Proceedings of ASME Turbo Expo 2016: Turbomachinery Technical Conference and Exposition

GT2016
June 13 – 17, 2016, Seoul, South Korea

GT2016-57470

HYDROGEN ENRICHED COMBUSTION TESTING OF SIEMENS SGT-400 AT HIGH

PRESSURE CONDITIONS

Kam-Kei Lam*, Nishant Parsania

Siemens Industrial Turbomachinery Ltd.
Ruston House, Waterside South
Lincoln, LN5 7FD
United Kingdom
Email: kam-kei.lam@siemens.com

ABSTRACT
Following successful testing of the SGT-400 combustion
system at atmospheric conditions with hydrogen enriched
natural gas, a high pressure combustion test campaign was
carried out at the Siemens test facility in Lincoln UK.
Combustion performance at full engine operating conditions
was studied, with the aim of demonstrating the capability of the
standard SGT-400 combustion hardware to fire fuels with
increased hydrogen content. Measurements consisted of: a pilot
tip thermocouple to monitor the risk of flashback; pressure
sensors to capture the combustion dynamics signature; and
emissions instrumentation measuring NO x and CO. The
combustor was also instrumented with thermocouples to
monitor both the distribution of wall temperatures and potential
locations of flashback when utilizing the highly reactive
hydrogen enriched gas. The current paper reports the findings
of the high pressure tests and compares with the atmospheric
results that had been documented previously. Combustion
behavior at full engine pressure and temperature was found to
be consistent with atmospheric conditions. Pilot tip temperature
increased with the hydrogen gas content due to the higher flame
speed. Combustion dynamics shifted to a higher frequency for
the hydrogen enriched gas, and heat release fluctuations
increased. NOx emission also increased with the hydrogen
blending due to the enhanced fuel reactivity. The high pressure
tests demonstrated that the SGT-400 standard DLE combustion
system can operate without risk of flashback for up to 20% vol
hydrogen content. The next phase of the hydrogen program is to
test a production engine using enriched gas and confirm its full
operational characteristics. Extending the operational envelope
of the standard DLE combustion system to hydrogen contents
above 20% vol is also of interest.
INTRODUCTION
Siemens Industrial Turbomachinery Ltd. (SITL) developed
Dry Low Emissions (DLE) combustion system for ultra low
NOx emissions. This system operates in a lean premixed
combustion mode, where the flame is anchored on the shear
layers of the recirculation zones generated by a radial swirler.
With more than twenty years of development and continuous
optimization, the DLE system has been successfully
implemented in the Siemens gas turbine product range from ca.
5MW (SGT-100) to 15MW (SGT-400) for both mechanical
drive and power generation applications.
The SGT-400 combustor has a dual fuel DLE design for
operation on gas and liquid fuels, and achieves low emissions
over a wide range of fuel compositions. Previous development
work has demonstrated the ability of the SGT-400 engine to
operate with calorific values ranging from 17.5 to 70MJ/Sm3
[1].
As hydrogen is highly reactive, operation with high
hydrogen content fuels is a common challenge to all DLE
combustion designs.
Hydrogen laminar flame speed is a few times higher than
natural gas flame at stoichiometric and atmospheric conditions.
However, chemical kinetic evaluates that the difference is
reduced, but still significant, as pressure increases [2].
Increased flame speed raises the flashback risks when using
hydrogen enriched gas. There are studies to investigate the
flashback behavior of hydrogen mixed fuel. Flashback
experimental studies of 50% hydrogen syngas at gas turbine
like conditions up to 15bar and 674K air preheat are presented
in [3]. Pure hydrogen gas flashback at atmospheric pressure and
up to 623K is investigated in [4].

*Address all correspondence to this author.

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 Experimental study of NOx emission for 50% hydrogen
syngas is reported in [5], where the tests are conducted at gas
turbine relevant condition of up to 623K air preheat and 10bar.
This paper suggested that NOx emission peaks at around 5 to
7.5bar for a fixed adiabatic flame temperature. Experimental
investigation and chemical kinetics of NOx formation for a pure
hydrogen gas is reported in [6]. This paper concludes that
hydrogen addition increases the NOx emission. Previous work
on the SGT-400 combustor with hydrogen enriched natural gas
at atmospheric pressure has been reported in [7]. The main
findings of the atmospheric tests were:
NOx emissions increase with hydrogen content in the fuel
Stable combustion without flashback up to 80% volume of
hydrogen
Peak combustion dynamics shift to a higher frequency for
hydrogen combustion compared to natural gas
Following the hydrogen enriched combustion studies at the
atmospheric test rig, high pressure tests have been carried out to
investigate the combustion behavior with hydrogen blended
natural gas at full engine operating conditions. Since the
pressure effect on hydrogen combustion is expected to be
strong, it is important to test the combustor at high pressure
prior to a production engine test in order to mitigate any risks.
In this paper the Siemens DLE combustion system is
described in the next section. The high pressure rig and gas
mixing plant is introduced in the subsequent section. Finally the Figure 1. SIEMENS DLE COMBUSTION SYSTEM.
test results and conclusions are presented.
Figure 2 presents a schematic diagram of the DLE
combustion concept. Air enters the combustor through the
SGT-400 DLE COMBUSTION SYSTEM
Figure 1 presents the Siemens DLE combustion system, radial air swirler, which generates a highly swirling flow at the
which consists of a radial swirler, pilot burner, main burner, head of the combustor. This induces a vortex breakdown which
combustion chamber and transition duct [8-10]. The engine is a results in an inner recirculation region along the axis of the
combustor. Sudden expansion downstream of the prechamber
can-annular design with six combustors directing hot gases to
the first turbine stage. creates an outer recirculation. Shear layers around the inner and
The radial swirler is the key component that generates the outer recirculation flow zones play an important role in the
stabilization of the flame. The location of the flame at the shear
central recirculation zone for flame stabilization. Main gas
injection ports are located at the optimum positions inside the layer is illustrated by a photograph of the SGT-400 combustor
swirler to permit good fuel and air premixing and achieve ultra in Fig. 3.
low NOx emissions.
The main burner houses a fuel gallery, which distributes
the fuel into each of the swirler vanes.
The pilot burner is mainly used for ignition and during low
load operation. The split of pilot fuel decreases with increasing
load in order to minimize NOx emissions. At full load only a
few percent of fuel is distributed to the pilot burner, and an
intelligent fuel split control continuously optimizes the engine
emissions and dynamics [11].
The SGT-400 combustor has a double skin impingement
cooling design. The combustion dynamic attenuation design on
the inner can is based on the perforated liner acoustic damping
principle.
The transition duct is the interface between combustor can
and turbine first stage nozzle. It has an optimized profile to Figure 2. SCHEMATIC DIAGRAM OF THE COMBUSTOR.
provide a favorable passage for the combustion hot gas entering
the turbine with good temperature and flow patterns.

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Figure 3. ATMOSPHERIC TESTING OF THE SGT-400
COMBUSTOR.
SIEMENS HIGH PRESSURE TEST FACILITY
The Siemens High Pressure Air Facility (HPAF), as shown
in Fig. 4, supports development testing of single combustors at
the full engine operating conditions. Inlet air at the required
pressure is delivered by a turbine driven compressor. The high
pressure air is heated to the desired temperature by an electric
heater.
For the current hydrogen enriched fuel test, standard SGT-
400 hardware was installed including the radial swirler, pilot
burner, main burner, combustor and transition duct.
Figure 4. HIGH PRESSURE AIR FACILITY (HPAF).
Extensive instrumentation was used to investigate the
hydrogen enriched gas combustion behavior. A pilot tip
thermocouple was fitted on the pilot burner face to monitor
flame flashback risks. A dynamic pressure sensor was installed
to capture the combustion dynamics signature. Emissions
measurements included NOx and CO. A large number of
thermocouples were mounted at critical locations on combustor
can to monitor the temperature pattern and flashback
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characteristics. All measurements were logged in the data
acquisition system for analysis.
The HPAF has a fuel mixing facility capable of blending
hydrogen and natural gas. Previously published fuel flexibility
tests include SGT-300 Medium Calorific Value (MCV) [12],
SGT-400 MCV [1] and SGT-100 biodiesel fuels [13]. Figure 5
shows the mixing plant schematic arrangement. This
installation supports wide range of Wobbe index by blending
natural gas with various compositions of inert species (N 2 and
CO2), higher hydrocarbons (propane and ethane) and reactive
species (H2 and CO).
Gas chromatograph is fitted in the HP combustion rig for
continuous examining and recording of the test gas
compositions. Different fuel compositions can be effectively
blended in the gas mixing facility and then this mixed gas is
simultaneously introduced into the main and pilot fuel streams
of the burner to benchmark their combustion behavior at full
engine conditions.
Figure 5. SCHEMATIC DIAGRAM OF THE HPAF WITH FUEL
BLENDING EQUIPMENT.
PROPERTIES OF HYDROGEN ENRICHED GAS
In contrast to the limited resources of fossil fuel, hydrogen
is one of the most abundant chemical substances in the earth. In
addition to the availability advantages, expanding the
acceptance of hydrogen in the fuel has excellent environmental
benefits because hydrogen is a clean fuel for gas turbines [14].
The properties of blended CH4 (the major component of
natural gas) with different contents of H2 are demonstrated in
Fig. 6, where the parameters are normalized by the pure CH4
properties, for comparison purposes. Calculation methods can
be found in the literature [15-16].
Mixing of the chemically reactive H2 with natural gas
increases the upper flammability limit and decreases the lower
flammability of the blended gas, but enhancement in upper
flammability limit is more significant than the decrease of the
lower flammability limit. Hence, the presence of hydrogen in
the fuel yields a relatively wide flammability range, with an
 associated improvement of stability for turndown compared to
natural gas.
The stoichiometric flame temperature of the hydrogen
mixture is higher than pure NG. Consequently, H2 enhanced
combustion intensifies heat release to the product gases in
flame region. Higher flame temperature potentially elevates
thermal NO x emission [17].
Figure 6. COMBUSTION PARAMETERS (normalized to pure
methane).
Figure 7 presents the laminar flame speed for at various
different pressure and temperature conditions calculated using
CHEMKIN with the GRI3.0 mechanism [18]. Flame speed
tends to increase with increased blending of hydrogen in the
fuel. Also, the flame speed increases with increasing pressure
and temperature conditions. This behavior suggests a potential
risk of flashback due to the increased flame speed.
Figure 7. FLAME SPEED OF METHANE AND HYDROGEN
MIXTURES.
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RESULTS AND DISCUSSION
SGT-400 atmospheric hydrogen enriched gas test [7]
carried out measurements up to 693K air preheat temperature.
This high pressure campaign conducts test with the same
maximum air preheat at pressure up to 16bar. High pressure
hydrogen enriched SGT-400 combustion test results are
presented in this section. It is organized in three subsections to
report on emissions, combustion hardware temperature and
combustion dynamics.
NOx Emissions
The characteristics of hydrogen-rich fuels have previously
been investigated in [5-7, 19]. Figure 8 shows NOx dependency
at different load conditions and at different hydrogen volume
percentage mixed with Natural Gas. Bubble size in the plot is
pilot fuel percent and the value is presented next to the bubble.
Furthermore, NOx emissions have been normalized by the
lowest value of the dataset used in the figure.
Across the load spectrum, there is significant change in the
combustor inlet pressure, temperature and outlet temperature.
This reflects in the NOx emission plot. Plot indicates that NOx
emission increases with hydrogen in the fuel.
However, NOx increase with different H2 percentage has
different slope at different pilot split. Premixing quality is
critical for low NOx emission in DLE combustion. At higher
load increase in the NO x is steeper. Pilot split is kept lower at
high loads and maximum premixing is allowed. Pilot split is
high at low load operation and results in a poor premixing
quality. Due to the high pilot split, high heat release is likely to
be in the vicinity of pilot face and at center line instead near to
the of outer recirculation zone (see Fig. 2). Therefore, it is
expected that at different pilot split at different load conditions
there should be different rate of NO x formation.
At lower load where there is a high pilot split, the increase
in NOx with added hydrogen is almost flat as indicated by 50%
and 20% load points. There is minor decrease in NOx emissions
with added hydrogen at 20% load. It is hypothesized that at this
low load, fuel and air premixing will be poor and local
equivalence ratio is above 1. With already fuel rich zone,
additional hydrogen does not contribute much change in local
heat release or temperature rise. This is also evident from tip
temperature thermocouple data. At 20% load, tip temperature
remains flat with hydrogen addition as shown in Fig. 12
suggesting thermal NOx may not a major factor.
Furthermore, at lower load where there is lower air
pressure and temperature, instead of thermal NO, prompt NO
could be more significant [20-21]. To prove and quantify above
hypotheses, 1D reactor model approach is being investigated.
 there is difference in the CO emissions at 50% vs 20% load. At
20% load, there is minor increase in CO. This trend in CO is
opposite to the NOx behavior at this load shown in Fig. 8.
However, there is a small amount of increase in CO with
hydrogen addition at 20% load. This behavior might be due to
the effect of higher localized equivalence ratio and rise of
partial equilibrium CO [20]. More analysis with 1-D kinetic
model could explain in detail the reasons for this increase. This
study is under progress.

Figure 8. NOx VERSUS HYDROGEN CONTENT OF FUEL.

Effect of pilot split on NO x emissions is shown in Fig. 9,

where NOx emissions have been normalized by the lowest value
of the figure dataset. Results indicate that at 12 and 15%
hydrogen, there is a significant increase in the NOx emission
with increase in pilot split. This can be attributed to pilot gas
increasing the local gas richness of the fuel air mixture near the
pilot face.

Figure 10. CO VERSUS HYDROGEN VOLUME PERCENT.

Pilot Tip Temperature

As shown in Fig. 11, the pilot tip temperature is measured
by thermocouple located immediately behind the pilot face
which is very close to the flame. Thus there is a direct
relationship between the flame position and the measured
temperature.

Figure 9. NOx VERSUS NORMALIZED PILOT SPLIT.

CO Emissions
Figure 10 shows effect of load and the effect of hydrogen
on CO emissions. Values next to the bubble in the plot
represents pilot split as a percentage of total fuel. Additionally, Figure 11. SGT-400 WITH PILOT TIP THERMOCOUPLE.
CO emissions have been normalized by the lowest value of the
figure presented dataset. At full load condition CO emission is Figure 12 shows the effect of the pilot tip temperature with
very low and indistinguishable therefore, it was compared at different hydrogen volume percent. Values next to the bubble in
much lower load of 50% and 20%. For a gas turbine the plot represents pilot split as a percentage of total fuel.
combustion, as load or combustor exit temperature reduces CO Moreover, temperatures have been normalized by the lowest
emissions usually increases. This is due to overall reduction in value of the presented in the figure dataset. It is expected that
fuel-air ratio as well as relatively cold conditions. Therefore

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 this temperature to follow similar trends as shown by NOx
which can be confirmed by data in the plot at various
conditions.
As the hydrogen content of the fuel increases in the fuel the
tip temperature also increases. This suggests that the relatively
high flame speed of hydrogen yields a flame that is stabilized
much closer to the burner tip. The effect of pilot split on tip
temperature is also significant. With higher pilot split and lower
load, the slope of temperature increases as the H2 volume
percentage reduces. At 20% load, where fuel-air mixture is
richer, effect of hydrogen in the fuel on tip temperature is
nonexistent.
The greatest risk of flashback is at the full load condition
as there is higher temperature and higher pressure air coming
from compressor increasing possibility of early ignition when
hydrogen is added in the fuel. Figure 14 shows the relative
temperature distribution at a pilot split of approximately 3.1%
and 100% load. The measurement indicates that there are
insignificant changes in temperature with different hydrogen
contents. This indicates that there is no shifting of overall flame
location in the vicinity of prechamber and outer recirculation
zone (see Fig. 2).

Figure 14. COMBUSTOR WALL TEMPERATURES WITH 3.1%

PILOT SPLIT.
Figure 12. PILOT TIP TEMPERATURE VERSUS HYDROGEN
CONTENT OF THE FUEL.
Furthermore, as shown in Fig. 15, the design of the
prechamber is such that there is high axial velocity adjacent to
Flashback the wall. This will prevent flame attachment and travelling
Flashback risk is a major concern for hydrogen combustion
upstream.
[4, 7, 22].
Figure 13 shows the thermocouple locations which were
used to determine if there is flashback with high hydrogen.
These thermocouples are installed on the inner combustion can.
Usually the flame is expected to lie close to the sudden
expansion region and therefore pre-chamber thermocouples
serve as good indicators of flashback (Row 1 to 3).

Figure 13. LOCATION OF WALL THERMOCOUPLES.

Figures 14 and 16 present the combustor wall temperature

measurements, where temperatures have been normalized by Figure 15. COMBUSTOR WALL TEMPERATURES WITH 3.1%
the lowest value of the corresponding graph presented dataset. PILOT SPLIT.

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 Similarly, Fig. 16 for 1.9% pilot split exhibits similar Prechamber Exit
results. The data does not show any sign of flashback for up to
20% hydrogen in the fuel. This indicates that it may be possible
to further increase the content of hydrogen beyond the levels
tested during the current study. Flow

0ms 0.5ms

1.5ms 2ms
Figure 16. COMBUSTOR WALL TEMPERATURES WITH 1.9%
PILOT SPLIT. Figure 17. HIGH SPEED CAMERA IMAGES DURING
ATMOSPHERIC TESTS WITH NATURAL GAS.
Combustion Dynamics
Two effects were noted with increasing hydrogen Figure 18 shows high speed images for 50% hydrogen
enrichment: the combustion dynamics shifted from the lower enriched gas mixtures. It exhibits some quite different
frequency band 1 to the higher frequency band 2; and the combustion behaviors compared to pure natural gas (see Fig.
amplitude of fluctuations was about 3 times higher for 17). The flame is chaotic with high local luminosity areas
hydrogen enriched mixtures than for pure natural gas. suggesting the location of stronger heat release. The variation
In order to understand why the high pressure hydrogen of the flame structure over time signifies the transient heat
combustion dynamics shifted to a higher frequency, two sets of release fluctuations. The H2 flame is more compact than the
pure natural gas and 50% hydrogen enriched gas combustion pure NG flame. This combines with the transient heat release
high speed camera images captured in the atmospheric rig test fluctuation is likely the reason for hydrogen enriched gas
[7] are reviewed. exciting dynamics at a higher tone [23]. CFD and
The operating conditions are the same for these images and thermoacoustic analysis is ongoing to validate this.
there is no filter applied to the high speed camera with the same
camera settings of 2000 shots per second and 40 s exposure
time. Both figures include four flame images in the frame rate
of 0.5ms.
Figure 17 presents images corresponding to pure NG
combustion. Flame luminosity is evenly distributed in different
frames indicating that the heat release is uniform. Comparison
of different time snapshots signifies that the flame structure is
steady.

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0ms 0.5ms
1.5ms 2ms
Figure 18. HIGH SPEED CAMERA IMAGES DURING
ATMOSPHERIC TESTS WITH 50% HYDROGEN.
Figure 19 presents a plot of Band 2 dynamics against
combustor exit temperature for cases of with and without
hydrogen addition, where the bubble size represents the pilot
split. Note that band 2 dynamics is not the usual low frequency
tone which is associated with flame stability. In the Fig 19 the
combustor exit temperature is the test parameter indicating the
engine load. Band 2 dynamics for hydrogen-enriched
combustion increases sharply with increasing combustor exit
temperature. In other words, higher engine load with H 2 shifts
the dominant combustion dynamics to higher tone Band 2.
Figure 19. BAND 2 DYNAMICS VERSUS COMBUSTOR EXIT
TEMPERATURE.
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Figure 20 presents the Band 2 dynamics at 100% load
condition with different hydrogen contents and pilot splits. In
the diagram the bubble size with data label indicates the pilot
split percentage. Plot shows that above 14% hydrogen, both,
pilot split and additional hydrogen in fuel increases combustion
dynamics. This specific frequency has been seen in the past
during product development testing with CH 4 alone. It responds
to the hotness of primary zone which could either be due to
high fuel to air ratio or due to higher pilot split. Furthermore,
Fig. 18 shows results for atmospheric conditions where there
exists evidence of transient heat release fluctuations with high
hydrogen content. It is likely that hydrogen enriching leads
towards same effect as increased pilot split or higher primary
zone fuel to air ratio. Therefore, as shown in Fig. 20, pilot split
increase from 3.2 to 5.1 at same hydrogen percent or increase of
hydrogen percent at pilot split of 1.9 yields high dynamics.
Figure 20. BAND 2 DYNAMICS AT FULL LOAD.
CONCLUSIONS
SGT-400 DLE combustion system has been successfully
tested in the Siemens high pressure combustion rig in Lincoln,
UK using hydrogen enriched gas and results are presented in
this paper.
This rig can preheat and compress air to the full engine
operation conditions, which is vital for combustion test because
testing at atmospheric environment is not capable of accurately
capturing the engine combustion behavior. The facility also has
a gas mixing plant to support fuel flexibility tests. In this test
campaign, natural gas is mixed with different H2 contents for
investigations.
Combustion hardware tested is extensively instrumented to
gain insight into the H2 blended gas high pressure combustion
characteristics. This paper presented H2 enrichment combustion
effects on emissions, pilot tip and prechamber temperatures and
combustion dynamics.
H2 enrichment combustion effects are discussed. NOx
emission increased due to the more reactive chemical kinetics
caused by the hydrogen presence. For high pilot split at lower
 load, NO x increase is relatively less sensitive to hydrogen
content in the fuel.
Pilot tip temperature was higher with hydrogen addition
indicating that the flame moves closer to the burner. Combustor
can temperatures do not change with the tested hydrogen levels.
Throughout the test, thermocouple readings are well below the
limits and are changing in a smooth manner without sudden
jump when tests in different engine conditions and hydrogen
contents. This suggests that there is no flashback or flame
attachment concerns on the burner or combustor.
Combustion dynamics shifts to a higher frequency for
hydrogen enriched gas compared with pure natural gas. This is
the consequence of intensified transient heat release fluctuation
as advised in the atmospheric rig test high speed images. Higher
hydrogen content and increased pilot split percentage augments
specific combustion dynamic frequency.
High pressure testing is one of the vital steps in the
combustion system development process. The HP test confirms
the operability up to 20% volume of hydrogen.
Next phase of the hydrogen program is to perform SGT-
400 engine validation test using enriched gas to confirm its full
engine operational characteristics. In parallel to testing, results
will be also explored with 1-D Network Model and CFD. In
addition to engine validation, extending the turbine operational
envelope using standard combustion system to higher hydrogen
contents is also of interest.
ACKNOWLEDGMENT
The supports of Dr. Suresh Sadasivuni, Mr. Eoghan
Buchanan and Dr. Tim Dolmansley at SIEMENS on CFD
studies and high pressure rig tests are gratefully acknowledged.
PERMISSION FOR USE
The content of this paper is copyrighted by Siemens AG
and is licensed to ASME for publication and distribution only.
Any inquiries regarding permission to use the content of this
paper, in whole or in part, for any purpose must be addressed to
Siemens Industrial Turbomachinery Limited, directly.
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