US20120227411A1 - Method and gas turbine combustion system for safely mixing h2-rich fuels with air - Google Patents

Method and gas turbine combustion system for safely mixing h2-rich fuels with air Download PDF

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Publication number
US20120227411A1
US20120227411A1 US13/421,299 US201213421299A US2012227411A1 US 20120227411 A1 US20120227411 A1 US 20120227411A1 US 201213421299 A US201213421299 A US 201213421299A US 2012227411 A1 US2012227411 A1 US 2012227411A1
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United States
Prior art keywords
air
burner
premixer
fuel
gas turbine
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Abandoned
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US13/421,299
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English (en)
Inventor
Richard Carroni
Fernando BIAGIOLI
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General Electric Technology GmbH
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Alstom Technology AG
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Assigned to ALSTOM TECHNOLOGY LTD reassignment ALSTOM TECHNOLOGY LTD ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Biagioli, Fernando, CARRONI, RICHARD
Publication of US20120227411A1 publication Critical patent/US20120227411A1/en
Priority to US14/096,210 priority Critical patent/US10208958B2/en
Abandoned legal-status Critical Current

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    • 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
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/286—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply having fuel-air premixing devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/20—Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products
    • F02C3/30—Adding water, steam or other fluids for influencing combustion, e.g. to obtain cleaner exhaust gases
    • 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
    • F23L7/00—Supplying non-combustible liquids or gases, other than air, to the fire, e.g. oxygen, steam
    • 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
    • F23C2900/9901—Combustion process using hydrogen, hydrogen peroxide water or brown gas as fuel
    • 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
    • F23L2900/00—Special arrangements for supplying or treating air or oxidant for combustion; Injecting inert gas, water or steam into the combustion chamber
    • F23L2900/07002—Injecting inert gas, other than steam or evaporated water, into the combustion chambers
    • 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 present disclosure relates to gas turbines, and a method for safely mixing H2-rich fuels with air in a gas turbine combustion system.
  • Known combustors for hydrogen-rich fuels can rely upon very high levels of dilution (with inert species, for example, N2 and/or steam) of diffusion flames. See, for example, WO-A1-2008/135362 or WO-A1-2008/155242. Derating (i.e., reducing flame temperatures) can also be used. See, for example, EP-A1-0 731 255 or EP-A1-0 899 438. Efforts are being made to develop lean-premix combustion systems for hydrogen-rich fuels in order to further reduce emissions and to minimize costly diluents. Such systems can involve a high degree of premixing.
  • FIG. 1 shows laminar flame speeds for CH4 (a standard gas turbine fuel) and for various H2/N2 mixtures.
  • H2-rich laminar flame speeds can differ from their CH4 counterparts in that:
  • the peak flame speed can be at least 6 times higher; the flame speed in the entire range of usable fuel/air mixtures can be higher than for CH4; and the peak flame speed can occur at the much lower air excess factor ( ⁇ ) of approx. 0.6, rather than approx. 1.0.
  • Turbulent burning velocity can largely determine the flame location in a real burner. This parameter can exacerbate the situation for H2-rich fuels, given that the turbulent burning velocity is a function of pressure for H2 but not so for CH4.
  • ⁇ can vary between 0 and infinity.
  • the flammability limits can be narrow. On the rich side, a flame cannot be sustained, even at relatively high ⁇ ( ⁇ 0.7 in FIG. 1 ).
  • the burning velocity (and hence laminar flame speed) can be low, for example, near the rich extinction limit.
  • the risk of ignition in the injection area can be low, and there can be insufficient anchoring in the event of flashback (i.e., the flame is blown off).
  • the flammability limits can be wide, with very rich mixtures ( ⁇ 0.3) capable of sustaining a flame.
  • the burning velocities (and hence laminar flame speeds) can be high.
  • this action can reduce the burning velocity (see dotted double arrow A in FIG. 1 ) but not sufficiently. Furthermore, this action does not shift the equivalence ratio at which peak burning velocities occur. Excessive dilution can result in high fuel pressure losses and additional costs. The diluent is not free. In the case of N2, its pressure should be increased from that of the air separation unit to that of the fuel. In the case of steam, there is a loss of efficiency associated with extracting steam from the steam cycle.
  • the burner velocity should be increased by a suitable amount, thereby resulting in larger pressure losses across the burner and hence reduction in gas turbine efficiency.
  • the standard backup fuels for example, Natural Gas
  • there will be regions of lower air velocity for example, boundary layers, which are often near those locations from which fuel is injected.
  • a method for mixing H2-rich fuels with air in a gas turbine combustion system comprising providing a first stream of burner air and a second stream of a H2-rich fuel; premixing the fuel with a portion of the burner air to produce a pre-premixed fuel/air mixture; and injecting this pre-premixed fuel/air mixture into a main burner air stream.
  • a gas turbine combustion system comprising: a combustion chamber and at least one burner opening into the combustion chamber for injecting a stream of burner air into the combustion chamber; and at least one pre-premixer for providing a pre-premixed fuel/air mixture, whereby the at least one burner and the at least one pre-premixer are arranged relative to each other, such that the pre-premixed fuel/air mixture will be injected into the stream of burner air during operation.
  • FIG. 1 shows laminar flame speeds for CH4 (a known gas turbine fuel) and for various H2/N2 mixtures at 1 atm and 20° C.;
  • FIG. 2 illustrates a pre-premixing according to an exemplary embodiment of the disclosure
  • FIG. 3 shows an exemplary embodiment of a burner encompassing a pre-premixing concept according to the disclosure.
  • FIG. 4 illustrates an exemplary embodiment of the disclosure wherein a main swirler in a swirl-stabilized burner can be utilized to further increase the velocity in a pre-premixer, by taking advantage that a local static pressure in a central region of the burner is lower than a nominal burner pressure.
  • a method includes: providing a first stream of burner air and a second stream of a H2-rich fuel, premixing the fuel (e.g., all of the fuel) with a portion of the burner air to produce a pre-premixed fuel/air mixture, and injecting this pre-premixed fuel/air mixture into the main burner air stream.
  • the premixing can be done in a manner which can prevent flame anchoring at undesired locations, especially near the injection location and in the burner.
  • an air excess factor of ⁇ >1, for example, ⁇ >1.3 can be achieved in the premixing step.
  • air can be separated into O2 and N2 by an air separation unit (ASU), and a portion of the N2 from the air separation unit (ASU) can be added to the main burner air and/or pre-premixed fuel/air mixture.
  • ASU air separation unit
  • a pre-premixer can be in the form of a simple (for example, round) channel with straight or slightly swirling air flow can be used to avoid recirculation and/or stagnation regions.
  • a pre-premixer including narrow channels whose hydraulic diameter is less than the quenching distance can be used.
  • the boundary layers of the air flow in the pre-premixer can be energized, for example, by using some film air, in order to increase velocities in these regions.
  • the air flow can be additionally accelerated via a “jet-pump” effect of injecting large volumes of H2/N2 fuel.
  • water mist can be injected into the H2-rich fuel to enhance the safety of the method by the relative cooling due to the subsequent evaporation of the injected water.
  • a main swirler in a swirl-stabilized burner can be utilized to further increase the velocity in the pre-premixer by taking advantage that the local static pressure in the central region of the burner can be lower than the nominal burner pressure.
  • a gas turbine combustion system for applying the method according to exemplary embodiments of the disclosure can include a combustion chamber and at least one burner opening into the combustion chamber to inject a stream of burner air into the combustion chamber, at least one pre-premixer for providing a pre-premixed fuel/air mixture, whereby the at least one burner and the at least one pre-premixer can be arranged relative to each other, such that the pre-premixed fuel/air mixture can be injected into the stream of burner air.
  • the at least one pre-premixer can have the form of a simple (for example, round), channel with straight or slightly swirling air flow.
  • the at least one pre-premixer can include narrow channels whose hydraulic diameter can be less than a quenching distance.
  • the at least one burner can be a swirl-stabilized burner.
  • the at least one burner can be a so-called EV burner (in place of many: EP 0 321 809 B1) or a so-called AEV burner (in place of many: EP 0 704 657).
  • the at least one burner can be a so-called SEV burner (in place of many: EP 0 620 362 B1, pos. 5).
  • the exemplary embodiments of the disclosure relate to premixing the fuel with a portion of burner air (denoted as “pre-premixing air”) in a manner which can prevent flame anchoring, and then injecting this fuel/air mixture (characterized by ⁇ >1, for example, ⁇ >1.3) into the main burner air stream (i.e., the liner air). This can be done in one or more stages.
  • FIG. 2 illustrates an exemplary embodiment of the concept (which is called “pre-premixing”).
  • P_pk2 and T_pk2 are the pressure and temperature, respectively, at a compressor exit of the gas turbine.
  • P_fuel and T_fuel are the pressure and temperature, respectively, of the fuel
  • T_mix is the temperature of the pre-premixing mixture
  • P_hood and T_hood are the pressure and temperature, respectively, of the hood air (which is the air that enters the burner).
  • the pre-premixing method can involve elements of the traditional solutions for H2-rich fuels (for example, high air velocities, high dilution levels), but the negative effects can be rather limited because these methods can apply to a portion of the overall burner air (i.e., the pre-premixing air), rather than the entire burner air flow.
  • the pre-premixing process is driven by a pressure loss ( ⁇ P) that is larger than that across the burner.
  • ⁇ P pressure loss
  • the pre-premixing air stream is cooler than the hood air (by around 20° C.), because it is not used for liner cooling. This can further reduce reactivity in the pre-premixer.
  • the risk of ignition can be reduced due to lower O2; and lower temperature; and the pre-premixed mixture can achieve greater penetration depths in the burner (due to the higher fuel mass flow rates relative to the air mass flow), thereby permitting better mixing than when the non-pre-premixed fuel is injected into the burner.
  • the pre-premixer ( 16 in FIG. 4 ) can include a simple channel (for example, round) with straight air flow. Aerodynamically simple geometries can avoid recirculation and/or stagnation regions. The boundary layers can be energized (for example, using some film air) in order to increase velocities in these regions. Both jets in cross-flow and co-flowing jets can be used. The latter can further reduce risk of flame anchoring.
  • the air flow can additionally be accelerated via the “jet-pump” effect of injecting large volumes of H2/N2 fuel.
  • the pre-premixer can include small channels whose hydraulic diameter is less than the quenching distance. Injection and pre-mixing of the fuel in these small channels can prevent homogeneous ignition from occurring during the mixing process and prior to the attainment of higher ⁇ .
  • the air velocity can be small, because safety can now be promoted by quenching rather than by convection. Small air velocities in narrow channels are compatible with the available ⁇ P.
  • FIG. 3 is an example of a burner encompassing the new pre-premixing concept described above.
  • a pre-premixed fuel/air mixture C is injected through pre-premixers 11 and 12 into a burner 17 which opens into a combustion chamber 13 .
  • Main air 22 is added through main burner air inlets 14 and 15 near the exit of the pre-premixers 11 , 12 .
  • One or more pre-premixers may be provided per burner.
  • the idea can be used for SEV (i.e. reheat) combustion as well.
  • the pre-premixer temperature benefit would be even greater since the PK2 air used in the pre-premixer is colder (e.g., 400° C.-450° C.) than the 1000° C. of the main burner air.
  • the PK2 air used in the pre-premixer is colder (e.g., 400° C.-450° C.) than the 1000° C. of the main burner air.
  • a similar benefit would be seen in the application to non-reheat lean-premix burners in recuperated combustion systems.
  • the local mixture temperature in the pre-premixer can be significantly smaller. This can compensate for the higher flame speeds associated with richer fuel/air mixtures. This can also leave more air for liner cooling.
  • the pre-premixing concept can be applied to diffusion burners too. Such a configuration would permit clean and safe operation without derating (diffusion burners often have to run on lower firing temperatures for NOx reasons) and without the need for excessive dilution.
  • a combustion system 20 includes a burner 17 with a pre-premixer 16 .
  • a pre-premixed fuel/air mixture 21 generated within the pre-premixer 16 enters the burner 17 in an axial direction (axis 19 ).
  • Main air 22 enters the burner 17 via a hood 18 , thereby generating a swirl with a low static pressure region 24 .
  • the resulting fully premixed fuel/air mixture 23 exits the burner 17 to enter the subsequent combustion chamber.
  • the main air flow i.e., “hood” or liner air
  • hood or liner air
  • the burner can enter the burner via axial, radial or “hybrid” swirlers.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
US13/421,299 2009-09-17 2012-03-15 Method and gas turbine combustion system for safely mixing h2-rich fuels with air Abandoned US20120227411A1 (en)

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EP09170508.7A EP2299178B1 (en) 2009-09-17 2009-09-17 A method and gas turbine combustion system for safely mixing H2-rich fuels with air
EP09170508.7 2009-09-17
PCT/EP2010/062807 WO2011032839A1 (en) 2009-09-17 2010-09-01 A method and gas turbine combustion system for safely mixing h2-rich fuels with air

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JP5816522B2 (ja) * 2011-11-02 2015-11-18 川崎重工業株式会社 ガスタービンシステム
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WO2018119577A1 (zh) * 2016-12-26 2018-07-05 深圳智慧能源技术有限公司 新型变循环燃气轮机及其压气机组和启动方法
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WO2011032839A1 (en) 2011-03-24
EP2299178B1 (en) 2015-11-04
JP2013505417A (ja) 2013-02-14
CN102549341A (zh) 2012-07-04
US20140123667A1 (en) 2014-05-08
US10208958B2 (en) 2019-02-19
CN102549341B (zh) 2015-04-22
EP2299178A1 (en) 2011-03-23

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