Turbine Fuel Delivery System with Rapid Heating Value Meter
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Solution Overview
Problem
Conventional fuel delivery systems for combustion turbine engines face challenges in timely control of fuel temperature, leading to fuel being delivered outside the acceptable Modified Wobbe Index rating, causing inefficient engine performance and potential damage.
Innovation Solution
A fuel delivery system that includes a rapid heating value meter and a cold leg bypass, allowing for precise control of fuel temperature through a heat exchange portion and a fuel mixing junction positioned close to the combustor, reducing conduit length and enabling quick adjustments to maintain the target Modified Wobbe Index rating.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If conventional fuel delivery systems are used with long conduit length, then system stability is maintained, but fuel temperature control response time is delayed
Solution Approach 1:
The fuel delivery system is segmented into multiple zones: a first zone with a first conduit length from the heat exchanger to the first fuel nozzle, and a second zone with a second conduit length from the heat exchanger to the second fuel nozzle. The first conduit length is shorter than the second conduit length, allowing different response times for different fuel nozzles based on their operational requirements.
Solution Approach 2:
Different conduit lengths are assigned to different fuel nozzles based on their specific operational requirements. The first fuel nozzle receives heated fuel through a shorter conduit for rapid response, while the second fuel nozzle uses a longer conduit for stability, optimizing both response speed and system stability in their respective locations.
2Productivity
If fuel temperature is not precisely controlled, then system operation is simpler, but engine performance efficiency decreases
Solution Approach 1:
The system incorporates feedback mechanisms where the control system receives information about fuel temperature and engine operational parameters, then adjusts the heating value of the fuel supplied to each zone accordingly. This closed-loop control ensures precise fuel temperature control to maintain optimal Modified Wobbe Index rating for engine performance.
Solution Approach 2:
The system changes the heating value parameter of the fuel by controlling the temperature of fuel in different zones. By adjusting fuel temperature through the heat exchanger and varying conduit lengths, the system modifies the Modified Wobbe Index rating to optimize engine performance under different operating conditions.
3Adaptability or versatility
If fuel heating system is added to control temperature, then fuel temperature control capability is improved, but system complexity increases
Solution Approach 1:
The fuel heating system is merged with the existing fuel delivery infrastructure by integrating heat exchangers into the fuel lines and utilizing the existing control system architecture. Multiple fuel nozzles share common heating resources and control logic, reducing overall system complexity while maintaining individual temperature control capability for each zone.
Solution Approach 2:
The heat exchanger system serves multiple fuel nozzles simultaneously, providing universal temperature control capability across different zones. The control system manages multiple fuel streams and heating requirements through a unified architecture, making the system adaptable to various fuel temperature requirements without proportionally increasing complexity.
4Measurement precision
If rapid fuel temperature adjustment is implemented, then Modified Wobbe Index rating control is improved, but thermal lag effects increase
Solution Approach 1:
The system performs preliminary heating of fuel in dedicated heat exchangers before fuel reaches the nozzles. By pre-heating fuel in controlled zones with appropriately sized conduits, the system anticipates temperature requirements and reduces thermal lag effects, allowing rapid adjustment of Modified Wobbe Index rating when fuel characteristics change.
Solution Approach 2:
The system addresses thermal lag by transitioning from a single-point temperature control approach to a distributed zonal control approach. By creating multiple heating zones with different conduit lengths and heat exchanger positions, the system controls fuel temperature at different stages of delivery, effectively managing thermal lag through spatial dimensionality.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system ensures timely and precise control of fuel temperature, reducing engine performance issues and preventing damage by maintaining the fuel within the target Modified Wobbe Index range, enhancing efficiency and reliability.
Implementation Method 1
utilize the exhaust gas from a combustion turbine engine to preheat fuel
Implementation Method 2
a heat exchange portion of the fuel line disposed in a heat exchanger
Implementation Method 3
a fuel mixing junction positioned downstream of the heat exchange portion
Data Source
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AI summary
A combustion turbine engine that includes: a compressor (26); a combustor (30) that receives fuel from a fuel line (50); a turbine (28); a heat exchange portion (52) comprising a portion of the fuel line (50) in heat transfer relationship with a heat source (71, 87, 91, 94) for heating the fuel; a rapid heating value meter (74) disposed to test the heating value of the fuel that is configured to provide heating value test results within approximately 1 minute; a cold leg bypass (76) comprising a fuel line (50) that bypasses the heat exchange portion (52), the cold leg bypass (76) being connected to the fuel line (50) at an upstream fork (62) and at a fuel mixing junction (64); and valves for controlling the fuel being directed through the heat exchange portion (52) and the fuel being direct through the cold leg bypass (76); wherein the length of fuel line (50) between the fuel mixing junction (64) and the combustor (30) is less than 20 meters.