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학술연구/단체지원/교육 등 연구자 활동을 지속하도록 DBpia가 지원하고 있어요.
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연구자들이 자신의 연구와 전문성을 널리 알리고, 새로운 협력의 기회를 만들 수 있는 네트워킹 공간이에요.
논문 기본 정보
- 자료유형
- 학위논문
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- 2020
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이 논문의 연구 히스토리 (4)
2020
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- 연관 학술논문 또는 학술발표를 통해 보다 발전된 연구결과를 확인하실 수 있습니다.
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기후변화와 환경에 대한 관심이 증가하면서 발전설비 분야에서도 전원계획이 석탄과 원자력에서 신재생에너지와 천연가
스로 전환이 이루어지는 시점에 있다. 이러한 에너지전환의 흐름은 새로운 친환경 에너지원이 개발되거나 기존의 에너지를
친환경적으로 활용하는 새로운 기술이 개발되기 전까지 지속될 전망이다. 그러나 청정에너지인 천연가스를 연소하는 가스
터빈 설비에서도 질소산화물과 같은 환경오염 물질이 발생될수밖에 없으므로, 친환경적인 이용을 위하여 다양한 기술이 적
용되고 있다. 신기술로 최근에는 희박 예혼합화염을 가지는 DLN(dry low NOx) 연소기 방식이 주로 적용되고 있다.
본 연구에서는 DLN 연소방식을 적용하고 있는 가스터빈에서 연소기 단별 연료비율과 Pilot 화염종류 변화에 따른 질소
산화물 배출농도와 연소상태 변화를 분석하여 향후 최적 연소방식 기술적용을 위한 대한 방향을 모색하였다. 또한 화염상태에 따른 연소동압의 발생주파수와 발생시점을 분석하여 안정적인 설비운전 방안을 제시하였다. 이를 위해, 연소기 Pilot 노즐을 확산화염에서 예혼합화염으로 전환하여 운전하는 방식을 채택한 320MW급의 M501J 가스터빈을 대상으로 노즐별 연료비율을 변경하면서 연소상태 변화에 대한 실험을 시행하였다.
질소산화물 배출농도 변화에 대한 실험결과, 100MW 운전중 Pilot 노즐을 확산화염에서 예혼합화염으로 전환할 경우 배출농도는 75%까지 저감되는 것으로 나타났다. 또한 출력이 증가할수록 확산화염의 연료비율에 의한 영향이 더 크게 나타났다. 연소동압 변화에 대한 실험결과, 질소산화물 배출농도와는 반비례 관계로 나타났고 100MW에서 Pilot 노즐이 예혼합화염일 경우에 확산화염보다 연소동압은 20%정도 증가하였으며 발생되는 주파수도 더 높게 나타났다. 또한 출력이 증가할수록 발생되는 주파수도 더 높게 나타났다. 배기온도 변화에 대한 실험결과, 100MW에서 Pilot 노즐을 확산화염에서 예혼합화염으로 전환할 경우 조금 더 낮아지는 추세를 보였으나 큰 변화는 없었다. 100MW 이하 저출력에서는 Pilot 확산화염의 영향으로 온도가 상승하는 경향이 있었으나, 고출력일수록 Pilot 노즐의 연료비율이 감소하여 화염형식에 따른 온도변화 영향은 크게 나타나지 않았다.
스로 전환이 이루어지는 시점에 있다. 이러한 에너지전환의 흐름은 새로운 친환경 에너지원이 개발되거나 기존의 에너지를
친환경적으로 활용하는 새로운 기술이 개발되기 전까지 지속될 전망이다. 그러나 청정에너지인 천연가스를 연소하는 가스
터빈 설비에서도 질소산화물과 같은 환경오염 물질이 발생될수밖에 없으므로, 친환경적인 이용을 위하여 다양한 기술이 적
용되고 있다. 신기술로 최근에는 희박 예혼합화염을 가지는 DLN(dry low NOx) 연소기 방식이 주로 적용되고 있다.
본 연구에서는 DLN 연소방식을 적용하고 있는 가스터빈에서 연소기 단별 연료비율과 Pilot 화염종류 변화에 따른 질소
산화물 배출농도와 연소상태 변화를 분석하여 향후 최적 연소방식 기술적용을 위한 대한 방향을 모색하였다. 또한 화염상태에 따른 연소동압의 발생주파수와 발생시점을 분석하여 안정적인 설비운전 방안을 제시하였다. 이를 위해, 연소기 Pilot 노즐을 확산화염에서 예혼합화염으로 전환하여 운전하는 방식을 채택한 320MW급의 M501J 가스터빈을 대상으로 노즐별 연료비율을 변경하면서 연소상태 변화에 대한 실험을 시행하였다.
질소산화물 배출농도 변화에 대한 실험결과, 100MW 운전중 Pilot 노즐을 확산화염에서 예혼합화염으로 전환할 경우 배출농도는 75%까지 저감되는 것으로 나타났다. 또한 출력이 증가할수록 확산화염의 연료비율에 의한 영향이 더 크게 나타났다. 연소동압 변화에 대한 실험결과, 질소산화물 배출농도와는 반비례 관계로 나타났고 100MW에서 Pilot 노즐이 예혼합화염일 경우에 확산화염보다 연소동압은 20%정도 증가하였으며 발생되는 주파수도 더 높게 나타났다. 또한 출력이 증가할수록 발생되는 주파수도 더 높게 나타났다. 배기온도 변화에 대한 실험결과, 100MW에서 Pilot 노즐을 확산화염에서 예혼합화염으로 전환할 경우 조금 더 낮아지는 추세를 보였으나 큰 변화는 없었다. 100MW 이하 저출력에서는 Pilot 확산화염의 영향으로 온도가 상승하는 경향이 있었으나, 고출력일수록 Pilot 노즐의 연료비율이 감소하여 화염형식에 따른 온도변화 영향은 크게 나타나지 않았다.
목차
목 차List of Figures ················································································· ⅳList of Tables ···················································································· ⅹNomenclature ···················································································· ⅹiiⅠ. 서 론 ·················································································· 11. 연구의 배경 ··············································································· 12. 연구동향 ······················································································ 33. 연구의 목적 및 방법 ······························································· 5가. 연구목적 ·················································································· 5나. 연구방법 ·················································································· 6Ⅱ. 이론적 배경 및 문헌조사 ························································ 81. 질소산화물과 생성 메커니즘과 규제 동향 ·························· 8가. 질소산화물과 생성 메커니즘 ·············································· 8a. Fuel NOx ············································································· 9b. Thermal NOx ····································································· 9c. Prompt NOx ····································································· 10나. 질소산화물의 환경 영향 ···················································· 12다. 질소산화물 배출규제와 저감기술 동향 ·························· 132. 화염의 종류와 연소불안정 ···················································· 20가. 확산화염과 예혼합화염 ······················································ 20나. 연소불안정 발생원인과 현상 ············································ 21다. 연소동압의 특징과 발생 메커니즘 ·································· 23a. 헬름홀츠(저사이클) 모드 ··············································· 25b. 축방향 공명(중/고사이클) 모드 ··································· 27c. 원주방향(고사이클) 모드 ··············································· 27라. 연소동압의 문제점과 제한 기준 ······································ 28마. 연소기 연소동압 공진감쇠 기술동향 ······························ 333. 당량비에 따른 화염온도 ······················································· 36Ⅲ. 실험대상 설비 및 측정방법 ·················································· 401. M501J 가스터빈 구조와 특징 ·············································· 402. 연소기 구조 ·············································································· 463. 연소기 운전특징 ······································································ 56가. 운전모드 구분 ······································································ 56나. Pilot-A 운전모드 ································································· 57다. Pilot-B 운전모드 ································································· 59라. 연소조정 방법 ······································································ 614. 측정 방법 ·················································································· 64가. 질소산화물 배출농도 측정 ················································ 64나. 연소동압 측정 ······································································ 65다. 배기온도 측정 ······································································ 65Ⅳ. 실험결과 및 고찰 ···································································· 681. 질소산화물 배출농도 영향 ···················································· 68가. Pilot-A 모드 운전 실험결과 ············································ 68a. Pilot-A 연료비율 변화에 의한 영향 고찰 ·················· 78b. Tophat 연료비율 변화에 의한 영향 고찰 ·················· 81나. Pilot-A/B 모드 전환운전 실험결과 ································ 83다. Pilot-B 모드 운전 실험결과 ············································· 85a. Pilot-B 연료비율 변화에 의한 영향 고찰 ·················· 882. 연소동압 영향 ········································································· 90가. Pilot-A 모드 운전 실험결과 ············································ 90a. Pilot-A 연료비율 변화에 의한 영향 고찰 ················ 107b. Tophat 연료비율 변화에 의한 영향 고찰 ················ 111나. Pilot-A/B 모드 전환운전 실험결과 ······························ 113다. Pilot-B 모드 운전 실험결과 ··········································· 116a. Pilot-B 연료비율 변화에 의한 영향 고찰 ················ 1203. 배기온도 영향 ······································································· 122가. Pilot-A 모드 운전 실험결과 ·········································· 122a. Pilot-A 연료비율 변화에 의한 영향 고찰 ················ 129b. Tophat 연료비율 변화에 의한 영향 고찰 ················ 131나. Pilot-A/B 전환 및 Pilot-B 모드 운전 실험결과 ······· 133a. Pilot-B 연료비율 변화에 의한 영향 고찰 ················ 135Ⅴ. 결 론 ············································································ 137참고문헌 ······················································································· 138ABSTRACT ··············································································· 145감사의 글 ···················································································· 147
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