Proceedings of ASME Turbo Expo 2008: Power for Land, Sea and Air

GT2008
June 9-13, 2008, Berlin, Germany

GT2008-50790

DETAILED INTERNAL MEASUREMENTS OF A SIEMENS COMBUSTOR OPERATING AT GAS

TURBINE RELEVANT CONDITIONS
M. Wedlock, J. P. Wood, M. N. Miller, G. J Sims
QinetiQ, Gas Turbine Technologies,
Cody Technology Park, Farnborough, Hants
GU14 0LX, United Kingdom
Tel +44 (0)1252 395743, Fax +44 (0)1252 397744

K. Liu, K. Syed
Siemens Industrial Turbomachinery Ltd.
PO Box 1, Waterside South, Lincoln
LN5 7FD, United Kingdom
Tel +44 (0)1522 584763, Fax +44 (0)1522 584450

P. Bowen, A. Crayford, Y. Sevcenco

Cardiff University, Mechanical Engineering Department,

Cardiff School of Engineering, The Parade, Cardiff,

CF24 3AA, United Kingdom
Tel +44 (0)29 2087 5931 , Fax +44 (0)29 2087 4939

ABSTRACT
In order to develop liquid fuelled DLE gas turbine
combustors, especially to accommodate alternative more
environmentally friendly fuels, it is necessary that their
operation is well understood. Although CFD can appear to offer
many insights into the operation of such burners this is only
achieved by applying a number of individual models to predict
each stage in the mixture preparation and combustion
processes. While each model is validated individually, their
overall performance in a complex system is not well
understood.
This paper therefore presents unique data that can be used
to determine the overall validity of CFD predictions of a
Siemens combustor. Such data was produced by QinetiQ by
making detailed (approximately 200) gas analysis
measurements in the interior of the combustor while operating
at gas turbine relevant conditions using the Sector Combustion
Rig at the GTRC Port Talbot. The data collected shows detailed
information regarding the internal processes of the combustor,
and is therefore ideally suited to the validation of CFD.
INTRODUCTION
There is a continuing pressure on gas turbine
manufacturers to produce machines with increasingly benign
impact on the environment. This has historically meant
stringent regulations on the production of NOx emissions and
the widespread adoption of DLE combustion technology in

order to produce low levels of emissions. The aim in such

devices is to limit NOx emissions formed by the Zeldovich
thermal mechanism by burning at the lower flame temperatures
produced by a lean flame.
Siemens Industrial Turbomachinery Ltd is the
manufacturer of small industrial gas turbines in the range of 5
13MW. They have addressed the demands for low NOx
emissions by the development of the world leading Siemens
dual fuel DLE combustor [1, 2, 3]. The Siemens combustor is a
family of burners, figure 1, which maintain consistent
principles as they are applied to larger engines allowing the
retention of a similar number of cans on each machine.
With the size of engine produced by Siemens Industrial
Turbomachinery it is important to many customers to have a
dual fuel capability in order to provide backup power in the
case of the non-availability of the primary fuel. One of the
great advantages of the Siemens combustor is that it can
provide a DLE liquid capability with minimal modifications to
the burner concept.
Diesel operation is more problematic than that of gaseous
operation with greater attention required during the fuel
preparation stage. Two extra processes need to be
accommodated; the atomisation of the fuel and its evaporation.
Even with great care at this stage problems can still be
encountered with phenomena such as combustor dynamics and
higher than expected emissions.

Copyright 2008 by ASME

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combustor is of a double skinned design with impingement

cooling, with the cooling air entering the burner through
dilution holes downstream of the main reaction zone.
Double Skin Impingement
Cooled Combustor
Main Burner
Pilot Burner

PreChamber
Radial Swirler

Figure 2 The Siemens combustion system

Figure 1 The Siemens family of gas turbine
combustors.
The principal way to understand such phenomena has,
traditionally, been the application of computational fluid
dynamics (CFD). Such approaches have been very successful
in gas operation [4, 5] but are more problematic during liquid
operation due to the extra processes that require modelling.
Models for each element of the mixture preparation and
combustion process exist and have been individually validated,
but their overall accuracy is still a matter for conjecture.
QinetiQ have access to a unique combustion facility which
allows the extraction of gas samples from the interior of a gas
turbine combustor when operating at conditions relevant to the
engine. QinetiQ were therefore requested to make internal
measurements of the gas concentrations within a Siemens
combustor, operating on grade 2 diesel, to provide data for the
validation of computational predictions of its behaviour.
NOMENCLATURE
AFR
Air fuel ratio
CFD
Computational fluid dynamics
DLE
Dry Low Emissions
UHC
Un-burnt hydrocarbons
THE SIEMENS DLE COMBUSTOR
The Siemens design of burner forms a family of
combustors, which offer DLE operation on both liquid and
gaseous fuel, and are used across the range of Siemens
Industrial Turbomachinery Ltd products. It consists of three
principal components, figure 2. The first element is the pilot
burner which houses the pilot fuel galleries, injectors and an
igniter. Travelling axially along the combustor the next
component is the main burner which houses the main fuel
galleries, both liquid and gas, and injectors as well as the main
air swirler. The final element of the burner is the combustor,
which includes a narrow inlet duct termed the prechamber. The

During operation within an engine a transition duct, which

converts the flow from the circular exit of the combustor to a
part of the turbine entry annulus, is placed downstream of the
combustor. However, for the tests reported here, because of the
restrictive nature of the annular section for inserting the probe,
the regular transition duct was replaced with an un-cooled
conical duct with the same exit area as the standard duct.
THE INTERNAL TRAVERSE FACILITY
QinetiQ has access to a unique combustion test facility at
the Gas Turbine Research Centre (GTRC) at Port Talbot [6].
This facility, called the sector combustion rig, allows a gas
sampling probe to be inserted into an active gas turbine
combustor at realistic operating conditions, figure 4. Inlet
conditions in terms of temperature (up to 900K non-vitiated),
mass flow (up to 5kg/s) and pressure (up to 10barA) can be
individually controlled to provide a range of operating
conditions. The design of the probe allows four degrees of
freedom (pitch, yaw, axial and rotational translation) of probe
movement.

Figure 4 A schematic of the internal traverse rig

with a generic burner
The facility can provide a range of fuels for combustion
testing. Gaseous fuels and gas mixtures can be supplied from

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pallets, while liquid fuels in the form of kerosene and, for the
first time in these tests, diesel are stored and supplied from
dedicated tanks. Finally alternative liquid fuels may be supplied
from a barrel store
INSTALLING THE SIEMENS BURNER ON THE TEST
RIG
The Siemens combustor has previously been installed on
the high pressure leg of the GTRC facility [7] and a similar
installation has been arranged on the Sector Combustion Rig.
The installation of the burner is shown in figure 5.
Figure 6 The co-ordinate system used during the
tests

Figure 5 The Siemens burner installed in the

internal traverse rig

QinetiQ were requested by Siemens to make measurements

at eight planes along the length of the combustor. These
extended from the entry of the prechamber to a significant
distance into the combustor. In addition two axial traverses
were made along the combustor centre line, the first with gas
pilot and the second without. The relative position of the planes
at which measurements were made is illustrated in figure 7.
At each plane a diameter of measurements, with a
resolution of 9mm, was made in the direction of the x-axis. A
further line of data was taken 10mm below this plane, with a
resolution of 18mm, in order to demonstrate the off diameter
behaviour of the burner. At a number of planes a radius in the
direction of the positive y-axis was also collected to show
whether the behaviour of the burner was axi-symmetrical.
1

The burner is designed to operate either on natural gas or

diesel, but to simplify the provision of services it was
connected to a gas pilot and liquid main. This was satisfactory
for the test as starting would be conducted on a methane supply
and then a switch over to grade 2 diesel would occur. When the
tests were envisaged it was intended that they would be made
without pilot fuel to simplify the modelling process and ensure
the most useful data for model validation.
However, in practice it was discovered that at the low
flame temperatures investigated, in order to prevent damage to
the un-cooled transition duct, some residual pilot was desirable.
It was decided to use methane for the pilot as this provided a
symmetrical fuel injection, unlike the liquid pilot. This was the
first time the Sector Combustion Rig had been operated with
two different fuels simultaneously.
A co-ordinate system was defined for the installed burner
with the origin centred on the pilot face and the z-axis aligned
with the centre line of the combustor. The y-axis was defined to
be vertical with the positive axis pointing upwards and the xaxis was horizontal. The co-ordinate system is summarised in
figure 6.

Figure 7 Position of the measurement planes.

It had been hoped, when the measurement planes had been
defined that a new, longer, probe support would allow
measurements to be made in the prechamber. The longer probe
support was successful, to some degree, allowing
measurements to be made along the centre line to plane one.
However, the strong velocity gradients associated with the
central recirculation zone induced significant vibrations in the
probe when it was moved from the centre line precluding the
measurements at planes one to three. Instead further points
were taken at the other planes.
PROBE CALIBRATION
Fundamental to making internal measurements is the
ability to accurately position the probe within the interior of the
combustor. The traverse fitted to the sector combustion rig has

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stepper motors to control the movement and a potentiometer

system for reading back the internal position. In order to apply
this system to a specific combustor it is necessary to perform a
calibration. This positional calibration of the probe was
performed by moving the probe within the combustor and
observing its position with an endoscope. At known positions
within the combustor using observable features, the positional
readout data was recorded for all 3 axes. At each required linear
axial traverse position relative to the pilot burner face, the
probe was moved horizontally (X) and vertically (Y) until the
side of the probe tip was observed to touch the inside wall of
the combustor barrel. Knowing the internal diameter of the
combustor and the probe diameter, it was then possible to
calculate the horizontal and vertical movement sensitivities in
each linear axial plane downstream of the pilot burner face.
GAS ANALYSIS CONFIGURATION
The probe is connected to a heated stainless steel sample
line which is maintained at a temperature of 463K 10K which
is used to convey the gas sample to a suite of Signal gas
analysers. This suite includes analysers for CO, CO2, NO, NO2,
UHC and O2. The sample acquisition system also includes a
high pressure, up to 20bar, back purge which is used to stop
fuel entering the sample line during ignition and also to clear
the probe if it becomes blocked with soot.
The orifice of the sample probe is very small causing the
gas sample to enter at a high velocity quenching the chemical
reactions as the sample enters the cooler environment.
Shortly after the probe exit the sample line splits to form
two channels. One sample line leads to the smoke analysis
equipment, both filter stain and an optical measuring technique
being applied. Smoke measurements were not made in the
current analysis as its aim was to identify the internal gas
species for the validation of CFD codes. The second line leads
to a filter oven to remove any particulate matter before passing
to the analysis suite.
The gas analysis suite is described in detail in [6] and
similar analysers and methods were used for this study as had
previously been used. One significant difference was that the
NO/NOx analyser used here was no longer a dual channel
system and therefore sequential measurements had to be made.
Again the UHC are reported as a carbon equivalent volume
fraction, i.e. ppmC (methane equivalent). To improve accuracy
a number of different ranged analysers were used to measure
species such as CO which vary greatly in concentration within
the combustor.
As discussed in [6] there is significant possibility for error
in the measurement of hydrocarbons in regions of high UHC
because of the differential response of the flame ionisation
detector (FID). It was estimated in [6] that this could result in
errors of up to 10% and that this could have a consequential
impact on the flame temperature calculated from the gas
analysis measurements. As individual hydrocarbon species
were not measured it is not possible to predict this error but
previously it was suggested to be +20 to 40C.

The analysis of the NO/NOx and total hydrocarbons was

performed using a wet sample, while for the other
measurements the sample is dried. In order to calculate the
concentration of the ambient water in the inlet air the dew point
is measured. The dew point of the dried sample is also
measured to allow volume corrections to be applied.
The raw data is processed to ARP 1533 [8]. This accounts
for the required corrections for inlet air humidity, cross
interference effects and dried sample correction. The data is
post processed to give values of the AFR, combustion
efficiency and flame temperature.
RESULTS AND DISCUSSION
Due to the proprietary nature of the data collected during
the measurements some of the data has been normalised. A
similar method has been as adopted to that used in [6]. The
graphs of temperature and AFR are shown as the difference
from the point where the maximum temperature occurs within
that plane. Species concentrations and combustion efficiency
are shown as measured values.
Results are presented here as either line graphs or surface
plots both of which techniques can be easily compared with the
output of CFD simulations. The surface plots were created
using the commercial software package Surfer. Interpolation
between data points was performed using Krigging which has
previously been identified [6] as the most appropriate technique
available within Surfer.
In order to determine the influence of the gas pilot on the
collected results an initial comparison is made between axial
traverses of the combustor measured using the gas pilot and
additional data collected with no pilot. Data will then be
presented for a diameter across the burner at plane four, which
will show how key parameters vary across the combustor.
Finally surface plots will be presented along the length of the
combustor to simultaneously illustrate the axial and radial
variations. Emissions data is all presented without water
injection for NOx control.
Centreline Results
Figures 8 and 9 show the behaviour of the centreline gas
temperature and AFR, calculated from the measured species
concentrations. It can be seen that the use of pilot gas has a
minimal impact on the gas temperature along the centreline of
the combustor. The fact that the temperature is marginally
higher in the case with no pilot is most likely associated with
minor differences in the operating conditions between the two
tests. However, the preservation of comparable curves highlight
that the combustor is operating in a similar manner.
Identical arguments exist for the graph of the AFR. While it
might be expected that the presence of pilot fuel would lower
the AFR at the front end of the combustor (in the region of
plane 1) this does not seem to be case with the measurements
made with pilot showing consistently higher values of AFR.
This can again be attributed to minor variations in operating

Copyright 2008 by ASME

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35

30

25
NO x ppmvd (15% O 2)

conditions between sequences of measurements, and is

consistent with the temperature trends.
Figure 10 indicates that there are differences in the NOx
profile along the centreline of the combustor. However, the
trend displayed contrasts with the expected trend in that the
measurements made without pilot show higher levels of NOx
than the measurements made with the gas pilot. This could be
accounted for by the higher temperatures recorded in tests
without pilot. Such results suggest that slight changes in the
operating condition have a greater impact on emission levels
than the minimal pilot used in these tests. Consequently, it is
acceptable to investigate the burner using a small degree of
pilot.

20

15

10

5
50

With Pilot
Without Pilot
0

Plane 1

Plane 3

Axial Position

Plane 5

Plane 7

Plane 8

Figure 10 The axial NOx (15% O2) distribution

-50

-100

-150
With Pilot
Without Pilot
-200

Plane 1

Plane 3

Axial Position

Plane 5

Plane 7

Plane 8

Figure 8 The normalised axial temperature

distribution
5.0
W ith Pilot
W ithout Pilot

4.5
4.0
3.5
Normalised AFR

Normalised Gas Temperature C

3.0
2.5
2.0
1.5
1.0
0.5
0.0

Plane 1

Plane 3

Plane 5

Plane 7

Axial Position

Figure 9 The normalised axial AFR distribution

Plane 8

Plane Four
It is instructive to examine the data collected at plane four
in more detail as this is the first plane within the combustor and
will show the largest range of detail. Looking at the data
recorded for the temperature at plane four, figure 11, high
temperature regions can be seen along the centreline and at the
outside edge of the combustor. Such regions are associated with
the inner and outer recirculation zone described in [5]. The
graph for the AFR demonstrates that a wide area of
approximately constant AFR is measured at the centre of the
combustor, within the central recirculation zone. As the probe
is traversed outboard there is a significant increase in the AFR
which is associated with the drop in temperature seen in figure
11.
Combustion efficiency is illustrated in figure 14. This
shows that at the centre of the combustor there is a region of
very high combustion efficiency. As the probe is moved
outboard the combustion efficiency is seen to fall in a similar
manner to that seen in the AFR graph of figure 12. Such an
area of very lean mixture would be expected to have a
relatively low combustion efficiency.
The distribution of NOx across plane four is presented in
figure 13. The values recorded in the two sets of recirculation
zones are approximately constant, although some variation
does occur across the combustor. This is partially due to the
correction to 15% O2 because the local oxygen concentration
varies along with the NOx altering the values when the
correction is made. This also explains why NOx levels peak in
the region between the two recirculation zones despite this
being a cooler area according to figure 11. Here the oxygen
content is high so the correction increases the local
concentration significantly.

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Copyright 2008 QinetiQ Ltd.

100

0
-0.6

-0.4

-0.2

-100

0.2

0.4

0.6

0.8

95
Combustion Efficiency (%)

-0.8

Normalised Gas Temperature C

-1

-200
-300
-400
-500
-600
-700

90
85
80
75
70

-800

65

-900

60
-1000

-1

-0.8

-0.6

-0.4

-0.2

r/R

0.2

0.4

0.6

0.8

r/R

Figure 14 The combustion efficiency at plane 4

Figure 11 The normalised temperature distribution

at plane 4

Contour Plots
8

160

-50
-100
-150
-200
-250
-300
-350
-400
-450
-500
-550
-600
-650
-700
-750
-800
-850
-900
-950

140

Normalised AFR

120

100
80

6
60
40

20
0
-1

-0.8

-0.6

-0.4

-0.2

0.2

0.4

0.6

0.8

r/R

0.87

Figure 12 The normalised AFR distribution at plane 4

0.43

0.0
r/R

-0.43

4
-0.87

Figure 15 A plot of the normalised temperature (C)

in the combustor 10mm (i.e. y=-10mm) below the
burner centreline

30

25
NOx ppmvd (15% O2)

8
20

15

10

0
-1

-0.8

-0.6

-0.4

-0.2

0.2

0.4

0.6

0.8

r/R

Figure 13 The distribution of dry NOx corrected to

15% O2 at plane 4
0.87

0.43

0.0
r/R

-0.43

4
-0.87

95
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0

Figure 16 A plot of the normalised AFR in the

combustor 10mm (i.e. y=-10mm) below the burner
centreline

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8
22
21

20
19

18

17
16

15
14
13

0.87

0.43

0.0
r/R

-0.43

4
-0.87

12
0.87

Figure 17 A plot of the dry NOx (ppmvd 15% O2) in the

combustor 10mm (i.e. y=-10mm) below the burner
centreline
8

0.87

0.43

0.0

-0.43

4
-0.87

16000
15000
14000
13000
12000
11000
10000
9000
8000
7000
6000
5000
4000
3000
2000
1000
0

Figure 18 A plot of the dry UHC (ppmvd 15% O2) in the

combustor 10mm (i.e. y=-10mm) below the burner
centreline

Figures 15 to 19 show contour plots for key parameters of

the diesel fuelled combustor for a plane along the combustor
extending from planes 4 to 8, 10mm below the centreline (i.e.
y=-10mm). These again highlight the symmetrical nature of the
flow within the combustor.
In figure 15 the highest temperatures are seen at the centre
of combustor with the temperature decreasing as the walls are
approached. This trend agrees well with the data presented at
plane four, figure 11. As the axial distance along the combustor
increases this hot central zone opens out, until plane eight is
reached when it extends across approximately two thirds of the
combustor exit.

0.43

0.0
r/R

-0.43

4
-0.87

100
98
96
94
92
90
88
86
84
82
80
78
76
74
72
70
68
66

Figure 19 A plot of the combustion efficiency(%) within

the combustor 10mm (i.e. y=-10mm) below the burner
centreline

The plot of the AFR, figure 16, shows that there is a well
mixed central core which has a relatively low AFR. This area
expands outwards with increasing axial distance along the
combustor. Along the walls of the combustor there are also
regions of similar fuel concentration, but between these two
regions are fingers of high AFR. This replicates what had
previously been demonstrated at plane 4, figure 12.
The concentration of dry NOx corresponds closely to the
temperature contours, as would be anticipated if NOx is
primarily formed by the Zeldovich mechanism. Regions of
higher NOx are encountered in the hot core of the combustor
identified in figure 17. As the temperature is reduced the level
of NOx generated also reduces with the lowest values being
recorded within the fingers of low AFR noted in figure 16.
The values of the UHCs follow an inverse trend to that of
NOx. The lowest values are recorded well within the hot core
with the values rising rapidly as this zone is left. The maximum
values for UHCs are recorded within the regions of high AFR.
The plot of the combustion efficiency shows similar trends to
that of the UHCs. However, by the time that plane 8 has been
reached the region of highest combustion efficiency extends
across a significant portion of the burner.
It should be noted that the burner was not operated in a
manner that would minimise the emissions, as the intention was
to generate data for CFD validation. The flame temperature was
purposely maintained at a low value in order to protect the uncooled transition duct. It is also the case that plane eight is still
some distance from the exit of the combustor, providing more
time for UHC to burn out providing better combustion
efficiency figures than are presented for the planes studied.

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Unburned Hydrocarbon Condensation

Diesel fuel was used in this test programme, and in an
attempt to avoid the possible condensation of any unburned
hydrocarbons within the sample train the lines were maintained
at a temperature of 463K 10 C. It is important to keep the
lines at this relatively high temperature when making gas
analysis measurements within the combustor volume because
there is a possibility that neat fuel may enter the sample train
when traversing close to the fuel injector or in fuel rich zones.
Precautions to avoid unburned fuel entering the sample train
were taken when lighting the combustor and when changing
the fuel from methane to diesel by utilising a high pressure
back-purge system for the sample probe.
In previous work undertaken on the Sector Combustion
Rig using kerosene no condensation was seen within the
sample lines even though they were maintained at a lower
temperature of 423K 10 C. However in this programme of
work it was noted that some hydrocarbon fractions were
condensing within the sample line.
The 50% distillation range for diesel is approximately
260C whilst for kerosene it is about 210C [9]. This variation
in distillation range coupled with the fact that the final boiling
point is 75C higher then kerosene [9] provides a likely
explanation for the fuel condensation problem
A solution to the problem was to take an ambient air
sample which was allowed to flow through the sample line
followed by a sample measurement. The value from the
ambient air could then be deducted from the sample
measurement. Validation tests were conducted in the course of
the trial and it was concluded that the condensation in the line
produced an error of approximately 2%.
CONCLUSIONS
This paper reports the first internal traverse of a diesel
fuelled gas turbine burner at gas turbine relevant conditions.
The data generated offers an ideal data set to perform
validation of CFD models for liquid combustion. The
validation of such models is essential as liquid combustion
modelling uses a wider range of models than are required for
gas. Although these models have all been developed
individually and validated for simple geometries no
comprehensive test for their suitability for modelling an entire
gas turbine combustor has been conducted.
While such a validation is important for diesel fuel on its
own, and the availability of a comprehensive set of validated
models will have significant advantages for developing new
diesel burner designs, it is with alternative liquid fuels in mind
that the study was initiated. These measurements, with the
validation of the CFD which will follow, will produce a set of
models which can be applied with a greater degree of certainty
to alternative fuels. This will allow current combustor designs
to be modified to allow the use of more environmentally
friendly liquid fuels.
The extension of the Sector Combustion Rig at the GTRC
Port Talbot to diesel fuel greatly extends its suitability for the

investigation of industrial gas turbine combustors which

increasingly offer a liquid capability. The demonstrated ability
of the facility to operate on both diesel and methane
simultaneously also makes the facility capable of illustrating
behaviour of burners during fuel changeovers.
ACKNOWLEDGMENTS
The research reported in this paper was partly funded by
the European commission as part of the AFTUR (Alternative
Fuels for Industrial Gas Turbines) project, contract ENK5-CT2002-00662.
The authors would also like to express their thanks to M.
Edwards of QinetiQ and S. Morris of Cardiff University who
ran the test rig during the measurements reported here.
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