Laboratory Report

High Speed Burner

Jose Manuel Carmona Guarín

Luisa María Diaz Salazar

Juan Pablo Viveros Pérez

Daniel Muñoz García

Wady Andres Semanate Cabrera

Mario Alejandro Sánchez Posada

EIA University

Envigado

2024
 Content

1. Introduction......................................................................................................................1

2. Project Development.......................................................................................................2

2.1 Control panel..............................................................................................................2

2.2 Gas train.....................................................................................................................2

2.3 Air train......................................................................................................................2

2.4 Burner.........................................................................................................................2

2.5 Safety check prior to ignition.....................................................................................3

2.6 Purging of the combustion chamber..........................................................................3

2.6.1 Beginning of the ignition sequence.....................................................................3

2.6.2 Pilot flame detection............................................................................................3

2.6.3 Flame monitoring and continuous operation.......................................................3

3. Air excess.........................................................................................................................3

3.1 Equations....................................................................................................................3

3.2 Low Fire (orange)......................................................................................................4

3.3 High Fire (green)........................................................................................................5

4. High speed and low Fire efficiency.................................................................................7

4.1 Energy Balance Burner..............................................................................................7

4.2 Low Fire (orange)......................................................................................................8

4.3 High Fire (green)........................................................................................................9

5. Comparison of data obtained with manufacturer's data.................................................11

6. P&ID control and safety for the gas train and air line...................................................11

7. References......................................................................................................................14
 List of Tables

Table 1. fuel and air data under fire. (Own elaboration).....................................................4

Table 2. fuel and high fire air data. (Own elaboration).......................................................6

Table 3. Comparative table results between the manufacturer and the calculations
obtained. (Own elaboration)..........................................................................................................11
 List of figures

Figure 1. Available heat diagram for natural gas........................................................8

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1. Introduction

The objective of this laboratory is to analyze the operation of a Liquefied Petroleum Gas

(LPG) fueled combustion system, called “Velocity Burner”. The research is focused on the

review of the fundamental components of the system, the detailed study of the piping and

instrumentation diagram (P&ID), as well as the execution of specific calculations. Data are

analyzed under two operating conditions, “low fire” and “high fire”, in order to determine the

combustion efficiency and excess air in each case. For this purpose, temperature, differential

pressure and flow measurements are taken.

This analysis not only seeks to understand the principles of operation of the Velocity

Burner, but also to compare its actual performance at different load levels with the values

indicated in the specification sheet provided by the manufacturer.

Figure 1. Combustion system. (Own elaboration).

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2. Project Development

To start the experiment, there is a detailed description of each component of the

combustion system.

2.1 Control panel

It manages start-up and shut-down processes, regulates purge times, monitors fuel and air

flows, and generates alarms in case of failures. Additionally, it receives signals from flame,

temperature and pressure sensors, ensuring safe operation at every stageFan

Responsible for introducing air into the combustion chamber for efficient mixing with the

fuel. It is also responsible for purging the chamber before ignition, eliminating possible gas

residues that could cause an explosion. The flow is adjustable to control oxygen supply

according to heat demand.

2.2 Gas train

It includes valves, pressure regulators, filters and flow meters for proper gas delivery to

the burner. The shut-off valves in this section allow interrupting the flow in emergency

situations, while the regulators maintain the fuel pressure within the established limits.

2.3 Air train

Controls the air flow necessary to ensure efficient combustion.

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2.4 Burner

Designed to mix gas and air in the right proportion, generating the necessary flame to

produce heat. From Premac, reference Eclipse ThermJet Burner, model TJ0015. It operates in

low and high flow modes, and has sensors to monitor the presence and stability of the flame.

After checking the components, the equipment was turned on according to the following

sequence

2.5 Safety check prior to ignition

The system checks that the valves are closed, the chamber is free of fuel and that the fan

is operating properly.

2.6 Purging of the combustion chamber

The fan performs a sweep to remove any fuel residue in the combustion chamber, a

process that, in this case, lasts 30 seconds.

2.6.1 Beginning of the ignition sequence

The fuel and air valves open, and a spark is activated, igniting the flame.

2.6.2 Pilot flame detection

A flame sensor, such as an ionization detector or photocell, confirms the presence of a

stable flame. If no flame is detected, the system restarts the purging process and retries ignition.

2.6.3 Flame monitoring and continuous operation

Flame presence and stability are constantly monitored to ensure the safety of the system.
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With the burner in operation, data were collected under “low fire” and “high fire”

conditions, the results of which are shown in Tables 1 and 2, respectively.

3. Air excess

3.1 Equations

To evaluate combustion efficiency, the following formulas were applied:

HHV
mf =
PCIglp
mair air
=R ∗(1+∈)
mf fuel
mair
∈= −1
air
mf ∗R
fuel
3.2 Low Fire (orange)

Low Fire

Fuel (LPG) Air

2,85 4,5
mf - mair -
Kg/h Kg/h

72 4,3 4,8
Qf Qair -
L(st)/min 2 m3/h m3/h

2,1 0,9
∫C - ∫C -
Kg/m3 Kg/m3

- 5,50 -
P 1,35”wc P
“wc

Table 1. fuel and air data under fire. (Own elaboration).

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air Kgair
R 15,6
fuel Kgfuel

Multiplier factor 0,3139

Figure 2. Fuel and Air Pressure in High Fire (green) and Low Fire (orange). (Eclipse)
Kg Btu Btu
Pot Comparaci ó n=2 , 85 ∗19762 ∗2 , 2=123907 , 8
h Lbm h
90000 Btu /h
mf = =4 ,55 lb /h
19762 Btu /Lbm
4 ,55 lb /h
mf = =2 , 07 Kg/h
2,2
150000 Btu /h Kg
∗15 ,6 ∗( 1+0 , 15 )
19762 Btu /lbm m3
mair = =61 ,89 Kg/h
2,2
Kg
61 ,89
h
∈= −1=91, 67 % excess
Kg Kgair
2 ,07 ∗15 , 6
h Kgfuel
3.3 High Fire (green)

High Fire
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Fuel (LPG) Air

3,877 5,0
mf - mair -
Kg/h Kg/h

92 5,52 6,1
Qf Qair -
L/min m3/h m3/h

2,5 0,9
∫C - ∫C -
Kg/m3 Kg/m3

2,1”w - 6,8”w -
P P
c c

Table 2. fuel and high fire air data. (Own elaboration).

air Kgair
R 15,6
fuel Kgfuel

Multiplier factor 0,3139

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Figure 3. Fuel and Air Pressure in High Fire (green) and Low Fire (orange). (Eclipse)
Kg Btu Btu
Potenci aComparación=3,877 ∗19762 ∗2 ,2=123807 , 8
h Lbm h
120000 Btu/h
mf = =6 , 07 lb /h
19762 Btu /Lbm
6 , 07 lb /h
mf = =2 ,76 Kg /h
2,2
150000 Btu /h Kg
∗15 ,6 ∗( 1+0 , 15 )
19762 Btu /lbm m3
mair = =61 ,89 Kg/h
2,2
Kg
61, 89
h
∈= −1=43 ,75 % de exceso
Kg Kgair
2 ,76 ∗15 , 6
h Kgfuel

Calculations yielded 91.67% excess air in “low fire” and 43.75% in “high fire”, largely

due to a calibration error in the air flow meter. These excess air values impact the efficiency of

the system, since more air absorbs heat and reduces the flame temperature, decreasing the

efficiency in low fire mode. On the other hand, an excess of 43.75% in “high fire” allows a more

efficient combustion, as it does not cool the flame as much and makes better use of the heat

generated.

4. High speed and low Fire efficiency

To determine the efficiency in each operating mode, comparisons were made between the

data obtained experimentally and the values specified by the manufacturer:

4.1 Energy Balance Burner

ṁ air ( h air ) + ṁ fuel∗PCI= ṁ gas ( h gas )

Echimenea=Q̇ sen=ṁ g∗hg=ṁ air ( hair )+ ṁ fuel∗PCI
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Echimenea
ɳcombustión=1−
PotQuemador
4.2 Low Fire (orange)

Figure 4. Available heat diagram for Low Fire (orange) and High Fire (green).
ɳcombustión=45 %
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4.3 High Fire (green)

Figure 5. Available heat diagram for Low Fire (orange) and High Fire (green).
ɳcombustion=55 %
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Figure 6. Data obtained by the gas analyzer under fire and high fire.
Combustion efficiency was higher in the “high fire” mode (55%) due to differences in the

excess air used in each mode. In “low fire”, excess air reached 91.67%, while in “high fire” it

was 43.75%. This is because, when too much air is introduced, an important part of the heat

generated in combustion is absorbed by the additional air, which reduces the flame temperature.
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As this temperature decreases, the system fails to transfer enough heat to satisfy the

process requirements, affecting efficiency. On the other hand, in the “high fire” mode, the

43.75% excess air allows combustion to be more efficient, since the additional air does not cool

the flame as much, making better use of the heat generated.

5. Comparison of data obtained with manufacturer's data

Under fire High fire

Theo Experi Theo Experi

rical mental rical mental

Ai 61,8 4,5 Ai 61,8 5 Kg/h

r flow 9 Kg/h Kg/h r flow 9 Kg/h

Fu 2,1 2,07 Fu 2,75 2,76

el flow Kg/h Kg/h el flow Kg/h Kg/h

Po 9500 123807, Po 1200 123807,

wer 0 Btu/h 8 Btu/h wer 00 Btu/h 8 Btu/h

Table 3. Comparative table results between the manufacturer and the calculations obtained. (Own
elaboration).
The values obtained experimentally in Table 3 differ from the theoretical values specified

by the manufacturer, partly due to calibration problems and equipment failures, specifically those

of air and fuel oil, which are quite close. However, the data collected allow evaluating the

performance of the burner and making the necessary adjustments to optimize its operation under

ideal conditions.

6. P&ID control and safety for the gas train and air line

To ensure the correct operation of the burner, taking into account safety and control

aspects, certain components were established in the P&ID, as shown in Figures 7 and 8. The
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regulator in the gas train allows controlling the air-fuel ratio and optimizes the combustion

process.

Figure 7. PID symbols. (Own elaboration).

From these components, the layout shown in Figure 8 was built, where the control of the

process variable is given with the regulator located in the gas train, this regulator in turn fulfills

the task of controlling the air-fuel ratio.

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Figure 8. P&ID. (Own elaboration).

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7. References

Eclipse. (n.d.). Retrieved November 7, 2024