Active combustion control for a turbine engine

A combustion control system for a turbine engine is disclosed. The combustion control system includes a fuel injector having a main fuel supply and pilot fuel supply coupled to a combustor of the turbine engine. The combustion control system also includes a sensor coupled to a transfer tube. The transfer tube is fluidly coupled to the combustor, and the sensor is configured to detect a pressure pulse in the combustor. A semi-infinite coil is also coupled to the transfer tube. The combustion control system also includes a controller electrically connected to the sensor. The controller is configured to compare an amplitude of the pressure pulse within a frequency range to a threshold amplitude, and adjust the pilot fuel supply in response to the comparison.

TECHNICAL FIELD

The present disclosure relates generally to a system and a process for combustion control of a gas turbine engine, and more particularly, to an active combustion control system and process for a turbine engine.

BACKGROUND

Gas turbine engines are used for generating power in a variety of applications including land-based electrical power generating plants. Turbine engines produce power by extracting energy from a flow of hot gas produced by combustion of fuel and air in a combustion chamber (“combustor”) of the turbine. These hot gases are directed over rotatable blades to produce mechanical power before being released into the atmosphere. Turbine engines may be designed to combust a broad range of hydrocarbon fuels, such as natural gas, kerosene, diesel, etc in the combustor. Combustion of hydrocarbon fuel results in the production of combustion byproducts, some of which are considered regulated emissions. These regulated emissions include various forms of nitrogen oxides, collectively known as NOx. In an effort to reduce the emission of NOxto the atmosphere, government regulations limit the allowable emissions of NOxfrom turbines.

It is known that NOxemissions from turbine engines increase significantly as the combustion temperature rises. One method of limiting NOxin turbine exhaust is by using a lean mixture of fuel and air (low fuel-to-air ratio) in the combustor. A lean fuel-air mixture reduces the combustion temperature to a degree that reduces NOxproduction. While lean fuel-air mixture reduces NOxemissions, reducing fuel content in the mixture below a threshold value may cause the resulting flame in the combustor to be unstable. Instability of the combustion flame may result in the development of dynamic pressure waves in the combustor. These dynamic pressure waves may range in frequency from a few hertz to a few thousand hertz and occur as a result of the combustion process. These pressure pulses can result in mechanical damage to turbine components and smothering of the flame in the combustor (“lean blow-out”). Increasing the concentration of fuel in the mixture of fuel and air may stabilize the combustion process and reduce (or eliminate) harmful pressure pulses. The increased concentration of fuel may increase the temperature and heat release rate of the resulting flame leading to stabilization of the combustion process. This approach may, however, exacerbate the problem of controlling NOxproduction. Therefore, there must be a balance between the concerns of reduced emissions and stable combustion.

U.S. Pat. No. 6,877,307 issued to Ryan et al. ('307 patent) describes a method of controlling the combustion process of a turbine engine by increasing fuel to the combustor to achieve stable combustion. The method of the '307 patent uses a sensor to detect pressure pulses within a combustor. When the sensor detects pressure pulses above a threshold value, fuel flow to the combustor through the pilot is increased by a slight amount. Increasing fuel flow through the pilot increases NOxemissions. Combustor pressure monitoring is continued and the pilot fuel flow is gradually increased to a level at which the pressure pulses are below the threshold value. The method of the '307, thus, stabilizes the combustion process (by eliminating pressure pulses above a threshold value in combustor) by gradually increasing the pilot fuel to a value that is just enough to stabilize the combustion process. Although the combustion control system of the '307 patent may eventually stabilize the combustion process while increasing NOxemission to just the amount needed to achieve stable combustion, the system may have drawbacks. For instance, the gradual increasing of pilot fuel to achieve stable combustion, as disclosed in the '307 patent, may extend the amount of time the turbine engine operates in an unstable condition, and thus increase the potential for damage to the turbine.

SUMMARY

In one aspect, a combustion control system for a turbine engine is disclosed. The combustion control system includes a fuel injector having a main fuel supply and pilot fuel supply coupled to a combustor of the turbine engine. The combustion control system also includes a sensor coupled to a transfer tube. The transfer tube is fluidly coupled to the combustor, and the sensor is configured to detect a pressure pulse in the combustor. A semi-infinite coil is also coupled to the transfer tube. The combustion control system also includes a controller electrically connected to the sensor. The controller is configured to compare an amplitude of the pressure pulse within a frequency range to a threshold amplitude, and adjust the pilot fuel supply in response to the comparison.

In another aspect, a method of operating a gas turbine engine is disclosed. The method includes directing a first amount of fuel into a combustor through a main flow path, and directing a second amount of fuel into the combustor through a pilot flow path. The method also includes combusting the main fuel and the pilot fuel in the combustor, and initiating a pressure pulse in the combustor as a result of the combustion. The method also includes detecting an amplitude of the pressure pulse within a frequency range using a sensor fluidly coupled to the combustor, and increasing the amount of pilot fuel to a third amount in response to the detected amplitude being above a threshold value. The third amount being an amount of pilot fuel that is sufficient to decrease the amplitude below the threshold value. The method further includes decreasing the amount of pilot fuel from the third amount to a fourth amount. The fourth amount being an amount of pilot fuel that is greater than the first amount by an incremental amount.

In yet another aspect, a method of combustion control of a gas turbine engine is disclosed. The method includes directing a first amount of first fuel into a combustor of the turbine engine, and directing a second amount of second fuel into the combustor circumferentially around the first fuel. A sum of the first amount and the second amount being a total fuel supply to the combustor. The method also includes generating a combustion induced pressure pulse in the combustor, and detecting an amplitude of the pressure pulse that is within a frequency range. The method also includes increasing the first fuel amount to a third amount in response to an amplitude that is above a threshold value. The third amount is greater than about 10% of the total fuel supply. The method further includes decreasing the first fuel amount from the third amount to a fourth amount. The fourth amount is about 0.05% to about 1% greater than the first amount.

DETAILED DESCRIPTION

FIG. 1illustrates an exemplary gas turbine engine100. Turbine engine100may have, among other systems, a compressor system10, a combustor system20, a turbine system70, and an exhaust system90. In general, compressor system10compresses incoming air to a high pressure, combustor system20mixes the compressed air with a fuel and burns the mixture to produces high-pressure, high-velocity gas, and turbine system70extracts energy from the high-pressure, high-velocity gas flowing from the combustor system20. It should be emphasized that, in this discussion, only those aspects of turbine engine100useful to illustrate the combustion control process will be discussed.

Compressor system10may include any device capable of compressing air. This compressed air may be directed to an inlet port of combustor system20. Combustor system20may include a plurality of fuel injectors30configured to mix the compressed air with a fuel and deliver the mixture to one or more combustors50of combustor system20. The fuel delivered to combustor50may include any liquid or gaseous fuel, such as diesel or natural gas. The fuel delivered to combustor50may undergo combustion to form a high pressure mixture of combustion byproducts. The high temperature and high pressure mixture from combustor50may be directed to turbine system70. Energy may be extracted from these hot pressurized gases in turbine system70. For instance, the hot combustion gases may rotate blades connected to a shaft of the turbine, and thereby produce power. The combustion gases may then exit turbine system70and optionally flow through exhaust after treatment systems (not shown) before being discharged to the atmosphere through exhaust system90.

FIG. 2illustrates a fuel injector30coupled to combustor50. Fuel injector30may deliver fuel and air to combustor50for combustion. Combustion of fuel in combustor50may produce byproducts such as NOx, carbon monoxide (CO), carbon dioxide (CO2), and un-burnt hydrocarbons. Government regulations may limit, among others, the amount of NOxthat may be discharged through exhaust system90. Formation of NOxin combustor50may result from a reaction between oxygen and nitrogen at high temperatures. NOxformation may be reduced by reducing the temperature of the flame during combustion. Flame temperature may be reduced by reducing the concentration of fuel (in the fuel and air mixture) delivered to combustor50. However, when the fuel concentration is too low, the combustion process may become unstable. Instability in the combustion process may lead to oscillations in the combustion rate that may generate pressure pulses in combustor50. Instability in the combustion process may also lead to extinguishment of the flame (called “lean-blowout”) in combustor50. The combustion process in combustor50may be made stable by increasing the flame temperature in combustor50. Therefore, for low NOxemission, a lean fuel-air mixture (that reduces flame temperature) may be desired, while for stable combustion a higher fuel concentration may be desired.

Some embodiments of fuel injectors include multiple flow paths that deliver different concentrations of fuel and air to combustor50. These multiple flow paths may include a main flow path35and a pilot flow path45. Main flow path35may deliver a premixed lean fuel-air mixture to combustor50(hereinafter referred to as “main fuel” stream). The concentration of fuel in the main fuel stream may be low enough to achieve target NOxemission without causing unstable combustion. The main fuel may burn in combustor50to create premixed flames38. Premixed flames38are the flames that are created when fuel and air are first mixed in fuel injector30and then burned in combustor50. The pilot flow path45may deliver a pressurized spray of fuel along with compressed air to combustor50(hereinafter referred to as “pilot fuel” stream). The pilot fuel stream may burn in combustor50to create a diffusion flame48. Diffusion flames48are flames that are created when fuel and air mix and burn at the same time. Diffusion flames48may have a higher temperature than premixed flames38and may serve as a localized hot flame to stabilize the combustion process and prevent lean blowout.

In some embodiments, during normal operation, a majority of the fuel delivered to combustor50may be delivered through main flow path35and a small percentage may be delivered through pilot flow path45. In some embodiments, during normal operation, about 90-99% of the total fuel supply to combustor may be delivered as the main fuel and 10-1% of the fuel may be delivered as the pilot fuel. A high proportion of the main fuel supply may enable the turbine engine to operate in a low NOxemitting mode during normal operation. At some operating conditions of turbine engine100(load, temperature, etc.), combustion process may become unstable and induce pressure pulses in combustor50. Once these pressure pulses occur, they may continue until variables that affect the combustion process are changed, to shift the operation of the turbine engine100away from the unstable zone. In some embodiments of turbine engine100, an unstable operating condition may be shifted by increasing the amount of pilot fuel delivered to combustor50. As described earlier, the pilot fuel creates a diffusion flame48at a temperature that stabilizes the combustion process.

Fuel injector30may have a generally tubular configuration with an inner and an outer tube arranged concentrically about a longitudinal axis60. The outer tube of fuel injector30may comprise a premix barrel32and the inner tube may comprise a pilot40. Premix barrel may be coupled to combustor50one end and to an injector housing30aat an opposite end. An annular space between premix barrel32and pilot40may include the main flow path35that delivers the main fuel stream to combustor50. Housing30amay include fuel lines and fuel galleries (not shown) that deliver fuel to fuel injector30. Compressed air from compressor system10may be directed into fuel injector30through an air swirler34. Air swirler34may include a plurality of curved or straight blades attached to fuel injector30to swirl the incoming compressed air. Fuel nozzles36coupled to housing30amay inject fuel into the swirled air stream. Swirling the compressed air may help create a well mixed fuel-air mixture that comprises the main fuel supply. In embodiments of fuel injectors configured to deliver gaseous fuels or both liquid and gaseous fuels, fuel injector30may also include gas ports (not shown) to deliver the gaseous fuel to combustor50.

Pilot40may be disposed radially inwards of premix barrel32. In some embodiments, pilot40and premix barrel32may be aligned both along longitudinal axis60. Pilot40may include components configured to deliver fuel and compressed air in pilot40. The fuel may include liquid and/or gaseous fuels. Pilot40may also include the pilot flow path45. Pilot flow path45may include components (such as, ducts and nozzles) configured to inject fuel and compressed air into combustor50. In embodiments of fuel injector30configured to deliver gaseous fuel or both liquid and gaseous fuel, pilot flow path45may include components configured to inject a stream of pressurized liquid and gaseous fuel into combustor50. The pressurized stream of fuel and air delivered to combustor50through pilot flow path45may comprise the pilot fuel stream.

In the preceding discussion, fuel injector30has been described mainly with reference to main flow path35and pilot flow path45which deliver the main flow stream and the pilot fuel stream, respectively, to combustor50. In the configuration of fuel injector30described herein, the main flow path35may be located circumferentially around pilot flow path45. In this configuration, the main fuel may be directed to combustor50circumferentially around the pilot fuel, and the premixed flame38may be formed around diffusion flame48. It should be emphasized that, although the disclosed combustion control process is illustrated using a specific configuration of fuel injector30, the combustion control process of the current disclosure will be applicable to any turbine engine where a pilot fuel supply and a main fuel supply are directed to combustor50.

As described earlier, when combustion in combustor50becomes unstable, pressure (or acoustic) pulses may be generated in combustor50. These pressure pulses may range in frequency from a few hertz to a few thousand hertz. The lower frequency pressure pulses are sometimes referred to as “rumble,” and higher frequency pressure pulses are sometimes referred to as “oscillation” or “screech.” When a frequency of the pressure pulses match a natural frequency of the combustor50, damaging structural vibrations may be induced in the combustor50. These structural vibrations may damage the combustor50and/or other components of the turbine engine100. A combustion control system may monitor the pressure pulses in combustor50and adjust the fuel flow into the combustor to prevent a pressure pulse at a frequency close to a natural frequency of the combustor50.

FIG. 3illustrates a combustion control system that monitors pressure pulses within combustor50and takes corrective action when a pressure pulse is detected. The combustion control system may include a sensor74fluidly coupled to combustor50to detect a pressure pulse52within combustor50. Sensor74may be positioned at a location where pressure pulse52may be detected accurately without being exposed to severe environmental conditions. Combustor50may include a torch igniter62fluidly coupled to combustor50. Torch igniter62may be configured to ignite the fuel-air mixture in combustor50. Torch igniter62may include an igniter64coupled to a torch access port63. Torch access port63may include a side port66coupled thereto. A transfer tube68may be coupled at one end to side port66. An opposite end of transfer tube68may be coupled to one end of a T-section72. Sensor74may be coupled to a second end of T-section72to measure pressure pulse52. A third end of T-section72may be coupled to a first end of a semi-infinite coil76. Semi-infinite coil76may include a tube coiled to have a generally cylindrical shape. A drain valve78may be coupled to a second end of semi-infinite coil76, opposite the first end. Drain valve78may be maintained in a closed position when turbine engine100is operating, and may be opened to discharge residue collected in the semi-infinite coil76during operation of turbine engine100.

Semi-infinite coil76may serve to dissipate reflected pressure pulses in transfer tube68. Dissipation in semi-infinite coil76may prevent the reflected pressure pulses from affecting the measurements of sensor74. Semi-infinite coil76may thus serve to increase the accuracy and sensitivity of sensor74to pressure pulse52. In some embodiments, semi-infinite coil may be made of a metallic material, such as stainless steel or copper. In general, the size and shape of semi-infinite coil may depend upon the combustion and acoustic characteristics of turbine engine100. In some embodiments, semi-infinite coil76may include a tube having a total length between about 20 feet to 60 feet and an outer diameter between about 0.125 inches to 0.375 inches, coiled to have a substantially cylindrical shape having a diameter between about 7 to 12 inches. However, it should be emphasized that the disclosed combustion control process is not limited by the size and shape of the semi-infinite coil76. For instance, in some embodiments, semi-infinite coil76may have the general shape of a straight tube. In general, any structure that is capable of accentuating amplitude of pressure pulse52may serve as semi-infinite coil76.

Sensor74may be a piezoelectric sensor configured to measure pressure pulses52within combustor50. It is contemplated that sensor74may include any kind of sensor known in the art that is capable of measuring pressure pulses52. Sensor74may output a signal73that corresponds to pressure pulse52. Signal73may be input into a signal conditioner80. Signal conditioner80may perform one or more signal conditioning operations, such as transformation of signal73from the time domain to the frequency domain. Signal conditioner80may also include band pass filters configured to allow signals within a predefined frequency range to pass through. These predefined frequency ranges could include one or more frequency ranges that span a natural frequency of combustor50. An output signal83from signal conditioner80may include an electrical signal that corresponds to an amplitude of pressure pulse52within the predefined frequency range.

Output signal83may be input into a controller82. Controller82may be configured to compare output signal83to one or more threshold values, and perform one or more actions in response to the comparison. These threshold values may be stored in a memory of the controller82, or may be selected by hardware settings (for instance, settings of switches or dials). For instance, if the amplitude of output signal83is above a threshold amplitude, controller82may sound an alarm84. Controller82may also actively control turbine engine100in response to a comparison. The active control may include varying the fuel supply to combustor50. For instance, if a comparison indicates that the amplitude of output signal is above a threshold amplitude, controller82may increase the amount of fuel delivered to combustor50through pilot40. As described earlier, increasing pilot fuel supply may tend to eliminate (or decrease amplitude of) pressure pulse52by increasing the temperature of the combustion flame. In some embodiments, controller82may also decrease the amount of fuel delivered to combustor through the main flow path35(that, is the main fuel supply). In some embodiments, the increase in pilot fuel and the decrease in main fuel may be such that the total fuel supplied to combustor may be a constant.

INDUSTRIAL APPLICABILITY

The disclosed embodiments relate to a system and a process for active combustion control of a turbine engine. A fuel injector delivers multiple streams of fuel and compressed air to a combustor of the turbine engine. These multiple streams include a lean premixed fuel air mixture delivered through a main flow path and a pressurized stream of fuel and air delivered through a pilot flow path. The lean premixed fuel air mixture burns in combustor at a low temperature, and thereby, produces low NOxemissions, and the stream of fuel and air burn at a relatively higher temperature to produce higher NOxemissions. During normal operation, a majority of the fuel to combustor may be delivered through the main flow path and the turbine may operate in a low NOxemitting mode. At some operating conditions, combustion in the turbine engine may be unstable. Unstable combustion may generate pressure pulses in the combustor. A sensor fluidly coupled to the combustor may output a signal indicative of the pressure pulse in the combustor. A controller electrically coupled to the sensor may actively control the amount of fuel delivered to combustor through the main and pilot flow paths to prevent pressure pulses in combustor and minimize NOxemissions. To illustrate an application of the disclosed combustion control process, an exemplary embodiment will now be described.

FIG. 4illustrates a flow chart depicting an embodiment of the process500for active combustion control of turbine engine100. Turbine engine100may include a fuel injector30having a main flow path35and a pilot flow path45coupled to a combustor50of the turbine engine (as shown inFIG. 2). The main flow path45may deliver a lean premixed fuel-air mixture to combustor50and the pilot flow path45may deliver a stream of pressurized fuel and air to combustor50. In general, main flow path35may deliver a first amount of fuel to combustor50and the pilot flow path45may deliver a second amount of fuel to combustor50(step110). During normal operation of turbine engine100, the first amount may account for about 98% of the total fuel supply to combustor50, and the second amount may account for the remaining 2%. In this fuel flow condition, turbine engine100may operate in a stable combustion zone, and the NOxemission of turbine engine100may be within acceptable limits. A change in load coupled to turbine engine100may shift the operation of turbine engine100into an unstable zone. Unstable combustion may generate a pressure pulse52in combustor50(seeFIG. 3).

During the operation of turbine engine100, sensor74coupled to transfer tube68, may continuously measure pressure fluctuations generated within combustor50to detect a changes in pressure signal as the turbine engine100enters an unstable zone (step120). Sensor74, thus, may measure a signal indicative of pressure pulse52. Sensor74may be electrically connected to devices that are configured to identify a pressure pulse that exceeds a threshold value. In some embodiments, the threshold value may represent amplitude of a pressure pulse having a frequency close to a natural frequency of combustor50. In an exemplary embodiment, combustor50may have natural frequencies of 350 Hz and 550 Hz. The measured signal from sensor74may be connected to a signal conditioner80that may include a signal amplifier to amplify the signal and/or a band pass filter that allows only signals within a pre-assigned frequency range to pass through. In the exemplary embodiment, where two natural frequencies of turbine engine100are 350 Hz and 550 Hz, these pre-assigned frequency ranges may be about 300-400 Hz and about 500-600 Hz. Signal conditioner80may, thus, filter noise and amplify a signal measured by sensor74(step130).

The filtered signal may be input into a controller82that may be configured to control the fuel supply to combustor50. One or more threshold values of amplitude may be stored in controller82. As described earlier, these threshold values may include a threshold amplitude of a pressure pulse52having a frequency within the pre-assigned frequency range (of signal conditioner80). For instance, in previously described exemplary embodiment, signal conditioner80may direct output signal83having frequency between about 300-400 Hz or about 500-600 Hz to controller82. Controller82may compare the amplitude of output signal83with one or more threshold amplitude values stored therein (step140), and initiate an action in response to a result of the comparison.

If the output signal83is not above the one or more threshold values, the controller82may not initiate any corrective action, and will continue monitoring signals measured by sensor74. If the output signal83is above a threshold value, controller82may increase pilot fuel supply to a pre-determined value (step150). In some embodiments, this predetermined value may be a value of pilot fuel supply that may be sufficient to stabilize the combustion process. Stabilization of the combustion process may decrease or eliminate pressure pulse52. In some embodiments, increasing pilot fuel supply may change the amplitude of the pressure pulse to below the threshold value. The pre-determined value of pilot fuel flow may be determined by computations or prior experience. In some embodiments, the pre-determined value of pilot fuel supply may be higher than about 10% of the total fuel supply. Although this pre-determined value may be depend upon the characteristics and operating conditions of turbine engine100, in some applications, this pre-determined value may be between about 30% to 40% of the total fuel supply.

In some embodiments of the active combustion control process, in addition to increasing pilot fuel supply, step150may also include decreasing the main fuel supply to keep the total fuel supply to combustor50a constant. For instance, in an embodiment where the pilot fuel supply is increased to about 30% of the total fuel supply to stabilize the combustion process, the main fuel supply may be decreased to about 70% of the total fuel supply to keep the total fuel supply to combustor50approximately the same as during normal operation. In some embodiments, controller82may initiate additional actions if an amplitude of the measured pressure pulse is above a threshold value. The additional actions may include sounding an alarm, flashing a light, or other actions designed to make an operator aware of the unstable combustion in combustor50.

After increasing the pilot fuel supply to a pre-determined value, the controller82may wait for a pre-determined time (step160). Waiting for a pre-determined time may allow the combustion process to stabilize and for pressure pulse52in combustor50to decrease. This pre-determined time may be a value preset in controller82by software or hardware methods. Software methods may include entering a value of time in a memory and hardware methods may include setting the time on a dial. In some embodiments, this pre-determined time may be between about 10 seconds to a few minutes.

After waiting for the pre-determined amount of time, the controller82may decrease the pilot fuel supply back to a third amount. The third amount may be equal to the first amount plus an additive amount (step170). In some embodiments, step170may also include increasing the main fuel supply to a fourth amount to keep the total fuel supply to combustor50a constant. This fourth amount may equal the second amount minus the additive amount. The additive amount may generally be any small incremental value that slightly increases the pilot fuel supply and tend to stabilize the combustion process. Although, the additive amount may depend upon the application, in general, the additive amount may vary from about 0.05% to 1%. In an embodiment, where the first value is about 2% of the total fuel supply and the pilot fuel supply was increased to 30% of the total fuel supply to stabilize the combustion process, step170may include decreasing the pilot fuel supply to about 2.125%.

The effect of decreasing the pilot fuel supply to the third amount may depend upon the application. In cases where a small perturbation of the operating condition of the turbine engine100had made combustion slightly unstable, decreasing the pilot fuel supply back to the third amount may not disturb the stable combustion condition achieved by increasing the pilot fuel supply in step150. However, in situations where combustion process was significantly unstable, decreasing the pilot fuel supply to third amount may again make combustion unstable. The controller82may, therefore, continue to monitor measured signals from sensor74to identify unstable combustion (step120).

If the measured signals indicate that combustion is again unstable, the controller may increase the pilot fuel flow again to value sufficient to stabilize combustion (step150), wait the pre-determined amount of time (step160), and decrease the pilot fuel supply to a value slightly higher than the third amount (that is, third amount plus the additive amount). For example, in the embodiment where the pilot fuel supply was increased to about 30% of the total fuel flow to quench pressure pulse52, and then decreased to a third value of about 2.125%, upon sensing further instability, the controller82may increase the pilot fuel supply back to about 30% of the total fuel flow and decrease it to about 2.25% (2.125%+0.125%). Controller82may also decrease pilot fuel supply when the combustion is stable. Decreasing pilot fuel supply be carried out in the same manner pilot fuel supply is increased. For example, when stable operation is sensed at an operating point, controller82may decrease pilot fuel flow by an incremental amount, and wait for a pre-determined time. When combustion is sensed as stable (that is, no pressure pulses within a pre-determined frequency range having an amplitude above the threshold amplitude are detected) at the new incrementally lower pilot fuel flow, another decrease in pilot fuel flow may be made. This process may continue until the original pilot flow level is reached, or an instability is detected. The controller may, thus, adjust the pilot fuel flow to a value that is just sufficient to stabilize combustion without an excessive increase in NOxemission.

The process of measuring the pressure pulses within combustor50and modifying the pilot fuel flow may continue until a change in operating condition of the turbine engine100is detected. A change in operating condition may include conditions such as, a change in the load, ambient temperature, etc. Upon sensing a change in operating condition (step180), the pilot fuel supply and the main fuel supply may be reset. In some embodiments, the pilot fuel supply may be reset to the first amount and the main fuel supply may be reset to the second amount. Sensor74may continue to monitor the pressure pulses within combustor50. Upon sensing a pressure pulse generated by combustion instability, the controller82quickly stabilizes the combustion process by increasing the pilot fuel supply to a value which will stabilize the combustion process, and adjust pilot fuel flow to a value that is just enough to prevent combustion instability. By quickly stabilizing the combustion process, the pressure pulses in the combustor50are quickly eliminated. Quick elimination of damaging pressure pulses decreases the possibility of damage to turbine engine100as a result of these pressure pulses.

It will be apparent to those skilled in the art that various modifications and variations can be made to the disclosed system and process for combustion control of a turbine engine. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the disclosed system and process for combustion control of the turbine engine. It is intended that the specification and examples be considered as exemplary only, with a true scope being indicated by the following claims and their equivalents.