Heavy duty gas turbine starting fuel control method and device and electronic equipment

Abstract

The invention provides a heavy duty gas turbine starting fuel control method and device and electronic equipment, and relates to the technical field of gas turbine control. The method comprises the steps that a corresponding fuel control strategy is selected from a plurality of control strategies to control fuel supply of the heavy duty gas turbine based on the real-time gas turbine rotating speed value of the gas turbine, and meanwhile the fuel quantity is limited through the gas turbine starting temperature threshold value and the fuel quantity adjusting range. The fuel quantity can be accurately controlled in different stages of the starting process, it is guaranteed that the gas turbine is stably accelerated to the full-speed no-load state, the risk and difficulty caused by using a single control strategy in the starting process are avoided, and meanwhile the safety of the gas turbine is guaranteed. Besides, the fuel control strategy is automatically selected based on the rotating speed, so that convenience can be provided for initial debugging of a newly developed unit, the fuel quantity can be accurately controlled in the initial debugging stage of the gas turbine, the thermal suspension phenomenon in the starting process is avoided, and meanwhile coupling oscillation of closed-loop control in the speed increasing process is avoided.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of gas turbine control, in particular to a heavy-duty gas turbine start-up fuel control method, device and electronic equipment. BACKGROUND

[0002] The heavy-duty gas turbine usually goes through several main stages in the start-up stage, which are cold drag, blow cleaning, ignition, warm-up, speed-up and full-speed idle process. The control from ignition to full-speed idle stage is one of the key points of gas turbine control. The heavy-duty gas turbine control system is a strong coupling, nonlinear complex dynamic system, and the operating conditions are complex and change rapidly. If the equivalence ratio of the start-up process is not appropriate, the turbine outlet temperature may rise too fast when there is too much fuel, causing component overheating, or the turbine outlet temperature may be too low when there is too little fuel, causing thermal suspension, so that the gas turbine rotor cannot speed up or speed up too slowly. The single start-up control mode may not be able to adapt to different stages of the heavy-duty gas turbine start-up process, so how to adapt to the complex working conditions of the heavy-duty gas turbine and improve the fuel control accuracy is one of the problems to be solved in the field. SUMMARY

[0003] The present disclosure aims to at least partially solve one of the technical problems in the related art.

[0004] To this end, the first aspect of the present disclosure provides a heavy-duty gas turbine start-up fuel control method, comprising the following steps: determining a real-time engine speed value and a real-time turbine outlet temperature value of the heavy-duty gas turbine during the speed-up process of the heavy-duty gas turbine; determining an engine start-up temperature threshold and a fuel amount adjustment range according to the real-time engine speed value; in response to the real-time turbine outlet temperature value being less than the start-up temperature threshold, determining a target fuel control strategy from among a speed-based fuel open-loop control strategy, a speed-based fuel rate control strategy and an acceleration closed-loop fuel control strategy according to the real-time engine speed value; obtaining a first start-up fuel amount based on the real-time engine speed value and the target fuel control strategy; in response to the first start-up fuel amount not exceeding the fuel amount adjustment range, controlling the fuel supply of the heavy-duty gas turbine based on the first start-up fuel amount.

[0005] The second aspect of the present disclosure provides a heavy-duty gas turbine start-up fuel control device, comprising: a first determination module configured to determine a real-time engine speed value and a real-time turbine outlet temperature value of the heavy-duty gas turbine during the speed-up process of the heavy-duty gas turbine; a second determining module configured to determine a starting temperature threshold and a fuel quantity adjustment range according to the real-time engine speed value; a third determining module configured to determine a target fuel control strategy according to the real-time engine speed value from a speed-based fuel open-loop control strategy, a speed-based fuel rate control strategy and an acceleration closed-loop fuel control strategy in response to the real-time turbine outlet temperature value being less than the starting temperature threshold; a fourth determining module configured to obtain a first starting fuel quantity based on the real-time engine speed value and the target fuel control strategy; a control module configured to control fuel supply of the heavy-duty gas turbine based on the first starting fuel quantity in response to the first starting fuel quantity not exceeding the fuel quantity adjustment range.

[0006] A third aspect of the present disclosure provides an electronic device, comprising: a processor, and a memory connected with the processor in communication; The memory stores computer-executable instructions. The processor executes the computer-executable instructions stored in the memory to implement the method of the first aspect.

[0007] The heavy-duty gas turbine starting fuel control method provided by the present disclosure adopts different fuel control strategies based on the real-time engine speed value of the gas turbine, limits the starting temperature of the engine and the fuel quantity, and can accurately control the fuel quantity at different stages of the starting process, so that the engine can smoothly accelerate to the full-speed idle state. The risk and difficulty of using a single control strategy during the starting process can be avoided, and the safety of the engine can be ensured. In addition, since the fuel control strategy is automatically selected based on the speed in the embodiments of the present disclosure, the initial debugging of newly developed units can be facilitated, and the fuel quantity can be accurately controlled during the initial debugging of the engine, the thermal suspension phenomenon during the starting process can be avoided, and the coupled oscillation of the closed-loop control during the acceleration process can be avoided, thereby reducing the uncertainty and improving the success rate of the ignition and acceleration to the full-speed idle process.

[0008] Additional aspects and advantages of the present disclosure will be made apparent from the following description, which, taken in conjunction with the accompanying drawings, which are shown by way of illustration. BRIEF DESCRIPTION OF DRAWINGS

[0009] The above and / or additional aspects and advantages of the present disclosure will become apparent and be readily appreciated from the following description, taken in conjunction with the accompanying drawings, in which: Figure 1 A flowchart of a heavy-duty gas turbine starting fuel control method provided by an embodiment of the present disclosure; Figure 2 A starting process control parameter optimization flow provided by an embodiment of the present disclosure; Figure 3 FIG. 1 is a schematic diagram of a heavy-duty gas turbine start-up fuel control device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0010] Embodiments of the present disclosure are described in detail below with reference to the attached drawing figures, wherein the same or like designations indicate the same or like elements or elements having the same or similar functionality throughout the drawing figures. The embodiments described below are exemplary and intended to be illustrative of the disclosure, and are not to be understood as limiting of the disclosure.

[0011] Specifically, the heavy-duty gas turbine start-up fuel control method, device and electronic equipment of the embodiments of the present disclosure are described below with reference to the accompanying drawings.

[0012] Figure 1 FIG. 2 is a flowchart of a heavy-duty gas turbine start-up fuel control method according to an embodiment of the present disclosure. As shown in FIG. 2, the heavy-duty gas turbine start-up fuel control method can include the following steps. Figure 1 Step 101, determining a real-time engine speed value and a real-time turbine outlet temperature value of the heavy-duty gas turbine during the speed-up process of the heavy-duty gas turbine.

[0013] In an implementation manner, the turbine outlet temperature can be measured in real time during the start-up process, and the obtained real-time turbine outlet temperature average value is calculated and processed by the data processing unit DPU to obtain the real-time turbine outlet temperature average value. The real-time turbine outlet temperature value is used for temperature limit start-up closed-loop control.

[0014] Step 102, determining an engine start-up temperature threshold and a fuel quantity adjustment range according to the real-time engine speed value.

[0015] The engine start-up temperature threshold is used to limit the turbine outlet temperature during the speed-up process, so as to enhance the protection capability of the engine start-up process, and is especially suitable for newly developed units with more uncertain factors.

[0016] ​In some embodiments of the present disclosure, a first mapping relationship between a start-up process combustion mode of a heavy-duty gas turbine, an atmospheric temperature, a compressor outlet temperature at a turbine ignition moment, and a pre-set turbine speed and temperature threshold corresponding to the start-up process combustion mode can be determined. The combustion mode mod specifically, because the turbine fuel system has the characteristics of multiple fuel branches, multiple combustion chambers, and multiple fuel nozzles in each combustion chamber, different fuel nozzle ignition and speed-up start-up schemes can be adopted in the ignition process and the speed-up process, and multiple combustion control modes mod are presented in the control system. The present disclosure sets corresponding control requirements and correction methods for each ignition start-up combustion mode. As an example, the start-up process combustion mode can include a P2 combustion mode start-up scheme, a P3 combustion mode start-up scheme, etc., and a corresponding staged ratio adjustment scheme. Among them, the P2 combustion mode start-up scheme is: center level main nozzle + center standby level nozzle + peripheral standby level nozzle; the P3 combustion mode start-up scheme is: center level main nozzle + peripheral 1 level main nozzle + center standby level nozzle + peripheral standby level nozzle. An initial turbine start-up temperature threshold is determined based on a real-time turbine speed value and the first mapping relationship, and the initial turbine start-up temperature threshold is corrected based on the atmospheric temperature and the compressor outlet temperature to obtain a turbine start-up temperature threshold.

[0017] In an implementation manner, a turbine outlet temperature control curve (i.e., a turbine start-up temperature threshold) of a turbine speed-up process can be preset during the speed-up process, and the temperature curve changes with time based on the equivalent speed. If the real-time turbine outlet temperature value is greater than or equal to the start-up temperature threshold, temperature-limiting start-up closed-loop control of the fuel amount is required. The initial turbine start-up temperature threshold can be determined by the following formula:

[0018] Wherein, is the initial turbine start-up temperature threshold (i.e., the turbine outlet temperature start-up design standard start-up temperature control line under ISO working condition), is a real-time turbine speed value is a converted turbine relative speed / 3000, is a first mapping relationship between a turbine speed and a temperature threshold corresponding to a start-up process combustion mode is a related interpolation function, and presents different regular curves related to the start-up process combustion mode .

[0019] The turbine start-up temperature threshold can be determined by the following formula:

[0020] ​

[0021] in, is the engine starting temperature threshold, Relative speed and the measured atmospheric temperature The relevant correction factor, Relative speed , atmospheric temperature and The relevant correction factor, is the compressor outlet temperature at the moment of engine ignition, The theoretical value of the compressor outlet temperature at the moment of ignition (the design value when the atmospheric temperature is 15°C under cold start conditions). and Different regular curves are presented according to the combustion mode mod of the starting process.

[0022] Furthermore, during the gas turbine startup process, especially during the initial commissioning phase, there is a risk of flameout or flashback, as well as startup thermal hang due to excessively low acceleration and mechanical resonance. In the disclosed embodiment, the fuel quantity adjustment range can be used to define upper and lower fuel quantity limits during startup to avoid certain extreme situations.

[0023] In one implementation, the fuel quantity adjustment range can be obtained by:

[0024]

[0025]

[0026] in, The upper limit of the fuel quantity during the start process in the fuel quantity control range is The fuel quantity lower limit line during the startup process (or the flameout limit line during the startup process) within the fuel quantity adjustment range. The upper limit of fuel quantity during the start-up process under ISO conditions is: The lower limit of fuel quantity during the start-up process under ISO conditions is: The real-time engine speed value The relative equivalent speed of the gas turbine obtained after conversion (real-time gas turbine speed value × sqrt(288.15 / ( +273.15))), that is, the real-time engine speed value After the atmospheric temperature is converted to the speed of ISO working conditions (atmospheric temperature 15°C), is the first starting fuel quantity correction factor. is the lower heating value of pure methane, LHV is the lower heating value of the actual fuel of the unit, is the measured atmospheric pressure, is the ISO standard atmospheric pressure value, i.e. 101.325 kPa, is the measured atmospheric temperature.

[0027] Step 103, in response to the real-time turbine outlet temperature value being less than the starting temperature threshold, determining the target fuel control strategy from the speed-based fuel open-loop control strategy, the speed-based fuel rate of change control strategy and the acceleration closed-loop fuel control strategy according to the real-time engine speed value.

[0028] The real-time turbine outlet temperature value being less than the starting temperature threshold indicates that the current turbine outlet temperature does not reach the temperature control line, and there is no need to perform temperature-limited starting closed-loop control. In some embodiments of the present disclosure, after the engine warm-up ends, the corresponding fuel control strategy can be selected based on different speed intervals when the engine is speeded up, and when the real-time engine speed value is less than or equal to a pre-set first speed threshold, the speed-based fuel open-loop control strategy is selected as the target fuel control strategy; when the real-time engine speed value is greater than the first speed threshold and less than or equal to a pre-set second speed threshold, the speed-based fuel rate of change control strategy is selected as the target fuel control strategy; and when the real-time engine speed value is greater than the second speed threshold, the acceleration closed-loop fuel control strategy is selected as the target fuel control strategy, which facilitates the engine speed-up and can effectively avoid the occurrence of tripping due to excessively low acceleration, resulting in starting failure. Selecting the corresponding control strategy based on the real-time engine speed value can solve the problems of difficult initial control law determination and difficult modification of different working conditions when only the speed-based fuel open-loop control method or the rate of change control method is used. Moreover, it can solve the problems of coupling oscillation and inability to guarantee the combustion equivalence ratio in the low speed range when only the acceleration closed-loop control method is used.

[0029] The starting process measures the engine speed in real time, and the data processing unit DPU calculates and processes the real-time acceleration value for the acceleration closed-loop control or limitation of the speed-up process. The first speed threshold is less than the second speed threshold.

[0030] That is, in the low speed range (the real-time engine speed value ≤ the first speed threshold ), the fuel amount is controlled by the speed-based fuel open-loop control strategy to start the engine in a determined manner, and the combustion equivalence ratio can be accurately controlled in the speed range. In the medium speed range (the first speed threshold < the real-time engine speed value ≤ the second speed threshold ), the fuel amount is controlled by the speed-based fuel rate of change control strategy to start the engine in a determined manner, and the engine is started with the upper limit value of the starting process fuel amount. As a control target, the rate of change of the fuel quantity The fuel quantity is controlled, which is more conducive to stable speed increase, so as to effectively avoid the parameter correction problem caused by the change of the atmospheric temperature. In the high speed range (the real-time engine speed value > the second speed threshold The fuel quantity is closed-loop controlled by the acceleration closed-loop fuel control strategy.

[0031] Step 104, obtaining the first starting fuel quantity based on the real-time engine speed value and the target fuel control strategy.

[0032] In an implementation manner, the fuel quantity is controlled based on the speed-based fuel open-loop control strategy to obtain the first starting fuel quantity, which can include the following steps S11-S14: S11, determining a first starting fuel quantity correction coefficient Kc according to the atmospheric pressure, the atmospheric temperature and the low heat value of pure methane.

[0033]

[0034] wherein, is the low heat value of pure methane, LHV is the low heat value of the actual fuel of the unit, is the measured atmospheric pressure, is the ISO standard atmospheric pressure value, i.e. 101.325 kPa, is the measured atmospheric temperature.

[0035] S12, determining a second mapping relationship between the engine speed and the fuel quantity.

[0036] S13, determining a speed open-loop starting fuel quantity based on the real-time engine speed value and the second mapping relationship.

[0037]

[0038] wherein, is the speed open-loop starting fuel quantity under the ISO working condition, is the second mapping relationship between the engine speed and the fuel quantity, which can be pre-set, is the real-time engine speed value is the converted engine speed obtained after conversion.

[0039] S14, correcting the speed open-loop starting fuel quantity based on the first starting fuel quantity correction coefficient Kc to obtain the first starting fuel quantity.

[0040]

[0041] wherein, The first start-up fuel quantity is obtained based on the speed-based fuel open-loop control strategy. Optionally, the first start-up fuel quantity is subjected to a variable parameter rate Klmt limit to obtain a processed first start-up fuel quantity . Different start-up fuel quantity change rate upper limits Klmt are set according to different speed intervals, so that when the fuel quantity is not controlled by the acceleration closed-loop fuel control strategy, the acceleration of the speed-up process can also be indirectly limited by the fuel quantity change rate Klmt to cope with uncertain situations in the initial test and enhance the acceleration protection of the speed-up process of the gas turbine. The first start-up fuel quantity obtained after correction can automatically adapt to different atmospheric temperatures, atmospheric pressures and fuel gas supply conditions, thereby enhancing the start-up success rate.

[0042] In an implementation mode, the fuel quantity is controlled based on the speed-based fuel change rate control strategy to obtain a first start-up fuel quantity, which can include the following steps S21-S26: S21, determining a third mapping relationship between the atmospheric temperature, the gas turbine speed and the fuel quantity change rate.

[0043] The third mapping relationship can be pre-set.

[0044] S22, determining an initial fuel quantity change rate based on the atmospheric temperature, the real-time gas turbine speed value and the third mapping relationship.

[0045] S23, determining a first start-up fuel quantity correction coefficient Kc based on the atmospheric pressure, the atmospheric temperature and the low heat value of pure methane (refer to the implementation mode of step S11).

[0046] S24, determining the turbine outlet temperature value and the real-time compressor outlet temperature when the gas turbine starts.

[0047] S25, correcting the initial fuel quantity change rate based on the first start-up fuel quantity correction coefficient, the turbine outlet temperature value and the real-time compressor outlet temperature to obtain a first fuel quantity change rate.

[0048]

[0049] wherein, is the first fuel quantity change rate, is the third mapping relationship between the atmospheric temperature, the gas turbine speed and the fuel quantity change rate (a two-dimensional interpolation function of the atmospheric temperature and the gas turbine speed), and optionally, may be the fuel quantity change rate value under standard conditions in a theoretical cold start-up, is the real-time gas turbine speed value is the converted gas turbine converted speed, is the measured atmospheric temperature, is a first starting fuel amount correction coefficient, is a first starting fuel amount correction coefficient, is a turbine outlet temperature value at the time of starting the combustion engine is a related correction coefficient, which is related to the state characteristic quantity of the cold state, the hot state, and the warm state of the combustion engine, and has a value close to 1.0. Since the temperature correction is introduced, the cold state, the hot state, and the warm state of the combustion engine are considered, and the starting success rate is increased. is a first starting fuel amount correction coefficient, is a correction coefficient calculated according to the real-time compressor outlet temperature

[0050] S26, obtaining the first starting fuel amount based on the current actual fuel supply of the heavy-duty gas turbine and the first fuel amount change rate.

[0051] As an example, the current actual fuel supply is the starting point, and after the rate limit, the first starting fuel amount obtained based on the speed-based fuel change rate control strategy The speed-based fuel change rate control strategy considers different working conditions of the combustion engine in winter and summer, and considers different working conditions of the cold state starting and the hot state starting (the combustion engine is started again after a short time after ignition and shutdown), and is appropriately corrected to improve the starting success rate.

[0052] In an implementation, the first starting fuel amount is obtained by controlling the fuel amount based on an acceleration closed-loop fuel control strategy, which can include the following steps S31-S33: S31, determining a fourth mapping relationship between the atmospheric temperature, the combustion engine speed, and the combustion engine acceleration.

[0053] S32, determining a target combustion engine acceleration based on the atmospheric temperature, the real-time combustion engine speed value, and the fourth mapping relationship.

[0054]

[0055] wherein, is a target combustion engine acceleration, is a real-time combustion engine speed value is a relative combustion engine speed obtained after conversion, is a measured atmospheric temperature, is a fourth mapping relationship between the atmospheric temperature, the combustion engine speed, and the combustion engine acceleration, which is set in advance.

[0056] S33, performing closed-loop control on the fuel amount based on the deviation value between the real-time combustion engine acceleration and the target combustion engine acceleration, to obtain the first starting fuel amount.

[0057]

[0058] wherein, is a fuel increment obtained by the acceleration closed-loop fuel control strategy at a certain moment, the first start-up fuel amount is obtained based on the fuel amount at the previous moment and the fuel increment, is an acceleration start-up closed-loop control proportional coefficient, is a deviation value between the real-time engine acceleration and the target engine acceleration (i.e., an acceleration control deviation amount), is an acceleration start-up closed-loop control integral coefficient. When the fuel amount is controlled by the acceleration closed-loop fuel control strategy, the first start-up fuel amount continuously increases the engine output.

[0059] Since the fuel open-loop control strategy based on the speed, the fuel rate control strategy based on the speed, and the acceleration closed-loop fuel control strategy all use environmental parameters (such as atmospheric pressure, atmospheric temperature, etc.) for correction, they can adapt to the engine working conditions in different seasons and solve the fuel correction problem of starting in different seasonal working conditions.

[0060] In step 105, in response to the first start-up fuel amount not exceeding the fuel amount adjustment range, the fuel supply of the heavy-duty gas turbine is controlled based on the first start-up fuel amount.

[0061] The first start-up fuel amount does not exceed the fuel amount adjustment range, that is, the first start-up fuel amount does not exceed the allowed safe adjustment range. The first start-up fuel amount is distributed to the branch flow of each fuel valve group through the fuel distribution control unit, the branch fuel valve opening control command is calculated through the fuel gas control unit, and then the data output module is sent to the fuel control valve, so as to adjust the fuel amount supplied to the combustion chamber. The core fuel controller simultaneously controls and adjusts the air amount in the starting process through the IGGVGV control unit, the anti-surge bleed control unit, and the secondary air control unit, so that the engine completes the speed-up according to the designed law curve.

[0062] Optionally, the first mapping relationship between the engine speed and the temperature threshold corresponding to the starting process combustion mode, the second mapping relationship between the engine speed and the fuel amount, the third mapping relationship between the atmospheric temperature, the engine speed and the fuel amount change rate, and the fourth mapping relationship between the atmospheric temperature, the engine speed and the engine acceleration in the embodiment can be the initial law pre-set. Therefore, the present disclosure is also applicable to the initial stage of engine debugging without sufficient experience data, and is suitable for the case where the control law cannot be completely determined. By selecting different control means according to the speed, the test success rate of the ignition speed-up to full-speed idle process is improved, and the uncertainty in the initial stage of engine debugging is reduced.

[0063] In some embodiments of the present disclosure, if the real-time turbine outlet temperature value is greater than or equal to the start temperature threshold value, indicating that the current turbine outlet temperature reaches the temperature control line, the temperature-limited fuel control strategy can be adopted. In one implementation, a temperature deviation value of the real-time turbine outlet temperature value from the start temperature threshold value can be determined, and the fuel amount of the heavy-duty gas turbine is closed-loop controlled according to the temperature deviation value to obtain a second start fuel amount. If the second start fuel amount does not exceed the fuel amount adjustment range, the fuel supply of the heavy-duty gas turbine is controlled based on the second start fuel amount, and the gas turbine output is continuously increased so that the real-time turbine outlet temperature value is maintained near the start temperature threshold value.

[0064] Optionally, the second start fuel amount corresponding to the temperature-limited fuel control strategy can refer to the following formula:

[0065] wherein, is the second start fuel amount increment corresponding to the temperature-limited fuel control strategy at a certain moment, the second start fuel amount is obtained based on the fuel amount and the fuel increment at the previous moment, is a temperature start closed-loop control proportional coefficient, is a temperature deviation value of the real-time turbine outlet temperature value from the start temperature threshold value, is a temperature start closed-loop control integral coefficient.

[0066] In some embodiments of the present disclosure, if the first start fuel amount is greater than the maximum fuel amount of the fuel amount adjustment range, the fuel supply of the heavy-duty gas turbine is controlled based on the maximum fuel amount. If the first start fuel amount is less than the minimum fuel amount of the fuel amount adjustment range, the fuel supply of the heavy-duty gas turbine is controlled based on the minimum fuel amount.

[0067] By implementing the embodiments of the present disclosure, different fuel control strategies are adopted based on the real-time engine speed value of the gas turbine, and the engine start temperature and the fuel amount are limited, so that the fuel amount can be accurately controlled at different stages of the starting process, and the engine is smoothly accelerated to the full-speed idle state. The risk and difficulty of using a single control strategy during the starting process can be avoided, and the safety of the engine is ensured. In addition, since the embodiments of the present disclosure automatically select the fuel control strategy based on the speed, it provides convenience for the initial debugging of newly developed units, and the fuel amount can be accurately controlled during the initial debugging of the engine, avoiding the occurrence of thermal suspension during the starting process, and avoiding the coupling oscillation of closed-loop control during the acceleration process, reducing uncertainty and improving the success rate of the ignition acceleration to full-speed idle process.

[0068] ​Due to the heavy gas turbine control system with fast execution rate, redundancy and high reliability requirements, real-time data processing capacity, control logic complexity and so on. The ordinary single controller is difficult to bear, usually consider to split the core fuel control and auxiliary equipment control, dispersed to different controllers, to reduce the operating load of the controller. The core controller and sequence controller and protection controller through the redundant control network to realize the real-time interaction of data.

[0069] The core controller in addition to start fuel control unit, mainly including data acquisition unit, data processing unit, device control data output unit, start fuel control unit (including based on the speed of the fuel open loop control strategy, based on the speed of the fuel rate control strategy, acceleration closed loop start fuel control strategy, temperature limit start fuel control strategy), speed closed loop control unit, power closed loop control unit, temperature limit closed loop control unit, shutdown control unit, fuel selection unit, fuel distribution unit, gas control unit, IGVG V control unit, anti surge bleeder control unit, cooling air control unit, core control protection unit and so on. The control system through the data acquisition unit to obtain the measured data, through the signal conditioning of data processing unit, the output of reliable calculation signal for other control function unit.

[0070] During the starting process of the gas turbine, the controller processor processes the input signals and the running state conditions of the gas turbine, generates the fuel quantity instruction of the starting process, and outputs it to the valve device through the signal output unit, to ensure the normal starting and stopping of the gas turbine.

[0071] When the starting conditions of the gas turbine are met, the auxiliary equipment, electrical equipment and variable frequency starting device are started according to the process, and the gas turbine is brought to the clear blowing speed and ignition speed. When the ignition sequence is carried out, the igniter is started, and the fuel supply instruction is sent to the core controller. After the gas turbine is successfully ignited, the starting fuel control unit determines the starting fuel quantity of the gas turbine, which drives the gas turbine to increase speed under the joint action of the variable frequency starting device and the fuel work, until the full speed idle state, and the gas turbine enters the speed closed loop control, and the starting process is completed. After the gas turbine is connected to the grid, the gas turbine enters the power closed loop control, and the power is increased according to the operator's instruction, until the temperature limit closed loop control mode is reached, and the gas turbine reaches full load. One of the key points of the starting process is to determine the appropriate starting fuel quantity of the gas turbine to ensure that the gas turbine smoothly reaches the rated speed.

[0072] Since the heavy-duty gas turbine is a strong coupling, nonlinear, complex dynamic system, the operating conditions are complex and change rapidly, and the determination of the operation control law needs to accurately coordinate and match the static characteristics and dynamic characteristics of each system, component, and equipment. The control strategy design needs to be iterated repeatedly through design and verification, constantly correcting the uncertainties and variability in the design, so that the gas turbine operation control law gradually approaches the characteristics of the gas turbine itself, and determines the optimal control strategy that takes into account rapid flexibility, economy, safety and reliability, and environmental protection. The complete and accurate operation control concept and control strategy need to be finally determined through gas turbine whole machine test.

[0073] The development and debugging period of the gas turbine is long, and the starting of the whole machine also has the challenge of different operating conditions in winter and summer. The successful starting of the gas turbine is one of the most critical difficulties. The present disclosure also proposes a starting process control parameter optimization process, which simplifies the optimization design steps of the starting process control parameters in the test process and reduces the debugging period. As shown in Figure 2 , the starting process control parameter optimization process and method steps are as follows: A1, obtain the starting process data and operating data through the whole machine starting test record; A2, determine the speed open-loop control law of the starting process by comparing the test data and the design data, determine the control law of the ISO operating condition , and optimize and adjust the temperature correction coefficient.

[0074] A3, determine the acceleration control law of the starting process by comparing the test data, that is .

[0075] A4, determine the starting temperature control line under the design standard condition , and optimize and adjust the correction coefficient based on the design data.

[0076] A5, obtain the fuel system characteristic data, including determining the fuel valve characteristic data, valve dynamic process data, estimated starting fuel amount boundary data or limit value, and other parameters.

[0077] A6, update the control parameters in the simulation system, update the model data, and simulate and verify the dynamic control effect and starting law automatic selection control effect of the starting speed-up process.

[0078] A7, update the parameters, curves, and tables in the controller to represent the steady-state operating parameters and transient control law under each state newly obtained. For the updated control law, evaluate and verify it through the whole machine starting test.

[0079] Figure 3 A schematic diagram of a heavy-duty gas turbine starting fuel control device provided by an embodiment of the present disclosure. As shown in Figure 3As shown, the heavy-duty gas turbine starting fuel control device comprises a first determination module 301, a second determination module 302, a third determination module 303, a fourth determination module 304, and a control module 305.

[0080] The first determination module 301 is configured to determine a real-time engine speed value and a real-time turbine outlet temperature value of the heavy-duty gas turbine during the acceleration process of the heavy-duty gas turbine.

[0081] The second determination module 302 is configured to determine a starting temperature threshold and a fuel quantity adjustment range according to the real-time engine speed value.

[0082] The third determination module 303 is configured to determine a target fuel control strategy according to the real-time engine speed value in a speed-based fuel open-loop control strategy, a speed-based fuel rate control strategy, and an acceleration closed-loop fuel control strategy in response to the real-time turbine outlet temperature value being less than the starting temperature threshold.

[0083] The fourth determination module 304 is configured to obtain a first starting fuel quantity based on the real-time engine speed value and the target fuel control strategy.

[0084] The control module 305 is configured to control the fuel supply of the heavy-duty gas turbine based on the first starting fuel quantity in response to the first starting fuel quantity not exceeding the fuel quantity adjustment range.

[0085] In some embodiments of the present disclosure, the third determination module 303 is specifically configured to: when the real-time engine speed value is less than or equal to a pre-set first speed threshold, take the speed-based fuel open-loop control strategy as the target fuel control strategy; when the real-time engine speed value is greater than the first speed threshold and less than or equal to a pre-set second speed threshold, take the speed-based fuel rate control strategy as the target fuel control strategy; when the real-time engine speed value is greater than the second speed threshold, take the acceleration closed-loop fuel control strategy as the target fuel control strategy; and the first speed threshold is less than the second speed threshold.

[0086] In some embodiments of the present disclosure, when the target fuel control strategy is the speed-based fuel open-loop control strategy, the fourth determination module 304 is specifically configured to: determine a first starting fuel quantity correction coefficient Kc according to the atmospheric pressure, the atmospheric temperature, and the low heat value of pure methane; determine a second mapping relationship between the engine speed and the fuel quantity; determine a speed open-loop starting fuel quantity based on the real-time engine speed value and the second mapping relationship; and correct the speed open-loop starting fuel quantity based on the first starting fuel quantity correction coefficient Kc to obtain the first starting fuel quantity.

[0087] In some embodiments of the present disclosure, when the target fuel control strategy is the speed-based fuel change rate control strategy, the fourth determining module 304 is specifically configured to: determine a third mapping relationship between the atmospheric temperature, the speed of the gas turbine and the fuel amount change rate; determine an initial fuel amount change rate based on the atmospheric temperature, the real-time speed of the gas turbine and the third mapping relationship; determine a first start-up fuel amount correction coefficient Kc according to the atmospheric pressure, the atmospheric temperature and the low heat value of pure methane; determine the turbine outlet temperature value and the real-time compressor outlet temperature when the gas turbine starts up; correct the initial fuel amount change rate based on the first start-up fuel amount correction coefficient, the turbine outlet temperature value and the real-time compressor outlet temperature to obtain a first fuel amount change rate; and obtain the first start-up fuel amount based on the current actual fuel supply of the heavy-duty gas turbine and the first fuel amount change rate.

[0088] In some embodiments of the present disclosure, when the target fuel control strategy is the acceleration closed-loop fuel control strategy, the fourth determining module 304 is specifically configured to: determine a fourth mapping relationship between the atmospheric temperature, the speed of the gas turbine and the acceleration of the gas turbine; determine a target acceleration of the gas turbine based on the atmospheric temperature, the real-time speed of the gas turbine and the fourth mapping relationship; and perform closed-loop control on the fuel amount of the heavy-duty gas turbine based on the deviation value between the real-time acceleration of the gas turbine and the target acceleration of the gas turbine to obtain the first start-up fuel amount.

[0089] In some embodiments of the present disclosure, the second determining module 302 is specifically configured to: determine the start-up process combustion mode of the heavy-duty gas turbine, the atmospheric temperature and the compressor outlet temperature at the ignition moment of the gas turbine; determine a first mapping relationship between the speed of the gas turbine corresponding to the start-up process combustion mode and the temperature threshold value; determine an initial gas turbine start-up temperature threshold value based on the real-time speed of the gas turbine and the first mapping relationship; and correct the initial gas turbine start-up temperature threshold value based on the atmospheric temperature and the compressor outlet temperature to obtain the gas turbine start-up temperature threshold value.

[0090] In some embodiments of the present disclosure, based on the embodiment as shown in Figure 3 The heavy-duty gas turbine start-up fuel control device can further include a temperature limiting control module. The temperature limiting control module is configured to: in response to the real-time turbine outlet temperature value being greater than or equal to the start-up temperature threshold value, determine a temperature deviation value of the real-time turbine outlet temperature value and the start-up temperature threshold value; perform closed-loop control on the fuel amount of the heavy-duty gas turbine according to the temperature deviation value to obtain a second start-up fuel amount; and in response to the second start-up fuel amount not exceeding the fuel amount adjustment range, control the fuel supply of the heavy-duty gas turbine based on the second start-up fuel amount.

[0091] In some embodiments of the present disclosure, based on the embodiment as shown in Figure 3On the basis of the illustrated embodiments, the heavy-duty gas turbine starting fuel control device can further include a fuel limit control module. The fuel limit control module is configured to control the fuel supply of the heavy-duty gas turbine based on a maximum fuel amount in response to the first starting fuel amount being greater than the maximum fuel amount of the fuel amount adjustment range, and control the fuel supply of the heavy-duty gas turbine based on a minimum fuel amount in response to the first starting fuel amount being less than the minimum fuel amount of the fuel amount adjustment range.

[0092] As to the device in the above-mentioned embodiments, the specific manner in which each module performs the operation has been described in detail in the embodiments related to the method, and will not be described in detail here.

[0093] In order to achieve the above-mentioned embodiments, the present disclosure further proposes an electronic device, comprising: a processor, and a memory connected with the processor in communication; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory to realize the method provided by the foregoing embodiments. In order to achieve the above-mentioned embodiments, the present disclosure further proposes a computer readable storage medium, the computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by a processor to realize the method provided by the foregoing embodiments.

[0094] In order to achieve the above-mentioned embodiments, the present disclosure further proposes a computer program product, comprising a computer program, the computer program is executed by a processor to realize the method provided by the foregoing embodiments.

[0095] In the foregoing embodiment description, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In the description, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any suitable manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the description and the features of the different embodiments or examples without contradiction.

[0096] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present disclosure, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0097] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present disclosure includes additional implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present disclosure belong.

[0098] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" is any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (not exhaustive) of computer-readable media include: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0099] It should be understood that various parts of the present disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logical functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0100] Those skilled in the art of the present technology can understand that all or part of the steps carried out by the above-mentioned embodiment method can be completed by programs instructing related hardware, and the programs can be stored in a computer readable storage medium. When the program is executed, it includes one of the steps of the method embodiment or a combination thereof.

[0101] In addition, each functional unit in each embodiment of the present disclosure can be integrated into one processing module, or each unit can exist physically alone, or two or more units can be integrated into one module. The integrated module can be realized in the form of hardware or in the form of a software functional module. When the integrated module is realized in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer readable storage medium.

[0102] The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present disclosure have been shown and described above, it should be understood that the above-mentioned embodiments are exemplary and cannot be understood as limiting the present disclosure, and those skilled in the art can make changes, modifications, replacements and variations to the above-mentioned embodiments within the scope of the present disclosure.

Claims

1. A heavy-duty gas turbine starting fuel control method, characterized in that: The following steps are involved: During the speed-up process of the heavy-duty gas turbine, determining a real-time engine speed value and a real-time turbine outlet temperature value of the heavy-duty gas turbine; Determining a combustion engine starting temperature threshold and a fuel quantity adjustment range according to the real-time combustion engine speed value; In response to the real-time turbine outlet temperature being less than a starting temperature threshold, determining a target fuel control strategy from among a speed-based open-loop fuel control strategy, a speed-based fuel change rate control strategy, and an acceleration control strategy according to the real-time combustion engine speed; Obtaining a first starting fuel amount based on the real-time combustion engine speed value and the target fuel control strategy; In response to the first startup fuel amount not exceeding the fuel amount adjustment range, fuel supply to the heavy-duty gas turbine is controlled based on the first startup fuel amount.

2. The method according to claim 1, characterized in that Determining a target fuel control strategy from among a speed-based fuel open-loop control strategy, a speed-based fuel change rate control strategy, and an acceleration closed-loop fuel control strategy based on the real-time engine speed value includes: When the real-time engine speed value is less than or equal to a preset first speed threshold, the speed-based fuel open-loop control strategy is used as the target fuel control strategy; When the real-time engine speed value is greater than the first speed threshold and less than or equal to a preset second speed threshold, the speed-based fuel change rate control strategy is used as the target fuel control strategy; When the real-time engine speed value is greater than the second speed threshold, the acceleration closed-loop fuel control strategy is used as the target fuel control strategy; The first speed threshold is lower than the second speed threshold.

3. The method according to claim 2, characterized in that The target fuel control strategy is the speed-based fuel open-loop control strategy, and obtaining the first starting fuel amount based on the real-time engine speed value and the target fuel control strategy includes: Determine the first starting fuel quantity correction coefficient Kc based on atmospheric pressure, atmospheric temperature and the lower calorific value of pure methane; determining a second mapping relationship between the combustion engine speed and the fuel quantity; determining a speed open-loop starting fuel quantity based on the real-time combustion engine speed value and the second mapping relationship; The speed open-loop starting fuel amount is corrected based on the first starting fuel amount correction coefficient Kc to obtain the first starting fuel amount.

4. The method according to claim 2, characterized in that The target fuel control strategy is the speed-based fuel change rate control strategy, and obtaining the first starting fuel amount based on the real-time engine speed value and the target fuel control strategy includes: determining a third mapping relationship between atmospheric temperature, engine speed, and fuel quantity change rate; determining an initial fuel quantity change rate based on the atmospheric temperature, the real-time combustion engine speed value, and the third mapping relationship; Determine the first starting fuel quantity correction coefficient Kc based on atmospheric pressure, atmospheric temperature and the lower calorific value of pure methane; Determine the turbine outlet temperature and real-time compressor outlet temperature at engine startup; Correcting the initial fuel quantity change rate based on the first starting fuel quantity correction coefficient, the turbine outlet temperature value, and the real-time compressor outlet temperature to obtain a first fuel quantity change rate; The first startup fuel amount is obtained based on the current actual fuel supply of the heavy-duty gas turbine and the obtained first fuel amount change rate.

5. The method according to claim 2, characterized in that The target fuel control strategy is the acceleration closed-loop fuel control strategy, and obtaining the first starting fuel amount based on the real-time combustion engine speed value and the target fuel control strategy includes: determining a fourth mapping relationship between atmospheric temperature, combustion engine speed, and combustion engine acceleration; determining a target combustion engine acceleration based on the atmospheric temperature, the real-time combustion engine speed value, and the fourth mapping relationship; The fuel amount of the heavy-duty gas turbine is closed-loop controlled based on the deviation value between the real-time combustion engine acceleration and the target combustion engine acceleration to obtain the first starting fuel amount.

6. The method according to claim 1, characterized in that Determining a combustion engine starting temperature threshold according to the real-time combustion engine speed value includes: determining the combustion mode, atmospheric temperature, and compressor outlet temperature of the heavy-duty gas turbine during startup; Determining a first mapping relationship between a combustion engine speed and a temperature threshold corresponding to a combustion mode in the starting process; determining an initial combustion engine starting temperature threshold based on the real-time combustion engine speed value and the first mapping relationship; The initial combustion engine starting temperature threshold is corrected based on the atmospheric temperature and the compressor outlet temperature to obtain the combustion engine starting temperature threshold.

7. The method according to claim 1, characterized in that Also includes: In response to the real-time turbine outlet temperature being greater than or equal to the startup temperature threshold, determining a temperature deviation between the real-time turbine outlet temperature and the startup temperature threshold; performing closed-loop control on the fuel amount of the heavy-duty gas turbine according to the temperature deviation value to obtain a second starting fuel amount; In response to the second startup fuel amount not exceeding the fuel amount adjustment range, fuel supply to the heavy-duty gas turbine is controlled based on the second startup fuel amount.

8. The method according to claim 1, characterized in that Also includes: In response to the first startup fuel amount being greater than a maximum fuel amount of the fuel amount adjustment range, controlling fuel supply to the heavy-duty gas turbine based on the maximum fuel amount; In response to the first startup fuel amount being less than a minimum fuel amount of the fuel amount adjustment range, fuel supply to the heavy-duty gas turbine is controlled based on the minimum fuel amount.

9. A heavy-duty gas turbine starting fuel control device, characterized in that: include: The first determination module is used to determine the real-time engine speed value and the real-time turbine outlet temperature value of the heavy-duty gas turbine during the speed increase process of the heavy-duty gas turbine; A second determining module is used to determine a combustion engine starting temperature threshold and a fuel quantity adjustment range according to the real-time combustion engine speed value; a third determining module, configured to, in response to the real-time turbine outlet temperature being less than a starting temperature threshold, determine a target fuel control strategy from among a speed-based open-loop fuel control strategy, a speed-based fuel change rate control strategy, and an acceleration closed-loop fuel control strategy based on the real-time combustion engine speed; a fourth determining module, configured to obtain a first starting fuel amount based on the real-time combustion engine speed value and the target fuel control strategy; A control module is configured to control fuel supply to the heavy-duty gas turbine based on the first startup fuel amount in response to the first startup fuel amount not exceeding the fuel amount adjustment range.

10. An electronic device, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 8.

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