Fuel Influence on Targeted Gas Turbine Combustion Properties: Part II — Detailed Results

2014 ◽  
Author(s):  
Victor Burger ◽  
Andy Yates ◽  
Thomas Mosbach ◽  
Barani Gunasekaran
Keyword(s):  
Gas Turbine ◽  
High Speed ◽  
Alternative Fuels ◽  
Synthetic Jet ◽  
Main Reaction ◽  
Fuel Temperature ◽  
Combustion Properties ◽  
Gas Turbine Combustion ◽  
Inlet Conditions ◽  
Formed Part

The paper presents the results from a study that formed part of a bilateral project between DLR-VT and Sasol Technology Fuels Research aimed at investigating the potential influence of physical and chemical fuel properties on ignition and extinction limits within heterogeneous gas turbine combustion. The threshold of flame extinction and re-ignition behaviour of a range of alternative fuels was investigated in a representative aero-combustor sector to determine the relative influence of physical properties and chemical reaction timescales. A matrix of eight test fuels was selected for use during the study and included conventional crude-derived Jet A-1, synthetic paraffinic kerosene, linear paraffinic solvents, aromatic solvents and pure compounds. All test fuels were characterised through full specification analyses, distillation profiles and two-dimensional gas chromatography. The ignition and extinction behaviour of the test fuel matrix was evaluated under simulated altitude conditions at the Rolls-Royce Strategic Research Centre’s sub-atmospheric altitude ignition facility in Derby, UK. A twin sector segment of a Rich Quench Lean (RQL) combustor was employed with fuel supplied to a single burner. Combustor air inlet conditions were controlled to 41.4 kPa and 265 K. Fuel temperature was controlled to 288 K. In addition to the standard extinction and ignition detection systems, optical diagnostics were applied during the test programme. Simultaneous high-speed imaging of the OH* chemiluminescence, and broadband flame luminosity was employed to capture the main reaction zones, the global heat release and distribution of radiative soot particles respectively. Lean extinction points were determined using both a photodiode as well as from the OH* chemiluminescence data. The position of extinction and overall combustor ignition and extinction timescales were determined. The diagnostic methodology that was used to obtain the results reported in this paper is discussed in greater detail in a separate complementary paper. All eight fuels, including the fully synthetic Jet A-1 fuels that formed part of the test matrix, yielded performance that was comparable to that obtained with conventional crude-derived Jet A-1.

Fuel Influence on Targeted Gas Turbine Combustion Properties: Part I — Detailed Diagnostics

2014 ◽  
Author(s):  
Thomas Mosbach ◽  
Victor Burger ◽  
Barani Gunasekaran
Keyword(s):  
Gas Turbine ◽  
High Speed ◽  
Leading Edge ◽  
Operating Conditions ◽  
Optical Measurements ◽  
Test Facility ◽  
Research Centre ◽  
High Speed Imaging ◽  
Combustion Properties ◽  
First Results

The threshold combustion performance of different fuel formulations under simulated altitude relight conditions were investigated in the altitude relight test facility located at the Rolls-Royce plc. Strategic Research Centre in Derby, UK. The combustor employed was a twin-sector representation of an RQL gas turbine combustor. Eight fuels including conventional crude-derived Jet A-1 kerosene, synthetic paraffinic kerosenes (SPKs), linear paraffinic solvents, aromatic solvents and pure compounds were tested. The combustor was operated at sub-atmospheric air pressure of 41 kPa and air temperature of 265 K. The temperature of all fuels was regulated to 288 K. The combustor operating conditions corresponded to a low stratospheric flight altitude near 9 kilometres. The experimental work at the Rolls-Royce (RR) test-rig consisted of classical relight envelope ignition and extinction tests, and ancillary optical measurements: Simultaneous high-speed imaging of the OH* chemiluminescence and of the soot luminosity was used to visualize both the transient combustion phenomena and the combustion behaviour of the steady burning flames. Flame luminosity spectra were also simultaneously recorded with a spectrometer to obtain information about the different combustion intermediates and about the thermal soot radiation curve. This paper presents first results from the analysis of the weak extinction measurements. Further detailed test fuel results are the subject of a separate complementary paper [1]. It was found in general that the determined weak extinction parameters were not strongly dependent on the fuels investigated, however at the leading edge of the OH* chemiluminescence intensity development in the pre-flame region fuel-related differences were observed.

scholarly journals Combustion Studies of a Non-Road Diesel Engine with Several Alternative Liquid Fuels

Energies ◽  
2019 ◽  
Vol 12 (12) ◽  
pp. 2447 ◽  
Author(s):  
Michaela Hissa ◽  
Seppo Niemi ◽  
Katriina Sirviö ◽  
Antti Niemi ◽  
Teemu Ovaska
Keyword(s):  
High Speed ◽  
Alternative Fuels ◽  
Fuel Oil ◽  
Liquid Fuels ◽  
Gas Oil ◽  
Energy Demands ◽  
Combustion Duration ◽  
Combustion Properties ◽  
Ci Engine ◽  
Rapeseed Methyl Ester

Sustainable liquid fuels will be needed for decades to fulfil the world’s growing energy demands. Combustion systems must be able to operate with a variety of renewable and sustainable fuels. This study focused on how the use of various alternative fuels affects combustion, especially in-cylinder combustion. The study investigated light fuel oil (LFO) and six alternative liquid fuels in a high-speed, compression-ignition (CI) engine to understand their combustion properties. The fuels were LFO (baseline), marine gas oil (MGO), kerosene, rapeseed methyl ester (RME), renewable diesel (HVO), renewable wood-based naphtha and its blend with LFO. The heat release rate (HRR), mass fraction burned (MFB) and combustion duration (CD) were determined at an intermediate speed at three loads. The combustion parameters seemed to be very similar with all studied fuels. The HRR curve was slightly delayed with RME at the highest load. The combustion duration of neat naphtha decreased compared to LFO as the engine load was reduced. The MFB values of 50% and 90% occurred earlier with neat renewable naphtha than with other fuels. It was concluded that with the exception of renewable naphtha, all investigated alternative fuels can be used in the non-road engine without modifications.

Improved CFD Predictions of Pyrolysis Oil Combustion Using Advanced Spray Measurements and Numerical Models

2021 ◽  
Author(s):  
Eva van Beurden ◽  
Artur Pozarlik ◽  
Bima Putra ◽  
Gerrit Brem ◽  
Thijs Bouten ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Gas Turbine ◽  
Alternative Fuels ◽  
Numerical Models ◽  
Cone Angle ◽  
Fast Pyrolysis ◽  
Combustion Model ◽  
Pyrolysis Oil ◽  
Cfd Simulations ◽  
Gas Turbine Combustion

Abstract In search of an economical and environmentally friendly manner of power generation the industry is forced to find fuels which can replace conventional fossil fuels. During the last years this has led to significant developments in the production of alternative fuels, whereby these fuels became a more reliable and more efficient source of energy. Fast pyrolysis oil (FPO) is considered as a promising example of one of the alternative fuels. This research focuses on the application of FPO in a gas turbine combustion chamber. For the OPRA OP16 gas turbine, a numerical approach using advanced CFD simulations has been applied to a real scale gas turbine combustor. The simulations are supported by full-scale combustor tests and atomizer spray experiments. Hereby it has been shown numerically and experimentally that the gas turbine combustion chamber can operate on FPO in the 30–100% load range. The droplet Sauter Mean Diameter (SMD) has been investigated by means of a Particle Droplet Image Analysis to visualize the sprays in the near field of the atomizer. The effects of the spray pattern are of key importance to the flame structure in the gas turbine combustion chamber. Therefore the results from this dedicated test experiment have been used as input for dedicated CFD simulations. A dedicated combustion model of fast pyrolysis oil has been developed for the OpenFOAM code, considering both the evaporation of the oil and the burnout of the char. In the simulations the gas turbine electrical load, the cone angle and the droplet SMD of the spray were varied. These simulations provide a detailed insight and description on the evaporation of the pyrolysis oil and the flame characteristics in the low calorific fuel combustor of OPRA’s OP16.

Evaluation of Impact on Lean Blowout Limit and Ignition Delay While Using Alternative Fuels on Gas Turbine Combustor

2018 ◽  
Author(s):  
Ihab Ahmed ◽  
Lukai Zheng ◽  
Emamode A. Ubogu ◽  
Bhupendra Khandelwal
Keyword(s):  
Gas Turbine ◽  
Ignition Delay ◽  
High Speed ◽  
Feedback Loop ◽  
Alternative Fuels ◽  
Cetane Number ◽  
Jet Fuels ◽  
Low Carbon ◽  
Gas Turbine Combustor ◽  
Lean Blowout

Burning leaner is an effective way to reduce emissions and improve efficiency. However, this increases the instability of the combustion and hence, increases the tendency of the flame to blowout. On the other hand, the ignition delay of a jet fuel is a crucial factor of the instability feedback loop. Shorter ignition delay results in faster feedback loop, and longer ignition delay results in slower feedback loop. This study investigates the potential effect of ignition delay on the lean blowout limit of a gas turbine combustion chamber. At the Low Carbon Combustion Centre of The University of Sheffield, a range of tests were carried out for a range of jet fuels on a Rolls-Royce Tay combustor rig. The ignition delay for each fuel was tested using Advanced Fuel Ignition Delay Analyser (AFIDA 2805). Lean blowout tests (LBO) was conducted on various air flows rates. High speed imaging was recorded using a high speed camera to give further details of the flame behavior near blowout limit for various fuels. The instability level was observed using the pressure, vibration and acoustic fluctuation. This paper presents results from an experimental study performed on a small gas turbine combustor, comparing Lean Blowout limit of different conventional, alternative and novel jet fuels with various ignition delay characteristics. It was observed that at higher cetane number, the blowout is improved remarkably. The Ignition plays an important role in determining the average instability level, and as result determines the Lean Blowout limit of a fuel.

Current Gas Turbine Combustion and Fuels Research and Development

1987 ◽  
Author(s):  
J. E. Peters
Keyword(s):  
Research And Development ◽  
Computer Modeling ◽  
Gas Turbine ◽  
Alternative Fuels ◽  
Fuel Injection ◽  
Industrial Applications ◽  
Particulate Emissions ◽  
Primary Concern ◽  
Gas Turbine Combustion ◽  
Boundary Fitting

This paper is a review of current research and development work in gas turbine combustion and fuels based on publications in the open literature and papers and reports supplied to the author by various gas turbine manufacturers on their current combustor research and development programs. Both aircraft and industrial applications are considered for the two major topics that are covered in the paper, alternative fuels and computer modeling, and for the illustration of two combustor component research and development activities. For aircraft applications, alternative fuel studies have centered on “heavier” fuels and have shown physical properties of the fuels which influence atomization and vaporization to be of primary concern regarding ignition and flame stability while chemical properties are more important to particulate emissions, heat transfer and liner durability considerations. For industrial applications, the use of medium to low heating value fuels and coal slurries have received much attention with particular emphasis on fuel delivery and mixing modifications within the combustor to accommodate these fuels. Computer modeling continues to play an increasingly important role in combustor development; currently the so-called “TEACH” based codes and their offspring are used for the majority of the computational fluid dynamics applications for gas turbine combustors. However, much work is being directed towards advanced differencing schemes, complex boundary fitting programs and proper treatment of inlet and boundary conditions in addition to studies devoted to advancing the physical submodels that are incorporated in the codes. Finally, two examples of research and development for specific design considerations are illustrated with a discussion of recent efforts on staged combustion for NOx control and on fuel injection.

Fuel Composition Influence on Gas Turbine Ignition and Combustion Performance

2015 ◽  
Author(s):  
Thomas Mosbach ◽  
Victor Burger ◽  
Barani Gunasekaran
Keyword(s):  
Gas Turbine ◽  
High Speed ◽  
Jet Fuel ◽  
Synthetic Jet ◽  
Operating Conditions ◽  
Optical Measurements ◽  
Test Facility ◽  
Research Centre ◽  
Combustion Performance ◽  
Insight Into

The influence of different jet fuel compositions on aviation gas turbine combustion performance was investigated. Eight fuels including conventional crude-derived Jet A-1 kerosene, fully synthetic Jet fuel, synthetic paraffinic kerosenes, linear paraffinic solvents, aromatic solvents and pure compounds were tested. The tests were performed in the altitude relight test facility located at the Rolls-Royce Strategic Research Centre in Derby (UK). The combustor employed was a twin-sector representation of an RQL gas turbine combustor. The combustor was operated at sub-atmospheric air pressure of 41 kPa and air temperature of 265 K. The temperature of the fuels was regulated to 288 K. The combustor operating conditions corresponded to a simulated low stratospheric flight altitude near 9,000 metres. The experimental work at the Rolls-Royce (RR) test-rig consisted of classical relight envelope ignition and extinction tests, and ancillary optical measurements: Simultaneous high-speed imaging of the OH* chemiluminescence and of the soot luminescence was applied to obtain spatial and temporal resolved insight into the ongoing processes. Optical emission spectroscopy was also applied simultaneously to obtain spectral and temporal resolved insight into the flame luminescence. First results from the analysis of the OH* chemiluminescence and detailed fuel analysis results were presented in previous papers [1, 2]. This article presents further results from the analysis of the soot luminescence imaging and flame spectra. It was found in general that the combustion performance of all test fuel formulations was comparable to regular Jet A-1 kerosene. Fuel related deviations, if existent, are found to be small.

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