EP1334307A2 - Procede de reduction de nox thermique dans des systemes de combustion catalytique - Google Patents

Procede de reduction de nox thermique dans des systemes de combustion catalytique

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Publication number
EP1334307A2
EP1334307A2 EP01273066A EP01273066A EP1334307A2 EP 1334307 A2 EP1334307 A2 EP 1334307A2 EP 01273066 A EP01273066 A EP 01273066A EP 01273066 A EP01273066 A EP 01273066A EP 1334307 A2 EP1334307 A2 EP 1334307A2
Authority
EP
European Patent Office
Prior art keywords
nox
catalyst
combustion
wave
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01273066A
Other languages
German (de)
English (en)
Other versions
EP1334307A4 (fr
Inventor
Ralph Dalla Betta
Marco A. Velasco
David K. Yee
Sarento G. Nickolas
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Motors Ltd
Original Assignee
Catalytica Energy Systems Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US09/942,976 external-priority patent/US7121097B2/en
Application filed by Catalytica Energy Systems Inc filed Critical Catalytica Energy Systems Inc
Publication of EP1334307A2 publication Critical patent/EP1334307A2/fr
Publication of EP1334307A4 publication Critical patent/EP1334307A4/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C13/00—Apparatus in which combustion takes place in the presence of catalytic material
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23L—SUPPLYING AIR OR NON-COMBUSTIBLE LIQUIDS OR GASES TO COMBUSTION APPARATUS IN GENERAL ; VALVES OR DAMPERS SPECIALLY ADAPTED FOR CONTROLLING AIR SUPPLY OR DRAUGHT IN COMBUSTION APPARATUS; INDUCING DRAUGHT IN COMBUSTION APPARATUS; TOPS FOR CHIMNEYS OR VENTILATING SHAFTS; TERMINALS FOR FLUES
    • F23L15/00—Heating of air supplied for combustion
    • F23L15/04—Arrangements of recuperators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/40—Continuous combustion chambers using liquid or gaseous fuel characterised by the use of catalytic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C2900/00—Special features of, or arrangements for combustion apparatus using fluid fuels or solid fuels suspended in air; Combustion processes therefor
    • F23C2900/13002—Catalytic combustion followed by a homogeneous combustion phase or stabilizing a homogeneous combustion phase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D2208/00—Control devices associated with burners
    • F23D2208/10—Sensing devices
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/34—Indirect CO2mitigation, i.e. by acting on non CO2directly related matters of the process, e.g. pre-heating or heat recovery

Definitions

  • the invention relates to methods and apparatus, both devices and systems, for control of NO ⁇ in catalytic combustion systems, and more particularly to control of NO ⁇ produced downstream of the catalytic reaction zone of a combustor, while at the same time maintaining the same power output yet low CO, by reducing combustion residence time, ter alia, through control of the location of the homogeneous combustion wave.
  • Gas turbines are used for a variety of purposes, among them: motive power; gas compression; and generation of electricity.
  • the use of gas turbines for electrical generation is of particular and growing interest due to a number of factors, among them being modularity of design, generation output capacity to size and weight, portability, scalability, and efficiency.
  • gas turbines generally use low sulfur hydrocarbon fuels, principally natural gas, which offers the promise of lower sulfur oxides or SO ⁇ pollutant output. This is particularly important in urban areas that use, or can use, gas turbines for power generation, as they are attractive for power-grid supply in-fill to cover growing power needs as urban densification occurs.
  • Gas turbines tend to operate with a high turbine inlet temperature, in the range of from about 1100 °C for moderate efficiency turbines, to 1500 °C for modern high efficiency engines.
  • the combustion system must produce a somewhat higher temperature, generally 1200 to 1600 °C as a result of some air addition due to seal leakage or the purposeful addition of air for cooling of portions of the gas turbine structure.
  • the combustion system will produce NOx.
  • the amount of NOx produced increases as the temperature increases.
  • turbine operating conditions must be controlled so that the amount of NOx produced does not increase.
  • a typical gas turbine system comprises a compressor upstream of, and feeding compressed air to, a combustor section in which fuel is injected and burned to provide hot gases to the drive turbine located just downstream of the combustor.
  • Fig. 1 shows such a prior art system employing a catalytic combustion system in the combustor section.
  • Figure 1 shows a conventional system of the type described in US patent 5,183,401 by Dalla Betta et al., US 5,232,357 by Dalla Betta et al., US 5,250,489 by Dalla Betta et al., US 5,281,128 by Dalla Betta et al., and US 5,425,632 by Tsurumi et al.
  • These types of turbines employ an integrated catalytic combustion system in the combustor section.
  • the combustor section comprises the apparatus system between the compressor and the drive turbine.
  • the illustrative combustor section comprises: a housing in which is disposed a preburner; fuel source inlets; catalyst fuel injector and mixer; one or more catalyst sections; and a post catalyst reaction zone.
  • the preburner burns a portion of the total fuel to raise the temperature of the gas mixture entering the catalyst, and some NOx is formed there.
  • Additional fuel is introduced downstream of the preburner and upstream of the catalyst and is mixed with the process air by an injector mixer to provide a fuel/air mixture (F/A mixture).
  • the F/A mixture is introduced into the catalyst where a portion of the F/A mixture is oxidized by the catalyst, further raising the temperature.
  • This partially combusted F/A mixture then flows into the post catalyst reaction zone wherein auto-ignition takes place a spaced distance downstream of the outlet end of the catalyst module.
  • the remaining unburned F/A mixture combusts in what is called the homogeneous combustion (HC) zone (within the post catalyst reaction zone), raising the process gases to the temperature required to efficiently operate the turbine.
  • HC homogeneous combustion
  • Each type of drive turbine has a designed inlet temperature, called the design temperature.
  • the system or operator must control the outlet temperature of the combustor section to keep the temperature at the design-temperature of the drive turbine.
  • This can be a very high temperature, in the range of 1100°C for moderate efficiency gas turbines and as high as 1400 to 1600°C for modern high efficiency engines.
  • NOx forms in the "Post catalyst reaction zone" of the combustor section.
  • the NOx level produced in the post catalytic combustion zone is typically low for natural gas and similar fuels, it is still desirable to reduce this level even further to meet increasingly stringent emissions requirements.
  • Fig. 2 shows the relationship between the temperature in the post catalyst reaction zone and the amount of NOx produced, for a catalytic combustion system of the type shown in Fig. 1.
  • Region A At temperatures below about 1450 °C, identified in the figure as Region A, the level of NOx produced is below 1 ppm.
  • the Region B As seen in Fig. 2, at temperatures above about 1450 °C, the Region B lower boundary, the NOx level rises rapidly, with 5 ppm produced at 1550 °C, and even higher levels above that temperature, on the order of 9 - 10 ppm or higher.
  • the formation of NOx at a high temperature is a kinetically controlled process.
  • Prompt NOx A portion of the NOx, called “Prompt NOx,” or “Fennimore NOx,” forms in the region of the combustor where rapid reactions occur.
  • the amount of Prompt NOx formed depends on the fuel-to-air ratio and final flame temperature, but this Prompt NOx stops forming once the flame-front has consumed most of the fuel.
  • a second pathway to the formation of NOx is the “Thermal NOx” or “Zeldovich pathway,” in which NOx is formed continuously at high temperatures and in quantities dependant only on time and temperature. In typical gas turbine systems with residence times in the range of 10 to 20 ms (milliseconds), the prompt and thermal pathways produce roughly the same amount of NOx.
  • reaction of the fuel occurs in a flame that is fixed in location by a flame holder.
  • the flame holder can be either a physical object or an aerodynamic process to anchor or stabilize the flame.
  • Physical elements include bluff bodies, v-gutters, or other such mechanical parts that recirculate the gas stream to stabilize the flame.
  • Aerodynamic stabilizers include physical elements such as swirlers and vanes and such modifications as expanded flow area to stabilize the flame.
  • Flame temperature, temperature profile, physical dimensions of the combustor, and other such features determine the thermal NOx formation. For example, the designer cannot change thermal NOx levels without changing the volume or length of the combustor or the position at which the combustor design anchors the flame.
  • HC post catalyst homogeneous combustion
  • Fig. 3 is an enlarged schematic of a portion of Fig.l showing the major components of a catalytic combustion system 12 located downstream of the preburner.
  • the catalytic combustion system includes a catalyst fuel injector 11, one or more catalyst sections 13 and the post catalyst reaction zone 14 in which is located the HC (homogeneous combustion) zone 15.
  • the bottom portion of Fig. 3 illustrates the temperature profile and fuel composition of the combustion gases as they flow through the combustor section described above.
  • Temperature profile 17 shows gas temperature rise through the catalyst unit as a portion of the fuel is combusted. After a delay, called the ignition delay time 16, the remaining fuel reacts to give the full temperature rise.
  • the corresponding drop in the concentration of the fuel 18 along the same path is shown as a dotted line.
  • a portion of the fuel is combusted, without flame, in the catalyst resulting in an increase in temperature of the gas mixture.
  • the mixture exiting the catalyst is at an elevated temperature and contains the remaining unburned fuel in air.
  • This hot fuel and air mixture autoignites in a homogeneous combustion process in which the remaining fuel reacts in a radical reaction process to form the final reaction products of CO 2 and H 2 O, and the temperature rises to the final combustion temperature for the total entering fuel and air mixture.
  • the invention comprises methods and apparatus, both devices and systems, for control of Zeldovich (thermal) pathway NOx production in catalytic combustion systems, and more particularly to control of NOx produced during combustion of liquid or gaseous fuels in the post catalytic sections of gas turbines by reducing combustion residence time in the HC zone through control of the HC wave, principally by adjusting the catalyst inlet temperature.
  • the invention arises out of the discovery that in the typical combustor having a physical or aerodynamic flame holder, the fuel and air mixture is combusted in a fixed position and does not move significantly as process conditions are varied.
  • the process of the invention comprises controlling the catalyst outlet temperature, which changes the HC wave location, which in turn controls the time period (residence time) during which the flame produces thermal NOx.
  • NOx can be reduced to ⁇ 3 ppm, preferably ⁇ 2 ppm, while CO is maintained to within acceptable limits of ⁇ 50 - 100 ppm, and even to ⁇ 5 - 10 ppm.
  • Fig. 4 shows a series of simple schematic drawings of a catalyst combustor system having a fuel injector, catalyst and post-catalyst homogeneous combustion zone feeding hot gas into a drive turbine.
  • This series of figures illustrates schematically the change in the position of the homogeneous combustion wave, starting in Fig. 4A, with the HC wave being shown positioned downstream of the catalyst.
  • the actual physical location of the HC wave is function of the ignition delay time, ti gn ition, as shown in Fig. 3, and the gas velocity.
  • ti gn ition ignition delay time
  • the ignition delay is adjusted to be very long, so that after the ignition occurs and the high temperature is reached, the time that the gas mixture will be hot enough for thermal NOx formation is relatively short and NOx formation will be minimized.
  • the ignition delay time is at an intermediate value and in Fig. 4C the ignition delay time is very short.
  • the Zeldovich pathway NOx formation is progressively higher due to progressively longer times in which the gas mixture is at the high post-combustion temperature.
  • the catalyst outlet temperature can be changed by changing the operating conditions of the combustor system. For example, in a first embodiment of the control aspects of the invention, the amount of fuel fed to the preburner (shown in Figure 1) is reduced, then the temperature entering the catalyst module will be lower and the temperature at the exit of the catalyst will also be lower. This lower temperature at the catalyst exit will move the homogeneous combustion wave farther downstream from the catalyst and closer to the turbine, thus reducing the level of thermal NOx formed. Similarly, increasing the fuel to the preburner will increase the catalyst outlet temperature, move the homogenous combustion wave upstream and increase the amount of thermal NOx formed. Other control embodiments are described below in the Detailed Description section of this Application.
  • the inventive control of the location of the HC Wave to reduce the thermal NOx output is an unexpected and very unusual aspect of catalytic combustion systems employing the partial downstream combustion technology described here.
  • Fig. 1 is a schematic diagram of a typical prior art gas turbine showing the major components and using an integrated catalytic combustion system in the combustor section;
  • Fig. 2 is a graph of NOx produced vs Temperature in a catalytic combustion system and showing low temperature, low NOx Region A, and the rapid increase in NOx produced in Region B above about 1450 °C;
  • Fig. 3 is a schematic diagram of a catalytic combustion system showing the post catalyst homogeneous combustion zone (HC Zone) located downstream of the catalyst in which the remaining portion of the fuel is combusted ;
  • HC Zone post catalyst homogeneous combustion zone
  • Fig. 4 is a multi-part schematic diagram of a catalytic combustion system showing changes in the position of the homogeneous combustion wave (HC Wave) in accord with the invention, Fig. 4A showing a general location, Fig. 4B showing long ignition delay moves the HC Wave further downstream toward the outlet to the turbine, and Fig. 4 C showing shortening the ignition delay moves the HC Wave toward the catalyst module;
  • HC Wave homogeneous combustion wave
  • Fig. 5 is a partial section, diagrammatic views of the test rig
  • Fig. 6 is a graph of test results using the test rig of Fig. 5 showing NOx emissions as a function of residence time after essentially complete combustion of the fuel in the HC Zone;
  • Fig. 7 is a schematic diagram of a portion of the combustor down stream of the catalyst module showing exemplary locations for ultraviolet sensors in the post-catalyst reaction zone;
  • Fig. 8 is a graph of the CO concentration profile, in ppm CO vs Residence Time, in the post catalyst reaction zone.
  • FIG. 5 shows a catalyst module 13, having two stages in series, of the type shown in US Patent 5,512,250, installed in a tubular test rig 70.
  • Ambient air 72 is introduced at one end and hot exhaust gases exit the test rig at outlet 74 off one leg of an observation Tee 76.
  • a thermocouple 78 measured the temperature of the air just downstream of an electric air heater 80.
  • Thermocouples 82a and 82b were installed upstream and downstream of the catalyst module 13, respectively, to measure the gas temperature both upstream and just downstream of the catalyst module.
  • Additional thermocouples 84 were located spaced various distances downstream of the catalyst module to progressively measure the temperatures of the gas in the homogeneous combustion zone downstream of the catalyst section.
  • PI and P2 two water- cooled gas-sampling probes, PI and P2 were installed in the reactor to measure the composition of the gas stream at the position thirty-three cm (PI) and fifty-three cm (P2) downstream of the catalyst.
  • Fuel was supplied to preburner 86, and catalyst fuel 88 was introduced just upstream of a series of static mixers 90 to insure thorough Fuel/ Air mixing.
  • test sequence was as follows:
  • NOx (ppm at 15% O 2 ) NOx (ppm at test condition) X (20.9 - 15)/(20.9 - O 2 ), Equation 1, with the results being shown in Fig. 6, NOx emissions in ppm as a function of the residence time after essentially complete combustion of the fuel.
  • the residence time shown for the different curves of Fig. 6 is the time from: 1) the point where most of the fuel has combusted and the temperature has risen to approximately the maximum post-catalyst reaction zone temperature, and 2) the point at which the gas sample is taken for measurement of the NOx level.
  • the test was run by determining the homogeneous combustion wave location and then moving the location of this combustion wave by changing the inlet temperature of the fuel/air mixture to the catalyst by changing the power to the electric air heater that heats the air in the test rig.
  • the catalyst inlet gases temperature As the catalyst inlet gases temperature is changed, the total fuel to the catalyst was changed to maintain a constant post-catalyst reaction zone temperature.
  • the homogeneous combustion wave moves downstream and shortens the residence time at high temperature.
  • the homogeneous combustion wave moves toward the catalyst module and the residence time at high temperature increases.
  • the residence time to lower values reduces the NOx significantly. For example, at 1540°C, the NOx is reduced from 4.6 ppm to about 3 ppm or a reduction of 35%. At lower temperatures, the NOx level is lower, but operation at lower residence time still reduces the level of NOx.
  • the process by which the position of the homogeneous combustion wave can be controlled depends on the design of the catalytic combustion system.
  • the catalyst inlet temperature is controlled by a flame burner
  • the catalyst inlet temperature is controllable by changing the fuel flow to the flame burner.
  • the fraction of fuel fed to the preburner is decreased and the fraction of fuel fed to the catalyst fuel injector increased, so the total fuel fed to the gas turbine is held constant.
  • the total power output can be constant, yet since the fuel fed to the preburner has been decreased, the catalyst inlet and outlet temperatures are decreased and the homogeneous combustion wave is moved downstream to decrease the residence time at high temperature and the NOx level.
  • Additional embodiments of the inventive system and method that can be used to advantage in a system that is designed for, or takes advantage of, the control of the residence time at high temperature to control NOx, include the following:
  • one or more flame sensors 92 can be installed downstream of catalyst module in the post-catalyst combustion zone 14 of the combustor section 12 that are sensitive to the homogeneous combustion wave.
  • sensors particularly optical sensors, in connection with control of gas turbines employing catalytic combustion systems, see our co-pending application USSN 09/942,976, filed August 29, 2001, entitled CONTROL STRATEGY FOR FLEXIBLE CATALYTIC COMBUSTION SYSTEM, the disclosure of which is hereby incorporated by reference.
  • Exemplary sensors include various types of ultraviolet sensors that are sensitive to the radiation produced from at least some of the radical reactions that occur in the radical reaction process for hydrocarbon and other fuels.
  • Such a UV sensor such as 92a can be oriented to "look at" the outlet end of the catalyst module to protect it from over-temperature, as where the HC Wave encroaches on the catalyst module.
  • a preferred position for a sensor is downstream adjacent the outlet to the turbine, as shown at the right of Fig. 7, where sensor 92b is positioned to be exposed to the homogeneous combustion wave when it is in the desired location.
  • the signal of this sensor can then be used to control the combustion process, in particular to control the catalyst inlet temperature, e.g., by control of the F/A mixture entering the catalyst in accord with the inventive process to hold the homogenous combustion process in a particular, predetermined, desired location in order to limit the formation of NOx to a preselected level, e.g., to ⁇ 3 ppm, preferably below about 2 ppm, and most preferably below about 1 ppm.
  • a second type of sensor that can be used in a manner, and located in positions, similar to the above ultraviolet-type sensor, is an ion sensor whose signal is some function of the concentration of ionized gas molecules in the region near the sensor.
  • Such sensors typically measure ion current between a pair of electrically charged plates or electrodes.
  • Such a sensor, or array of suitably located sensors can be positioned in the post catalyst reaction zone to monitor the location of the homogeneous combustion wave.
  • thermocouples can be located in post-catalyst reaction zone to measure gas temperature and thus the location of the homogeneous combustion wave, since the gas temperature rises substantially at the location of this combustion wave.
  • thermocouples can be positioned to measure the combustion zone wall temperature (typically metal walls). Since the metal wall is in heat transfer relationship with the hot gases, the temperature rise in the gas at the location of the homogeneous combustion wave would be reflected as a corresponding temperature rise in the metal wall temperature.
  • the CO level in the turbine exhaust may increase due to the fact that the reaction time in the HC Wave is too short to obtain complete reaction of the CO (oxidation to CO 2 ) within the combustor burnout zone.
  • the CO concentration entering the drive turbine and also exiting the turbine exhaust will be as shown in Fig. 8, which is derived for a selected set of turbine and catalytic combustor operating conditions.
  • the "knee" in the curve is at approximately 10 ppm CO, 13 ms Residence Time. Shorter residence times cause the CO to rapidly increase, while longer residence times can reduce the CO output to ⁇ 10 ppm as shown in the curve.
  • the invention provides principles by which the operating parameters are adjusted by the controller to achieve this very difficult low NOx/low CO/high Power Output target window. Controlling the gas turbine so that the CO concentration is on the curve of Fig. 8, below about 100 ppm, and preferably in the vicinity of the knee in the curve of Fig. 8, ⁇ 10 ppm and most preferably ⁇ 5 ppm, still permits the HC Wave to be maintained at the desired location (residence time short, ignition delay long) for low NOx production.
  • monitoring the CO level with CO sensors can be used to control the position of the HC Wave.
  • the sensor 92b shown in Fig. 7 can be a CO breakthrough sensor, the readings of which are monitored and fed back to the controller, e.g., for F/A adjustment to control the HC Wave location.
  • the CO sensor can measure the CO in the turbine exhaust (see Fig. 1) and the CO level sensor signal used as an input to a controller for control of the position of the HC Wave.
  • One exemplary control strategy is to periodically change the combustor operating conditions so that the HC Wave is moved closer to or further away from the post catalyst reaction zone exit and monitor the CO level in the turbine exhaust.
  • one or more NOx sensors in the HC Zone can be employed in locations as described above for Fig. 7.
  • the sensor outputs are used to control the hot turbine inlet gases to a specified NOx level by controlling the above-described parameters that adjust the position of the homogeneous combustion wave.
  • the actual location of the homogeneous combustion wave can be controlled by varying the following system or operating parameters: a. Changing the catalyst inlet temperature; b. Changing the fraction of air bypassing the catalyst to thus change the fuel/air ratio through the catalyst. Since the total turbine air flow and total turbine fuel flow is not changed, the turbine inlet temperature and load operating point will remain the same; c. Adjusting the air to the preburner, e.g., by overboard bleed of compressor discharge air upstream of the preburner which increases the fuel air ratio of the mixture in the catalyst and changes the position of the homogenous combustion wave; d. Changing the composition of the fuel mixture by adding or removing components that would effect the ignition delay time.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)

Abstract

L'invention concerne des procédé et appareil, aussi bien dispositifs que systèmes, destinés à réguler la production de NOx thermique (Zeldovich) dans des systèmes de combustion catalytique lors de la combustion de carburants liquides ou gazeux dans les parties post-catalytiques de turbines à gaz par la réduction du temps de résidence de la combustion dans la zone de combustion homogène (HC) par le biais de la régulation l'onde HC, principalement par le réglage de la température d'admission du catalyseur. Lorsque la température d'admission du mélange combustible/air ( vers le catalyseur) est réduite, l'onde HC descend (délai d'allumage plus long), et réduit le temps de résidence à haute température et, par conséquent, la production de NOx thermique. On peut limiter l'augmentation de compensation au niveau de la production de CO par des délais d'allumage plus longs, en localisant de manière sélective l'onde HC, ce qui permet de réduire le NOx thermique et de maintenir la production de puissance et une production de CO faible. NOx est réduit dans des proportions de l'ordre de <3 ppm, de préférence <2 ppm, CO étant maintenu à <100 ppm, d'ordinaire à <50 ppm, de préférence à <5-10 ppm.
EP01273066A 2000-10-27 2001-10-26 Procede de reduction de nox thermique dans des systemes de combustion catalytique Withdrawn EP1334307A4 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
US24401900P 2000-10-27 2000-10-27
US244019P 2000-10-27
US942976 2001-08-29
US09/942,976 US7121097B2 (en) 2001-01-16 2001-08-29 Control strategy for flexible catalytic combustion system
PCT/US2001/050466 WO2002073090A2 (fr) 2000-10-27 2001-10-26 Procede de reduction de nox thermique dans des systemes de combustion catalytique

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EP1334307A2 true EP1334307A2 (fr) 2003-08-13
EP1334307A4 EP1334307A4 (fr) 2007-07-04

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US7121097B2 (en) 2001-01-16 2006-10-17 Catalytica Energy Systems, Inc. Control strategy for flexible catalytic combustion system
EP2385233A1 (fr) * 2010-05-07 2011-11-09 Alstom Technology Ltd Procédé d'exploitation d'une unité de turbine à gaz basée sur la température de la chambre de combustion

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US5601426A (en) * 1991-01-09 1997-02-11 Pfefferle; William C. Catalytic method
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EP1334307A4 (fr) 2007-07-04
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