EP1738109A1 - Reacteur catalytique et procede de combustion de melanges air-combustible a l'aide d'un reacteur catalytique - Google Patents

Reacteur catalytique et procede de combustion de melanges air-combustible a l'aide d'un reacteur catalytique

Info

Publication number
EP1738109A1
EP1738109A1 EP05729538A EP05729538A EP1738109A1 EP 1738109 A1 EP1738109 A1 EP 1738109A1 EP 05729538 A EP05729538 A EP 05729538A EP 05729538 A EP05729538 A EP 05729538A EP 1738109 A1 EP1738109 A1 EP 1738109A1
Authority
EP
European Patent Office
Prior art keywords
fuel
catalytic reactor
air
sector
mixture
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05729538A
Other languages
German (de)
English (en)
Inventor
Richard Carroni
Timothy Griffin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
General Electric Technology GmbH
Original Assignee
Alstom Technology AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Technology AG filed Critical Alstom Technology AG
Publication of EP1738109A1 publication Critical patent/EP1738109A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/40—Continuous combustion chambers using liquid or gaseous fuel characterised by the use of catalytic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C13/00—Apparatus in which combustion takes place in the presence of catalytic material
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/34—Indirect CO2mitigation, i.e. by acting on non CO2directly related matters of the process, e.g. pre-heating or heat recovery

Definitions

  • Catalytic reactor and method for the combustion of fuel-air mixtures by means of a catalytic reactor
  • the invention relates to a catalytic reactor according to the preamble of the first claim.
  • the invention continues from a method for the combustion of fuel-air mixtures by means of a catalytic reactor according to the independent method claim.
  • catalytic reactors In power plants, in particular gas turbines, catalytic reactors, or catalysts for short, are used to burn part of the gaseous fuel and air mixture flowing through the catalyst. This results in a temperature increase in the gas-air mixture and, depending on the catalytic reactor, a synthesis gas can essentially be generated from a mixture of hydrogen gas (H 2 ) and carbon monoxide (CO).
  • the hot exhaust gas is used for thermal and / or chemical stabilization of the homogeneous flame in the combustion chamber. Aerodynamic flame stabilization is often necessary, such as a sudden cross-sectional expansion between the catalytic converter and the homogeneous flame front in the combustion chamber.
  • the catalytic combustion of fuel-air mixtures can significantly reduce the pollutant emissions of nitrogen oxides (NOx) and carbon monoxides (CO).
  • the reason for this reduction are the carbon dioxide (C0 2 ) and water (H 2 0) present in the exhaust gas of the catalyst, which delay the formation rate of thermally formed nitrogen oxides (NOx) in the homogeneous flame front. This means that less nitrogen oxide is formed, even at high temperatures above 1450 ° C.
  • the catalysts also require a well-mixed fuel-air mixture to avoid local overheating. As a result, the homogeneous flame mixture is more uniform and local hot spots are avoided, which would contribute to the formation of NOx.
  • the lower hydrocarbon concentrations (CH concentration) after the catalytic reaction also reduce the direct formation of NOx.
  • the chemical stabilization also extends the extinguishing limits for lean flames.
  • hydrogen gas and to some extent carbon monoxide have been used for this purpose.
  • the extinguishing limits could be expanded considerably by replacing small portions of the gaseous fuel with hydrogen gas. It is even more advantageous to inject the hydrogen gas locally, as a result of which less H 2 is required than in the case of premixing with fuel and without increasing the NOx emissions, as is the case in the case of poor premixing.
  • the object of the invention is to avoid the disadvantages of the prior art in a catalytic reactor and the associated process of the type mentioned at the outset and to enable pollutant emissions and high flame stability. According to the invention, this is achieved by the features of the first claim.
  • the essence of the invention is therefore that the catalytic reactor is charged with lean fuel-air mixtures and rich fuel-air mixtures, that the catalytic reactor consists of at least two sectors, that a first flowed through sector is free of catalytic coatings and that a catalytic coating is arranged in a downstream second sector in the channels through which a rich fuel-air mixture flows.
  • the advantages of the invention can be seen, inter alia, in the fact that the catalyst according to the invention maximizes the catalytic fuel conversion. This reduces pollutant emissions in all operating conditions, nitrogen oxides being reduced by the presence of water and carbon dioxide and carbon monoxides being reduced by the improved chemical flame stabilization. In addition, the flame stability is increased under all operating conditions.
  • the light-off behavior of the catalytic converter is also improved since, in particular, the rich fuel-air mixtures are preheated to a greater extent.
  • the required length of the catalyst is shortened and the cooling of the catalytic coatings (in particular the catalytic coating for lean combustion) and the control of the temperatures in the catalyst are improved.
  • FIG. 1 shows a schematic partial longitudinal section through a burner arrangement according to the invention
  • 2 shows a schematic top view of a catalytic converter
  • Fig. 3 is a schematic partial longitudinal section through an inventive catalyst.
  • Way of carrying out the invention 1 shows a burner arrangement 1, for example for a power plant, comprising a first feed line 2 and a second feed line 3, a catalytic reactor 4, hereinafter referred to as a catalyst, and a downstream combustion chamber 5.
  • the air ratio ⁇ is preferably in a range from 1.5 to 3.0.
  • the air ratio ⁇ is preferably in a range from 0.15 to 0.6.
  • Fuel is mixed with the combustion air upstream of the air supply lines 2 and 3.
  • Mixing devices 8 and 9 can be arranged in the air supply line 2 and 3 for further mixing of the fuel-air mixture. However, the mixing of air and fuel can also take place upstream using known mixing systems.
  • the two fuel-air mixtures 6, 7 now meet a distribution device 10, which the
  • the distribution device 10 and the catalyst 4 are shown in more detail.
  • Such distribution devices 10 and catalysts 4 are known in particular from WO 03/033985 A1, the content of which is hereby included.
  • the distribution device 10 consists of parallel walls and cross struts, which thus run in parallel.
  • fende channels 13 and 15 form. These channels are now alternately closed against the only schematically illustrated supply lines 2 and 3 via orifices 14, so that the lean fuel-air mixture 6 and the rich fuel-air mixture 7 can alternately enter channels 13 and 15, respectively.
  • the catalytic converter is also divided into parallel channels, so that the lean fuel-air mixture 6 can enter the channels 13 and the rich fuel-air mixture 7 can enter the channels 15.
  • the parallel channels 13 and 15 are alternately arranged and guided through the catalyst.
  • a wall of a duct 15, which carries a rich fuel-air mixture 7 always also forms a wall of a duct 13, which carries a lean fuel-air mixture.
  • thermal energies of the different fuel-air mixtures can be exchanged.
  • Other embodiments analogous to WO 03/033985 A1 are of course also conceivable for the distribution device 10 and the catalyst 4.
  • the channels 13, 15 of the catalytic converter are shown in detail, the arrows indicate the heat flow 19.
  • the rich fuel-air mixture 7 is preheated and heated. Due to the high fuel concentration in this stream, the temperature of the rich mixture is significantly lower than the temperature in the lean fuel-air mixture 6. This is due to the temperature of the fuel supplied, which is usually between 20 and 100 ° C. The lean mixture has a higher temperature and thus heats up the rich mixture.
  • catalytic coatings 20 are applied mainly in the channels 15 through which the rich fuel-air mixture 7 flows.
  • These coatings 20 preferably consist of rhodium catalyst materials, for example Rh / Zr0 2 .
  • the preheated rich fuel-air mixture 7 ignites and partially burns in a fuel-rich environment (POX).
  • POX fuel-rich environment
  • the first step in such a reaction is always very exothermic.
  • the heat released is transferred via the channel walls into the adjacent channels 13 carrying a lean fuel-air mixture 6, and the temperature of the lean fuel-air mixture 6 is greatly increased.
  • catalytic coatings 21 are applied mainly in the channels 13 through which the lean fuel-air mixture 6 flows.
  • These coatings 21 preferably consist of palladium catalyst materials, for example Pd / Al 2 O 3 , or also platinum catalyst materials.
  • the preheated lean fuel-air mixture 6 reacts heterogeneously with heat generation (FOX) and there is a heat flow in the direction of the channels 15 through which the rich fuel-air mixture 7 flows.
  • FOX heat generation
  • the heat exchange between the rich and lean mixture in the sectors II and III ensures that the catalytic coatings 20, 21 are kept at operating temperature and do not overheat or are below the at least necessary temperature, the so-called light-off temperature.
  • Typical channel diameters are in the range of 0.5 to 2 mm. This ensures that the homogeneous ignition of the mixtures emerging from the catalyst does not occur in the vicinity of the channel outlets.
  • the channels 13 for the lean fuel-air mixture 6 and the channels 15 for the rich fuel-air mixture 7 do not have to have the same diameter and the coated sectors II, III also do not have to have the same length. Sectors II and III can also overlap depending on the desired output.
  • the residence time of the rich air-fuel mixture 7 in sector II can be set according to the desired products. If the contact time is short enough, then the reaction is predominantly exothermic and the combustion products mainly consist of H 2 0 and C0 2 , since the main reaction is CH 4 + 20 2 -> C0 2 + 2H 2 0, and little or no synthesis gas is produced. In this case, sectors II and III should not overlap, since otherwise both coatings 20, 21 overheat. A longer contact time favors the endothermic, fuel-converting reaction, which takes place immediately after the exothermic step, with which synthesis gas is generated.
  • sectors II and III should overlap, since the exothermic reaction of the lean air-fuel mixture in sector III provides the energy for the endothermic, fuel-converting reaction in the last part of sector II. This guarantees that the catalytic coatings are cooled sufficiently.
  • the overlap must therefore be chosen such that the area of sector II where the endothermic, fuel-converting reaction takes place is overlapped by sector III with catalytic coatings 21.
  • the catalyst can only be used in the same way as a pilot burner with high fuel contents.
  • sector III can be omitted.
  • the channels for the lean air-fuel mixture are present, but are not catalytically coated.
  • a coating is preferably carried out which prevents the lean air-fuel mixture from igniting, for example with Al 2 O 3 or other metal oxides.
  • the distribution of the air flow between the two supply lines 2 and 3 can be constant or changeable.
  • the distribution of the fuel can be varied.
  • the air to fuel ratio of the two streams 6 and 7 can be changed.
  • the respective air ratio ⁇ of the two flows can thus be adapted to the conditions of the system and the operating conditions. For example, at low inlet temperatures, more fuel can be added to the rich air-fuel mixture so that the catalytic converter starts (POX light-off).
  • the distribution of the proportions of the total air flow between the two flows 6 and 7 can be changed. In this case, the flow rate of the rich air-fuel mixture 7 could be significantly reduced at low inlet temperatures so that the catalytic converter starts up, and the fuel and air flow could then be increased at higher inlet temperatures.
  • the end of Sector III is the end of the catalyst.
  • the closely spaced channels 13, 15 for the lean and rich mixture result in very good mixing between all the streams. This creates a uniform mixture of the high-temperature lean FOX and fat POX mixtures before homogeneous combustion. This prevents the formation of nitrogen oxides and promotes a high, uniform, homogeneous combustion.
  • a flow divider can also be arranged at the end of sector III, which prevents mixing of the FOX and POX mixtures.
  • the rich POX mixture 7 can be supplied locally, in particular at locations where chemical stabilization of the homogeneous flame can thereby be achieved.
  • the catalyst according to the invention thus maximizes the catalytic fuel conversion, emissions are reduced in all operating states and the flame stability is increased under all conditions.
  • the light-off behavior of the catalytic converter is improved, the length of the catalytic converter required is shortened and the cooling of the catalytic coatings and the control of the temperatures are improved.
  • the control of the flow rates of air and fuel through the different channels, and thus the precise control over the air-fuel mixtures, allows a high degree of flexibility during operation. Furthermore, stable combustion is always guaranteed.
  • the invention is not limited to the exemplary embodiment shown and described.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)

Abstract

L'invention concerne un réacteur catalytique (4) destiné à la combustion d'au moins une partie des mélanges air-combustible le traversant et comprenant plusieurs canaux (13, 15). Le réacteur catalytique (4) est alimenté en mélanges air-combustibles pauvres (6) et en mélanges air-combustible riches (7). Le réacteur catalytique (4) comporte au moins de deux sections (I, II, III) : une première section (I) parcourue par les mélanges est exempte de revêtements catalytiques et une deuxième section (II) avale dans laquelle les canaux (15) parcourus par le mélange air-combustible riche (7) sont dotés d'un revêtement catalytique (20).
EP05729538A 2004-03-31 2005-03-23 Reacteur catalytique et procede de combustion de melanges air-combustible a l'aide d'un reacteur catalytique Withdrawn EP1738109A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH5542004 2004-03-31
PCT/EP2005/051361 WO2005095856A1 (fr) 2004-03-31 2005-03-23 Reacteur catalytique et procede de combustion de melanges air-combustible a l'aide d'un reacteur catalytique

Publications (1)

Publication Number Publication Date
EP1738109A1 true EP1738109A1 (fr) 2007-01-03

Family

ID=34962982

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05729538A Withdrawn EP1738109A1 (fr) 2004-03-31 2005-03-23 Reacteur catalytique et procede de combustion de melanges air-combustible a l'aide d'un reacteur catalytique

Country Status (3)

Country Link
US (1) US7594394B2 (fr)
EP (1) EP1738109A1 (fr)
WO (1) WO2005095856A1 (fr)

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DE102006015099A1 (de) * 2006-03-31 2007-10-04 Siemens Ag Verfahren zur Verbrennung eines Brennstoff-Luft-Gemisches und zugehörige Vorrichtung
US8671658B2 (en) 2007-10-23 2014-03-18 Ener-Core Power, Inc. Oxidizing fuel
US8393160B2 (en) 2007-10-23 2013-03-12 Flex Power Generation, Inc. Managing leaks in a gas turbine system
US8701413B2 (en) 2008-12-08 2014-04-22 Ener-Core Power, Inc. Oxidizing fuel in multiple operating modes
US20100275611A1 (en) * 2009-05-01 2010-11-04 Edan Prabhu Distributing Fuel Flow in a Reaction Chamber
US8621869B2 (en) 2009-05-01 2014-01-07 Ener-Core Power, Inc. Heating a reaction chamber
US8893468B2 (en) 2010-03-15 2014-11-25 Ener-Core Power, Inc. Processing fuel and water
US9057028B2 (en) 2011-05-25 2015-06-16 Ener-Core Power, Inc. Gasifier power plant and management of wastes
US9279364B2 (en) 2011-11-04 2016-03-08 Ener-Core Power, Inc. Multi-combustor turbine
US9273606B2 (en) 2011-11-04 2016-03-01 Ener-Core Power, Inc. Controls for multi-combustor turbine
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US9206980B2 (en) 2012-03-09 2015-12-08 Ener-Core Power, Inc. Gradual oxidation and autoignition temperature controls
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US11254439B2 (en) 2018-12-11 2022-02-22 Hamilton Sundstrand Corporation Catalytic fuel tank inerting apparatus for aircraft
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Also Published As

Publication number Publication date
US20070054226A1 (en) 2007-03-08
WO2005095856A1 (fr) 2005-10-13
US7594394B2 (en) 2009-09-29

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