Vibration-reducing clutch coupling control method and vibration-reducing clutch coupling control device

Abstract

To provide a vibration reduction type clutch connection control method which minimizes a vibration value after connection, and can maintain the minimized state even after a stop of activation, and a vibration reduction type clutch connection control device.SOLUTION: In an embodiment, a vibration reduction type clutch connection control method of an uniaxial combined cycle in which a gas turbine, a power generator and a steam turbine are connected to one another by a clutch has: a gas turbine single operation step S10 in which the power generator is connected to a power system, and the gas turbine bears a load; a vibration data acquisition step S20 under multiple connection conditions for connecting a rotation phase of the steam turbine to a rotation phase of the gas turbine by the clutch at least at a plurality of three different connection angles, and acquiring vibration data in respective connection operations; and an optimum connection angle derivation step S30 for deriving an optimum connection angle on the basis of the respective vibration data.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] Embodiments of the present invention relate to a vibration-reducing clutch coupling control method in a single-axis combined cycle and a vibration-reducing clutch coupling control device used therefor. [Background technology]

[0002] In a single-shaft combined cycle, the gas turbine and generator are coupled to the steam turbine by a clutch. Specifically, the gas turbine first operates independently, bearing the load of the generator connected to the grid. Next, when the steam generated from the heat recovery boiler, which recovers heat from the gas turbine exhaust, reaches the conditions necessary to start the steam turbine, the steam turbine is started and its rotation speed increases, and the steam turbine and gas turbine are connected by a clutch.

[0003] Figure 24 is a graph showing examples of rotor shaft vibration at the bearings during each startup phase of a conventional single-shaft combined cycle. The gas turbine and steam turbine, after coupling A, B, C, and D during each startup phase of the single-shaft combined cycle, rotate together at a rotational speed corresponding to the frequency of the power system.

[0004] However, in conventional couplings, the rotor shafts on the gas turbine side and the steam turbine side do not always couple at the same relative phase, or relative angle, after the clutch engages. The direction in which the unbalance occurs differs depending on the direction of clutch engagement, i.e., the relative angle. As a result, the vibration of the rotor shaft in the bearing in the coupled state (hereinafter referred to as "vibration") changes each time, as shown in Figure 24, with vibration values ​​A, B, C, and D. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Patent No. 5455631

Summary of the Invention

Problems to be Solved by the Invention

[0006] In the case of a device of a power train without a clutch, as an index for evaluating its soundness, the measured axial vibration amplitude value of the device is plotted on a time-series trend, or the vibration vector is plotted in polar coordinates. Thereby, monitoring of the vibration trend is performed. When there is no change in the axial vibration, it is evaluated that there is no change in the unbalance state of the device and it is sound.

[0007] On the other hand, in a single-shaft combined cycle, as described above, since the vibration value after coupling is different each time it is started, it is difficult to accurately determine whether the vibration change is due to an abnormal state change of the device or due to a change in the relative angle of coupling. Furthermore, depending on the coupling direction, the vibration becomes higher, and in some cases, it has been necessary to continue operation at a high vibration until the next stop.

[0008] Also, generally when the vibration increases at the start of operation, if the factor causing the increase in vibration is clear and the factor is a change that does not cause a problem in the operation of the device, vibration improvement by field balancing that adds a balance weight to the rotating body is performed. However, in a single-shaft combined cycle having a clutch, as described above, the vibration state differs depending on the coupling angle and the balance origin changes. For this reason, even if the factor causing the increase in vibration can be specified as an unbalance change due to clutch coupling, the direction of the balance weight required for balancing cannot be determined, and it is difficult to improve the vibration by field balancing.

[0009] An object of the present invention is to provide a vibration reduction type clutch coupling control method and a vibration reduction type clutch coupling control device that can minimize the vibration value after coupling and maintain the state even during start and stop.

Means for Solving the Problems

[0010] To achieve the above objectives, the vibration-reducing clutch coupling control method according to an embodiment of the present invention is a vibration-reducing clutch coupling control method for a single-shaft combined cycle in which a gas turbine and a generator and a steam turbine are coupled by a clutch, and is characterized by comprising: a gas turbine standalone operation step in which the generator is connected to a power grid and the gas turbine is operating with a load; a coupling state transition step in which the coupling of the steam turbine with the rotation phase of the gas turbine is performed at at least three different coupling angles with respect to the rotation phase of the gas turbine, and the method transitions to each coupling operation; a data acquisition step in which vibration data is acquired for each coupling operation; and an optimal coupling angle derivation step in which an optimal coupling angle is derived from the respective vibration data. [Brief explanation of the drawing]

[0011] [Figure 1] This is a block diagram showing the configuration of a single-axis combined cycle including a vibration-reducing clutch coupling control device according to the first embodiment. [Figure 2] This is a conceptual diagram illustrating the principle of a single-axis combined cycle clutch including a vibration-reducing clutch coupling control device according to the first embodiment. [Figure 3] This is a block diagram showing the configuration of a vibration-reducing clutch coupling control device according to the first embodiment. [Figure 4] This is a flowchart showing the procedure for the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 5] This graph shows an example of speed conditions in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 6] This is a flowchart showing the detailed procedure for the coupling angle response time calculation step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 7] This is a conceptual cross-sectional view illustrating the state after coupling to explain the first MSV thrust instruction in the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 8] This is a cross-sectional view conceptually showing the state after coupling to illustrate the second MSV thrust instruction in the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 9] This is a cross-sectional view conceptually showing the state after coupling to illustrate the third MSV thrust instruction in the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 10] This is a conceptual cross-sectional view showing the state of the generator-side end during the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 11] This is a conceptual cross-sectional view showing the state of the steam turbine side coupling end during the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 12] This is a conceptual graph illustrating the signals in the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 13] This flowchart shows the detailed procedure for the Nth coupling and vibration data acquisition step under multiple coupling conditions in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 14] This is a flowchart showing the detailed procedure for the vibration data acquisition and storage steps in the vibration-reducing clutch coupling control method according to the first embodiment. [Figure 15] This is a conceptual diagram showing the state of a single-axis combined cycle before coupling, which is the target of the vibration-reducing clutch coupling control device according to the first embodiment. [Figure 16] This is a conceptual diagram showing the state after coupling of a single-axis combined cycle, which is the target of the vibration-reducing clutch coupling control device according to the first embodiment. [Figure 17] This is a conceptual diagram showing the axial state near the clutch before and after coupling at each coupling angle of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment. [Figure 18]This is a conceptual diagram showing the state of the cross-sectional area near the clutch before and after coupling at each coupling angle of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment. [Figure 19] This is a polar diagram showing the state after coupling at each coupling angle of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment. [Figure 20] This graph shows the vibration state after coupling of a single-axis combined cycle, which is the target of the vibration-reducing clutch coupling control device according to the first embodiment. [Figure 21] This is a flowchart showing the procedure for the vibration-reducing clutch coupling control method according to the second embodiment. [Figure 22] This is a polar diagram showing the state after coupling, illustrating a method for further reducing vibrations at each coupling angle of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the second embodiment. [Figure 23] This graph shows the vibration state after coupling of a single-axis combined cycle, which is the target of the vibration-reducing clutch coupling control device according to the second embodiment. [Figure 24] This graph shows examples of rotor shaft vibration in the bearings during each startup phase of a conventional single-axis combined cycle. [Modes for carrying out the invention]

[0012] Hereinafter, with reference to the drawings, a vibration-reducing clutch coupling control method and a vibration-reducing clutch coupling control device according to embodiments of the present invention will be described. Here, parts that are the same or similar to each other are denoted by the same reference numeral, and redundant explanations are omitted.

[0013] [First Embodiment] Figure 1 is a block diagram showing the configuration of a single-axis combined cycle 1 including a vibration-reducing clutch coupling control device 100 according to a first embodiment.

[0014] The single-shaft combined cycle 1 comprises a generator 5, a gas turbine system 10, a waste heat recovery boiler 20, a steam turbine system 30, a clutch 40, and a vibration-reducing clutch coupling control system 200 having a vibration-reducing clutch coupling control device 100 and cables 180.

[0015] The gas turbine system 10 includes a combustor 11, a compressor 12, and a gas turbine 13. A fuel gas supply unit 11a is connected to the combustor 11, and fuel gas is supplied to the combustor 11.

[0016] In the combustor 11, fuel gas supplied by the fuel gas supply unit 11a and compressed air supplied from the compressor 12 are mixed, and combustion gas is generated by combustion.

[0017] The generated combustion gas flows into the gas turbine 13 as the working fluid, performs work in the gas turbine 13, and is then discharged as exhaust gas from the gas turbine 13 to the waste heat recovery boiler 20.

[0018] The gas turbine-side rotor shaft 16, which includes the rotor shaft of the gas turbine 13, also includes the rotor shaft of the generator 5. The generator-side end 17 of the gas turbine-side rotor shaft 16 is connected to the clutch 40.

[0019] A reference marker 17a, as shown in Figure 10 (described later), is provided at one circumferential point on the outer surface of the gas turbine rotor shaft 16, for example, by block mounting or groove machining. A GT-side rotor rotation angle detector 19, which detects one pulse per revolution, is also provided near the reference marker 17a. The GT-side rotor rotation angle detector 19 is, for example, a gap detector. While Figure 1 illustrates the case where the reference marker 17a is located at the generator-side end 17, the reference marker 17a may be provided at any other location where the rotation of the gas turbine rotor shaft 16 can be detected.

[0020] To detect the axial vibration of the GT coupling side bearing 2, which is the bearing closest to the generator side end 17 among the bearings of the gas turbine side rotor shaft 16, that is, the runout of the gas turbine side rotor shaft 16 in the GT coupling side bearing 2, a GT side shaft vibration meter 2a is provided in the GT coupling side bearing 2. The GT side shaft vibration meter 2a is, for example, a gap detector.

[0021] A GT-side gear 18a for detecting rotational speed is provided at the gas turbine exhaust end of the gas turbine rotor shaft 16, and a GT-side rotational speed detector 18 is provided near the GT-side gear 18a. In Figure 1, the GT-side gear 18a for detecting rotational speed is shown as an example where it is provided at the gas turbine exhaust end of the gas turbine rotor shaft 16. However, the GT-side gear 18a for detecting rotational speed may be provided at any location other than the gas turbine exhaust end of the gas turbine rotor shaft 16, as long as the rotation of the gas turbine rotor shaft 16 can be detected.

[0022] The waste heat recovery boiler 20 recovers heat from the exhaust gas of the gas turbine 13 and serves as a heat source for the high-pressure drum 21, superheater 22, intermediate-pressure turbine steam supply system 24, and low-pressure turbine steam supply system 25.

[0023] The steam turbine system 30 includes a high-pressure turbine 31, an intermediate-pressure turbine 34, and a low-pressure turbine 35, which are connected in series to each other by a steam turbine-side rotor shaft 36.

[0024] Superheated steam, generated in the high-pressure drum 21 and heated in the superheater 22, is supplied as working fluid to the high-pressure turbine 31 via the main steam pipe 23. The main steam pipe 23 is equipped with a high-pressure main steam stop valve 32 and a high-pressure main steam control valve 33. The steam that has worked as working fluid in the high-pressure turbine 31 is reheated in the intermediate-pressure turbine steam supply system 24 before being supplied to the intermediate-pressure turbine 34. The steam that has worked as working fluid in the intermediate-pressure turbine 34 is reheated again in the low-pressure turbine steam supply system 25 before being supplied to the low-pressure turbine 35.

[0025] The rotational speed of the steam turbine system 30 or the load on the steam turbine system 30 after coupling with the clutch 40 is controlled by the steam flow rate passing through the high-pressure main steam control valve 33. The opening degree of the high-pressure main steam control valve 33 is controlled by the turbine control device 50.

[0026] A clutch 40 is connected to the high-pressure turbine exhaust end 37 of the steam turbine rotor shaft 36 of the steam turbine system 30.

[0027] A reference marker 37a is provided at one circumferential point on the outer surface of the steam turbine rotor shaft 36, for example, by block mounting or groove machining. Near the reference marker 37a, an ST-side rotor rotation angle detector 39 is provided, which detects one pulse per revolution. The ST-side rotor rotation angle detector 39 is, for example, a gap detector. Figure 1 illustrates the case where the reference marker 37a is provided at the high-pressure turbine exhaust end 37, but the reference marker 37a may be provided at any other location where the rotation of the steam turbine rotor shaft 36 can be detected.

[0028] To detect the axial vibration of the ST coupling side bearing 3, which is the bearing closest to the high-pressure turbine exhaust end 37 among the bearings of the steam turbine side rotor shaft 36, that is, the runout of the gas turbine side rotor shaft 36 in the ST coupling side bearing 3, an ST side shaft vibration meter 3a is provided near the ST coupling side bearing 3. The ST side shaft vibration meter 3a is, for example, a gap detector.

[0029] An ST-side gear 38a for detecting rotational speed is provided at the low-pressure turbine exhaust end of the steam turbine rotor shaft 36, and an ST-side rotational speed detector 38 is provided near the ST-side gear 38a. In Figure 1, the ST-side gear 38a for detecting rotational speed is shown as an example where it is provided at the low-pressure turbine exhaust end of the steam turbine rotor shaft 36, but the ST-side gear 38a for detecting rotational speed may be provided at any other location where the rotation of the steam turbine rotor shaft 36 can be detected.

[0030] The vibration-reducing clutch coupling control device 100 of the vibration-reducing clutch coupling control system 200 receives the outputs of the GT-side shaft vibration meter 2a, the ST-side shaft vibration meter 3a, the GT-side rotational speed detector 18, the GT-side rotor rotation angle detector 19, the ST-side rotational speed detector 38, and the ST-side rotor rotation angle detector 39 as inputs via cables 180, and also outputs a command to change the opening degree of the high-pressure main steam control valve 33 to the turbine control device 50 via cables 180.

[0031] Figure 2 is a conceptual diagram illustrating the principle of a single-axis combined cycle clutch 40 including a vibration-reducing clutch coupling control device according to the first embodiment. (a) shows the state before coupling, (b) shows the state during coupling, and (c) shows the state after coupling.

[0032] The clutch 40 has a GT-side member 41 that rotates with the gas turbine-side rotor shaft 16, an ST-side member 42 that rotates with the steam turbine-side rotor shaft 36, and a sliding portion 43 that rotates with the ST-side member 42 and is movable in the axial direction.

[0033] The GT side member 41 has a GT side holding portion 41a, GT side teeth 41b, and a ratchet gear 41c. The GT side holding portion 41a is connected to the generator side end 17. The ST side member 42 has an ST side holding portion 42a and an outer surface portion 42b of the helical spline of the ST side holding portion 42a. The ST side holding portion 42a is connected to the high-pressure turbine exhaust side end 37. The sliding portion 43 has a ratchet pawl 43a, an inner surface portion 43b of the helical spline, and a sliding portion side tooth 43c.

[0034] Initially, the sliding portion 43 is located furthest axially from the ST-side holding portion 42a, as shown in Figure 2(a). When the ST-side member 42 reaches the same speed as the GT-side member 41, that is, when the rotational speed of the ST-side member reaches the rotational speed of the GT-side member, the ratchet pawl 43a protrudes radially outward from the sliding portion 43 of the ST-side member 42. As a result, the ratchet pawl 43a engages with the ratchet gear 41c of the GT-side member 41, and the sliding portion 43 is restrained by the GT-side member 41.

[0035] Furthermore, when the rotational speed of the ST-side member 42 attempts to exceed the rotational speed of the GT-side member 41, that is, when the rotational speed of the ST-side member attempts to exceed the rotational speed of the GT-side member, as shown in Figure 2(b), the sliding portion 43 of the ST-side member 42 moves axially toward the GT-side member 41 due to the threaded action between the inner surface 43b of the helical spline of the sliding portion 43 and the outer surface 42b of the helical spline of the ST-side member 42. As a result, the ratchet gear 41c and the outer surface 42b of the helical spline become screwed together. Consequently, as shown in Figure 2(c), the ST-side member 42 connects with the GT-side member 41 via the sliding portion 43, and the clutch 40 is engaged. As a result, the rotational speed of the ST-side member matches the rotational speed of the GT-side member.

[0036] Conversely, when the ST side rotation speed becomes lower than the GT side rotation speed, the ST side member 42 disengages from the GT side member 41 in the clutch 40 by an action in the opposite direction to the above-mentioned action. In this way, the ST side rotation speed is always lower than or equal to the GT side rotation speed, and the ST side rotation speed never exceeds the GT side rotation speed.

[0037] Figure 3 is a block diagram showing the configuration of the vibration-reducing clutch coupling control device 100 according to the first embodiment.

[0038] The vibration-reducing clutch coupling control device 100 includes an input unit 110, a storage unit 120, a calculation unit 130, a time counter 140, a progress control unit 150, and an output unit 160. The vibration-reducing clutch coupling control device 100 is, for example, a computer system. Alternatively, it may be a collection of individual instrumentation devices, calculation units, etc.

[0039] The input unit 110 has an external input receiving unit 111 and a signal input receiving unit 112. The external input receiving unit 111 receives conditions such as the speed increase conditions of the steam turbine system 30, the holding speed before coupling, and the disengagement speed of the clutch 40 after coupling (hereinafter referred to as "speed conditions") as external inputs. The signal input receiving unit 112 receives the outputs of the GT side shaft vibration meter 2a, the ST side shaft vibration meter 3a, the GT side rotor rotation angle detector 19, the ST side rotor rotation angle detector 39, the GT side rotation speed detector 18, and the ST side rotation speed detector 38 via cables 180.

[0040] The memory unit 120 includes a speed condition memory unit 121, a coupling condition memory unit 122, a coupling angle memory unit 123, and a vibration data memory unit 124.

[0041] The speed condition storage unit 121 stores and memorizes the steam turbine speed conditions received by the external input receiving unit 111.

[0042] The coupling condition storage unit 122 stores coupling conditions, including at least three different coupling angle conditions, for coupling the rotating generator-side end 17 and the high-pressure turbine exhaust-side end 37 in the clutch 40. Here, the coupling angle is the relative angle of the high-pressure turbine exhaust-side end 37 to the generator-side end 17 when the generator-side end 17 and the high-pressure turbine exhaust-side end 37 are coupled in the clutch 40. The coupling conditions and coupling angles will be explained in detail later in the procedure for the vibration-reducing clutch coupling control method.

[0043] The coupling angle memory unit 123 stores the coupling angle when the generator-side end 17 and the high-pressure turbine exhaust-side end 37 are coupled at the clutch 40.

[0044] The vibration data storage unit 124 stores and stores vibration data after the generator-side end 17 and the high-pressure turbine exhaust-side end 37 are coupled at the clutch 40.

[0045] The calculation unit 130 includes a coupling angle calculation unit 131, a polar diagram creation unit 132, an optimal coupling angle derivation unit 133, a coupling angle corresponding time calculation unit 134, and a vibration reduction determination unit 135.

[0046] The coupling angle calculation unit 131 calculates the angular interval for each of the multiple coupling conditions. That is, when M couplings (where M is a natural number) are performed, the angular interval between each coupling angle is calculated as an angle of (360 degrees / M). The calculated angular intervals are stored in the coupling condition storage unit 122.

[0047] The polar diagram creation unit 132 automatically creates a polar diagram using vibration data stored in the vibration data storage unit 124 after coupling under at least three different coupling angle conditions.

[0048] The optimal coupling angle derivation unit 133 derives the optimal coupling angle conditions, i.e., the optimal coupling angle, based on the polar diagram created by the polar diagram creation unit 132.

[0049] The coupling angle response time calculation unit 134 calculates the time corresponding to the coupling angle (coupling angle response time) under the conditions of the pre-coupling holding rotation speed stored in the speed condition storage unit 121.

[0050] The vibration reduction determination unit 135 determines whether or not an effect was obtained based on the vibration value after coupling, which was performed under the conditions of the optimal coupling angle.

[0051] The time counter 140 counts the time required to operate the high-pressure main steam control valve 33 at a timing corresponding to the coupling angle correspondence time.

[0052] The progress control unit 150 controls the progress of the control process in the vibration-reducing clutch coupling control device 100. The progress control unit 150 also determines the timing of the command to the high-pressure main steam control valve 33 based on the output of the time counter 140 and sends the command to the output unit 160.

[0053] The output unit 160 outputs a request signal to the high-pressure main steam control valve 33 to the turbine control device 50 based on a command from the progress control unit 150.

[0054] Next, the operation of the vibration-reducing clutch coupling control device 100 will be explained sequentially according to the procedure of the vibration-reducing clutch coupling control method.

[0055] Figure 4 is a flowchart showing the procedure of the vibration-reducing clutch coupling control method according to the first embodiment.

[0056] The vibration-reducing clutch coupling control method includes a gas turbine independent operation step S10, a vibration data acquisition step S20 under multiple coupling conditions, an optimal coupling condition derivation step S30, and a coupling confirmation step S40 under the optimal coupling conditions.

[0057] Step S10, the gas turbine standalone operation step, is the stage before engagement by the clutch 40, when the generator 5 is connected to a power system (not shown) and the gas turbine system 10 is bearing the load.

[0058] Next, the vibration data acquisition step S20 under multiple coupling conditions will be described. This step S20 includes a speed condition setting step S21, a coupling angle correspondence time calculation step S22, and a coupling and vibration data acquisition step S24 that is performed M times.

[0059] In the speed condition setting step S21, the progress control unit 150 reads speed conditions such as the target rotational speed, rotational speed increase rate, and pre-coupling rotational speed from the speed condition storage unit 121.

[0060] Figure 5 is a graph showing an example of speed conditions in the vibration-reducing clutch coupling control method according to the first embodiment. In Figure 5, the horizontal axis represents time, and the vertical axis represents the rotational speed and the opening degree of the high-pressure main steam control valve 33 (MCV opening degree).

[0061] In Figure 5, the dashed line represents the rotational speed of the gas turbine 13 (GT rotational speed), the solid line represents the rotational speed of the steam turbine system 30 (ST rotational speed), and the dashed line represents the MCV opening.

[0062] As shown in Figure 5, the gas turbine 13 operates at its rated rotational speed (synchronous speed), which is rotational speed N. GT It is currently rotating.

[0063] Meanwhile, the steam turbine system 30 is accelerated from a rotational speed of less than 1000 rpm (a stop-turning state or a low-speed heat soak rotation) at a rotational speed change rate, i.e., a speed change rate (increase rate) r2, determined by the temperature state (cold or warm) of the steam turbine system 30. Subsequently, at a predetermined rotational speed N1 higher than the low-speed heat soak rotational speed, it switches to a speed change rate r1 smaller than the speed change rate r2 and accelerates further. After that, it reaches a predetermined speed N ST When it reaches this point, the rate of change of velocity r0 is changed to 0 and the velocity is kept constant. In this case, the velocity N ST The pre-coupling holding rotation speed N ST , gas turbine 13 rotation speed N GT From the pre-coupling holding rotation speed N ST The value ΔN obtained by subtracting this value is called the pre-coupling difference rotation number.

[0064] The rotational speed of the gas turbine system 10 will be measured by the GT-side rotational speed detector 18, and the rotational speed of the steam turbine system 30 will be measured by the ST-side rotational speed detector 38.

[0065] In the initial region of speed change rate r2, the MCV opening increases in accordance with the increase in the target rotational speed. In the next region of speed change rate r1, the speed deviation of the speed control system in the turbine control device 50 decreases as the speed change rate r1 becomes smaller than the speed change rate r2. In the example shown in Figure 6, proportional control is used for speed control of the turbine control device 50 to ensure responsiveness, so after switching to speed change rate r2, the MCV opening decreases in accordance with the decrease in speed deviation.

[0066] The progress control unit 150 sequentially outputs the commands for rotational speed and rate of change described above to the turbine control device 50 via the output unit 160.

[0067] As will be described later, the pre-coupling rotational speed N of the steam turbine system 30 ST After a predetermined time has elapsed for the operating state to stabilize, the progress control unit 150 outputs an MCV thrust command, that is, a command to open the MCV to a predetermined opening, to the turbine control device 50 via the output unit 160. Here, the predetermined opening is, for example, an opening corresponding to the initial load of the steam turbine system 30.

[0068] Next, we will explain the calculation step S22 of the coupling angle correspondence time after setting the velocity conditions in step S21 of the coupling step S20 under multiple coupling conditions.

[0069] Figure 6 is a flowchart showing the detailed procedure of step S22 for calculating the coupling angle correspondence time in the vibration-reducing clutch coupling control method according to the first embodiment.

[0070] First, the number of bonding operations M is set (step S22a). Here, M is a natural number greater than or equal to 3. That is, at least three bonding operations are performed at different bonding angles. Note that the number of operations may be four or more.

[0071] Next, calculate the bond angle interval (step S23b). Considering the procedures from the creation of the polar diagram described later, it is appropriate for the bond angle interval to be equal. Therefore, the bond angle interval ΔΘ (degrees) is given by the following equation (1). ΔΘ = 360 / M …(1)

[0072] The following explanation will use the case where the coupling angle interval ΔΘ is equally spaced as an example, but it is not necessary for the intervals to be strictly equal. If it is possible to create the polar diagram described later easily and accurately, the intervals may be approximately equal, or other intervals may be set.

[0073] Next, we calculate the bond angles for each bond (step S22c). If we aim for a bond angle of zero for the first bond, the respective phases are given by equation (2) below. Θ1=0, Θ2=ΔΘ, ..., Θ M=(M-1)·ΔΘ …(2)

[0074] Here, we will consider the time delay between the output of the MCV thrust command and the actual engagement of the clutch 40.

[0075] Figures 7 to 9 are conceptual cross-sectional views illustrating the state after coupling to explain the first to third MSV thrust-up instructions in the rotational speed increase and holding step of the vibration-reducing clutch coupling control method according to the first embodiment.

[0076] Figures 7 to 9 show the case where the number of data acquisitions M is 3. Therefore, ΔΘ is 120 degrees, and Θ1=0 degrees, Θ2=120 degrees, and Θ3=240 degrees. In Figures 7 to 9, for convenience, the reference marker 37a on the GT side is fixed at the 12 o'clock position. Regarding the relative angle of the ST side reference marker 17a with respect to the reference marker 37a on the GT side, the dashed arrows indicate the direction at the time the MSV push-up instruction was issued to aim for coupling, and the solid arrows indicate the direction when coupling actually occurred. In the following, the angle with respect to the 12 o'clock direction in the case of the solid arrow is referred to as the coupling angle.

[0077] From the time the MSV push-up instruction is issued until the clutch 40 actually engages, there are delays due to signal transmission time to the turbine control device 50, calculation processing in the turbine control device 50, and the operation delay of the high-pressure main steam control valve 33. For this reason, as shown by the dashed and solid arrows in Figures 7 to 9, the actual engagement angle is larger than the target engagement angle at the time of the command. If this additional delay is denoted as Φ, the engagement angle becomes the target engagement angle Θ plus the additional delay Φ. If the additional delays Φ are denoted as Φ1, Φ2, and Φ3, then in Figure 7 it is (Θ1+Φ1) = Φ1, in Figure 8 it is (Θ2+Φ2) = (120 degrees + Φ2), and in Figure 9 it is (Θ3+Φ3) = (240 degrees + Φ3). Considering that the additional delay Φ is due to the reasons described above, the values ​​of Φ1, Φ2, and Φ3 are considered to be approximately the same.

[0078] Even when acquiring vibration data, and even when coupling at the optimal coupling angle described later, if the operating conditions do not change, the additional delay Φ is considered to be almost the same. In other words, since almost the same additional delay occurs uniformly, there is no need to consider the difference in the effect of the additional delay Φ under the condition that the operating conditions do not change. Initially, the value of the additional delay Φ is unknown, but by sending a thrust signal at the coupling target angle Θ and checking the additional delay Φ from the coupling angle (Θ+Φ), the additional delay Φ can be determined.

[0079] Next, the coupling angle response time is calculated (step S22d). The calculation method is explained below with reference to Figures 10 and 11.

[0080] Figure 10 is a conceptual cross-sectional view showing the state of the generator-side end 17 during the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. Figure 11 is a conceptual cross-sectional view showing the state of the high-pressure turbine exhaust-side end 37 during the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment. Figure 12 is a conceptual graph illustrating each signal during the rotational speed increase and holding step in the vibration-reducing clutch coupling control method according to the first embodiment.

[0081] Figure 12 shows the time evolution of the shaft vibration value and rotor angle detection pulse before coupling. Figures like the one shown in Figure 12 can be created for both the GT side and the ST side. Here, the shaft vibration value is the output of the GT side shaft vibration meter 2a, and the rotor angle detection pulse is the output of the GT side rotor rotation angle detector 19. When showing the time evolution of the shaft vibration value and rotor angle detection pulse on the ST side, the rotor angle detection pulse is the output of the ST side shaft vibration meter 3a, and the rotor angle detection pulse is the output of the ST side rotor rotation angle detector 39.

[0082] That is, for each of the GT side and the ST side, a diagram shown in FIG. 12 can be created. In FIG. 12, the shaft vibration value only exemplifies the output of the GT side shaft vibration meter 2a, and the rotor angle detection pulse only exemplifies the output of the ST side rotor rotation angle detector 39. The shaft vibration value and the rotor angle detection pulse indicate the direction of the wobbling around the reference markers 17a and 37a, which are the rotor reference positions, that is, which direction is wobbling.

[0083] For example, the generator side end 17 of the gas turbine system 10 as viewed from the gas turbine system 10 side or the steam turbine system 30 side rotates, for example, clockwise at a rotational speed N GT (rpm). The signal from the reference marker 17a detected by the GT side rotor rotation angle detector 19 also occurs N GT times per minute.

[0084] Also, the high-pressure turbine exhaust side end 37 of the steam turbine system 30 rotates clockwise at a rotational speed N ST (rpm) in the same manner as the gas turbine system 10. The signal from the reference marker 37a detected by the ST side rotor rotation angle detector 39 also occurs N ST times per minute.

[0085] The rotational speed N ST (rpm) of the high-pressure turbine exhaust side end 37 is slower than the rotational speed N GT (rpm) of the generator side end 17. Therefore, when the generator side end 17 is used as a reference, the high-pressure turbine exhaust side end 37 rotates relatively counterclockwise at a differential rotational speed ΔN (rpm) before coupling, that is, the differential rotational speed before coupling is this relative rotational speed ΔN, and the rotation is in the counterclockwise direction. As a result, the relative rotational time Tr (seconds) per one counterclockwise rotation of the high-pressure turbine exhaust side end 37 is given by the following formula (3). Tr = 60 / ΔN …(3)

[0086] Therefore, the reference marker 37a provided at the high-pressure turbine exhaust side end 37 rotates 360 degrees in the counterclockwise radial direction in Tr seconds with respect to the reference marker 17a provided at the generator side end 17.

[0087] Therefore, the interval ΔT corresponds to the time difference in the joining angle at the time of each data acquisition. Θ This is given by the following equation (4). ΔT Θ =Tr / M=60 / (M·ΔN) …(4)

[0088] For example, if the pre-joining difference rotation speed ΔN is 4 rpm and the number of data acquisitions M is 3, then the interval ΔT for the time corresponding to the joint angle. Θ That will be 5 seconds.

[0089] In this case, the time T corresponding to the bond angle in the first bond is Θ1 0 seconds, time T corresponding to the bond angle in the second bond. Θ2 The time interval is 5 seconds, and the time interval for the bond angle during the third bond is T. Θ3 That will be 10 seconds.

[0090] Next, we will explain the coupling and vibration data acquisition steps (S23-S26) following the calculation step S22 of the coupling angle correspondence time in step S20 under multiple coupling conditions.

[0091] In the coupling and vibration data acquisition step, as shown in Figure 4, in step S23 the count index N is set to 1, in step S24 the Nth coupling and vibration data acquisition is performed, in step S25 N is increased by 1, and in step S26 it is determined whether N has exceeded a predetermined number of repetitions M. If it has not exceeded the predetermined number of repetitions M, the steps from step S23 onwards are repeated. Here, the predetermined number of repetitions is, for example, 3, in which case the coupling and vibration data acquisition in step S24 will be performed 3 times.

[0092] The following describes the details of the coupling and vibration data acquisition step S24.

[0093] Figure 13 is a flowchart showing the detailed procedure for the Nth coupling and vibration data acquisition step under multiple coupling conditions in the vibration-reducing clutch coupling control method according to the first embodiment.

[0094] The coupling and vibration data acquisition step S24 includes the following steps after the Nth rotational speed increase: maintaining the rotational speed (step S241), issuing an MCV thrust-up instruction for the coupling angle corresponding time (step S242), storing and acquiring vibration data (step S243), and changing to a low-speed heat soak rotational speed (S244). Each of these steps will be described sequentially below.

[0095] First, the Nth rotational speed increase and rotational speed maintenance of the steam turbine system 30 is performed (step S241). That is, based on the speed conditions set in the speed condition setting step S21, the progress control unit 150 sequentially sends instruction signals to the turbine control device 50 via the output unit 160. As a result, the turbine control device 50 adjusts the opening degree of the MCV 33 using the output of the ST side rotational speed detector 38 as a feedback signal to obtain the rotational speed change of the steam turbine system 30 shown in Figure 5. The rotational speed of the steam turbine system 30 is ultimately set to the pre-coupling maintenance rotational speed N ST This state is maintained. In other words, when viewing the steam turbine system 30 from the gas turbine 13, it appears to rotate in the opposite direction to the rotation direction of both, with a relative pre-coupling holding difference rotation speed ΔN.

[0096] Next, the progress control unit 150 outputs an MCV thrust-up instruction to the turbine control device 50 at the Nth coupling angle correspondence time (step S242).

[0097] Specifically, the MCV push-up instruction step S242 is as follows: First, the GT-side rotor rotation angle detector 19 detects the reference marker 17a provided on the generator-side end 17 (step S242a). Next, the time counter 140 starts from the time the reference marker 17a was detected and calculates the Nth coupling angle correspondence time T ΘNWhen the specified time has elapsed, an arrival signal is output (step S242b). Next, the progress control unit 150 receives the output from the time counter 140 and sends an instruction signal to the turbine control device 50 via the output unit 160 to push up the MCV (step S242c). Here, MCV pushing up refers to rapidly opening the MCV 33 to an opening degree equivalent to, for example, the initial load of the steam turbine system 30, as described above.

[0098] The vibration data acquisition and storage step S243, which follows the coupling and vibration data acquisition step S24, will be explained with reference to Figure 14.

[0099] Figure 14 is a flowchart showing the detailed procedure of vibration data acquisition and storage step S25 in the vibration-reducing clutch coupling control method according to the first embodiment.

[0100] First, the clutch 40 engages (step S25a) in the MCV thrust-up instruction step S242c, which is the final step in the coupling and vibration data acquisition step S24. That is, the MCV 33 opens due to the MCV thrust-up instruction, and the rotational speed N of the high-pressure turbine exhaust side end 37 is set. ST (rpm) is the rotational speed N of the generator end 17. GT When attempting to exceed (rpm), the clutch 40 engages, and the unit rotates as a single-axis combined cycle 1.

[0101] Next, the progress control unit 150 maintains the state for a predetermined time to stabilize the single-axis combined cycle 1 (step S25b). That is, it stops the progress.

[0102] Next, vibration data is acquired and stored (step S26c). Here, vibration data is acquired by a GT-side shaft vibration meter 2a located near the GT coupling-side bearing 2, and an ST-side shaft vibration meter 3a located near the ST coupling-side bearing 3. The acquired vibration data is stored in the vibration data storage unit 124.

[0103] After the MCV thrust-up instruction step S242, which corresponds to the coupling angle, the rotation speed is changed to a low-speed heat soak rotation speed (step S244). Specifically, the progress control unit 150 sends an instruction signal to the turbine control device 50 via the output unit 160 to change to a low-speed heat soak rotation speed. As a result, the opening of the MCV 33 decreases, the rotation speed of the high-pressure turbine exhaust end 37 decreases, the engagement of the clutch 40 is released, and the system transitions to a discoupled state.

[0104] The above describes the content of step S20 for acquiring vibration data under multiple coupling conditions.

[0105] Next, the optimal coupling condition derivation step S30 shown in Figure 4 will be described. Step S30 includes the creation of a polar diagram step S31, the derivation of the optimal phase difference step S32, and the derivation of the coupling angle correspondence time step S33.

[0106] In explaining step S30, which is the derivation step for the optimal coupling conditions, we will conceptually explain the state before and after clutch coupling, referring to Figures 15 to 17.

[0107] Figure 15 is a conceptual diagram showing the state of a single-axis combined cycle before coupling, which is the target of the vibration-reducing clutch coupling control device according to the first embodiment.

[0108] The generator-side end 17 of the gas turbine system 10 is located outside the GT coupling-side bearing 2. Similarly, the high-pressure turbine exhaust-side end 37 of the steam turbine system 30 is located outside the ST coupling-side bearing 3.

[0109] In other words, the portion of the gas turbine rotor shaft 16 including the generator-side end 17 of the GT coupling bearing 2 rotates in a cantilevered manner. Similarly, the portion of the steam turbine rotor shaft 36 including the high-pressure turbine exhaust-side end 37 of the ST coupling bearing 3 also rotates in a cantilevered manner.

[0110] Figure 16 is a conceptual diagram showing the state after coupling of a single-axis combined cycle, which is the target of the vibration-reducing clutch coupling control device according to the first embodiment.

[0111] After coupling with the clutch 40, the generator-side end 17 and the high-pressure turbine exhaust-side end 37 of the gas turbine system 10 are supported on both sides by the GT coupling-side bearing 2 and the ST coupling-side bearing 3.

[0112] Figure 17 is a conceptual diagram showing examples of the state near the clutch before and after coupling at each coupling angle for a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment, where (a) shows the coupling angle Θ, (b) shows the coupling angle (Θ+90 degrees), (c) shows the coupling angle (Θ+180 degrees), and (d) shows the coupling angle (Θ+270 degrees).

[0113] Furthermore, Figure 18 is a conceptual diagram showing the state of the cross-sectional area near the clutch before and after coupling at each coupling angle for a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment, where (a) shows the coupling angle Θ, (b) shows the coupling angle (Θ+90 degrees), (c) shows the coupling angle (Θ+180 degrees), and (d) shows the case of a coupling angle (Θ+270 degrees). That is, (a), (b), (c), and (d) in Figure 18 correspond to (a), (b), (c), and (d) in Figure 17, respectively.

[0114] Figures 17 and 18 conceptually illustrate the state when the high-pressure turbine exhaust end 37 rotates eccentrically with respect to the center of rotation relative to the generator end 17, and how this is achieved through coupling with the clutch 40. Figures 17 and 18 a), b), c), and d) are described below in order. In each of the figures in Figure 18, the top is set to 0 degrees, and angles are expressed clockwise. In each of Figures 17 and 18 a), b), c), and d), the left side of the white arrow shows the state immediately before the high-pressure turbine exhaust end 37 is coupled to the generator end 17. The right side of the white arrow shows the state immediately after the high-pressure turbine exhaust end 37 is coupled to the generator end 17. Hereafter, the high-pressure turbine exhaust end 37 is assumed to be eccentric in the direction of the reference marker 37a.

[0115] (a) shows the case where the reference marker 17a of the generator-side end 17 (hereinafter referred to as the "GT angle") is in the 0-degree direction and the reference marker 17a of the high-pressure turbine exhaust-side end 37 (hereinafter referred to as the "ST angle") is in the 0-degree direction when the two are coupled. In this case, after coupling, the generator-side end 17 is eccentric in the 0-degree direction, while the amount of eccentricity of the high-pressure turbine exhaust-side end 37 in the 0-degree direction decreases slightly.

[0116] (b) shows the case where the GT angle is in the 0-degree direction and the ST angle is in the 90-degree direction when coupled. In this case, after coupling, the generator-side end 17 is eccentric in the 90-degree direction, and an imbalance is added.

[0117] (c) shows the case where the GT angle is in the 0-degree direction and the ST angle is in the 180-degree direction when coupled. In this case, after coupling, the generator-side end 17 is eccentric in the 180-degree direction, while the amount of eccentricity in the 180-degree direction of the high-pressure turbine exhaust-side end 37 decreases slightly.

[0118] (d) shows the case where the GT angle is in the 0-degree direction and the ST angle is in the 270-degree direction when coupled. In this case, after coupling, the generator-side end 17 is eccentric in the 270-degree direction, and an imbalance is added.

[0119] As described above, the direction of the added unbalance changes depending on the ST angle relative to the GT angle at the time of coupling. However, although the direction of the added unbalance changes, if the eccentricity of the ST shaft end before coupling is the same, the added unbalance moment is considered to be the same regardless of the ST angle relative to the GT angle at the time of coupling. Therefore, although the direction of the vibration vector generated by coupling changes, the scalar quantity of the vibration vector does not change.

[0120] Next, we will sequentially explain the steps for creating a polar diagram of the optimal coupling condition derivation step S30 (S31), the derivation of the optimal phase difference (S32), and the derivation of the coupling angle correspondence time (S33). In the following explanation, the notation "vector X·Y" refers to the direction from point X to point Y, and means a vector whose magnitude is the distance between points X and Y. Also, the vector when the starting point X is the center C will be called the vibration vector.

[0121] First, we will explain the polar diagram creation step S31 performed by the polar diagram creation unit 132.

[0122] Figure 19 is a polar diagram plotting vibration vectors in polar coordinates, showing examples of the post-combination state at each coupling angle of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment.

[0123] Here, in the polar diagram, the circumferential direction represents the phase (0° to 360°), and the radial length from the center C represents the amplitude (or half-amplitude) of the vibration.

[0124] The length of the vibration vector, which is a scalar quantity, is the amplitude based on the output of the GT-side axial vibration meter 2a or the ST-side axial vibration meter 3a shown in Figure 12. The direction of the vibration vector is the coupling angle, which is the relative value of the output of the ST-side rotor rotation angle detector 39 to the output of the GT-side rotor rotation angle detector 19.

[0125] The vibration value after engagement at clutch 40 can be measured using either the GT side or the ST side. In other words, theoretically, the change in rotor shaft runout after engagement should be similar, and the optimal angle evaluated using either bearing should be the same. However, in reality, the change in vibration after engagement is more pronounced in the axial vibration of the bearing on the ST side, so the following example shows how to evaluate the optimal angle based on the vibration vector of the ST side.

[0126] Figure 19 shows the results of acquiring coupling and vibration data three times. The coupling target angles are assumed to be Θ1, Θ2, and Θ3, respectively. Here, the interval between each coupling target angle is 120 degrees.

[0127] As a result of acquiring coupling and vibration data (step S20), vibration vector C·P1 is obtained from the coupling angle (Θ1+Φ1) when the coupling target angle Θ1, vibration vector C·P2 is obtained from the coupling angle (Θ2+Φ2) when the coupling target angle Θ2, and vibration vector C·P3 is obtained from the coupling angle (Θ3+Φ3) when the coupling target angle Θ3. Here, the vibration value is the output of the ST-side shaft vibration meter 3a installed near the ST coupling side bearing 3. The coupling angle is based on the coupling angle targeted in step S242.

[0128] Figure 20 is a graph showing the vibration state after coupling of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the first embodiment. The horizontal axis represents the coupling angle, and the vertical axis represents the amplitude. The amplitude is minimum near the coupling angle Θ2. Here, the amplitude is minimum at the coupling angle (Θm + Φm). This coupling angle (Θm + Φm) is the optimal coupling angle. Here, the additional delay Φm is approximately equal to Φ1, Φ2, and Φ3, as mentioned above, and may be, for example, the average value of these.

[0129] Next, the optimal coupling angle derivation step S32 performed by the optimal coupling angle derivation unit 133 will be explained with reference to the polar diagram in Figure 19.

[0130] The circumscribed circle CC is obtained based on points P1, P2, and P3. The center P0 of the circumscribed circle CC is the circumcenter of points P1, P2, and P3. Here, the vibration vector C·P0 represents a hypothetical average vibration state after coupling, supported on both sides by the GT coupling side bearing 2 and the ST coupling side bearing 3, rather than the vibration state before coupling, and the center point P0 is the hypothetical center.

[0131] The vectors originating from this virtual center P0, namely vectors P0·P1 for the coupling angle (Θ1+Φ1), vectors P0·P2 for the coupling angle (Θ2+Φ2), and vectors P0·P3 for the coupling angle (Θ3+Φ3), are due to the contribution of the steam turbine system 30 in each respective case.

[0132] The point where the distance between a point on the circumscribed circle CC and the center point C of the polar diagram is minimized corresponds to the optimal case where the amplitude is minimized. Therefore, the optimal point P is... m The vector CC·P is the intersection point of the line connecting the center point C of the polar figure and the center point P0 of the circumscribed circle CC, and the circumscribed circle CC. m angle (Θ m +Φ m This represents the optimal bonding angle.

[0133] Next, the coupling angle corresponding time calculation unit 134 calculates the optimal coupling angle (Θ m +Φ m The coupling angle response time corresponding to the coupling target angle Θm is calculated. The interval of the coupling angle response time is given by the following equation (4) above. ΔT Θ =Tr / M=60 / (M·ΔN) …(4)

[0134] Now, taking the case where the pre-coupling difference rotation speed ΔN is 4 rpm as an example, in the example in Figure 19, the number of data acquisitions M is 3, so the interval ΔT corresponding to the coupling angle Θ That will be 5 seconds.

[0135] Therefore, the coupling angle correspondence time for the first thrust is T Θ1 If so, the second time will be (T Θ1 +5) seconds, the third time was (TΘ1 (+10 seconds) Here, T Θ1 Any value is acceptable as long as it is less than 5 seconds.

[0136] Next, we will explain the coupling verification step S40 under the optimal coupling conditions shown in Figure 4. In the coupling verification step S40 under the optimal coupling conditions, the effect is verified by the following steps based on the optimal coupling conditions derived in the optimal coupling condition derivation step S30. Note that redundant detailed explanations of each step will be omitted.

[0137] First, the progress control unit 150 sets the conditions for increasing the rotational speed (step S41). Next, after the optimal coupling angle corresponding time following GT reference marker detection, the progress control unit 150 issues an MCV thrust-up instruction (step S42). With the clutch 40 engaged as a result of step S42, the vibration data storage unit 124 acquires vibration data and stores it (step S43). Based on the stored vibration data, the vibration reduction determination unit 135 confirms the effect of the optimal coupling conditions (step S44).

[0138] The vibration-reducing clutch coupling control method according to this embodiment is particularly effective during the construction of the single-axis combined cycle 1, and after maintenance such as periodic inspections in which the powertrain including the clutch 40 and the MCV33 are disassembled, inspected, repaired, and assembled.

[0139] As described above, according to the vibration-reducing clutch coupling control method and vibration-reducing clutch coupling control device 100 of this embodiment, coupling is performed at each clutch 40 after converting the coupling angle to time for at least three different coupling angles, and the optimal coupling angle is derived based on the respective vibration data. Since it is possible to reliably perform coupling at the optimal coupling angle, vibration after coupling can be minimized. In addition, early detection of abnormalities is possible by monitoring the vibration value after coupling.

[0140] [Second Embodiment] Figure 21 is a flowchart showing the procedure of the vibration-reducing clutch coupling control method according to the second embodiment.

[0141] This embodiment is a modification of the first embodiment, and the vibration-reducing clutch coupling control method according to this embodiment further includes a balance weight addition step S50 after the coupling confirmation step S40 under optimal coupling conditions. Each step of step S50 will be described sequentially below.

[0142] First, a test weight is added (step S51). The weight of this test weight should preferably be as small as possible while still allowing for a significant measurement of the change in vibration value.

[0143] The circumferential positions where test weights should be added will be explained with reference to Figure 22.

[0144] Figure 22 is a polar diagram showing the post-coupling state, illustrating a method for further reducing vibrations at each coupling angle of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the second embodiment.

[0145] In step S40, the optimal bond angle (Θ m +Φ m ) brings about the vector P0·P m The optimal coupling angle Θ is obtained. m Add test weights in this direction.

[0146] Next, the optimal bond angle (Θ m +Φ m The coupling is performed (step S52), and the vibration value in the coupled state is obtained (step S53). As a result, vector P0·P m is the vector P0 / P t It extends to, vector P0·P t Therefore, the optimal bond angle (Θ m +Φ m The vibration value at point ) is reduced to the vibration value at point P1 (the length of the dashed arc passing through point Pt from the center point C in Figure 22).

[0147] Next, the balance weights are determined and added (step S54).

[0148] Vector P0·P t By extending the vector P to the center point C of the polar diagram, the vibration value can be made zero. Therefore, vector P t • Add a balance weight equivalent to C. The weight of the balance weight is the weight of the test weight multiplied by vector P. t • The vector P0·P of length C t It is obtained by multiplying by the ratio to the length.

[0149] Next, the bonding at the optimal bonding angle is confirmed, and the effect is verified (step S55).

[0150] Figure 23 is a graph showing the vibration state after coupling of a single-axis combined cycle targeted by the vibration-reducing clutch coupling control device according to the second embodiment. The horizontal axis represents the coupling angle, and the vertical axis represents the amplitude of the single-axis vibration after coupling with the clutch 40.

[0151] The dashed curve shows the dependence on the coupling angle when no balance weights are added, and the solid curve shows the dependence on the coupling angle when balance weights are added. As shown by the solid curve, when balance weights are added, the optimal coupling angle (Θ m +Φ m In this case, the vibration value is reduced to zero or nearly zero ("effectively zero").

[0152] As described above, according to the vibration-reducing clutch coupling control method and vibration-reducing clutch coupling control device of this embodiment, the vibration value can be substantially reduced to zero by adding a balance weight under a configuration that enables reliable coupling with an optimal phase difference.

[0153] According to the embodiments described above, it is possible to provide a vibration-reducing clutch coupling control method and a vibration-reducing clutch coupling control device that can minimize the vibration value after coupling and maintain that state even during starting and stopping.

[0154] Although several embodiments of the present invention have been described above, these embodiments are presented as examples only and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their variations are included in the scope and spirit of the invention, as well as in the claims of the invention and its equivalents. [Explanation of symbols]

[0155] 1...Single-axis combined cycle, 2...GT coupling side bearing, 2a...GT side shaft vibration meter, 3...ST coupling side bearing, 3a...ST side shaft vibration meter, 5...Generator, 10...Gas turbine system, 11...Combustor, 11a...Fuel gas supply unit, 12...Compressor, 13...Gas turbine, 16...Gas turbine side rotor shaft, 17...Generator side end, 17a...Reference marker, 18...GT side rotation speed detector, 18a...GT side gear, 19...GT side rotor rotation angle detector, 20...Waste heat recovery boiler 21...High-pressure drum, 22...Superheater, 23...Main steam pipe, 24...Intermediate-pressure turbine steam supply system, 25...Low-pressure turbine steam supply system, 30...Steam turbine system, 31...High-pressure turbine, 32...High-pressure main steam stop valve, 33...High-pressure main steam control valve (MCV), 34...Intermediate-pressure turbine, 35...Low-pressure turbine, 36...Steam turbine side rotor shaft, 37...High-pressure turbine exhaust side end, 37a...Reference marker, 38...ST side rotation speed detector, 38a...ST side gear, 39...ST side rotor rotation angle Degree detector, 40...Clutch, 41...GT side member, 41a...GT side holding part, 41b...GT side teeth, 41c...Ratchet gear, 42...ST side member, 42a...ST side holding part, 42b...Helical spline outer surface, 43...Sliding part, 43a...Ratchet pawl, 43b...Helical spline inner surface, 43c...Sliding part side teeth, 50...Turbine control device, 100...Vibration-reducing clutch coupling control device, 110...Input unit, 111...External input receiving unit, 112 ...Signal input receiving unit, 120...Storage unit, 121...Speed ​​condition storage unit, 122...Coupling condition storage unit, 123...Coupling angle storage unit, 124...Vibration data storage unit, 130...Calculation unit, 131...Coupling angle calculation unit, 132...Polar diagram creation unit, 133...Optimal coupling angle derivation unit, 134...Coupling angle corresponding time calculation unit, 135...Vibration reduction determination unit, 140...Time counter, 150...Progress control unit, 160...Output unit, 180...Cables, 200...Vibration reduction type clutch coupling control system

Claims

1. A vibration-reducing clutch coupling control method for a single-shaft combined cycle in which a gas turbine and generator and a steam turbine are coupled by a clutch, A gas turbine-only operation step in which the generator is connected to the power grid and the gas turbine is operating with a load, A vibration data acquisition step involves performing coupling with the clutch at at least three different coupling angles between the rotation of the steam turbine and the rotation of the gas turbine, transitioning to each coupling operation, and acquiring vibration data for each coupling operation. An optimal coupling angle derivation step in which the optimal coupling angle is derived based on the respective vibration data, A vibration-reducing clutch coupling control method characterized by having the following features.

2. The vibration-reducing clutch coupling control method according to claim 1, characterized in that each of the plurality of coupling angles is measured based on a detection signal from a reference marker formed at the generator-side end of the gas turbine and a detection signal from a reference marker formed at the steam turbine-side coupling end of the steam turbine.

3. The vibration-reducing clutch coupling control method according to claim 1 or 2, characterized in that the multiple coupling angles are set at equal intervals.

4. The transition to the aforementioned coupling state is The steps include: maintaining the rotational speed of the steam turbine at a rotational speed lower than the rotational speed of the gas turbine by a pre-coupling difference rotational speed; The steps include converting each of the multiple coupling angles in the pre-coupling difference rotational speed into coupling angle corresponding time, and transitioning to the coupling state according to the coupling angle corresponding time, A vibration-reducing clutch coupling control method according to claim 1 or 2, characterized by having the following features.

5. The vibration-reducing clutch coupling control method according to claim 4, characterized in that the pre-coupling holding difference rotation speed is calculated from the output of a GT rotation speed detector provided in the gas turbine and the output of an ST rotation speed detector provided in the steam turbine.

6. The vibration-reducing clutch coupling control method according to claim 1 or 2, characterized in that the derivation of the optimal coupling angle in the optimal coupling angle derivation step is performed using a polar diagram.

7. The vibration-reducing clutch coupling control method according to claim 1 or 2, further comprising a weight addition step of adding a balance weight to further reduce the vibration value at the optimal coupling angle.

8. A vibration-reducing clutch coupling control device for a single-shaft combined cycle in which a gas turbine and generator and a steam turbine are coupled by a clutch, An input unit that accepts the output of a GT rotational speed detector provided in the gas turbine, the output of an ST rotational speed detector provided in the steam turbine, a detection signal from a reference marker formed at the generator-side end of the gas turbine, a detection signal from a reference marker formed at the steam turbine-side coupling end of the steam turbine, and external inputs relating to the pre-coupling holding rotational speed and acceleration conditions, A storage unit that stores the aforementioned speed-up conditions and the pre-coupling difference in rotational speed between the rotational speed of the steam turbine and the rotational speed of the gas turbine, A calculation unit comprising: a coupling angle correspondence time calculation unit that converts each of the multiple coupling angles for transitioning to the coupling state at the pre-coupling difference rotation speed into coupling angle correspondence time; a polar diagram creation unit that creates a polar diagram based on vibration data after the clutch is coupled at each of the multiple coupling angles; and an optimal coupling angle derivation unit that derives the optimal coupling angle based on the polar diagram, A vibration-reducing clutch coupling device characterized by being equipped with the following features.

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