Next, the bond angle corresponding time is calculated (step S22d). The calculation method is explained below with reference to Figures 10 and 11.

Figure 10 is a cross-sectional view conceptually showing the state of the generator side end 17 during the rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment. Figure 11 is a cross-sectional view conceptually showing the state of the high-pressure turbine exhaust side end 37 during the rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment. Also, Figure 12 is a conceptual graph explaining each signal during the rotation speed increase and maintenance step in the vibration reduction type clutch engagement control method according to the first embodiment.

Figure 12 shows the change over time in shaft vibration value and rotor angle detection pulse before coupling. A graph like that shown in Figure 12 can be created for each of the GT side and ST side. Here, the shaft vibration value is the output of the GT side shaft vibration meter 2a, and the rotor angle detection pulse is the output of the GT side rotor rotation angle detector 19. When showing the change over time in shaft vibration value and rotor angle detection pulse on the ST side, the rotor angle detection pulse is the output of the ST side shaft vibration meter 3a, and the rotor angle detection pulse is the output of the ST side rotor rotation angle detector 39.

That is, the diagram shown in Figure 12 can be created for each of the GT side and ST side. In Figure 12, the shaft vibration value is exemplified only for the output of the GT side shaft vibration meter 2a, and the rotor angle detection pulse is exemplified only for the output of the ST side rotor rotation angle detector 39. The shaft vibration value and rotor angle detection pulse indicate the direction of whirling based on the reference marker 17a, which is the rotor reference position, and the reference marker 37a, i.e., which direction the rotor is whirling.

For example, the generator end 17 of the gas turbine system 10 as viewed from the gas turbine system 10 side or the steam turbine system 30 side rotates, for example, clockwise at a rotation speed N _GT (rpm). A signal from the reference marker 17a detected by the GT-side rotor rotation angle detector 19 is also generated N _GT times per minute.

The high-pressure turbine exhaust end 37 of the steam turbine system 30 rotates clockwise at a rotation speed N _ST (rpm) similarly to the gas turbine system 10. A signal from the reference marker 37a detected by the ST-side rotor rotation angle detector 39 is also generated N _ST times per minute.

Since the rotation speed N _ST (rpm) of the high-pressure turbine exhaust end 37 is slower than the rotation speed N _GT (rpm) of the generator end 17, the high-pressure turbine exhaust end 37 rotates relatively counterclockwise at a pre-coupling hold differential rotation speed ΔN (rpm) relative to the generator end 17, i.e., the pre-coupling hold differential rotation speed is this relative rotation speed ΔN, and rotates in the counterclockwise direction. As a result, the relative rotation time Tr (seconds) per rotation of the high-pressure turbine exhaust end 37 in the counterclockwise direction is given by the following equation (3):
Tr = 60 / ΔN ... (3)

Therefore, the reference marker 37a provided at the high-pressure turbine exhaust end 37 rotates 360 degrees in the counterclockwise radial direction in Tr seconds based on the reference marker 17a provided at the generator end 17.

Therefore, the bond angle corresponding time interval ΔT _Θ corresponding to the angle difference of the bond angles at the time of acquiring each data is given by the following formula (4).
ΔT _Θ = Tr / M = 60 / (M · ΔN) ... (4)

For example, when the pre-bond retention differential rotation speed ΔN is 4 rpm and the number of data acquisitions M is 3, the bond angle corresponding time interval ΔT _Θ is 5 seconds.

In this case, the bond angle corresponding time T _Θ1 for the first bond is 0 seconds, the bond angle corresponding time T _Θ2 for the second bond is 5 seconds, and the bond angle corresponding time T _Θ3 for the third bond is 10 seconds.

Next, we will explain the bond and vibration data acquisition steps (S23 to S26) that follow the bond angle corresponding time calculation step S22 in the bonding step S20 under multiple bond conditions.

In the bond/vibration data acquisition step, etc., as shown in FIG. 4, in step S23, the count index N is set to 1, in step S24, the Nth bond/vibration data acquisition is performed, in step S25, N is incremented by 1, and in step S26, it is determined whether N exceeds a predetermined number of repetitions M, and if it does not, steps S23 and after are repeated. Here, the predetermined number is, for example, 3, in which case the bond/vibration data acquisition in step S24 is performed three times.

Details of the bond and vibration data acquisition step S24 are explained below.

Figure 13 is a flow diagram showing the detailed procedure of the Nth engagement and vibration data acquisition step under multiple engagement conditions in the vibration reduction clutch engagement control method according to the first embodiment.

The bond/vibration data acquisition step S24 includes the steps of maintaining the rotation speed after the Nth rotation speed increase (step S241), issuing an MCV thrust-up command at a time corresponding to the bond angle (step S242), storing and acquiring vibration data (step S243), and changing to a low-speed heat soak rotation speed (S244). Each of these steps will be described in turn below.

First, the steam turbine system 30 performs the N-th rotation speed increase and rotation speed maintenance (step S241). That is, based on the speed conditions set in the speed condition setting step S21, the progress control unit 150 sequentially issues instruction signals to the turbine control device 50 via the output unit 160. As a result, the turbine control device 50 adjusts the opening of the MCV 33 using the output of the ST side rotation speed detector 38 as a feedback signal so as to obtain the rotation speed change of the steam turbine system 30 shown in FIG. 5. The rotation speed of the steam turbine system 30 finally reaches the pre-coupling maintenance rotation speed N _ST and is maintained. That is, when the steam turbine system 30 is viewed from the gas turbine 13, it appears to rotate at the relative pre-coupling maintenance differential rotation speed ΔN in the opposite direction to the rotation directions of both.

Next, the progress control unit 150 outputs an MCV thrust up command to the turbine control device 50 at the Nth coupling angle corresponding time (step S242).

Specifically, this MCV thrust-up instruction step S242 is as follows. That is, first, the GT rotor rotation angle detector 19 detects the reference marker 17a provided on the generator side end 17 (step S242a). Next, the time counter 140 outputs an arrival signal when the N-th coupling angle corresponding time T _ΘN has elapsed from the time point when the reference marker 17a was detected (step S242b). Next, the progress control unit 150 receives the output from the time counter 140 and issues an instruction signal for MCV thrust-up to the turbine control device 50 via the output unit 160 (step S242c). Here, MCV thrust-up refers to, as described above, rapidly opening the MCV 33 to, for example, an opening equivalent to the initial load of the steam turbine system 30.

The vibration data acquisition and storage step S243 that follows the binding and vibration data acquisition step S24 will be explained with reference to FIG. 14.

Figure 14 is a flow diagram showing the detailed procedure of vibration data acquisition and storage step S25 in the vibration reduction clutch engagement control method according to the first embodiment.

First, the clutch 40 is engaged (step S25a) by the MCV thrust-up instruction step S242c, which is the final step in the coupling and vibration data acquisition step S24. That is, when the MCV 33 opens in response to the MCV thrust-up instruction and the rotation speed N _ST (rpm) of the high-pressure turbine exhaust end 37 exceeds the rotation speed N _GT (rpm) of the generator end 17, the clutch 40 engages and the single-shaft combined cycle 1 rotates together.

Next, the progress control unit 150 maintains the state for a predetermined time to stabilize the single-shaft combined cycle 1 (step S25b). In other words, progress is stopped.

Next, the vibration data is acquired and stored (step S26c). Here, the vibration data is acquired by the GT side shaft vibration meter 2a provided near the GT coupling side bearing 2, and the ST side shaft vibration meter 3a provided near the ST coupling side bearing 3. The acquired vibration data is stored in the vibration data storage unit 124.

After the above-mentioned step S242 of instructing MCV thrust up at the coupling angle corresponding time, the speed is changed to the low-speed heat soak rotation speed (step S244). Specifically, the progress control unit 150 issues an instruction signal to the turbine control device 50 via the output unit 160 to change to the low-speed heat soak rotation speed. As a result, the opening of the MCV 33 decreases, the rotation speed of the high-pressure turbine exhaust side end 37 decreases, the clutch 40 is disengaged, and the clutch 40 transitions to a non-coupled state.

The above is the content of step S20 for acquiring vibration data under multiple binding conditions.

Next, we will explain the optimal bonding condition derivation step S30 shown in Figure 4. Step S30 includes a polar diagram creation step S31, an optimal phase difference derivation step S32, and a bond angle corresponding time derivation step S33.

When explaining the optimal engagement condition derivation step S30, we will conceptually explain the state before and after clutch engagement while citing Figures 15 to 17.

Figure 15 is a conceptual diagram showing the state before engagement of a single-shaft combined cycle vehicle that is the subject of the vibration reduction type clutch engagement control device according to the first embodiment.

The generator side end 17 of the gas turbine system 10 is disposed outside the GT coupling side bearing 2. Also, the high-pressure turbine exhaust side end 37 of the steam turbine system 30 is disposed outside the ST coupling side bearing 3.

That is, the portion of the gas turbine rotor shaft 16 including the generator side end 17 on the outside of the GT coupling side bearing 2 rotates in a cantilevered state. Also, the portion of the steam turbine rotor shaft 36 including the high-pressure turbine exhaust side end 37 on the outside of the ST coupling side bearing 3 also rotates in a cantilevered state.

Figure 16 is a conceptual diagram showing the state after engagement of a single-shaft combined cycle vehicle that is the subject of the vibration reduction clutch engagement control device according to the first embodiment.

After engagement by the clutch 40, the generator side end 17 and the high-pressure turbine exhaust side end 37 of the gas turbine system 10 are supported on both sides by the GT engagement side bearing 2 and the ST engagement side bearing 3.

Figure 17 is a conceptual diagram showing an example of the state near the clutch before and after engagement at each engagement angle of a single-shaft combined cycle that is the subject of the vibration reduction type clutch engagement control device according to the first embodiment, where (a) shows the case of engagement angle Θ, (b) shows the case of engagement angle (Θ+90 degrees), (c) shows the case of engagement angle (Θ+180 degrees), and (d) shows the case of engagement angle (Θ+270) degrees.

Figure 18 is a conceptual diagram showing the state of a cross section near the clutch before and after engagement at each engagement angle of a single-shaft combined cycle that is the subject of the vibration reduction type clutch engagement control device according to the first embodiment, where (a) shows the case of engagement angle Θ, (b) shows the case of engagement angle (Θ+90 degrees), (c) shows the case of engagement angle (Θ+180 degrees), and (d) shows the case of engagement angle (Θ+270) degrees. In other words, (a), (b), (c), and (d) in Figure 18 correspond to (a), (b), (c), and (d) in Figure 17, respectively.

17 and 18 conceptually show the state of engagement by the clutch 40 when the high-pressure turbine exhaust end 37 rotates eccentrically with respect to the generator end 17 with respect to the center of rotation. Below, a), b), c), and d) of FIG. 17 and FIG. 18 are explained in order. In each of FIG. 18, the angle is expressed clockwise, with the upper side being 0 degrees. In addition, in each of FIG. 17 and FIG. 18 a), b), c), and d), the left side of the white arrow indicates the state immediately before the high-pressure turbine exhaust end 37 is engaged with the generator end 17. In addition, the right side of the white arrow indicates the state immediately after the high-pressure turbine exhaust end 37 is engaged with the generator end 17. In the following, the high-pressure turbine exhaust end 37 is assumed to be eccentric in the direction of the reference marker 37a.

(a) shows the case where the generator end 17 is connected with the reference marker 17a of the generator end 17 (hereinafter, "GT angle") in the 0 degree direction and the reference marker 17a of the high-pressure turbine exhaust end 37 (hereinafter, "ST angle") in the 0 degree direction. In this case, after connection, the generator end 17 is eccentric in the 0 degree direction, while the amount of eccentricity in the 0 degree direction of the high-pressure turbine exhaust end 37 is slightly reduced.

(b) shows the case where the GT angle is 0 degrees and the ST angle is 90 degrees. In this case, after coupling, the generator side end 17 is eccentric in the 90 degree direction, and an imbalance is added.

(c) shows the case where the GT angle is 0 degrees and the ST angle is 180 degrees. In this case, after the coupling, the generator side end 17 is eccentric in the 180 degree direction, while the amount of eccentricity in the 180 degree direction of the high-pressure turbine exhaust side end 37 is slightly reduced.

(d) shows the case where the GT angle is 0 degrees and the ST angle is 270 degrees. In this case, after coupling, the generator side end 17 is eccentric in the 270 degree direction, and an imbalance is added.

As described above, the direction of the added unbalance changes depending on the ST angle relative to the GT angle when connecting. Note that although the direction of the added unbalance changes, if the amount of eccentricity at the ST shaft end before connecting is the same, the added unbalance moment is considered to be the same regardless of the ST angle relative to the GT angle when connecting. Therefore, although the direction of the vibration vector generated by the connection changes, the scalar quantity of the vibration vector does not change.

Next, the steps S31 to create a polar diagram, S32 to derive an optimal phase difference, and S33 to derive a bond angle corresponding time in the step S30 to derive optimal bonding conditions will be explained in order. In the following explanation, the notation "vector X・Y" refers to a vector that is in the direction from point X to point Y and has the magnitude equal to the distance between points X and Y. In addition, a vector when the starting point X is the center C will be called a vibration vector.

First, we will explain step S31 of creating the polar diagram performed by the polar diagram creation unit 132.

Figure 19 is a polar diagram in which vibration vectors are plotted on polar coordinates, showing examples of the state after engagement at each engagement angle of a single-shaft combined cycle that is the subject of the vibration reduction type clutch engagement control device according to the first embodiment.

Here, in the polar diagram, the circumferential direction represents the phase (0° to 360°), and the radial length from the center C represents the amplitude (or half amplitude) of the vibration.

The length of the vibration vector, which is a scalar quantity, is the amplitude based on the output of the GT side shaft vibration meter 2a or the ST side shaft vibration meter 3a shown in FIG. 12. The direction of the vibration vector is the coupling angle, which is the relative value of the output of the ST side rotor rotation angle detector 39 to the output of the GT side rotor rotation angle detector 19.

Either the GT side or the ST side may be used as the vibration value after engagement at the clutch 40. In other words, theoretically, the change in the rotor shaft's whirling motion after engagement will be similar, and the optimum angle (described later) for either bearing should be the same. Note that in reality, the change in vibration due to engagement is more pronounced for the shaft vibration of the ST side bearing, so the following will show an example of evaluating the optimum angle based on the ST side vibration vector.

19 shows a case where bond/vibration data acquisition is performed three times, with the bond target angles being Θ ₁ , Θ ₂ , and Θ ₃ , respectively, and the interval between each of the bond target angles is 120 degrees.

As a result of obtaining bond and vibration data (step S20), when the bond target angle _Θ1 is obtained, a vibration vector C· _P1 is obtained from the bond angle ( _Θ1 + _Φ1 ), when the bond target angle _Θ2 is obtained, a vibration vector C· _P2 is obtained from the bond angle ( _Θ2 + _Φ2 ), and when the bond target angle _Θ3 is obtained, a vibration vector C· _P3 is obtained from the bond angle ( _Θ3 + _Φ3 ). Here, the vibration value is the output of the ST-side shaft vibration meter 3a provided in the vicinity of the ST bond-side bearing 3. Also, the bond angle is based on the bond angle targeted in step S242.

20 is a graph showing the vibration state after engagement of a single-shaft combined cycle that is the subject of the vibration reduction type clutch engagement control device according to the first embodiment. The horizontal axis represents the engagement angle, and the vertical axis represents the amplitude. The amplitude is minimum near the engagement angle Θ2. Here, the amplitude is minimum at the engagement angle (Θm+Φm). This engagement angle (Θm+Φm) is the optimum engagement angle. Here, the additional delay Φm is approximately equal to _Φ1 , _Φ2 , and _Φ3 as described above, and may be, for example, their average value.

Next, the optimal bond angle derivation step S32 performed by the optimal bond angle derivation unit 133 will be explained with reference to the polar diagram in Figure 19.

A circumscribing circle CC is obtained based on points _P1 , _P2 , and _P3 . The center _P0 of the circumscribing circle CC is the circumcenter of points _P1 , _P2 , and _P3 . Here, the vibration vector C· _P0 does not indicate the vibration state before coupling, but indicates a virtual average vibration state in a state in which both sides are supported by the GT coupling side bearing 2 and the ST coupling side bearing 3 after coupling, and the center point _P0 is the virtual center.

The vectors originating from this imaginary center _P0 , i.e., the vector _P0 ·P1 in the case of joint angle ( _Θ1 + _Φ1 ), the vector P0· _P2 in the case of joint angle ( _Θ2 + _Φ2 ) _, and _the vector _P0 · _P3 in the case of joint angle ( _Θ3 + _Φ3 ), are due to the contribution of the steam turbine system 30 in each case.

The point where the distance between a point on the circumscribing circle CC and the center point C of the polar diagram is the smallest corresponds to the optimal case where the amplitude is the smallest. Therefore, the optimal point _Pm is the intersection of the circumscribing circle CC and the line connecting the center point C of the polar diagram and the center point _P0 of the circumscribing circle CC. The angle ( _Θm + _Φm ) of the vector CC· _Pm is the optimal bond angle.

Next, the bond angle corresponding time calculation unit 134 calculates the bond angle corresponding time corresponding to the bond target angle Θm of the optimal bond angle ( _Θm + _Φm ). The interval of the bond angle corresponding time is given by the following formula (4) given above.
ΔT _Θ = Tr / M = 60 / (M · ΔN) ... (4)

Now, taking the case where the pre-bond retention differential rotation speed ΔN is 4 rpm as an example, in the example of FIG. 19, the number of data acquisitions M is 3, so the bond angle corresponding time interval ΔT _Θ is 5 seconds.

Therefore, if the bond angle corresponding time of the first thrust is T _Θ1 , the second thrust is (T _Θ1 + 5) seconds, and the third thrust is (T _Θ1 + 10 seconds). Here, T _Θ1 may be any value as long as it is less than 5 seconds.

Next, the step S40 of confirming the combination under the optimal combination conditions shown in FIG. 4 will be described. In the step S40 of confirming the combination under the optimal combination conditions, the effects are confirmed by the following steps based on the optimal combination conditions derived in the step S30 of deriving the optimal combination conditions. Note that detailed descriptions of the steps that overlap will be omitted.

First, the progress control unit 150 performs the rotation speed increase condition (step S41). Next, after the optimal coupling angle corresponding time following detection of the GT reference marker, the progress control unit 150 issues an MCV thrust up command (step S42). With the clutch 40 in a coupled state in step S42, the vibration data storage unit 124 acquires, stores, and stores vibration data (step S43). Using the stored vibration data, the vibration reduction determination unit 135 checks the effect of the optimal coupling condition (step S44).

The vibration reduction type clutch engagement control method according to this embodiment is particularly effective during construction of the single-shaft combined cycle 1 and after maintenance such as during regular inspections in which the power train including the clutch 40 and the MCV 33 are disassembled, inspected, repaired, and assembled.

As described above, the vibration reduction clutch engagement control method and vibration reduction clutch engagement control device 100 according to this embodiment converts the engagement angles into time for at least three different engagement angles, engages each clutch 40, and derives the optimal engagement angle based on the respective vibration data. Since it is possible to reliably engage at the optimal engagement angle, it is possible to minimize vibration after engagement. In addition, early detection of abnormalities is possible by monitoring the vibration value after engagement.

Second Embodiment
FIG. 21 is a flowchart showing the procedure of a vibration reduction type clutch engagement control method according to the second embodiment.

This embodiment is a modification of the first embodiment, and the vibration reduction clutch engagement control method according to this embodiment further includes step S50 of adding a balance weight after step S40 of confirming engagement under optimal engagement conditions. Each step of step S50 will be described below in order.

First, a test weight is added (step S51). In this case, it is preferable that the weight of the test weight is as small as possible while still allowing the change in vibration value to be significantly measured.

The circumferential positions where test weights should be added are explained with reference to Figure 22.

Figure 22 is a polar diagram showing the state after engagement, illustrating a method for further reducing vibration at each engagement angle of a single-shaft combined cycle that is the subject of the vibration reduction clutch engagement control device according to the second embodiment.

In step S40, the vector P ₀ ·P _m which gives the optimum bond angle (Θ _m + Φ _m ) is obtained. Therefore, a test weight is added in the direction of the optimum bond angle Θ _m .

Next, bonding is performed at the optimum bonding angle ( _Θm + _Φm ) (step S52), and the vibration value in the bonded state is obtained (step S53). As a result, the vector _P0 · _Pm extends to the vector _P0 / _Pt , becoming the vector _P0 · _Pt , and the vibration value at the optimum bonding angle ( _Θm + _Φm ) decreases to the vibration value at point P1 (the length from the center point C to the dashed arc passing through point Pt in FIG. 22).

Next, balance weights are determined and added (step S54).

The vibration value can be made zero by extending the vector _P0 · _Pt to the center point C of the polar diagram. Therefore, a balance weight equivalent to the vector _Pt ·C is added. The weight of the balance weight is obtained by multiplying the weight of the test weight by the ratio of the length of the vector _Pt ·C to the length of the vector _P0 · _Pt .

Next, confirm the bond and effect at the optimal bond angle (step S55).

Figure 23 is a graph showing the vibration state after engagement of a single-shaft combined cycle vehicle that is the subject of the vibration reduction type clutch engagement control device according to the second embodiment. The horizontal axis shows the engagement angle, and the vertical axis shows the single amplitude after engagement by the clutch 40.

The dashed curve shows the dependence on bond angle without the addition of balance weights, and the solid curve shows the dependence on bond angle with the addition of balance weights. As shown by the solid curve, with the addition of balance weights, the vibration value is reduced to zero or near zero ("virtually zero") at the optimal bond angle ( _Θm + _Φm ).

As described above, the vibration reduction type clutch engagement control method and vibration reduction type clutch engagement control device according to this embodiment can reduce the vibration value to essentially zero by adding a balance weight in a configuration that ensures reliable engagement with the optimal phase difference.

According to the embodiment described above, it is possible to provide a vibration reduction clutch engagement control method and a vibration reduction clutch engagement control device that can minimize the vibration value after engagement and maintain that state even during start-up and shutdown.

Although several embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are included in the scope of the invention and its equivalents described in the claims.

1... Single-shaft combined cycle, 2... GT coupling side bearing, 2a... GT side shaft vibration meter, 3... ST coupling side bearing, 3a... ST side shaft vibration meter, 5... Generator, 10... Gas turbine system, 11... Combustor, 11a... Fuel gas supply section, 12... Compressor, 13... Gas turbine, 16... Gas turbine side rotor shaft, 17... Generator side end, 17a... Reference marker, 18... GT side rotation speed detector, 18a... GT side gear, 19... GT side rotor rotation angle detector, 20... Waste heat recovery boiler, 21...high pressure drum, 22...superheater, 23...main steam pipe, 24...intermediate pressure turbine steam supply system, 25...low pressure turbine steam supply system, 30...steam turbine system, 31...high pressure turbine, 32...high pressure main steam stop valve, 33...high pressure main steam control valve (MCV), 34...intermediate pressure turbine, 35...low pressure turbine, 36...steam turbine side rotor shaft, 37...high pressure turbine exhaust side end, 37a...reference marker, 38...ST side rotation speed detector, 38a...ST side gear, 39...ST side rotor rotation angle degree detector, 40... clutch, 41... GT side member, 41a... GT side holding portion, 41b... GT side teeth, 41c... ratchet gear, 42... ST side member, 42a... ST side holding portion, 42b... helical spline outer surface portion, 43... sliding portion, 43a... ratchet pawl, 43b... helical spline inner surface portion, 43c... sliding portion side teeth, 50... turbine control device, 100... vibration reduction type clutch engagement control device, 110... input portion, 111... external input receiving portion, 112... Signal input acceptance unit, 120...storage unit, 121...speed condition storage unit, 122...connection condition storage unit, 123...connection angle storage unit, 124...vibration data storage unit, 130...calculation unit, 131...connection angle calculation unit, 132...polar diagram creation unit, 133...optimum connection angle derivation unit, 134...connection angle corresponding time calculation unit, 135...vibration reduction judgment unit, 140...time counter, 150...progress control unit, 160...output unit, 180...cables, 200...vibration reduction clutch connection control system

Claims (8)

A vibration reduction type clutch engagement control method for a single-shaft combined cycle in which a gas turbine, a generator, and a steam turbine are coupled together by a clutch, comprising:
a gas turbine isolated operation step in which the generator is connected to a power grid and the gas turbine is operated while carrying a load;
a vibration data acquisition step of performing engagement by the clutch at at least three different engagement angles of the rotation of the steam turbine with respect to the rotation of the gas turbine, transitioning to each of the engagement operations, and acquiring vibration data during each of the engagement operations;
an optimal bond angle derivation step of deriving an optimal bond angle based on each of the vibration data;
13. A vibration reducing clutch engagement control method comprising: The vibration reduction clutch engagement control method according to claim 1, characterized in that each of the multiple engagement angles is measured based on a detection signal of a reference marker formed at the generator side end of the gas turbine and a detection signal of a reference marker formed at the steam turbine side engagement end of the steam turbine. The vibration reduction clutch engagement control method according to claim 1 or 2, characterized in that the multiple engagement angles are set at equal intervals. The transition to the bonded state is
maintaining a rotation speed of the steam turbine at a rotation speed that is lower than a rotation speed of the gas turbine by a pre-coupling maintenance differential rotation speed;
converting each of the plurality of bond angles at the pre-bond retention differential rotation number into a bond angle corresponding time, and transitioning to the bond state according to the bond angle corresponding time;
3. The method of claim 1, further comprising the steps of: The vibration reduction clutch engagement control method according to claim 4, characterized in that the pre-engagement hold differential speed is calculated from the output of a GT speed detector provided in the gas turbine and the output of a ST speed detector provided in the steam turbine. The vibration reduction clutch engagement control method according to claim 1 or 2, characterized in that the optimum engagement angle is derived in the optimum engagement angle derivation step using a polar diagram. The vibration reduction clutch engagement control method according to claim 1 or 2, further comprising a weight addition step of adding a balance weight to further reduce the vibration value at the optimal engagement angle. A vibration reduction type clutch engagement control device for a single-shaft combined cycle in which a gas turbine, a generator, and a steam turbine are coupled together by a clutch, comprising:
an input unit that receives an output of a GT rotation speed detector provided in the gas turbine, an output of an ST rotation speed detector provided in the steam turbine, a detection signal of a reference marker formed at a generator side end of the gas turbine, a detection signal of a reference marker formed at a steam turbine side coupling end of the steam turbine, and external inputs relating to a pre-coupling hold rotation speed and a speed-up condition;
a storage unit that stores the speed increase condition and a pre-coupling hold differential rotation speed of the steam turbine with respect to a rotation speed of the gas turbine;
a calculation unit having a bond angle corresponding time calculation unit that converts each of a plurality of bond angles for transitioning to a coupled state at the pre-coupling hold differential rotation speed into a bond angle corresponding time, a polar diagram creation unit that creates a polar diagram based on vibration data after the clutch is coupled at each of the plurality of bond angles, and an optimal bond angle derivation unit that derives an optimal bond angle based on the polar diagram;
A vibration reducing clutch coupling device comprising:

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