CA1054508A - Method and apparatus for flaring combustible waste gases - Google Patents

Abstract

ABSTRACT OF THE DISCLOSURE

In a system for burning waste gas including a vertical flare stack, a pilot burner having a continuous flame nozzle in close prox-imity to the discharge outlet of the stack and an elongated tube con-necting the nozzle with a supply of combustible air/gas mixture at or near ground level, and a flame retention burner having a flame retention nozzle in close proximity to said continuous flame nozzle to a supply of combustible gas at or near ground level, a method for igniting the waste gas which is discharged from the stack com-prising the steps: flowing a combustible gas through the flame re-tention burner; flowing a combustible air/gas mixture through the pilot burner; igniting the air/gas mixture within the elongated tube of the pilot burner at a point near ground level thereby causing the flame front to travel up the pilot burner tube to the continuous flame nozzle and igniting the combustible gas flowing from the flame reten-tion nozzle; purging the spent air/gas mixture from the pilot burner by flowing combustible air/gas mixture therethrough until same is ignited by the flame produced at the flame retention nozzle, and;
subsequently discontinuing the flow of gas through the flame reten-tion burner to extinguish the flame at the flame retention nozzle.

Description

lOS4508 This application is a division of pending Canadian Patent Application Serial Number 240,200, filed November 14th, 1975 and relates to a method of flaring combustible waste gases.
Flare stacks are used quite extensively especially in the petroleum refining industry for the burning of combustible waste gases produced as a by-product of the refining process. This is necessary because the gases pose both a safety hazard from the standpoint of explosion and fire as well as a health hazard in the form of atmospheric pollution.
) Although the flare stacks may be operated continuously, intermittent operation is more common because the waste gases are produced in varying quantities at different times thereby making it difficult to maintain a constant flow of gas through the flare stack. To assure that these intermittently produced , waste gases will be ignited, it is a commonplace to provide a i continuously burning pilot in the vicinity of the discharge end of the flare stack. Although the pilot is intended to burn con-tinuously, it will often be blown out by winds of high velocity which are quite prevalent at the elevation of the pilot. Further-0 more, repairs and routine maintenance of the flare stack and ig-niting system will require that the pilot be extinguished and then subsequently reignited when normal operation is resumed.
For this reason, means must be provided to rapidly and safely reignite the pilot in the event of this accidental or intended extinguishment.
The prior art is replete with various apparatus and methods for igniting the pilot burner, including the raising of a burning torch on a cable, firing a flare or tracer bullet in the vicinity of the pilot burner, and activating a sparking device which is ~; 30 mounted within the pilot burner itself. Another method is to pro-.

!,~ . . . ......... ., . . ~ , ~ -', 1054S08 : -vide a vertical ignition tube adjacent the pilot, flowing a combus-tible gas through the ignition tube and igniting same within the tube itself to produce a flame front which travels upwardly and out of the ignition tube to thereby ignite the pilot. In appara-tus of this last mentioned type it is desirable to provide the pilot with a venturi or other adjustable air-gas mixing devices to assure that the mixture is proper for efficient and safe opera-tion of the pilot over long periods of time. It is also necessary that the igniting tube be provided with an adjustable air-gas mix-ing device such as a venturi or the like because the manner in which the flame front is initiated and propagated within the tube is highly dependent on the richness or leanness of the mixture ~
as well as its rate of flow. Furthermore, in extremely cold cli- -mates the ignition tube must be of sufficiently large diameter to assure that the flame front will not be extinguished before it has reached the discharge nozzle.
A further aspect of the invention relates to a method for igniting combustible waste gas in a system including a vertical flare stack, a continuously burning pilot burner having an elon-i gated ignition tube, and a flame retention burner in clos~ prox-imity to the pilot burner, the method including the following steps:
flowing a combustible gas through the flame retention burner, flow-ing a combustible air/gas mixture through the pilot burner, ignit-ing the air/gas mixture within the ignition tube of the pilot bur-ner at a point near ground level thereby causing a flame front to travel up the pilot burner to a continuous flame nozzle and ignit-ing the combustible gas flowing from the flame retention nozzle, i purging the spent air/gas mixture from the pilot burner by flowing combustible air/gas mixture through until same is ignited by the ) flame produced at the flame retention nozzle, and subsequently dis-continuing the flow of gas through the flame retention burner to extinguish the flame at the flame retention nozzle.
It is therefore a feature of this invention to provide a system for flaring combustible waste gases wherein a burner assem-bly having an air-gas mixing device associated therewith is uti~
lized in order to perform the dual function of the ignition tube and the continuously burning pilot.
It is a further feature of this invention to provide a sys-tem for flaring combustible waste gases wherein all moving parts and devices which require an adjustment are located at the base of the stack or are otherwise conveniently located at a point re-moved from the burners.
A further feature of this invention is to provide a method whereby combustible waste gases may be flared, which system in-cludes a fully automatic ignition system for reigniting the pilot in the event it is extinguished.
A still further feature of this invention is to provide a method for flaring combustible waste gases which utilizes an ad-justable air-gas mixture for both ignition and pilot burner opera-tion.
Another feature of this invention is to provide a method for flaring combustible waste gases wherein a minimum of large dia-meter piping is utilized without sacrificing efficiency, thereby resulting in a flare ignition system which is economical to oper-ate and maintain.
Yet another feature of this invention is to provide a method whereby combustible waste gases are caused to flow without requir-ing the assistance of compressed air.
The invention will now be described by way of example, ref-erence being had to the accompanying drawings in which~

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- . . . - . , Figure 1 is a side elevational view of the invention with a portion thereof shown diagrammatically;
Figure 2 is a top plan view of the flare stack and igniter assembly illustrated in Figure l;
Figure 3 is an enlarged sectional view of the venturi and flashback preventer forming a portion of the present invention;
Figure 4 is a fragmentary side elevational view of the manual ignition embodiment of the present invention;
Figure 5 is a schematic of the electrical circuit forming a portion of the embodiment illustrated in Figure 4;
Figure 6 is a view showing schematically the automatic ig-nition sequence, and;
Figure 7 is an electrical schematic representing the auto-matic ignition circuit.
A flare stack is shown at 10 which includes a flare gas in-let 12 and is adapted to be mounted vertically so that its dis-charge end 14 is located at an elevation normally in excess of 200 feet depending upon the requirements imposed by safety con-sideration in view of neighboring buildings,aircraft traffic, etc.In a known manner, waste gas produced by the refining of petroleum or other processes is introduced into the stack through inlet 12 and caused to flow upward whereupon it is discharged at 14. De- ~ :
pending upon the requirements of a particular installation, the ~ flare stack 10 may be provided with a burner (not shown) which is ; .
; located on its discharge end 14.
;. Adjacent the flare stack 10 and rigidly mounted thereto is .
:~ the flame retention burner assembly indicated generally as 16.
The assembly 16 ~omprises one or more lengths of tubing or pipe 18, a plurality of flame retention nozzles 22, 24 and 26 supported :;
by risexs 28 and 36 and connecting pipes 30, 32 and 34 as illustrated .

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in Figure 1. Connecting pipes 30, 32 and 34 are connected to pipe 17 through four-way connector 38. Preferably, pipes 18, 30, 32 and 34 and risers 28 and 36 are made of heavy gauge metal having an internal diameter of appriximately 1". Pipe 18 may be supported vertically by welding or bolting it to bracket 20 which in turn is welded to stack 10.
Also mounted vertically adjacent stack 10 is the continuous burning pilot assembly 40 which comprises one or more lengths of pipe 42 which is welded or otherwise secured to bracket 20, a plur-ality of deep burning continuous flame nozzles 44, 46 and 48 which are supported by risers 50 and 60 and interconnecting pipes 52, 54, 56, 58, 62 and 64 as illustrated in Figure 1. Pipes 52, 54, 56, 58, 62 and 64 are connected to tube 42 through four-way connector 66.
Risers 50 and 60 and pipes 52, 54, 56, 58, 62 and 64 are typically

2" in diameter and pipe 42 is preferably 3" in diameter. It should be noted that the inner diameter of pipe 42 is of considerable im-portance especially in colder climates because it must be suffi-ciently large to support the propagation of the flame front for long distances. This is a problem because of the fact that at low temperatures the pipe 42 will tend to conduct heat away from the travelling flame thereby extinguishing it. Nozzles 44, 46 and 48 are of the continuous flame type which are deep burning and there-fore are not easily extinguished by wind or inclement weather.
Referring to Figures 1 and 3, pipe or tube 42 is threadedly connected to inspirator venturi 68 which comprises a casing 70, a gas inlet 72, a gas nozzle 74 and a sight port 76. Venturi 68 is also provided with a flashback preventer 78 connected thereto through nipple 80 and elbow 82. Flashback preventer 78 comprises ~ -a casing 84, diaphram 86 supported on bolt 88 and spring 90 and an ~-annular seat 92. By virtue of spring 90, diaphram 86 has a normally . . , . :

1~54508 open position as shown in Figure 3 thereby permitting air to be drawn into the throat portion 93 of venturi 68 through openings such as 94 and 96 in the casing 84. Upon ignition of the combus~
tible air/gas mixture, a flame front shock wave will be generated which will travel down through nipple 80 and elbow 82 thereby urg-ing diaphram 86 downwardly against the resistance of spring 90 to prevent the emergence of the flame through air inlet openings 94 and 96.
The supply of gas to pipe 18 and gas inlet 72 is provided through gas lines 98 and 100, respectively, the flow rate of which is controlled by means of valves 102 and 104. Pressure gauges 106 and 108 render an indication of the pressure at the inlets to pipe 18 and venturi 68. Line 110 is connected to a separate source of combustible gas such as methane, butane or any other suitable hydro- . .
carbon gas. The flow of gas within line 9 8 may be interrupted com- -pletely by means of solenoid valve 112 which is controlled through ~-electrical line 114 by means of a~tomatic ignition panel 116. As will be described in further detail below, panel 116 produces an electrical line 114 by means of automatic ignition panel 116. As .
will be described in further detail below, panel 116 produces an .
electrical impulse which is transmitted to a spark plug or other spark generating device located within the upper portion 118 of :~
venturi 68 through electrical line 120.
The automatic ignition circuit housed within panel 116 is :
illustrated in Figure 7. The thermocouple controller shown gen-erally as 122 receives an input signal from one or more thermo~
couples 123 which are maunted within continuous flame nozzles 44, ~ .
46 and 48 and, depending upon the signal therefrom, move wiper 124 between contacts 126 and 128. Although the details of controller 122 are not shown, adjustable thermocouple controllers of this type . :

~ ,, are well known to the skilled artisan and are readily available on the market. Simply stated, its function is to switch wiper 124 from one contact to the other in relation to the temperature dependent signal on lines 128 and 130. The thermocouple inputs are transmitted to controller 122 on lines 128 and 130 and the power input from AC source 132 on lines 134 and 136. A three-way switch 138 includes contacts 140 and 142 in the AUTO position and contacts 144 and 146 in the OFF position. In the MANUAL posi-tion, movable switch contact 148 is in an open position between 0 contacts 140, 142, and 144, 146. A power toggle switch 130 per-mits all power to be disconnected from the circuit and fuse 152 prevents damage to the electrical equipment due to excessive current flow. Relay 154 controls two sets of contacts 156 and 158, the latter having a pair of alternatively closed contacts 160 and 168 such that it functions in a two-pole switch. Relay 170 is a time delay relay having two pairs of contacts 172 and ~-174 which close after a predetermined period of time following the energization of relay 170. Relay 176 is also a time delay relay having a single pair of contacts 178 which open after a 0 predetermined period of time following the energization of relay 176.
Transformer 180 steps up the voltage across coil 182 to cause a spark to be generated by spark plug 184. m is spark may be manually generated by depressing momentary push button switch 186.
In addition to the automatic ignition apparatus described in conjunction with Figures 1, 2, 3, 6 and 7, a manual ignition -apparatus has been illustratèd in Figures 4 and 5. The manual apparatus is quite similar to the autGmatic system and comprises 0 a flare stack 188, a flame retention burner assembly 190, a pilot ' ' - ' : : - - : . ' ~ '`.

assembly 192, a gas supply system 194 and a manual ignition panel 197. Venturi 196 is supplied with gas through line 198, the flow rate of which is controlled by a valve 200 and the pressure of which is monitored by gauge 202. Flame retention assembly 190 is supplied with gas from the same source as line 180 through line 204, the flow rate of which is manually controlled by valve 206 and the pressure of which is monitored by means of gauge 208. Two primary distinc-tions between the automatic system shown in Figures 1, 2, 3, 6, and 7 and the manual system illustrated in Figures 4 and 5 are the absence .0 of a solenoid controlled valve for shutting off the flow of gas in line 204 and the absence of thermocouples in the continuous flame nozzles (not shown). Also, the ignition circuit is much simpler and comprises a manually operated momentary push button switch 210, ; a voltage step up transformer 212 and a spark plug 214, the latter - being positioned within the upper portion of venturi 196 and con-nected to panel 197 through electrical line 216. The continuous -~ flame and flame retention nozzles for the manual system of Figure 4, although not shown, are identical to those illustrated in Figure 1 and 2.
0 The operation of the automatic ignition circuit will now be described with reference to the logic diagram shown in Figure 6 and the structural features shown in Figures 1, 2, 3 and 7.
Prior to operating the ignition system in automatic mode, ` valves 102 and 104 should be adjusted to provide the desired flame at the flame retention nozzles 22, 24 and 26 and to achieve the pro-per detonation of the air/gas mixture within pipe 42. To do this, toggle switch 130 is closed and switch 138 is moved to the MANUAL
position thereby supplying power to thermocouple controller 122 through AC lines 134 and 136. Power is supplied to manual spark switch 186 0 through lines 216, contacts 168, line 217, line 220, coil 182, line 222 and 224. In this state, contacts 156 are open thereby ac-tuating alarm 226. Since relay 154 is not energized, contacts 158 are in their normal position with contact 160 open thereby opening solenoid valve 112 and permitting gas to flow through line 98.
Thermocouple controller 122 is set to the appropriate level (e.g.
500F.) and relay 176 is adjusted so that the time delay has a duration equal to the following expression: lt00ackf hetight X 45 sec-onds = time delay. Relay 170 is also set to have a time delay of 1/4 second duration which is sufficient to produce a spark across 0 the electrodes of spark plug 184. Valve 102 and 104 are then opened and gas is permitted to flow through flame retention line 16 and pilot burner assembly 118 for a period of ~ime equal to the time delay relay of relay 176 thereby purging the system of non-combus-tible gases. Switch 186 is then momentarily depressed causing spark plug 184 to spark and igniting the air/gas mixture within pipe 42.
If the detonation is soft or mellow, the mixture is rich and if the detonation is sharp or violent the mixture is lean. The desired mix-ture is that which is "slightly rich" and the venturi gas supply valve 102 is adjusted to achieve this condition. Again allow the 0 system to purge for the time delay set into relay 176 and then ig-nite the gas within pipe 42. Note the time taken for the flame front to reach the continuous flame nozzles 44, 46 and 48 and then readjust relay 176 so that the set time is slightly longer than the ` time required for the flame front to reach the top.
Now that the automatic ignition system is properly adjusted, it may be placed in an inactive state by moving switch 138 to the OFF position. In this position, power is supplied to thermocouple controller 122 and relay 154 thereby closing contacts 160 and 156 which causes solenoid valve 112 to close and alarm 226 to deactivate.
~0 Move switch 138 to the AUTO position and assume that the '~'.

continuous flame nozzles 44, 46 and 48 have not been ignited and are in a "low temperature" state. By moving switch 138 to the AUTO
position, power is supplied to thermocouple controller 122 through lines 134 and 136 and the receipt of a "low temperature" signal from : the thermocouple on lines 128 and 130 causes wiper 124 to move into contact with 126 thereby deenergizing relay 154. When relay 154 is deenergized, contacts 156 open thereby actuating the alarm and con-tacts 168 close thereby deenergizing solenoid controlled valve 112 causing it to open and permit gas to flow in line 98. Power is sup-.0 plied to relay 170 through line 228, switch contacts 140 and 142, line 230, wiper 124, contact 126, line 232, contacts 178 and line 224 thereby causing it to energize allowing power to flow through coil 182 for the time duration set on relay 170. This causes spark plug 184 to ignite the air/gas mixture within pipe 42 thereby creating `~ a flame front which travels upward through pipe 42 to connector 66 whereupon three flame fronts are produced which travel simultaneously i~ through pipes 54, 52, 56, 58, 64 and 62 and up through risers 50 and 1, 60 and the riser (not shown) for continuous flame nozzle 48. As the momentary flame emerges from continuous flame nozzles 44, 46 and 48, 0 the raw gas flowing from flame retention nozzles 22, 24 and 26 is ignited and they remain burning until extinguished.
Returning again to the electrical schematic shown in Figure 7, when relay 170 is energized, contacts 172 and 174 are closed for . the preset time (usually 1/4 - 1/2 second) thereby permitting the energization of relay 176. As relay 176 energizes, normally closed contacts 178 open thereby deenergizing relay 170. Since valve 104 is open, gas continues to flow through pilot assembly 40 thereby purging the spent gas produced as the flame front travelled upward through pilot assembly 40 and out continuous flame nozzles 44, 46 0 and 48. When the pilot assembly is completely purged and the com- ~ :
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bustible air/gas mixture flows from nozzles 44, 46 and 48, it is re-ignited by virtue of the flame present at flame retention nozzles 22, 24 and 26.
If the time duration set into relay 176 is slightly longer than the time necessary for the purging operation and the continu-ous flame nozzles 44, 46 and 48 have been reignited, after the relay 176 time delay, wiper 124 in thermocouple controller 122 will trip completing the circuit with contact 128 and breaking the circuit with contact 126 thereby deenergizing relays 170 and 176 as ener-gizing relay 154. Upon the energization of relay 154, contacts 160 will close energizing solenoid valve 112 causing it to close and interrupt the flow of raw gas through line 98 and flame retention burner assembly 16 thereby extinguishing the flames present at nozzles 22, 24 and 26. Additionally, contacts 156 will close to deactivate alarm 226. At this time, continuous flame nozzles 44, 46 and 48 continue to burn so that any waste gas which is discharged through stack 10 will be ignited.
If, after pilot assembly 40 is purged, continuous flame nozzles 44, 46 and 48 are not ignited, a "low temperature" signal will still be received at thermocouple controller lZ2 and wiper 124 will remain in the position illustratèd in Figure 7, i.e. completing the circuit with contact 126. With this condition present in thermocouple con-troller 122, the deenergization of relay 176 will close contacts 178 thereby energizing relay 170 which initiates the sequence of events causing sparking of device 184, the purging of pilot assembly 40 and the resensing of the thermocouple temperature within continuous flame nozzles 44, 46 and 48.
This sequence will continue until such time as nozzles 44, 46 and 48 are ignited and remain burning. In this condition, a "temperature normal" signal will be received as by thermocouple ., : .

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lOS4508 controller 122 and wiper 124 will trip and move into contact with 128 thereby energizing relay 154. This will close contacts 156 deactivating alarm 226 and will close contacts 160 closing solenoid valve 112 thereby extinguishing flame retention nozzles 22, 24 and 26.
In the event of a power failure, relay 154 will deenergize and alarm contacts 156 will open thereby giving an alarm. Since contacts 160 will also open, solenoid value 112 will open permitting gas to flow through flame retention burner assembly 16 and the flame 0 retention nozzles 22, 24 and 26 will be ignited thereby functioning as standby pilots. When power is restored, the system will function as described above for either the "temperature low" or "temperature normal" condition.
By virtue of the above operation of the automatic ignition system, there is virtual assurance that the pilot burners 44, 46 ;
and 48 will always remain lit or will be quickly reignited should they be extinguished by wind, inclement weather, etc. Even in the event of a power failure the flame retention nozzles are ignited to act as a backup.
0 The manual ignition system illustrated in Figures 4 and 5 operates in a similar fashion to the automatic system previously described, the main distinction being that all sequencing must be done manually. To ignite the continuous flame nozzles which may be identical in construction to those described in conjunction with Figure 1, valves 206 and 200 are adjusted to properly regulate the flow of gas through flame retention line 190 and pilot burner assem-bly 192. After allowing the system to purge for 45 seconds per 100 feet of vertical stack height, the sparking device located within the upper portion of venturi 196 is activated thereby detonating the 0 mixture within pilot burner assembly 192 and producing a flame front ' iO54508 which travels upwardly and out of the continuous flame nozzles there-by lighting the flame retention nozzles (not shown) which may be iden-tical in construction to those described in conjunction with Figure 1.
After the pilot burner assembly has purged itself, the continuous flame nozzles will be reignited and the flame retention nozzles may be extinguished by closing the valve 206. In the event that the con-tinuous flame nozzles will be reignited and the flame retention noz-zles may be extinguished by closing the valve 206. In the event that the continuous flame nozzles are extinguished, this sequence must be 0 repeated until such time as they are successfully relit.
It should be noted that any number of continuous flame noz-zles and flame retention nozzles may be employed, although more than one is normally preferably to ignite the flare stack under high wind conditions.
While this invention has been described as having a pre- :
ferred design, it will be understood that it is capable of further modification. This application is, therefore, intended to cover any ~ :
variations, uses or adaptations of the invention following the general -principles thereof and including such departures from the present .0 disclosure as has come within known or customary practice in the art -~ .
to which this invention pertains, and as may be applied to the essen- :
tial features hereinbefore set forth and fall within the scope of this invention or the limts of the appended claims.
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Claims (3)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. In a system for burning waste gas including a vertical flare stack, a pilot burner having a continuous flame nozzle in close prox-imity to the discharge outlet of the stack and an elongated tube con-necting the nozzle with a supply of combustible air/gas mixture at or near ground level, and a flame retention burner having a flame retention nozzle in close proximity to said continuous flame noz-zle to a supply of combustible gas at or near ground level, a method for igniting the waste gas which is discharged from the stack com-prising the steps:
flowing a combustible gas through the flame retention burner;
flowing a combustible air/gas mixture through the pilot burner;
igniting the air/gas mixture within the elongated tube of the pilot burner at a point near ground level thereby causing the flame front to travel up the pilot burner tube to the continuous flame nozzle and igniting the combustible gas flowing from the flame re-tention nozzle;
purging the spent air/gas mixture from the pilot burner by flowing combustible air/gas mixture therethrough until same is ig-nited by the flame produced at the flame retention nozzle, and;
subsequently discontinuing the flow of gas through the flame retention burner to extinguish the flame at the flame reten-tion nozzle.

2. The method of Claim 1 and wherein the combustible air/gas mixture flowing through the pilot burner is produced by an inspi-rator venturi.

3. The method of Claim 1 wherein the igniting of the air/gas mixture within the pilot burner tube is accomplished by means of a spark.