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DESIGN, INSTALLATION, AND TEST OF A STEAM INJECTION SYSTEM ON AN EARLY FRAME 3 GAS TURBINE IN A COMBINED CYCLE PIPELINE COMPRESSOR STATION 147 which evidence themselves as large circumferential exhaust tem perature variations, were strongly influenced both by inlet/exhaust configuration and by small (acceptable) combustion component tolerances. Injection steam was then admitted in quantities of up to 25,000 pph, and full performance data recorded. Because of previously encountered rapid changes in both combustor and exhaust temper atures, steam was injected in 1000 pph increments between I 0,000 and 15,000 pph. Exhaust spread initially decreased, jumped rapidly between 10,000 and 15,000 pph, and then held constant as greater than 15,000 pph steam was injected, as shown in Figure 26. When exhaust temperature profiles were plotted for 0, 11,000, 15,000, and 25,000 pph of injected steam, as shown in Figure 27, it became evident that exhaust temperature spread on its own is deceiving, because between 0 and 11,000 pph exhaust profile actually changed shape significantly, even though the spread stayed approximately constant. From 11,000 to 15,000 pph, ex haust profile continued to move, while between 15,000 and 25,000 pph there was much less change in the profile. The temperatures recorded during these tests by the retracted combustor thermocouples are shown in Figure 28. Here, temper atures increased considerably between 0 and 10,000 pph, de creased rapidly between 10,000 and 15,000 pph, and then stayed about the same. Temperature measured with the probes retracted is the air temperature outside of the lining because air will flow through the liner thermocouple access hole and wash the probe tip. Air temperature outside of the lining should reflect compressor delivery temperature, injected steam quantity and temperature, and heat pickup from the liner wall. Therefore, calculated com pressor delivery temperature for each run was subtracted from the average combustor temperature, and the results plotted in Figure 29. There was adiscontinuity between 11,000 and 12,000 pph which could only be related to steam injection; therefore, steam supply into the turbine was reviewed in detail. 500----------------- ®#1 220----------------- 200 180 160 140 120 0 E w� 0:.. "' 1-"' ::J< X:J: w 570 500 550 540 530 520 510 500 490 �#4 + #5 NOTE: T/C TIP= 0.25" inside liner 1000 5 10 15 20 25 STEAM INJECTION (1,000PPH) Figure26. UnitNumber5ExhaustSpreadvsSteaminjectionFlow (March I3, I99I Data). 100 80 INJECTED STEAM ® 0MPPH 00 11 MPPH £ 15 MPPH + 25 MPPH 0� - 1 0 0 -120---------- t 0:60 w ::J � 40 w.. ::!i 20 1-w STEAM INJECTION (1000 PPH) 0 5 10 20 25 t;::J 0 <:J:Xw iii � -40 Figure 28. March I3, I99I Steam Injection Tests. Combustion liner (Figure 18a) air flows were calculated from measured hole and louvre dimensions using appropriate discharge coefficients, and approximate boundaries of primary-secondary, and secondary-dilution air were determined within the annulus formed by the liner casing and the liner (Figure 10). Steam injection through the 36, 0.2 in diameter jets in the liner casing can be considered analogous to "film cooling" of the liner casing when jet velocity is low (very small steam flow), but once blowing rate, M ((jet density x jet velocity)/(main flow density x main flow velocity)) exceeds 0.5, the jet penetrates into the main flow [20], as illustrated in Figure 29 [21]. Approximate steam jet -20 � -60 � � �80 0' TDC 60' 120' 180' 240' 300' 360' TDC BDC EXHAUST THERMOCOUPLE LOCATIONS (CLOCKWISE LOOKING UPSTREAM) Figure 27. Exhaust Temperature Profiles with Steam Injection. + #6 �o---------- COMBUSTER 15PDF Image | STEAM INJECTION SYSTEM ON AN EARLY FRAME 3 GAS TURBINE IN A COMBINED CYCLE PIPELINE COMPRESSOR STATION
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