Stationary component, method for converting a stationary component, and turbomachine

Abstract

A stationary component, a method for converting a stationary component, and a turbomachine are provided. The stationary component of a turbine section of a turbomachine system includes a hollow vane assembly having an internal rib separating a first internal compartment from a second internal compartment. The first and second internal compartments are configured to receive a cooling fluid. The cooling fluid is allowed to transfer between the first and second internal compartments. The stationary component also includes a bulkhead attached to the hollow vane assembly. The bulkhead is configured to receive the cooling fluid from the hollow vane assembly. The bulkhead includes a chamber and a tube extending through the chamber. The tube is configured to isolate the chamber from the cooling fluid while delivering the cooling fluid from the hollow vane assembly to a wheel space region.

Description

Technical Field

[0001] The subject matter disclosed in this invention relates to a cooling system for turbomachinery; more specifically, it relates to a system for regulating cooling fluid in the wheel space region of turbomachinery. Background Technology

[0002] For example, the turbomachinery of a gas turbine engine typically operates at high temperatures, which are most efficient for generating and obtaining energy from combustion gases. Certain components of a gas turbine engine are directly exposed to the heated combustion gas flow; these components are, for example, stationary vane segments of the turbine stator assembly. These stationary vane segments tightly surround the turbine rotor and define the outer boundary for the flow of hot combustion gases across the turbine. A vane segment is typically one, two, or more separate guide vanes or airfoils extending between the inner and outer rings or between the inner and outer shrouds.

[0003] In some gas turbines, a portion of the air compressed by the compressor is diverted from the combustion system to cool stationary and rotating components, or to purge the turbine's internal chambers. In one configuration, the diverted airflow (hereinafter referred to as "cooling fluid") is directed through a stationary guide vane section. The entire nozzle diaphragm is pressurized, forcing sufficient cooling air into the turbine space to purge any remaining hot gases. However, the diverted cooling fluid consumes a considerable amount of the total airflow already compressed by the compressor or other means. The work performed on this diverted cooling fluid is irreversible. Therefore, for gas turbine efficiency, it is desirable to consume as little as possible. Summary of the Invention

[0004] The aspects of the systems and methods described in this invention for supplying fluid to gas turbine components and other large industrial machines provide solutions to one or more problems or disadvantages associated with the prior art.

[0005] In one exemplary but non-limiting aspect, this disclosure relates to a stationary component of a turbine section of a gas turbine engine system, which may include a hollow guide vane assembly having an interior rib separating a first interior compartment and a second interior compartment. The first and second interior compartments are configured to receive cooling fluid. The rib may or may not allow the flow of cooling fluid between the first and second interior compartments. The stationary component may also include a diaphragm attached to the hollow guide vane assembly. The diaphragm is configured to receive cooling fluid from the hollow guide vane assembly. The diaphragm may include a chamber and a tube extending through the chamber. The tube is configured to isolate the chamber from the cooling fluid while delivering cooling fluid from the hollow guide vane assembly to a wheelspace area.

[0006] In another exemplary and non-limiting aspect, this disclosure relates to a method for converting a stationary component of a turbine section of a gas turbine engine system. The stationary component may include a hollow guide vane assembly having internal ribs separating a first internal compartment and a second internal compartment. The stationary component may also include a baffle having a chamber adapted to receive cooling fluid from the hollow guide vane assembly and to deliver the cooling fluid to a wheel space region. The method may include modifying the ribs to allow cooling fluid to flow between the first and second internal compartments. The method may also include sealing the baffle to the wheel space to prevent fluid transfer between the chamber and the wheel space.

[0007] In another exemplary and non-limiting aspect, this disclosure relates to a method for converting a stationary component of a gas turbine engine system. The stationary component may include a hollow guide vane assembly having internal ribs separating a first internal compartment from a second internal compartment. The stationary component may also include a baffle having a chamber adapted to receive cooling fluid from the hollow guide vane assembly and to deliver the cooling fluid to a wheel space region. The method may include modifying or eliminating the ribs to allow cooling fluid to flow between the first and second internal compartments. The method may also include replacing the baffle with a modified baffle in which the chamber is fluidly isolated from the wheel space region.

[0008] Using a diaphragm with a pressurized chamber requires a large amount of fluid to maintain the pressure necessary to prevent backflow from the turbine space region. Furthermore, a certain amount of cooling fluid diverted from the main combustion flow contributes to inefficiencies in the gas turbine system. Since a direct-feed design has known interfaces and fewer variations than pressurizing the entire diaphragm chamber, using an airflow pipe to deliver cooling fluid instead of the diaphragm chamber would allow for a reduction in cooling fluid volume without sacrificing fluid pressure. Therefore, using an unpressurized diaphragm chamber with an airflow pipe positioned therein (instead of a pressurized diaphragm chamber) can improve the efficiency of the gas turbine system by reducing the amount of cooling fluid diverted from the main compressor flow.

[0009] Furthermore, for turbine sections using stationary components with pressurized diaphragms, it may be more cost-effective to convert existing stationary components to use unpressurized diaphragms, rather than replacing existing stationary components with new stationary components having unpressurized diaphragms. It is not even possible to replace stationary components without replacing the entire turbine section of the gas turbine system.

[0010] Technical Solution 1: A stationary component extending from the housing of the turbine section of a turbine engine system to the wheel space region, the stationary component being configured to deliver cooling fluid to the wheel space region, the stationary component comprising:

[0011] A hollow guide vane assembly having internal ribs separating a first internal compartment and a second internal compartment, the first internal compartment and the second internal compartment being configured to receive cooling fluid, the cooling fluid being allowed to flow between the first internal compartment and the second internal compartment; and

[0012] A baffle plate is attached to the hollow guide vane assembly and configured to receive the cooling fluid from the hollow guide vane assembly. The baffle plate includes a chamber and a tube extending through the chamber. The tube is configured to isolate the chamber from the cooling fluid while delivering the cooling fluid from the hollow guide vane assembly to the wheel space region.

[0013] Technical Solution 2: The stationary component according to Technical Solution 1, wherein the rib does not extend the entire length of the hollow guide vane assembly to allow the cooling fluid to flow between the first internal compartment and the second internal compartment by flowing around the rib.

[0014] Technical Solution 3: The stationary component according to Technical Solution 1, wherein the rib includes an opening that provides a fluid path between the first internal compartment and the second internal compartment.

[0015] Technical Solution 4: The stationary component according to Technical Solution 1, wherein each of the first internal compartment and the second internal compartment includes an impact sleeve with an impact opening, and wherein the tube communicates only with one of the first internal compartment and the second internal compartment.

[0016] Technical Solution 5: According to the stationary component of Technical Solution 4, the ratio of the impact opening in the first impact sleeve to the impact opening in the second impact sleeve is configured to maintain the cooling fluid pressure in the first internal compartment and the second internal compartment above a threshold pressure.

[0017] Technical Solution 6: The stationary component according to Technical Solution 1 further includes a sealing network that seals the chamber of the partition with the wheel space region.

[0018] Technical solution 7: A turbine comprising:

[0019] The compressor section is configured to compress fluid flow;

[0020] The combustion section that constitutes the first part of the combustion fluid; and

[0021] A turbine section configured to receive combusted fluid and drive a rotor, the turbine section including the stationary component according to claim 1.

[0022] Technical Solution 8: A method for converting a stationary component extending from the housing of a turbine section of a turbine engine system to a wheel space region, the stationary component comprising a) a hollow guide vane assembly having internal ribs separating a first internal compartment from a second internal compartment, and b) a partition having a chamber adapted to receive cooling fluid from the hollow guide vane assembly and deliver the cooling fluid to the wheel space region, the method comprising:

[0023] Modify the ribs to allow the cooling fluid to flow between the first internal compartment and the second internal compartment; and

[0024] The partition is sealed to the wheel space to prevent fluid communication between the chamber and the wheel space.

[0025] Technical Solution 9: The method according to Technical Solution 8 further includes installing an airflow pipe in the partition such that the airflow pipe extends from the hollow guide vane assembly through the chamber to the wheel space, and provides a flow path for the cooling fluid to pass through the partition while isolating the chamber from the cooling fluid.

[0026] Technical Solution 10: The method according to Technical Solution 8, wherein each of the first compartment and the second compartment includes an impact sleeve having an impact opening, and wherein the method further includes filling and / or covering some of the impact openings.

[0027] Technical Solution 11: The method according to Technical Solution 8, wherein modifying the rib includes cutting off the end of the rib to reduce the length of the rib.

[0028] Technical Solution 12: The method according to Technical Solution 8, wherein modifying the rib includes cutting an opening in the rib, the opening allowing a path between the first internal compartment and the second internal compartment.

[0029] Technical solution 13: The method according to technical solution 8, wherein modifying the rib includes removing the rib.

[0030] Technical Solution 14: The method according to Technical Solution 8, wherein the partition includes one or more openings in a sidewall, the openings allowing communication between the chamber and the wheel space, and wherein sealing the partition with the wheel space includes adding a seal to cover and seal the one or more openings.

[0031] Technical Solution 15: A method for converting a stationary component extending from the housing of a turbine section of a turbine engine system to a wheel space region, the stationary component comprising a) a hollow guide vane assembly having internal ribs separating a first internal compartment from a second internal compartment, and b) a partition having a chamber adapted to receive cooling fluid from the hollow guide vane assembly and deliver the cooling fluid to the wheel space region, the method comprising:

[0032] Modify the ribs to allow the cooling fluid to flow between the first internal compartment and the second internal compartment; and

[0033] The partition is replaced with a modified partition that fluidly isolates the chamber from the wheel space region.

[0034] Technical Solution 16: The method according to Technical Solution 15, wherein the modified baffle includes an airflow duct extending from the hollow guide vane assembly through the chamber to the wheel space, and provides a flow path for the cooling fluid through the baffle while isolating the chamber from the cooling fluid.

[0035] Technical Solution 17: The method according to Technical Solution 15, wherein each of the first compartment and the second compartment includes an impact sleeve having an impact opening, and wherein the method further includes replacing the impact sleeve with a modified impact sleeve having fewer impact openings.

[0036] Technical Solution 18: The method according to Technical Solution 15, wherein modifying the rib includes cutting off the end of the rib to reduce the length of the rib.

[0037] Technical Solution 19: The method according to Technical Solution 15, wherein modifying the rib includes cutting an opening in the rib, the opening allowing a path between the first internal compartment and the second internal compartment.

[0038] Technical solution 20: The method according to technical solution 15, wherein modifying the rib includes removing the rib. Attached Figure Description

[0039] Figure 1 This is a schematic cross-sectional view of a gas turbine in an environment in which an embodiment of the present invention operates.

[0040] Figure 2 This is an isometric view of an exemplary turbine.

[0041] Figure 3 yes Figure 2 A cross-sectional view of an exemplary turbine section guide vane.

[0042] Figure 4 This is another exemplary isometric view of a turbine.

[0043] Figure 5 yes Figure 4 A cross-sectional view of the guide vanes in the turbine section.

[0044] Figure 6 yes Figure 4 An exemplary air duct assembly of the turbine section guide vanes.

[0045] Figure 7 yes Figure 4 An exemplary internal perspective view of the turbine section guide vanes.

[0046] Figure 8 yes Figure 4 Another exemplary internal perspective view of the turbine section guide vanes.

[0047] Figure 9 yes Figure 4 Another exemplary internal perspective view of the turbine section guide vanes. Detailed Implementation

[0048] It should be understood that the various numbers in the accompanying drawings represent similar parts at different points in several views.

[0049] Figure 1This is a schematic cross-sectional view of an exemplary gas turbine engine 10. The gas turbine 10 may include a compressor section 12, a combustion section 14, and a turbine section 16.

[0050] The compressor section 12 may include a plurality of rotating blades 18 and stationary vanes 20 configured to compress the fluid. The compressor section 12 may also include an extraction port 22, an inner barrel casing 24, a compressor discharge casing 26, a marriage joint 28, and marriage joint bolts 30.

[0051] Combustion section 14 may include multiple combustion chambers 32, multiple fuel nozzles 34, and multiple transition sections 36. The multiple combustion chambers 32 may be coupled to a fuel source. Within each combustion chamber 32, compressed air may be received from compressor section 12 and mixed with fuel received from the fuel source. The air-fuel mixture may be combusted to generate a working fluid. The working fluid may travel downhill from the rear ends of the multiple fuel nozzles 34 through the transition sections 36 and into turbine section 16.

[0052] The turbine section 16 may include multiple rotating components 38, multiple stationary components 40, and multiple wheel space regions 42 between the rotating components 38 and the stationary components 40. The turbine section 16 can convert working fluid into mechanical torque.

[0053] Typically, during operation of the gas turbine 10, multiple components may experience high temperatures and may require cooling or purging. These components may include a portion of the compressor section 12, a coupling joint 28, multiple rotating parts 38, and multiple stationary parts 40.

[0054] Extraction port 22 draws cooling fluid from compressor section 12. The cooling fluid bypasses combustion section 14 and flows through cooling path 44 to cool or purge various parts of gas turbine 10. Cooling path 44 ultimately directs the cooling fluid to wheel space region 42 to protect the interior of stationary components 40 from extreme temperatures of the working fluid.

[0055] Figure 2 and Figure 3An exemplary stationary component 40 is shown, which can receive cooling fluid via an opening 46 in an impact plate 48. The impact plate 48 may be located on the housing side of the stationary component 40, adjacent to the housing of the turbine section 16. The opening 46 may be a fluid cavity (not shown) adjacent to the impact plate 48, into which cooling fluid may be dumped from a cooling path 44. At least a portion of the cooling fluid may exit the stationary component 40 at an end of the stationary component 40 adjacent to the wheel space region 42. In addition to the impact plate 48, the stationary component 40 may include a guide vane (or nozzle) assembly 50 and a baffle 52. At least a portion of the cooling fluid may flow out via the rear side of the guide vane (or nozzle) assembly 50.

[0056] The upper portion of the impact plate 48 and guide vane assembly 50 may define a receiving chamber for receiving cooling fluid from the opening 46. Most of the cooling fluid in the receiving chamber flows into the guide vane assembly 50. However, some cooling fluid may be discharged through impact holes 54 in the impact plate 48. The cooling fluid discharged through the impact holes 54 forms a barrier protecting the housing and stationary components 40 from excessive heat from the working fluid. The number of impact holes 54 may be a function of the volume of cooling fluid flowing into the stationary components 40.

[0057] The guide vane assembly 50 can receive cooling fluid from the receiving chamber and may include a housing 56 and one or more ribs 58. Figure 3 The guide vane assembly 50 comprises a front impact sleeve 59 and a rear impact sleeve 60. The housing 56 may have an airfoil shape and be positioned to guide working fluid relative to the rotating component 38. One or more ribs 58 may provide support to the housing 56 and divide the stationary component 40 into multiple compartments (e.g., front compartment 61 and rear compartment 62) extending from the receiving chamber to the partition 52. The front compartment 61 may house the front impact sleeve 59, which has multiple impact openings (not shown). The rear compartment 62 may house the rear impact sleeve 60. The number of impact openings may be a function of the volume of cooling fluid flowing through the guide vane assembly 50.

[0058] At least a portion of the cooling fluid flowing through the front compartment 61 may flow through an impact opening in the front impact sleeve 59 and into a flow path 64 adjacent to the inner surface of the housing 56. Similarly, at least a portion of the cooling fluid flowing through the rear compartment 62 may flow through an impact opening in the rear impact sleeve 60 and into the flow path 64. The flow path 64 may extend along the length of the guide vane assembly 50. The cooling fluid in the flow path 64 prevents the housing 56 from reaching excessively high temperatures due to interaction with the working fluid. Cooling fluid from the front compartment 61 may flow into the baffle 52, while cooling fluid from the rear compartment 62 may flow across the rear side of the housing 56 of the guide vane (or nozzle) assembly 50.

[0059] The guide vane assembly 50 may include a plate 66 having an opening (not shown) through which cooling fluid from the front compartment 62 can communicate with the baffle 52. The size of the opening may be set to the entire range of the chamber 68 in the baffle 52. Alternatively, the size and shape of the opening in the plate 66 may be smaller than the chamber 68. In addition, the plate 66 may include a seal 69 to prevent leakage of cooling fluid between the guide vane assembly 50 and the baffle 52.

[0060] The baffle 52 can receive cooling fluid from the guide vane assembly 50 and can guide the cooling fluid into the wheel space region 42 through one or more openings 70. The chamber 68 can be sealed to the wheel space region 42 (except at the locations of the openings 70) by the seal 72.

[0061] The cooling fluid in the wheel space region 42 can be pressurized to prevent the working fluid (which, at elevated temperatures) from entering the wheel space region 42 and potentially damaging exposed components within it. To maintain the desired pressure of the cooling fluid in the wheel space region 42, the baffle 52 can be pressurized to prevent backflow from the wheel space region 42 via the opening 70. To maintain the baffle 52 at the desired pressure, a predetermined volume of cooling fluid at a predetermined flow rate can be supplied to the baffle 52.

[0062] It can be envisioned that the volume of cooling fluid required to maintain pressure in wheel space region 42 at a given flow rate can be reduced by modifying stationary component 40. Figure 4 A modified stationary component 140 is shown that uses less cooling fluid to maintain pressure in wheel space region 42.

[0063] Similar to stationary component 40, the modified stationary component 140 may receive cooling fluid via an opening 146 in an impact plate 148. The impact plate 148 may be located on the housing side of the stationary component 140, adjacent to the housing of the turbine section 16. The opening 146 may be fluidly connected to a duct (not shown) of cooling path 44. At least a portion of the cooling fluid may exit the stationary component 140 at an end of the stationary component 140 adjacent to the wheel space region 42. In addition to the impact plate 148, the stationary component 140 may include a guide vane (or nozzle) assembly 150 and a baffle 152. At least a portion of the cooling fluid may flow out via the rear side of the guide vane (or nozzle) assembly 150.

[0064] The upper portion of the impact plate 148 and guide vane assembly 150 may define a receiving chamber for receiving cooling fluid from the opening 146. Most of the cooling fluid in the receiving chamber flows into the guide vane assembly 150. However, some cooling fluid may be discharged through impact holes 154 in the impact plate 148. The cooling fluid discharged through the impact holes 154 may form a protective layer between the housing and stationary components 140 and the working fluid, preventing excessive heat from the working fluid. The number of impact holes 154 may be a function of the volume of cooling fluid flowing into the stationary components 140.

[0065] The guide vane assembly 150 can receive cooling fluid from the receiving chamber and may include a housing 56 and one or more ribs 158. Figure 3 The housing 56 may have an airfoil shape and be positioned to guide working fluid relative to the rotating member 38. One or more ribs 158 may provide support to the housing 56 and may divide the stationary member 140 into a plurality of compartments (e.g., front compartment 161 and rear compartment 162) extending from the receiving chamber to the partition 152. The front compartment 161 may accommodate a plurality of impact openings 163 ( Figure 6 The front impact sleeve 159. The rear compartment 162 can accommodate the rear impact sleeve 160.

[0066] At least a portion of the cooling fluid flowing through the front compartment 161 may flow through the impact opening 163 in the front impact sleeve 159. Figure 6 The cooling fluid flowing through the rear compartment 162 flows through an impact opening (not shown) in the rear impact sleeve 160 and into the flow path 164. The flow path 164 may extend along the length of the guide vane assembly 150. The cooling fluid in the flow path 164 prevents the housing 56 from reaching excessively high temperatures due to interaction with the working fluid. Cooling fluid from the front compartment 161 may flow toward the baffle 152, while cooling fluid from the rear compartment 162 may flow past the rear side of the housing 56 of the guide vane (or nozzle) assembly 150.

[0067] like Figure 4 As can be seen, the guide vane assembly 150 may include a plate 166 for attaching the guide vane assembly 150 to the diaphragm 152. The plate 166 may include a seal 169 for preventing leakage of cooling fluid between the guide vane assembly 150 and the diaphragm 152. Unlike the seal 69, the seal 169 may include a front portion 167 that extends downward at the front side of the chamber 168 (of the diaphragm 152) to seal a portion of the front side of the chamber 168.

[0068] The baffle 152 receives cooling fluid from the guide vane assembly 150 via an air pipe 170, which penetrates the plate 166 through an opening (not shown) and through the front side of the baffle 152 to communicate directly with the wheel space region 42, thereby isolating the chamber 168 from the cooling fluid flow. Therefore, unlike chamber 68, chamber 168 can remain unpressurized. Chamber 168 can be further sealed to the wheel space region 42 by a seal 172. The seal 172 may differ from seal 72 in that it may include a front portion 173 that seals the front section of chamber 168 and, if present, covers opening 70. It is conceivable that the air pipe 170 may extend through an opening 70. In this configuration, the opening 70 through which the air pipe 170 extends will not be sealed by the front portion 173.

[0069] Isolating the chamber 168 of the baffle 152 from the cooling fluid flow directed to the wheel space region 42 reduces the amount of cooling fluid required for the pressurized wheel space region 42. However, the reduced amount of cooling fluid can decrease the pressure of the cooling fluid in the rear compartment 162, which can adversely affect the flow of cooling fluid through the rear surface of the guide vane (or nozzle) assembly 150.

[0070] It is conceivable that the number of impact openings in the rear impact sleeve 160 may be less than the number of impact openings in the rear impact sleeve 60, in order to achieve optimal or desired pressure in the rear compartment 162 when reducing the amount of cooling fluid. It is also conceivable to simply convert the front impact sleeve 59 and the rear impact sleeve 60, instead of using new front impact sleeves 159 and rear impact sleeves 160. The front sleeve 59 and / or the rear sleeve 60 can then reduce the number of impact openings by covering or filling some of the impact openings. The number of impact openings may be a function of the volume of cooling fluid flowing through the guide vane assembly 150. It should be understood that the number of impact openings in the rear impact sleeve 160 may be greater than or less than the number of impact openings in the front impact sleeve 159 (i.e., the front and rear impact sleeves may have different numbers of impact openings). The ratio of the number of impact openings in the rear impact sleeve 160 to the number of impact openings in the front impact sleeve 159 can be selected to maintain sufficient impact pressure in both the front compartment 161 and the rear compartment 162.

[0071] It is also conceivable that the front impact sleeve 59 and / or the rear impact sleeve 60 can be used in the modified stationary component 140 without altering the front impact sleeve 59 and / or the rear impact sleeve 60. However, it may still be necessary to address the pressure loss in the rear compartment 162 caused by insufficient cooling fluid. One way to address the pressure loss in the rear compartment 162 is to increase the fluid communication between the front compartment 161 and the rear compartment 162.

[0072] like Figure 7-9As shown, rib 158 allows communication between the front compartment 161 and the rear compartment 162. For example, rib 158 may extend only a portion of the length of the guide vane assembly 150. Figure 7 and Figure 8 Alternatively, or in conjunction with a shortened length, rib 158 may include an opening 170 to allow direct communication via rib 158 from front compartment 161 to rear compartment 162. It is contemplated that rib 158 may be omitted entirely, and only one compartment and one impact sleeve may be enclosed within housing 56. It is also contemplated that a “one-compartment” configuration may include a front impact sleeve 159 and a rear impact sleeve 160. The number of impact openings in this configuration may be selected as described above to have a “two-compartment” configuration. It is also contemplated that more than two compartments and more than two impact sleeves may be present.

[0073] It is also conceivable that the ends of rib 158 may be cut off so that the ends of rib 158 have a curved shape. For example, the depth D of the cut at the middle of the rib may be 1.3 inches, while the radius of curvature R may be 0.5″, for example. It should be understood that the depth D and radius of curvature R of the curved cut may be greater than or less than the sizes disclosed above. It should also be understood that, for example, the ratio between the depth D and the radius of curvature R of the curved cut may be 2.6 (depth D to radius of curvature R). Furthermore, the ratio (depth D to radius of curvature R) may be greater than or less than the ratio of 2.6 described above.

[0074] It should be understood that the volume of the open space between the front compartment 161 and the rear compartment 162 is sized as a function of the volume of cooling fluid flowing through the guide vane assembly 150. Furthermore, the rib 158 can be modified to allow communication between the compartments while reducing the number of impact openings in the front and / or rear impact sleeves. In the configuration where the rib 158 allows communication between the compartments and reduces the number of impact openings, the shape and size of the openings between the compartments and the number of impact openings can be coordinated to achieve optimal or desired pressure of the cooling fluid in the rear compartment 162.

[0075] An adapter (not shown) may be positioned at the opposite end of air pipe 170. The adapter allows air pipe 170 to be properly sealed to one side of partition 152 so that cooling fluid can be delivered to wheel space region 42 without pressurizing chamber 168. The adapter allows air pipe 170 to transfer heat and / or pivot within opening 70 (or other openings) without compromising the seal around air pipe 170.

[0076] It is conceivable that stationary component 40 can be converted into stationary component 140 in any number of ways. For example, partition 52 can be removed from stationary component 40 and replaced with partition 152 having air pipe 170, and an adapter is pre-assembled onto partition 152. In addition, rib 58 can be cut out and / or perforated to form rib 158.

[0077] Alternatively, converting stationary component 40 to stationary component 140 may involve replacing front impact sleeve 59 and / or rear impact sleeve 60 with front impact sleeve 159 and / or rear impact sleeve 160. Alternatively, the conversion may involve filling or covering some of the impact openings in front impact sleeve 159 and / or rear impact sleeve 60. Filling or covering the impact holes in impact sleeves 59, 60 may be achieved using adhesives, cement, or any other material that can cover the selected impact openings. It should be understood that when converting guide vane assembly 50 to guide vane assembly 150, a plate (not shown) may be added to impact sleeves 59, 60.

[0078] Another way to convert stationary component 40 into stationary component 140 is to attach the air pipe 170 and adapter assembly to the partition 152 at the opening 70.

[0079] This invention can be applied to a variety of air-breathing turbomachinery. This may include, but is not limited to, heavy-duty gas turbines and aero-derivative equipment. Although the following discussion involves... Figure 1 The gas turbine shown is an example of a gas turbine, but embodiments of the present invention can also be applied to gas turbines with different configurations. For example, but not limited to, the present invention can be applied to gas turbines with different configurations. Figure 1 The components or additional components of the gas turbine shown.

[0080] This disclosure can be applied to various gas turbine engines that compress intake air, such as, but not limited to, heavy-duty gas turbines; aero-derivative gas turbines, etc. One embodiment of this disclosure can be applied to a single gas turbine engine or multiple gas turbine engines. One embodiment of this disclosure can be applied to gas turbine engines operating in simple cycle or combined cycle mode.

[0081] While the invention has been described in conjunction with what are considered to be the most practical and preferred embodiments, it should be understood that the invention is not limited to the disclosed embodiments, but rather is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. A stationary component extending from the housing of a turbine section of a turbine engine system to a wheel space region, the stationary component being configured to deliver cooling fluid to the wheel space region, the stationary component comprising: A hollow guide vane assembly having internal ribs separating a first internal compartment and a second internal compartment, the first internal compartment and the second internal compartment being configured to receive cooling fluid, the cooling fluid being allowed to flow between the first internal compartment and the second internal compartment; as well as A baffle plate is attached to the hollow guide vane assembly and configured to receive the cooling fluid from the hollow guide vane assembly. The baffle plate includes a chamber and a tube extending through the chamber. The tube is configured to isolate the chamber from the cooling fluid while delivering the cooling fluid from the hollow guide vane assembly to the wheel space region. Wherein, the first internal compartment includes a first impact sleeve with an impact opening, and the second internal compartment includes a second impact sleeve with an impact opening; and The tube is directly connected to only one of the first impact sleeve and the second impact sleeve; and The ribs do not extend the entire length of the hollow guide vane assembly to allow the cooling fluid to flow between the first and second internal compartments by flowing around the ribs.

2. The stationary component of claim 1, wherein the rib includes an opening that provides a fluid passage between the first internal compartment and the second internal compartment.

3. The stationary component according to claim 1, wherein the ratio of the impact opening in the first impact sleeve to the impact opening in the second impact sleeve is configured to maintain the cooling fluid pressure in the first internal compartment and the second internal compartment above a threshold pressure.

4. The stationary component according to claim 1, further comprising a sealing network that seals the chamber of the partition with respect to the wheel space region.

5. A turbine comprising: The compressor section is configured to compress fluid flow; The combustion section that constitutes the first part of the combustion fluid; as well as A turbine section configured to receive combusted fluid and drive a rotor, the turbine section including the stationary component according to claim 1.

6. A method for replacing a stationary component extending from the housing of a turbine section of a turbine engine system to a wheel space region, the stationary component prior to replacement comprising a) a hollow guide vane assembly having internal ribs separating a first internal compartment and a second internal compartment, and b) a partition having a chamber adapted to receive cooling fluid from the hollow guide vane assembly and deliver the cooling fluid to the wheel space region, each of the first internal compartment and the second internal compartment of the hollow guide vane assembly including an impact sleeve with an impact opening, the method comprising: Modify the ribs to allow the cooling fluid to flow between the first internal compartment and the second internal compartment; Increasing the sealing area of ​​the partition seals the chamber from the wheel space to prevent fluid communication between the chamber and the wheel space; and Fill and / or cover some of the impact openings in the impact sleeve.

7. The method of claim 6, further comprising mounting an airflow duct in the partition such that the airflow duct extends from the hollow guide vane assembly through the chamber to the wheel space, and providing a flow path for the cooling fluid through the partition while isolating the chamber from the cooling fluid.

8. The method of claim 6, wherein modifying the rib includes cutting off the end of the rib to reduce the length of the rib.

9. The method of claim 6, wherein modifying the rib includes cutting an opening in the rib, the opening allowing passage between the first internal compartment and the second internal compartment.

10. The method of claim 6, wherein modifying the rib includes removing the rib.

11. The method of claim 6, wherein the partition includes one or more openings in a sidewall that allow communication between the chamber and the wheel space, and wherein sealing the partition with the wheel space includes adding a seal to cover and seal the one or more openings.

12. A method for replacing a stationary component extending from the housing of a turbine section of a turbine engine system to a wheel space region, the stationary component prior to replacement comprising a) a hollow guide vane assembly having internal ribs separating a first internal compartment and a second internal compartment, and b) a partition having a chamber adapted to receive cooling fluid from the hollow guide vane assembly and to deliver the cooling fluid to the wheel space region, each of the first internal compartment and the second internal compartment of the hollow guide vane assembly including an impact sleeve with an impact opening, the method comprising: Modify the ribs to allow the cooling fluid to flow between the first internal compartment and the second internal compartment; The partition is replaced with a modified partition in which the chamber is fluidly isolated from the wheel space region; as well as Fill and / or cover some of the impact openings in the impact sleeve.

13. The method of claim 12, wherein the modified baffle includes an airflow duct extending from the hollow guide vane assembly through the chamber to the wheel space, and provides a flow path for the cooling fluid through the baffle while isolating the chamber from the cooling fluid.

14. The method of claim 12, wherein the method further comprises replacing the impact sleeve with a modified impact sleeve having fewer impact openings.

15. The method of claim 12, wherein modifying the rib includes cutting off the end of the rib to reduce the length of the rib.

16. The method of claim 12, wherein modifying the rib includes cutting an opening in the rib, the opening allowing passage between the first internal compartment and the second internal compartment.

17. The method of claim 12, wherein modifying the rib includes removing the rib.

Images