A rotating blade, and a gas turbine equipped with the same

Abstract

The wing comprises a wing body extending in the wing height direction, which is perpendicular to the wing-shaped cross-section, and a platform provided at the hub end among the tip side and hub side in the wing height direction of the wing body. The wing body has a leading edge and a trailing edge, a ventral side and a ventral side connecting the leading edge and the trailing edge, and a cooling passage extending in the wing height direction between the ventral side and the ventral side. In the cooling passage, the distance between the inner surface and the ventral side is the ventral wall thickness, the distance between the inner surface and the ventral side is the ventral wall thickness, and the ratio of the ventral wall thickness to the ventral wall thickness is the ventral / ventral wall thickness ratio. The position at 5–15% of the distance from the platform to the tip side end of the wing body is the hub side position, the position at 25–35% is the intermediate position, and the position at 90–100% is the tip side position. The ventral / ventral wall thickness ratio at any position between the hub side position and the intermediate position in the cooling passage is smaller than the ventral / ventral wall thickness ratio at any position between the intermediate position and the tip side position.

Description

Technology Field

[0001] The present disclosure relates to a rotating blade and a gas turbine equipped with the same.

[0002] The present application claims priority to Japanese Patent Application No. 2021-214019 filed in Japan on December 28, 2021, and incorporates the contents thereof herein by reference. Background Technology

[0003] A gas turbine comprises a compressor that compresses air, a combustor that generates combustion gas by burning fuel in the air compressed by the compressor, and a turbine driven by the combustion gas from the combustor. The turbine comprises a rotor that rotates about an axis and a turbine casing that covers the rotor. The rotor has a rotor shaft and a plurality of rotor blades mounted on the rotor shaft.

[0004] The rotor blades of a gas turbine are exposed to high-temperature combustion gases. For this reason, the rotor blades are generally cooled by air or the like.

[0005] For example, in the wing described in Patent Document 1 below, a plurality of cooling passages extending in the wing height direction are formed on the inner side of the wing surface of the wing. In the drawing of Patent Document 1, the wall thickness, which is the distance between the inner circumference of each of the plurality of cooling passages and the wing surface, is drawn to gradually increase in thickness from the tip side of the wing body toward the hub side. Prior art literature

[0006] Patent Document 1: Japanese Published Patent Application No. 2000-213304 The problem to be solved

[0007] Durability is required for the blades of a gas turbine.

[0008] Accordingly, the present disclosure aims to provide a rotor capable of increasing durability, and a gas turbine equipped with the same. means of solving the problem

[0009] A wing as one embodiment for achieving the above objective comprises: a wing body extending in the wing height direction having a cross-section that forms a wing shape and a directional component perpendicular to said cross-section; and a platform provided at the end of the hub side among the tip side and the hub side opposite to said tip side in the wing height direction of said wing body; the wing body has a leading edge and a trailing edge extending in the wing height direction and facing opposite sides; a ventral side and a ventral side extending in the wing height direction and connecting the leading edge and the trailing edge while facing opposite sides; and one or more cooling passages located between said ventral side and said ventral side and extending in the wing height direction, wherein the distance between the inner surface of said one or more cooling passages and the ventral side is the ventral wall thickness, the distance between the inner surface of said one or more cooling passages and the ventral side is the ventral wall thickness, and the ratio of the ventral wall thickness to the ventral wall thickness is the ventral / ventral wall thickness. The thickness ratio is such that the position at 5 to 15% of the wing height, which is the distance from the platform to the end of the wing body on the tip side, is the hub side position, the position at 25 to 35% of the wing height from the platform is the intermediate position, and the position at 90 to 100% of the wing height from the platform is the tip side position, and the belly / belly wall thickness ratio at any one position in the wing height direction of the hub side region between the hub side position and the intermediate position in any one of the one or more cooling passages is smaller than the belly / belly wall thickness ratio at any one position in the wing height direction of the tip side region between the intermediate position and the tip side position.

[0010] In addition, as in one embodiment, the wing comprises a wing body extending in the wing height direction having a cross-section that forms a wing shape and a directional component perpendicular to said cross-section, and a platform provided at the end of the hub side among the tip side and the hub side opposite to said tip side in the wing height direction of said wing body, wherein the wing body has a leading edge and a trailing edge extending in the wing height direction and facing opposite sides, a ventral side and a ventral side extending in the wing height direction and connecting the leading edge and the trailing edge while facing opposite sides, and one or more cooling passages located between said ventral side and said ventral side and extending in the wing height direction, wherein the distance between the inner surface of said one or more cooling passages and the ventral side is the ventral wall thickness, and the distance between the inner surface of said one or more cooling passages and the ventral side is the ventral wall thickness, and a position at 5 to 15% of the wing height, which is the distance from said platform to the end of said tip side of said wing body, is the hub side position, and from said platform the wing A position at 25-35% of the height is an intermediate position, and a position at 90-100% of the wing height from the platform is a tip-side position, and in any one of the one or more cooling passages, the ventral wall thickness at any one position in the wing height direction of the hub-side region between the hub-side position and the intermediate position is smaller than the ventral wall thickness at any one position in the wing height direction of the tip-side region between the intermediate position and the tip-side position.

[0011] In addition, a gas turbine in one embodiment comprises a plurality of the aforementioned rotor blades, a rotor shaft rotatable about an axis and having a plurality of the aforementioned rotor blades arranged on its outer circumference, and a gas turbine casing covering the plurality of rotor blades and the rotor shaft. Effects of the invention

[0012] According to one embodiment of the present invention, the durability of the wing can be increased. Brief explanation of the drawing

[0013] FIG. 1 is a schematic cross-sectional view of a gas turbine according to an embodiment of the present disclosure. FIG. 2 is a perspective view of the same wing relating to an embodiment of the present disclosure. FIG. 3 is a diagram showing the appearance of a moving wing according to an embodiment of the present disclosure when viewed from the rear side. FIG. 4 is a cross-sectional view in a plane perpendicular to the wing height direction in a wing body according to an embodiment of the present disclosure. FIG. 5 is a figure showing each position and each region in the wing height of a wing body according to an embodiment of the present disclosure. FIG. 6 is a graph showing the ventral wall thickness, ventral wall thickness, and ventral / ventral wall thickness ratio in the wing height direction in the first cooling passage according to an embodiment of the present disclosure. FIG. 7 is a graph showing the ventral wall thickness in each cooling passage (first cooling passage to sixth cooling passage) in accordance with an embodiment of the present disclosure in the wing height direction. FIG. 8 is a graph showing the rear wall thickness in each cooling passage (first cooling passage to sixth cooling passage) in accordance with an embodiment of the present disclosure in the wing height direction. FIG. 9 is a graph showing the ratio of belly / belly wall thickness in each cooling passage (first cooling passage to sixth cooling passage) in accordance with an embodiment of the present disclosure in the wing height direction. Specific details for implementing the invention

[0014] Hereinafter, embodiments relating to the present disclosure will be described in detail with reference to the drawings.

[0015] [Epitaph of a gas turbine]

[0016] An embodiment of a gas turbine is described with reference to FIG. 1. As shown in FIG. 1, the gas turbine (100) is equipped with a compressor (1), an intermediate casing (2), a combustor (3), and a turbine (4).

[0017] (compressor)

[0018] The compressor (1) is a device that compresses air introduced from the outside to raise it to a predetermined pressure and supplies the compressed air to an intermediate casing (2). The compressor (1) has a compressor rotor (10) that can rotate around an axis (Ar) extending in the horizontal direction, and a compressor casing (20) that covers the compressor rotor (10).

[0019] Here, the direction in which the axis (Ar) extends (left and right directions in FIG. 1) is referred to as the "axis direction (Da)," the circumferential direction relative to this axis (Ar) is simply referred to as the "circumferential direction (Dc)," and the direction perpendicular to the axis (Ar) is referred to as the "diameter direction (Dr)." Additionally, among the two sides of the axis direction (Da), one side (the left side in FIG. 1) is referred to as the "axis upstream side (Dau)," and the opposite side (the right side in FIG. 1) is referred to as the "axis downstream side (Dad)."

[0020] Also, the side that is closer to the axis (Ar) in the radial direction (Dr) is called the “radial direction inner side (Dri),” and the opposite side is called the “radial direction outer side (Dro).” Also, the air introduced into the compressor (1) and flowing inside the compressor (1) is simply called “air (A1),” and the air introduced into the intermediate casing (2) after being compressed by the compressor (1) is called “compressed air (A2).”

[0021] The compressor rotor (10) has a compressor rotor shaft (11) and a plurality of compressor rotor blades (12) arranged spaced apart in the axial direction (Da) and provided on the outer surface of the compressor rotor shaft (11).

[0022] The compressor rotor shaft (11) is a rotating shaft that can rotate around the axis (Ar) while forming a column shape extending in the axial direction (Da). A plurality of compressor blade rows (12) are all provided on the outer side of the compressor rotor shaft (11) and are integral with the compressor rotor shaft (11). Each compressor blade row (12) has a plurality of compressor blades arranged at intervals in the circumferential direction (Dc).

[0023] The compressor casing (20) forms the outer periphery of the compressor (1) and covers the compressor rotor (10) from the outer side. The compressor casing (20) has a compressor casing body (21) that forms a standard shape centered on an axis (Ar), an air inlet (23) that introduces air (A1) into the compressor casing body (21), and a plurality of compressor vanes (22) arranged at intervals in the axial direction (Da) and provided on the inner circumference of the compressor casing body (21).

[0024] The compressor casing body (21) is supported by a compressor support (not shown) fixed to, for example, the ground or a stand. The compressor casing body (21) compresses air (A1) introduced from the air inlet (23) internally to produce compressed air (A2), and then supplies this compressed air (A2) to the intermediate casing (2). The air inlet (23) is provided on the upstream side (Dau) of the axis of the compressor casing body (21).

[0025] A plurality of compressor static blade rows (22) are all integral with the compressor casing body (21). Each compressor static blade row (22) has a plurality of compressor static blades arranged at intervals in the circumferential direction (Dc). The compressor static blade row (22) and the compressor dynamic blade row (12) are arranged alternately in the axial direction (Da). Compressed air (A2) compressed within the compressor casing (20) is introduced into the intermediate casing (2).

[0026] (Intermediate casing)

[0027] The intermediate casing (2) forms an internal space for guiding compressed air (A2) introduced from the compressor (1) to the combustor (3). The intermediate casing (2) is connected to the compressor casing (20) from the axial downstream side (Dad).

[0028] (burner)

[0029] The combustor (3) is a device that generates high-temperature, high-pressure combustion gas (G) using fuel (F) supplied from the outside and compressed air (A2) introduced into the intermediate casing (2), and supplies this combustion gas (G) to the turbine (4). The combustor (3) is provided in the intermediate casing (2).

[0030] (turbine)

[0031] The turbine (4) is a device driven by combustion gas (G) supplied from the combustor (3). The turbine (4) has a turbine rotor (40) that can rotate about an axis (Ar) and a turbine casing (43) that covers the turbine rotor (40).

[0032] The turbine rotor (40) has a turbine rotor shaft (41) and a plurality of turbine blade rows (42) arranged at intervals in the axial direction (Da) and provided on the outer surface of the turbine rotor shaft (41). Hereinafter, the turbine rotor shaft (41) is simply referred to as "rotor shaft (41)" and the turbine blade rows (42) are simply referred to as "blade rows (42)".

[0033] The rotor shaft (41) is a rotating shaft that forms a column shape extending in the axial direction (Da) and is rotatable around the axis (Ar). A plurality of rotor blade rows (42) are all provided on the outer side of the rotor shaft (41) and are integral with the rotor shaft (41). Each rotor blade row (42) has a plurality of turbine rotor blades (50) (pipes) arranged at intervals in the circumferential direction (Dc). Hereinafter, the turbine rotor blades (50) will be simply referred to as "pipes (50)".

[0034] The turbine casing (43) forms the outer periphery of the turbine (4) and covers the turbine rotor (40) from the outer side. The turbine casing (43) has a turbine casing body (44) that forms a standard shape centered on the axis (Ar), and a plurality of turbine static blade rows (45) arranged at intervals in the axial direction (Da) and provided on the inner surface of the turbine casing body (44). Hereinafter, the turbine static blade rows (45) will be simply referred to as "static blade rows (45)".

[0035] The turbine casing body (44) is supported by a turbine support (not shown) fixed to the ground or a frame, for example. The turbine casing body (44) circulates combustion gas (G) introduced from the combustor (3) inside. The combustion gas (G) is introduced from the upstream side (Dau) of the axis of the turbine casing body (44). A plurality of static blades (45) are all integral with the turbine casing body (44).

[0036] Each stator row (45) has a plurality of turbine stator blades arranged at intervals in the circumferential direction (Dc). Hereinafter, turbine stator blades are simply referred to as "stator blades". The stator row (45) and the rotor row (42) are arranged alternately in the axial direction (Da). Combustion gas (G) that has finished work inside the turbine casing body (44) is discharged from the turbine casing body (44) toward the axial downstream side (Dad).

[0037] The annular space between the outer side of the rotor shaft (41) and the inner side of the turbine casing body (44), in which the static blade row (45) and the moving blade row (42) are alternately arranged in the axial direction (Da), is a combustion gas passage (Cg) through which combustion gas (G) from the combustor (3) flows. This combustion gas passage (Cg) forms an annular shape centered on the axis (Ar) and is long in the axial direction (Da).

[0038] In this embodiment, the gas turbine casing (101) is formed by the compressor casing (20), the intermediate casing (2), and the turbine casing (43). Additionally, the compressor rotor (10) and the turbine rotor (40) are located on the same axis (Ar), and the gas turbine rotor (102) is formed by connecting them to each other, for example, within the intermediate casing (2). An output shaft (201) provided by a generator (200), for example, is connected to the upstream end (Dau) of the axis of the gas turbine rotor (102) (compressor rotor (10)).

[0039] The operation of a gas turbine (100) having the above configuration is described below. A compressor (1) compresses air (A1) to produce compressed air (A2). This compressed air (A2) is introduced into a combustor (3) through an intermediate casing (2). Fuel (F) is supplied to the combustor (3) from the outside.

[0040] In the combustion chamber (3), fuel (F) is combusted in compressed air (A2) to generate high-temperature, high-pressure combustion gas (G). This combustion gas (G) is sent from the combustion chamber (3) into the turbine casing (43). The turbine rotor (40) rotates due to this combustion gas (G). As the turbine rotor (40) rotates, the output shaft (201) of the generator (200) connected to the gas turbine rotor (102) rotates. As a result, the generator (200) generates power.

[0041] [Effective Model of Dongik]

[0042] An embodiment of the rotor blade (50) of the gas turbine (100) described above will be explained with reference to FIGS. 2 to 9. As shown in FIGS. 2 and 3, the rotor blade (50) has a wing body (60), a platform (70), and a shaft mounting part (90).

[0043] (Winged organism)

[0044] The wing body (60) has a cross-section that forms a wing shape and extends in a direction having a directional component perpendicular to this cross-section. Hereinafter, this direction is referred to as the "wing height direction (Dwh)". When the rotor (50) is fixed to the rotor shaft (41), the wing height direction (Dwh) coincides with the diameter direction (Dr). Here, the side of the rotor shaft (41) with respect to the wing body (60) in the wing height direction (Dwh) is referred to as the "hub side (Dwhs)", and the opposite side is referred to as the "tip side (Dwht)".

[0045] The wing body (60) has a leading edge (60a) and a trailing edge (60b) extending in the wing height direction (Dwh) toward opposite sides, a ventral side (61) and a ventral side (62) connecting the leading edge (60a) and the trailing edge (60b) toward opposite sides, and four or more cooling passages (63) located between the ventral side (61) and the ventral side (62) extending in the wing height direction (Dwh).

[0046] The leading edge (60a) becomes the edge of the uppermost axis-upstream side (Dau) of the driving wing (50) when the driving wing (50) is fixed to the rotor shaft (41). The trailing edge (60b) becomes the edge of the lowermost axis-downstream side (Dad) of the driving wing (50) when the driving wing (50) is fixed to the rotor shaft (41). The ventral side surface (61) is a positive pressure surface curved in a concave shape. The dorsal side surface (62) is a negative pressure surface curved in a convex shape toward the side where the ventral side surface (61) is concave, and facing the opposite side to the ventral side surface (61).

[0047] Four or more cooling passages (63) are arranged in the direction in which the camber line (Lca) connecting the leading edge (60a) and the trailing edge (60b) extends. Hereinafter, this direction is referred to as the "camber line direction (Dlc)". The wing body (60) of this embodiment has six cooling passages (63). A more detailed configuration of the wing body (60) will be described later.

[0048] (platform)

[0049] The platform (70) is a base that supports the wing body (60). The platform (70) is provided at the end of the hub side (Dwhs) of the wing body (60). The platform (70) is a plate-shaped member that widens in a direction having a component perpendicular to the wing height direction (Dwh) from the end of the hub side (Dwhs) of the wing body (60).

[0050] On this platform (70), a gas pass surface (71) is formed that contacts the combustion gas (G) while facing the tip side (Dwht). The gas pass surface (71) is a surface that widens in a direction having a component perpendicular to the wing height direction (Dwh).

[0051] Here, the portion connecting to the gas pass surface (71) in the ventral side (61) and the portion connecting to the gas pass surface (71) in the ventral side (62) form the fillet portion (80). The ventral side (61) of the fillet portion (80) widens in a direction away from the ventral side (62) as it approaches the gas pass surface (71) in the wing height direction (Dwh). The ventral side (62) of the fillet portion (80) widens in a direction away from the ventral side (61) as it approaches the gas pass surface (71) in the wing height direction (Dwh).

[0052] (Shaft mounting part)

[0053] The shaft mounting portion (90) secures the platform (70) to the rotor shaft (41). The shaft mounting portion (90) has a shank (91) extending from the platform (70) in the wing height direction (Dwh) to the side opposite to the wing body (60), and a blade root (92) extending from the shank (91) in the wing height direction (Dwh) to the side opposite to the wing body (60). The cross-sectional shape of the blade root (92) forms a Christmas tree shape. This blade root (92) is fitted into the blade root groove (not shown) of the rotor shaft (41) (see FIG. 1).

[0054] Here, the rotor (50) has a rotor cooling passage (51) inside. A cooling fluid (A3) is supplied to the rotor cooling passage (51) from the outside of the rotor (50). The rotor (50) is cooled by the cooling fluid (A3) flowing through the rotor cooling passage (51).

[0055] In this embodiment, the cooling fluid (A3) is a part of the compressed air (A2) introduced from the compressor (1) into the intermediate casing (2). The compressed air (A2) as the cooling fluid (A3) is supplied into the rotor blade cooling passage (51) through a cooling fluid introduction path (not shown) formed inside the rotor shaft (41).

[0056] The wing cooling passage (51) is composed of a plurality of cooling passages (63) formed inside the wing body (60), a plurality of platform cooling passages (75) formed inside the platform (70), and a plurality of shaft mounting cooling passages (93) formed in the shaft mounting part (90).

[0057] Details of the cooling passage (63) will be described later. The platform cooling passage (75) and the shaft mounting cooling passage (93) each extend in the wing height direction (Dwh). One shaft mounting cooling passage (93) and one or more of the platform cooling passages (75) are connected.

[0058] The shaft mounting cooling passage (93) has a fluid inlet (93a) that opens toward the rotor shaft (41) from the hub side (Dwhs). The fluid inlet (93a) is connected to the cooling fluid introduction path. The cooling fluid (A3) flowing in from the cooling fluid introduction path flows into the shaft mounting part (90) through this fluid inlet (93a).

[0059] The cooling fluid (A3) flowing through the shaft mounting cooling passage (93) flows into the platform cooling passage (75) of the platform (70). The cooling fluid (A3) flowing through the platform cooling passage (75) flows into the cooling passage (63) to cool the wing body (60).

[0060] The wing body (60) described above will be explained in more detail.

[0061] As shown in FIGS. 3 and 4, among the six cooling passages (63) of the wing body (60), the front cooling passage (64) on the leading edge (60a) side is called the first cooling passage (631). The cooling passage (63) adjacent to the trailing edge (60b) side of the first cooling passage (631) is called the second cooling passage (632). Also, the cooling passage (63) adjacent to the trailing edge (60b) side of the second cooling passage (632) is called the third cooling passage (633). Also, the cooling passage (63) adjacent to the trailing edge (60b) side of the third cooling passage (633) is called the fourth cooling passage (634). Also, the cooling passage (63) adjacent to the trailing edge (60b) side of the fourth cooling passage (634) is called the fifth cooling passage (635). Also, the cooling passage (63) adjacent to the rear edge (60b) of the fifth cooling passage (635) is called the sixth cooling passage (636). The sixth cooling passage (636) is the rear cooling passage (65) on the rear edge (60b) side among the six cooling passages (63).

[0062] In this embodiment, among the plurality of sets (5 sets) obtained by selecting two adjacent cooling passages (63) from six cooling passages (63) (first cooling passage (631) to sixth cooling passage (636)) arranged in the camber line direction (Dlc), at least one set of cooling passages (63) is connected to each other. Additionally, in FIGS. 3 and 4, the illustration of the adjacent cooling passages (63) being connected to each other is omitted.

[0063] Among the six cooling passages (63), a front cooling passage (64) and one or more cooling passages (63) connected to the front cooling passage (64) in the direction of the camber line (DLC) form a front cooling passage group (63a). Additionally, among the six cooling passages (63), a rear cooling passage (65) located on the rearmost edge (60b) side and one or more cooling passages (63) connected to the rear cooling passage (65) in the direction of the camber line (DLC) form a rear cooling passage group (63b).

[0064] In this embodiment, a front cooling passage group (63a) is formed by a first cooling passage (631) and a second cooling passage (632) as a front cooling passage (64). Additionally, a rear cooling passage group (63b) is formed by a third cooling passage (633), a fourth cooling passage (634), a fifth cooling passage (635), and a sixth cooling passage (636) as a rear cooling passage (65).

[0065] Accordingly, the cooling passage (63) within the wing body (60) is configured with a front cooling passage group (63a) and a rear cooling passage group (63b). In this embodiment, the third cooling passage (633) and the fourth cooling passage (634) are connected to the platform cooling passage (75) at the end of the hub side (Dwhs) in the wing height direction (Dwh).

[0066] Here, the distance between the inner surface of each cooling passage (63) and the ventral surface (62) is referred to as the "ventral wall thickness (Wn)," and the distance between the inner surface of each cooling passage (63) and the ventral surface (61) is referred to as the "ventral wall thickness (Wp)." The ventral wall thickness (Wn) of this embodiment represents the shortest distance between the inner surface of the cooling passage (63) and the ventral surface (62), and the ventral wall thickness (Wp) represents the shortest distance between the inner surface of the cooling passage (63) and the ventral surface (61).

[0067] As shown in FIG. 4, in this embodiment, the back wall thickness (Wn) in the first cooling passage (631) is referred to as the "first back wall thickness (Wn1)," and the ventral wall thickness (Wp) in the first cooling passage (631) is referred to as the "first ventral wall thickness (Wp1)." Also, the back wall thickness (Wn) in the second cooling passage (632) is referred to as the "second back wall thickness (Wn2)," and the ventral wall thickness (Wp) in the second cooling passage (632) is referred to as the "second ventral wall thickness (Wp2)." Additionally, the back wall thickness (Wn) in the third cooling passage (633) is referred to as the "third back wall thickness (Wn3)," and the ventral wall thickness (Wp) in the third cooling passage (633) is referred to as the "third ventral wall thickness (Wp3)." Also, the back wall thickness (Wn) in the fourth cooling passage (634) is referred to as the "fourth back wall thickness (Wn4)," and the ventral wall thickness (Wp) in the fourth cooling passage (634) is referred to as the "fourth ventral wall thickness (Wp4)." Also, the back wall thickness (Wn) in the fifth cooling passage (635) is referred to as the "fifth back wall thickness (Wn5)," and the ventral wall thickness (Wp) in the fifth cooling passage (635) is referred to as the "fifth ventral wall thickness (Wp5)." Also, the back wall thickness (Wn) in the sixth cooling passage (636) is referred to as the "sixth back wall thickness (Wn6)," and the ventral wall thickness (Wp) in the sixth cooling passage (636) is referred to as the "sixth ventral wall thickness (Wp6)."

[0068] Also, the ratio of the ventral wall thickness (Wp) to the dorsal wall thickness (Wn) is called the "ventral / ventral wall thickness ratio (Rpn)." The ventral / ventral wall thickness ratio (Rpn) is obtained by dividing the ventral wall thickness (Wp) by the dorsal wall thickness (Wn).

[0069] In this embodiment, the abdominal / rear wall thickness ratio (Rpn) (first abdominal wall thickness (Wp1) / first rear wall thickness (Wn1)) in the first cooling passage (631) is referred to as the "first abdominal / rear wall thickness ratio (Rpn1)". Also, the abdominal / rear wall thickness ratio (Rpn) (second abdominal wall thickness (Wp2) / second rear wall thickness (Wn2)) in the second cooling passage (632) is referred to as the "second abdominal / rear wall thickness ratio (Rpn2)". Also, the abdominal / rear wall thickness ratio (Rpn) (third abdominal wall thickness (Wp3) / third rear wall thickness (Wn3)) in the third cooling passage (633) is referred to as the "third abdominal / rear wall thickness ratio (Rpn3)". Also, the abdominal / abdominal wall thickness ratio (Rpn) (fourth abdominal wall thickness (Wp4) / fourth abdominal wall thickness (Wn4)) in the fourth cooling passage (634) is referred to as the "fourth abdominal / abdominal wall thickness ratio (Rpn4)". Also, the abdominal / abdominal wall thickness ratio (Rpn) (fifth abdominal wall thickness (Wp5) / fifth abdominal wall thickness (Wn5)) in the fifth cooling passage (635) is referred to as the "fifth abdominal / abdominal wall thickness ratio (Rpn5)". Also, the abdominal / abdominal wall thickness ratio (Rpn) (sixth abdominal wall thickness (Wp6) / sixth abdominal wall thickness (Wn6)) in the sixth cooling passage (636) is referred to as the "sixth abdominal / abdominal wall thickness ratio (Rpn6)".

[0070] Also, as shown in FIG. 5, the wing height from the position of the gas pass surface (71) of the platform (70) to the position of the tip side leading edge (Tip) of the wing body (60) that extends in the wing height direction (Dwh) while being connected to the gas pass surface (71) is set to 100%. At this time, the position within the range of 5 to 15% of the wing height from the position of the gas pass surface (71) is called the "hub side position (Ph)," the position within the range of 25 to 35% of the wing height from the position of the gas pass surface (71) is called the "intermediate position (Pm)," and the position within the range of 90 to 100% of the wing height from the position of the gas pass surface (71) is called the "tip side position (Pt)."

[0071] Additionally, the area between the hub-side position (Ph) and the intermediate position (Pm) that does not include the intermediate position (Pm) is referred to as the "hub-side area (Rh)," and the area between the intermediate position (Pm) and the tip-side position (Pt) that includes the intermediate position (Pm) is referred to as the "tip-side area (Rt)." In this embodiment, the hub-side position (Ph) is the 10% position, the intermediate position (Pm) is the 30% position, and the tip-side position (Pt) is the 95% position. Accordingly, in this embodiment, the hub-side area (Rh) is an area of ​​10% or more and less than 30%, and the tip-side area (Rt) is an area of ​​30% or more and less than 95%.

[0072] Hereinafter, with reference to FIGS. 5 to 9, the ventral wall thickness (Wp), ventral wall thickness (Wn), and ventral / ventral wall thickness ratio (Rpn) in each cooling passage (63) of the wing body (60) in the wing height direction (Dwh) will be described.

[0073] As shown in FIG. 5, in order to show the trends of the ventral wall thickness (Wp), ventral wall thickness (Wn), and ventral / ventral wall thickness ratio (Rpn) in each cooling passage (63) in the wing cross-section when the wing body (60) is virtually cut in a direction perpendicular to the wing height direction (Dwh), the space between the position of the gas pass surface (71) (0%) and the position of the tip side end (Tip) (100%) is divided into equal intervals. In this embodiment, the space between the position of the gas pass surface (71) and the position of the tip side end (Tip) is divided into 20 equal parts at 5% intervals.

[0074] In this embodiment, the position of the gas pass surface (71), that is, the position (0%) of the end of the hub side (Dwhs) of the wing body (60), is referred to as the "reference position (P0)." Also, the position 5% from the reference position (P0) is referred to as the "first position (P1)." Also, the position 10% from the reference position (P0) is referred to as the "second position (P2)." Also, the position 15% from the reference position (P0) is referred to as the "third position (P3)." Also, the position 20% from the reference position (P0) is referred to as the "fourth position (P4)." Also, the position 25% from the reference position (P0) is referred to as the "fifth position (P5)." Also, the position 30% from the reference position (P0) is referred to as the "sixth position (P6)." Also, the position 35% from the reference position (P0) is referred to as the "seventh position (P7)." Also, the position 40% from the reference position (P0) is referred to as the "8th position (P8)". Also, the position 45% from the reference position (P0) is referred to as the "9th position (P9)". Also, the position 50% from the reference position (P0) is referred to as the "10th position (P10)". Also, the position 55% from the reference position (P0) is referred to as the "11th position (P11)". Also, the position 60% from the reference position (P0) is referred to as the "12th position (P12)". Also, the position 65% from the reference position (P0) is referred to as the "13th position (P13)". Also, the position 70% from the reference position (P0) is referred to as the "14th position (P14)". Also, the position 75% from the reference position (P0) is referred to as the "15th position (P15)". Additionally, the position at 80% from the reference position (P0) is referred to as "Position 16 (P16)." Also, the position at 85% from the reference position (P0) is referred to as "Position 17 (P17)." Also, the position at 90% from the reference position (P0) is referred to as "Position 18 (P18)." Also, the position at 95% from the reference position (P0) is referred to as "Position 19 (P19)." Furthermore, the position at 100% from the reference position (P0), that is, the position of the tip-side end (Ti), is referred to as "Tip Position (P20)."

[0075] Accordingly, in this embodiment, the second position (P2) is the hub-side position (Ph), the sixth position (P6) is the intermediate position (Pm), and the ninth position (P19) is the tip-side position (Pt).

[0076] In the following drawings, the "reference thickness" indicated by solid scale lines in each graph of the ventral wall thickness (Wp) and ventral wall thickness (Wn) represents the same thickness (dimension). Furthermore, the dimensions corresponding to the spacing between scale lines in each graph of the ventral wall thickness (Wp) and ventral wall thickness (Wn) shown in the drawings are the same in both graphs.

[0077] As shown in FIGS. 6 and 7, the first ventral wall thickness (Wp1) in the first cooling passage (631) increases as it moves from the tip side position (Pt) toward the middle position (Pm), reaches a maximum at the middle position (Pm), and decreases as it moves from the middle position (Pm) toward the hub side position (Ph).

[0078] As shown in FIGS. 6 and 8, the first ventral wall thickness (Wn1) in the first cooling passage (631) increases monotonically from the tip-side position (Pt) toward the hub-side position (Ph). The first ventral wall thickness (Wp1) at the intermediate position (Pm) in the first cooling passage (631) as the pre-cooling passage (64) is greater than any position other than the intermediate position (Pm) among the first ventral wall thicknesses (Wp1) for the first cooling passage (631) in the wing height direction (Dwh).

[0079] As shown in FIG. 6, the first abdominal / belly wall thickness ratio (Rpn1) of the tip side region (Rt) changes according to the change in the wing height direction (Dwh).

[0080] Meanwhile, the first abdominal / ventral wall thickness ratio (Rpn1) of the hub-side region (Rh) decreases as it moves from the intermediate position (Pm) toward the hub side (Dwhs) in the wing height direction (Dwh).

[0081] That is, in the first cooling passage (631), the first ventral wall thickness (Wp1) at any position in the wing height direction (Dwh) of the hub-side region (Rh) is smaller than the first ventral wall thickness (Wp1) at any position in the wing height direction (Dwh) of the tip-side region (Rt). Also, in the first cooling passage (631), the first ventral / backward wall thickness ratio (Rpn1) at any position in the wing height direction (Dwh) of the hub-side region (Rh) is smaller than the first ventral / backward wall thickness ratio (Rpn1) at any position in the wing height direction (Dwh) of the tip-side region (Rt).

[0082] Furthermore, the average first double / fowler wall thickness ratio (Rpn1) in the wing height direction (Dwh) of the hub-side region (Rh) is smaller than the average first double / fowler wall thickness ratio (Rpn1) in the wing height direction (Dwh) of the tip-side region (Rt). Additionally, the ratio of the change in the first double / fowler wall thickness ratio (Rpn1) to the change in the wing height direction (Dwh) in the hub-side region (Rh) is greater than the ratio of the change in the first double / fowler wall thickness ratio (Rpn1) to the change in the wing height direction (Dwh) in the tip-side region (Rt).

[0083] Here, the first abdominal / rear wall thickness ratio (Rpn1) at the second position (P2) (hub side position (Ph)) is 74%, and the first abdominal / rear wall thickness ratio (Rpn1) at the third position (P3) is 80%. Accordingly, the wing body (60) includes a portion of the hub side region (Rh) in the first cooling passage (631) and has a portion where the first abdominal / rear wall thickness ratio (Rpn1) is less than 80%.

[0084] As shown in FIGS. 7 and 8, the respective ventral wall thicknesses (Wp) (second ventral wall thickness (Wp2) to sixth ventral wall thickness (Wp6)) and each ventral wall thickness (Wn) (second ventral wall thickness (Wn2) to sixth ventral wall thickness (Wn6)) of the second cooling passage (632) to the sixth cooling passage (636) all increase monotonically from the tip side position (Pt) toward the hub side position (Ph).

[0085] In FIG. 9, a list of abdomen / belly wall thickness ratios (Rpn) in the wing height direction (Dwh) is shown at each position (second position (P2) to 19th position (P19)) of each cooling passage (63) (first cooling passage (631) to sixth cooling passage (636)). Among the abdomen / belly wall thickness ratios (Rpn), the portion (position) showing an abdomen / belly wall thickness ratio (Rpn) of 100% or more is surrounded by a circle.

[0086] As shown in FIG. 9, the portion of the belly / belly wall thickness ratio (Rpn) of each cooling passage (63) (first cooling passage (631) and second cooling passage (632)) included in the front cooling passage group (63a) and each position (second position (P2) to 19th position (P19)) in the wing height direction (Dwh) that is 100% or more is greater than the portion of the belly / belly wall thickness ratio (Rpn) of each cooling passage (63) (third cooling passage (633) to sixth cooling passage (636)) included in the rear cooling passage group (63b) and each position in the wing height direction (Dwh) that is 100% or more.

[0087] Here, as shown in FIGS. 7 and 8, the ventral wall thickness (Wp) (first ventral wall thickness (Wp1), second ventral wall thickness (Wp2)) and ventral wall thickness (Wn) (first ventral wall thickness (Wn1), second ventral wall thickness (Wn2)) at any one position in the wing height direction (Dwh) of the hub side region (Rh) in the front cooling passage group (63a) decrease as they move from the cooling passage (63) (second cooling passage (632)) located on the rearmost edge (60b) among the cooling passages (63) arranged in the camber line direction (Dlc) in the front cooling passage group (63a) toward the front cooling passage (64) (first cooling passage (631)).

[0088] Additionally, the ventral wall thickness (Wp) (third ventral wall thickness (Wp3) to sixth ventral wall thickness (Wp6)) and the ventral wall thickness (Wn) (third ventral wall thickness (Wn3) to sixth ventral wall thickness (Wn6)) at any one position in the wing height direction (Dwh) of the hub side area (Rh) in the rear cooling passage group (63b) decrease as one moves from the cooling passage (63) (third cooling passage (633)) located on the side of the leading edge (60a) among the cooling passages (63) arranged in the camber line direction (Dlc) in the rear cooling passage group (63b) toward the rear cooling passage (65) (sixth cooling passage (636)).

[0089] (Effective effects)

[0090] During the operation of the gas turbine (100), the blade body (60) of the rotor (50) and the platform (70) connected to the blade body (60) are exposed to high-temperature, high-pressure combustion gas (G). Due to this combustion gas (G), the blade body (60) and the platform (70) undergo thermal expansion. Since the platform (70) is connected to the blade body (60), free thermal expansion is restricted by the blade body (60). That is, the thermal expansion of the platform (70) is constrained by the blade body (60).

[0091] Additionally, among the ventral side (61) and the ventral side (62) of the wing body (60) having a wing-shaped cross-section, the ventral side (62) has a higher heat load due to combustion gas (G). Because of this, the ventral side (62) is thermally elongated more than the ventral side (61), and the wing body (60) may be deformed so that the leading edge (60a) and the trailing edge (60b) become closer in the axial direction (Da).

[0092] For this reason, in the platform (70), higher thermal stress occurs near the connection portion with the ventral side (61) of the wing body (60) than near the connection portion with the ventral side (62). As a result, there is a possibility that the platform (70) may be damaged. In particular, thermal stress is concentrated near the connection portion with the leading edge (60a) on the ventral side (61) of the wing body (60) in the platform (70), and there is a high probability that damage will occur in this area.

[0093] According to the configuration of the wing (50) in the above embodiment, the first double / fowler wall thickness ratio (Rpn1) at any one position in the wing height direction (Dwh) of the hub side region (Rh) in the first cooling passage (631) is smaller than the first double / fowler wall thickness ratio (Rpn1) at any one position in the wing height direction (Dwh) of the tip side region (Rt).

[0094] Thus, since the rigidity of the ventral side (61) of the wing body (60) can be reduced compared to the rigidity of the ventral side (62), the ventral side (61) of the wing body (60) can relieve the constraint on thermal elongation of the platform compared to the ventral side (62). In particular, the rigidity of the leading edge (60a) on the ventral side (61) of the wing body (60) can be reduced compared to the ventral side (62) of the wing body (60). Therefore, since the thermal stress generated near the connection portion with the ventral side (61) of the wing body (60) on the platform (70) can be reduced, the durability of the wing (50) can be improved.

[0095] Additionally, the average double / rear wall thickness ratio (Rpn) in the hub-side region (Rh) of the first cooling passage (631) is smaller than the average double / rear wall thickness ratio (Rpn) in the tip-side region (Rt) of the first cooling passage (631). This allows the rigidity of the ventral side (61) of the wing body (60) to be reduced in good balance. In particular, the rigidity of the leading edge (60a) on the ventral side (61) of the wing body (60) can be reduced in good balance.

[0096] In addition, the portion of the belly / belly wall thickness ratio (Rpn) at each cooling passage (63) of the front cooling passage group (63a) and at each multiple position in the wing height direction (Dwh) that is 100% or more is greater than the portion of the belly / belly wall thickness ratio (Rpn) at each cooling passage (63) of the rear cooling passage group (63b) and at each multiple position in the wing height direction (Dwh) that is 100% or more. By doing so, the rigidity of the wing body (60) on the leading edge (60a) side can be increased compared to the rear cooling passage group (63b).

[0097] Additionally, the ventral wall thickness (Wp) at any position in the wing height direction (Dwh) of the hub side region (Rh) in the front cooling passage group (63a) decreases as it moves from the cooling passage (63) located on the side of the furthest end (60b) in the front cooling passage group (63a) toward the front cooling passage (64). That is, the ventral wall thickness (Wp) in the first cooling passage (631) is smaller than the ventral wall thickness (Wp) in the second cooling passage (632). As a result, the rigidity of the wing body (60) at any position in the hub side region (Rh) of the front cooling passage group (63a) decreases as it moves from the cooling passage (63) located on the side of the furthest end (60b) in the front cooling passage group (63a) toward the front cooling passage (64).

[0098] Additionally, the ventral wall thickness (Wp) at any position in the wing height direction (Dwh) of the hub side region (Rh) in the rear cooling passage group (63b) decreases as it moves from the cooling passage (63) located on the side of the leading edge (60a) in the rear cooling passage group (63b) toward the rear cooling passage (65). That is, the ventral wall thickness (Wp) decreases in the order of the third cooling passage (633), the fourth cooling passage (634), the fifth cooling passage (635), and the sixth cooling passage (636). As a result, the rigidity of the wing body (60) at any position in the hub side region (Rh) of the rear cooling passage group (63b) decreases as it moves from the cooling passage (63) located on the side of the leading edge (60a) in the rear cooling passage group (63b) toward the rear cooling passage (65).

[0099] Additionally, in the first cooling passage (631), the thickness of the ventral wall (Wp) at any one location of the hub side region (Rh) is smaller than the thickness of the ventral wall (Wp) at any one location of the tip side region (Rt). As a result, the stiffness of the hub side region (Rh) on the ventral side (61) side of the wing body (60) is lower than the stiffness of the tip side region (Rt) on the ventral side (61) side of the wing body (60). That is, the ventral side (61) side of the wing body (60) can relieve the constraint on thermal expansion of the platform. Therefore, since the thermal stress generated near the connection portion with the ventral side (61) of the wing body (60) on the platform (70) can be reduced, the durability of the wing (50) can be improved.

[0100] Additionally, in each cooling passage (63) (first cooling passage (631) to sixth cooling passage (636)), among the back wall thicknesses (Wn) at multiple positions in the wing height direction (Dwh), the back wall thickness (Wn) at the tip side position (Pt) is minimum, and the back wall thickness (Wn) at the hub side position (Ph) is maximum. Thus, at the hub side position (Ph) of the wing body (60), the centrifugal load applied to the wing body (60) at the tip side (Dwht) is supported compared to the hub side position (Ph).

[0101] In addition, since the back wall thickness (Wn) in each cooling passage (63) (first cooling passage (631) to sixth cooling passage (636)) gradually increases from the tip side position (Pt) toward the hub side position (Ph), at each position in the wing body (60), the centrifugal load applied to the wing body (60) at the tip side (Dwht) is greater than at that position.

[0102] [Other embodiments]

[0103] Although embodiments of the present disclosure have been described in detail with reference to the drawings, the specific configuration is not limited to the configuration of the embodiments, and additions, omissions, substitutions, and other changes to the configuration are possible within the scope of the gist of the present disclosure. Furthermore, the present disclosure is not limited by the embodiments but is limited only by the claims.

[0104] In addition, in the above embodiment, the first ventral wall thickness (Wp1) in the first cooling passage (631) increases as it moves from the tip side position (Pt) toward the middle position (Pm), reaches a maximum at the middle position (Pm), and decreases as it moves from the middle position (Pm) toward the hub side position (Ph), but is not limited to the first cooling passage (631).

[0105] The thickness of the ventral wall (Wp) in all or at least one of the second cooling passage (632), third cooling passage (633), fourth cooling passage (634), fifth cooling passage (635), and sixth cooling passage (636) may increase as it goes from the tip side position (Pt) toward the middle position (Pm), become maximum at the middle position (Pm), and decrease as it goes from the middle position (Pm) toward the hub side position (Ph).

[0106] Accordingly, in the cooling passage (63), the double / fowler wall thickness ratio (Rpn) at any one location in the hub-side region (Rh) is smaller than the double / fowler wall thickness ratio (Rpn) at any one location in the tip-side region (Rt). Also, the average double / fowler wall thickness ratio (Rpn) in the hub-side region (Rh) is smaller than the average double / fowler wall thickness ratio (Rpn) in the tip-side region (Rt). Furthermore, regardless of the location, the ratio of the change in the double / fowler wall thickness ratio (Rpn) to the change in the wing height direction (Dwh) in the hub-side region (Rh) is greater than the ratio of the change in the double / fowler wall thickness ratio (Rpn) to the change in the wing height direction (Dwh) in the tip-side region (Rt).

[0107] Additionally, among the ventral wall thicknesses (Wp) for each of the one or more cooling passages (63) and for each of the multiple positions in the wing height direction (Dwh), the ventral wall thickness (Wp) at the hub-side position (Ph) in one of the cooling passages (63) may be the minimum.

[0108] Also, in the embodiment, the first ventral wall thickness (Wp1) is maximum at the intermediate position (Pm). In other words, the position where the first ventral wall thickness (Wp1) is maximum in the wing height direction (Dwh) is the intermediate position (Pm). The position where the first ventral wall thickness (Wp1) is maximum in the wing height direction (Dwh), i.e., the intermediate position (Pm), is not limited to a position at 30% of the wing height from the platform (70) as in the present embodiment, but can be a position at 25% to 35% of the wing height from the platform (70).

[0109] [Appendix]

[0110] The rotor described in the above embodiment and the gas turbine equipped with it are understood, for example, as follows.

[0111] (1) In the first embodiment, the wing (50) has a wing body (60) that extends in the wing height direction (Dwh) having a cross-section that forms a wing shape and a directional component perpendicular to the cross-section, and a platform (70) provided at the end of the hub side (Dwhs) among the tip side (Dwht) in the wing height direction (Dwh) and the hub side (Dwhs) opposite to the tip side (Dwht) in the wing body (60). The wing body (60) has a leading edge (60a) and a trailing edge (60b) that extend in the wing height direction (Dwh) and face opposite sides, a ventral side (61) and a ventral side (62) that extend in the wing height direction (Dwh) and connect the leading edge (60a) and the trailing edge (60b) and face opposite sides, and the ventral side (61) and the It has one or more cooling passages (63) located between the ventral sides (62) and extending in the wing height direction (Dwh), wherein the distance between the inner surface of the one or more cooling passages (63) and the ventral side (62) is the ventral wall thickness (Wn), the distance between the inner surface of the one or more cooling passages (63) and the ventral side (61) is the ventral wall thickness (Wp), the ratio of the ventral wall thickness (Wp) to the ventral wall thickness (Wn) is the ventral / ventral wall thickness ratio (Rpn), the position at 5~15% of the wing height, which is the distance from the platform (70) to the end of the tip side (Dwht) of the wing body (60), is the hub side position (Ph), the position at 25~35% of the wing height from the platform (70) is the intermediate position (Pm), and the position at 90~100% of the wing height from the platform (70) The belly / belly wall thickness ratio (Rpn) at any one position in the wing height direction (Dwh) of the hub side region (Rh) between the hub side position (Ph) and the intermediate position (Pm) in any one of the one or more cooling passages (63), which is the tip side position (Pt), is,It is smaller than the abdominal / ventral wall thickness ratio (Rpn) at any one position in the wing height direction (Dwh) of the tip-side region (Rt) between the intermediate position (Pm) and the tip-side position (Pt).

[0112] Thus, since the rigidity of the ventral side (61) of the wing body (60) can be reduced compared to the rigidity of the ventral side (62), the ventral side (61) of the wing body (60) can be restrained from constraining the platform more than the ventral side (62).

[0113] (2) In the second embodiment, the wing (50) is the wing (50) of (1), and the average double / double wall thickness ratio (Rpn) in the hub side region (Rh) may be smaller than the average double / double wall thickness ratio (Rpn) in the tip side region (Rt).

[0114] Thus, the rigidity of the ventral side (61) of the wing body (60) can be reduced to a good balance.

[0115] (3) In the third embodiment, the wing (50) is the wing (50) of (1) or (2), and the ratio of the change in the belly / belly wall thickness ratio (Rpn) to the change in the wing height direction (Dwh) in the hub side region (Rh) may be greater than the ratio of the change in the belly / belly wall thickness ratio (Rpn) to the change in the wing height direction (Dwh) in the tip side region (Rt).

[0116] (4) In the fourth embodiment, the wing (50) is one of the wing (50) from (1) to (3), and the one or more cooling passages (63) have four or more cooling passages (63) arranged in the direction of the camber line (Dlc) where the camber line (Lca) of the wing body (60) extends, and among the four or more cooling passages (63), at least the front cooling passage (64) located on the side of the leading edge (60a) may be one of the cooling passages (63).

[0117] Thus, the thermal stress generated near the connection portion between the ventral side (61) of the wing body (60) and the leading edge (60a) of the platform (70) can be reduced.

[0118] (5) In the fifth embodiment, the wing (50) is the wing (50) of (4), and the ventral wall thickness (Wp) at the intermediate position (Pm) in the pre-cooling passage (64) may be greater than any position other than the intermediate position (Pm) in the wing height direction (Dwh) which is the largest among the ventral wall thicknesses (Wp) for the pre-cooling passage (64).

[0119] (6) The wing (50) in the sixth embodiment may be the wing (50) of (4) or (5), and may include a portion of the hub side area (Rh) in the one cooling passage (63), and may have a portion where the abdominal / rear wall thickness ratio (Rpn) is less than 80%.

[0120] (7) In the seventh embodiment, the wing (50) is any one of (4) to (6) of the wing (50), wherein among the four or more cooling passages (63), the front cooling passage (64) and one or more cooling passages (63) connected to the front cooling passage (64) form a front cooling passage group (63a), and among the four or more cooling passages (63), the rear cooling passage (65) located closest to the rear edge (60b) and one or more cooling passages (63) connected to the rear cooling passage (65) form a rear cooling passage group (63b), and for each of the plurality of cooling passages (63) included in the front cooling passage group (63a), and for each of the plurality of positions in the wing height direction (Dwh), a portion of 100% or more of the belly / belly wall thickness ratio (Rpn) is one or more of the cooling passages included in the rear cooling passage group (63b). For each passage (63), the ratio of the abdominal / belly wall thickness (Rpn) at each of the plurality of positions in the wing height direction (Dwh) may be greater than 100%.

[0121] Thus, the rigidity of the wing body (60) on the leading edge (60a) side can be increased compared to the rear cooling passage group (63b).

[0122] (8) In the eighth embodiment, the wing (50) is one of the wing (50) from (4) to (6), and among the four or more cooling passages (63), the front cooling passage (64) and one or more cooling passages (63) connected to the front cooling passage (64) form a front cooling passage group (63a), and the front cooling passage group (63a) may have a front wall thickness (Wp) at any one position in the wing height direction (Dwh) of the hub side area (Rh) in the front cooling passage group (63a) become smaller as it faces the front cooling passage (64).

[0123] Thus, the rigidity of the wing body (60) at any one position in the wing height direction (Dwh) of the hub side area (Rh) in the front cooling passage group (63a) decreases as it moves from the cooling passage (63) located on the side of the rearmost edge (60b) in the front cooling passage group (63a) toward the front cooling passage (64).

[0124] (9) In the ninth embodiment, the wing (50) is the wing (50) of (8), and among the four or more cooling passages (63), the rear cooling passage (65) located closest to the rear edge (60b) and one or more cooling passages (63) connected to the rear cooling passage (65) form a rear cooling passage group (63b), and the rear wall thickness (Wp) at any one position in the wing height direction (Dwh) of the hub side area (Rh) in the rear cooling passage group (63b) may decrease as it faces the rear cooling passage (65).

[0125] Thus, the rigidity of the wing body (60) at any position in the wing height direction (Dwh) of the hub side area (Rh) in the rear cooling passage group (63b) decreases as it moves from the cooling passage (63) located on the side of the leading edge (60a) in the rear cooling passage group (63b) toward the rear cooling passage (65).

[0126] (10) In the tenth embodiment, the wing (50) has a wing body (60) that extends in the wing height direction (Dwh) having a cross-section that forms a wing shape and a directional component perpendicular to the cross-section, and a platform (70) provided at the end of the hub side (Dwhs) among the tip side (Dwht) in the wing height direction (Dwh) and the hub side (Dwhs) opposite to the tip side (Dwht) in the wing height direction (Dwh). The wing body (60) has a leading edge (60a) and a trailing edge (60b) that extend in the wing height direction (Dwh) and face opposite sides, a ventral side (61) and a ventral side (62) that extend in the wing height direction (Dwh) and face opposite sides while connecting the leading edge (60a) and the trailing edge (60b), and the ventral side (61) and the It has one or more cooling passages (63) located between the ventral surfaces (62) and extending in the wing height direction (Dwh), wherein the distance between the inner surface of the one or more cooling passages (63) and the ventral surface (62) is the ventral wall thickness (Wn), and the distance between the inner surface of the one or more cooling passages (63) and the ventral surface (61) is the ventral wall thickness (Wp), and the position at 5~15% of the wing height, which is the distance from the platform (70) to the end of the tip side (Dwht) in the wing body (60), is the hub side position (Ph), the position at 25~35% of the wing height from the platform (70) is the intermediate position (Pm), and the position at 90~100% of the wing height from the platform (70) is the tip side position (Pt), and in any one of the one or more cooling passages (63), the hub side The ventral wall thickness (Wp) at any one position in the wing height direction (Dwh) of the hub-side region (Rh) between position (Ph) and the intermediate position (Pm) is,It is smaller than the ventral wall thickness (Wp) at any one position in the wing height direction (Dwh) of the tip-side region (Rt) between the intermediate position (Pm) and the tip-side position (Pt).

[0127] Thus, since the rigidity of the hub side region (Rh) on the ventral side (61) of the wing body (60) is lower than the rigidity of the tip side region (Rt) on the ventral side (61) of the wing body (60), the restriction on thermal expansion of the platform (70) by the ventral side (61) of the wing body (60) can be relaxed.

[0128] (11) In the first embodiment, the wing (50) is any one of (1) to (10) of the wing (50), and among the rear wall thicknesses (Wn) at each of the plurality of positions in the wing height direction (Dwh) in the one cooling passage (63), the rear wall thickness (Wn) at the tip side position (Pt) may be minimum and the rear wall thickness (Wn) at the hub side position (Ph) may be maximum.

[0129] Thus, at the hub side position (Ph) in the wing body (60), the centrifugal load applied to the wing body (60) at the tip side (Dwht) is supported compared to the hub side position (Ph).

[0130] (12) In the 12th embodiment, the wing (50) is the wing (50) of (11), and the thickness of the back wall (Wn) in the one cooling passage (63) may gradually increase from the tip side position (Pt) toward the hub side position (Ph).

[0131] Thus, at each position in the wing body (60), the centrifugal load applied to the wing body (60) on the tip side (Dwht) can be supported more than at that position.

[0132] (13) In the 13th embodiment, the gas turbine (100) has a plurality of rotor blades (50) of any one of (1) to (12), a rotor shaft (41) that is rotatable around an axis (Ar) and has a plurality of rotor blades (50) on its outer circumference, and a gas turbine casing (101) that covers the plurality of rotor blades (50) and the rotor shaft (41).

[0133] Industrial applicability

[0134] According to the present disclosure, the durability of the wing can be increased. Explanation of the symbols

[0135] 1… Compressor 2… Intermediate Casing 3… Combustor 4… Turbine 10… Compressor Rotor 11… Compressor Rotor Shaft 12… Compressor Blade Row 20… Compressor Casing 21… Compressor Casing Body 22… Compressor Static Blade Row 23… Air Inlet 40… Turbine Rotor 41… Rotor Shaft 42… Blade Row 43… Turbine Casing 44… Turbine Casing Body 45… Static Blade Row 50… Blade 51… Blade Cooling Passage 60… Blade Body 60a… Leading Edge 60b… Trailing Edge 61… Ventral Side 62… Rear Side 63… Cooling Passage 63a… Front Cooling Passage Group 63b… Rear Cooling Passage Group 64… Front Cooling Passage 65… Rear Cooling Passage 70… Platform 71… Gas Pass Surface 75… Platform Cooling Passage 80… Fillet Section 90… Shaft Mounting Section 91… Shank 92… Blade Root 93… Shaft Mounting Section Cooling Passage 93a… Fluid Inlet 100… Gas Turbine 101… Gas Turbine Casing 102… Gas turbine rotor 200… Generator 201… Output shaft 631… First cooling passage 632… Second cooling passage 633… Third cooling passage 634… Fourth cooling passage 635… Fifth cooling passage 636… Sixth cooling passage A1… Air A2… Compressed air A3… Cooling fluid Ar… Axial line Cg… Combustion gas flow path Da… Axial direction Dad… Axial downstream side Dau… Axial upstream side Dc… Circumferential direction Dr… Diameter direction Dri… Diameter inner side Dro… Diameter outer side Dlc… Camber line direction Dwh… Blade height direction Dwhs… Hub side Dwht… Tip side F… Fuel G… Combustion gas Lca… Camber line P0… Reference position P1… First position P2… Second position P3… Third position P4… Fourth position P5… Fifth position P6… Sixth position P7… Seventh position P8… Eighth position P9… Ninth position P10… Tenth position P11… Position 11 P12… Position 12 P13… Position 13 P14… Position 14 P15… Position 15 P16… Position 16 P17… Position 17 P18… Position 18 P19… Position 19 P20… Tip Position Ph… Hub Side Position Pm… Intermediate Position Pt… Tip Side Position Rh… Hub Side Area Rpn… Back / Back Wall Thickness Ratio Rpn1… 1st Back / Back Wall Thickness Rpn2… 2nd Back / Back Wall Thickness Rpn3… 3rd Back / Back Wall Thickness Rpn4… 4th Back / Back Wall Thickness Rpn5… 5th Back / Back Wall Thickness Rpn6… 6th Back / Back Wall Thickness Rt… Tip Side Area Tip… Tip Side Tip Wn… Back Wall Thickness Wn1… 1st Back Wall Thickness Wn2… 2nd Back WallThickness Wn3… 3rd dorsal wall thickness Wn4… 4th dorsal wall thickness Wn5… 5th dorsal wall thickness Wn6… 6th dorsal wall thickness Wp… Ventral wall thickness Wp1… 1st ventral wall thickness Wp2… 2nd ventral wall thickness Wp3… 3rd ventral wall thickness Wp4… 4th ventral wall thickness Wp5… 5th ventral wall thickness Wp6… 6th ventral wall thickness

Claims

Claim 1 A wing body extending in the wing height direction having a cross-section that forms a wing shape and a directional component perpendicular to the cross-section, and a platform provided at the end of the hub side among the tip side and the hub side opposite to the tip side in the wing height direction of the wing body, wherein the wing body has a leading edge and a trailing edge extending in the wing height direction and facing opposite sides, a ventral side and a ventral side extending in the wing height direction and connecting the leading edge and the trailing edge while facing opposite sides, and one or more cooling passages located between the ventral side and the ventral side and extending in the wing height direction, wherein the distance between the inner surface of the one or more cooling passages and the ventral side is the ventral wall thickness, the distance between the inner surface of the one or more cooling passages and the ventral side is the ventral wall thickness, the ratio of the ventral wall thickness to the ventral wall thickness is the ventral / ventral wall thickness ratio, and 5 to 15% of the wing height, which is the distance from the platform to the end of the tip side of the wing body. The position is the hub-side position, the position at 25–35% of the wing height from the platform is the intermediate position, and the position at 90–100% of the wing height from the platform is the tip-side position, and in any one of the one or more cooling passages, the ratio of the ventral / belly wall thickness at any one position in the wing height direction of the hub-side region between the hub-side position and the intermediate position is smaller than the ratio of the ventral / belly wall thickness at any one position in the wing height direction of the tip-side region between the intermediate position and the tip-side position, and the one or more cooling passages have four or more cooling passages arranged in the direction of the camber line extending from the wing body, and among the four or more cooling passages, at least the front cooling passage located closest to the leading edge is the one cooling passage, and the ventral wall thickness in the front cooling passage isA moving wing that is maximized at the intermediate position in the wing height direction. Claim 2 In claim 1, among the four or more cooling passages, the thickness of the ventral wall of the cooling passage other than the pre-cooling passage gradually increases from the tip-side position toward the hub-side position. Claim 3 In claim 1, the average double / double wall thickness ratio in the hub-side region is smaller than the average double / double wall thickness ratio in the tip-side region. Claim 4 A wing according to any one of claims 1 to 3, wherein the ratio of the change in the belly / belly wall thickness ratio to the change in the wing height direction in the hub-side region is greater than the ratio of the change in the belly / belly wall thickness ratio to the change in the wing height direction in the tip-side region. Claim 5 A wing according to claim 1, comprising a portion of the hub-side region in the one cooling passage and having a portion where the belly / belly wall thickness ratio is less than 80%. Claim 6 In claim 1, among the four or more cooling passages, the front cooling passage and one or more cooling passages connected to the front cooling passage form a front cooling passage group, and among the four or more cooling passages, the rear cooling passage located closest to the rear edge and one or more cooling passages connected to the rear cooling passage form a rear cooling passage group, and for each of the plurality of cooling passages included in the front cooling passage group and for each of the plurality of positions in the wing height direction, a portion of the belly / belly wall thickness ratio of 100% or more is greater than the portion of the belly / belly wall thickness ratio of 100% or more for each of the plurality of cooling passages included in the rear cooling passage group and for each of the plurality of positions in the wing height direction. Claim 7 In claim 1, among the four or more cooling passages, the pre-cooling passage and one or more cooling passages connected to the pre-cooling passage form a front cooling passage group, and the ventral wall thickness at any one position in the wing height direction of the hub side region in the front cooling passage group decreases as it moves toward the pre-cooling passage from the cooling passage located at the rearmost side of the front cooling passage group. Claim 8 In claim 1, among the four or more cooling passages, the rear cooling passage located closest to the rear edge and one or more cooling passages connected to the rear cooling passage form a rear cooling passage group, and the ventral wall thickness at any one position in the wing height direction of the hub side region in the rear cooling passage group decreases as it moves from the cooling passage located closest to the leading edge in the rear cooling passage group toward the rear cooling passage. Claim 9 A wing according to any one of claims 1 to 3, wherein, among the rear wall thicknesses at each of the plurality of positions in the wing height direction in the single cooling passage, the rear wall thickness at the tip-side position is minimum and the rear wall thickness at the hub-side position is maximum. Claim 10 In claim 9, the thickness of the back wall in the one cooling passage is a moving wing that gradually increases from the tip-side position toward the hub-side position. Claim 11 A gas turbine comprising a plurality of rotor blades as described in any one of claims 1 to 3, claims 5 to 7, and claim 8, a rotor shaft rotatable about an axis and having a plurality of rotor blades arranged on its outer circumference, and a gas turbine casing covering the plurality of rotor blades and the rotor shaft. Claim 12 delete Claim 13 delete

Images