Small Industrial Gas Turbine Combustor Performance With Low BTU Gas Fuels

1985 ◽  
Author(s):  
D. W. Bahr ◽  
P. E. Sabla ◽  
J. W. Vinson
Keyword(s):  
Combustion Efficiency ◽  
Industrial Applications ◽  
Industrial Processes ◽  
Fuel Injector ◽  
Gas Turbine Combustor ◽  
Flow Rates ◽  
Fuel Injectors ◽  
Wide Range ◽  
Exit Temperature ◽  
Industrial Gas Turbine

To permit the use of gasifier-generated low BTU gas fuels in the LM500 engine, a modified version of its existing combustor was defined and tested. The LM500 engine is a small aircraft-derivative engine in the four megawatt class and is used in a variety of industrial applications. The combustor of this engine consists of a short-length and compact annular design with 18 fuel injectors. To accommodate the high volumetric flow rates associated with the use of low BTU gas fuels, a modified fuel injector configuration was defined. With this modified configuration, the combustor was found to operate satisfactorily with low BTU gases over a wide range of heating values. Stable combustion was obtained with fuels having heating values as low as 3.72 MJ/m3 (100 BTU/SCF). Also, acceptable combustion efficiency levels and exit temperature distributions were obtained. Based on these results, it is concluded that the LM500 engine can satisfactorily accommodate low BTU gas fuels typical of those produced by coal or biomass gasifiers and by other industrial processes.

Experimental Assessment of the Emissions Benefits of a Ceramic Gas Turbine Combustor

1996 ◽  
Author(s):  
K. O. Smith ◽  
A. Fahme
Keyword(s):  
Natural Gas ◽  
Gas Turbine ◽  
Flow Distribution ◽  
Operating Conditions ◽  
Nox Emissions ◽  
Fuel Injector ◽  
Gas Turbine Combustor ◽  
Experimental Assessment ◽  
Industrial Gas Turbine ◽  
Combustor Liner

Three subscale, cylindrical combustors were rig tested on natural gas at typical industrial gas turbine operating conditions. The intent of the testing was to determine the effect of combustor liner cooling on NOx and CO emissions. In order of decreasing liner cooling, a metal louvre-cooled combustor, a metal effusion-cooled combustor, and a backside-cooled ceramic (CFCC) combustor were evaluated. The three combustors were tested using the same lean-premixed fuel injector. Testing showed that reduced liner cooling produced lower CO emissions as reaction quenching near the liner wall was reduced. A reduction in CO emissions allows a reoptimization of the combustor air flow distribution to yield lower NOx emissions.

On-Site Emissions and Fuel Consumption Measurement to Compare Locomotive Fuel Injector Performance

2006 ◽  
Author(s):  
W. Scott Wayne ◽  
Ryan A. Barnett ◽  
Jeffrey M. Cutright ◽  
Ted E. Stewart
Keyword(s):  
West Virginia ◽  
Fuel Consumption ◽  
Alternative Fuels ◽  
Engine Performance ◽  
Combustion Efficiency ◽  
Fuel Injector ◽  
West Virginia University ◽  
Test Procedures ◽  
Fuel Injectors ◽  
Locomotive Engine

As part of the Norfolk-Southern Railroad’s on-going investigation into fuel consumption reductions for their fleet of 3000 locomotives, the Center for Alternative Fuels, Engines and Emissions at West Virginia University conducted on-site locomotive engine performance and emissions measurements to characterize the performance, fuel consumption and emissions associated with fuel injectors from two injector suppliers. Emissions and fuel consumption were measured using the West Virginia University Transportable Locomotive Emissions Testing Laboratory, which was set up at the Norfolk-Southern Heavy Repair Facility in Roanoke, Virginia. The tests were conducted to evaluate potential emissions and fuel consumption differences between two fuel injector suppliers using an EMD GP38-2 locomotive equipped with a 2100 hp (1566 kW), 16-cylinder, EMD 16-645E engine. The test locomotive engine was freshly overhauled and certified to the EPA locomotive Tier 0 emissions standards. Emissions and fuel consumption measurements were conducted according to the Federal Test Procedures defined in the Code of Federal Regulations 40CFR Part 92 Subpart B [1]. The engine was first tested in the “as overhauled” configuration with the OEM fuel injectors to establish the baseline emissions and fuel consumption. The baseline FTP results confirmed that this locomotive was in compliance with the Federal Tier 0 emissions standards. The OEM specification fuel injectors were replaced with “Fuel Saver” injectors designed and manufactured by an aftermarket injector supplier referred to in this paper as Supplier B. The Supplier B injectors reduced fuel consumption on the average of 2–4% for each notch, except for Notch 4 and Low Idle. However, the Supplier B injectors increased the NOx levels by 20–30% for almost every notch, which is an expected result due to the improved combustion efficiency.

scholarly journals Atomizing Characteristics of Swirl Can Combustor Modules With Swirl Blast Fuel Injectors

1980 ◽  
Author(s):  
R. D. Ingebo
Keyword(s):  
Nitrogen Oxides ◽  
Water Flow ◽  
Drop Size ◽  
Unit Area ◽  
Fuel Injector ◽  
Flow Rates ◽  
Fuel Injectors ◽  
Cold Flow ◽  
Water Sprays ◽  
The Mean

Cold flow atomization tests of several different designs of swirl can combustor modules were conducted in a 7.6 cm diameter duct at airflow rates (per unit area) of 7.3 to 25.7 g/cm2 sec and water flow rates of 6.3 to 18.9 g/sec. The effect of air and water flow rates on the mean drop size of water sprays produced with the swirl blast fuel injectors were determined. Also, from these data it was possible to determine the effect of design modifications on the atomizing performance of various fuel injector and air swirler configurations. The trend in atomizing performance, as based on the mean drop size, was then compared with the trends in the production of nitrogen oxides obtained in combustion studies with the same swirl can combustors.

Development of a Small-Scale Catalytic Gas Turbine Combustor

1982 ◽  
Vol 104 (1) ◽  
pp. 52-57 ◽  
Author(s):  
S. J. Anderson ◽  
M. A. Friedman ◽  
W. V. Krill ◽  
J. P. Kesselring
Keyword(s):  
Steady State ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Combustion Efficiency ◽  
Small Scale ◽  
Time Interval ◽  
Nox Emissions ◽  
Fuel Injector ◽  
Gas Turbine Combustor ◽  
Opposed Jet

Catalytically supported thermal combustion can provide low NOx emissions with gaseous and distillate fuels while maintaining high combustion efficiency. For stationary gas turbines, catalytic combustion may be the only emerging technology that can cost effectively meet recent federal regulations for NOx emissions. Under EPA sponsorship, a small-scale, catalytic gas turbine combustor was developed to evaluate transient and steady state combustor performance. The combustor consisted of a multiple air-atomizing fuel injector, an opposed jet igniter, and a graded-cell monolithic reactor. System startup, including opposed jet ignition and catalyst stabilization, was achieved in 250 seconds. This time interval is comparable to conventional gas turbines. Steady state operation was performed at 0.505 MPa (5 atmospheres) pressure and 15.3 m/s (50 ft/s) reference velocities. Thermal NOx emissions were measured below 10 ppmv, while fuel NOx conversion ranged from 75 to 95 percent. At catalyst bed temperatures greater than 1422K (2100°F), total CO and UHC emissions were less than 50 ppmv indicating combustion efficiency greater than 99.9 percent. Compared with conventional gas turbine combustors, the catalytic reactor operates only within a relatively narrow range of fuel/air ratios. As a result, modified combustor air distribution or fuel staging will be required to achieve the wide turndown required in large stationary systems.

Low NOx Combustor Research for a Mach 3 Turbojet Concept Validation Test Results

1997 ◽  
Author(s):  
Y. Kinoshita ◽  
T. Oda ◽  
J. Kitajima
Keyword(s):  
Combustion Efficiency ◽  
Inlet Temperature ◽  
Swirl Combustor ◽  
Fuel Injectors ◽  
Validation Test ◽  
Wide Range ◽  
Lean Fuel ◽  
Mach 3 ◽  
High Degree ◽  
Concept Validation

A unique idea of premixture jet swirl combustor (PJSC) was proposed for the ultra low NOx combustor of a Mach 3 turbojet. The combustor installed six simple premixing chambers which were arranged at certain angles to the center axis also to the circumference axis on the combustor dome. This arrangement formed large and strong recirculating flows necessary to stabilize flame at lean fuel air ratio conditions. The fuel mixing study revealed that the radial fuel injectors inserted in a premixing chamber exhibited a high degree of uniformity. Single can combustors of PJSC with three types of main fuel injectors were manufactured for the high temperature and high pressure combustion test program. All combustors performed stable combustion for a wide range of FAR and obtained combustion efficiency of 99.9 % at Mach 3 cruise conditions, namely inlet temperature of 1008 K, inlet pressure of 830 kPa and fuel air ratio of 0.0223. HTHPC-01 combustor, which installed the radial fuel injectors and had long mixing length, presented the best NOx emissions and achieved emission index of 2 g/kg fuel at that design condition. PJSC met the emission goal of HYPR project, and concept validation test was completed in success.

CFD Analysis of Fuel Distribution in Concentric Swirling Flows in a Reverse Flow Gas Turbine Combustor

2006 ◽  
Author(s):  
K. Sudhakar Reddy ◽  
D. N. Reddy ◽  
C. M. Vara Prasad
Keyword(s):  
Gas Turbine ◽  
Reverse Flow ◽  
Distribution Patterns ◽  
Swirling Flows ◽  
Cfd Analysis ◽  
Fuel Injector ◽  
Gas Turbine Combustor ◽  
Fuel Distribution ◽  
Wide Range ◽  
Injection Pressures

This paper presents the results of numerical investigations of a turbulent, swirling and recirculating flow without combustion inside a reverse flow gas turbine combustor. In order to establish the characteristics of fuel distribution patterns of the fuel spray injected into swirling flows, flow fields are analyzed inside the swirl combustor for varying amount of swirl strength using a commercial CFD code fluent 6.1.22. Three Dimensional computations are performed to study the influence of the various parameters like injection pressure, flow Reynolds number and Swirl Strength on the fuel distribution patterns. The model predictions are compared against the experimental results, and its applicability over a wide range of flow conditions was investigated. It was observed from the CFD analysis, that the fuel decay along the axis is faster with low injection pressures compared to higher injection pressures. With higher Reynolds numbers the fuel patterns are spreading longer in the axial direction. The higher momentum of the air impedes the radial mixing and increases the constraint on the jet spread. The results reveal that an increase in swirl enhances the mixing rate of the fuel and air and causes recirculation to be more pronounced and to occur away form the fuel injector. The CFD predictions are compared with the experimental data from the phototransistor probe measurements, and good agreement has been achieved.

The NOx and N2O Emission Characteristics of an HCCI Engine Operated With N-Heptane

2007 ◽  
Author(s):  
Hailin Li ◽  
W. Stuart Neill ◽  
Hongsheng Guo ◽  
Wally Chippior
Keyword(s):  
N2o Emission ◽  
Combustion Efficiency ◽  
N2o Emissions ◽  
Emission Characteristics ◽  
Nox Emissions ◽  
Fuel Injector ◽  
Incomplete Combustion ◽  
Hcci Combustion ◽  
Wide Range ◽  
Combustion Phase

This paper presents the NOx and N2O emission characteristics of a Cooperative Fuel Research (CFR) engine modified to operate in Homogeneous Charge Compression Ignition (HCCI) combustion mode using an air-assist port fuel injector. The single-cylinder engine was fuelled with n-heptane for these experiments. The parameters examined include intake air temperature and pressure, air/fuel ratio, compression ratio, and exhaust gas recirculation (EGR) rate. The parameters were varied in order to change the combustion phasing from advanced (knocking) to retarded (incomplete combustion) conditions. NOx emissions were less than 5 ppm for a fairly wide range of combustion phases, except when knocking or incomplete combustion occurred, and were largely unaffected by the parameter varied when the combustion phase was within the acceptable range. It was also found that NOx emissions increased significantly when retarded and incomplete combustion was observed even though lower combustion temperatures were expected. The increased N2O and unburned hydrocarbon (THC) emissions usually observed with retarded combustion phasing, as well as the deteriorated combustion efficiency, may contribute to this unexpected increase in NOx emissions. It was also shown that N2O emissions were extremely low (less than 0.5 ppm) except when incomplete combustion was observed.

Experimental Investigations on Temperature Distribution Along the Liner Wall and Centerline of Small Capacity Gas Turbine Combustion Chamber for Fuel Rich to Fuel Lean Air/Fuel Ratios at Equivalence Ratio of 1

2006 ◽  
Author(s):  
Digvijay B. Kulshreshtha ◽  
S. A. Channiwala
Keyword(s):  
Combustion Chamber ◽  
Gas Turbine ◽  
Fuel Mixture ◽  
Combustion Efficiency ◽  
Experimental Investigations ◽  
Temperature Profiles ◽  
Fuel Ratio ◽  
Wide Range ◽  
Exit Temperature ◽  
Unburned Fuel

The development of the combustion chamber for 20kW gas turbine unit using kerosene type fuel has been undertaken keeping in view the basic requirements of a good combustion chamber, namely, high combustion efficiency, low pressure loss, smooth ignition, wide stability limits, size and shape compatible with engine envelop, low emissions of smoke, unburned fuel and gaseous pollutant species, durability and ease of maintenance. A sophisticated experimental test rig has then been developed to investigate over a wide range of air/fuel ratios for the temperature profiles at the few axial and liner wall locations of this combustion chamber. The range of overall air/fuel ratios considered varies from 22.7396 to 152.4 i.e. Rich Air/Fuel Mixture to Lean Air/Fuel Mixture Range. The temperature profiles for centerline and liner wall for eight different air/fuel ratios are summarized here. The two air/fuel ratios selected are near the designed value of 118.34. It could be concluded from the results that the air/fuel ratio of 122.106 gives the best results for centerline temperature and the liner wall temperature as well as the exit temperature profile. This is very near to the designed air/fuel ratio of 118.34. The temperatures of near 1400 °C achieved at the centerline of the combustion chamber and the liner wall temperatures in the range of 500 °C for lower air/fuel ratio and 300 °C for higher air/fuel ratio certainly ensures safe and reliable operation of this combustion chamber.

Combustor Stability and Emissions Research Using a Well Stirred Reactor

1995 ◽  
Author(s):  
J. Zelina ◽  
D. R. Ballal
Keyword(s):  
High Efficiency ◽  
Flame Temperature ◽  
Combustion Efficiency ◽  
Combustion Stability ◽  
Lean Blowout ◽  
Stirred Reactor ◽  
Wide Range ◽  
The Future ◽  
Performance And Emissions ◽  
Industrial Gas Turbine

The design and development of low-emissions, lean premixed aero or industrial gas turbine combustors is very challenging because it entails many compromises. To satisfy the projected CO and NOx emissions regulations without relaxing the conflicting requirements of combustion stability, efficiency, pattern factor, relight (for aero combustor) or off-peak loading (for industrial combustor) capability demands great design ingenuity. The well stirred reactor (WSR) provides a laboratory idealization of an efficient and highly compact advanced combustion system of the future that is capable of yielding global kinetics of value to the combustor designers. In this paper, we have studied the combustion performance and emissions using a toroidal WSR. It was found that the toroidal WSR was capable of peak loading almost twice as high as that for a spherical WSR and also yielded a better fuel-lean performance. A simple analysis based upon WSR theory provided good predictions of the WSR lean blowout limits. The WSR combustion efficiency was 99 percent over a wide range of mixture ratios and reactor loading. CO emissions reached a minimum at a flame temperature of 1600K and NOx increased rapidly with an increase in flame temperature, moderately with increasing residence time, and peaked at or slightly on the fuel-lean side of the stoichiometric equivalence ratio. Finally, emissions maps of different combustors were plotted and showed that the WSR has the characteristics of an idealized high efficiency, low emissions combustor of the future.

scholarly journals Full Annular Rig Development of the FT8 Gas Turbine Combustor

1990 ◽  
Author(s):  
T. G. Fox ◽  
B. C. Schlein
Keyword(s):  
Gas Turbine ◽  
Liquid Fuel ◽  
Water Injection ◽  
Gas Turbine Combustor ◽  
Exit Temperature ◽  
Reduce Emissions ◽  
Engine Testing ◽  
And Performance ◽  
Industrial Gas Turbine ◽  
Emissions And Performance

The results of developmental testing in a high pressure, full annular combustion section af the FT8 industrial gas turbine are presented. Base power conditions were simulated at approximately 60% of burner pressure. All aspects of combustion performance with liquid fuel were investigated, including starting, blowout, exit temperature signature, emissions, smoke and liner wall temperature. Configurational changes were made to improve liner cooling, reduce emissions, adjust pressure loss and modify exit temperature profile. The effects of water injection on emissions and performance were evaluated in the final test run. Satisfactory performance in all areas was demonstrated with further refinements to be carried out during developmental engine testing.

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