Classifications

• • 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
  • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
  • F02C7/22—Fuel supply systems
• • 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
  • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
  • F02C9/26—Control of fuel supply
  • F02C9/263—Control of fuel supply by means of fuel metering valves

Definitions

• the present invention relates to a fuel injection system for supplying pressurized fuel gas to a combustion chamber of a gas turbine.
• the fuel injection system has at least one electrically controllable magnetic valve working with pulse-width-modulation, i e controlling the gas flow by varying the length of its opening time pulses in relation to its closing time, in a gas supply conduit. It also relates to methods for operating and starting a gas turbine by means of such a fuel injection system.
• a combustion chamber of a gas turbine can be supplied with different fuels, e g solid fuels that have been pre- treated into gaseous form, liquid fuels that are injected as a fine dispersion, or originally gaseous fuels. Fuels in liquid form or gas form are the most widely used types for operating a gas turbine. Different fuels require different fuel systems .
• the main objects of the present invention are to simplify the construction of fuel systems, and to reduce their costs.
• a fuel injection system for supplying pressurized fuel gas to a combustion chamber of a gas turbine.
• the fuel injection system has at least one controllable valve in a gas supply conduit.
• Each valve is an electrically controllable magnetic valve working with pulse-width-modulation, i e controlling the fuel gas mass flow by varying the length of its opening time pulses in relation to its closing time.
• the objects are also achieved by methods for operating and starting a gas turbine by means of such a fuel injection system.
• the fuel injection system also comprises at least one fuel gas igniter, at least one fuel gas injection nozzle in the combustion chamber, and at least one pilot valve and a throttle valve in the gas supply conduit.
• the methods comprise the steps of evacuating fuel gas in the combustion chamber. Then the igniter is energized before pressurized fuel gas is supplied in the gas supply conduit. This is followed by igniting the fuel gas supplied from the gas supply conduit through the throttle valve, whereby a pilot flame is created, and waiting until the pilot flame is stable. Then the pilot valve is energized so that the pilot flame can be regulated for achieving a predefined temperature in the combustion chamber, and the main valves are energized and the pilot valve is closed, alternatively, regulated when the combustion chamber has an appropriate temperature.
• the construction of a fuel system is simplified by means of easy obtainable standard valves, its cost is reduced due to low prices for valves and their associated equipment, and the operation of the gas turbine is secure and easy regulated.
• FIG 1 is a flow diagram of a preferred embodiment of a fuel injection system according to the invention
• FIG 2 is diagrams over a temperature profile in a combustion chamber of a gas turbine, and fuel gas mass flow into the combustion chamber during injection of fuel gas in accordance with the invention
• FIG 3 is a diagram showing the operation of the main valves in the fuel injection system according to the invention when each valve is open 50 % of the period time during the injection of fuel gas
• FIG 4 is a diagram showing the operation of the main valves in the fuel injection system according to the invention when each valve is open 20 % of the period time during the injection of fuel gas.
• the easiest way of controlling a gas turbine unit is by changing the mass flow of fuel to the gas turbine. This can be done by regulating the injection of a pressurized fuel, which, if a liquid fuel is used, is pressurized by a separate pump or, if a gaseous fuel is used, by a separate compressor of a centrifugal, axial, screw or positive displacement type, wherein the compressor in turn is fed with e g natural gas from an external supply.
• a pressurized fuel which, if a liquid fuel is used, is pressurized by a separate pump or, if a gaseous fuel is used, by a separate compressor of a centrifugal, axial, screw or positive displacement type, wherein the compressor in turn is fed with e g natural gas from an external supply.
• the injection of fuel is controlled by control means, regulator and shut-off valves, and associated equipment for supplying the appropriate mass flow of fuel into the combustion chamber.
• the pressure of the gaseous fuel entering the combustion chamber can be controlled by various computer software and hardware, mechanical or electrical valves and/or other control means in response to a measured pressure drop across certain parts of the fuel system for the gas turbine unit, e g the turbine, conduits or any other suitable part of the unit .
• pressurized natural gas is used as a fuel gas supplied to a combustion chamber 2 of a gas turbine, which is not further illustrated.
• the fuel gas is supplied from an external source to an inlet side 10 ' of a fuel gas compressor 10, which pressurizes the fuel gas in a way known to a man skilled in the art, and delivers the fuel gas with an appropriate higher pressure to the outlet side 10" connected to a gas supply conduit 15.
• a first shut-off valve 11 is connected with its upstream end to the gas supply conduit, and with its downstream end to a gas filter 14. This first shut-off valve is used for closing and opening the fuel gas mass flow.
• a fuel gas evacuation conduit with a fuel gas evacuation valve 13 is connected to the gas supply conduit between the first shut-off valve and the gas filter for evacuating leaking or remaining fuel gas in the gas supply conduit during stops and standstills for the gas turbine unit.
• a second shut-off valve 12 is connected with its upstream end to the downstream end of the gas filter.
• the fuel gas evacuation is done as a security measure when stopping the gas turbine by closing the fuel gas massflow by means of the shut-off valves 11 and 12, wherein a time delay or an error in the closing procedure could enclose fuel gas in the gas supply conduit, which then has to be evacuated. It could also occur a function error in any of the shut-off valves creating a leaking of fuel gas into the gas supply conduit that also has to be evacuated.
• the fuel injection system comprises two controllable main valves 3, 4, each connected with its upstream end to the gas supply conduit 15 after the second shut-off valve 12.
• the first main valve 3 is connected to the gas supply conduit after the second shut-off valve and the second main valve 4 is connected to the gas supply conduit after the first main valve.
• the two main valves 3, 4 are arranged in parallel to each other, whereby their downstream ends are connected to a conduit 16 leading into the combustion chamber 2.
• the two main valves are electrically controllable magnetic valves working with pulse-width- modulation, i e controlling the fuel gas mass flow by varying the length of their opening time pulses in relation to their closing time. Due to practical and technical reasons two main valves are used, but an option is to use only one valve if possible.
• a pressure transducer 6 is also connected to the gas supply conduit 15 between the upstream ends of the two main valves 3, 4 for measuring the pressure of the fuel gas before entering the main valves.
• a pilot valve 5 is connected with its upstream end to the gas supply conduit 15 after the second main valve 4, and with its downstream end connected to another conduit 17 leading into the combustion chamber 2.
• the pilot valve 5 is also an electrically controllable magnetic valve, working with pulse-width-modulation, i e controlling the gas flow by varying the length of its opening time pulses in relation to its closing time.
• a throttle valve 9 is connected with its upstream end to the gas supply conduit 15 after the pilot valve, and its downstream end connected to the same conduit 17 as the pilot valve leading into the combustion chamber, whereby the throttle valve is connected in parallel with the pilot valve and lets through a constant fuel gas mass flow for ensuring a continuous combustion in the combustion chamber.
• the conduit 16 is connected to the downstream ends of the two main valves 3 and 4, and leads the fuel gas into fuel gas injection nozzles 8 placed in the combustion chamber 2 of the gas turbine. These nozzles are arranged in a ring form around a pilot flame chamber 19 inside the combustion chamber for creating an even distribution of injected fuel gas giving an efficient combustion.
• the conduit 17 is connected to the downstream ends of the pilot valve 5 and the throttle valve 9 and leads the fuel gas into a pilot nozzle 18 in the centre of the combustion chamber 2 and the pilot flame chamber 19.
• the pilot flame chamber surrounds the pilot nozzle for ensuring that a pilot flame becomes and is kept stable without disturbances .
• the method is explained with reference to FIG 2, in which the top diagram schematically shows the temperature T in the combustion chamber 2 on the y-axis in relation to time t shown on the x-axis, the diagram in the middle schematically shows the fuel gas mass flow Q through the pilot valve 5 and the throttle valve 9 on the y-axis in relation to time t shown on the x-axis, and the bottom diagram shows the fuel gas mass flow Q through the main valves 3 and 4 on the y-axis in relation to time t shown on the x-axis.
• the method involves the consecutive steps of first evacuating possible remaining fuel in the combustion chamber 2 by means of a draught created by rotating the gas turbine, e g by means of an electric generator on the turbine shaft used as a motor. Then the igniter 7 is energized a certain time before point "a" in FIG 2 for about ten seconds, and pressurized fuel gas is supplied in the gas supply conduit 15 about two seconds after the igniter is energized. This is followed by igniting the fuel gas supplied from the gas supply conduit through the throttle valve 9 connected to the conduit 17 leading into the combustion chamber, whereby the pilot flame is created at point "a” in FIG 2, and waiting until the pilot flame is stable, hereby starting to warm up the combustion chamber as seen in the top diagram of FIG 2.
• the pilot valve 5 in parallel with the throttle valve is energized at point "b" in the middle diagram so that the pilot flame can be regulated for achieving a predefined higher temperature in the combustion chamber 2, and the two main valves 3 and 4, shown in the bottom diagram, are energized at point "c", and the pilot valve 5 is closed at point "d", ensuring an overlapping of fuel gas mass flow, when the combustion chamber has an appropriate temperature.
• the method ensures that the operation of the gas turbine can be regulated by supplying the appropriate mass flow of fuel gas.
• the pilot valve 5 may be regulated simply by closing or opening it completely or be regulated in response of transient/dynamic conditions in the gas turbine.
• the latter preferred way of regulating the pilot valve is accomplished by regulating it in response of changes in e g, temperature in the gas turbine, number of revolutions for the gas turbine, i e load and power demand for the gas turbine, and air flow through the gas turbine.
• This means that the pilot valve instead of being closed at point "d" as described above is regulated together with the two main valves .
• FIGS 3 and 4 illustrate the operation of the main valves 3 and 4 during the pulse-width-modulation.
• FIG 3 shows the operation of the main valves 3 and 4 when each of them is open 50 % of the whole working-cycle .
• the main valves are opened and closed during operation with the same constant frequency, preferably 25 Hz, and have a constant phase displacement in relation to each other when operating.
• the preferred phase displacement between them is 180°, any other phase displacement in the interval 0° to 360° fulfilling the demands could also be used.
• FIG 4 shows the operation of the main valves in relation to each other when each of them is open only 20 % of the whole working- cycle.
• the first main valve 3 opens and closes before the second main valve 4 is opened in comparison with FIG 3 in which the first main valve 3 closes and the second main valve 4 opens at approximately the same time.
• the two main valves 3, 4 and the pilot valve 5 are controlled in relation to the load and power demand of the gas turbine. This control can be done in accordance with different parameters, e g the temperature in the combustion chamber 2 and the gas turbine, and its number of revolutions, wherein these are measured creating signals, indicating fuel gas mass flow conditions, load and/or power demands or other requirements.
• the throttling i e the throttling function accomplished with the throttle valve 9 in this embodiment, may be done by by-passing fuel gas flow, or by using a common adjustable throttle valve or a throttle valve with a fixed throttle value.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Feeding And Controlling Fuel (AREA)
• Fluidized-Bed Combustion And Resonant Combustion (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=20279462

Family Applications (1)

Country Status (5)

Cited By (4)

Citations (4)

Family Cites Families (3)

• 2000
  • 2000-04-28 SE SE0001552A patent/SE522267C2/sv not_active IP Right Cessation
• 2001
  • 2001-04-27 DE DE10196104T patent/DE10196104B8/de not_active Expired - Fee Related
  • 2001-04-27 WO PCT/SE2001/000931 patent/WO2001083965A1/en active Application Filing
  • 2001-04-27 AU AU2001252845A patent/AU2001252845A1/en not_active Abandoned
  • 2001-04-27 GB GB0224080A patent/GB2376721B/en not_active Expired - Fee Related

Patent Citations (4)

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