Ameer Randolph
Gas turbines are a type of continuous flow internal combustion engine that can operate on a multitude of fuels, from liquid to gaseous states. They are used in aircraft engines, military armoured vehicles, and ground-based generators. While it is technically possible to run diesel fuel in a gas turbine, there are some important considerations. The combustion process for diesel fuel has different dynamics, which could result in issues with combustion temperature and power loss. Additionally, slower-combustion fuels may not complete combustion before expansion, leading to undesirable outcomes.
| Characteristics | Values |
|---|---|
| Possibility | Technically possible, but not plausible from an engineering perspective |
| Design | A combustion turbine can be designed to run on diesel, but it would have a different design from one that runs on natural gas |
| Issues | Combustion temperature, power loss, compatibility with fuel lines, orings, seals, and the fuel pump |
| Examples | Jet engines, aircraft engines, military armored vehicles, ground-based generators, helicopter engines, naval vessels, tanks, cars |
| Fuel | Jet fuel is a high-grade kerosene with additives. Turbine engines can burn anything resembling kerosene. |
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What You'll Learn
Gas turbines can run on a multitude of fuels
Gas turbines are a type of continuous flow internal combustion engine. They can run on a multitude of fuels, from liquid to gaseous states. The fuel used depends on the application of the gas turbine, with different configurations for marine, land, and flight use.
For example, the first gas-turbine-powered naval vessel, the Royal Navy's motor gunboat MGB 2009, was fitted with a gas turbine in 1947. Turbine engines burn almost anything that resembles kerosene, and jet fuel is a refined form of kerosene. The combustion process for diesel fuel is very different from that of natural gas, but it is possible to design a combustion turbine that runs on diesel. For instance, the first car powered by a gas turbine engine, the JET1, unveiled in 1950, ran on petrol, paraffin (kerosene), or diesel oil.
Many industrial gas turbines have dual-fuel capability built into the equipment. For example, some helicopters with turbine engines have diesel or petrol listed as a primary or alternate fuel. Additionally, in the case of a power plant running out of gas, High-Speed Diesel (HSD) can be used as an alternative fuel. However, using a slower-combustion fuel in a fast-combustion design could result in incomplete combustion before expansion, which would be undesirable.
Gas turbines used in aircraft engines, military armored vehicles, and ground-based generators often use a petroleum distillate similar to kerosene as fuel. For instance, US military aircraft engines burn JP-8 fuel, which is interchangeable with DS2, a type of diesel fuel.
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Converting a gas turbine to a diesel turbine
The conversion of a gas turbine to a diesel turbine is technically possible, but it is not a straightforward process and presents several engineering challenges.
Firstly, the combustion process for diesel fuel is very different from that of natural gas. Diesel fuel, even when ultrasonically aerosolized, has a slower combustion rate compared to natural gas. Using diesel fuel in a gas turbine designed for faster combustion could lead to incomplete combustion before expansion, negatively impacting the engine's performance.
Secondly, the aerodynamic and thermodynamic design of the turbine components, such as wheels, blades, and compression/expansion profiles, are highly dependent on the fuel type. The C:H ratio of the fuel and the combustion completion time for aerosol versus gas mixtures will influence the physical design of the turbine.
Additionally, there are secondary considerations, such as the S level in the diesel supply stream and the humidity of the combustion air. The materials used in natural gas turbines may also be incompatible with sustained exposure to high temperatures and sulfer acids produced during diesel combustion.
While it is possible to design a combustion turbine that can run on diesel fuel, it would require significant changes to the manufacturing process and equipment. The feasibility of converting an existing gas turbine to diesel fuel depends on various factors, including the specific design and components of the turbine.
In certain cases, it may be more practical and economically viable to seek alternative options, such as exploring the use of different fuel types or considering the environmental benefits of gas turbines over diesel.
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Gas turbine engines are multi-fuel engines
The first car powered by a gas turbine engine was unveiled in 1950 by British car manufacturers Rover. The two-seater JET1 ran on petrol, paraffin (kerosene), or diesel oil, although fuel consumption issues prevented it from being produced. In the aviation industry, light aircraft tend to use leaded avgas, which has a different octane rating to regular fuel. Turbine engines can burn almost anything resembling kerosene and will burn kerosene mixed with gasoline. Turbine engines can also run on diesel, although this is uncommon.
In the military, US aircraft engines burn JP-8 fuel, which is interchangeable with DS2 fuel used in trucks and bulldozers. Turbine fuel (jet fuel) is a high grade of kerosene with additives to reduce bacterial growth and combat moisture. Jet-A and Jet-B are also used. In the past, gasoline-based jet fuels were commonly used in very cold weather.
Gas turbines are also used in naval vessels, where they are valued for their high power-to-weight ratio, resulting in quick acceleration and the ability to get underway swiftly. The first gas-turbine-powered naval vessel was the Royal Navy's motor gunboat MGB 2009 (formerly MGB 509) in 1947. The first large-scale, partially gas-turbine-powered ships were the Royal Navy's Type 81 (Tribal class) frigates, with combined steam and gas powerplants.
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Compatibility issues with fuel lines, orings, seals, and the fuel pump
When considering the compatibility of diesel fuel with the fuel lines, orings, seals, and pump of a gas turbine, several factors come into play. Firstly, diesel fuel requires specific oring materials that can withstand its unique composition. Diesel-resistant oring materials, such as Viton and Nitrile, are designed to resist fuel-induced swelling, chemical degradation, and the corrosive properties of diesel fuel. These orings help prevent issues like rapid aging, volume expansion, cracking, softening, or crumbling, which could compromise the integrity of the seal.
In terms of fuel lines, it is crucial to select the appropriate grade of fuel hose depending on its location and the type of fuel being used. For diesel applications, a B-type fuel hose is typically used due to its higher permeability and suitability for less volatile fuels. However, it is important to note that the A1 grade fuel hose is the most fire-resistant and can be used universally. When sealing fuel fittings and lines, the thread type and sealant compatibility with diesel fuel are also important considerations to prevent leaks and ensure a secure connection.
The fuel pump, as a critical component in the fuel system, should be chosen carefully. Certain sealants, such as liquid or paste-type sealants, are recommended to avoid clogging issues that can lead to costly repairs. Additionally, the choice of sealant should consider the presence of ethanol in modern diesel fuels, as specific sealants like Form-a-gasket No. 3 are designed with solvent resistance to diesel fuels containing ethanol. Regular inspection and maintenance of the fuel pump and the entire fuel system are essential to prevent potential issues and ensure optimal performance.
While diesel fuel has unique considerations for orings, fuel lines, seals, and pumps, it is important to note that the compatibility of these components can vary depending on the specific application and operating conditions. For example, Viton orings are ideal for high-temperature environments and exposure to harsh chemicals, while Nitrile orings are more suitable for average temperatures and conditions with oil and gas exposure. Ultimately, the selection of compatible materials and components is crucial to ensure the efficiency, safety, and smooth operation of the diesel-powered gas turbine.
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Gas turbines are valued for their high power-to-weight ratio
The high power-to-weight ratio of gas turbines means that significant useful work can be generated by a relatively lightweight engine. This makes gas turbines highly desirable for aircraft, naval vessels, and power generation applications. The first gas-turbine-powered naval vessel was introduced by the Royal Navy in 1947, and since then, gas turbines have been valued for their ability to provide high power and acceleration in naval applications.
In aircraft propulsion, gas turbines offer a high power-to-weight ratio, allowing for a more powerful yet smaller engine. This is particularly advantageous for turboprop engines, which drive aircraft propellers. Turboprop engines with gas turbines are used in a wide range of aircraft, from business jets to military planes. The smooth rotation of the main shaft in gas turbines also produces less vibration, enhancing their suitability for aviation.
The efficiency of gas turbines is closely linked to their operating temperatures. Higher temperatures generally lead to increased efficiency, but they also pose challenges due to the creep induced by high temperatures and stresses. Advanced cooling technologies and materials have been developed to address this issue, allowing for higher inlet temperatures and improved efficiencies. Additionally, the waste heat from the exhaust can be captured and used for cogeneration or to preheat the compressor discharge air, further enhancing the efficiency of the system.
While it is technically possible to convert a gas turbine to a diesel turbine, it is not a straightforward process. The combustion process for diesel fuel differs significantly from that of natural gas, and using slower-combustion fuel in a fast-combustion design can lead to undesirable outcomes. Additionally, there may be issues with combustion temperature and power loss. However, some aircraft engines, such as those used in US military aircraft, can burn diesel fuel or jet fuel interchangeably.
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Frequently asked questions
Yes, it is possible to run diesel fuel in a gas turbine. In fact, gas turbines operate on a multitude of fuels, from liquid to gaseous states.
The first car powered by a gas turbine engine, JET1, ran on diesel oil. Some helicopters with turbine engines, such as the Squirrel and 500, have diesel listed as a primary or alternate fuel. Additionally, it is not uncommon in Australia for Fire/Rescue helicopters to refuel with diesel at truck stops in the outback.
Yes, there are a few things to consider. One challenge is the combustion temperature, which may result in a slight power loss. Additionally, there may be issues with the injectors and keeping the engine lit. When using diesel fuel in a gas turbine, it is important to monitor the temperatures of the combustion gases and exhaust.
No, not all gas turbines are designed to run on diesel fuel. While gas turbines are typically multi-fuel engines, the specific design and capabilities of a particular gas turbine will determine the types of fuel it can operate on. Some gas turbines may require modifications or additional components to accommodate different types of fuel.
