Full-Scale Demonstration of Surface-Stabilized Fuel Injectors for Sub-Three ppm NOx Emissions

2004 ◽  
Author(s):  
Steven J. Greenberg ◽  
Neil K. McDougald ◽  
Leonel O. Arellano
Keyword(s):  
Pressure Ratio ◽  
Full Scale ◽  
Low Flow ◽  
Stable Operation ◽  
Inlet Temperature ◽  
Nox Emissions ◽  
Fuel Injectors ◽  
Air Inlet ◽  
Radial Profiles ◽  
Developed Surface

ALZETA Corporation has developed surface-stabilized fuel injectors for use with lean premixed combustors which provide extended turndown and ultra-low NOx emission performance. These injectors use a patented technique to form interacting high-flow and low-flow flame zones immediately above a selectively-perforated porous metal surface. This allows stable operation at low reaction temperatures. This technology has been given the product name nanoSTAR™. Previous work involved the development of nanoSTAR technology from the proof-of-concept stage to prototype testing. Rig testing of single injectors and of two injectors simulating a sector of an annular combustion liner have been completed for pressure ratios up to 17 and combustion air inlet temperatures up to 700 K (800°F). This paper presents results from the first ever full-scale demonstration of surface-stabilized fuel injectors. An annular combustion liner, fitted with twelve nanoSTAR injectors was successfully tested up to a pressure ratio of 12 and combustion air inlet temperature of 700 K (800°F). NOx emissions were 2 ppm with CO emissions of 3 ppm both corrected to 15% O2. The combustion system exhibited excellent temperature uniformity around the annular combustor outlet with a maximum pattern factor of 0.16 and engine-appropriate radial profiles.

Development and Demonstration of Engine-Ready Surface-Stabilized Combustion System

2006 ◽  
Author(s):  
Leonel O. Arellano ◽  
Arun K. Bhattacharya ◽  
Kenneth O. Smith ◽  
Steven J. Greenberg ◽  
Neil K. McDougald
Keyword(s):  
Porous Metal ◽  
Full Scale ◽  
Low Flow ◽  
Screening Tests ◽  
Stable Operation ◽  
Combustion System ◽  
Nox Formation ◽  
Single Digit ◽  
Fuel Injectors ◽  
Developed Surface

Alzeta Corporation has developed surface-stabilized fuel injectors for use in lean-premixed low-emissions combustion systems. These injectors use a patented technique to form interacting high-flow and low-flow flame zones immediately above a selectively-perforated porous metal surface. This allows stable operation at low reaction temperatures conducive for preventing high NOx formation. Solar Turbines and Alzeta had previously worked together to evaluate single-injector and full-scale proof-of-concept test hardware. This paper presents results of a combustion system developed for evaluation on an engine. The next-generation hardware has evolved to include a pilot to handle low engine speeds, and flow circuits have been adjusted to meet low-pressure drop requirements. Screening tests of the full-scale system have been completed at simulated engine conditions in a full-scale rig. Single-digit NOx and CO emissions have been achieved without encountering combustion-driven instabilities. The combustion system demonstrated adequate power turndown with the assistance of the pilot module, and studies to predict the service life of burners have been initiated.

Sector Tests of a Low NOx, Lean-Direct-Injection, Multipoint Integrated Module Combustor Concept

2002 ◽  
Author(s):  
Robert Tacina ◽  
Changlie Wey ◽  
Peter Laing ◽  
Adel Mansour
Keyword(s):  
Direct Injection ◽  
Pressure Ratio ◽  
Inlet Pressure ◽  
Inlet Temperature ◽  
Single Element ◽  
Nox Emissions ◽  
Fuel Injectors ◽  
Lean Direct Injection ◽  
Test Conditions ◽  
Engine Cycle

Results of a low-NOx combustor test with a 15° sector are presented. A multipoint, lean-direct injection concept is used. The configuration tested has 36 fuel injectors and fuel-air mixers in place of a dual annular arrangement of two conventional fuel injectors. An integrated-module approach is used for the construction where chemically etched laminates that are diffusion bonded, combine the fuel injectors, air swirlers and fuel manifold into a single element. Test conditions include inlet temperatures up to 866K, and inlet pressures up to 4825 kPa. The fuel used was Jet A. A correlation is developed relating the NOx emissions to the inlet temperature, inlet pressure, and fuel-air ratio. Using a hypothetical 55:1 pressure-ratio engine, cycle NOx emissions are estimated to be less than 40% of the 1996 ICAO standard.

Surface-Stabilized Fuel Injectors With Sub-Three ppm NOx Emissions for a 5.5 MW Gas Turbine Engine

2003 ◽  
Author(s):  
Steven J. Greenberg ◽  
Neil K. McDougald ◽  
Christopher K. Weakley ◽  
Robert M. Kendall ◽  
Leonel O. Arellano
Keyword(s):  
Porous Metal ◽  
Stable Operation ◽  
Nox Emissions ◽  
Turbine Engine ◽  
Fuel Injectors ◽  
Engine Simulation ◽  
Developed Surface ◽  
Low Nox Emission ◽  
Combustor Liner ◽  
Blue Flame

ALZETA Corporation has developed surface-stabilized fuel injectors for use with lean premixed combustors which provide extended turndown and ultra-low NOx emission performance. These injectors use a patented technique to form interacting radiant and blue-flame zones immediately above a selectively-perforated porous metal surface. This allows stable operation at low reaction temperatures. A previous ASME paper (IJPGC2002-26088) described the development of this technology from the proof-of-concept stage to prototype testing. In 2002 development of these fuel injectors for the 5.5 MW turbine accelerated. Additional single-injector rig tests were performed which also demonstrated ultra-low emissions of NOX and CO at pressures up to 1.68 MPa (16.6 atm) and inlet temperatures up to 670 °K (750 °F). A pressurized multi injector ‘sector rig’ test was conducted in which two injectors were operated simultaneously in the same geometric configuration as that expected in the engine combustor liner. The multi-injector package was operated with various combinations of fired and unfired injectors, which resulted in low emissions performance and no adverse affects due to injector proximity. To date sub-3 ppm NOx emissions with sub-10 ppm CO emissions have been obtained over an operating range of 0.18 to 1.68 MPa (1.8 to 16.6 atm), inlet temperatures from 340 to 670 °K (186 to 750 °F), and adiabatic flame temperatures from 1740 to 1840 °K (2670 to 2850 °F). A full scale multi-injector engine simulation is scheduled for the beginning of 2003, with engine tests beginning later that year.

Experimental Sector and Flame-Tube Evaluations of a Multipoint Integrated Module Concept for Low Emission Combustors

2004 ◽  
Author(s):  
Robert Tacina ◽  
Adel Mansour ◽  
Leonard Partelow ◽  
Changlie Wey
Keyword(s):  
Direct Injection ◽  
Pressure Ratio ◽  
Inlet Temperature ◽  
Nox Emissions ◽  
Fuel Injector ◽  
Fuel Injectors ◽  
Lean Direct Injection ◽  
Flame Tube ◽  
Fuel Staging ◽  
The Difference

Emissions from a low-NOx combustor concept were measured in a flame-tube (uncooled, ceramic lined) combustor and a three-module sector combustor. The low-NOx concept used in both the flame-tube and sector tests is a multipoint, lean-direct injection concept. The multipoint modules have 12, 13 or 20 fuel injectors in place of a conventional fuel injector. An integrated-module approach is used for the construction, where chemically etched laminates are diffusion bonded and combine the fuel injectors, air swirlers and fuel manifold into a single module. Test conditions include inlet temperatures up to 810K, inlet pressures up to 2760 kPa, and equivalence ratios up to 0.6 using Jet-A fuel. The NOx emissions from the sector tests are similar to those from the flame-tube tests when the difference in liner cooling is accounted. The NOx emissions are correlated to the inlet temperature, inlet pressure, and fuel-air ratio. The goal of at least 70% reduction from the 1996 ICAO standard using a 20:1 pressure-ratio engine cycle was met. The range of low-power operability using circumferential fuel staging was near the goal, but fuel staging within the module did not improve the operability range.

Surface-Stabilized Fuel Injectors With Sub-Three PPM NOx Emissions for a 5.5 MW Gas Turbine Engine

2005 ◽  
Vol 127 (2) ◽  
pp. 276-285 ◽  
Author(s):  
Steven J. Greenberg ◽  
Neil K. McDougald ◽  
Christopher K. Weakley ◽  
Robert M. Kendall ◽  
Leonel O. Arellano
Keyword(s):  
Porous Metal ◽  
Stable Operation ◽  
Nox Emissions ◽  
Proof Of Concept ◽  
Turbine Engine ◽  
Fuel Injectors ◽  
Engine Simulation ◽  
Developed Surface ◽  
Combustor Liner ◽  
Blue Flame

ALZETA Corporation has developed surface-stabilized fuel injectors for use with lean premixed combustors which provide extended turndown and ultralow NOx emission performance. These injectors use a patented technique to form interacting radiant and blue-flame zones immediately above a selectively perforated porous metal surface. This allows stable operation at low reaction temperatures. A previous ASME paper (IJPGC2002-26088) described the development of this technology from the proof-of-concept stage to prototype testing. In 2002 development of these fuel injectors for the 5.5 MW turbine accelerated. Additional single-injector rig tests were performed which also demonstrated ultralow emissions of NOx and CO at pressures up to 1.68 MPa (16.6 atm) and inlet temperatures up to 670°K (750°F). A pressurized multi-injector “sector rig” test was conducted in which two injectors were operated simultaneously in the same geometric configuration as that expected in the engine combustor liner. The multi-injector package was operated with various combinations of fired and unfired injectors, which resulted in low emissions performance and no adverse affects due to injector proximity. To date sub-3 ppm NOx emissions with sub-10 ppm CO emissions have been obtained over an operating range of 0.18–1.68 MPa (1.8–16.6 atm), inlet temperatures from 340 to 670K (186–750°F), and adiabatic flame temperatures from 1740 to 1840K (2670–2850°F). A full scale multi-injector engine simulation is scheduled for the beginning of 2003, with engine tests beginning later that year.

Development of Surface-Stabilized Fuel Injectors With Sub-Three PPM NOx Emissions

2002 ◽  
Author(s):  
Christopher K. Weakley ◽  
Steven J. Greenberg ◽  
Robert M. Kendall ◽  
Neil K. McDougald ◽  
Leonel O. Arellano
Keyword(s):  
Porous Metal ◽  
Operating Conditions ◽  
Stable Operation ◽  
Nox Emissions ◽  
Single Digit ◽  
Turbine Engine ◽  
Fuel Injectors ◽  
Developed Surface ◽  
Low Nox Emission ◽  
Full Pressure

ALZETA Corporation has developed surface-stabilized fuel injectors for use with lean premixed combustors which provide extended turndown and ultra-low NOx emission performance. These injectors use a patented technique to form interacting radiant and blue-flame zones immediately above a selectively-perforated porous metal surface. This allows stable operation at low reaction temperatures. This technology is a successful extension of ALZETA’s line of proven Pyromat™ SB metal fiber burners. A proof-of-concept injector in a full-pressure test rig at NETL in Morgantown, West Virginia achieved sub-3 ppm NOx emissions with concurrent single-digit CO emissions, both corrected to 15% O2. Operating conditions ranged between inlet pressures of 182.4 kPa (1.8 atm) and 1236.2 kPa (12.2 atm), inlet temperatures between 86° C (186° F) and 455° C (850° F) and calculated adiabatic flame temperatures between 1466° C (2670° F) and 1593° C (2900° F). Testing with prototype fuel injectors in test rigs at Solar Turbines last year yielded similar results. In May of 2001, a Solar Saturn 1 MW gas-turbine engine was operated to 95% load with a surface-stabilized injector. Programs are moving forward to adapt these injectors to the Solar Turbines Taurus 60 and Titan 130 engines. Engine tests are scheduled to begin in 2003.

Determination of Safe Pumping Temperature for Waxy Crude Pipelines

2006 ◽  
Author(s):  
Jinjun Zhang ◽  
Jianlin Ding ◽  
Kang Xu ◽  
Huajun Fan
Keyword(s):  
Flow Rate ◽  
Pour Point ◽  
Heating Temperature ◽  
Safety Margin ◽  
Low Flow ◽  
Stable Operation ◽  
Inlet Temperature ◽  
New Approach ◽  
Point Temperature ◽  
Waxy Crude

Flow risk of a hot waxy crude pipeline mainly comes from restart failure, i.e. oil gelation resulted from prolonged pipeline shutdown, and unstable operation at low flow rate. Once the unstable operation happens, the friction loss of the pipeline increases with decreasing flow rate and finally flow may cease if treated improperly. To avoid these flow risks, the pumping temperature of the crude is generally required to be kept above a minimum allowable temperature, and conventionally the pour point temperature is taken. This practice is effective but quite rough. Obviously, to control the inlet temperature of a heating station at the pour point temperature implies different safety margin for winter and summer operation. For large throughput hot oil pipelines, reduction of the heating temperature even by a little bit may save a great amount of fuel. Therefore, how to save fuel while ensuring safe operation has been a valuable topic for long time. On the other hand, many factors impacting the flow safety are stochastic and with uncertainty, so analysis without considering this feature can hardly yield convincible results, though this has been the common case for many years. In this paper, by taking the stochastic feature into account, a Stable Operation Index (SOI) and a Pipeline Restartability Index (PRI) were proposed to assess the flow safety of a pipeline concerning the low-flowrate stable operation and restartability after shutdown. Combining these two indexes, a Pipeline Flow Safety Index (PFSI) was adopted to assess the flow risks of hot waxy crude pipelines. On this basis a new approach to quantitatively determining the safe pumping temperature was developed and illustrated by a case study. Encouraging results show that this new approach has the potential to replace the simple rule of pour point as a guide to determining the safe pumping temperature of waxy crude pipelines.

scholarly journals Development of a Catalytic Combustor for a Heavy-Duty Utility Gas Turbine

1996 ◽  
Author(s):  
Ralph A. Dalla Betta ◽  
James C. Schlatter ◽  
Sarento G. Nickolas ◽  
Martin B. Cutrone ◽  
Kenneth W. Beebe ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Catalytic Combustion ◽  
Full Scale ◽  
Inlet Temperature ◽  
Nox Emissions ◽  
Combustion System ◽  
Catalytic Reactor ◽  
Heavy Duty ◽  
Catalytic Combustor

The most effective technologies currently available for controlling NOx emissions from heavy-duty industrial gas turbines are either diluent injection in the combustor reaction zone, or lean premixed Dry Low NOx (DLN) combustion. For ultra low emissions requirements, these must be combined with selective catalytic reduction (SCR) DeNOx systems in the gas turbine exhaust. An alternative technology for achieving comparable emissions levels with the potential for lower capital investment and operating cost is catalytic combustion of lean premixed fuel and air within the gas turbine. The design of a catalytic combustion system using natural gas fuel has been prepared for the GE model MS9OOIE gas turbine. This machine has a turbine inlet temperature to the first rotating stage of over 1100°C and produces approximately 105 MW electrical output in simple cycle operation. The 508 mm diameter catalytic combustor designed for this gas turbine was operated at full-scale conditions in tests conducted in 1992 and 1994. The combustor was operated for twelve hours during the 1994 test and demonstrated very low NOx emissions from the catalytic reactor. The total exhaust NOx level was approximately 12–15 ppmv and was produced almost entirely in the preburner ahead of the reactor. A small quantity of steam injected into the preburner reduced the NOx emissions to 5–6 ppmv. Development of the combustion system has continued with the objectives of reducing CO and UHC emissions, understanding the parameters affecting reactor stability and spatial non-uniformities which were observed at low inlet temperature, and improving the structural integrity of the reactor system to a level required for commercial operation of gas turbines. Design modifications were completed and combustion hardware was fabricated for additional full-scale tests of the catalytic combustion system in March 1995 and January 1996. This paper presents a discussion of the combustor design, the catalytic reactor design and the results of full-scale testing of the improved combustor at MS9OOIE cycle conditions in the March 1995 and January 1996 tests. Major improvements in performance were achieved with CO and UHC emissions of 10 ppmv and 0 ppmv at base load conditions. This ongoing program will lead to two additional full-scale combustion system tests in 1996. The results of these tests will be available for discussion at the June 1996 Conference in Birmingham.

Development of a Catalytic Combustor for a Heavy-Duty Utility Gas Turbine

1997 ◽  
Vol 119 (4) ◽  
pp. 844-851 ◽  
Author(s):  
R. A. Dalla Betta ◽  
J. C. Schlatter ◽  
S. G. Nickolas ◽  
M. B. Cutrone ◽  
K. W. Beebe ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Catalytic Combustion ◽  
Full Scale ◽  
Inlet Temperature ◽  
Nox Emissions ◽  
Combustion System ◽  
Catalytic Reactor ◽  
Heavy Duty ◽  
Catalytic Combustor

The most effective technologies currently available for controlling NOx emissions from heavy-duty industrial gas turbines are diluent injection in the combustor reaction zone, and lean premixed Dry Low NOx (DLN) combustion. For ultralow emissions requirements, these must be combined with selective catalytic reduction (SCR) DeNOx systems in the gas turbine exhaust. An alternative technology for achieving comparable emissions levels with the potential for lower capital investment and operating cost is catalytic combustion of lean premixed fuel and air within the gas turbine. The design of a catalytic combustion system using natural gas fuel has been prepared for the GE model MS9OO1E gas turbine. This machine has a turbine inlet temperature to the first rotating stage of over 1100°C and produces approximately 105 MW electrical output in simple cycle operation. The 508-mm-dia catalytic combustor designed for this gas turbine was operated at full-scale conditions in tests conducted in 1992 and 1994. The combustor was operated for twelve hours during the 1994 test and demonstrated very low NOx emissions from the catalytic reactor. The total exhaust NOx level was approximately 12–15 ppmv and was produced almost entirely in the preburner ahead of the reactor. A small quantity of steam injected into the preburner reduced the NOx emissions to 5–6 ppmv. Development of the combustion system has continued with the objectives of reducing CO and UHC emissions, understanding the parameters affecting reactor stability and spatial nonuniformities that were observed at low inlet temperature, and improving the structural integrity of the reactor system to a level required for commercial operation of gas turbines. Design modifications were completed and combustion hardware was fabricated for additional full-scale tests of the catalytic combustion system in March 1995 and January 1996. This paper presents a discussion of the combustor design, the catalytic reactor design, and the results of full-scale testing of the improved combustor at MS9OO1E cycle conditions in the March 1995 and January 1996 tests. Major improvements in performance were achieved with CO and UHC emissions of 10 ppmv and 0 ppmv at baseload conditions. This ongoing program will lead to two additional full-scale combustion system tests in 1996. The results of these tests will be available for discussion at the June 1996 Conference in Birmingham.

scholarly journals Optimum Power Boosting of Gas Turbine Cycles With Refrigerated Inlet Air and Compressor Intercooling

1996 ◽  
Author(s):  
Mohand A. Ait-Ali
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Pressure Ratio ◽  
Inlet Temperature ◽  
Turbine Blade Cooling ◽  
High Pressure Ratio ◽  
Blade Cooling ◽  
Air Inlet ◽  
Turbine Inlet ◽  
Compressor Work

With or without turbine blade cooling, gas turbine cycles have consistently higher turbine inlet temperatures than steam turbine cycles. But this advantage is more than offset by the excessive compressor work induced by warm inlet temperatures, particularly during operation on hot summer days. Instead of seeking still higher turbine inlet temperatures by means of sophisticated blade cooling technology and high temperature-resistant blade materials, it is proposed to greatly increase the cycle net work and also improve thermal efficiency by decreasing the compressor work. This is obtained by using refrigerated inlet air and compressor intercooling to an extent which optimizes the refrigerated air inlet temperature and consequently the gas turbine compression ratio with respect to maximum specific net power. The cost effectiveness of this conceptual cycle, which also includes regeneration, has not been examined in this paper as it requires unusually high pressure ratio gas turbines and compressors, as well as high volumetric air flow rate and low temperature refrigeration equipment for which reliable cost data is not easily available.

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