JP6331081B2 - Gas turbine equipment and cooling device operating method - Google Patents

Description

  The present invention relates to a gas turbine facility including a gas turbine and a cooling device for the gas turbine, and an operation method of the cooling device.

  The gas turbine includes a compressor that compresses the atmosphere to generate compressed air, a combustor that generates combustion gas by burning fuel in the compressed air, and a turbine that is driven by the combustion gas. The compressor has a compressor rotor that rotates about an axis, and a compressor casing that rotatably covers the compressor rotor. The turbine includes a turbine rotor that rotates about an axis, and a turbine casing that rotatably covers the turbine rotor. The compressor rotor and the turbine rotor are located on the same axis and are connected to each other to form a gas turbine rotor. The compressor casing and the turbine casing are also connected to each other to form a gas turbine casing.

  In this gas turbine, when the fuel supply to the combustor is stopped, hot air stays in the gas turbine casing, and as time passes, the hot air gathers in the upper part of the gas turbine casing. Air with relatively low temperature collects in the lower part of the passenger compartment. As a result, the temperature of the upper part of the gas turbine casing is relatively higher than that of the lower part of the gas turbine casing. For this reason, the upper part of the gas turbine casing expands relative to the lower part of the gas turbine casing, and a so-called catback phenomenon occurs in which the gas turbine casing is deformed like a cat's back.

  When this catback phenomenon occurs, the gap between the gas turbine rotor and the gas turbine casing is partially narrowed, and the gas turbine rotor and the gas turbine casing may come into contact with each other.

  Therefore, Patent Document 1 below discloses a facility that suppresses the catback phenomenon. This facility branches from a compressed air supply flow path for supplying compressed air from a compressor to a combustor, a branched flow path for guiding this compressed air to a stationary blade of a turbine, and a boost compressor provided in the branched flow path And. The boost compressor is operated when fuel is supplied to the combustor and the gas turbine is operating. Part of the air in the compressed air supply channel flows into the branch channel and is boosted by the boost compressor. The compressed air flows through the cooling medium flow path in the stationary blade via the branch flow path, and cools the stationary blade.

  This facility further includes a return flow path for returning the compressed air that has flowed through the cooling medium flow path in the stationary blade to the compressed air supply flow path. In this facility, the boost compressor is operated even when the fuel supply to the combustor is stopped. Part of the air in the compressed air supply channel flows into the branch channel and is boosted by the boost compressor. The compressed air flows into the cooling medium flow path in the stationary blade and then returns to the compressed air supply flow path via the return flow path.

  In this facility, even when the fuel supply to the combustor is stopped, the boost compressor is operated to agitate the high-temperature air remaining in the turbine casing to suppress the catback phenomenon.

JP 2010-090819 A

  Here, a plurality of combustors are arranged in a ring shape inside the gas turbine casing. Therefore, even if the air in the gas turbine casing is agitated using the technique described in Patent Document 1, the flow of air in the gas turbine casing is hindered by the plurality of combustors arranged in an annular shape, and the cat efficiently The back phenomenon may not be suppressed.

  Then, an object of this invention is to provide the technique which can suppress a catback phenomenon effectively.

The gas turbine equipment as one aspect according to the invention for solving the above problems is
A combustor for combusting fuel to generate combustion gas; a gas turbine having a turbine driven by the combustion gas from the combustor; a cooling device having a combustor cooling system for cooling the combustor; and the cooling device A control device that controls the operation of the turbine, wherein the turbine includes a turbine rotor that rotates about an axis, and a casing that rotatably covers the turbine rotor, and the combustor includes the casing. A plate through which the combustion gas flows, and a plate material forming the cylinder includes an inlet hole for receiving air, a cooling air passage through which the air from the inlet hole flows, and the cooling air passage An outlet hole for ejecting the air that has passed through to the outer peripheral side of the cylinder is formed, and the combustor cooling system is connected to the combustor cooling line that connects the casing and the inlet hole, and the gas turbine. The And a boost compressor provided in the combustor cooling line, the controller operating the boost compressor during fuel supply to the combustor; A compressor control unit that operates the boost compressor while stopping fuel supply to the combustor.

  In the gas turbine facility, the cylinder can be cooled by sending the air pressurized by the boost compressor to the cooling air flow path of the cylinder in the combustor during the fuel supply to the combustor. Further, in the gas turbine facility, while the fuel supply to the combustor is stopped, the air in the passenger compartment is boosted by boost compression, and the pressurized air is sent to the cooling air flow path of the cylinder in the combustor. The air that has passed through the cooling air channel is ejected from the outlet hole to the outer peripheral side of the cylinder. For this reason, in the said gas turbine installation, the temperature in a vehicle interior can be equalized by stirring the air in a vehicle interior while the fuel supply to a combustor is stopped, and a catback phenomenon can be suppressed. In addition, in the gas turbine facility, air is ejected from the cylinder of the combustor disposed in the vehicle interior while the fuel supply to the combustor is stopped. Can be efficiently stirred.

  Further, in the gas turbine facility, all of the air sent to the cylindrical cooling air flow path can be effectively used for suppressing the catback phenomenon. Further, in the gas turbine facility, air is ejected from a cylinder arranged in a region where temperature is desired to be uniformed in the passenger compartment, so that air is ejected from the cylinder to a region where temperature is desired to be uniformed in the passenger compartment. It is not necessary to separately provide a flow path for guiding the air, and the equipment cost can be reduced.

  Here, in the gas turbine equipment, the compressor control unit may perform the boost compression at least temporarily during a period of time required for air agitation from when the fuel supply to the combustor is stopped until a time when a predetermined condition is satisfied. The boost compressor does not need to be operated unless the fuel is supplied to the combustor after the required period of air agitation has elapsed.

  In the gas turbine equipment, since the boost compressor is not operated after the period of time required for air agitation, the energy consumption for the operation of the boost compressor can be suppressed. That is, in the gas turbine facility, the running cost of the boost compressor can be suppressed.

Further, in the air agitation required period, in the gas turbine equipment to operate at least temporarily boost compressor, the compressor control unit in the air agitation required period, and the temperature of the upper portion in the casing When the temperature difference between the temperature of the lower portion is equal to or greater than the temperature difference to a predetermined said, may be operated said boost compressor.

  Further, in any of the above gas turbine equipment, wherein the boost compressor is operated at least temporarily during the air agitation required period, the compressor controller controls the boost compressor during the air agitation necessary period. It may be operated intermittently.

  Further, in any one of the gas turbine facilities described above, a plurality of the combustors are provided, and the plurality of combustors are arranged side by side in a circumferential direction with respect to the axis, and each of the plurality of combustors is provided. A plurality of the outlet holes of the cylinder may be distributed in at least a part on the axis line side and a part on the opposite side to the axis line side of the cylinder.

  In the gas turbine equipment, air is ejected from each cylinder of the plurality of combustors arranged in the vehicle interior to at least the axial side and the opposite side, so the vehicle interior including the region where air easily stagnates in the vehicle interior. The whole air can be effectively stirred without being obstructed by the cylinder of the combustor.

  In the gas turbine equipment including a plurality of the combustors, the combustor cooling line flows through an extraction line that guides air in the vehicle interior to the boost compressor, and air that has been pressurized by the boost compressor flows. A cooling air main line; and a cooling air branch line that branches from the cooling air main line for each of the plurality of combustors and guides the air to the cooling air flow paths in the plurality of combustors. For each cooling air branch line, a branch air valve for adjusting the flow rate of air passing through the cooling air branch line is provided, and the control device has a valve control unit that individually opens and closes the plurality of branch air valves. The valve control unit is connected to the combustor closest to the connection position with the bleed line in the passenger compartment among the plurality of combustors while the fuel supply to the combustor is stopped. The branch air valve of the cooling air branch line may be closed and the branch air valve of the cooling air branch line connected to the combustor farthest from the connection position with the extraction line in the passenger compartment may be opened. .

  In the gas turbine facility, when the fuel supply to the combustor is stopped, a flow that approaches the connection position is formed as a large flow of air in the passenger compartment. For this reason, the air over the whole circumferential direction in a vehicle interior can be efficiently guide | induced to a combustor cooling system, and the temperature in a vehicle interior can be equalized efficiently.

  In any one of the above gas turbine facilities, the cooling device bleeds the air in the vehicle interior to the outside, and stops the fuel supply to the combustor and the rotor cooling system that guides the air to the turbine rotor And a connection system that guides the air pressurized by the boost compressor to the rotor cooling system.

  In the gas turbine facility, the cylinder of the combustor can be cooled by the air extracted from the passenger compartment by the combustor cooling system during the fuel supply to the combustor. In the gas turbine facility, the turbine rotor can be cooled with air extracted from the passenger compartment by the rotor cooling system during the fuel supply to the combustor. Further, in the gas turbine equipment, even when the fuel supply to the combustor is stopped, the air pressurized by the boost compressor of the combustor cooling system is sent to the turbine rotor through the connection system and the rotor cooling system. be able to. Therefore, in the gas turbine equipment, the turbine rotor can be cooled even when the fuel supply to the combustor is stopped.

  In the gas turbine equipment having the connection system, the connection system is connected to the combustor side of the combustor cooling line from a position where the boost compressor is provided, and is boosted by the boost compressor. A connection line for guiding the generated air to the rotor cooling system, and a connection control valve provided in the connection line, and the control device controls the connection control valve during fuel supply to the combustor. And a valve control unit that opens the connection control valve while the fuel supply is stopped.

  In the gas turbine facility, since the connection control valve is closed during the fuel supply to the combustor, the air pressurized by the boost compressor does not flow to the connection line but flows exclusively to the combustor cooling line. Therefore, in the gas turbine facility, the air pressurized by the booth compressor can be efficiently sent to the cylinder of the combustor during the fuel supply to the combustor.

  In the gas turbine equipment having the connection control valve, the combustor cooling system is provided in the combustor side of the combustor cooling line with respect to a position where the connection line is connected. A cooling control valve, and the valve control unit of the control device opens the combustor cooling control valve during fuel supply to the combustor and opens the combustor cooling control valve during fuel supply stop. Also good.

  Further, in the gas turbine equipment having the combustor cooling control valve, the valve control unit of the control device opens both the combustor cooling control valve and the connection control valve while the fuel supply to the combustor is stopped. May be.

  In any of the above gas turbine equipment having the connection line, the rotor cooling system bleeds the air in the vehicle interior to the outside and guides the air to the turbine rotor, and the rotor cooling line, A rotor cooling control valve provided on the rotor cooling line, and the connecting line is closer to the turbine rotor side than the position where the rotor cooling control valve is provided in the rotor cooling line. The valve control unit of the control device may be connected, and the rotor cooling control valve may be opened during fuel supply to the combustor and the rotor cooling control valve may be closed during fuel supply stop.

  In the gas turbine facility, while the fuel supply to the combustor is stopped, the air pressurized by the boost compressor flows into the rotor cooling line through the connection line. In the gas turbine facility, when the fuel supply to the combustor is stopped, the rotor cooling control valve provided on the passenger compartment side of the rotor cooling line from the connection position with the connection line is closed. The air that has flowed into the rotor cooling line does not flow to the passenger compartment side, but flows exclusively to the turbine rotor side. Therefore, in the gas turbine facility, the air pressurized by the boost compressor can be efficiently sent to the turbine rotor while the fuel supply to the combustor is stopped.

  Further, in any one of the gas turbine equipment described above, the combustor cooling system is connected to the vehicle compartment side from the position where the boost compressor is provided in the combustor cooling line, Intake control that is provided closer to the combustor cooling line than the filter in the intake line, an intake line that sucks in the atmosphere, a filter that removes foreign matter in the atmosphere that passes through the intake line, and the filter The control device may close the intake control valve during fuel supply to the combustor and open the intake control valve during fuel supply stop.

  In the gas turbine facility, when the fuel supply to the combustor is stopped, the air lower than the temperature of the air in the passenger compartment is taken into the combustor cooling system, and this air is boosted by the boost compressor and then sent to the turbine rotor. it can. For this reason, even in the gas turbine facility, the turbine rotor can be cooled while the fuel supply to the combustor is stopped.

The operation method of the cooling device for a gas turbine as one aspect according to the invention for solving the above problems is as follows.
A method of operating a cooling device for cooling a gas turbine component comprising a combustor that burns fuel to generate combustion gas and a turbine that is driven by the combustion gas from the combustor, the turbine centering on an axis A turbine rotor that rotates as described above, and a casing that rotatably covers the turbine rotor, and the combustor includes a cylinder that is disposed in the casing and through which the combustion gas flows, and forms the cylinder. The plate material to be formed is formed with an inlet hole for receiving air, a cooling air channel through which the air from the inlet hole flows, and an outlet hole for ejecting the air that has passed through the cooling air channel to the outer peripheral side of the cylinder. The cooling device has a combustor cooling system that cools the combustor, and the combustor cooling system is connected to the combustor cooling line that connects the vehicle compartment and the inlet hole, and the gas turbine. The And a boost compressor provided in the combustor cooling line, wherein the boost compressor is operated while fuel is being supplied to the combustor. A combustor cooling step for cooling the cylinder by flowing the air in the vehicle compartment into the cooling air flow path of the cylinder through the combustor cooling line; and stopping fuel supply to the combustor, A vehicle interior air agitation step of operating the boost compressor, causing the air in the vehicle interior to flow into the cooling air flow path of the cylinder through the combustor cooling line, and returning the air to the vehicle interior. And execute.

  In the operation method, the cylinder can be cooled by sending the air pressurized by the boost compressor to the cooling air flow path of the cylinder in the combustor during the fuel supply to the combustor. That is, in this operation method, the cylinder can be cooled by executing the combustor cooling step during the fuel supply to the combustor. In the operation method, while the fuel supply to the combustor is stopped, the air in the passenger compartment is boosted by boost compression, and the boosted air is sent to the cooling air flow path of the cylinder in the combustor. The air that has passed through the cooling air channel is ejected from the outlet hole to the outer peripheral side of the cylinder. For this reason, in the said operating method, the air in a vehicle interior can be stirred while the fuel supply to a combustor is stopped. That is, in this operation method, the air in the vehicle compartment can be agitated by executing the vehicle interior air agitation step while the fuel supply to the combustor is stopped. Therefore, in this operation method, the temperature in the passenger compartment can be made uniform while the fuel supply to the combustor is stopped, and the catback phenomenon can be suppressed. In addition, in this operation method, air is ejected from the cylinder of the combustor disposed in the passenger compartment while the fuel supply to the combustor is stopped. Stir efficiently.

  Moreover, in the said operation method, all the air sent to the cooling air flow path of the pipe | tube can be effective for suppression of a catback phenomenon. Furthermore, in this driving method, air is ejected from the cylinder arranged in the region where the temperature is desired to be uniformed in the passenger compartment, so that the air is ejected from the cylinder to the region where the temperature is desired to be uniformed in the passenger compartment. There is no need to separately provide a flow path for introducing air, and the equipment cost can be reduced.

  Here, in the operation method of the cooling device, the boost compressor is operated at least temporarily during a period of time required for air agitation from when the fuel supply to the combustor is stopped until a time when a predetermined condition is satisfied. If the fuel supply to the combustor is resumed during the air agitation required period, the vehicle interior air agitation process is not performed and the combustor cooling process is performed. If the fuel supply to the combustor is not resumed during the air agitation necessary period, the vehicle interior air agitation process may not be executed after the air agitation necessary period has elapsed.

Further, in the air agitation necessary period, to perform at least temporarily the passenger compartment air stirring step, in the operation method of any of the cooling apparatus described above, in the air agitation required period, the top in the casing When difference in temperature between the lower part of the section is equal to or greater than the temperature difference to a predetermined said, it may start the vehicle interior air stirring step by operating the boost compressor.

  Further, in any one of the above cooling device operating methods, the vehicle interior air agitation step is executed at least temporarily during the air agitation necessary period, and the vehicle interior air agitation step is performed during the air agitation necessary period. It may be executed intermittently.

  In any one of the above cooling device operating methods, the gas turbine includes a plurality of the combustors, and the plurality of combustors are arranged side by side in a circumferential direction with respect to the axis, The combustor cooling line includes an extraction line that guides air in the vehicle interior to the boost compressor, a cooling air main line through which the air pressurized by the boost compressor flows, and a plurality of the combustors from the cooling air main line A cooling air branch line that branches every time and guides the air to the cooling air flow paths in a plurality of combustors, and in the vehicle interior air agitation step, a plurality of the cooling air main lines, Among the combustors, the inflow of air to the cooling air branch line connected to the combustor closest to the connection position with the bleed line in the passenger compartment is suppressed, and the cooling air main From the line, among the plurality of the combustor may facilitate the flow of air from the connecting position to the farthest combustor the connected the cooling air branch line.

  In any one of the above cooling device operating methods, the cooling device has a rotor cooling system that extracts air from the vehicle compartment from the vehicle compartment and guides the air to the turbine rotor. A first rotor cooling step of cooling the turbine rotor by supplying air from the rotor cooling system to the turbine rotor during fuel supply to the combustor, and during fuel supply stop to the combustor Performing a second rotor cooling step of operating the boost compressor and supplying air boosted by the boost compressor to the turbine rotor via the rotor cooling system to cool the turbine rotor. May be.

  In the operation method, the turbine rotor can be cooled with air from the rotor cooling system by performing the first rotor cooling step during the fuel supply to the combustor. Further, in this operation method, even when the fuel supply to the combustor is stopped, the air boosted by the boost compressor in the execution of the second rotor cooling process is sent to the turbine rotor via the rotor cooling system. be able to. That is, in the operation method, the turbine rotor can be cooled even when the fuel supply to the combustor is stopped.

  In the operation method of the cooling device that executes the second rotor cooling step, the second rotor cooling step is a flow of air that has been pressurized by the boost compressor and that has flowed into the rotor cooling system, the rotor cooling step The flow to the vehicle interior side in the system may be suppressed, and the flow to the turbine rotor side in the rotor cooling system may be promoted.

  In any one of the above-described cooling device operating methods for executing the second rotor cooling step, the combustor cooling step suppresses inflow of air pressurized by the boost compressor into the rotor cooling system. The air that has been pressurized by the boost compressor may be promoted to flow into the combustor.

  In any one of the above-described cooling device operating methods for executing the second rotor cooling step, at least temporarily during the cooling necessary period from the stop of fuel supply to the combustor to a predetermined time point. If the second rotor cooling step is executed and the fuel supply to the combustor is resumed during the cooling required period, the second rotor cooling step is not executed, and the combustor cooling step and the first rotor cooling are performed. If the process is executed and the fuel supply to the combustor is not resumed during the cooling required period, the second rotor cooling process may not be executed after the cooling required period has elapsed.

  In any one of the above-described cooling device operating methods for executing the second rotor cooling step, the vehicle interior air stirring step and the second rotor cooling step are performed in parallel while the fuel supply to the combustor is stopped. May be executed.

  In the operation method of the cooling device according to any one of the above, in which the second rotor cooling step is performed, in the second rotor cooling step, the boost compressor sucks air into the combustor cooling system, and The atmosphere may be supplied to the turbine rotor via a rotor cooling system.

  In one embodiment of the present invention, a so-called catback phenomenon in which the passenger compartment is deformed like a cat's back can be effectively suppressed.

It is a principal part notch whole side view of the gas turbine in 1st embodiment which concerns on this invention. It is principal part sectional drawing of the gas turbine in 1st embodiment which concerns on this invention. It is explanatory drawing which shows the structure of the cooling device in 1st embodiment which concerns on this invention. It is sectional drawing of the combustion cylinder in 1st embodiment which concerns on this invention. It is the VV sectional view taken on the line in FIG. It is a principal part notch perspective view of the combustion cylinder in 1st embodiment which concerns on this invention. It is the VII-VII sectional view taken on the line in FIG. It is a timing chart of the various cooling processes in the first embodiment according to the present invention. It is a timing chart of the various cooling process in the 1st modification of 1st embodiment which concerns on this invention. It is a timing chart of the various cooling processes in the 2nd modification of 1st embodiment which concerns on this invention. It is explanatory drawing which shows the structure of the cooling device in 2nd embodiment which concerns on this invention. It is a timing chart of the various cooling processes in the second embodiment according to the present invention. It is a timing chart of the various cooling process in the 1st modification of 2nd embodiment which concerns on this invention. It is explanatory drawing which shows the structure of the cooling device in the 2nd modification of 2nd embodiment which concerns on this invention. It is explanatory drawing which shows the principal part structure of the cooling device in the 3rd modification of 2nd embodiment which concerns on this invention. It is a cross-sectional view of a combustion cylinder in a modification according to the present invention.

  Hereinafter, various embodiments of gas turbine equipment according to the present invention and modifications thereof will be described in detail with reference to the drawings.

"First embodiment"
Hereinafter, a first embodiment of a gas turbine facility according to the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the gas turbine equipment of the present embodiment includes a gas turbine 10, a cooling device 60 that cools some of the components of the gas turbine 10, and a control device 100 that controls them. ing.

  The gas turbine 10 includes a compressor 20 that compresses air, a combustor 30 that generates combustion gas by burning fuel in the air compressed by the compressor 20, and a turbine 50 that is driven by the combustion gas. ing.

  As shown in FIG. 2, the compressor 20 includes a compressor rotor 21 that rotates about an axis Ar, a compressor casing 25 that covers the compressor rotor 21 in a rotatable manner, and a plurality of stationary blade stages 26. . In the following, the direction in which the axis Ar extends is referred to as the axial direction Da, the compressor side in the axial direction Da is referred to as the upstream side, and the turbine side is referred to as the downstream side. Further, the circumferential direction around the axis Ar is simply referred to as a circumferential direction Dc, and the direction perpendicular to the axis Ar is referred to as a radial direction Dr. The compressor rotor 21 has a rotor shaft 22 extending in the axial direction Da along the axis Ar, and a plurality of blade stages 23 attached to the rotor shaft 22. The plurality of blade stages 23 are arranged in the axial direction Da. Each rotor blade stage 23 is composed of a plurality of rotor blades 23a arranged in the circumferential direction Dc. A stationary blade stage 26 is disposed on each downstream side of the plurality of blade stages 23. Each stationary blade stage 26 is provided inside the compressor casing 25. Each stator blade stage 26 is configured by a plurality of stator blades 26a arranged in the circumferential direction Dc. An annular space between the radially outer peripheral side of the rotor shaft 22 and the radially inner peripheral side of the compressor casing 25 in the region where the stationary blades 26a and the moving blades 23a are arranged in the axial direction Da is air The air compression flow path 29 compressed while flowing is formed.

  The turbine 50 includes a turbine rotor 51 that rotates about an axis Ar, a turbine casing 55 that rotatably covers the turbine rotor 51, and a plurality of stationary blade stages 56. The turbine rotor 51 includes a rotor shaft 52 extending in the axial direction Da along the axis Ar, and a plurality of blade stages 53 attached to the rotor shaft 52. The plurality of blade stages 53 are arranged in the axial direction Da. Each rotor blade stage 53 is composed of a plurality of rotor blades 53a arranged in the circumferential direction Dc. A stationary blade stage 56 is arranged on each upstream side of the plurality of blade stages 53. Each stationary blade stage 56 is provided inside the turbine casing 55. Each stationary blade stage 56 is configured by a plurality of stationary blades 56a arranged in the circumferential direction Dc. The turbine casing 55 includes a cylindrical turbine casing main body 55a that constitutes an outer shell thereof, and a plurality of split rings 55b that are fixed to the inside thereof. The plurality of split rings 55 b are all provided at positions between the plurality of stationary blade stages 56. Therefore, the rotor blade stage 53 is arranged on the radially inner side of each divided ring 55b. An annular space between the outer peripheral side of the rotor shaft 52 and the inner peripheral side of the turbine casing 55 and in which the stationary blades 56 a and the moving blades 53 a are arranged in the axial direction Da is from the combustor 30. A combustion gas flow path 59 through which the combustion gas G flows is formed. The rotor shaft 52 is formed with a cooling air flow path 52p through which cooling air passes. Each rotor blade 53a has a cooling air passage 53p communicating with the cooling air passage 52p of the rotor shaft 52. The end of the cooling air flow path 53p formed in the moving blade 53a is opened at the surface of the moving blade 53a. That is, the cooling air passage 53 p formed in the moving blade 53 a communicates with the combustion gas passage 59.

  The compressor rotor 21 and the turbine rotor 51 are located on the same axis Ar and are connected to each other to form the gas turbine rotor 11. For example, a generator rotor (not shown) is connected to the gas turbine rotor 11. The compressor casing 25 and the turbine casing 55 are connected to each other to form the gas turbine casing 15. The air compression passage 29 and the combustion gas passage 59 are separated in the axial direction Da. In the gas turbine casing 15, an intermediate casing 16 is formed between the air compression passage 29 and the combustion gas passage 59 in the axial direction Da. The combustor 30 is attached to the intermediate casing 16.

  As shown in FIGS. 2 and 3, the combustor 30 includes a combustion cylinder (or tail cylinder) 41 that sends high-temperature and high-pressure combustion gas G into the combustion gas flow path 59 of the turbine 50, and air in the combustion cylinder 41. And a fuel injector 31 for injecting fuel. The fuel injector 31 has a plurality of nozzles 32 that inject fuel into the combustion cylinder 41. A fuel line 34 is connected to each nozzle 32. The fuel line 34 is provided with a fuel flow rate adjustment valve 35 that adjusts the flow rate of fuel supplied to the plurality of nozzles 32. The combustion cylinder 41 of the combustor 30 is disposed in the intermediate casing 16. The combustor 30 further includes a cooling air manifold 46 that is fixed on the outer peripheral side of the combustion cylinder 41 and on the combustion gas flow path 59 side of the turbine 50. The cooling air manifold 46 forms a space in which cooling air accumulates with the outer peripheral side of the combustion cylinder 41.

  As shown in FIGS. 4 to 7, the combustion cylinder 41 includes an outer peripheral wall plate 41 o and an inner peripheral wall plate 41 i. The outer peripheral wall plate 41o and the inner peripheral wall plate 41i are joined by brazing or the like. Of the outer peripheral wall plate 41o and the inner peripheral wall plate 41i, a plurality of grooves 42 that are recessed in a direction away from the other side and that extend in the direction in which the central axis of the combustion cylinder 41 extends are formed in one wall plate. A cooling air passage 43 through which cooling air flows is formed between the inner surface of the groove 42 and the surface of the other wall plate. A plurality of inlet holes 44 penetrating from the cooling air channel 43 to the space in the cooling air manifold 46 are formed at positions where the cooling air manifold 46 is provided on the outer peripheral wall plate 41o. In the outer peripheral wall plate 41o, a plurality of outlet holes 45 penetrating from the cooling air passage 43 to the outside of the combustion cylinder 41 and to the inside of the intermediate casing 16 are provided in the upstream area of the cooling air manifold 46. It is formed over the entire circumference. Here, the upstream side means the upstream side for the combustor 30 and the side where the fuel supply unit 31 is present with respect to the combustion cylinder 41.

  The compressor 20 sucks outside air and compresses the air in the process of passing through the air compression passage 29. Compressed air, that is, compressed air, flows into the intermediate casing 16 from the air compression passage 29 of the compressor 20. This compressed air is supplied into the combustion cylinder 41 via the fuel injector 31 of the combustor 30. Fuel is injected into the combustion cylinder 41 from the plurality of nozzles 32 of the fuel injector 31. This fuel burns in the compressed air in the combustion cylinder 41. As a result of this combustion, combustion gas G is generated, and this combustion gas G flows from the combustion cylinder 41 into the combustion gas flow path 59 of the turbine 50. The turbine rotor 51 rotates when the combustion gas G passes through the combustion gas passage 59.

  As shown in FIG. 3, the cooling device 60 bleeds the air in the intermediate casing 16 from the intermediate casing 16, cools the air, and then pressurizes the combustor cooling system that leads to the combustion cylinder 41. 70, and a rotor cooling system 80 for extracting the air in the intermediate casing 16 from the intermediate casing 16, cooling the air, and then guiding the air to the rotor shaft 52 of the turbine rotor 51.

  The combustor cooling system 70 has a combustor cooling line 71 that extracts compressed air in the intermediate casing 16 from the intermediate casing 16 and guides the air into the cooling air flow path 43 of the combustion cylinder 41. . Further, the combustor cooling system 70 includes a cooler A 76 and a boost compressor 77 provided in the combustor cooling line 71.

  The cooler A76 may be anything as long as it can cool the compressed air extracted from the intermediate casing 16. Specifically, the cooler A76 is, for example, a water-cooled type that cools the compressed air using a cooling medium such as water, but an air-cooled type that cools the compressed air by sending air to the line through which the compressed air passes with a fan or the like. It may be. The boost compressor 77 pressurizes compressed air extracted from the intermediate compartment 16. The boost compressor 77 can be operated independently of the gas turbine 10. Therefore, the boost compressor 77 can be operated even when the gas turbine 10 is stopped.

  The combustor cooling line 71 includes an extraction line 72 that guides air in the intermediate casing 16 to the boost compressor 77, a cooling air main line 73 through which the air boosted by the boost compressor 77 flows, and a cooling air main line 73. To the plurality of combustors 30, each of which has a cooling air branch line 74 that guides air to any one of the combustors 30. The bleed line 72 includes a compartment-cooler A line 72a that connects the intermediate compartment 16 and the cooler A76, and a cooler A-compressor line 72b that connects the cooler A76 and the suction port of the boost compressor 77. . The cooling air branch line 74 is provided in the outside branch line 74 a that branches from the cooling air main line 73 for each of the plurality of combustors 30 and is connected to the intermediate compartment 16, the outside branch line 74 a, and the combustion cylinder 41. And a passenger compartment branch line 74b for connecting the cooling air manifold 46. Compressed air in the intermediate casing 16 is combusted via a casing-cooler A line 72a, a cooler A-compressor line 72b, a cooling air main line 73, an exterior branching line 74a, and an interior branching line 74b. It is possible to flow into 30 cooling air manifolds 46.

  The rotor cooling system 80 includes a rotor cooling line 81 that extracts compressed air in the intermediate casing 16 from the intermediate casing 16 and guides the air to the rotor shaft 52 of the turbine 50. Further, the rotor cooling system 80 includes a cooler B 86 and an inertia filter 87 provided in the rotor cooling line 81.

  As with the cooler A76, the cooler B86 may be anything as long as it can cool the compressed air extracted from the intermediate casing 16, and may be, for example, a water-cooled type or an air-cooled type. The inertia filter 87 has a bent flow path formed therein, and has a portion that captures foreign matter in the air that is going to advance straight by inertia. Note that the filter used here may not be such an inertial filter. Further, the filter is not essential for the rotor cooling system 80 and may be omitted.

  The rotor cooling line 81 includes a compartment-cooler B line 82 that connects the intermediate compartment 16 and the cooler B 86, a cooler B-filter line 83 that connects the cooler B 86 and the inertia filter 87, and an inertia filter 87. A filter-cabinet line 84 that connects the vehicle compartment 16 and a vehicle interior B-line 85 that connects the filter-cabinet line 84 and the rotor shaft 52 of the turbine 50 are provided. The vehicle interior B line 85 is connected to the aforementioned cooling air flow path 52 p formed in the rotor shaft 52 of the turbine 50.

  The control device 100 includes a main control unit 101 that receives external load commands and signals from various sensors, and a fuel control unit that controls the opening of the fuel flow control valve 35 in accordance with an instruction from the main control unit 101. 102 and a compressor control unit 104 that controls the operation of the boost compressor 77.

  Next, the operation of the gas turbine equipment described above will be described.

  During operation of the gas turbine 10, as described above, the compressor 20 compresses air to generate compressed air.

  The main control unit 101 of the control device 100 determines the flow rate of the fuel supplied to the plurality of nozzles 32 of the fuel injector 31 in accordance with a load command and signals from various sensors. The fuel control unit 102 determines the valve opening degree of the fuel flow rate adjustment valve 35 according to the fuel flow rate determined by the main control unit 101, and transmits a signal indicating the valve opening degree to the fuel flow rate adjustment valve 35. The fuel flow control valve 35 is driven in response to this signal, and the valve opening indicated by the signal is reached. As a result, the plurality of nozzles 32 are supplied with fuel at a flow rate determined by the main control unit 101.

  The compressed air generated by the compressor 20 flows into the combustor 30 through the intermediate casing 16. The fuel injector 31 of the combustor 30 sends this compressed air into the combustion cylinder 41. Further, the plurality of nozzles 32 of the fuel injector 31 injects the fuel that has passed through the fuel flow control valve 35 into the combustion cylinder 41. This fuel burns in the compressed air in the combustion cylinder 41. As a result of this combustion, combustion gas G is generated, and this combustion gas G flows from the combustion cylinder 41 into the combustion gas flow path 59 of the turbine 50. The turbine rotor 51 rotates when the combustion gas G passes through the combustion gas passage 59.

  During the operation of the gas turbine 10, the boost compressor 77 of the combustor cooling system 70 is operated according to an instruction from the compressor control unit 104. Therefore, a part of the compressed air in the intermediate casing 16 is extracted and flows into the cooler A76 via the casing-cooler A line 72a of the combustor cooling system 70, and is cooled here. The cooled compressed air flows into the boost compressor 77 through the cooler A-compressor line 72b as cooling air, where it is further pressurized. This cooling air flows into the cooling air manifold 46 of the combustor 30 through the cooling air main line 73, the vehicle interior branch line 74a, and the vehicle interior branch line 74b.

  The cooling air CA that has flowed into the cooling air manifold 46 passes through the cooling air passage 43 of the combustion cylinder 41 via the inlet hole 44 of the combustion cylinder 41 as shown in FIG. From 45, the vehicle returns to the interior compartment 16. The cooling air CA, which is the compressed air cooled by the cooler A76, exchanges heat with the combustion cylinder 41 in the process of passing through the cooling air flow path 43 of the combustion cylinder 41 to cool the combustion cylinder 41.

  As described above, the compressed air that cools the combustion cylinder 41 is extracted from the intermediate casing 16, boosted by the boost compressor 77, and then passed through the cooling air passage 43 of the combustion cylinder 41. 16 is returned.

  During operation of the gas turbine 10, a part of the compressed air in the intermediate casing 16 is extracted and flows into the cooler B 86 through the casing-cooler B line 82 of the rotor cooling system 80 and is cooled here. . The cooled compressed air flows into the inertial filter 87 through the cooler B-filter line 83 as cooling air, and foreign matter is removed here. This cooling air flows into the cooling air flow path 52 p formed in the rotor shaft 52 of the turbine rotor 51 through the filter-vehicle compartment line 84 and the vehicle compartment B-line 85. The cooling air cools the rotor shaft 52 by exchanging heat with the rotor shaft 52 in the process of flowing through the cooling air flow path 52p of the rotor shaft 52. The cooling air further flows into cooling air flow paths 53p formed in each of the plurality of rotor blades 53a of the turbine rotor 51. In the process of flowing through the cooling air flow path 53p of the moving blade 53a, the cooling air exchanges heat with the moving blade 53a to cool the moving blade 53a. The cooling air that has cooled the rotor blades 53a flows into the combustion gas passage 59 from the cooling air passage 53p and is mixed into the combustion gas G.

  During operation of the gas turbine 10, the pressure in the combustion gas passage 59 is lower than the pressure in the intermediate casing 16. Therefore, even if the compressed air in the intermediate casing 16 is not increased in pressure, the compressed air in the intermediate casing 16 is combusted from the intermediate casing 16 through the rotor cooling system 80 and the turbine rotor 51 to the combustion gas. It can flow into the flow path 59.

  As described above, during the operation of the gas turbine in which the fuel is supplied to the gas turbine 10, the cooling air from the combustor cooling system 70 is supplied to the combustion cylinder 41 and the combustion cylinder 41 is cooled as shown in FIG. At the same time (S1: combustor cooling step), the cooling air from the rotor cooling system 80 is supplied to the turbine rotor 51 to cool the turbine rotor 51 (S2: rotor cooling step).

  The main control unit 101 instructs the fuel control unit 102 to stop the fuel supply and notifies the compressor control unit 104 that the compressor is stopped by an external load command or the like. Upon receiving this instruction, the fuel control unit 102 transmits a signal indicating the valve opening degree 0 to the fuel flow rate adjustment valve 35. That is, the fuel control unit 102 instructs the fuel flow rate adjustment valve 35 to close the valve. As a result, the fuel flow control valve 35 is closed, and the fuel does not flow to the plurality of nozzles 32 of the fuel injector 31. When the compressor control unit 104 receives a message indicating that the compressor is stopped from the main control unit 101, the compressor control unit 104 stops the boost compressor 77.

  When the boost compressor 77 stops, the cooling air from the combustor cooling system 70 is not sent to the cooling air manifold 46 of the combustor 30. Therefore, when the fuel supply to the gas turbine 10 is stopped, the combustor cooling step (S1) is ended. Further, in a state where the fuel supply to the gas turbine 10 is stopped, the combustion gas G does not flow in the combustion gas passage 59 of the turbine 50, so that the pressure in the combustion gas passage 59 and the inner casing 16 It is almost equal to pressure. For this reason, the air in the intermediate casing 16 does not flow into the turbine rotor 51 via the rotor cooling system 80. Therefore, when the fuel supply to the gas turbine 10 is stopped, the rotor cooling step (S2) is also ended.

  When the fuel supply to the gas turbine 10 is stopped, the combustion gas G is not generated, and the gas turbine rotor 11 does not substantially rotate. In this state, high temperature air stays in the gas turbine casing 15, and as time passes, high temperature air gathers in the upper part of the gas turbine casing 15, and the temperature is relatively lower in the lower part of the gas turbine casing 15. Low air gathers. As a result, the temperature of the upper part of the gas turbine casing 15 is relatively higher than that of the lower part of the gas turbine casing 15. For this reason, the upper part of the gas turbine casing 15 expands relative to the lower part of the gas turbine casing 15, and a so-called catback phenomenon occurs in which the gas turbine casing 15 is deformed like a cat's back.

  When this catback phenomenon occurs, the gap between the gas turbine rotor 11 and the stationary body is partially narrowed, and the gas turbine rotor 11 and the stationary body may come into contact with each other. Specifically, a tip clearance C having a predetermined interval is set between the radially outer end of the rotor blade 53a of the turbine rotor 51 and the inner peripheral surface of the turbine casing 55, that is, the inner peripheral surface of the split ring 55b. Has been. This tip clearance C is desirably as small as possible from the viewpoint of turbine efficiency. However, when the above-described catback phenomenon occurs and the gas turbine casing 15 is deformed like a cat's back, among the plurality of blade stages 53 of the turbine rotor 51, the upstream blade stage 53, in particular the first There is a possibility that the radially outer end of the lower moving blade 53a in the first moving blade stage and the second moving blade stage and the inner peripheral surface of the turbine casing 55 come into contact with each other.

  Therefore, in the present embodiment, the air agitation necessary period Td from when the fuel supply to the gas turbine 10 is stopped to the time when the predetermined condition is satisfied, at least temporarily, the upper and lower portions in the gas turbine casing 15 The vehicle interior air agitation step (S3) for agitating the air in the intermediate vehicle compartment 16 is performed so that the temperature difference between the vehicle interior 16 and the vehicle interior 16 is reduced.

  Here, the air agitation required period Td means that the temperature difference between the upper temperature and the lower temperature in the intermediate casing 16 is equal to or greater than a predetermined temperature difference after the fuel supply to the gas turbine 10 is stopped. After that, it is a period until the temperature difference between the upper temperature and the lower temperature becomes equal to or less than a predetermined temperature difference.

  In the present embodiment, after the fuel supply to the gas turbine 10 is stopped, when the temperature difference between the upper temperature and the lower temperature in the intermediate casing 16 becomes equal to or greater than a predetermined temperature difference, the compressor control unit 104. Operates the boost compressor 77. The predetermined temperature difference with respect to the temperature difference between the upper temperature and the lower temperature is a temperature difference at which there is no possibility of contact between the gas turbine rotor 11 and the stationary body due to thermal deformation of the gas turbine casing 15. As a method for determining whether or not the temperature difference between the upper temperature and the lower temperature is equal to or greater than a predetermined temperature difference, a thermometer is actually provided in each of the upper and lower portions of the intermediate casing 16. There is a method of judging based on a temperature difference between temperatures detected by these thermometers. In addition, since the fuel supply to the gas turbine 10 has been stopped, whether or not a time period in which the temperature difference between the upper temperature and the lower temperature in the intermediate casing 16 is equal to or greater than a predetermined temperature difference has elapsed. There is also a method to judge by. When the main control unit 101 determines that the temperature difference between the upper temperature and the lower temperature in the intermediate casing 16 is greater than or equal to a predetermined temperature difference by any of the methods described above, the compressor control controls that fact. Tell part 104. Upon receiving this, the compressor control unit 104 operates the boost compressor 77.

  When the boost compressor 77 operates, the air in the intermediate casing 16 is extracted, boosted by the boost compressor 77, and then flows into the cooling air passage 43 of the combustion cylinder 41. The air that has flowed into the cooling air flow path 43 is ejected from the outlet hole 45 of the combustion cylinder 41 to the intermediate casing 16. As a result, a flow of air that stirs the staying air is generated in the intermediate casing 16, the air in the intermediate casing 16 is stirred, and the temperature in the intermediate casing 16 is made uniform (S3: Car interior air stirring process). For this reason, in this embodiment, a catback phenomenon can be suppressed.

  In particular, in the present embodiment, air is ejected from each of the plurality of combustion cylinders 41 arranged in the circumferential direction Dc in the intermediate casing 16, so that air in a region along the inner surface of the intermediate casing 16 is effectively used. Can be stirred. Further, in the present embodiment, the outlet holes 45 of the combustion cylinder 41 that ejects air are scattered over the entire circumference of the combustion cylinder 41, and air is ejected in each direction away from the central axis of the combustion cylinder 41. It is possible to effectively stir the air in the passenger compartment 16 where the air easily stagnates, particularly in the radially inner region of the combustion cylinder 41. Therefore, in this embodiment, the air in the intermediate casing 16 can be effectively stirred. Moreover, in the present embodiment, since the combustion cylinder 41 is disposed in the intermediate casing 16, all of the air ejected from the combustion cylinder 41 can be used for stirring the air staying in the intermediate casing 16. . Therefore, in this embodiment, the air discharged from the boost compressor 77 can be used effectively.

  As shown in FIG. 8, when the gas turbine 10 is started and the fuel supply to the gas turbine 10 is restarted during the air agitation required period Td, the vehicle interior air agitation step (S3) is completed, and the combustor cooling is performed. The step (S1) and the rotor cooling step (S2) are restarted. In the present embodiment, when the vehicle interior air agitation step (S3) is shifted to the combustor cooling step (S1), the air pressurized by the boost compressor 77 is used for agitation of the air in the vehicle interior. Therefore, the state of the combustor cooling system 70 does not change, only by shifting to a state that is used for cooling the combustion cylinder.

  By the way, even if a predetermined air agitation required period Td elapses after the fuel to the gas turbine 10 is stopped, even if the gas turbine casing 15 is sufficiently cooled and the air is not agitated in the intermediate casing 16, The temperature difference between the upper part and the lower part of the intermediate casing 16 is almost eliminated. For this reason, when a predetermined air agitation required period Td elapses after the fuel to the gas turbine 10 is stopped, the amount of deformation of the gas turbine casing 15 decreases, and the rotor blades 53a of the turbine rotor 51 and the turbine casing 55 There is no risk of contact with the inner peripheral surface.

  Therefore, in the present embodiment, when the air agitation necessary period Td elapses without the gas turbine 10 being activated during the air agitation necessary period Td, the main control unit 101 causes the compressor control unit 104 to perform the air agitation necessary period Td. Notify that has passed. Upon receiving this notification, the compressor control unit 104 stops the boost compressor 77. As a result, when the air agitation required period Td elapses without the gas turbine 10 being started in the air agitation necessary period Td, the vehicle interior air agitation step (S3) ends.

  As described above, in this embodiment, the catback phenomenon can be suppressed. In addition, in the present embodiment, since air is ejected from the entire circumference of the plurality of combustion cylinders 41 in each direction, the air in the intermediate casing 16 including the area in which the air easily stagnates in the intermediate casing 16 is used as the combustion cylinder. It can stir effectively, without being obstructed by 41. Therefore, according to the present embodiment, the catback phenomenon can be effectively suppressed.

  In the present embodiment, air from the boost compressor 77 can be effectively used for suppressing the catback phenomenon, so that it is not necessary to provide a separate compressor for suppressing the catback phenomenon, and the equipment cost is reduced. Can be suppressed. Furthermore, in this embodiment, since the combustion cylinder 41 is disposed in the intermediate casing 16, there is no need to separately provide a flow path for guiding the air ejected from the combustion cylinder 41 to the intermediate casing 16, and from this point as well. Equipment costs can be reduced.

“First Modification of First Embodiment”
A first modification of the first embodiment will be described with reference to FIG.

  In the first embodiment, with the stop of fuel supply to the gas turbine 10, the boost compressor 77 is stopped, the combustor cooling step (S1) is terminated, and the fuel supply to the gas turbine 10 is stopped. When the temperature difference between the upper temperature and the lower temperature in the intermediate casing 16 is equal to or greater than a predetermined temperature difference, the boost compressor 77 is operated to start the vehicle interior air stirring step (S3). That is, in the first embodiment, the vehicle interior air stirring step (S3) is started after a lapse of a predetermined time from the end of the combustor cooling step (S1).

  In this modification, although the combustor cooling step (S1) is completed with the stop of fuel supply to the gas turbine 10, the boost compressor 77 is not stopped and the vehicle is immediately stopped after the combustor cooling step (S1) is finished. The indoor air stirring step (S3) is started.

  As described above, in this modified example, the boost compressor 77 is not stopped and the operation start is not performed in accordance with the transition from the combustor cooling step (S1) to the vehicle interior air agitation step (S3). Since the operation is continuously performed, the control sequence of the boost compressor 77 can be simplified.

"Second modification of the first embodiment"
A second modification of the first embodiment will be described with reference to FIG.

  In the first embodiment, once the vehicle interior air agitation step (S3) is started, the vehicle interior air is used unless the fuel supply to the gas turbine 10 is resumed or the air agitation required period Td has not elapsed. The stirring step (S3) is continued.

  In this modification, when the fuel supply to the gas turbine 10 is stopped, the period until the fuel supply to the gas turbine 10 is restarted, or the period until the air stirring necessary period Td elapses, the vehicle interior air stirring process ( S3) is executed intermittently. That is, in the present modification, when the fuel supply to the gas turbine 10 is stopped, the boost compressor 77 is a period until the fuel supply to the gas turbine 10 is restarted, or until the air stirring necessary period Td elapses. Operate intermittently.

  In this modification, the period during which the boost compressor 77 is operated (the period in which the vehicle interior air agitation step (S3) is performed) is a period in which it is assumed that there is almost no temperature difference between the upper part and the lower part of the intermediate compartment 16. is there. Moreover, the period during which the boost compressor 77 is stopped is a period in which the temperature difference between the upper temperature and the lower temperature in the intermediate casing 16 is assumed to be the aforementioned predetermined temperature difference.

  As described above, in this modification, the boost compressor 77 is intermittently operated, so that the running cost for operating the boost compressor can be suppressed.

"Second embodiment"
A second embodiment of the gas turbine equipment according to the present invention will be described with reference to FIGS. 11 and 12.

  As shown in FIG. 11, the gas turbine equipment of this embodiment also includes a gas turbine 10, a cooling device 60a, and a control device 100a, as in the first embodiment.

  The gas turbine 10 of the gas turbine equipment of this embodiment is the same as the gas turbine 10 of the first embodiment. On the other hand, the cooling device 60a of the present embodiment is basically the same as the cooling device 60 of the first embodiment except that a connection system 90 that guides the air in the combustor cooling system 70 to the rotor cooling system 80 is added. In this relationship, the control device 100a of this embodiment is also slightly different from the control device 100 of the first embodiment.

  The connection system 90 includes a connection line 91 that guides the air in the combustor cooling line 71 to the rotor cooling line 81, and a connection control valve 98 provided in the connection line 91. One end of the connection line 91 is connected to the cooling air main line 73 of the combustor cooling system 70a. The other end of the connecting line 91 is connected to the cooler B-filter line 83.

  The combustor cooling system 70a of the present embodiment is provided in the cooling air main line 73 on the combustor side of the connection position with the connection line 91 because the connection line 91 is connected to the cooling air main line 73. A combustor cooling control valve 78.

  In addition, the rotor cooling system 80a of the present embodiment includes a rotor cooling control valve 88 provided in the passenger compartment-cooler B line 82 because the connecting line 91 is connected to the cooler B-filter line 83.

  In addition to the functional configuration of the control device 100 of the first embodiment, the control device 100a of the present embodiment controls the combustor cooling control valve 78, the rotor cooling control valve 88, and the connection control valve 98. Have

  Next, operation | movement of the gas turbine installation of this embodiment demonstrated above is demonstrated.

  Also in the present embodiment, during operation of the gas turbine 10 in which fuel is supplied to the gas turbine 10, as shown in FIG. 12, the combustor cooling step (S1) and the first rotor cooling step are performed as in the first embodiment. (S2) is executed.

  At this time, the connection control valve 98 of the connection system 90 is closed and the combustor cooling control valve 78 and the rotor cooling control valve 88 are opened by an instruction from the valve control unit 105. For this reason, the air pressurized by the boost compressor 77 of the combustor cooling system 70a does not flow into the connection system 90, but flows into the cooling air flow path 43 of the combustion cylinder 41, and the combustor cooling step (S1) is executed. Is done. Further, a part of the compressed air in the intermediate casing 16 flows into the rotor cooling system 80a. This compressed air flows into the cooling air flow path 52p formed in the rotor shaft 52 of the turbine rotor 51, and the first rotor cooling step (S2) is executed.

  When the fuel supply to the gas turbine 10 is stopped, also in the present embodiment, the combustor cooling step (S1) and the first rotor cooling step (S2) are completed as in the first embodiment. While the fuel supply to the gas turbine 10 is stopped, in the present embodiment, the vehicle interior air stirring step (S3) and the second rotor cooling step (S4) are executed alternately.

  The main control unit 101 instructs the fuel control unit 102 to stop the fuel supply and notifies the valve control unit 105 that the fuel supply is stopped by an external load command or the like. Upon receiving this notification, the fuel control unit 102 transmits a signal indicating the valve opening degree 0 to the fuel flow rate adjustment valve 35. That is, the fuel control unit 102 instructs the fuel flow rate adjustment valve 35 to close the valve. As a result, the fuel flow control valve 35 is closed, and the fuel does not flow to the plurality of nozzles 32 of the fuel injector 31.

  In addition, when the valve control unit 105 receives a notification that the fuel supply is stopped from the main control unit 101, the valve control unit 105 instructs the combustor cooling control valve 78 and the rotor cooling control valve 88 to close the valve, and performs connection control. The valve 98 is instructed to open the valve. As a result, the combustor cooling control valve 78 and the rotor cooling control valve 88 are closed, and the connection control valve 98 is opened. Further, the compressor control unit 104 continues the operation of the boost compressor 77 even after the fuel supply is stopped. For this reason, a part of the air in the intermediate casing 16 is extracted and flows into the cooler A76 via the casing-cooler A line 72a of the combustor cooling system 70a, where it is cooled. The cooled air flows into the boost compressor 77 through the cooler A-compressor line 72b as the cooling air, where it is pressurized. This cooling air flows into the inertial filter 87 of the rotor cooling system 80a through a part of the cooling air main line 73 and the connection line 91 of the connection system 90, where foreign matter is removed. This cooling air flows into the cooling air flow path 52p formed in the rotor shaft 52 of the turbine rotor 51 via the filter-vehicle compartment line 84 and the vehicle compartment B line 85 of the rotor cooling system 80a. The cooling air cools the rotor shaft 52 by exchanging heat with the rotor shaft 52 in the course of flowing through the cooling air flow path 52p of the rotor shaft 52. The cooling air further flows into the combustion gas passage 59 via the cooling air passage 53p formed in each of the plurality of rotor blades 53a of the turbine rotor 51.

  In the state where the fuel supply to the gas turbine 10 is stopped, the combustion gas G is not generated, and the compressor rotor 21 and the turbine rotor 51 are not substantially rotated, the pressure in the intermediate casing 16 and the combustion gas The pressure in the channel 59 is substantially the same as the atmospheric pressure. Therefore, in the present embodiment, in a state where the fuel supply is stopped, a part of the compressed air is extracted from the inside of the intermediate casing 16 and is boosted by the boost compressor 77 and then sent to the turbine rotor 51. The turbine rotor 51 is cooled (S4: second rotor cooling step).

  In the state where the fuel supply to the gas turbine 10 is stopped, the combustor cooling control valve 78 is closed as described above, so that the cooling air boosted by the boost compressor 77 of the combustor cooling system 70a is , Not sent to the cooling air manifold 46 of the combustor 30. That is, when the fuel supply to the gas turbine 10 is stopped, the combustor cooling step (S1) is not executed. In the state where the fuel supply to the gas turbine 10 is stopped, as described above, the rotor cooling control valve 88 is closed, so that the air in the intermediate casing 16 is transferred to the casing of the rotor cooling system 80. It does not flow into the cooler B86 via the cooler B line 82. That is, when the fuel supply to the gas turbine 10 is stopped, the first rotor cooling step (S2) is not executed.

  In this embodiment, if a 2nd rotor cooling process (S4) is performed for the predetermined time, it will transfer to a vehicle interior air stirring process (S3). Specifically, the main control unit 101 notifies the valve control unit 105 that the fuel supply has been stopped, and then notifies the valve control unit 105 that the valve has been opened and closed when a predetermined time has elapsed. When the valve control unit 105 receives the notification of switching the opening / closing of the valve, the valve control unit 105 instructs the connection control valve 98 to close the valve and instructs the combustor cooling control valve 78 to open the valve. . As a result, the connection control valve 98 is closed and the combustor cooling control valve 78 is opened. For this reason, a part of the air in the intermediate compartment 16 is extracted, and the air pressurized by the boost compressor 77 is supplied to the cooling air main line 73, the exterior branch line 74 a, the interior branch line 74 b, and the combustor 30. It flows into the cooling air flow path 43 of the combustion cylinder 41 via the cooling air manifold 46. The air that has flowed into the cooling air flow path 43 is ejected from the outlet hole 45 of the combustion cylinder 41 to the intermediate casing 16. As a result, a flow of air that stirs the staying air is generated in the intermediate casing 16, the air in the intermediate casing 16 is stirred, and the temperature in the intermediate casing 16 is made uniform (S3: Car interior air stirring process).

  In this embodiment, if a vehicle interior air stirring process (S3) is performed for the predetermined time, it will transfer to a 2nd rotor cooling process (S4). Henceforth, in this embodiment, a vehicle interior air stirring process (S3) and a 2nd rotor cooling process (S4) are performed alternately.

  When the fuel supply to the gas turbine 10 is stopped and the combustion gas G is not generated, the temperature of the turbine rotor 51 disposed in the turbine casing 55 with respect to the turbine casing 55 exposed to the outside air. Is hard to fall. For this reason, the amount of decrease in the thermal expansion amount of the turbine rotor 51 per unit time is smaller than the amount of decrease in the thermal expansion amount of the turbine casing 55 per unit time after the fuel supply to the turbine rotor 51 is stopped. Therefore, after the fuel supply to the turbine rotor 51 is stopped, the above-described tip clearance C is temporarily narrowed. In this way, when the gas turbine 10 is started when the tip clearance C is narrow, the position of the radially outer end of the rotor blade 53a is displaced radially outward by the centrifugal force acting on the turbine rotor 51. Therefore, the moving blade 53a of the turbine rotor 51 and the inner peripheral surface of the turbine casing 55 may come into contact with each other.

  Therefore, in the present embodiment, even when the fuel supply to the gas turbine 10 is stopped and the combustion gas G is not generated, the air extracted from the intermediate casing 16 is extracted by the boost compressor 77 of the combustor cooling system 70a. The pressure is increased and this air is sent into the turbine rotor 51 to cool the turbine rotor 51 (S4: second rotor cooling step).

  By the way, when a predetermined cooling required period Tc has elapsed after the fuel to the gas turbine 10 is stopped, the turbine rotor 51 and the turbine casing 55 are sufficiently cooled, and the temperature difference between the turbine rotor 51 and the turbine casing 55 is increased. Almost disappear. For this reason, when a predetermined cooling required period Tc elapses after the fuel to the gas turbine 10 is stopped, the tip clearance C is wider than the chip clearance C when the turbine rotor 51 is not cooled during the cooling required period Tc. Therefore, there is no possibility that the rotor blade 53a of the turbine rotor 51 and the inner peripheral surface of the turbine casing 55 come into contact with each other.

  In the present embodiment, the air extracted from the intermediate casing 16 is sent into the turbine rotor 51 to cool the turbine rotor 51 during the predetermined cooling required period Tc after the fuel is stopped to the gas turbine 10 as described above. doing. Therefore, as shown in FIG. 8, even if the gas turbine 10 is started and the fuel supply to the gas turbine 10 is restarted during the cooling necessary period Tc, that is, even if the gas turbine 10 is hot-started, the turbine Contact between the rotor blades 53a of the rotor 51 and the inner peripheral surface of the turbine casing 55 can be suppressed.

  As shown in FIG. 12, when the gas turbine 10 is started and the fuel supply to the gas turbine 10 is restarted during the period in which the cooling necessary period Tc and the air stirring necessary period Td overlap, the passenger compartment air stirring process ( S3) and the second rotor cooling step (S4) are not executed, and the first rotor cooling step (S2) and the combustor cooling step (S1) are restarted. That is, when the fuel supply to the gas turbine 10 is resumed, the combustor cooling control valve 78 and the rotor cooling control valve 88 are opened and the connection control valve 98 is closed according to an instruction from the valve control unit 105.

  Further, in the present embodiment, when the gas turbine 10 is not started during the cooling necessary period Tc and the air stirring necessary period Td and the respective necessary periods Tc and Td have elapsed, the main control unit 101 causes the compressor control unit 104 to The fact that each necessary period Tc, Td has elapsed is notified. Upon receiving this notification, the compressor control unit 104 stops the boost compressor 77. As a result, when the required periods Tc and Td have passed without the gas turbine 10 being started during the cooling required period T, the passenger compartment air stirring process (S3) and the second rotor cooling process (S4) are not executed.

  In addition, when the fuel supply to the gas turbine 10 is not resumed even if only one of the necessary periods Td and the required period of air stirring Td has elapsed, the other necessary period that has not yet elapsed. The process corresponding to is executed. Specifically, when the necessary cooling period Tc has elapsed and the required air stirring period Td has not elapsed, the vehicle interior air stirring step (S3) is executed. Further, when the air stirring necessary time Td has elapsed and the cooling necessary period Tc has not elapsed, the second rotor cooling step (S4) is performed.

  The required cooling period Tc and the required air agitation period Td are periods that vary depending on the heat capacity of the gas turbine rotor 11 and the gas turbine casing 15, the dimensions of each part of the gas turbine rotor 11 and the gas turbine casing 15, and the like. Therefore, depending on the type of gas turbine, as shown in FIG. 12, the air agitation required period Td may be longer than the cooling required period Tc, or conversely, the air agitation required period Td than the cooling required period Tc. May be shorter.

  As described above, in the present embodiment, as in the first embodiment and the modifications thereof, the air in the intermediate casing 16 is agitated while the fuel to the gas turbine 10 is stopped, and the temperature in the intermediate casing 16 is adjusted. Since uniformization is achieved, the catback phenomenon can be suppressed. Further, in the present embodiment as well, the air from the boost compressor 77 can be effective for suppressing the catback phenomenon, and the air ejected from the combustion cylinder 41 can be intermediated, as in the first embodiment and its modification. There is no need to separately provide a flow path leading to the passenger compartment 16, and the equipment cost can be reduced.

  Further, in the present embodiment, the turbine rotor 51 is cooled while the fuel to the gas turbine 10 is stopped. Therefore, even if a hot start in which the gas turbine 10 is started during the cooling necessary period T is executed, the operation of the turbine rotor 51 is stopped. Contact between the blades 53a and the inner peripheral surface of the turbine casing 55 can be suppressed.

  Also, if the combustor cooling system 70a and the rotor cooling system 80a are already provided in the gas turbine 10, the connection system 90 is newly provided, so that the inside of the intermediate casing 16 during the stop of fuel to the gas turbine 10 is provided. The air can be agitated and the turbine rotor 51 can be cooled. For this reason, in the present embodiment, the equipment cost can be reduced as compared with the case where a device for stirring the air in the intermediate casing 16 and cooling the turbine rotor 51 is separately provided while the fuel to the gas turbine 10 is stopped. it can.

“First Modification of Second Embodiment”
A first modification of the second embodiment will be described with reference to FIG.

  In the second embodiment, the vehicle interior air stirring step (S3) and the second rotor are performed while the fuel supply to the gas turbine 10 is stopped and the cooling required period Tc and the air stirring necessary period Td overlap. The cooling step (S4) is performed alternately.

  In the present modification, the vehicle interior air stirring step (S3) and the second rotor cooling step are performed while the fuel supply to the gas turbine 10 is stopped and the cooling necessary period Tc and the air stirring necessary period Td overlap. (S4) is executed in parallel. Therefore, in this modification, the rotor cooling control valve 88 is set to the second embodiment during the period when the fuel supply to the gas turbine 10 is stopped and the cooling necessary period Tc and the air stirring necessary period Td overlap. The connection control valve 98 and the combustor cooling control valve 78 are both opened, although they are closed in the same manner as in FIG.

  When both the connection control valve 98 and the combustor cooling control valve 78 are fully opened, the flow path from the boost compressor 77 through the connection line 91 and the rotor cooling line 81 to the turbine rotor 51 and the boost compressor 77 for cooling the combustor. Of the flow path leading to the combustion cylinder 41 via the line 71, a large amount of air flows in the direction having the smaller flow path resistance. For this reason, in the present modification, the flow path from the boost compressor 77 to the turbine rotor 51 via the connection line 91 and the rotor cooling line 81 and the combustion cylinder 41 from the boost compressor 77 via the combustor cooling line 71. The valve opening degree of the connection control valve 98 and the valve opening degree of the combustor cooling control valve 78 are controlled so that air having an appropriate flow rate flows through each of the flow paths.

“Second Modification of Second Embodiment”
A second modification of the second embodiment will be described with reference to FIG.

  Similarly to the second embodiment, the cooling device 60b of the present modification also includes a combustor cooling system 70b, a rotor cooling system 80a, and a connection system 90. The rotor cooling system 80a of this modification and the rotor cooling system 80a of the second embodiment are the same. Moreover, the connection system 90 of this modification and the connection system 90 of 2nd embodiment are also the same. On the other hand, the combustor cooling system 70b of this modification removes the foreign matter in the atmosphere passing through the intake line 61 and the intake line 61 that sucks the atmosphere into the combustor cooling system 70a of the second embodiment and the first modification. And an intake control valve 68 provided in the intake line 61 are added.

  One end of the intake line 61 is open to the atmosphere, and the other end is connected to the cooler A-compressor line 72b. The filter 62 is provided in the intake line 61. Further, the intake control valve 68 is provided in the intake line 61 between the filter 62 and the connection position with the cooler A-compressor line 72b. The intake control valve 68 is controlled by the valve control unit 105 of the control device 100a.

  In this modification, during the fuel supply to the gas turbine 10, the valve control unit 105 instructs the combustor cooling control valve 78 and the rotor cooling control valve 88 to open the valve as in the second embodiment. At the same time, it instructs the connection control valve 98 to close the valve. Furthermore, in this modification, the valve control unit 105 instructs the intake control valve 68 to close the valve. As a result, the combustor cooling control valve 78 and the rotor cooling control valve 88 are opened, and the connection control valve 98 and the intake control valve 68 are closed. Therefore, during the fuel supply to the gas turbine 10, the compressed air in the intermediate casing 16 is extracted by the combustor cooling system 70 b and further cooled, as in the second embodiment. Is supplied to the combustion cylinder 41. The compressed air in the intermediate casing 16 is extracted by the rotor cooling system 80a and further cooled, and then this compressed air is supplied to the turbine rotor 51 as cooling air. That is, also in this modified example, during the fuel supply to the gas turbine 10, the combustor cooling step (S1) and the first rotor cooling step (S2) are performed as in the above embodiment.

  Also in this modified example, while the fuel supply to the gas turbine 10 is stopped, the vehicle interior air stirring step (S3) and the second rotor cooling step (S4) are performed as in the second embodiment and the first modified example. Executed. Also in the vehicle interior air agitation step (S3) and the second rotor cooling step (S4), the opening / closing control for the combustor cooling control valve 78, the rotor cooling control valve 88, and the connection control valve 98 is the second embodiment and its This is the same as the first modification. However, in this modification, the intake control valve 68 is opened in at least the second rotor cooling step (S4) among the vehicle interior air stirring step (S3) and the second rotor cooling step (S4).

  Therefore, in the second rotor cooling step (S4) of the present modification, outside air is sucked into the boost compressor 77 as cooling air via the filter 62 and the intake line 61, and the pressure is increased. Thereafter, the cooling air boosted by the boost compressor 77 passes through the connection line 91 of the connection system 90, the filter-vehicle compartment line 84, and the vehicle interior B-line 85, as in the second embodiment and the first modification thereof. To be supplied to the turbine rotor 51.

  The temperature of the outside air is basically lower than the temperature of the air in the intermediate casing 16 even after the fuel supply to the gas turbine 10 is stopped. For this reason, the turbine rotor 51 can be cooled even when outside air is taken into the combustor cooling system 70b while the fuel supply to the gas turbine 10 is stopped.

  As described above, in the present modification, the second rotor cooling step (S3) is realized by taking outside air into the combustor cooling system 70b and supplying this outside air as cooling air to the turbine rotor 51.

  For example, when the cooler A76 of the combustor cooling system 70b cannot cool the air in the intermediate casing 16 after the fuel supply to the gas turbine 10 is stopped, the cooling medium of the turbine rotor 51 is changed as in this modification. As a result, the turbine rotor 51 can be cooled after the fuel supply to the gas turbine 10 is stopped.

  In the present modification, a second intake control valve is further provided in the cooler A-compressor line 72b, between the connection position with the intake line 61 and the cooler A76, or in the passenger compartment-cooler A line 72a. May be provided. The second intake control valve opens when the first intake control valve 68, which is the intake control valve 68 provided in the intake line 61, is closed, and when the first intake control valve 68 is open. Close to. In this way, by providing the second intake control valve, the boost compressor 77 can exclusively suck the outside air through the intake line 61 in the second rotor cooling step (S3). A three-way valve may be provided instead of the first intake control valve 68 and the second intake control valve.

  In the present modification, the intake control valve 68 may be opened also in the vehicle interior air agitation step (S3). In this case, in the second rotor cooling step (S4), outside air is sucked into the boost compressor 77 as cooling air via the filter 62 and the intake line 61, and the pressure is increased. Thereafter, the cooling air boosted by the boost compressor 77 is supplied to the cooling air main line 73, the exterior branch line 74a, the interior branch line 74b, and the combustor, as in the second embodiment and the first modification thereof. The cooling air flow path 43 of the combustion cylinder 41 flows through the 30 cooling air manifolds 46. The air that has flowed into the cooling air flow path 43 is ejected from the outlet hole 45 of the combustion cylinder 41 to the intermediate casing 16. In the present modification, the intake line 61 may be connected to the intake duct of the gas turbine 10 and downstream of the intake filter.

“Third Modification of Second Embodiment”
A third modification of the second embodiment will be described with reference to FIG.

  This modification is obtained by changing the way of sending air to each combustor in the vehicle interior air agitation step (S3) in the second embodiment and each modification thereof.

  A branch air valve 75 that adjusts the flow rate of the air passing therethrough is provided on the branch line 74a outside the passenger compartment in the combustor cooling line 71 in the combustor cooling system 70c of the present modification.

  In the combustor cooling step (S1) of this modification, the combustor cooling control valve 78 and all the branch air valves 75 are opened by an instruction from the valve control unit 105. For this reason, the air from the boost compressor 77 flows through the cooling air flow path 43 of each combustor 30.

  In the vehicle interior air agitation step (S3) of this modification, the combustor cooling control valve 78 is opened by an instruction from the valve control unit 105, as in the second embodiment and each modification thereof. Further, in the vehicle interior air agitation step (S3) of this modification, a part of the plurality of branch air valves 75 is opened and the remaining branch air valves 75 are closed according to an instruction from the valve control unit 105.

  Specifically, among the plurality of combustors 30, the cooling air branches connected to the two combustors 30 n closest to the connection position P with the bleed line 72 of the combustor cooling system 70 c in the intermediate casing 16. The branch air valve 75 in the line 74 is closed, and the branch air valve 75 in the cooling air branch line 74 connected to all the remaining combustors 30 including the combustor 30f farthest from the connection position P is opened.

  As a result, in the vehicle interior air agitation step (S3), a flow F approaching the connection position P is formed as a large flow of air in the intermediate vehicle compartment 16. For this reason, the air over the whole circumferential direction Dc in the intermediate casing 16 can be efficiently guided to the combustor cooling system 70c, and the temperature in the intermediate casing 16 can be made uniform efficiently.

  In particular, when the bleed line 72 is provided in the upper part of the intermediate casing 16, high-temperature air staying in the upper part of the intermediate casing 16 is transferred to the lower part of the intermediate casing 16 via the combustor cooling system 70c. Since the guidance is positively performed, the temperature in the intermediate casing 16 can be made more uniform. Further, when the bleed line 72 is provided in the lower part of the intermediate casing 16, low-temperature air staying in the lower part of the intermediate casing 16 is passed through the combustor cooling system 70 c to the upper part of the intermediate casing 16. Similarly, the temperature in the intermediate casing 16 can be equalized more efficiently because it is actively guided.

  In the vehicle interior air agitation step (S3) of this modification, the branch air valve 75 in the cooling air branch line 74 connected to the two combustors 30n closest to the connection position P is closed. However, of the two combustors 30n closest to the connection position P, only the branch air valve 75 in the cooling air branch line 74 connected to the one combustor 30n is closed, and all the remaining combustors 30n are closed. The branch air valve 75 may be opened. Further, the two combustors 30n closest to the connection position P described above, and the branch air valves 75 in the cooling air branch line 74 connected to the combustor 30 adjacent to the combustor 30n are closed, and all the remaining combustors 30n are closed. The branch air valve 75 may be opened. That is, in the vehicle interior air agitation step (S3), the one combustor 30n closest to the connection position P described above or a plurality of combustors 30 including the one combustor 30n and arranged in the circumferential direction Dc is arranged. The branch air valve 75 in the connected cooling air branch line 74 may be closed and all remaining branch air valves 75 may be opened.

  In this modification, only one bleed line 72 is connected to the intermediate casing 16. However, even when a plurality of extraction lines 72 are connected to the intermediate casing 16, in the vehicle interior air agitation step (S3), the one combustor 30n closest to the connection position P described above, or the one A branch air valve 75 in the cooling air branch line 74 connected to the plurality of combustors 30 arranged in the circumferential direction Dc including the combustor 30n is closed, and the combustor 30f farthest from the connection position P is included. All the remaining branch air valves 75 may be opened.

  Moreover, although this modification is an example applied to 2nd embodiment and its each modification, you may apply to 1st embodiment and its each modification.

"Modification of combustion cylinder"
The combustion cylinder 41 in each embodiment and each modification described above is formed with a plurality of outlet holes 45 over the entire circumference in the region on the upstream side of the cooling air manifold 46. However, as shown in FIG. 16, the combustion cylinder 41 a includes a portion on the axis Ar side (portion on the inner side in the radial direction with respect to the axis Ar) and an axis Ar side in the upstream region of the cooling air manifold 46 (see FIG. 4). A plurality of outlet holes 45 may be distributed on the opposite side portion (the radially outer portion with respect to the axis Ar). As described above, even if the plurality of outlet holes 45 are distributed, the air in the entire intermediate compartment 16 including the region in which the air easily stagnates in the intermediate compartment 16 is burned as in the above embodiments and modifications. Stirring can be performed effectively without being obstructed by the tube 41.

  10: Gas turbine, 11: Gas turbine rotor, 15: Gas turbine casing, 16: Intermediate casing (or casing), 20: Compressor, 21: Compressor rotor, 25: Compressor casing, 30: Combustor , 31: Fuel injector, 41, 41a: Combustion cylinder (or tail cylinder), 43: Cooling air flow path, 44: Inlet hole, 45: Outlet hole, 46: Cooling air manifold, 50: Turbine, 51: Turbine rotor 52: turbine shaft, 52p: cooling air flow path, 53: moving blade stage, 53a: moving blade, 53p: cooling air flow path, 55: turbine casing, 55a: turbine casing main body, 55b: split ring, 56 : Stationary blade stage, 56a: stationary blade, 56p: cooling air flow path, 60, 60a, 60b: cooling device, 61: intake line, 62: filter, 68: intake control valve, 70, 70a, 70b, 70c: combustion Cooling system, 71: Combustor cooling line, 72: Extraction IN, 73: Cooling air main line, 74: Cooling air branch line, 75: Branch air valve, 76: Cooler A, 77: Boost compressor, 78: Combustor cooling control valve, 80: Rotor cooling system, 81: Rotor Cooling line, 86: Cooler B, 87: Inertia filter, 88: Rotor cooling control valve, 90: Connection system, 91: Connection line, 98: Connection control valve, 100, 100a: Control device, 101: Main control unit, 102: Fuel control unit 104: Compressor control unit 105: Valve control unit

Claims (23)

A combustor for combusting fuel to generate combustion gas; a gas turbine having a turbine driven by the combustion gas from the combustor; a cooling device having a combustor cooling system for cooling the combustor; and the cooling device A control device for controlling the operation of
The turbine has a turbine rotor that rotates about an axis, and a casing that rotatably covers the turbine rotor,
The combustor includes a cylinder that is disposed in the vehicle interior and through which the combustion gas flows. A plate member that forms the cylinder includes an inlet hole that receives air, and a cooling air flow through which the air from the inlet hole flows. A passage, and an outlet hole for ejecting the air that has passed through the cooling air passage to the outer peripheral side of the cylinder is formed;
The combustor cooling system can be operated independently of the combustor cooling line connecting the vehicle compartment and the inlet hole and the gas turbine, and is provided with boost compression provided in the combustor cooling line. And having
The control device includes a compressor control unit that operates the boost compressor during fuel supply to the combustor and operates the boost compressor while fuel supply to the combustor is stopped.
Gas turbine equipment. In the gas turbine equipment according to claim 1,
The compressor control unit operates the boost compressor at least temporarily for a period of time required for air agitation from the time when fuel supply to the combustor stops until a predetermined condition is satisfied. Do not operate the boost compressor unless the fuel supply to the combustor is resumed after a period of time,
Gas turbine equipment. In the gas turbine equipment according to claim 2,
The compressor control unit in the air agitation required period, the difference in temperature between the lower portion of the upper portion in the casing becomes equal to or higher than the temperature difference to a predetermined said, the boost compressor Make it work,
Gas turbine equipment. In the gas turbine equipment according to claim 2 or 3,
The compressor control unit intermittently operates the boost compressor during the air agitation necessary period.
Gas turbine equipment. In the gas turbine equipment according to any one of claims 1 to 4,
A plurality of the combustors, wherein the plurality of combustors are arranged side by side in the circumferential direction with respect to the axis;
A plurality of the outlet holes of each of the cylinders of the plurality of combustors are distributed in at least a part on the axis line side and a part on the opposite side of the axis line side of the cylinder.
Gas turbine equipment. The gas turbine equipment according to claim 5, wherein
The combustor cooling line includes a bleed line that guides air in the vehicle interior to the boost compressor, a cooling air main line through which air boosted by the boost compressor flows, and a plurality of the cooling air main lines. A branch line for each combustor, and a cooling air branch line for guiding the air to the cooling air flow path in a plurality of combustors,
A branch air valve for adjusting a flow rate of air passing through the cooling air branch line is provided for each of the plurality of cooling air branch lines,
The control device includes a valve control unit that independently opens and closes the plurality of branch air valves,
The cooling air connected to the combustor closest to the connection position with the bleed line in the passenger compartment among the plurality of combustors during the stop of fuel supply to the combustor. Closing the branch air valve of the branch line and opening the branch air valve of the cooling air branch line connected to the combustor farthest from the connection position with the bleed line in the passenger compartment;
Gas turbine equipment. In the gas turbine equipment according to any one of claims 1 to 6,
The cooling device bleeds the air in the vehicle interior to the outside, and a rotor cooling system that guides the air to the turbine rotor, and the boosted compressor boosts the fuel while the fuel supply to the combustor is stopped. A coupling system for directing air to the rotor cooling system,
Gas turbine equipment. In the gas turbine equipment according to claim 7,
The connection system is connected to the combustor side from the position where the boost compressor is provided in the combustor cooling line, and guides the air pressurized by the boost compressor to the rotor cooling system. A connection line, and a connection control valve provided in the connection line,
The control device includes a valve control unit that closes the connection control valve during fuel supply to the combustor and opens the connection control valve during fuel supply stop.
Gas turbine equipment. The gas turbine equipment according to claim 8,
The combustor cooling system includes a combustor cooling control valve provided on the combustor side of the combustor cooling line with respect to a position where the connection line is connected,
The valve control unit of the control device opens the combustor cooling control valve during fuel supply to the combustor and opens the combustor cooling control valve during fuel supply stop.
Gas turbine equipment. In the gas turbine equipment according to claim 9,
The valve control unit of the control device opens both the combustor cooling control valve and the connection control valve while stopping fuel supply to the combustor.
Gas turbine equipment. In the gas turbine equipment according to any one of claims 7 to 10,
The rotor cooling system includes a rotor cooling line that extracts air inside the vehicle interior to the outside and guides the air to the turbine rotor, and a rotor cooling control valve provided in the rotor cooling line. And
The connection line is connected to the turbine rotor side from the position where the rotor cooling control valve is provided in the rotor cooling line,
The valve control unit of the control device opens the rotor cooling control valve during fuel supply to the combustor and closes the rotor cooling control valve during fuel supply stop,
Gas turbine equipment. In the gas turbine equipment according to any one of claims 1 to 11,
The combustor cooling system is connected to the cabin side of the combustor cooling line from the position where the boost compressor is provided, and an intake line for sucking in air, and an air passing through the intake line A filter that removes foreign matter therein, and an intake control valve provided in the intake line on the connection position side of the combustor cooling line with respect to the filter,
The control device closes the intake control valve during fuel supply to the combustor and opens the intake control valve during fuel supply stop,
Gas turbine equipment. A method of operating a cooling device that cools components of a gas turbine having a combustor that burns fuel to generate combustion gas and a turbine that is driven by the combustion gas from the combustor,
The turbine has a turbine rotor that rotates about an axis, and a casing that rotatably covers the turbine rotor,
The combustor includes a cylinder that is disposed in the vehicle interior and through which the combustion gas flows. A plate member that forms the cylinder includes an inlet hole that receives air, and a cooling air flow through which the air from the inlet hole flows. A passage, and an outlet hole for ejecting the air that has passed through the cooling air passage to the outer peripheral side of the cylinder is formed;
The cooling device has a combustor cooling system for cooling the combustor,
The combustor cooling system is capable of independent operation with respect to the gas turbine and the combustor cooling line connecting the passenger compartment and the inlet hole, and is provided with boost compression provided in the combustor cooling line. Having a machine,
In the operation method of the cooling device,
The boost compressor is operated during the fuel supply to the combustor, and the air in the vehicle interior is caused to flow into the cooling air flow path of the cylinder through the combustor cooling line. A combustor cooling process for cooling;
While the fuel supply to the combustor is stopped, the boost compressor is operated so that the air in the passenger compartment flows into the cooling air flow path of the cylinder through the combustor cooling line, and the air is A vehicle interior air stirring step for returning the vehicle interior;
Method of operating the cooling device. In the operating method of the cooling device according to claim 13,
During the air agitation necessary period from when the fuel supply to the combustor is stopped until the time when a predetermined condition is satisfied, the boost compressor is operated at least temporarily to execute the vehicle interior air agitation step,
If fuel supply to the combustor is resumed during the air agitation necessary period, the combustor cooling process is performed without performing the vehicle interior air agitation process,
If fuel supply to the combustor is not resumed during the air agitation required period, the vehicle cabin air agitation step is not performed after the air agitation necessary period has elapsed.
How to operate the cooling device. In the operating method of the cooling device according to claim 14,
Wherein in the air agitation required period, the difference in temperature between the lower portion of the upper portion in the casing becomes equal to or higher than the temperature difference to a predetermined said, the passenger compartment air by operating the boost compressor Start the agitation process,
How to operate the cooling device. In the operating method of the cooling device according to claim 14 or 15,
During the air agitation necessary period, the vehicle interior air agitation step is intermittently executed.
How to operate the cooling device. In the operating method of the cooling device according to any one of claims 13 to 16,
The gas turbine includes a plurality of the combustors, and the plurality of combustors are arranged side by side in a circumferential direction with respect to the axis.
The combustor cooling line includes an extraction line that guides air in the vehicle interior to the boost compressor, a cooling air main line through which air boosted by the boost compressor flows, and a plurality of the combustions from the cooling air main line A cooling air branch line that branches into each unit and guides the air to the cooling air flow paths in a plurality of combustors,
In the vehicle interior air agitation step, the cooling air branch connected from the cooling air main line to the combustor closest to the connection position with the bleed line in the vehicle cabin among the plurality of combustors. Inflow of air to the line is suppressed, and inflow of air from the cooling air main line to the cooling air branch line connected to the combustor farthest from the connection position among the plurality of combustors. Facilitate,
How to operate the cooling device. In the operating method of the cooling device according to any one of claims 13 to 17,
The cooling device has a rotor cooling system that extracts air from the passenger compartment from the passenger compartment and guides the air to the turbine rotor;
A first rotor cooling step of cooling the turbine rotor by supplying air from the rotor cooling system to the turbine rotor during fuel supply to the combustor;
The boost compressor is operated while the fuel supply to the combustor is stopped, and the air boosted by the boost compressor is supplied to the turbine rotor via the rotor cooling system to cool the turbine rotor. A second rotor cooling step;
Method of operating the cooling device. The operation method of the cooling device according to claim 18,
In the second rotor cooling step, the flow of air that has been increased in pressure by the boost compressor and has flowed into the rotor cooling system, wherein the flow to the vehicle interior side in the rotor cooling system is suppressed, and the rotor cooling Promoting flow to the turbine rotor side in the system,
How to operate the cooling device. In the operating method of the cooling device according to claim 18 or 19,
In the combustor cooling step, the inflow of the air pressurized by the boost compressor to the rotor cooling system is suppressed, and the inflow of the air pressurized by the boost compressor to the combustor is promoted.
How to operate the cooling device. In the operating method of the cooling device according to any one of claims 18 to 20,
Performing the second rotor cooling step at least temporarily during a necessary cooling period from the stop of fuel supply to the combustor until a predetermined time point;
If fuel supply to the combustor is resumed during the cooling required period, the second rotor cooling step is not performed, the combustor cooling step and the first rotor cooling step are performed,
If the fuel supply to the combustor is not resumed during the cooling required period, the second rotor cooling step is not performed after the cooling required period has elapsed.
How to operate the cooling device. In the operating method of the cooling device according to any one of claims 18 to 21,
While the fuel supply to the combustor is stopped, the vehicle interior air stirring step and the second rotor cooling step are executed in parallel.
How to operate the cooling device. In the operating method of the cooling device according to any one of claims 18 to 22,
In the second rotor cooling step, the boost compressor sucks air into the combustor cooling system and supplies the air to the turbine rotor via the rotor cooling system.
How to operate the cooling device.

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