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In many combined cycle plants around the world the benefits of advanced gas turbine
technology have not been fully realised due to problems with compressors, combustors,
transition pieces, blades and vanes. Meherwan P Boyce, who has been in the
turbomachinery business for 44 years, reviews the problem areas.
also result in high compressor exit temperatures, making the bleed air from the
compressor unsuitable for cooling the turbine vanes and blades without being
cooled first. This requires that the bleed air be sent to an external cooler, which
can introduce the problem of contamination. Potential sources of contamination
are corrosion due to condensation in the bleed lines and weld slag or other
debris not properly cleaned out before start-up. Several failures have occurred
due to the clogging up of cooling holes in vanes and blades, resulting in
overheating of components.
Table 1 summarises recent changes in compressor design and the associated
risk.
The trend in advanced axial flow compressors is towards fewer, thinner, larger,
3D and controlled diffusion shaped airfoils (3D/CDA), with smaller clearances
and higher loading per stage. There is also increased use of water injection at
the inlet or between compressor sections, which affects airfoil erosion.
Tip rubs are also major problems in the compressor section of advanced gas
turbines. The smaller clearances (20-50 mils) and high pressure ratios tend to
increase the probability of encountering rubs. These tip rubs usually occur near
the bleed flow sections of the compressor where there are inner diameter
changes, and the compressor casing tends to deform slightly (Figure 1). Such
rubs, if severe can lead to tip fractures and overall destruction of the
downstream blades and diffuser vanes due to domestic object damage (DOD).
To get round the problem of blade rub, many advanced compressor blades
have squealer sections on the blade tips (Figure 2), which are designed to wear
in a safe manner if the blades are in contact with the casing.
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Figure 4. A DLE combustor showing damage to the combustor due to flash back
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Figure 5. Transition components from an annular combustor
Combustion systems
Combustion systems typically consist of three major components: fuel nozzles;
combustor cans; and transition pieces.
The majority of problems in the combustion system occur in the combustor cans
and transition pieces. Fuel nozzles do not seem to suffer failures but do get
clogged and the tips can have heavy carbon build-ups, especially when
operating with fuel oil.
The new large gas turbines have two types of combustors:
Can annular (GE, Mitsubishi, Siemens (Westinghouse), Hitachi).
Annular (Alstom, Siemens (Germany)).
The advanced gas turbines all have dry low NOx combustors. The stable,
simple, diffusion flame combustor has been replaced with a barely stable,
staged-combustion system with multiple injection locations which vary with gas
turbine load.
The dry low NOx combustor system has to be monitored and tuned precisely for
stability from starting to full load while maintaining low emissions and avoiding
"flashback" and "high pressure pulsations", which usually damage the
combustor and turbine components.
The principal features of such a combustion system are the premixing of the
fuel and air before the mixture enters the combustion chamber and leanness of
the mixture strength in order to lower the flame temperature and reduce NOx
emissions.
The management of air in the combustion process and for cooling of the
combustor is particularly critical. Dry low NOx combustors require more
complex fuel nozzle designs and cooling arrangements, as well as thermal
barrier coatings (TBC) to achieve adequate life for both the can-annular and
annular combustion systems.
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The fuel nozzles are more complicated and larger in number due to the multiple
injection locations.
When dual fuel is involved or water injection is used to further reduce
emissions, the purge systems for the multiple injection points are complex and
can be a significant source of problems such as fuel nozzle plugging and
localised hot section damage. As with new compressor and turbine designs, the
costs and the risks associated with these complex combustion systems are
high, see Table 2.
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Figures 6a and 6b. Can annular combustor transition piece
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Figure 7. Typical failure in gas turbine expander section (note missing tip shrouds in
stages 3 and 4)
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Figure 8. HP first stage nozzle vanes
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Figure 9. First stage nozzle vanes (note cooling holes on the vane shroud area)
The majority of the NOx produced in the combustion chamber is called 'thermal
NOx'. It is produced by a series of chemical reactions between the nitrogen (N2)
and the oxygen (O2) in the air that occur at the elevated temperatures and
pressures in gas turbine combustors. The reaction rates are highly temperature
dependent, and the NOx production rate becomes significant above flame
temperatures of about 3300F (1815C).
The important factors in the reduction of NOx are the temperature of the flame,
the nitrogen and oxygen content and the residence time of the gases in the
combustor.
The DLE approach is to burn most (at least 75%) of the fuel at cool, fuel-lean
conditions to avoid any significant production of NOx.
However, controlling CO emissions can be difficult (they increase as flame
temperature is reduced) and rapid engine off-loads bring the problem of
potential flame extinction. If extinction occurs the flame cannot be safely re-
established without bringing the engine to rest and going through the restart
procedure.
The DLE injector has two fuel circuits. The main fuel, approximately 97% of the
total, is injected into the air stream immediately downstream of the swirler at the
inlet to the premixing chamber. The pilot fuel is injected directly into the
combustion chamber with little if any premixing.
With the flame temperature being much closer to the lean limit than in a
conventional combustion system, some action to prevent flame out has to be
taken when the engine load is reduced. If no action is taken flame out can occur
because the mixture strength becomes too lean to burn. A small proportion of
the fuel is always burned richer to provide a stable 'piloting' zone, while the
remainder is burned lean. In both cases the swirler is used to create the
required flow conditions in the combustion chamber to stabilise the flame.
The major problem with DLE combustors is the flash back problem in which the
flame moves from the main combustor region to the pre-mix chambers. This
causes the combustion to occur in the fuel nozzle section instead of the primary
combustion zone, damaging the nozzle (see Figure 3). This also leads to
uneven combustion and causes damage in the primary and secondary zones of
the combustor can (Figure 4).
Operators must take great care to avoid flash back by ensuring that the fuel is
dry. It should be injected at a minimum of 60F (33C) above the fuel's dew
point. The dew point should be measured by analysing the fuel, including the
high hydrocarbons (C5-C16) . Most fuel analysis ignores the higher
hydrocarbons, which may lead to an error of 50-60F (28-33C) in the
measured dew point.
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