JPRS ID: 9365 USSR REPORT ENERGY

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• Sequence Number: 45
• Content Type: REPORTS

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~
1~~~ ~ ~i~i~~i.~ ~ ~ ~

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JPRS L/9365
24 October 1980
;
U~SR Re ort ?
p
ENERGY
~FGUO 2 ~1 /80)
FBIS FOREIGN BROADCAST INFORMATION SERVICE
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JPRS L/9365
24 October 1980
USSR REPORT
ENERGY
- " (FOUO 21/80)
CONTENTS
ELECTRIC POWER
Kharkov 'Elektrotyazhmash' Plant Builds Turbogenerators
for AES
(G.I. Grigorash; ELEKTRICHESKIYE STANTSII,
~ Aug 80) ..........o .........................o....... 1
Heat Testing GTA-18 Gas Turbine Plant With RD-ZM-500
Jet Engine
(V.G. Polivanov et al; TEPLOENERGETIKA,
Aug 80) .....................o...................... 8
Comparison of the Ter.:inical-Economic Indicatora for 3000,
1500 RPM 1000MW Steam Turbines for AES Power Units
(N.M. Markov, L.P. Satoncv;
ENERGOMASHINOSTRiOYEI~tIY~'~,. Jul ~30) " . . . . . . . . . . . . . 20
ENERGY CONSERVATION
Basic Problems in Enhancing Efficiency and Reliability
of Heat Supply to the National Econemy
(V.P. Korytnikov; TEPIAENERGETIKA, Aug 80) 34
- a- IIII - USSR - 37 FOUO]
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F.I,ECTRIC POWER
UDC [621.311.25:621.039]:621.313.322-81 ?
KHAi:KOV 'ELEKTROTYA7.HMASH' PLANT BUILDS TURBOGENERATORS FOR AES -
Moscow ELEKTRICHES?;IYE STANTSII in Russian No 8, Aug 80 pp 5-8
[Articl~ by G. I. Grigorash, director of Kharkov "ElPktrotyazhmash"
plant imeni V. I. Lenin; passages enclosed in slantlines printed in
boldface]
[Text) In the llth and 12th five-year plans both the nun~ber and capaci- _
ties of nuclear electric power stations in the USSR will increase. 'Ttiey
wi11 require highly reliable, economic turbogenerators of unit power
ranging from 200 to 1,000 MW, and excitation systems for them. The manu-
factur.e of new, pawerful, four-~ole turbogenerators is to be started.
To this end the Kharkov "Elektrr.;yazhmds~i" plant imeni V. I. Lenin has
undertaken a reconstruction i~~volving the installation of new, specially
designed ;nachine tools and heavy-duty hoisting equipment, modernization
of the acceleration-balancing unit, and construction of a new test stand.
The production base wi1.1 make it possible to build turbogenerators of up
to 2,000 MW of both 2-pole and 4-pole desigrL.
`I'he plant's research institute and technologists have also done much to
study, develop and introduce progressive designs. The result has been the
designing of powerful turbogenerators for AE~ with high technical and
economic indicators. " .
'I'he "Elektrotyazhmash" plant is a major manufacturer of heavy-duty elec-
_ tric power equipment. ~ince 1959 it has been specializing in building -
200-, 30~-, and 500-M.~ turbogenerators. The extensive experience in
desi;Rning and building turbogenerators gained at the plant makes it pos- -
sible t~ successfully tackle the tasks of building turbogenerators for
AF.S. Principal among these tasks are: assuring high reliability, low
cost and convenience in operation; assuring good operation under prolonged
high loads; and better repair o~portunities.
']'he electrical equipment for AES manufactured by the "Elektrotyazhmash"
plant includes 200- and 500-MW turbogener;~tors at 3,000 rpm, 500- and
1,000-MW turbogenerators at 1,500 rpm, and excitation systems for them.
'fhe basic specifications of this equipment are presented in the table.
1
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h'U!: ifh't~ 1C1~1L US~ t1NLY
Turbogenerato'i~
Tnd~cator TGV-2~J0-2M TGV-500 TGV-500-4 TGV-1,000-4
(design)
_ -
Rated power:
' nctive, r1W 200 500 500 1,000
Apparent, 1NA 235 588 588 1,111
Itevolutions per minute 3,000 3,000 1,500 1,500
Rated volta~e, kV 15.75 20 2U 24
Rated power coefficient 0.85 0.85 0.85 0.9
- t'rolonged permissible 220 S50 55U 1,100
peak-load power, MW/MVA 259 611 611 1,220
Temperature at rated
operating conditions, �C:
Stator winding (accord-
ing to resistance
thermometers) 60 63 61 67
Rotor winding (accord-
ing to resistance) 74.5 71 68 58
Stator core ste~el
(resistance thermometers) 77.5 74.5 70.0 73.5
EfEiciency, percent 98.6 98.83 98.8 98.89
Pr.apor.tionate materials
input, kg/kVA 0.99 0.61 0.84 0.54
l~et us examine in greater detail the new technological solutions incor-
porated in the designs of turbogenerators and exciters for AES aimed at
assuring high utilization and reliability, as well as convenience in
operation.
/'I'CV-200-2M turbogenerator/, power 200-220 MW, 3,000 rpm, with direct
water.-cool.ed stator winding and hydrogen-cooled rotor winding and stator
core. 'fhe schematic design of the TGV-200-2M turbogenerator is presented
in Figure 1. It can be installed at either a thermal electric station or
an Af:S. Notably, this generator is used at an AES in conjunction with
a BN-600 reactor.
7'he use of water cooling for the stator wii.~iing made it possible to
obtain considerable peak-load reserves, thanks to which the TGV-200-2M
turbogenerator can operate for long periods at a load of 220 MW at the
rated power coefficient. Furthermore, water cooling assured even tempe-
rature throughout the body of the stator, which in turn reduced tempera-
ture strain and deformation and substantially enhanced the reliability
2
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,
T_ .
~ ~ . _
~ ~ ~ ~ ~i ~ ~ r -
` ~ ~'~,~~i+ ~j `r~4
~ ` _1 ~ ~ ~i~;, ~ j ~ r'~ r
. ~a~r~~ . , j 1 � i.~.~ ~.'t
~ ~ ~ r ~
i ' t r ~
, ;
_ ; ~ i; ~
, . .
2
~
_ _ _ s
~ ~ ~
~
, ~ ;
~ 1~ , ~i '
- ; .
: - - - t i ;
~ ~
rigure 1. TGV-20~~-2M turbogenerator, power 200-220MW, 3,000 rpm
(schp~iatic design)
of the turbogenerator. The system of mounting the end elements of the
stator winding designed by the "Elektrotyazhmash" plant and the desi~n
oC a number of other generator elements assure its high repai~-ability.
At present there are more than 25 TGV-200-2M turbogenerators in operation;
they are convenient in service and highly reliable. The TGV-200-2M
turbogenerator has been assigned the State Quality emblem.
'I'he main excitation system for the TGV-200-2M turbogenerator at AES
currently used is a thyristor autoexcitation system, and as a reserve
a motor-generator excitation system which assure reliable feeding oI
the rotor winding and its back-up. The plant research institute sub-
sequently carried out a greal deal of development and research in the
creation of brushless excitation systems; as a result of this work, the
BTV-300 brushless exciter was completed in 1977-1978. Its use at the
Zaporozhye, Zmiyev, and Shatura GRES demonstrated its high reliability
and effectiveness.
'fhe transition to brushless excitation for TGV-200-2M turbogenerators
in AES will make it possible to do away with ~he slip ring and brush
holdin$ unit, which requires special attention in machine-room conditions,
thereby considerably improving operation conditions.
/TGV-500 turbogenerator/, power 500 MW, 3,000 rpm, has a water cooled
rotor and stator windings and hydrogen cooled stator core. The
3
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'CGV-500 turbogenerator is shown mounted on the factory stand in Figure 2.
'The design nf a turbogenerator of such high power with a water-cooled
rc~tar was realized by the "Elektrotyazhmash" plant and its research
Insti.tute Car the fir.st time in the world.
A
t' '
. i ~
j.;.:',~v `
~ H..
n j.`a
~T :~H
l
> `:.SF
Y
3 +~,~`4;~ 4~
- k..~"a"
~i ~
Rw . ~
E ~ ' �.;~~r ~c~,~~ ~
w
L . f _ rG~.'t~'.'~~.'. y"".."`�y." ~4,~ . , ,
Figure 2. 'rGV-500 turbogenerator, power 500 MW, 3,000 rpm, on a.factory
stand
7'he use of direct water cooling of the rotor winding made it possible tc~
bu:Lld a 500-MW turbogenerator with the lowest proportionate materials
input, high efficiency, and high winding and stator core heating reserve.
Hcnaever, in operating conditions, especially at the Troitskiy and Reftin-
skiy GRES, a large period of tuning up was required to increase reliabil-
ity. Cases of operational failure have been due in the first place to
- t11e fact that not all solutions adopted in designing and elaborating
the manufacturing techniques of the generat r withstood the test in
operating conditions. The problem of buildi~ig such turbogenerators
praved much more difficult than expected.
A series of design and technological measures were carried out to assure
tlle high reliability of TGV-500 turbogenerators, more studies were car-
ried out with models and in real-life conditions, objective operation-by-
operation control methods were introduced, and production standards were
improved.
At present a reliable system of independent thyristor excitation incor-
porating an auxiliary STV-12B turboexciter is employed to excite the
TCV-500 turbogenerator. A motor-generator convertor unit is employed
as a backup excitation source.
To eliminate the slip ring and brush holding unit the "Elektrotyazhmash"
Research Institute began, in 1979, work on the manufacturing plans for a
4
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brushless exciter for the TGV-500 turbogenerator, manufacture of which
may be launched in the next few years. The first-such exciter will be
bitil.t for the Troitskiy GRES.
/'i'C:V-500-4 Turbogenerator, power 500 MW, and TGV-1,000-4 Turbogenerator,
pc~wer 1,000 P1W, 1,500 rpm/. In most countries nuclear electric power
prnduction is based on slow-neutron, water-moderated reactors which
produce steam at relatively low parameters (pressure about 80 kgfs/s2, ~
temperature about 300�C).
For such steam parameters and high-power units it is best to employ
turbines with rotation sp~eds of 1,500 rpm and current frequency of 50
Hz, necessitating the building of 4-pole turbogenerators with rotor
diameter and mass greater than for 2-pole turbogenerators.
- In view of the importance of the problem, which req'sired the soluti.on of
a number of specific questions, especially those associated with the manu-
facture of custom-made rotors weighing up to 160 tons, in 1965, ~ilot
plants were designated for the manufacture of low-speed turbines and
turbogenerators for AES, and provisions were made for necessary recon-
struction of those plants.
Building the turbines was assigned to th~ design bureau of the KhTGZ
[Kharl;ov Turbogenerator Plant] imeni Kirov, and the turbogenerators were
assigned to the Kharkov "Elektrotyazhmash" plant. Consideration was
given to the proximity of both plants in one city for purposes of coll.a-
boration.
In 1977, the "Elektrotyazhmash" plant built the Soviet Union's first
2 TCV-500-4 turbogenerators for the Novovoronezhskiy AES (Figure 3).
~
~~~i~ ~ ~
a ~
l' q' ~
q~~ ~ ~
''~'F"~,:g~
*a,t n~ t
Y.~ t
a h~~f~rl i~
1
A
.t?Z sF' x
n"~7~' ' M~ y, t ri
f
. a y~
~ ~fi~
'F ':.ti
y~~`~;
W'(^%,
~ e
, Figure 3. TGV-500-4 turbogenerator, power 500 MW, 1,.~00 rpm, on a factory
stand
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Comprehensive tests and studies of the turbogenerators on the factory
stand sliowed that they possess cunsiderable power reserves and can take
considerable loads in excess of those permitted under operating speci-
fications and state standards.
The turbogenerators have direct water coo?.ing of the rotor and stator
windings. The use of such principles of cooling windings makes it
possible to build 4-pole machines of unit power up to 2,000 MW.
Furthermore, technological continuity makes it possible to utilize
accumulated experience in design and technology.
The TGV-500-4 t~irbogenerators employ an up-to-date brushless excitation
system.
'1'est results for the BTV-S00-4 brushless exciter show that it meets
technical stipulations and specifications. A schematic design of the
brushless exciter is presented in Figure 4[photo not reproduced].
- At present the plant's research institute has drawn up the manufacturing
documents for the 1,000-AtGT, 1,500-rpm TGV-1,000-4 turbogenerator with the
BTV-1,000-4 brushless exciter. The installation dimensions of the turbo-
generator with the exciter have been unified with the dimensions of the
TW-1,000-4 turbogenerator developed by the Research Institute of the
I.eningrad Production Association "ElekCrosila."
The use of water cooling for the rotor winding, improvement of the
design during work on it, and more precise definition of ehe required
operational parameters of the 1,000-PiW, 1,500-rpm turbogenerator made
it possible to develop a design with a rotor of virtually the same di-
mensions and weight as the one employed in the TGV-500-4 turbogenerator
(Figtlre 5). Moreover, it was possible to employ for the TGV-],000-4
_ ~ turbogenerator a number of tested units from the TGV-500-4 turbogenerator
without changing them (for example, packings, bearings, and other.s).
g
~ :
~ ; ~l6~ i'` P
3
r: ~
x
~ r~
-
~e~s"c"~~" a ~ p
~ f~~ ~ y'Y TI~ ~ t w"
v~
i.
~
~
.
d~'~tr ~
~
, Figure 5. Rotor of the TGV-50~-4 turbogenerator, weighin~ 150 tons,
in a shop
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'fhe use of water cooling of the rotor winding for the 1,000-MW 4-pole _
turbogenerator makes it possible to reduce Che generator's weighC by
60-80 Cons and raise its prolonged permissible peak-load capacity' and
etficiency as compared with a turbogener.ator with a hydrogen-cooled
rc~tor windin~;.
_ COPYRICHT: Izdatel'stvo "Energiya," "Elektricheskiye stantsii," 1980
9681
CSU: 1822 .
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Et.l:CTIZIC POWER
UDC 621.438.621.431.75
HEAT TESTING GTA-18 GAS TURBINE PIANT WITH RD-ZM-500 JET ENGINE
Moscow TEPLOENERGETIKA in Russian No 8, Aug 80 pp 23-28
[Article by Engineer V.G. Poltvanov; Cand. of Technical Sciences C.G.
O1'khovskiy, L.V. Povolotskiy, M.P. Kaplan; Engineers L.A. Chernomordik,
A.O. Bumarskov, I.N. Skvirskiy, P.I. Korzh; Cand. of Technical Sciences
A.G. Tumanovskiy, PO KhTZ-VTI-Soyuztekhenergo [Khar'kov Turbine P1anC
All-union Thermotechnical Institute imeni F.E. Dzerzhinskiy-Soyuztekh-
energo Production Association]) ~
[Text] Gas turbine units developed using sircraf t engines as the base
are widespread in power engineering and industry abroad. The leading
motor-building firms Rolls-Royce (England) and United Technologies (Pratt
and Whitney-USA) have for~ed special development and production divisions
and have already produced thousands of such GTU [gas turbine units] with
a total output of about 4C? million kW. Experience in earth-bound opera-
tions has shown that the use of advanced aviation technology and scien-
tific and technical developments and the advantages ef large-series
production, as well as methods adopted in aviation for the finishing
work and for insuring the reliability of gas turbine engines permit liigh
technico-economic and operations indicators while preserving the advan-
tages associated with the small dimensions and weight of GTU and the pos-
sibility of very rapid sCart-up to full load (wiChin 1.5-3 minutes). The
output of foreign GTU with a single aviation engine naw reaches 30-35 MW,
and their efficiency is 32-34 percent.
Installations rated at between 1.6-3 rIW with various mo difications of the
AI-20 turboprop engine, as we21 as installations rated at 4 and 12 MW
designed around marine engines which have been engineered in Che same
way as have aviation engines, have found limited application in domestic
power engineering.
The GTA-18 plant, a schematic of the design of which is shown in Figure l,
is the first domestic unit with an adequately high output (15-20 MW) with
an aviation turbo~et engine.
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/'VL~ VL'i'L1~1t1L UJ1: Va~Ll
~i ~ e
i (
~ J- - 0
0 '
A
- - ~ Key :
1. Air intake chamber
~ ~ r--- . 2. Box for. t~rbojet
I engine
3. Turbostator
~ ~ - ~ aiQ ~ 4. ComFressor
5. Injectors
I - 6. Combustion chambers
hL 7. Turbojet engine
_ - - _ ~ ~ turbine
' ~ 8. Transition diffuser
~ f rom turboj et engine
Qo; sgg i to power turbine
'r - - - g' � 'g g / 9. Pawer turbine
; 10. Exhaust diffuser
- j 11. Power turbine
_ f_~-----~~^ _ bearing
Y - -
- 12. Exhaust outlet
- o00 . a..o I
`
,
. '
I
~ J~ ^
\ n
~ ~ ,
~
~ ` ~ `
. ~ ~ ,
~ ~ .
. .
~1
~
~ ~
<
rigure 1. Design diagram of the GTU (figure 1 continued on next page)
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IJ 15 16 17 1B ~
I ~ ' -
~
~ ~
, !
I ~
. ~ ~ ii
~i
I
I~ ~I
~ , ~I ~I
~ I~
~ - ii
. , _ il ii . -
I~ ~I
~ I
- - I~ ~i
I ~I
a;~o.~~o~
~
rigure 1. Design diagram of the GTU (continued)
Key: 13. Bearing-thrust bearing
14. Emergency governor unit
15. Electric generator bearing
16. Electric generator
1.7. Electric generator bearing
- 18. Control unit
a) PT-77-536
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_ FOR OFFICIAL USE ONLY -
.
'1'he~ unit was designed and produced by the Khar'kov 'Curbine Nlant, and i C
wa5 ~I?rstalled for testing under industrial conditions at the Khar'kuv-
enerho TE1's No 3. After adjustments and testing, normal operation of the
_ ~~l~~nt with designed parameters was possible.
A detai.led study of the individual aircraft engine components was not
specified when preparing the heat tests for the CTA-18 gas turbine unit.
Precise measurements of fuel consumption (using a precalibrated nozzle
with a quarter-circle cross section) and electrical load (using a preci-
sion class 0.2 three-phase current watt meter which was duplicated by
an active power meter) were conducted to determine the efficiency of the
C'CU. The temperature of the gas after the turbojet engine turbine (before
Che power turbine) was measured by 8 standard thermocouples placed uniformly
around the perimeter in the inlet diffuser (3 of them were subsequently
replaced by 4-point terminals), and the temperature of the gases beyond
the power turbine was measured by 8 Chromel-Kopel open junction thermo-
couples installed on the horizontal section of the gas conduit from the
GTU to the chimney.
I)esigning an economical power turbine and its mating with the turbojet
was the main engineering problem in developing the plant because the level.
of. gas velocities at the turbojet engine turbine outlet is very high.
AS a result, when preparing the tests, particular attention was paid to
organization of internal measurements in the flow-thr.ough section.
5tatic pressure samples were taken from the walls to measure the pres-
sures after the aircraft engine, before the power turbine, after the
power turbine and at the outlet from the diffuser after the power turUine.
l~our holes were made in each section near the root and on the circumfer-
ence [Russian--u kornya i periferii]. The pressures were let out from
each hole by an impulse tube to outside assemblies where the tubes were
united by collectors (the root and circumference separately in each sec-
tion) to differential manometers filled with mercury or water. The sta-
tt.c pressure was also sampled from the walls before the compressor and
in the exhaust outlet section via 4 holes joined by ring collectors. 1'wo
terminals with 4 samplers situaCed in the centers of rings of equal area
on each terminal w~re installed after the power turbine, at the inlet
into the diffuser for direct measurement of the absolute pressure. These
terminals were also used for taking samples of the combustion products
and for determining chemical underburn.
Al.l exterior indicators of the GTiJ were calculated based on the results
oC the measurements. Airflow rate was determined in the cycle from the
heat distribution in the GTU. The absolute pressures and temperatures
were computed according to results of the measurements using gas dynamics
functions; the radial inequality of the velocities was also taken into
consideration in the section after the turbojet engine.
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'I'l~e l~e1t tests were performed using liquid fuel (aviation kerosene ~nd
dlesel fuel) at outside temperatures of 20-27 and -2�C wir_?~ loads up to
19 MW, as well as when using natural gas at outside tempE~ratures of. ~�5
and -.tU�C wi~h loads up to 18,5 MW.
'i'he basic test results characterizing the GTU's indicators are plotted
' in FiKure 2 as a function of the reduced angular velocity of the jet
engine and in Figure 3 as a function of the reduced output of the G'PU.
. - -
Q) ?lv B~ ~TTr- . . _ _ . . - 900
i~~~ - -t- -f- +
7 -
BT
6)
~ 6 N~,, r'aPa e)
~+QT ~ eoo
5 20
4 TJ�Pq
i
~ N~~
3 700
15
,GnP.4
~ d1
~ PjaPA~ G1aPl1~-f-- -
lps/]a xrlc 600
2,0 140 10 -
1,9 130
~ o-t
P"aP,q ? e-Z
1,B 120 0-3
5 v-5
1,7 11
7, 6 100 ~ I-
1,5 90 D ^PQ
J900 ' 4000 4200 4 400 oQ/wuM 9~
- Figure 2. Dependence of the parameters for the GTA-18 on angular velocity
of. the turbojet engine (reduced to International Standard Atmosphere;
1~ext - 288 K, B= 1.013 x 105 Pa) . BT - fuel consumption; Tafter ' absol.ute
temperature after the turbo~et engine (calculated from the output distri-
bution) ; Nel - electrical load (output) ; ~after - gas consumption after.
turbo~et engine; Pafter - absolute pressure after turbojet engine; calcu-
lated values for the following parameters are shown by dotted lines:
I- rated duty of turbojet engine; 1- Jur~e, 1977, liquid fuel, turbojet
engine No 1; 2- December, 1977, the same; 3- January, 1978, natural gas,
turbojet engine no 1; 4- June, 1978, liquid fuel; 5- October, 1978,
natural gas, turbojet engine No 2
Key: a) BT, ton/hour c) P*after~ 105 pa e) T~`after~ K
b) Nel, MW , d) G after~ kg/sec f) nTJE
g) rpm
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a~ np~,OQ~MUN
4500
� -
61 ~)rry, , T �
. oo * ' + A
n
10 d
4000 P~ M~
~ ry
T aPq
CI B~, P11M2 ~ X B00
T~4 15
6 3500
~aPq ~
7 700
6 10
J000
5 Br P.y.A 170
~ 5 ' P. ~J..Q 100
3 gp
2 80
~ Na~�.
0 5 10 15' MBr f)
rigure 3. Dependence of the parameters and indicators of the GTA-18
on load (reduced to International Standard Atmosphere).
c.h.p. - engine control lever position; nG~ - overall GTU fuel effi-
ciency based on heat consumption; cf. Fig 2 for remaining symbols
Key: a) nTJE~ rpm f) c.h.p.
b) nG~, percent T*after~ K
c) BT, ton/hr h) Nel
d) Jet engine No 1 i) MW
e) Jet engine No 2
The absolute temperature values depicted in figures 2 and 3 were obtained
from the power turbine's output distribution. The temperatures, which
were measured at various points around the circumference of the f].ow-
through part after the jet engine differ by 60-100 K(greater differ-
ences when the loads are smaller). The average measured temperature
was lOK higher and the maximum temperature 50 K higher than equilibrium
temperature (Figure 4).
It may be seen from figures 2 and 3 that at the rated, reduced angular
velocity of the turbojet engine, the values for the output and the
eL-ficiency of the GTU under standard conditions are equa.' to 16.8 MW and
20.3 percent, respectively. _
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oc i _ . _ _
600 r
2
50~ 3
4 ~
400 S
a)
N~,,
10 15 M8 r b)
Figure 4. Characteristic gas temperatures when operating on liquid fuel
(reduced to International Standard Atmosphere)
1- maximum temperature after turbojet engine according to standard
thermocouples; 2- average temperature after turbojet engine measured
by standard thermocouples; 3- average temperature after the turbojet
engine calculated from the output distribution; 4- average temperature
after the power turbine measured by standard thermocouples; 5- the same,
measured by research-type thermocouples
Key :
a) Nel
b) MW
(Note--see Figure 2 for explanation of the o-n- 0 notation)
The dependencies of these indicators on external temperature and baro-
- metric pressure at nTJE - nrated - 4425 rpm are presented in Figure 5.
Data corresponding to standard specifications at delivery are also
plotted there. The tests showed that the actual output and efficiency
of the CTU at the refeYence outside temperature (for the GTA-18) of
+5�C (278 K) are 18.6 MW and 21.1 percent. The output is 1.9 MW (11
percent) greater tl-,an the guaranteed output. All of these indicators
hold for pressure losses achieved in the experiments which are equal to
conditions close to rated conditions, i.~e. 0.2 kPa in the intake passage
i; and 1.5 kPa in the exhaust passage. `
r;
~ In one of the stages during testing of the plant, the jet engine, being
~ii a gas generator for the power turbine, was replaced by an analogous
; engine (no 2). Test results for the uni~ with turbo~et engine no 2
are also plotted_in figu res 2 and 3. As it follows from the graphs,
the GTU indicators after changing Che turbojeC engine did not change
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. c) f) �
O C ~IfTy %
O
A ~!7
MBr N~,~ ' ~ 10
' 3
ae
20 ~ 15
~ ,s ,z_ tiap~
6 , : 5, , y - - 600
� 3
1
d) c 10
h
O tl
~ o ' t spA~ 500 -
m 3 tH B ~
b)~-50 -40 -d0 -20 -10 0 10 YD ,~D �C
P'igure 5. Dependencies of the GTA-18 indicators on external conditians
1, 2- rated duty ~nTJE - 4425 rpm) (1 - actual; 2- calculated);
3- 0.8 of rated duty; 4- International Standard Atmosphere; 5- calcu-
- lated temperature of ~he outside air; 6- maximum (calculated) output
of the GTU. For example: Text -~"5�C, B= 0.96 x 105 Pa (720 mm Hg);
from ehe diagram we determine Nel = 18.6 MW on the base line with
B= 1.013 x 105 Pa and Ne1 = 17.6 MW at B= 0.96 x 105 Pa.
Key: a) B= 0.94 x 105 Pa e) Nel ~
b) 1.013 x 105 Pa f) nG~, percent
~ c) 1.04 x 105 Pa g) T*afCer~ �C
d) MW h) text
for practical purposes, although the characteristics of the turbojet
engines proper were not entirely identical. One may presume, for example,
that the through-put capacity of the turbine in turbujet engine No 2 is
somewhat greater (by about 2 percent), as a result of which the gas
temperature and fue~ consumption were somewhat higher and the airflow
rate was the same as in turbojet engine No 1, given the identical angular
velocity of the turbojet engines.
_ The values for the output and efficiency of the GTU which were given
above and in Figure 5 were obtained from turbojet engine No 1. The plant
with turbo:~et engine No 2 develops 0.6 MW more output at a correspondingly
higher gas' temperature at ttie exhaust (by 5-10�C) at the rated a~ngular
velocity.
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We were unable to detect any increase in the output of the GTU during
operation using natural gas. The GTU's efficiency values, calculated
on the basis of fuel consumption, were lower, particularly under par-
tial loads, as a result of the less complete combustion of the natural
gas (cf, below); the efficiency values for the GTU which were calculated
on the basis of heat consumption were practically identical.
The data presented in Figure 3 also illustrate the characteristics of
the GTU under partial loads. It may be seen from the figure that under
standard external conditions heat consumption when running without load
is 32 percent of the rated value. The GTU's efficiency at half-load is
15.1 percent; it is 24 percent (relative)lower than the rated duty
- ~n50 -~�76n rated~� ~en loads are less than 4 MW, the engine operates
with open bypass strip and discharge of a significant portion of the air
compressed in the first stages of the compressor into the atmosphere (into
the box). Closed bypass strips result in an increase in output up to
8-8.5 MW. The temperature at the outlet from the power turbine changes
little as a result of the increase in consumption and pressure of the
gases after the engine which occurs at this time. It begins to increase
noticeably at Nel [electrical load] > 8-9 MW.
Since we were unable to install absolute pressure terminals after the
engine, in the section with the greatest level of velocities (up to 290
meter/sec in the experiments) out of design considerations, we calculated
the values for absolute pressure in this section based on the average
static pressure (between the robt and circumference), the Cemperature
and rhe velocity, with corrections for the velocity epure (compiled on
the basis of data taken for an analogous stage) and the flow vortex which
is present. After analysis, both of these corrections were taken as
constants for operating conditions with a load of more than 10 MW; their
total equals 11.5 percent of the dynamic pressure determined on the basis
of Che average velocity using gas dynamics functions. The conditionality
associated with such a method for determining absolute pressure must be
taken into consideration wh~en evaluating the test results. In particular,
comparing the calculated and the experimental values for the absolute
pressures and the indicators for the diffuser passage from the engine to
the power turbine, one may presume that this conditionality resulted in
approximately a 2 percent reduction in the absolute pressure after the
engine (cf. Figure 2).
The divergence ratio in the power turbine e* under conditions c:ose to
rated load is 1.75-1.85; the available temperature drop is 125 kJ/kg,
exhaust velocity is 140-150 m/sec ("losses" with an exhaust velocity
Ac2 _ 11.3 kJ/kg). The average values for the efficiency of the power
2
turbine, calculated on the basis of absolute pressures after the turbo~et
engine and in the exhaust outlet section, are 84-85 percent, whereas they
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c~re 89 percent based on absolute pressure before the power turbine and
in the exhaust outlet section. When calculated on the basis of static~
pr~~s5~rre in the exhaust outlet, these same efficiency ratings rir.e 2-3
percent lower. Stage efficiency, calculated on the basis of absolute
pressure at the intake and the outlet from the vane assembly, equals 93
percent. This efficiency drops off by 1 percent when the load is reduced
From 15-20 to 8 MW, and there is a gro*ath in u/co from 0.5 to 0.7; the
drop in efficiencies which takes into consideration losses in the exhaust
passage as a function of operating conditions is somewhat greater (it is
2-3 percent). The throughput capaeity of the t~rbine, given the designed
divergence ratio, turned out to be about 1 percent greater than according
to the design. The total turbine consumption increaces noticeably with
an increase in the divergence ratio up to the rated value and above it.
Various dependencies of the throughput capacity of the turbine and nozzle
on the divergence ratio ma3- be one of the reasons that the test results
differ from the engine's calculated throttle characteristics (Figure 2). .
The characteristics of the passage from the engine to the power turbine
(the efficiency of the diffuser nd and the coefficient of absolute pres-
sure losses ~d) are also independent from the engine's operating condi-
tions for practical purposes.
'1'he average values f.or the eff iciency and the coefficient of absolute
pressure losses in the passage, as calculated according to the pressure
measured after the engine, are equal to a4 and 17 percent.
Lower values (nd = 60 percent and ~d = 28 perc~nt) are obtained when
calculations are made based on absolute pressure taken from the engine's
performance rating. Even they indicate that the curvilinear passage from
engine to power turbine, in which the gas velocities are reduced from
280-300 to 140-150 m/sec, have been adequately developed aerodynamically.
The exhaust diffuser characteristics and those of the entire exhaust
passage, including the outlet, are independent from u/co for practical ^
purposes under working conditions (with loads greater than 9 MW). The
average diffuser efficiency is 55-60 percent, and that of the diffuser
plus outlet is 4~2 percent; average coefficients of absolute pressure
losses in these sections are 29 and 41 percent, respectively.
The completeness of liquid fuel combustion ui~der operating conditions
r.eaches 99 percent; when running without load it is 97.5 percent. The
CTU exhaust was absolutely clean at loads less than 12-13 MW; at maximum
loads, :tt was slightly colored but always remained transparent. The
smudg~;rtg ratio, which characterizes the content o� soot particles in con~-
bustion products, was determined according to darkening of the filters
through which a standardized sample of the gases was passed (0 - clean
surface, 100 percent - absolutely black filter surface). It was 5 percent
when running witholit load and about 40 percent under a load of 20 MW. The
concentration of soot particles corresponding to the latter figure was about
50 mg/m3.
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in experiments using natural gas, a reduction in the completeness of
combustian to 85 percent was observed under small loads.
'ftie flues in the RD-7,ri-500 engine's combustion chamber are made with
:;~iUsequent introduction of air into the combustion zone. Hi.ghly boosted 4
fuel. combustion in chambers of this type is accompanied by formation of
relatively small amounts of nitrous oxides. Their concentrations in
spent gases at rated outputs of the GTU are 0.0025-0.003 percent. They
are 0.0005 percent less when natural gas is used.
, 'Phe parameters were also measured under start-up conditions. The GTU
passes from engine idle conditions t.o having the electric generator
running with no load at a moderate Level of gas temperatures before and
after. the power turbine (not more than 450 and 400�C, respectively).
The static pressure in idle pbefore PT is 3 kPa (gage), the heat loss
~is in the turbine is about 8.4 kJ/kg. When running without a load,
pbefore PT = 14-14.5 kPa (gage) and ~is = 31 kJ/kg, respectively. The
values for u/co under these conditions is significantly greater than
the calcu:tated values (mor.e than twice as great).
Time metering of the start-up conditions showed that the engine's exit
into idle continues from 80-120 seconds under various conditions. Maxi-
mum values for the gas temperatures after the engine, determined during
this period by standard thermocouples, is 450-500�C. The power turbine
begins to move when the angular velocity of the engine reaches 1,300 rpm.
If start-up is not boosted after the engine goes into idle, the power
turbir.e proceeds to stabilization of angular velocity at a level of
1500-1530 rpm in 2 minutes. This time was somewhat greater 4uring cer-
tain start-up attempts. Starting up during the rated time (6 minutes
to f.ull load) met with no technical difficulties. Moreover, this time
may appar.ently be reduced further by some 2-3 minutes.
Civen standard external conditions (outside temperature =+15�C) and
- reference conditions ~text -+S�C), the output of the GTA-18 is 16.R
and 18.6 MW, and the efficiency is 20.3 and 20.1 percent, respectively.
Plant output is 1.9 MW (11 percent) greater than according to design.
The increase in output and eff iciency of the GTU was the result of a
~~ertain increase in temperature after the ~et engine, and, primarily,
of a higher efficiency for the entire power turbine passage, than that
with which it was designed.
Start-up of the GTA-18 occurs with a moderate level of temperatures ahead
of the power turbine (no more than 450�C according to readings from
standard thermocouples). It is possible to start up the unit and reach
f.ull load during the rated time of 6 minutes.
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a 'Ci~e methodol~gy which was used during testing permitted us to determine
reliably not only the external characteristics of the GTU, but the
internal characteristics of the power turbine passa~e as well.
COI'YRIGHT: Izdatel'stvo "Energiya," "Teploenergetika," 1980
9194
CSO: 1822
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F.LL'CTRIC POWER _
unc 6z1.165.003
COMPARISON Ol~ THE TECHNICAL-ECONOMIC INDICATORS FOR 3000, 1500 RPM
1000MW STEAM TU~2BINES FOR AES POWER UNITS
Moscow ENERGOMASHINOSTROYENIYE in Russian No 7, Jul 80 pp 2-6
[Article by Doctors of Technical Sciences N. M. Markov and L. P. Safonov]
. ['Cext] The growth of unit ratings and the increase in the volumes of
production f~~r powerful turbine units for AES require the selection of
their economically optimal design variants.
During development of steam turbines for AES, we are striving for stan-
dardization of low-pressure cylinders (LPC) on the basis of LPC from
thermoelectric power stations (TES) turbines which have been well tested
in operation. However, the throughput of the LPC used in T~S turbine~
rated at 300-800 MW permits a unit rating of no more than 700-800 M~d to
be achieved for AES turbines. The number of cylinders in the turbine
reaches 5(a HPC [high-pressure cylinder] and 4 LPC), which is considered
the limit for a single-shaft unit, both in the USSR and abroad.
Af;S turbine units with VVER [water-moderated water-cooled electric power
reactorJ and RBMK [expansion unknown] type reactors operate at substan-
tially lower available heat losses (by a factor of 1.6-1.7) than do '1'1~S
[urbine units. Therefore, given identical output, the turbine units for
an A~S are designed for an appropriately greater throughput. For the
limitation on the number of cylinders which has been adopted For the
present, this is possible only by increasing the throughput and the unit
' output of the exhaust, which is determined by the ratio
N _ 1000FTM~2ap2'
9
where FZ, the exhaust area, m2; M~2a the Mach number of the dell.ver.y
component for the steam exit velocity from the last stage; P2 exhaust
pressure, kgf./cm2; q-- specific steam consumption in the condensor,
kg/kW�hr.
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Since the values of Pt~2a are close to the maximum values (Pt~2a < O.~i)
for the exhaust of modern turbines and q is practically constant given
the desi~red initial steam parameters (3.1-3.3 kg/kW�hr), for the lo~a
values of p~ adopted in the Sov~et Union in accordance with technica]. ~
requirements (i?.04-0.055 kgf/cm the problem of developing AES
turbounits rated at 1,000 MW and more was irrevocably associated witl~
tlie development of a new exhaust with increased face area.
I'r.oceeding frcm~ the ratio which was given, it is possible to find t}ie
minimum reqt~i.r�ed f.ace area of individual LPC exhausts for AES turUine
plants rated at 1,000 MW. Their values are presented in Table 1 as a
Eunction of the final pressure which has been adopted and the number of
~.t~c .
Table Y
. Number Minimum area of individual exhausts
Terminal pressure, k~f/cm2 ~
LPC Individual Exhausts 0.04 0.055
2 4 23-26 17.5-19
3 6 16-17.5 11.5-12.5
4 8 11.5-13.0 8.8- 9.5
'L'wo basic s olutions are possible to increase the face area of the
exhausts: increase the length of the 'vanes by using valloys with a
t~i~;her spec itic strength or convert to a reduced angular rotor velocity--
25 r.ps (1,500 rpm). The second solution is simpler because the face area
I.n this ins tance (given identical stresses in the runner) can be increased
by a factor of 4. R~alization of the first solution is connected wirh a
mu1Ci-year search for metal scientists and designers, metallurgists and
engineer.s, and it was exceedingly difficult to predict this process.
Abuut 10 years were spent on the development of the design and manufac-
turing technology for a new exhaust with 1,200 mm vanes made from a
titanium a lloy.
Considering the conditions which were set forth and proceeding from the
Promise f or the development of nuclear power engineering, it was decided
to create a 1,000 hiW turbine with an angular velocity of 25 rps was at
the end of the 1960's.
During thes e years, a production base for producing such units was
created at the "Khar'kov Turbi.ne Plant" Production Association, projects
for 1,000 MW turbines were worked up and their production was prepared
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far. A 500 AtW turboplant for the :lovovoronezhskaya AES, which is an
experimental production model, an analogue for devclopment of the pri-
m~ry uni ts for l,000 MW turbines, has ~een ins~t�alled and is in the
st~~rt-up~ stage. Manufacture of a pilot 5-cyli~nder 1,000 MW plant with
l~itcr~+1 conclensers is presently being concluded at the '.'Khar'kov Turbine
1'.l.ant" !'roduction Association for the Yuzhno-Ukrainskaya AES. Technical
documentation for a low-speed turbine without an intermediate pressure -
cylinder (IPC), with condensers being located under the shaft, has been
developed in collaboration with the NPO TsKTI [ScientiEic Production
~ssociation of the Central Scientific-Research and Planning and Design
Boiler and 'Curbine Institute imeni I.I. Polzanov~ in 4-cylinder (1 HPC +
3 I,I'C:) and 3-cylinder (1 HPC + 2 LPC) versions. The first variant is
intended for high-vacuum conditions (p~ = 0.04-0.05 kgf/cm~), whereas the
secc~nd i.s for lesser vacuum (p~ = 0.055-0.065 kgf/cm2).
A neia LPC with increased face exhaust a rea (11.3 m2) has been developed
durin~ the past decade at the "Leningrad Metal Plant" Production Asso-
ciation for the K-1200-240 turbine at the Kostromskaya GRES. Tn so doing,
tlie I'irst of the above-mentioned decisions was realized--a titanium a1.Loy
wit}~ a specific strength ~T/p approximately twice as great as ttiat oC
ordina .ry vane steels (6T =80 kgf/mm2 with p= 4.5 x 103 kgf/m3) was used
as tlie material for the rotor vanes in th~ last stages of the I~YC, the
lengtti of wliich (at angular rotor velocity of 50 rps) is 1,200 mm.
1t i.s possible to develop a turbine plant for a 1,n00 MW ArS wieh angu-
lzr rota: velocity of 40 rps based on the LPC with increased throughput.
'.I'he technical documentation for this type of turbine in 5-cylinder f.onnar -
waG developed and defended by the Scientific and Technical Council of the
Ministry of Power and ~lectrification and the Ministry of I'ower t~lachine
Building. 'Phe through-flow section of this turbine's LYC tias under~one
meticulous tinal aerodynamic and vibrational work on large-scale tiest
s tands at ttie NPO TsKTI .1
'1'hus the USSR's power machine building industry has present].y prepared for
production 2 types of 1,000 NIW turbines for AES with an angular rotor
vel.ocity of 25 and 50 rps. The basic specifications for these turbines
a re presented in Table 2.
~t t}~e present time, most of the turbines from abroad whict~ are rated at
1,000 ~iW and higher for AES are being designed and maniafactured to be
oper.ated at low speed. Such turbines are produced by the firms General
I:tecr.r.ic and Westinghouse Electric (USA), KWU (FRG), Alsthom (Fr.ance)
and I3rown Boveri (Switzerland) in particular. However, a number. of firms
have in recent years developed and are planning production of high-speed
turi~inas rated at up to 1,000 riW for AES (Brown Boveri, Stal-Laval,
Gener.al Electric, KWU).
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'1'able 2. Yri.n~ary Specifications for Low-Speed and High-Speed K-1000-60 r
Tu rb ines
'I'ype of 'I'urt~ine
Ch.iraclc~rist ic~s
K-1000-60/1500 h-100-6U/3000
F.nterpr.ise developing turbine "Khar'kov Turbine "Leningrad Meta1
Plant" Prod.Assn. Pl~nt" Prod.Assn. -
Length af rotor blades in
last stage, mm 1450 1200
Numbe r o f LPC 3 2 4
Lxhaust area, m2 113.4 75.6 90.4 _
Unit Steam Loacl of Exhaust,
t~n/m2�hr 28 44 35
[tated pr.essure in condenser,
k};f/cm~ 0.04 0.055 Q.OG
Desi~n (g;iaranteed) unit
- heat consumption (gross),
kcril/kW�hr 2480 2560 ?S00
LJe~.ght of turbine, ton 2992 2241 2.171_
Len~Cti oE tur.bi.ne, m:
~aitti~ut generator 49.4 37.4 G9.7
with generator 73.0 61.0 74.0
In spite of the fact that an adequately large number of works2-~+ et al
h~s been devoted to the basis f.or selection of angular velocity
for. tligh-powered turbine plants (on the order of 1,000 M[J), there is not
as yet adequate specificity to this question. Even given an identical
appro,~ch to turbine design, data from various studies digress signifi-
C:roximately identical. During operation of the AES turbines under
partial loads, this modification will provide supplementary advantages.
_ Introducing turbine units with a reduced number of LPC into nuclear
Pc~caer engineer.in~ will also insure an increase in reliability, main-
Cai�ability and reductions in building costs and transport expenses.
3. '1'he experience of domestic and world power machine bu~il.ding aCtests
to the tendency toward increasing the cut-off output at which point tur-
' bines running at 1500 and 3000 rpm are equally efficient. The need to
concentrate eftorts on the critical analysis of a high-speed variant o.[
the K-1000-60 (68)/3000 variant follows f.rom this experience. This
variant may be left as the sole type of 1000 MW turbine in the XII
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,
~ive-Year Plan after testing the main engineering decisions and accumula-
tiun of operating experience with the series designs for high-speed
K-1000-60 (68)/3000 turbines at electric power stations. In this case,
the lo~v-speed plants will remain preferab~le for turbines with large unit
outputs (1500, 2000 MW).
BIBLIOGRAPHY
1. 1'erent'yev, I.K.; Shemonayev, A.S.; Marchenko, Yu. A. et al.
"Aerodynamic and Vibration Studies of a Model Low-Pressure Cylinder
for the K-1200-240 Turbine," Tr. TsKTI, No 159, 1978, Pp 75-81
2. Mulilhauser, H. "Bau grosser Sattdampfturb-inen," Nucl.ex 72, No 6/1,
16 pp
3. 'Tr~~_yanovskiy, B.ri. "Turbiny dlya atomnykh elektrostantsiy"
[Turbines for Nuclear Electric Power Stations], Moscow, Energiya,
1978, 239 pp
4. Kosyak, Yu. F.; Virchenko, M.A.; Arkad'yev, D.A.; Sukhinin, V.P.
"Scientif.ic, Technical-Economic and Engineering Problems in Creating
Large-Scale Steam Turbines," TEPLOENERGETIKA, No 4, 1979, pp 11-15
S. R'fM [Technical Reference Materials) 108.020.113-77. "Turb.iny parovyye
i gazovyye statsionarnyye. Teplovoy raschet protochnykh chastey po
metodu treugol'nikov skorostey" [Turbines, Steam and C:as, Stationary.
~ HeaC Calculation of the Throughput Sections Based on the Veloc~.lty
' 'friangles Method], 103 pp
6. RT1~I 24.021.16-74. "Vybor kharakteristik i raschet teplovykh skhem
turboustanovok AES s vodookhlazhdayemymi reaktorami" [Selection of
Characteristics and Calculation of the Heat Configurations of Turbine
Units at AES with Water-Cooled Reactors], 67 pp
7. rilippov, G.A.; Povarov, O.A.; Pryakhin, V.V. "Issledovaniye i
raschety turbin vlazhnogo para" [Study and Computations for Wet-
Steam Turbines], Moscow, Energiya, 1973, 230 pp
8. R'I'M 24.02U.16-73. "Turbiny paraovyye statsionarnyye. Raschet
temperaturnykh poley rotorov i tsilindrov parovykh turbin metodom
elektromodelirovaniya" [Turbines, Steam, Stationary. Galculati.on
of the Rotor and Cylinder 'Temperature Fields of Steam Turbines Using
an Electric Modeling Method], 105 pp ~
9. RTh1 24.021..14-74. "Metodika vybora vykhodnykh secheniy TsND turbin,
_ kharakteristik kondensatoro~~ i okhladitel'nykh ustr.oystv dlya
blokov na organicheskom i yadernom toplive" [Methodology for Selec-
rion of. Outlet Sections of Low-Pressure Turbine Cylinde~rs and 'The
32
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Characteristics of Condensers and Cooling Devices for UnitG Us:ing
Orpanic and Nuclear Puel], 22 pp
10. l~cygin, S, Ye. "Spravochnik tekhniko-ekonomie.^skikh pokazateley
dlya raschetov ekonamicheskogo effekta v energomashinostroyenii"
[Handbook of Technical-Economic Indicators for Calculating Savings
in Power Machine Building~, Leningrad, TsKTI, 1976, 121 pp
COPYRIGH7': Czdatel'stvo "Mashinostroyeniye," "Eneroomashinostroyeniye,"
1980
9194
CSO: 1822
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ENERGY CONSERVATION
UDC 658.264.003.13
BAS1C x'ROBLEMS IN ENHANCING EFFIC:ENCY AND RELIABILITY OF ~IEAT
SUPPLY TO THE NATIONAL ECONOMY
1~9oscow TF.PLOENERGETIKA in Hussian No 8, Aug 80 pp 2-5
[Article by V. P. Korytnikov, VNIPIenergopromJ
[Text] One of the tremendous national economic problems is the development
of a long-term goal program of efficient development of heat supply for the
nr~tionnl economy, which naw consumes about a third of the fuel in the land.
- Much attention has been focused on this problem in previous decades. More than
50 years ago our country set a course for centralization of heat supply which
w~s based on district heating. The relative significance of centralized heAt
supply is now about 55 percent of the overall heat consumption in the USSR
including 34 percent of it from TETs. The relative significance of TF,Ts heat.
supply in cities is 42 percent.
In 1980, centralized sources will meet about 7~ percent of the urban c;emand
(based on industry) for heat, and the fuel for this will only constitute about 63
percent of the total fuel consumed for heat supply for cities. In the current
year alone, 60,OOO,Q00 to 70,000,000 tons of conventional fuel wil:l be saved due
to centralized heat supply from TETs and Iarge heat-generating boiler plants.
In the studies carried out by institutes of the USSR Ministry of Energy and the
USSIt Academy of Sciences, it was proven that the share of heat production
from centralized sources for cities and industrial enterprises could come to 80
or 85 percent, not a mere 70 percent. In recalculating for the level of energy
demand in the lOth Five-Year Plan, this would provide additional fuel economy
and release hundreds of thousands of maintenance personnel.
Thus further centralization of heat supply from TETs and large boiler plants
should form the basis of energy policy and for the long-term prospect iri
development of heat supply for the ,~ational economy. An inseparable aspect of
centrali~atiori is also the reliability of he~t supply. We must aehieve a position
where the rate of development of eentrAlized heat supply does not lag behind tl~e
rate of growth of the concentration of heat loads, as happened in the lOth
. Five-YeAr Plan, but outstrips it.
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Special technical and economic cr~lculations showed the following:
In regions of Siberi~ and the Far East, where coal will henceforth be the prirntiry
fuel for thermal energy, TETs are absolutely efficient with thermal loads of
more than 580-930 NIW, and large boiler plants are suitable for smaller loads.
Centraliz~tion of heat supply based on organic fuel can ~chieve a level of 85 to
90 percent.
in regions of Central Asia where the climate is relatively mild and the primary
fucl will henceforth be natural gas, TE1'S should be b~ilt for thermal loads of
930 to 11F0 :VI~V; and for smaller loads-large, medium and even small
highly-mechar~ized boilec� plants as well as heat pumps and solar energy c?evices.
An efficient level of ceritralization here could reach 80 to 85 percent.
The situation is different in the European part of the country. 'I'he remoteness
of fuel bases from the sites of primary fuel consumption and the advisability of
using petruelu~~ in the i~ational economy, primarily as motor fuel and raw
materifil for the chemical industry, do not make it possible to predict a
sigr:i"icunt increase in the use of organic fuel in the European regions of the
country for t~eat production purposes. This all predetermine5 the effectiveness
of using nuclear energ,y in these regions, not only to produce electrical ener�gy
but Also for the needs of heat supply.
~rt~e enormous sluggishness of energy management, related to planning and
construetioci of new power plants, will not support the wide utilization of nucle~r
energy for heat supply for another 8-10 years. Furthermore, the basis of hent
supply in the European part of the USSR in the 1980s will remain organic fuel
- sources. In view of what has been said, one of the major problems for the 198(1s
in i~eat su~pl,y of the Euorepan regions of the country is the inereased efficiency
of traditional organic fuel sources in addition to the involvement of nuclear
energy.
'1'I~is pr~blem can only be resolved by increasing the economy of operating '1'E'1's
and further development of district heat in conjunction with optimum scales of
constr~iction of large boiler plants.
Ttie following datt~ for 1978 make it possible to assess the reserves for enhancing
cconomy of operating TETs of the USSR Ministry of Energy.
'1'he ~verage �~nnual rel~tive corisumption of conventionAl fuel to pro~uce one
!