Proceedings of

ASME TURBOEXPO 2000

May 8-11, 2000, Munich Germany

2000-GT-111

DUAL FUEL DRY LOW EMISSIONS (DLE) COMBUSTION SYSTEM FOR THE
ABB ALSTOM POWER 13,4 MW CYCLONE GAS TURBINE
1 2 3 4
ALKABIE H., McMILLAN R., NODEN R., MORRIS C.

ABB ALSTOM POWER UK Ltd.

P. O. Box 1 Waterside South Lincoln LN5 7FD England

ABSTRACT

In response to stringent environmental legislation and customer

demands for improved thermal efficiency, ABB ALSTOM
POWER UK Ltd has introduced the 13.4MW Cyclone gas
turbine engine. In this machine higher efficiency is achieved by
increased firing temperature and pressure ratio. In order to
meet the environmental considerations the Cyclone is supplied
with Dual Fuel DLE combustion system as standard.
Successful operation of the combustion system required a
careful balance between the component life and low emissions
performance. The combustor performance specification
included targets for the following parameters:-

• Low emissions, NOx, CO, UHC and smoke, on

both gaseous and liquid fuels without water or
steam injection
• Good turn down ratio Figure 1: Cyclone Engine
• Controlled combustor outlet temperature profiles,
both OTDF and RTDF NOMENCLATURE
• Low dynamic pressure fluctuations
• Reliable ignition and fuel change over on both gas AFR Air Fuel Ratio by mass
and liquid. EQR,φ Equivalence Ratio
• Reliable transient response CO Carbon Monoxide
NOx Oxides of Nitrogen
This paper describes the design and validation work undertaken O2 Oxygen
in order to achieve these challenging targets.
UHC Unburnt Hydrocarbons
It is shown that these targets are not only achieved but in some
ppmv Parts per million by volume
cases exceeded resulting in an economical and environmentally
sound combustion system. K Absolute temperature degrees Kelvin
M Mass flow rate
MW e Megawatts electrical Power
∆P/P Pressure loss %
D Combustor internal diameter

1
Combustion Specialist- All correspondence
2
Combustion Application Group Leader
3
Principal Combustion Engineer
4
Designer

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 V Volume dominant effect on both reactive and non-reactive flow such as
P Combustor pressure Mach Number, pressure loss and loading. The work carried out
T Combustor temperature by Alkabie(5) has included another dimension to the scaling
FN Flow number factor which is related to the Swirl number and expansion ratio
VGV Variable compressor inlet Guide Vane of the prechamber to that of the combustor.
The ABB ALSTOM POWER Dual fuel DLE combustion system
TET Turbine entry temperature
is fitted as standard to guarantee the operating levels described
RIT Rotor inlet temperature in the table below.
η Cooling effectiveness The Cyclone has six reverse-flow tubular combustion chambers
GT Gas Turbine positioned around the high pressure casing. The combustor is
s Mixing parameter capable of dual fuel operation with natural gas and distillate
fuel. The control system provides smooth change over between
Suffix the pilot and the main burner across the power range.
c Combustor The emissions guarantees required for this project are shown
a Air below:
s Swirler EMISSION GUARANTEES
2 Compressor delivery(inlet) Gas Liquid
d dilution • NOx - 25 50  ppmv dry
PRZ Primary reaction zone • CO - 50 50  corrected15% O2
• UHC - 25 25 
INTRODUCTION: • SMOKE ≤ 1 ≤2 (UK Bacharach)
• Ambient Range
o o
It is known fact that NOx emission can be reduced by using lean +30 C ⇒ -30 C
well-mixed primary zones, but the level of reduction is closely
related to the quality of the improved fuel and air mixing For the present work a full aerothermal assessment was carried
(1,5,21). Low emissions combustion systems have been out using 1D analyses to verify the scaling parameter before
demonstrated using radial swirler passages as a means to submitting the design for engineering drawing and thereafter to
partially premixing fuel-air for both gaseous and liquid fuels full engine simulated examination using the High-pressure rig
(4,5,10-16). facilities and engine test bed(5).
To achieve lean primary zones at high RIT more air has to be
passed through the primary zone region whilst most of the CYCLONE DESIGN DESCRIPTION AND MAIN FEATURE:
remaining air will be required for wall cooling. In order to attain
the desired conditions >60% of the compressor delivery air Figure-2 shows schematic representation of the combustion
must be passed through the combustor primary zone at the system assembly in the engine casing.
same time the local Mach number must be maintained at a
reference value.
It is crucial that the stabilising mechanism should impose a
rapid and intense mixing regime resulting in high intensity heat
release. The produced NOx then is controlled by achieving the
shortest possible residence time that still allows for complete
and stable combustion.
The present work examines the results obtained from the
combustion rig and engine testing of the ABB ALSTOM
POWER DLE combustion system employed to the Cyclone gas
turbine.
The Cyclone engine is a 13.4MW(18,000 hp) shaft output
industrial gas turbine(5) suitable for electrical power generation
and mechanical drive. The Cyclone with its simple cycle
efficiency of greater than 35% offers multitude of duties
including offshore platforms, industrial power generation and
pipeline transmission.
The Cyclone combustion system complements the existing DLE
combustor family offered across the ABB Alstom POWER Figure 2: Schematic of The Cyclone Combustion System
product range the Typhoon, Tornado and the Tempest.
The Cyclone engine is based on the Tempest (5,6,19,20) where The assembly comprises of :-
the main changes are the addition of a zero stage on the • Pilot burner
compressor. The combustion system follows up a generic • Main burner(radial swirler)
aerothermodynamics scale-up factor to accommodate for the • Gas/Liquid core
increase in the firing temperature. • Impingement cooled combustor can
There is no universal scaling factor that may be applied to the • Transition duct
combustion system. There are some parameters that have a

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 The pilot burner is made from BS970 310-s-31 Stainless Steel.
The face of the pilot is sprayed with metal spray to protect
against oxidation. The pilot face sits slightly back from the gas
washed face of the swirler for stability purpose. Each pilot has
a dedicated ignitor. The pilot is centrally engaged the main
burner. The main burner/swirler consists of two main
components an adapter plate and a radial inflow swirler. The
adapter acts in two folds, firstly to support the structure with the
engine outer casing and secondly, to supply the main gas
through an annulus to the swirler. The liquid core is fitted
between the swirler adapter plate and the pilot burner, this
contains the main liquid supply gallery and the liquid fuel
injectors. The burner assembly is fitted to a double walled
impingement cooled combustion chamber. The outer
impingement liner provides the necessary cooling for the flame
tube and also acts to control the pressure drop across the
combustor hence the percentage of air through the dilution
holes. The inner flame tube is thermal barrier coated with a thin
layer of ceramic to help as extra protection against the high heat
release hence more life for the combustor.
The full burner and the combustor assembly interface with the
transition duct by means of an in-springing piston ring to reduce
any leakage whilst still allowing for axial and some radial
movement.
The transition duct utilises its predecessor the Tempest
transition duct flange and main body. However, it has a modified
inlet machined ring to accept the in-springing piston seal.
METHODS OF ACHIEVING HIGH RIT FOR IMPINGEMENT
COOLED DLE SYSTEM:
The methods of achieving high a combustor outlet temperature
whilst still maintaining a lean primary zone are limited. In order
to achieve this the primary zone equivalence ratio requirements
have to be balanced with the cooling requirements for the
combustor wall. Choosing the correct combination will lead to
both low NOx and long combustor life. However at higher firing
temperatures further development of cooling concepts is
necessary(2,3). Based on the company’s impingement cooling
concept three possible arrangements are considered:-
• Increasing primary Zone Equivalence ratio (EQR)-The fuel
could be increased and the air split kept unchanged.
i.e. EQR(primary zone) > EQR(exit overall)
The advantages and drawbacks are:
-Thermal severity (upstream) > Thermal severity (downstream)
-High Thermal NOx
-Pilot tip temperature will increase as consequence of high
primary zone loading.
This approach requires advance cooling and material and/or
thicker TBC.
• Changing Air Split Ratio across the geometry whilst
maintaining a Constant φPRZ - This could be achieved by
reducing the air through the impingement cooling holes and
other parts. The extra air could then be redistributed to further
lean the primary zone and to cool the transition duct.
i.e. EQR(primary zone) = EQR(exit overall)
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The advantage and disadvantage of the method are:
-Thermal severity (upstream) ≅Thermal severity(downstream )
-Low NOx emission
This approach requires minimal changes to any existing
hardware. The hardware lifing may be enhanced with the use of
new material and/or thicker TBC.
• Regenerative cooling Techniques at almost constant φPRZ
Main advantages are:
- T(PRZ) ≥ TET
- Thermal severity upstream ≥ downstream section.
- Lean Primary Zone EQR -Low NOx emission
This technique requires major modification + new material
and/or TBC. There is possibility of redirecting some of the wall
cooling air to the downstream end parts where the temperature
excessively high (e.g. NGV, turbine blades ..etc).
For the current work the second option was deemed the most
practical option for the cyclone. A small portion of the cooling air
was redistributed to the primary zone. The combustor cooling
was then optimised to cope with the reduced amount of air.
The mixing ratio was chosen to give low NOx with enough
margin to cover engine, can to can and ambient variability.
VARIABLE MIXING CONCEPT:
The rapid and intense mixing process is a absolute
necessity to accomplish fully premixed fuel/air in a compact
primary zone. This will ensure low NOx emission whilst still
maintaining a low level of CO. The company approach to the
DLE mixing process very different to the former conventional
process. The new approach utilises the swirler, prechamber
and the jet shear layer in three consecutive mixing regimes
namely Partial, premixed and fully premixed. The steps imposed
by the new mixing regime approach are shown in Figure-3 and
may be described as follows:
a) Partial premixed regime utilising the radial swirler passages
where at least 60% of the mixing can be achieved.
b) Premixed regime takes place in the prechamber mixing
length to achieve between 15- 20% of the mixing process,
due to the force imposed by the flow solid body rotation.
c) Fully premixed mixture due to the high energy dissipation
caused by the vortex break-down into the combustion
chamber. The expansion ratio plays a crucial role in the final
mixing process and the heat release to the combustion
chamber.
The maximum reaction temperature exhibited by the system is
in the centre reverse core region where the highest thermal
efficiency is established(15).
The centre columnar flow is fed by the element breaking away
from the high intensity shear layer where maximum heat release
may occur.
 The mixing parameter s, may be defined as s = σ/ φ is
Mixing Parameter, (s)

employed for the present work as a measure of the non-

uniformity of mixing in the primary zone region ; where s = 0
corresponds to perfect mixing.
Prechamber The mean primary zone equivalence ratio, φPRZ is determined
Radial from the fuel and air flows into the primary zone. However,
Shear- Layer accuracy of the value depends on measured fuel flow rate,
Swirler estimated air flow through the front end and across the
combustion system and an estimate of the fraction of the fuel
fed to the primary zone which burns there.

Figure-4 shows the NOx concentration as a function of mixing

parameter(s) and primary zone equivalence ratio. The
Streamwise Distance from Swirler Leading correlation is based on the theoretical and experimental studies
Edge carried out by Heywood and co-worker on the NO formation in
gas turbine engines(1,21). However, the correlation may
Figure 3: Schematic of the mixing level through various section depend on other parameters such as system geometry, fuel
type and temperature. The present system shows little
The latter may act as an ignition source for the freshly charged sensitivity towards pressure.
mixture issued by both the swirler and the pilot burner. The pilot
system produces a local rich zone that is approaching fully
HIGH PRESSURE RIG TEST RESULTS:
diffusion flame characteristics. This will ensure flame stability
but with a trade off in the NOx emission. The summary description of the ABB-ALSTOM Power
combustion test logic is detailed by Alkabie(5).
100 The site in Lincoln has extensive high pressure rig test facilities
90 to simulate any engine conditions up to the Cyclone engine
power rating. The results of the high pressure rig are taken as
NOx(Corrected @15% O2), ppm

80
Unmixedness an ideal datum base line condition for the single combustor and
70 Increase
they may vary from final engine results due to small changes to
60 any number of parameters.
50 S = 0.3 Prior to any high pressure rig test, the geometry has to go
40 S = 0.25
through cold flow and ignition loop test. In addition a full 1-D
aerothermodynamics analysis to is carried out to investigate
30 S = 0.2
various parameter including wall temperature variation at
20 S = 0.15
various load conditions.
S = 0.1
10 The preliminary test on the High pressure rig indicated that the
0 Cyclone combustion system meets the declare emission
0.4 0.42 0.44 0.46 0.48 0.5 0.52 0.54 0.56 0.58 0.6 requirement.
Primary Zone EQR(fPRZ)
Figure-5 illustrates the variation of the CO and NOx emission
Figure 4: NOx emission as a function of mixing parameter. against simulated power output with addition of compressor
bleed at low loads.
A maximisation of the jet transfer surface with the cross The maximum NOx level exhibited by the Cyclone combustion
passage flow is essential to optimise the mixing regime. Higher system was 11ppmv whilst operating at full simulated load
momentum flux ratio may cause over-penetration along with the condition and zero pilot fuel. The higher NOx values at loads
risk of jet backflow. The lower momentum flux results in fuel jet <100% is due to high pilot fuel splits. The high pilot fuel split is
under-penetration. The latter may lead to a localised rich area at required to stabilise the lean swirl system at part load condition.
the back face of the swirler. This would result in more thermal The pilot fuel generate localise rich zone to extend the lean
NO production. flame stability. Consequently, it acts as contributor to the total
Fuel jet in a cross flow such as found in the passage’s injector NOx emission by generating the thermal NOx. Also, Figure-5
may impose a Gussian distribution about the mean equivalence shows that the CO turn down is very good where low NOx and
ratio φ i.e. the fraction of the flow with equivalence CO emissions can be maintained down to 30% GT load with the
ratio(5,1,21) or fuel fraction between φ and φ + d φ is given by use of overboard bleed.
f(φ) d φ where
Similarly, the liquid fuel test exhibit excellent NOx and CO
(
 − φ −φ
 )2  emission as demonstrated by Figure-6. The maximum NOx
 1   2⋅σ 2  emission exhibited by the Cyclone combustor was ≤ 40
f (φ ) =   ⋅e
 
ppmv(Corrected to 15% O2) whilst operating with minimum pilot
 σ ⋅ 2π  fuel split and at full simulated engine thermal power.

σ is the standard deviation. The results are clear indication of superior vaporisation and
mixing regime which takes place in the steps described

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 previously. However, most of the vaporisation occurs in the Figure-7 demonstrates the effect of the jet over and under
swirler passages(15). penetration on the total NOx production. The ratio of the
40 5000 momentum flux can be a function of many parameters such as
4500
the ambient conditions and/or the fuel properties. The
35
combustion design should account for them. When analysing
NOx(Corrected to 15% O2), ppmv

CO(Corrected to 15% O2), ppmv

CO 4000
30 these results it should be remembered that a significant amount
NOx 3500
of the resulting NOx emissions find their source in fuel bound
25
3000 nitrogen. During these tests the distillate fuel used contained
20 2500 nitrogen levels that lead to between 10 and 20 vppmd at 15%
2000 O2. This shows that the NOx levels attained through normal
15
1500
thermal routes are only 20 to 30 vppmd.
10
1000
5
CYCLONE ENGINE TEST BED RESULTS:
500

0 0 The initial gas test on Cyclone engine indicated the potential of

0 10 20 30 40 50 60 70 80 90 100
Power Output%
the system to exhibit ultra low NOx level under standard
production engine operation. Figure-8 demonstrates the NOx,
Figure 5: Initial Gas test results of the NOx, CO as a function of CO and UHC as a function of power output without the use of
simulated engine power output with compressor bleed(Pilot fuel overboard bleed. The Cyclone engine exhibited NOx emission
split not optimised). of 15ppmv dry (corrected to 15% O2) whilst operating at full load
conditions and low pilot fuel split. Furthermore, the system
80 1800 shows an excellent turndown ratio with rapid CO and UHC
OIL
1600
depletion rate that is starts as early as 50% load condition. As
70
shown by the high pressure results with bleed this turn down
NOx(Corrected to 15% O2), ppmv

CO(Corrected to 15% O2), ppmv

1400 should be extended to between 30% and 100% GT load.

60
1200 The Cyclone combustion system has the capability of delivering
50
1000
even lower NOx emission as will be discussed later. The above
40 low level of emission was matched by low dynamics instability.
NOx 800
30 4000
30
600
3500
20

CO, UHC(Corrected to 15% O2), ppmv

NOx(Corrected to 15% O 2), ppmv

400 25
CO
CO 3000
10 200
20
NOx 2500
0 0
0 10 20 30 40 50 60 70 80 90 100
15 2000
Power Output%

Figure 6: Initial Liquid test results of the NOx, CO as a function 10 UHC

1500

of simulated engine power output with no compressor bleed. 1000

5
500
110
0 0
100 High
Nozzle 1 Low 0 10 20 30 40 50 60 70 80 90 100
Oil Momentum Oil Momentum
90 Engine Power Ouput%
NOx( Corrected to 15% O2)

80 Figure 8: Engine Initial Gas test emission results variation with

70 Nozzle 2 the Cyclone engine power output with no compressor bleed.
60

50 COMPARISON BETWEEN EMISSION RESULTS FROM THE

40 HIGH PRESSURE RIG AND ENGINE:
30
Nozzle 3
20
Figure-9 demonstrates the Cyclone engine results as compared
with that of the high pressure rig air facility.
10
The NOx emission exhibited by the Cyclone engine whilst
0
7 8 9 Momentum
10 Ratio(Air/Oil)
11 12 13 14 15
operating at full load power condition is 12ppmv(corrected to
15% O2 ) as compared to that of similar arrangement on the
Figure 7: Effect of fuel jet momentum flux ratio on the NOx HP-rig of 12-15ppmv (corrected to 15% O2 ). The difference is
production using liquid fuel. attributed to the pilot split ratio variation between rig to engine.
Moreover, the difference becomes more pronounce at part load
The mixing for a lean combustion layout such as the Cyclone conditions. The latter condition is dominated by the combination
can be effected by the momentum flux of the fuel jet to the air of both mixing and pilot sensitivity effect. Although, the CO and
through the slots of the swirler. UHC were more comparable at part load conditions down to
50% power.

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 The CO depletion rate seems to intensify at the latter range but cooling effectiveness. The film cooling devices evaluated were
then deteriorate at power range ≤ 50%. However it should be on some selected areas of the combustion chamber and the
stressed that these test have been carried out without leading edge transition duct.
compressor bleed and the results indicate that the low The above method achieved lower reaction temperature and
emissions of both NOx and CO should be maintained to around hence reduction in total NOx emission. Also, the scheme
30% load with the application of bleed. provided a hot wall boundary layer to avoid any quenching
effects of the hot combustion product near the wall region that
80.0 4000 can cause rise in the CO and UHC emissions.
The impingement air provided for the liner cooling is then spent

CO , UHC (Corrected to 15%O 2) ppmv

70.0 3500
through 4-discrete dilution holes. The dilution jets are utilised for
NOx (Corrected to 15%O 2) ppmv

60.0 3000 the purpose of controlling the hot combustion product pattern
CO
50.0 Engine CO 2500
profile.
Rig The number of the impingement holes & the size were
40.0
UHC
NOx 2000
determined using modified in-house and Andrews and co-
Rig
30.0 Engine 1500 workers correlation(17,18).

( )
C
∆p P  1 1
= c. 
20.0
NOx
1000
x C2

T2  . G
Engine

10.0 UHC 500

D
Rig
0.0
0 10 20 30 40 50 60 70 80 90
0
100
where x is pitch diameter in streamwise direction(m);
Load (%) D hole diameter(m); C, C1,C2 constants depends on the liner
2
Figure 9: Comparison between High pressure Rig and Engine configuration; G coolant mass flow rate(kg/m .bara); T2
o
Bed Emissions Test Results for the Gas Fuel both results with compressor discharge air ( K); ∆P/P impingement liner pressure
no compressor bleed. loss %
The Nusselts number calculation were based on experimental
correlation that consider the effect of the streamwise and
WALL COOLING
spanwise cross flow and the resulted pressure drop. The
calculations were carried out on the bases of row by row steady
As stated previously that the Cyclone combustion chamber
state heat balance.
employs a thin thermal barrier coating. The ceramic TBC
concept provides a means of raising the allowable operating
component temperature whilst employing the currently available


y G


Nu = f  Re jet , x D ,  D , z D ,  c G  
j 
( ) ( )
metallic materials. TBC has several attractions such as high The predicted heat transfer value is a function of the local jet
melting point and the low thermal conductivity. These permit Reynolds number, cross-flow to jet mass velocity ratio and the
the underlying material to operate at lower temperature due to impingement array geometry i.e. the ratios of x/D , y/D and z/D.
the temperature drop through the ceramic coating. However, for the current DLE liners the average heat transfer
The TBC should also have additional properties as follows: coefficient were validated against experimental and Leeds
University work.
• Higher flame reflectance than substrate material. 3.0
• Similar expansion coefficient to the substrate material. Twall (Gas-side)
(Combustor Wall Temperature/T 2) Ratio

• Ability to withstand thermal shock. 2.5

• Anti-oxidation properties Twall (Cold-side)
• Minimal impact on aerodynamics. 2.0 Impingement

Twall (Cold-side)
In general the wall temperature rise can be a function of many 1.5 Measured
Tgap
parameter,
(Wall Temperature)c = f ( TPRZ , mcooling air ,Impingement 1.0
configuration & η )
0.5
The conventional film cooling technique when employed in low
NOx lean burn combustors can produced high CO emissions. it 0.0
was recognised that the film cooling was not the ideal solution 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
(Combustor Streamwise distance/D)Ratio
and that utilisation of the compressor air charged proportion to
the casing through impingement holes prior to entering the Figure 10: Typical Cyclone Combustor Wall temperature.
combustion was an attractive alternative.
An impingement cooling scheme was considered to deal with Full 1D model is constructed including correlation to calculate
the can combustor cooling demands in order to spare more of the radiation heat flux and gas heat flux due to forced
the combustion air for mixing. The original design calculations convection for both gaseous and liquid fuel based on the latest
are based on the analysis carried out using a 1D design code. information from Andrews et al(18). The gas, material and fuel
One dimensional analysis was constructed and employed to properties were all taken from the company’s in-house data
evaluate the present DLE impingement combustor scheme. It base.
was also employed to evaluate effusion film heat transfer and

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 Figure-10 illustrates the results of typical 1D analysis of the
Cyclone combustion chamber wall temperature as compared
with the thermocouple measurements.
The high pressure rig results of the combustor and the transition
duct wall temperature were as predicted. The maximum
exhibited by the combustor and transition duct wall as a function
of engine power output is demonstrated in Figure-11.
2 3- Dilution Holes
Dimensionless Wall Temperature (Twall/T2)
1.9
Combustion Chamber
1.8
1.7
1.6
1.5
1.4
1.3
1.2
1.1
1
0 10 20
Figure 11: Dimensionless combustor and Transition Wall
Temperature as a Function of Engine Power Output(liquid).
COMBUSTION DYNAMICS:
In general, radial swirler stabilised combustor impose
toroidal vortex flow regime that may gyrate at periodic frequency
about the combustor centre line(16,22). The precessing vortex
core may associate with the vortex breakdown also, it may
occur either independently or as consequence of the reverse
vortex core(22). Furthermore, the energy loading of the
intermediate region between two recirculation zones could
generate large turbulent shear fluctuation level and directional
intermittence that may contribute to random fluctuation and
instability.
For the present work, the demonstrated acceptable level of the
combustion instability as peak to mean amplitude is <6% of the
mean combustor pressure loss level for both gas and liquid
operation.
PATTERN FACTOR:
The fuel and air distribution can cause variation in the
overall and radial temperature uniformity. Consequently, the
blade life could be affected.
Recent development analysis and tests suggest the
geometrical size and location of the dilution holes are crucial
element in the lifing of the hot parts downstream region of the
combustion system. This is attributed by the combined effect of
the high mixing uniformity upstream region of the combustion
chamber and the turbulent viscosity of the dilution jets and air
bleed holes. The size and location of the air film cooling holes
on the transition duct were optimised using 1D analysis method
based on modified correlation sited in reference(5) to determine
and evaluate the maximum air flow thermal mixing.
There are several correlation to estimate jet thermal mixing and
penetration. Most studies which considered the penetration of
dilution jets in cross flow suggested that,
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Jet thermal mixing rate = f(momentum flux ratio, hole spacing
spanwise and streamwise direction/duct height)
1.2
The effect of the combustion flow
field will be pronounced
1
thereafter.
2- Dilution Holes
Trajectory Height, (2 h/Dc)
0.8
0.6
4- Dilution Holes
0.4
0.2
Transition Duct
0
0 0.5 1 1.5 2 2.5 3 3.5
StreamWise Direction,(x/Dd)
Figure 12: Effect of the number of dilution holes on jet
penetration
30 40 50 60 70 80 90 100 Figure-12 illustrates 1D analytical results comparison for the
Power Output %
present work using 4, 3 and 2-dilution holes. It is evidently clear
that the 2-dilution jets penetrates further than the 4 and 3-
dilution holes due to the increase in the momentum flux ratio
and provided that all other parameters kept constant.
For the present work, the traverse data obtained using the High
pressure rig air facilities for both gas and liquid fuel have been
represented using a graphical imaging software package AVS
as shown in Figure-13. The software produces thermal contour
patterns to indicate temperature gradients across the exit plane
of the transition duct.
The choice of the dilution hole position on combustion domain
represent very important step in the CO quenching hence the
local temperature distribution. However, for DLE combustion
system CO may partially quench and escape undepleted from
locally fuel lean combustion.
Figure(13a,13b,13c ) demonstrates the comparison in the
traverse quality profiles between 0, 2 and 4 dilution holes for
natural gas fuelled combustion system.
The effect of the dilution jet high momentum flux is dominating
the exit profile for the 2-dilution arrangement as shown by
Figure-13b. The high thermal mixing is far more pronounce than
the 4-dilution holes of Figure-13a. The 2-dilution holes
demonstrated much lower OTDF profile than the 4-dilution and
no dilution holes cases. Similarly, it can be said for liquid fuel
operation, the 2-dilution exhibits far more better temperature
distribution profile than the 4-dilution holes. However, the zero
dilution case(i.e. no dilution hole geometry) offers quite
substantial benefits such as lower reaction temperature since
some of the air is spared and will act as a film cooling to the
transition duct downstream region.
There are some uncertainties about the effect of the variation of
the impingement cooling flow hence the dilution jet
performance. Also, the effect of the residual swirl on the thermal
mixing and temperature distribution should be quantified.
The flow separation and reattachment point of the injected jet
can leave the final profile with hot streak to cause rise or fall of
the maximum exit temperature hence the OTDF and RTDF
profile values.
7 Copyright (C) 2000 by ASME
7
 Figure 13a: Effect of number of dilution holes on temperature
profile factor -Gaseous Fuel 4-Dilution Figure 13d: Effect of number of dilution holes on temperature
profile factor -Liquid 4-Dilution

Figure 13b: Effect of number of dilution holes on temperature

profile factor -Gaseous Fuel 2-Dilution Figure 13e: Effect of number of dilution holes on temperature
profile factor - Liquid Fuel No Dilution

The Cyclone engine has been introduced using the four hole
dilution geometry as the pattern factors measured in the high
pressure rig have been within the specifications. Engine
pyrometry results have confirmed that this has lead to
acceptable blade metal temperatures and therefore blade life.
However the results of this study may be applied for
substantially lower emissions in the future i.e. single digit NOx.

CONCLUSIONS:

a) The Cyclone combustion system achieved all its design

targets on the high pressure rig facilities and engine test
bed.

b) Very low NOx emission of 12-15ppmv(Corrected to 15%

Figure 13c: Effect of number of dilution holes on temperature O2) are exhibited by the Cyclone engine whilst operating
profile factor -Gaseous Fuel No Dilution the full power conditions using Gaseous fuel and with
minimum pilot fuel split ratio.

8 Copyright (C) 2000 by ASME

8
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 c) The Cyclone combustion system produce a very low NOx
level of 35- 40ppmv( Corrected to 15% O2) using distillate-2
fuel on the high pressure rig air facility and whilst operating
the full simulated load conditions with minimum pilot fuel
split ratio.
d) An excellent turndown ratio is exhibited by the Cyclone
engine whilst operating on gaseous fuel and optimised
pilot split ratio and without engine casing air bleed. The
tests indicate that application of bleed should enhance the
turn down ratio further to .
e) The Cyclone combustion system exhibited low temperature
quality profiles (i.e. OTDF and RTDF) using both gas and
liquid fuel on high pressure rig facility. These have been
confirmed with engine pyrometry measurements.
f) Large percentage of the mixing process is dominated by
the fuel jet to air momentum flux in the swirler slots.
g) Above all it has been demonstrated that by using careful
application of advanced cooling techniques and materials a
balance can indeed be maintained between combustor hot
part life and low emissions requirement. In fact this work
has shown that further increases in firing temperature can
be achieved using this combustor concept. In particular low
emissions at high firing temperatures need not be restricted
to gaseous fuels but can now be achieved on distillate
liquid fuels.
ACKNOWLEDGEMENTS
The authors would like to thank their colleagues of the DLE
team for assistance to prepare the paper. Also, the thanks
extend to ABB ALSTOM POWER management team to allow
the publication of this paper.
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