G

Development
of the sequential
combustion system
for the GT24/GT26
gas turbine family

GT24/GT26 performance data

Rated at 165 MW, the GT24 delivers 50 %
more output than a conventional GT11N2
with essentially the same footprint of
10 5 meters. The higher output is the
result of increases in the cycle pressure
ratio and the sequential combustion
cycle. Additionally, the exhaust temperature

of

the

GT24/GT26

is

610C

(1130 F), which is ideal for combined

cycle (gas and steam turbine plant) operation (Table 1).
Scaled up from the GT24, the GT26 is
for the 50-Hz market, with an output of
265 MW and efficiencies of 38.2 % in

The 60-Hz, 165-MW GT24 and the 50-Hz, 265-MW GT26 are the first two

simple cycle and 58.5 % in combined

members of ABBs new gas turbine family based on sequential combus-

cycle mode.

tion. These turbines offer higher output plus an efficiency advantage of

The power density of this gas turbine

up to 4 % over todays machines. Whereas the first combustor in the se-

family is approximately 20 % higher than

quential combustion system employs proven EV combustor technology,

for other units in this class. This allows a

the lean premixed, self-igniting second combustor is the result of an ex-

more compact design, shorter blade

tensive R & D programme that included wind tunnel and water channel

lengths, lower tip speeds and therefore

experiments, computational fluid dynamics (CFD) calculations and com-

lower stresses, leading to higher reliabil-

bustion tests at atmospheric and high pressure. An innovative cooling

ity.

technology was also developed to satisfy the special needs of the selfigniting premix combustor. The test programme further showed that the
sequential combustion system has the potential to lower NOx emissions

Sequential combustion system

to single-digit levels.

From the outside, the straight throughflow design of the GT24/GT26 gas tur-

with high specific power, high efficiency,

ventional gas turbine, with a cold-end

uses proven turbine technology and

high reliability and low emissions.

generator drive, the air intake system per-

he GT24/GT26 gas turbine family 1

bines looks very similar to that of a con-

applies it in a unique manner to solve a

pendicular to the shaft, axial turbine ex-

problem that has challenged the power

haust and all casings and vane carriers

generation industry since the inception of

split horizontally. The main developments

advanced technology: the uncoupling of

that led to the advanced and compact

efficiency and emissions.

GT24/26 turbine design have already

In standard gas turbine designs, the

proved their reliability in numerous power

higher turbine inlet temperature required

plants.

for increased efficiency results in higher

Dr. Franz Joos

emission levels and increased material

Philipp Brunner

and life cycle costs.

This problem is overcome with the
sequential combustion cycle. Such a
cycle forms the basis of ABBs advanced GT24 (60 Hz) and GT26 (50 Hz) gas
turbines, which combine compactness

ABB Review 4/1998

The

advanced

technology

behind

the GT24/GT26 is the sequential com-

Dr. Burkhard Schulte-Werning

Dr. Khawar Syed
ABB Power Generation
Dr. Adnan Eroglu
ABB Corporate Research

This article is based on a paper of the same title, presented at the ASME Turbo Expo 96 in Birmingham, UK.
It was named Best Technical Paper by the Electric Utilities & Cogeneration Committee at Turbo Expo 97 and
honoured with the 1996 ASME Award for its outstanding contribution to the literature of gas turbines and
power plants at ASME TURBO EXPO 98.

bustion system 2 . With a pressure ratio

of 30 :1, the compressor delivers nearly
double the pressure ratio of a conventional compressor, although in terms of
applied technology it remains well within
the experience envelope [14]. The compressed air is heated in a first combustion chamber (EV combustor). After the
addition of about 60 % of the fuel (at full
load), the combustion gas expands
through the first turbine stage. This onestage, high-pressure (HP) turbine lowers
the pressure from 30 to approximately
15 bar.
The remaining fuel is added in a second combustion chamber (SEV combustor), where the gas is again heated to

Cutaway drawing of the advanced ABB GT24/GT26 gas turbine

the maximum turbine inlet temperature.

Final expansion in the 4-stage, lowpressure (LP) turbine follows. 3 shows

tion without water or steam injection.

ponent of the sequential combustion

the thermodynamic cycle of the sequen-

First commercially tested in 1990 at the

system. It is already proven in the GT10

tial combustion process, while 4 com-

Midland Cogeneration Venture, Michigan

(25-MW) and in the GT13E2 (165-MW)

pares the cycle of the sequential com-

(USA), the fleet using the EV burner has

gas turbines [1,17], the latter having been

bustion process with a conventional

meanwhile run up more than 800,000

successfully commissioned in Japan in

cycle. It is seen that for the same power

hours of reliable operation.

1993. Launched in 1991, 53 units of the

output, a lower turbine inlet temperature

The compact annular combustion

is needed with the sequential combustion

chamber design is another key com-

GT13E2 have been ordered to date, with

48 units already in operation.

cycle.
Sequential combustion is not new in
the history of power generation. ABB delivered already during the 1950s and
1960s 24 plants with various com-

Table 1:
Technical data of the GT24 and GT26 gas turbines
(simple cycle, methane)

binations of intercooling in the compresGT24

GT26

MW
%
Btu/kWh

kg/s
C
rpm
vppm

165
37.9
9,000
30
378
610
3,600
< 25

265
38.2
8,930
30
545
610
3,000
< 25

22
5
1 EV
1 SEV
30/24

22
5
1 EV
1 SEV
30/24

sor and two-stage combustion in the turbine. Nine of these plants are still in operation today. ABB therefore has decades
of experience with sequential combustion
systems [7].

Design features of the

GT24/GT26 EV combustor
The first combustor is an annular combustion chamber equipped with 30 proven dry low-NO x EV burners. The EV

Load output*
Efficiency (LHV)*
Heat rate (LHV)*
Compressor ratio
Exhaust mass flow
Exhaust temperature
Shaft speed
NOX emissions
No of stages
compressor
turbine
No and type of annular combustors
No of burners EV/SEV

burner (EV stands for Environmental)

[16] adds the benefit of low NOx combus-

* = at generator terminals

ABB Review 4/1998

10

11

Section through the sequential combustion system in the GT24/GT26 gas turbine
1
2
3
4

Compressor
High-pressure turbine
Low-pressure turbine
SEV combustor

5
6
7
8

Fuel injector
EV combustor
EV burner
Convective liner cooling

9
10
11

Mixing zone
Vortex generators
Effusion-cooled SEV burner

combustion

The SEV combustor

spontaneous ignition delay have been

chamber has a carrier structure with seg-

basic considerations

conducted for many fuels over wide

mented liners which are cooled by con-

Experimental findings show that for many

ranges of ambient conditions [18, 19].

vection. There are no cooling films on the

fuels the weak extinction limit cor-

6 compares the ignition delay time of

hot side of the walls. Virtually all the in-

responds to an equivalence ratio of

methane with that of a typical natural gas

coming compressor air is led to the EV

around 0.5 in atmospheric conditions and

and oil no 2.

burners, where a lean premix combustion

is relatively independent of the pressure.

In a conventional lean premix combus-

process ensures extremely low NO x

In contrast, the flammability range is con-

tor (eg the EV combustion chamber)

emissions. The EV burners employ the

siderably widened by increasing the inlet

spontaneous ignition must be avoided,

vortex breakdown principle; neither

temperature 5 . This widening is gen-

since it could lead to overheating of com-

mechanical flame holders nor cross-firing

erally ascribed to the enhanced flame

bustor components and to unacceptably

tubes are therefore necessary. All EV

temperature, which strengthens the dif-

high pollutant emissions. A reheat com-

burners operate throughout the full load

fusion ignition sources in the flame propa-

bustion system, such as the SEV (Se-

range. The temperature profile of the de-

gation process [5].

quential EV) combustion chamber, can be

This

very

compact

parting hot gas is very even in the circum-

At considerably higher temperatures a

designed to use the self-ignition effect for

ferential direction (due to the annular de-

region is found where self-ignition of the

a simple and rugged construction. In

sign) as well as in the radial direction (pri-

fuel occurs 5 and no external ignition

order to achieve reliable spontaneous

marily due to the premixing of all air with

source for flame propagation is required.

ignition with natural gas and to widen the

the fuel and the absence of film cooling of

Spontaneous ignition delay is defined

stability range, combustor inlet tempera-

the inner and outer liners of the combus-

as the time interval between the creation

tures higher than 1000 C over the whole

tor). This important feature enhances re-

of a combustible mixture, achieved by in-

operating range were selected for the

liability and efficiency in the first turbine

jecting fuel into air at high temperatures,

GT24/GT26 SEV combustor.

stage and increases the lifetime of the

and the onset of a flame. In view of their

Successful operation of the SEV com-

hot-gas components.

practical importance, measurements of

bustor requires that, in addition to ensur-

ABB Review 4/1998

F
5

2
F

4
P
6

h
1

Thermodynamic cycle of the sequential combustion

system
h
s
F
P

Enthalpy
Entropy
Fuel input
Power to generator

Comparison of the thermodynamic cycle

of a sequential combustion concept with that
of a conventional concept
T

Temperature

Entropy

1
2

Standard GT: high turbine inlet temperature

Sequential combustion

ing self-ignition, emissions are kept low.

gions, where high flame temperatures

be kept short in order to ensure self-igni-

For low NOx emissions the fuel and the

result in high NOx generation rates. An

tion and limit the size of the combustor.

hot HP turbine exit gas must be mixed

optimum relationship between the igni-

Furthermore, this optimum should be

well prior to ignition. If this is not the case

tion delay and degree of premixing is

maintained over a wide range of fuel flow

burning will occur in fuel-enriched re-

therefore desirable, the former having to

rates, which change with the combustor

Flammability limits with self-ignition (p = 15 bar)

T
CH4

Inlet temperature
Methane

Self-ignition after 1 ms

Ignition delay time of methane, natural gas and no 2 oil

(pressure = 15 bar, equivalence ratio = 1.0 [18, 19])

Ignition delay
Temperature of mixture

1250

Blue
Methane
Green Natural gas
Red
No 2 oil

1000
ms
100

1000

10
750
1
500
T

0.1

250
0

Flammable

No
flame

5
CH4

10

No
flame

15

% vol

20

0.01
0.001
0

500

1000

1500

ABB Review 4/1998

load and fuel compositions, eg as a result

operation point. The figure shows results

of different blends of natural gas.

from idealized plug flow computations

which are performed for each discrete in-

1
Fuel injection

itial mixture state using the CHEMKIN

code [13]. The shortest ignition delay

In the SEV combustor of the GT24/GT26,

times are seen to occur at very lean mix-

the above optimum is reached through

tures, since the mixture temperature in-

the use of carrier air, ie air that is bled

creases as the initial concentration of the

from the compressor and injected into

hot exit gas of the HP turbine is in-

the SEV burner together with the fuel. The

creased.

carrier air works both as a premixing

enhancer, in that it maintains the momen-

As a fuel jet emerges into the hot exit

7

Calculated fuel mass fraction

at injector outlet

gas of the HP turbine, short ignition delay

tum of the fuel jet (a factor critical to

achieving high premixing quality), and as
an ignition controller.

times will be apparent over a wider range

1
2
3

Carrier air
Main flow (HP turbine exit gas)
Fuel

than exhibited in 8 . As indicated above

the ignition process is initiated in mixtures

The design of the injector is crucial to

that occur at the extremities of the fuel

the effectiveness of the carrier air in the

jet. Although these regions are very lean

above roles. The fuel lance was devel-

confined to the central part of the jet and

and may result in a very low temperature

oped through a series of extensive tests

is completely surrounded by the carrier

rise, ignition will propagate very rapidly to

as well as detailed computational analy-

air.

other regions, as the heat and radicals

sis. 7 shows contours of the mean fuel

The delay in the ignition process result-

are transported away from the ignition

concentration at the fuel nozzle exit, as

ing from the appearance of carrier air is

source to neighbouring regions through

obtained with a 3D computation of the

illustrated in 8 , which shows the ignition

turbulent mixing. A key process in the

turbulent flow and mixing within the fuel

delay time as a function of fuel and car-

control of both the ignition delay and

lance. The figure shows that the fuel is

rier air concentrations for a typical SEV

emissions is therefore the turbulent mix-

Ignition delay time (based on maximum CH mole

fraction) as a function of the initial composition for
typical SEV operation

Fine scale mixing rate between fuel and HP turbine

exit gas at plane 0.8 jet diameters from injector exit
1
2
3

Ignition delay
Initial fuel mass fraction

Injection hole
Main flow (HP turbine exit gas)
High mixing rates between HP turbine exit gas and fuel

Red arrow Increasing carrier air concentration

1.E+02
ms
1
1.E+01
2

1.E+00
3
view
1.E01
1.E05

1.E04

1.E03
f

ABB Review 4/1998

1.E02

1.E01

1.E+00

x/H = 0.1
100
x/H = 1.0
80
x/H = 2.0

60

x/H = 3.0

40
SD
air

20

fuel

fuel injector
0
H

0.5

1.0

1.5

2.0

2.5

3.0

x/ H
x
main flow

LIF pictures and associated histograms of transverse

planes along the mixing section
x
H

10

Axial coordinate
Channel height

Variation coefficient (standard deviation/mean, SD)

of the mixing quality versus the normalized
axial distance x/H
x
H

11

Axial coordinate
Channel height

ing of the fuel, carrier air and HP turbine

This issue has been effectively tackled

taneous hot gas concentration. There-

exit gas.

within the modelling of turbulent non-pre-

fore, a two-dimensional joint PDF is

mixed combustion, where the thermo-

necessary.

chemical field can be related to a single

Within the confines of the SEV devel-

Fuel/air premixing

conserved scalar, eg the mixture fraction,

opment programme, an approach based

To better understand the coupling be-

by presuming the form of the probability

upon obtaining the joint PDF by solution

tween the small-scale turbulent mixing

density function (PDF) of the mixture frac-

of its transport equation [15] is not feas-

and chemistry that controls ignition, the

tion from its first two moments. The latter

ible due to the complex 3D flows and the

mixing of the fuel/carrier air jet and the HP

are obtained by solving the appropriate

need to rapidly assess the merits of differ-

turbine exit gas was studied by way of

balance equations [4].

ent designs. Instead, the work described

CFD. The commercial package CFDS-

In the given circumstances, however,

in [8] has been followed, whereby the joint

FLOW3D [2] was used for this, the turbu-

and considering that there are three sep-

PDF is presumed from a finite number of

lent flow being modelled by addressing

arate streams fuel, carrier air and HP

moments. The model is based on the as-

density-weighted

variables.

turbine exit gas the mixture field is de-

sumption of a multi-variate beta-function

Turbulent closure was achieved using the

scribed by two conserved scalars. Fur-

PDF for the scalar variables. The PDF is

two-equation k- turbulence model.

thermore, the correlation between these

then constructed from the first moments

averaged

Given the non-linear dependence of

streams is essential when inferring igni-

of each of its components and the turbu-

the ignition chemistry on the state of the

tion delay behaviour. For a given instan-

lent scalar energy.

mixture, it is necessary to know the in-

taneous fuel concentration, the instan-

The above model has been used to in-

stantaneous state rather than just the

taneous rate of the ignition reactions are

vestigate the turbulent mixing process

mean mixture characteristics that are of-

dependent upon the instantaneous car-

and its coupling with the chemistry as

fered by the averaged balance equations.

rier air concentration and the instan-

well as to evaluate the attributes of differ-

ABB Review 4/1998

ent lance designs in terms of the mixing

components

of

the

velocity

were

and hence the ignition process. 9 shows

measured in order to optimize the flame

the computed results of the modelled

stabilization geometry 13 .

scalar dissipation rate based on the fuel

The fuel distribution and mixing quality

and HP turbine exit gas, ie the rate at

were measured by means of Laser In-

which fuel and hot gas mix at the mo-

duced Fluorescence (LIF). In this tech-

lecular level, which is necessary for the

nique, the fuel flow is simulated by a so-

chemical reaction to proceed. The fuel

lution of disodium fluorescence (a laser

jet boundary condition used for the

dye which fluoresces strongly when il-

calculation is shown in 7 . 9 indicates

luminated at the wavelength of 488 nm) in

the region most vulnerable to self-igni-

water. The main stream was seen to be

tion.

free of dye. The blue line of an argon-ion

laser is transmitted into the test section
via a fiber optic cable and manipulated

Aerodynamic and fuel/oxidant

into a sheet by a cylindrical lens or rotat-

mixing within the burner

ing mirror. This light sheet illuminates a

As in the EV burner, fuel distribution and

plane of 1 mm thickness, which is traversed along the mixing section to ob-

mixing within the SEV burner is achieved

with the aid of vortical flow. The flame is
anchored at the vortex breakdown posi-

12
Computed secondary flow
patterns at the fuel injection plane
(half channel width)

serve selected cross-sections via a CCD

camera. Recordings made by this cam-

tion. The vortices are generated by delta

era are digitized via a frame grabber and

wings, formed like ramps and located on

subsequently evaluated on a computer to

the walls of the SEV burner.

city were measured. The primary aim of

obtain statistical values, such as mean

Water model tests were employed ex-

these measurements was to ensure that

and standard deviation. A series of grey

tensively throughout the development of

the axial velocity along the mixing section

scale pictures for a specific injector and

the SEV combustor to lay out and opti-

provides a large enough safety margin

mixer configuration are given in 10 for

mize the burner aerodynamics. The pre-

against flashback. Additionally, the swirl

consecutive transverse planes down-

liminary tests were carried out in a

stream of the injection point.

straight channel, simulating first a single

and later double annular segments of the
SEV combustor. In this relatively simple
test rig numerous concepts for the fuel injection, mixing and flame stabilization

Next to each picture is a histogram

Vector plot of the radial and
circumferential velocity
components at the fuel injection
plane as measured with LDA in
a rectangular perspex model
(half channel width)

13

showing the distribution of the pixels

with a certain grey scale value. These histograms focus on just the lean region
of the fuel jet. A peak at the left end of

were investigated with regard to the mix-

the diagram means pure air. At x/H = 0.1

ing quality and velocity distribution along

the peak is associated with water free

the mixing section. Another requirement

of dye, whilst at x/H = 3.0 it is cen-

was a single fuel supply per segment to

tered around the perfect mixture. It can

facilitate reliable liquid fuel injection and

be seen from these histograms that the

ensure a simple and robust design. With

mixing progresses rapidly to yield a very

all these restrictions in mind, a great

narrow distribution. The progress of the

number of variations of each alternative

standard deviation of the mean ratio

concept were set up and tested in a plexi-

(defined as a variation coefficient) is

glas test rig.

shown in 11 .

Laser Doppler anemometry was used

CFD calculations were performed

to assess the mean and turbulent velo-

alongside the combustion and water

cities along the mixing section and com-

tests during development of the combus-

bustor. All three components of the velo-

tor in order to obtain a robust design in

10

ABB Review 4/1998

2.0
Re sev

1.5

3
1.0
2
0.5
Nu

x/ H
1
1E+05

Re

10

15

Nu enhancement behind a backward facing step

Nu
Re

5E+05

14

Nusselt number
Reynolds number

15

Non-dimensional reattachment length behind the

SEV backward facing step from CFD simulation
x/H

Reattachment length
Circumferential angle from one wall to other wall
of SEV burner
Outer SEV liner
Inner SEV liner

the shortest possible time at minimum

computations were performed using

vective cooled combustor in a standard

cost. With regard to the aerodynamic de-

CFDS-FLOW3D and the standard k-

cycle gas turbine, where the pressure

sign of the SEV burner, CFD was used

turbulence model to achieve closure of

drop must be minimized and therefore the

for:

the mean balance equations. Although

maximum amount of air must be used for

Preliminary and rapid analysis of initial

the standard k- model is not well suited

cooling. Special attention was also paid

designs and subsequent modifica-

to swirling flows, the adopted strategy

to ensuring that the hardware is of a ro-

tions, and of the influence of all the

results in a good balance between accu-

bust construction and that variations in

boundary conditions under which the

rate results and an acceptable turn-

the boundary conditions would have only

combustor operates.

around time for the computations.

a minimal influence on the effectiveness

of the cooling.

A better analysis of the test data

A comparison of the computed and

through the detailed study of the pro-

the measured secondary flow field 12 ,

Essentially, a counterflow cooling sys-

13 shows that the major flow features

tem with full heat recuperation is used, in

are reproduced.

which virtually all the cooling air is mixed

cesses.
Given the vortical turbulent flows that
occur within the SEV combustor, it is es-

with the hot gas from the HP turbine

sential for the CFD to be strongly coupled

ahead of the flame. After having cooled

to the testing activities in order to be able

SEV combustor cooling

the combustor liner walls via convective

to gauge the reliability of the CFD results

technology

cooling, the cooling air is injected into the

and assess the extent to which CFD

An innovative cooling system was devel-

hot gas path via the effusion cooling of

should be relied upon. Comparison of

oped which meets all the requirements of

the burner. The full amount of cooling air

water test results and CFD results have

the self-igniting premixed SEV combus-

is used to reduce the flame zone tem-

shown that the accuracy of the aerody-

tion chamber. Minimization of the com-

peratures,

namics data is sufficient to allow CFD to

bustors cooling air consumption was an

emissions.

be used for assessing the geometry and

important goal during development of the

Due to the high Re number flow and

boundary condition modifications.

sequential combustion system because

the premix character of the flame, the

and

therefore

the

NO x

12 shows the computed secondary

the cooling air of the SEV combustor by-

dominant heat transfer mechanism with-

flow pattern downstream of the vortex

passes the HP turbine. Such require-

in the SEV combustor is convection. Only

generators within the SEV burner. The

ments are in contrast to those for a con-

1/5 of the total heat flux rate is attributed

ABB Review 4/1998

11

0.8

1.0
()
0.8

0.6

0.6
0.4
0.4
0.2

0.2

0
0

()

0
0

10

Cooling effectiveness of the SEV liner, measured

during the high-pressure test

Cooling effectiveness
Coolant mass flow function

16

Axial development of the effectiveness of effusion

cooling of the SEV burner, measured during
the high-pressure test

17

Cooling effectiveness
q Local heat load parameter

Measurements
Ideal trend

Vortex generators
Fuel injection
Mixing zone
Backward facing step
Ideal trend

to the radiation of the non-luminous

tachment is attributed both to the multi-

cooling system near the LP turbine,

flame.

swirler flow within the SEV burner and the

thereby locally cooling the contraction

annular geometry of the combustion

ahead of the turbine via an impingement

chamber.

plate. Afterwards, the air travels up-

The peak wall heat transfer within the

SEV combustor is dominated by the convection of the reacting flow resulting from

The hot gas heat transfer modelling

the sudden expansion at the exit of the

was then based on the stated Nu value,

The cross-sectional area of the cooling

SEV burner. The turbulent shear layer

assuming a typical boundary layer devel-

channel is gradually reduced to counter-

starting at the apex of the backward

opment downstream of the calculated

balance the effect of the heat picked up

facing step reattaches to the liner wall

location of the flow reattachment, and

by the cooling air and to adjust the effec-

several step heights downstream, where

includes the flame radiation.

tiveness of the local cooling to the vary-

it causes a local peak in the heat transfer.

In recent years ABB has amassed a

stream.

ing heat input from the hot gas. In addi-

For a given expansion ratio the peak

considerable amount of

experience in

tion, the heat transfer is enhanced by tur-

Nusselt number of an unswirled flow

the use of thermal barrier coatings (TBC)

bulators at the cooling channel wall

[10,11].

while in a fully devel-

on tiles in combustor cooling systems.

oped flow Nu grows like Re 0.8. Scaling up

The protective layer, which reduces ther-

16 shows the measured effectiveness

the available data [20, 3] to higher Re

mal loading at its source (on the hot-gas

(ie, the dimensionless wall-metal tem-

leads to an Nu enhancement factor of 2

side) is built up by spraying on a coating

perature on the hot-gas side) of the liner

behind the backward facing step 14 .

of zirconia oxide (ZrO2). The benefits of

cooling as a function of the coolant mass

scales with

Re2/3,

Detailed CFD simulations 15 showed

the TBC were mainly used to lower the

flow function. The latter is defined as the

the average reattachment length of the

liner wall temperature to levels where su-

ratio of the heat capacity rate of the cool-

swirled SEV burner flow to be only 1.2

perior metal properties allow a signifi-

ing air to that of the hot gas wetted sur-

times the premixing channel height,

cantly longer lifetime for the components

face, and therefore as the inverse of the

which is only 2/3 the value for a tubular

than before.

number of heat transfer units used in

single swirler flow [6]. This earlier reat-

12

ABB Review 4/1998

All the SEV cooling air enters the liner

heat-exchanger theory [12]. In high-

pressure tests under real machine conditions all the combustor liner temperatures remained well below 800 C, thus

providing empirical support for the modelling of the heat transfer process.

Coolant film on the hot-gas side

respect to the three different factors

Internal convection inside the effusion

contributing to heat transfer, as stated

holes

above, in order to derive a physically

Heat transfer on the back wall where

based layout guideline for effusion cool-

the coolant enters the holes

ing.

After having cooled both liners of the

An effusion cooling model has been pro-

The local effusion hole spacing was

combustion chamber the air is dis-

posed [9] together with the key par-

chosen to give an optimum balance be-

charged into a plenum chamber sur-

ameters for correlating measured data

tween the internal heat transfer rate and

rounding the SEV burners. This cavity

from effusion heat transfer experiments

the film cooling effect, thus reducing the

damps out all possible flow non-uniform-

with respect to the different heat transfer

temperature gradient across the burner.

ities ahead of the burner cooling so that

effects.

The effusion jet to hot-gas momentum

a common pre-pressure drives the effu-

Before the burner cooling design was

ratio was kept below unity; the result is a

laid out this model was used to define

well-defined film development, while the

Effusion cooling, sometimes referred

a basic test series under atmospheric

cooling jets are prevented from being

as full coverage film cooling [12], is a

conditions; the cooling efficiency of differ-

lifted off into the hot-gas stream. Be-

relatively recent development in combus-

ent effusion test plates was measured,

cause of the large area through which the

tor cooling technology and has not been

with subsequent variation in the par-

cooling air is effused and the good mixing

used widely until now. A large number of

ameters affecting the different cooling

properties of the helical swirling motion

small, straight holes drilled in the single-

mechanisms. The influence of the longi-

within the burner, mixing ahead of the

sheet wall to be cooled are arranged in

tudinal vortices within the burner on the

flame is highly uniform. An additional fea-

such a way that three basic heat transfer

development of the film cooling was

ture of this effusion cooling is the cold

mechanisms interact to ensure highly

also

the

and fuel-lean wall boundary layer, which

effective cooling:

measured data were correlated with

inherently prevents the flame from travel-

sion cooling.

investigated

in

detail.

All

18

SEV combustor test rig

1
2
3

Gas inlet
Pressure vessel
Gas exit

4
5
6

Combustor
Burner
Fuel injector

Two-burner sector

A
2

6
Section A-A

ABB Review 4/1998

13

real inlet conditions were simulated by an

EV combustor feeding hot gas into the
SEV combustor. This arrangement allowed the air pressure at the combustor inlet,
the air temperatures and the mass flows
to be adjusted correctly.
The measuring equipment consists of
thermocouples at several stations between the burner lance and the liner segments. Exhaust emissions could be
measured at three axial positions using
water-cooled integral probes, each with 5
holes located radially. The pressure drop
across the sampling holes was such that
quenching was ensured under all conditions. Five probes were positioned at
SEV combustor test rig with hot gas supplier (left) and
SEV pressure vessel (right)

19

different circumferential locations at the

combustor exit. The mixing section of the
burner, from the fuel injection point to the
combustor, could be observed by means

ling upstream via the low velocity region

strate the feasibility of self-ignition. Sub-

near the wall.

sequent tests investigated the qualitative

19 shows a view of the test rig with

The effectiveness of the effusion cool-

influence of various parameters, such as

the two combustors on the high-pressure

ing within the SEV burner is shown in 17

inlet conditions and different configu-

test facility. The tests were carried out for

with respect to the axial position as

rations for the injectors and turbulence

conditions ranging from SEV ignition to

measured in the high-pressure test with

generators.

full load. Stable combustion inside the

of a video system.

real machine parts. The heat load par-

The next step was to test at elevated

ameter is defined as the local coolant to

pressure to demonstrate the basic prin-

hot gas ratio of the heat transfer coef-

ciple of premixing and self-ignition under

The NOx formed in the SEV combustor

ficient times the wetted area. The related

machine conditions. NOx formation and

is shown in 20 in relation to the simulated

burner wall temperatures all remained

CO burn-out were also investigated dur-

machine load. The units used are

well below 850 C.

combustor could be observed throughout the operating range.

ing these tests. The SEV combustor test

gNOx/kgfuel, which gives the emission va-

The combined result of this and the

rig consists of two independent combus-

lues without the influence of the O2-con-

convective liner cooling is a highly effec-

tors in a serial arrangement. The first

tent of the exhaust gas. No NOx formation

tive and very robust cooling system

combustor acts as a hot gas generator

was measured in the SEV combustor

with a cooling air consumption minimized

and simulates the SEV combustor inlet

under low-load conditions. NOx formation

to only 1/10 of the combustor exit flow

conditions, while the second combustor

increases up to about 1 g/kgfuel at 100 %

rate.

is the SEV arrangement to be tested.

load.

The final design of the combustor was

To obtain the NOx emissions of the ma-

validated using a two-sector, original-

chine by extrapolating the NOx produced

Validation of the SEV combustion

sized test rig under real machine con-

by the SEV combustor, it is necessary to

chamber design

ditions. Parts such as the burners, fuel

consider the fuel mass flow rates of both

Tests were carried out in steps during the

lances and liner segments were identical

combustors. 21 shows the expected en-

development of the SEV combustor. Con-

with the real machine parts.

gine NOx emissions of the machine under

ceptual tests and primary feasibility

18 shows the high-pressure test rig

typical full-load conditions for assumed

studies were performed under atmos-

with the two-sector model of the SEV

EV combustor emissions of 18 and 12

pheric pressure conditions to demon-

combustor inside a pressure vessel. The

vppm NOx. With no NOx produced in the

14

ABB Review 4/1998

25

g/ kg fuel

vppm
15 % O2

15
1
10
NOXGT

NOX
0

1
40

60

80

100

0
0

120

20

Measured NOx formation in the SEV combustor

in relation to the simulated machine load P
(two-sector rig)

0.5
NO X SEV

1.0

1.5

g / kg fuel

2.5

NOx emissions of machine as a function of the NOx

emissions of the SEV and EV combustors
NOxGT
NOxSEV

21

Gas turbine NOx emissions

NOx production of SEV combustor

Red
18 vppm NOx assumed emitted by EV combustor
Green 12 vppm NOx assumed emitted by EV combustor

SEV combustor, the NOx emissions of the

These investigations clearly indicate

measurements under real machine con-

EV combustor would be reduced from 18

that there is a potential for reducing the

ditions at several axial distances in an

vppm to 11 vppm. For an SEV NO x

emissions to levels in the single digit

initial test combustor. 22 shows the

formation of 1 gNOx/kgfuel the NOx emis-

range.

results of the subsequent two-sector

sions of the machine are expected to be

The volume of the combustor has

validation test results. The measured

15 vppm (15 % O2), based on the EV NOx

been sized for good CO burn-out down

UHC emissions are very low, as 23

amount of 18 vppm.

to low-load conditions using emission

shows.

22

Measured carbon monoxide emissions (CO)

under simulated machine load (P) conditions
(two-sector rig)

Measured unburned hydrocarbon emissions (UHC)

under simulated machine load (P) conditions
(C3H8 , two-sector rig)

1000
vppm
15% O2

1000
vppm
15 % O2

100

100

10

10

CO

UHC

0.1
20

40
P

60

80

100

23

0.1
40

50

60

70

80

90 % 100

ABB Review 4/1998

15

Summary

[7] H. U. Frutschi: Advanced cycle sys-

[18] L. J. Spadaccini, J. A. TeVelde:

Sequential combustion was chosen for

tem with new GT24/GT26 turbines his-

Autoignition characteristics of aircraft

the GT24/GT26 gas turbines in order to

torical background. ABB Review 1/94,

type fuels. Combustion and Flame 46:

achieve high cycle efficiency at mode-

2125.

283300, 1982.

rate turbine inlet temperatures as well

[8] S. S. Girimaji: Assumed beta-pdf

[19] L. J. Spadaccini, M. B. Colket:

as optimum gas turbine exhaust tem-

model for turbulent mixing: validation

Ignition delay characteristics of methane

peratures for the steam cycle in com-

and extension to multiple scalar mixing.

fuels. Prog Energ Comb Sci, 1994, vol

bined cycle applications. The design

Comb Sci Tech, 1991, vol 78, 177196.

20, 431460.

of the first combustor, the EV combus-

[9] W. Hahn, G. Urner: Untersuchungen

[20] P. Zemanick, R. Dougall: Local heat

tor, is proven in more than 800,000 oper-

zu effusions-gekhlten Brennkammerele-

transfer downstream of abrupt circular

ating hours. The reliability of the sec-

menten. Brennstoff-Wrme-Kraft, 1994,

channel experiment. ASME Journal of

ond combustor, the SEV combustor,

vol 46, no 12, 3339.

Heat Transfer, 1970, vol 92, 5360.

has been validated by several funda-

[10] J. Han: Heat transfer and friction

mental investigations as well as tests

characteristics in rectangular channels

using machine parts under real machine

with rib turbulators. ASME Journal of

conditions.

Heat Transfer, 1988, vol 110, 321328.

These

tests

demonstra-

ted safe operation as well as low

[11] J. Han, J. Park: Developing heat

NOx, CO and UHC emissions for this

transfer in rectangular channels with

design.

rib turbulators. Int Journal of Heat and

Mass Transfer, 1988, vol 31, no 1,
183195.

References

[12] W. M. Kays, M. E. Crawford: Con-

[1] M. Aigner, A. Mayer, P. Schiessel,

vective heat and mass transfer. McGraw-

W. Strittmatter: Second generation low

Hill, New York, 1993.

emission combustors for ABB gas tur-

[13] R. J. Kee, F. M. Rupley, J. A. Miller:

bines: tests under full engine conditions.

CHEMKIN-II: A Fortran chemical kinetics

Authors

ASME 90-GT- 308, 1990.

package for the analysis of gas phase

Dr. Franz Joos

[2] CFDS-FLOW3D, release 3.3: User

chemical

Philipp Brunner

manual. AEA Technology, 1994, Harwell,

SAND89-8009B UC-706, 1989.

Dr. Burkhard Schulte-Werning

England.

[14] T. Meindl, F. Farkas, R. Klussmann:

Dr. Khawar Syed

[3] J. Baughn, M. Hoffmann, R. Taka-

The development of a multistage com-

ABB Power Generation Ltd

hashi, B. Launder: Local heat transfer

pressor for heavy duty industrial gas tur-

P.O. box

downstream of an abrupt expansion in a

bines. ASME Houston, 95-GT-371, 1995.

CH-5401 Baden

circular channel with constant wall heat

[15] S .B. Pope: PDF methods for turbu-

Switzerland

flux. Journal of Heat Transfer, 1984, vol

lent reactive flows. Progress in Energy

Telefax: +41 56 205 8254

106, 789796.

and Combustion Science, 1985,

E-mail:

kinetics.

Sandia

Report

[4] R. W. Bilger: Turbulent jet diffusion

vol 11, 119192.

franz.joos@chkra.mail.abb.com

flames. Progress in energy and combus-

[16] T. Sattelmayer, M. Felchlin, J.

philipp.brunner@chkra.mail.abb.com

tion science, 1976, vol 1, 87109.

Haumann, J. Hellat, D. Steyner: Second

[5] H. F. Coward, G. W. Jones: Limits of

generation low emission combustors for

Dr. Adnan Eroglu

flammability of gases and vapors. US

ABB gas turbines: burner development

ABB Corporate Research

Bureau of Mines, Washington, 1976, bul-

and tests at atmospheric pressure. ASME

Segelhof

letin 503.

90-GT-162, 1990.

CH-5405 Baden-Dttwil

D.

[17] P. Senior, E. Lutum, W. Polifke, T.

Switzerland

Metzger: Heat transfer in coaxial jet

Sattelmayer: Combustion technology of

Telefax: +41 56 486 7359

mixing with swirled inner jet. Journal of

the ABB GT13E2 annular combustor.

E-mail:

Heat Transfer, 1994, vol 116, 864870.

20th CIMAC G22 1993 London.

adnan.eroglu@chcrc.mail.abb.com

[6] P.

16

Dellenback,

J.

Sanger,

ABB Review 4/1998