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Energy Efciency Center, Korea Institute of Energy Research, Daejeon 305-343, Republic of Korea
School of Mechanical and Aerospace Engineering, Seoul National University, Seoul, Republic of Korea
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 28 July 2011
Accepted 9 December 2011
Available online 16 December 2011
On the basis of a MARK-VI system, the tuning methodology for operation of a DLN-2.6 combustor was
studied for the maintenance of a GE 7FA e gas turbine at a Seo-Incheon combined cycle power plant.
The DLN-2.6 combustor has a high level of yellow plume (NO2 ue gas) and combustion vibration during
the start-up mode (Pout 20 w 30 and 40 w 45 MW) in comparison with the base mode
(Pout 100 w 160 MW). The objectives of the current study are to investigate one of the main factors for
this high level of yellow plume and combustion vibration during the start-up mode and to suggest the
operation strategy for the reliable working of a GE 7FA e gas turbine. After analyzing the tuning data in
a MARK-VI program, we conclude that the yellow plume is caused by the relatively rich mixture
(f w >0.5) in a PM1 nozzle at Mode 3 (Pout 20 w 30 MW). In addition, the characteristic frequency of
the combustion vibration was predominantly in the rage fchar 120 w 140 Hz, which was related to the
presence of a cold ow behavior in a PM3 nozzle at Mode 6B (Pout 40 w 45 MW).
2011 Elsevier Ltd. All rights reserved.
Keywords:
GE 7FAe gas turbine
DLN-2.6 combustor
MARK-VI program
Combustion vibration
Yellow plume
1. Introduction
Gas turbine engines composed of a compressor, combustor, and
turbine have been developed and used for power generation and
propulsion applications [1,2]. For stable operation and durability,
non-premixed ame has been adapted as a combustion method for
gas turbine combustors. This type of a ame, which was not premixed, was changed to a lean-premixed ame after passing though
oil shock and the increased stringency of environmental restrictions over time. The lean-premixed ame has the advantages of
more economic combustion, while emitting lower levels of air
pollution [3]. However, the trade-off between fuel economy and
low levels of thermal NOx has the problem of combustion vibration
and combustion instability is still one of key issues affecting engine
performance and maintenance. Combustion vibration is known to
be caused by coupling between fuel or air-ow uctuation and
heat-release rate in a gas turbine combustor, which is related to
strategies to reduce NOx emission [4].
The GE 7FA e is a high-performance gas turbine for a power
generation that has been developed by General Electric and has the
generating capacity (Pout) of 180 MW. This gas turbine engine is
composed of an Inlet Guide Vane (IGV) to control air-ow rate, a 15* Corresponding author. Energy Efciency Research Group, Korea Institute of
Energy Research, Building 3 Room 212, 102 Gajeong-ro Yuseong-gu, Daejeon 305343, Republic of Korea. Tel.: 82 42 860 3479; fax: 82 42 860 3133.
E-mail address: jeongs5@snu.ac.kr (J. Oh).
1359-4311/$ e see front matter 2011 Elsevier Ltd. All rights reserved.
doi:10.1016/j.applthermaleng.2011.12.018
Nomenclature
An
c
DLN
dp
EINOx
FSRSEL
fchar
fH
fl
fmn
fm
IGV
L
l
Ln
lp
MARK
m
n
PM
Pout
Qry
R
TTRF
V
Vp
lmn
f
v
vt
Z
V
15
Z
I
r$u02
g 1
0 0
$
p
$q
$dV
p0 $u0 dS F>0
$dV
2
r$c2
2$r$c2
p02
(1)
16
Fig. 2. The sequence of a GE 7FA e gas turbine mode transfer from an initiation to full load operation; setup from a Seo-Incheon combined-cycle power plant [15].
Fig. 3. The projection drawing of the nozzle assembly which is composed of an end
cover, a nozzle mount, and 6 nozzles per combustor.
17
Fig. 4. The schematic diagram to illustrate the total air-ow usage in a GE 7FA e gas
turbine.
a liquid phase fuel from a Song-do LNG station near the work site.
The LNG pipeline is linked to an evaporator at a power plant site
before it is used in the gas turbine combustor. The vaporized LNG
gas is supplied along a fuel delivery line and injected through the
nozzles PM1, PM2, PM3, and Qry.
Fig. 5 shows the distribution diagram of fuel delivery lines and
the schematic of a nozzle mount cut prole. With MARK-VI control
logic, the main parameters to control the fuel quantity supplied to
a combustor are contained in the fuel stroke reference selection
(FSRSEL). The FSRSEL is the control command in the MARK-VI
control logic, and the same as the name of a fuel-valve control
module. For optimized gas turbine tuning, we varied the FSRSEL
number at each operating mode as shown in Fig. 2, thereby
controlling the fuel quantity released into the gas turbine combustor.
4. Results and discussion
4.1. Operation mode transfer
The mode transfer of a DLN-2.6 combustor is one of efcient
methods for changing the output power of a gas turbine, and is
related to the strategy of reducing thermal NOx and combustion
instability, and stabilizing ames [23]. Fuel splitting and fuel
staging are the representative techniques used in the current study.
Fuel splitting is the method through which fuel is supplied to each
nozzle (PM1, PM2, PM3, and Qry in this case); fuel staging is the
gradational control method of the total amount of fuel injection, as
indicated by the different modes (Mode 1, 2, 3, 6, 6A, 6B, and 6AQ).
Fig. 6 shows the control constant of the FSRSEL for nozzles PM1,
PM2, PM3, and Qry, with values set on the MARK-VI program. The
FSRSEL values for nozzles PM1, PM2, PM3, and Qry were varied
according to increases in the combustor outlet temperature (TTRF).
We changed the FSRSEL constant for a combustor tuning with 5
steps. Based on the normal control constant value (B; 0), the
positive value (6; 5) means the increase of the FSRSEL control
constant, while the negative value (7; 5) indicates the decrease
of the FSRSEL control constant. In Fig. 6, the variation of the control
Fig. 5. The schematic diagram of the fuel distribution in a DLN-2.6 combustor with
delivery lines for nozzles PM1, PM2, PM3, and Qry.
18
O N2 /NO N2 ; N O2 /NO O
(2)
EINO 2p$
Fig. 6. The trend of a gas turbine operation control constants with the increase in the
output power from Pout 20e60 MW.
constant was marked as error bars with black squares. During the
tuning of a gas turbine, the total equivalence ratio kept nearly
constant in the same output power, because the variation of the
fuel mass ow rate into nozzles was compensated each other. This
sequence was programed in the MARK-VI control logic, which
controls the rotation of a turbine shaft to generate electric power.
Fig. 7 shows the fuel and air-mass ow rate into a combustor as
increasing with the increase in gas turbine output power (Pout). The
measurement uncertainty of the mass ow rate was quantitatively
estimated as 2 w 7%, which was plotted as an error bar. In general,
the tendency of the fuel mass ow rate coincides with the control
constant variation in Fig. 6. However, the air-mass ow rate kept
nearly constant because the IGV angle and turbine shaft revolution
per minute (3600 rpm) were xed.
In the current study, we changed the control constant of the
FSRSEL of PM1 in Mode 3 and PM3 in Mode 6B. As we varied the
FSRSEL values for the PM1 and PM3 nozzles, we were able to
ascertain the effective response in the total NOx level and the
pressure uctuation in a combustor. The range of variation in the
control constant was limited to a range that would be observed
during a safety operation, such as a gas turbine shut down or the
sudden increase of dynamic pressure in a combustion chamber.
ZL ZN
0
_ $r$dr$dx
u
(3)
_
u
NO r$SNO r$
Zl
SNO Z$PZ$dZ
(4)
YO 1=2
YN2
$ r$ 2
$expENO =T
MN2
MO2
(5)
Fig. 7. The fuel and air-mass ow rate into each nozzle from Pout 20e60 MW.
Fig. 8. The combustion temperature and NOx emission from Pout 20e60 MW.
fmn
$
2p
s
lmn l1 $p2
2
R2
L
(6)
fl
l$c
2$L
Fig. 9. The frequency spectrum of dynamic pressure from Pout 20e60 MW.
fm
(7)
19
m$c
2$R
(8)
fH
s
c
An
$
2p
Ln $Vp
(9)
where An is the nozzle neck area, Ln is the nozzle neck length, and Vp
is the plenum chamber volume.
Hubbard and Dowling [27] used a numerical calculation to study
the acoustic resonances effect on an industrial gas turbine
combustion system. These researchers reported that the resonance
in a plenum chamber or in the delivery lines affects the local
mixture of fuel and air around nozzles. The oscillation of the local
mixture fraction inuences the turbulent burning velocity and
becomes one cause of combustion instability [28]. The plenum
resonance frequency can be reduced by a Helmholtz resonator
attached to a plenum chamber; this is a signicant factor to keep in
mind when designing a combustion system.
20
Acknowledgements
This work was supported by a Korea Western Power Company
Ltd. and the Mid-career Researcher Program through a National
Research Foundation of Korea (NRF) grant funded by the Ministry of
Education, Science, and Technology (2010-0015100) and contracted
through the Institute of Advanced Aerospace Technology at Seoul
National University.
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Fig. 10. The tendency of the time-averaged equivalence ratio at the nozzle exit; the
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