G. Leonard J.

Stegmaier
GE Aircraft Engine Business, Cincinnati, OH 45241

Development of an Aeroderivative Gas Turbine Dry Low Emissions Combustion System

This paper gives the development status of GE's new aeroderivative premixed combustion system. This system consists of a new fuel staged annular combustor, compressor rear frame, first-stage turbine nozzle, electronic staging controller, and fuel delivery system. Component test results along with a description of the combustion system are presented. This new system will reduce NOx emissions by 90 percent relative to the original aircraft engine combustion system while maintaining low emissions of CO and UHCs. Tests of a LM6000 gas turbine equipped with the new system are planned for early 1994.

Introduction In January 1990, GE embarked on the detailed design of a new gas-fired premixed combustion system for its family of aeroderivative gas turbines. This new lean premixed system, sometimes referred to as a Dry Low N O x or a Dry Low Emissions combustion system, will reduce emissions of N O x to less than 25 ppm. Emissions of other pollutants, such as CO, unburned hydrocarbons, and particulates are also expected to be extremely low. The technical background required to launch the development of, this new combustion system has been acquired over the past 25 years. Research directed at understanding N O x formation in premixed flames was initiated in the mid-60s (Fenimore, 1970) and continues through today (Correa, 1992). Prototype premixed combustors for GE's aircraft engines and heavy frame gas turbines were first built and tested in the later 1970s (Ekstedt, 1987) and early 1980s (Walsham, 1983), respectively. These pioneering efforts have led to the development of GE's new premixed combustors for its heavy frame gas turbine product line. That development is described elsewhere (Davis, 1992). This paper presents the development status of GE's new aeroderivative premixed combustion system. It begins with a review of recent test results that have contributed to the design of the new premixed combustion system. The design of this system is then described in some detail. The discussion includes all major engine components impacted by the introduction of the premixed combustion system, including the combustor, compressor rear frame, turbine nozzle, control system, and fuel delivery system. GE has initiated a series of full-scale premixed combustor tests, which will culminate in a LM6000 factory engine test in early 1994. A brief summary of these tests is presented along
Contributed by the International Gas Turbine Institute and presented at the 38th International Gas Turbine and Aeroengine Congress and Exposition, Cincinnati, Ohio, May 24-27, 1993. Manuscript received at ASME Headquarters March 10, 1993. Paper No. 93-GT-288. Associate Technical Editor: H. Lukas.

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with a discussion of the test objectives. Finally, opportunities exist for future improvements in premixed combustion systems . These opportunities are described at the end of this paper. Technology Development The establishment of new design criteria for an aeroderivative premixed combustion system was an important initial phase of this program. These design criteria were established by conducting analytic studies and laboratory tests that focused on how NO x , CO, and UHC are formed in premixed flames. In addition, the effects of engine operating conditions and combustor film cooling on emissions and lean flame stability were studied in some detail. The results of these tests are described below. Figure 1 gives NO x , in ppm by volume corrected to 15 percent 0 2 as a function of flame temperature. These data were taken over a wide range of test conditions with a variety of flame holders used to stabilize the premixed flames. The operating pressures, inlet air temperatures, and residence times were varied from 1 to 30 bar, 300 to 800 K, and 2 to 100 ms, respectively. Transactions of the ASME

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Fig. 2 Effects of nonuniform fuel and air mixing on NO x formation

Uniform mixing of the fuel and air prior to combustion is the only feature shared by the data given in Fig. 1. These data have three important ramifications for premixed systems. First, in extremely well premixed flames operating at less than 1900 K the amount of NOx formed does not vary with gas pressure. Thus, the traditional guideline that NO x increases with pressure does not apply to well-designed lean premixed systems. Therefore, high pressure ratio gas turbines with premixed combustion systems will not inherently produce more NOx than low pressure ratio machines. Second, the data confirm that NOx is n o t a function of combustor inlet temperature. This was expected since the flame temperature of a premixed combustor, unlike a conventional diffusion flame combustor, can be varied independently of combustor inlet temperature. Thus, high pressure ratio gas turbines are not inherently disadvantaged because of their high combustor inlet temperatures. Finally, in extremely well premixed flames operating at less than 1900 K the amount of NO x did not increase with increasing residence time. Therefore, lean premixed combustors can have long residence times, to achieve low CO and UHC, while maintaining low NO x levels. Thus, CO and UHC emissions can be minimized by increasing the size of traditionally compact aeroderivative combustors without impacting NO x emissions. Figure 2 shows NO x as a function of average flame temperature for varying degrees of premixing. Nonuniformities are the result of fluctuations in time as well as variations in space. Figure 2 gives data for a nearly perfect premixer, welldesigned premixer, and nonoptimized premixer. The design point flame temperature of the new premixed combustion system was obtained from data similar to those presented in Fig. 2. It is of interest to note that the amount of NOx formed in a nonoptimized premixer does increase with increasing pressure. This occurs because reactions taking place in the hot spots (greater than 2000 K) of poorly premixed flames are pressure dependent. Once the design point flame temperature is set, the combustor residence time necessary to achieve complete reaction of the UHCs and CO is established. The precise value is a function of the engine operating cycle. GE has determined the required residence time for its family of engines from smallscale combustor tests and chemical kinetics models of the combustion process. The results demonstrated the need to double the residence time relative to conventional aeroderivative combustor design practice. As a result, the new premixed combustor's volume is approximately twice that of a conventional combustor. Traditionally, aeroderivative combustors are cooled by a film of air that keeps hot products of combustion away from
Journal of Engineering for Gas Turbines and Power

the dome and liner of the combustor. Premixed combustor tests have demonstrated that reaction zone film cooling leads to the formation of large quantities of CO and UHCs. The reaction zone film cooling air also results in early flame blowout in premixed combustors. In lean premixed combustors most of the air must be mixed with the fuel, so little air is left for film cooling. Figure 3 shows combustor film cooling air as a function of flame temperature. The curves correspond to different combustor exit temperatures. The data are for a 30 to 1 pressure ratio gas turbine. At a flame temperature of 1900 K and a combustor exit temperature of 1700 K only 20 percent air remains for combustor film cooling. This amount of air is insufficient to film cool a combustion liner. Therefore, nontraditional liner cooling techniques must be applied. To summarize, the following conclusions can be drawn from the aforementioned tests. First, low NOx can be obtained in any gas turbine, low or high pressure ratio, if the fuel and air are uniformly mixed and the flame temperature is kept below 1900 K. Second, low CO and UHC can also be achieved by increasing combustor residence time and eliminating reaction zone film cooling. Finally, modern high firing temperature gas turbines must use nontraditional combustion liner cooling techniques. LM6000 Lean Premixed Combustion System The transition from a conventional combustor to a low emissions premixed combustor impacts more components than just the combustor. For example, the compressor rear frame, compressor diffuser, high pressure turbine nozzle, control system, and fuel delivery system must all be re-optimized for use with the premixed combustor. The re-optimization of these components is described below. Premixed Combustor. Figure 4 shows GE's new LM6000 premixed combustor along with the conventional LM6000 combustor. The premixed combustor has a larger volume to achieve increased combustor residence time for complete reaction of CO and UHCs. The new premixed combustor fits within a new engine frame, called the compressor rear frame, which replaces the existing frame. This modular design approach, as described in the next section, facilitates retrofitting of the new premixed combustion system into existing LM6000 installations. Figure 5 shows the combustor dome from an aft view. The combustor dome consists of three annular rings of premixers separated by partitions referred to as "centerbodies" in Fig. 4. The outer two annular zones each have 30 premixers while the inner annular zone has 15. This arrangement of 75 premixers facilitates fuel staging during part power gas turbine operation. Figure 6 gives a cross section of a single premixer. Air enters and passes through a set of axial flow swirlers that induce highly sheared counterrotating flow. The resulting turbulent
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Centerbody

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flow mixes the fuel and air. The fuel enters the premixer through the hollow axial swirl vanes and then passes through trailing edge orifices before mixing with the air. Residual swirl remaining at the exit of the premixer helps stabilize the downstream premixed flame. This design produces a very uniform mixture of fuel and air, which is a primary requirement for achieving low NOx levels. Fifteen of the gas turbine's 30 fuel nozzles are formed by combining three premixers on one stem. The stem includes three separate fuel circuits for independently fueling the three premixers. The other 15 fuel nozzles are formed by combining two premixers on one stem. Figure 7 shows a fuel nozzle assembly with three premixers. This fuel nozzle concept was selected because it provided a configuration with readily removable premixers and eliminated the need for fuel lines upstream of the premixer. The elimination of fuel lines and their associated wakes provides a more uniform air flow distribution immediately upstream of the premixers. As can be seen in Fig. 4, other than the premixers, the primary combustor components are the dome assembly and the liner. The dome assembly consists of a dome plate and a number of heat shields with integral "centerbodies." These heat shields are attached to the dome plate to protect it from the hot product of combustion. The heat shields and "centerbodies" are backside convectively cooled with air that exits downstream of the primary zone of the combustor at the "centerbody" tips. The centerbodies isolate the three annular regions from one another during fuel staged operation at low power. Isolating these regions is necessary to maintain low levels of CO and UHCs over a wide power range. A short annular combustion liner design was adopted in order to minimize the amount of air required for convective cooling. This liner is cooled by air that exits the compressor diffuser, passes over the external surface of the liner, and then cools the first-stage turbine nozzle. Since only backside cooling
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is used in the combustor, a thermal barrier coating is applied to both the dome heat shields and the liner to maintain acceptable metal temperatures. Compressor Rear Frame. To accommodate the new larger volume premixed combustor a new LM6000 compressor rear frame assembly was designed; see Fig. 4. Its diameter was increased by several inches relative to the conventional design. The new compressor rear frame includes a new split compressor diffuser that helps deliver air to the large combustor dome with a minimum of pressure loss. In addition, 30 large access panels were added to aid installation and removal of the fuel nozzles. The new rear frame, which houses the first-stage turbine nozzles as well as the combustor and compressor diffuser, is a direct replacement for the conventional compressor rear frame, thus making retrofitting conventional combustion systems with new premixed systems relatively straightforward. High Pressure Turbine Nozzle. The temperature profile exiting the LM6000 lean premixed combustor is extremely flat relative to the temperature profile of a conventional combustion system. The cooling flow circuit of the first-stage turbine nozzle was modified in order to maximize the life and performance of the high pressure turbine. In addition, the modification restored the temperature profile entering the first stage rotor to its original shape, which eliminated the need to make changes to downstream turbine components. Control System. During full power operation, fuel flows to all premixers, and the flame temperature is at its design point. As the gas turbine power is reduced the engine control system must keep the flame temperature near its design point. If the flame temperature significantly exceeds the design point value, then the NOx will exceed the 25 ppm objective and the combustor liner could be damaged. If the flame temperature
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is too low, then CO and UHCs will exceed the 25 ppm objective, and lean blowout could occur. The premixed combustion system uses parallel fuel staging, inlet guide vane modulation, and compressor bleed to maintain a nearly constant flame temperature over the engine operating range. Figure 8 shows flame temperature as a function of gas turbine power for this new control scheme. The LM6000 inlet guide vanes will be controlled, so that nearly constant flame temperature is maintained as power is initially reduced. Once the inlet guide vanes are completely closed, compressor air bleed will be used to maintain a nearly constant flame temperature as the power is further reduced. When the bleed limit is reached, the fuel to the inner ring of premixers is shut off. The fuel that was flowing to these premixers is then routed to the outer two rings of premixers. Simultaneously, the compressor bleed is shut off and the flame temperature downstream of the fueled premixers is restored to near its design point value to keep emissions low. As power is reduced further, this sequence is repeated until only the middle ring of premixers is fueled. Using this control strategy, it is possible to operate from start to full power in a premixed mode with the flame temperature varying little from its design point value. In addition to the conventional system elements, the new control system includes 26 solenoid actuated fuel staging valves, two compressor bleed valves, an electronic NOx controller, and the instrumentation and sensors required to calculate flame temperature. The main engine control unit retains overall engine control, including fuel metering, guide vane modulation, and compressor bleed valve modulation. The new electronic NO x controller calculates the flame temperature from measured engine parameters, controls the fuel staging valves, and interfaces with the main engine control unit. It is theoretically possible to stage between the three annular rings of the new premixed combustor using only two staging valves. The use of 26 staging valves, however, significantly helps to smooth engine operation when staging occurs between the annular combustor rings. To assure high overall engine reliability, these staging valves have been designed to be extremely reliable, with each containing only three moving components. In addition, the control system can detect when a staging valve is faulty and automatically modify the fuel staging schedule so engine operation is not disrupted. Fuel Delivery System. To accommodate the fuel staging requirements, a new fuel delivery system was designed. This system consists of a base-mounted gas manifold and 30 flexible hose assemblies connecting the manifold to the premixing fuel nozzle assemblies. The manifold (see Fig. 9), which is a cast design, consists of five circumferential segments, each internally cored to provide fuel to the three premixer rings. The fuel staging valves are mounted on the manifold. Figure 10 shows the external configuration of the fuel delivery system.
Journal of Engineering for Gas Turbines and Power

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Development Testing Development tests are currently being conducted prior to introducing the new premixed combustion system into production. These are being used to assist in the design verification of the compressor diffuser, premixer, heat shield, combustion liner, fuel staging valve, NO x controller, and control concept. The major system tests are described below. A 72 deg sector of the full-scale premixed combustor will be tested at LM6000 engine conditions of 800 K inlet temperature and 30 bars of pressure. The flow through the combustor will be 20 percent of the LM6000's combustors 90 kg/s air flow. The fuel staging system, including the NOx controller, will be used during these tests. The purpose of these sector tests is to demonstrate that significantly less than 25 ppm NO x , CO, and UHCs can be achieved with the production premixed combustor design. In addition, a complete lean blowout map and combustor dome and liner temperature profiles will be obtained. The fuel staging valves and NOx controller will also be evaluated during the fuel staging tests. A production combustor will be evaluated in a test stand capable of operating at 10 atm prior to engine tests. The purpose of this test is to demonstrate engine starting and low power fuel staging. Combustor exit temperature profiles, pressure drops, and combustor dynamics will also be determined. In early 1994 a LM6000 equipped with the new premixed combustion system will be tested. The tests will be designed to demonstrate overall engine performance with particular emphasis on engine emissions, control system performance, combined diffuser and combustor performance, combustion dynamics, combustor and casing temperatures, turbine performance during staged operation, and verification of all variJULY 1994, Vol. 116/545

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able geometry schedules. Transient as well as steady-state engine designs, tighter manufacturing tolerances, better flame temperformance will be determined. perature sensing systems, and a reduction in combustor liner and turbine cooling air flows should all result in lower emissions of NO x , while maintaining low CO and UHC emissions. Summary NO x , CO, and UHC levels below 10 ppmvd should be achieved The technology development, detailed design, and compo- sometime later this decade with advanced aeroderivative prenent test phases of GE's premixed combustion system devel- mixed combustion systems. opment program are complete. Laboratory-scale tests have demonstrated that NO x formation in a well-designed premixed combustion system is not a function of operating pressure, Acknowledgments combustor inlet temperature, orcombustor residence time for The authors would like to acknowledge (1) the aeroderivflame temperatures less than 1900 K. These tests demonstrated ative Dry Low Emissions design team for the work described the feasibility of ultralow emissions levels in high pressure ratio in this paper, (2) the GE heavy frame gas turbine Dry Low aeroderivative gas turbines, and helped establish new design Emissions design team for their timely and excellent program criteria for premixed combustion systems. assistance, and (3) The GE Corporate Research Dry Low EmisThe new premixed combustion system design includes an sions development team for much of the basic research, which annular combustor with a volume about twice that of a con- laid the foundation for the launch of the new aeroderivative ventional aeroderivative combustor. This added volume should premixed combustion system. provide the necessary residence time to assure complete reaction of CO and UHCs. This new combustor also uses an advanced backside cooling system that allows most of the References Correa, S. M., 1992, "A Review of NOx Formation Under Gas-Turbine combustor air to be routed through the premixer. The resulting Combustion Conditions," Combustion Science and Technology, Vol. 87, pp. lean mixture of fuel and air will combust at a flame temperature 329-362. of less than 1900 K, thus assuring low levels of NO x formation. Davis, L. B., 1992, "Dry Low NOx Combustion System for GE Heavy-Duty Component testing has demonstrated that less than 25 ppmvd Gas Turbines," 1992 ASME Cogen-Turbo Conference, ASME IGTI-Vol. 7, pp. each of NO x , CO, and UHCs should be attained with the new 255-270. Ekstedt, E. E., 1987, "Advanced Low Emissions Combustor Program," Pacombustion system over a broad power and ambient temper- per No. AIAA-87-2035. ature range. Fenimore, C. P., 1970, "Formation of Nitric Oxide in Premixed Hydrocarbon The worldwide demand for cleaner burning gas turbines is Flames," 13th Symposium (International) on Combustion, Combustion InstiPittsburgh, PA, pp. 373-380. growing. Design refinements to future premixed combustion tute, Walsham, R. M., 1983, "Dry Low NOx Combustion Systems for Utility Gas systems will lead to even lower emissions. Improved premixer Turbines," ASME Paper No. 83-JPGC-GT-13.

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