WO2014091786A1 - 排熱回収システム及び排熱回収方法 - Google Patents
排熱回収システム及び排熱回収方法 Download PDFInfo
- Publication number
- WO2014091786A1 WO2014091786A1 PCT/JP2013/069118 JP2013069118W WO2014091786A1 WO 2014091786 A1 WO2014091786 A1 WO 2014091786A1 JP 2013069118 W JP2013069118 W JP 2013069118W WO 2014091786 A1 WO2014091786 A1 WO 2014091786A1
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- WIPO (PCT)
- Prior art keywords
- exhaust gas
- exhaust
- turbine
- unit
- engine
- Prior art date
Links
- 238000011084 recovery Methods 0.000 title claims abstract description 35
- 238000000034 method Methods 0.000 title claims abstract description 13
- 230000002000 scavenging effect Effects 0.000 claims abstract description 30
- 239000007789 gas Substances 0.000 claims description 148
- 230000007423 decrease Effects 0.000 claims description 2
- 239000002918 waste heat Substances 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 claims 2
- 238000010248 power generation Methods 0.000 description 9
- 238000001704 evaporation Methods 0.000 description 4
- 230000008020 evaporation Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 4
- 239000000567 combustion gas Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000605 extraction Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
- F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
- F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
- F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
- F02G5/02—Profiting from waste heat of exhaust gases
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E20/00—Combustion technologies with mitigation potential
- Y02E20/16—Combined cycle power plant [CCPP], or combined cycle gas turbine [CCGT]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an exhaust heat recovery system and an exhaust heat recovery method.
- An exhaust heat recovery system may be installed on a ship, and the exhaust heat recovery system is configured of a main engine such as a diesel engine, a power turbine (gas turbine), a steam turbine, an exhaust gas economizer, and the like.
- the power turbine and the steam turbine are driven by the exhaust energy of the exhaust gas (combustion gas) discharged from the main engine as a power source, and power generation is performed by a generator connected to the power turbine and the steam turbine.
- Patent Document 1 discloses a control method of a turbine generator capable of suppressing power generation without wasting fuel consumption of a diesel engine in a waste heat recovery system when demand power decreases and power generation becomes surplus. And techniques relating to the device are disclosed.
- an exhaust heat recovery system mounted on a ship is generally designed in a high load area where the main engine (main engine) load is, for example, 90%.
- the power turbine is driven by the exhaust gas from the main engine.
- the load on the main engine reaches about 50%, the exhaust gas is introduced and can be operated.
- the main engine in cruise by slowing, the main engine is operated with a main engine load of 50% or less. Therefore, since the exhaust gas temperature of the exhaust gas discharged from the main engine is low, the evaporation amount of steam in the exhaust gas economizer is also small. Therefore, at the time of deceleration operation, in the exhaust heat recovery system, not only the power turbine is not driven but also the amount of power generation by driving the steam turbine is small or the operation of the steam turbine is impossible, and power generation is not performed.
- An object of the present invention is to provide an exhaust heat recovery system capable of recovering heat and an exhaust heat recovery method.
- the exhaust heat recovery system and exhaust heat recovery method of the present invention adopt the following means. That is, the exhaust heat recovery system according to the first aspect of the present invention comprises: an engine unit; a gas turbine driven by exhaust gas discharged from the engine unit; heat exchange with exhaust gas discharged from the engine unit; A heat exchange unit to generate, a steam turbine driven by steam supplied from the heat exchange unit, and a flow rate of the exhaust gas supplied from the engine unit to the heat exchange unit via the gas turbine is adjusted 1 flow rate adjusting valve, second flow rate adjusting valve for adjusting the flow rate of the exhaust gas supplied to the heat exchange unit without passing from the engine unit to the gas turbine, opening degree of the first flow rate adjusting valve, And a controller configured to control an opening degree of the second flow rate adjusting valve, wherein the control unit adjusts the opening degree of the second flow rate adjusting valve in accordance with a scavenging pressure of the engine unit, and 1 style To open and close the control valve.
- the opening of the second flow control valve is adjusted.
- the heat is supplied from the engine unit to the heat exchange unit without passing through the gas turbine.
- steam can be generated in the heat exchange unit, and the steam turbine can be driven.
- the opening of the 2nd flow control valve is adjusted according to the scavenging pressure of an engine part, the minimum allowable scavenging pressure of an engine part can also be secured.
- the controller when the first flow control valve is closed, the controller opens the second flow control valve in a direction to open as the scavenging pressure of the engine unit increases.
- the opening degree of the second flow control valve may be adjusted in the closing direction as the sweep pressure of the engine unit becomes lower.
- control unit closes the first flow control valve in an engine load region in which the number of revolutions of the gas turbine is smaller than the number of revolutions of the steam turbine, and the scavenging pressure of the engine portion
- the degree of opening of the second flow rate adjustment valve may be adjusted according to
- control unit may close the second flow control valve when the first flow control valve is opened.
- control unit opens the first flow control valve in an engine load region in which the number of revolutions of the gas turbine is larger than the number of revolutions of the steam turbine, and the scavenging pressure of the engine portion
- the opening degree of the second flow rate adjustment valve may be closed regardless of.
- a process of driving an engine unit a process of driving a gas turbine by exhaust gas discharged from the engine unit, and heat exchange by exhaust gas discharged from the engine unit
- a step of generating steam in the unit a step of driving a steam turbine by the steam generated in the heat exchange unit, and the exhaust gas supplied from the engine unit to the heat exchange unit via the gas turbine
- An exhaust heat recovery method comprising: adjusting a flow rate of the gas; and adjusting a flow rate of the exhaust gas supplied from the engine unit to the heat exchange unit without passing through the gas turbine, The flow rate of the exhaust gas supplied from the engine unit to the heat exchange unit is adjusted according to the scavenging pressure of the engine unit without introducing the exhaust gas into the engine.
- the present invention even when the main engine is operating in a low load area, it is possible to find the conditions under which each of the steam turbine and the gas turbine can be driven, perform power generation, and recover exhaust heat.
- FIG. 1 shows a schematic configuration of an exhaust heat recovery system according to an embodiment of the present invention.
- a diesel engine 3 for ship propulsion is used as a main engine.
- the exhaust heat recovery system 1 is extracted from the upstream side of the diesel engine (main engine) 3 for ship propulsion, the exhaust turbocharger 5 driven by the exhaust gas of the diesel engine 3, and the exhaust turbocharger 5
- an exhaust gas economizer exhaust gas boiler
- a steam driven by steam generated by the exhaust gas economizer 11 And a turbine 9.
- the output from the diesel engine 3 is directly or indirectly connected to the screw propeller via a propeller shaft.
- the exhaust port of the cylinder portion 13 of each cylinder of the diesel engine 3 is connected to an exhaust manifold 15 as an exhaust gas collecting pipe, and the exhaust manifold 15 is a turbine of the exhaust turbocharger 5 via the first exhaust pipe L1. It is connected with the inlet side of the part 5a.
- the exhaust manifold 15 is connected to the inlet side of the power turbine 7 via the second exhaust pipe L2 (extraction passage), and a part of the exhaust gas is extracted before being supplied to the exhaust turbocharger 5. Is supplied to the power turbine 7.
- each cylinder portion 13 is connected to the air supply manifold 17, and the air supply manifold 17 is connected to the compressor portion 5b of the exhaust turbocharger 5 via the air supply pipe K1. Further, an air cooler (intercooler) 19 is installed in the air supply pipe K1.
- the exhaust turbocharger 5 is composed of a turbine unit 5a, a compressor unit 5b, and a rotary shaft 5c connecting the turbine unit 5a and the compressor unit 5b.
- the power turbine 7 is rotationally driven by the exhaust gas extracted from the exhaust manifold 15 via the second exhaust pipe L2. Further, the steam turbine 9 is rotationally driven by being supplied with the steam generated by the exhaust gas economizer 11.
- the exhaust gas economizer 11 discharges the exhaust gas discharged from the outlet side of the turbine portion 5a of the exhaust turbocharger 5 through the third exhaust pipe L3 and the exhaust gas from the outlet side of the power turbine 7 through the fourth exhaust pipe L4. Exhaust gas is introduced.
- the heat exchange unit 21 of the exhaust gas economizer 11 evaporates the water supplied through the water supply pipe 23 by the heat of the exhaust gas to generate steam.
- the power turbine 7 and the steam turbine 9 are coupled in series to drive a generator 25.
- the rotating shaft 29 of the steam turbine 9 is connected to the generator 25 via a reduction gear and a coupling (not shown).
- the rotation shaft 27 of the power turbine 7 is connected to the rotation shaft 29 of the steam turbine 9 via a reduction gear and a clutch 31 (not shown).
- a clutch 31 that connects and releases the shaft at a predetermined rotation speed is used, and for example, a SSS (Synchro-Self-Shifting) clutch is preferably used.
- a generator may be connected to each of the power turbine 7 and the steam turbine 9 instead of connecting the power turbine 7 and the steam turbine 9 in series.
- the second exhaust pipe L2 also includes an exhaust gas control valve 33 for controlling the amount of exhaust gas introduced to the power turbine 7 and an emergency shutoff valve 35 for emergency stop that shuts off the supply of exhaust gas to the power turbine 7 in an emergency. And are provided. Further, an exhaust gas bypass pipe L5 is provided branched from the second exhaust pipe L2, and merges with the fourth exhaust pipe L4. An exhaust gas bypass amount adjustment valve 34 is installed in the exhaust gas bypass pipe L5. Further, on the downstream side of the exhaust gas bypass amount adjusting valve 34, for example, a throttling mechanism such as an orifice 40 is provided to control the flow rate of the exhaust gas flowing through the exhaust gas bypass pipe L5.
- a throttling mechanism such as an orifice 40 is provided to control the flow rate of the exhaust gas flowing through the exhaust gas bypass pipe L5.
- the exhaust gas bypass amount adjustment valve 34 is controlled such that the scavenging pressure of the diesel engine 3 maintains the minimum allowable scavenging pressure.
- the minimum allowable sweep pressure is the minimum sweep pressure which is preset according to the engine load, and is the sweep pressure required for fuel combustion of the diesel engine 3.
- the exhaust gas bypass amount adjustment valve 34 is controlled such that the scavenging pressure of the diesel engine 3 is constantly monitored, and the minimum allowable scavenging pressure preset according to the engine load can be secured.
- the exhaust gas bypass amount adjusting valve 34 controls the amount of exhaust gas discharged to the exhaust gas economizer 11 without passing through the power turbine 7 increases.
- the evaporation amount of the steam in the exhaust gas economizer 11 can be increased to accelerate the start of the start of the steam turbine 9 in the low load operation.
- the amount of power generation by the generator 25 can be increased in the low load operation.
- the first steam pipe J1 has a steam control valve 37 for controlling the amount of steam introduced to the steam turbine 9, and an emergency stop emergency shutoff valve 39 for shutting off the supply of steam to the steam turbine 9 in an emergency. is set up.
- the degree of opening of the exhaust gas control valve 33, the exhaust gas bypass control valve 34, and the steam control valve 37 described above is controlled by the control device 43.
- the generator 25 is driven by the exhaust energy of the exhaust gas (combustion gas) of the diesel engine 3 for ship propulsion, and constitutes an exhaust energy recovery device.
- the exhaust gas control valve 33 is opened to supply the exhaust gas to the power turbine 7, whereby the output by the power turbine 7 can be started.
- the main engine load which makes the power turbine 7 start start is 50%
- this invention is not limited to this example, For example, it is applied also when lower than 50%, such as 45%. it can.
- the power turbine 7 starts operation by opening the exhaust gas amount adjustment valve 33. Then, as shown in FIG. 3, the amount of exhaust gas supplied to the power turbine 7 is kept constant so that the output of the power turbine 7 becomes constant regardless of the increase in the main engine load, and the amount of other exhaust gas is kept Is sent to the turbine portion 5 a of the exhaust turbocharger 5.
- the amount of exhaust gas supplied to the power turbine 7 may be a fixed amount for simplification of control, or adjusted to a predetermined flow rate by the turbine control panel 44 in order to optimize from the overall energy balance.
- the exhaust gas bypass amount adjustment valve 34 is maintained in the closed state when the main engine load is 50% or more.
- the exhaust gas economizer 11 is an exhaust gas discharged from the outlet side of the turbine portion 5a of the exhaust turbocharger 5 through the third exhaust pipe L3, and the fourth side from the outlet side of the power turbine 7. Exhaust gas exhausted through the exhaust pipe L4 is introduced. The steam generated by the exhaust gas economizer 11 is introduced into the steam turbine 9 to drive the steam turbine 9.
- the opening restriction of the exhaust gas amount adjustment valve 33 is sent from the main engine control system 43 to the turbine control panel 44, and the exhaust gas amount adjustment valve 33 closes.
- the supply of exhaust gas to the power turbine 7 is stopped.
- the output from the power turbine 7 is 0 (zero).
- a request for opening the exhaust gas bypass amount adjusting valve 34 is sent from the turbine control panel 44 to the main engine control system 43, and the exhaust gas bypass amount adjusting valve 34 is opened.
- the main engine control system 43 adjusts the opening degree of the exhaust gas bypass amount adjustment valve 34 so that the scavenging pressure of the diesel engine 3 maintains the minimum allowable scavenging pressure. (See Figure 4).
- the main engine control system 43 and the turbine control panel 44 are an example of a control unit.
- the exhaust gas economizer 11 discharges the exhaust gas discharged from the outlet side of the turbine portion 5a of the exhaust turbocharger 5 through the third exhaust pipe L3, and the exhaust gas bypass pipe L5 provided with the exhaust gas bypass amount adjustment valve 34. And the exhaust gas discharged through the The steam generated by the exhaust gas economizer 11 is introduced into the steam turbine 9 to drive the steam turbine 9.
- the exhaust gas bypass amount adjustment valve 34 By opening the exhaust gas bypass amount adjustment valve 34, the evaporation amount of the steam in the exhaust gas economizer 11 can be increased, and the steam turbine 9 can be driven in the low load operation.
- the main engine control system 43 maintains the scavenging pressure of the diesel engine 3 at the minimum allowable scavenging pressure.
- the exhaust gas bypass amount adjustment valve 34 starts to open.
- the exhaust gas can be introduced into the exhaust gas economizer 11 without lowering the scavenging pressure of the diesel engine 3 below the minimum allowable scavenging pressure.
- the steam turbine 9 can be driven to generate power.
- the sweep pressure of the diesel engine 3 is constantly monitored during operation so that the minimum allowable sweep pressure preset according to the main engine load can be secured.
- the exhaust gas bypass amount adjustment valve 34 is controlled. That is, it is determined whether the air pressure at the outlet of the compressor 5b of the exhaust turbocharger 5 has a margin. Then, the degree of opening of the exhaust gas bypass amount adjustment valve 34 is adjusted in accordance with the margin of the air pressure at the outlet of the compressor portion 5b.
- the exhaust gas bypass amount adjustment valve 34 is closed. As a result, the scavenging pressure of the diesel engine 3 is maintained higher than the minimum allowable scavenging pressure.
- the exhaust gas bypass amount adjustment valve 34 provided in the exhaust gas bypass pipe L5 can adjust the opening degree. Then, the exhaust gas bypass amount adjustment valve 34 is controlled such that the scavenging pressure of the diesel engine 3 maintains the minimum allowable scavenging pressure. Therefore, even if the main engine load is, for example, about 25%, the exhaust gas can be discharged to the exhaust gas economizer 11 through the exhaust gas bypass pipe L5. As a result, the steam turbine 9 can be driven with the main engine load being lower than that of the prior art. When the main load engine increases from zero or near zero, the start of start of the steam turbine 9 can be made earlier than before, and the amount of power generation by the steam turbine 9 in low load operation can be increased.
- the steam turbine 9 can not be driven to generate electric power by the generator 25.
- Exhaust gas can be introduced to the exhaust gas economizer 11. Since the amount of exhaust gas extracted from the exhaust manifold 15 is controlled by the exhaust gas bypass amount adjusting valve 34, the scavenging pressure of the diesel engine 3 can be maintained higher than the minimum allowable scavenging pressure. Moreover, since the evaporation amount of the steam in the exhaust gas economizer 11 can be significantly increased during the decelerating operation than before, the power generation capacity of the steam turbine 9 can be enhanced also in the decelerating operation.
- the exhaust gas control valve 33 when the main engine load is, for example, about 50% or more, the exhaust gas control valve 33 is opened and the exhaust gas bypass control valve 34 is closed. Therefore, stability of extraction use of exhaust gas from the diesel engine 3 can be achieved.
- the exhaust gas bypass pipe L5 is connected to the fourth exhaust pipe L4
- the present invention is not limited to this example.
- the exhaust gas bypass pipe L5 is connected to the third exhaust pipe L3, and the exhaust gas not passing through the power turbine 7 passes through the exhaust gas bypass pipe L5 and the third exhaust pipe L3, It may be supplied to the economizer 11.
- Exhaust heat recovery system 3 Diesel engine (engine section) 7 Power turbine (gas turbine) 9 Steam turbine 11 Exhaust gas economizer (heat exchange section) 25 Generator 33 Exhaust gas control valve (1st flow control valve) 34 Exhaust gas bypass adjustment valve (2nd flow adjustment valve) 43 Main engine control system (control unit) 44 Turbine control panel (control unit)
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
- Engine Equipment That Uses Special Cycles (AREA)
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Abstract
Description
特許文献1には、排熱回収システムにおいて、需要電力が減少して発電電力が余剰状態になったときに、ディーゼルエンジンの燃料消費を浪費することなく発電電力を抑制できるタービン発電機の制御方法及び装置に関する技術が開示されている。
すなわち、本発明の第1態様に係る排熱回収システムは、エンジン部と、前記エンジン部から排出される排ガスによって駆動するガスタービンと、前記エンジン部から排出される排ガスと熱交換して蒸気を生成する熱交換部と、前記熱交換部から供給される蒸気によって駆動する蒸気タービンと、前記エンジン部から前記ガスタービンを経由して前記熱交換部へ供給される前記排ガスの流量を調整する第1流量調整弁と、前記エンジン部から前記ガスタービンを経由せずに前記熱交換部へ供給される前記排ガスの流量を調整する第2流量調整弁と、前記第1流量調整弁の開度及び前記第2流量調整弁の開度を制御する制御部とを備え、前記制御部は、前記エンジン部の掃気圧に応じて、前記第2流量調整弁の開度を調整し、かつ、前記第1流量調整弁を開閉する。
図1には、本発明の一実施形態に係る排熱回収システムの概略構成が示されている。本実施形態では、メインエンジンとして船舶推進用のディーゼルエンジン3を用いている。
排熱回収システム1は、船舶推進用のディーゼルエンジン(メインエンジン)3と、ディーゼルエンジン3の排ガスによって駆動される排気ターボ過給機5と、排気ターボ過給機5の上流側から抽気されたディーゼルエンジン3の排ガスによって駆動されるパワータービン(ガスタービン)7と、ディーゼルエンジン3の排ガスによって蒸気を生成する排ガスエコノマイザ(排ガスボイラ)11と、排ガスエコノマイザ11によって生成された蒸気によって駆動される蒸気タービン9とを備えている。
排気ターボ過給機5は、タービン部5aと、コンプレッサ部5bと、タービン部5aとコンプレッサ部5bを連結する回転軸5cとから構成されている。
この排ガスエコノマイザ11は、排気ターボ過給機5のタービン部5aの出口側から第3排気管L3を介して排出される排ガスと、パワータービン7の出口側から第4排気管L4を介して排出される排ガスとが導入される。排ガスエコノマイザ11における熱交換部21は、排ガスの熱によって給水管23を介して供給された水を蒸発させて蒸気を発生させる。そして、排ガスエコノマイザ11で生成された蒸気は、第1蒸気管J1を介して蒸気タービン9に導入され、また、蒸気タービン9で仕事を終えた蒸気は第2蒸気管J2によって排出されて図示しないコンデンサ(復水器)に導かれる。
以上のように発電機25は、船舶推進用のディーゼルエンジン3の排ガス(燃焼ガス)の排気エネルギーを動力として駆動されるようになっており、排気エネルギー回収装置を構成している。
パワータービン7を起動するためには、パワータービン7を蒸気タービン9の回転数まで上昇させなければならない。また、パワータービン7は、運転時、最少負荷をとる必要がある。パワータービン7による出力を開始するには、多くの排ガス量が必要であり、メインエンジン(主機)負荷がある程度高いことが必要である。
例えばメインエンジン負荷が50%を超えるような運転がされており、パワータービン7の回転数が、蒸気タービン9の回転数まで上昇する場合に、パワータービン7を起動する。なお、以下では、パワータービン7に起動を開始させるメインエンジン負荷が、50%の場合について説明するが、本発明は、この例に限られず、例えば45%など、50%よりも低い場合も適用できる。
なお、メインエンジンの排気利用の安定性を図るために、メインエンジン負荷が50%以上では、排ガスバイパス量調整弁34は閉状態に維持される。
そして、メインエンジン負荷が50%未満であるとき、ディーゼルエンジン3の掃気圧力が最低許容掃気圧を維持するように、メインエンジンコントロールシステム43によって、排ガスバイパス量調整弁34の開度が調整される(図4参照)。ここで、メインエンジンコントロールシステム43及びタービンコントロールパネル44は、制御部の一例である。
3 ディーゼルエンジン(エンジン部)
7 パワータービン(ガスタービン)
9 蒸気タービン
11 排ガスエコノマイザ(熱交換部)
25 発電機
33 排ガス量調整弁(第1流量調整弁)
34 排ガスバイパス量調整弁(第2流量調整弁)
43 メインエンジンコントロールシステム(制御部)
44 タービンコントロールパネル(制御部)
Claims (6)
- エンジン部と、
前記エンジン部から排出される排ガスによって駆動するガスタービンと、
前記エンジン部から排出される排ガスと熱交換して蒸気を生成する熱交換部と、
前記熱交換部から供給される蒸気によって駆動する蒸気タービンと、
前記エンジン部から前記ガスタービンを経由して前記熱交換部へ供給される前記排ガスの流量を調整する第1流量調整弁と、
前記エンジン部から前記ガスタービンを経由せずに前記熱交換部へ供給される前記排ガスの流量を調整する第2流量調整弁と、
前記第1流量調整弁の開度及び前記第2流量調整弁の開度を制御する制御部と、
を備え、
前記制御部は、前記エンジン部の掃気圧に応じて、前記第2流量調整弁の開度を調整し、かつ、前記第1流量調整弁を開閉する排熱回収システム。 - 前記制御部は、前記第1流量調整弁を閉としているとき、前記エンジン部の掃気圧が高くになるにつれて、前記第2流量調整弁の開度を開く方向に調整し、前記第1流量調整弁を閉としているとき、前記エンジン部の掃気圧が低くになるにつれて、前記第2流量調整弁の開度を閉じる方向に調整する請求項1に記載の排熱回収システム。
- 前記制御部は、前記ガスタービンの回転数が前記蒸気タービンの回転数よりも小さいエンジン負荷域において前記第1流量制御弁を閉とし、かつ前記エンジン部の掃気圧に応じて、前記第2流量調整弁の開度を調整する請求項1又は2に記載の排熱回収システム。
- 前記制御部は、前記第1流量調整弁を開としたとき、前記第2流量調整弁を閉とする請求項1から3のいずれかに記載の排熱回収システム。
- 前記制御部は、前記ガスタービンの回転数が前記蒸気タービンの回転数よりも大きいエンジン負荷域において前記第1流量制御弁を開とし、かつ前記エンジン部の掃気圧に拘わらず、前記第2流量調整弁の開度を閉とする請求項1から4のいずれかに記載の排熱回収システム。
- エンジン部を駆動する工程と、
前記エンジン部から排出される排ガスによってガスタービンを駆動する工程と、
前記エンジン部から排出される排ガスによって熱交換部にて蒸気を生成する工程と、
前記熱交換部にて生成された蒸気によって蒸気タービンを駆動する工程と、
前記エンジン部から前記ガスタービンを経由して前記熱交換部へ供給される前記排ガスの流量を調整する工程と、
前記エンジン部から前記ガスタービンを経由せずに前記熱交換部へ供給される前記排ガスの流量を調整する工程と、
を備える排熱回収方法であって、
前記ガスタービンに排ガスを流入させずに、前記エンジン部の掃気圧に応じて、前記エンジン部から前記熱交換部へ供給される前記排ガスの流量を調整する排熱回収方法。
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CN107387217A (zh) * | 2017-07-31 | 2017-11-24 | 中国船舶重工集团公司第七研究所 | 动力涡轮发电装置 |
JP2018173042A (ja) * | 2017-03-31 | 2018-11-08 | 三菱重工業株式会社 | 廃棄物処理プラント及び廃棄物処理プラントの運転方法 |
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CN111570089A (zh) * | 2019-02-19 | 2020-08-25 | 上海必修福企业管理有限公司 | 尾热发电装置及方法 |
JP7178159B2 (ja) * | 2019-02-21 | 2022-11-25 | ジャパンマリンユナイテッド株式会社 | エネルギー回収装置の制御方法 |
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