12 PT12-Combustor 61 (Compatibility Mode) PDF

PEMP
RMD510
Design of Gas Turbine Combustors
Session delivered by:

Prof Q.
Prof. Q H.
H Nagpurwala
16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 1

PEMP
RMD510
Session Objectives
The
h discussion
di i in
i this
hi session
i will
ill enable
bl the
h
delegates to:
 comprehend the constructional features of different
types of combustors
 understand the combustor design guidelines
 undertake design of the combustors for gas turbine
application

PEMP
Introduction RMD510
Location of
combustor in a gas
trubine engine
A typical gas turbine engine Combustor
Rolls Royce
y Turbomeca
Adour Mk102

PEMP
Introduction RMD510
 Heat input to the gas turbine Brayton cycle is provided by the

combustor.
 The combustor accepts air from the compressor and delivers it at an
elevated temperature to the turbine.
 The overall air/fuel ratio of a combustion chamber ((combustor)) can
vary between 45:1 and 130:1.
However, the fuel will burn efficiently at or close to the stoichio-
metric
t i air/fuel
i /f l ratio
ti off 15:1
15 1 only.
l
 So, the fuel is burned with only part of the air entering the combustor
in the primary combustion zone.
 Combustion products are then mixed with the remaining air in the
secondary and dilution zones to arrive at a suitable turbine inlet
temperature.

PEMP
Introduction RMD510
 Air from the engine compressor enters the combustor at a velocity of

about 150 m/s, which is far too high for sustained combustion to take
place.
 Hence, the air is first decelerated to a velocity of about 25 m/s in a
pre-diffuser.
 However, the speed of burning kerosene at normal fuel-air ratios is
only about 5-10 meters per second; hence any fuel lit even in the pre-
diffused air stream also would be blown away.
away
 Therefore, a region of low axial velocity is created in the combustor,
through swirlers so that the flame will remain alight throughout the
range of engine operating conditions.

PEMP
Introduction RMD510
 The high pressure air from the engine compressor is already heated to
about 450 deg C.
 The
Th temperature off the
h airi is
i raised
i d to about
b 1300 K in
i the
h combustor
b
at constant pressure. The temperature rise in the combustor is limited by
the material used in the first stage of the turbine.
 Present day aeroengines are designed for high TET of the order of
1800 K (with efficient turbine blade cooling techniques), because high
TET enhances overall gas turbine cycle efficiency.
efficiency
 These high TETs require combustor primary zone flame temperatures
of the order of 2000 K, which, in turn, necessitate the development of
newer materials and efficient cooling techniques apart from the need for
low loss, efficient and complete combustion.

PEMP
Parts of a Combustion Chamber RMD510

PEMP
Distribution of Air in a Combustor RMD510

PEMP
Air Flow Pattern in a Combustor RMD510

PEMP
Types of Combustor RMD510
C
Can C b
Combustor
 This type of combustion chamber
i so arrangedd that
is th t air
i from
f the
th
compressor enters each individual
chamber through the adapter.
 Each individual chamber is
composed of two cylindrical tubes,
the combustion chamber liner and
the outer combustion chamber.
 Combustion takes place within the
liner.
 Airflow into the combustion area is
controlled by small louvers located
in the inner dome, and by round
holes and elongated louvers along
the length of the liner.

PEMP
A l Combustor
Annular C b t
 The primary compressed air is
introduced into an annular space
formed by a chamber liner around
the turbine assembly.
 The space between the outer liner
wall and the combustion chamber
housing permit the flow of
secondaryy coolingg air from the
compressor.
 Primary air is mixed with the fuel
for combustion.
 Secondary (cooling) air reduces the
temperature of the hot gases
entering the turbine to the proper
level
l l byb forming
f i a blanket
bl k t off cooll
air around these hot gases.
PEMP
C A l C
Can-Annular b t
Combustor
 The combustion chambers are
completely surrounded by the
airflow that enters the liners
through various holes and louvers.
 This air is mixed with fuel which
has been sprayed under pressure
from the fuel nozzles.
 The fuel-air mixture is ignited
g byy
igniter plugs, and the flame is then
carried through the crossover
tubes to the remaining liners.
 The inner casing assembly is both
a support and a heat shield; also,
oil lines run through it.

PEMP
Combustion System Components RMD510
1
1. Diffuser: A di
Diff diverging
i passage, which
hi h reduces
d the
th velocity
l it off compressor exit
it
air flow from ~Mach 0.3 to Mach 0.05-0.1 in combustor passages with
minimum pressure loss.
2. Cowls: Structures attached to dome which guide flow from diffuser into the
combustor passages with minimum pressure loss.
3. Dome: Front end of the combustor structure which provides shelter and means
of flame stabilisation (e.g. swirlers) for the primary combustion zone.
4. Liners: Thin metal shells extending from the dome to the turbine nozzle for
control of combustion and dilution air jets and cooling air film.
film The liners
protect the engine casing and internal shafts form the hot combustion products.
5. Casings: Engine structural shells which carry thrust loads. Casings also
comprise inner and outer passage boundaries.
6. Fuel Injectors: Devices which provide fuel to the primary zone, usually through
the dome.
7. Igniter: Spark plug located in dome or primary zone.
PEMP
Combustion System Components RMD510
Main Combustor of GE CF5-80C

PEMP
Combustor Design Requirements RMD510
 O
Operability
bili  P f
Performance
 Ground start  Combustion efficiency
 Altitude relight  Pressure drop
 Lean blow out  Exit temperature distribution
 Bleed airflows  Emissions
 Configuration  Smoke
 Size  Carbon monoxide (CO)
 Weight  Unburned hydrocarbons
 Maintainability  Oxides of Nitrogen (Nox)
 Thermal
h l growthh  Durability
 Mounting Method
 Structural integrity
 C li life
Cyclic lif

PEMP
Combustor Design Approach RMD510
 Combustor design and development efforts rely very heavily on

previous experience.
 Design rules usually involve empirical correlation of data from
previous designs.
 CFD simulations are also used in conjunction with the empirical
correlations.
 Ongoing
g g efforts are aimed to reduce reliance on empirical
p correlations
and development tests. Computational models will play an increasing
role in future combustor designs.
 Design
D i rules
l actually
t ll usedd in
i industry
i d t tend
t d to
t vary from
f manufacturer
f t
to manufacturer.

PEMP
Combustor Design/Test Relationship RMD510
Design Phase Test Activity

Preliminary Design
• Diffuser
Diff flow
fl pathth • Diffuser
Diff water
t table
t bl model
d l
• Combustor flow path • Fuel injector drop size
• Initial air flow distribution • Swirler/primary zone flow field characterisation
• Linear heat transfer model
Detailed Design
• Refine design features and • Low pressure sector combustor rig
air flow distribution • Annular diffuser model
Combustor Development
• Final hole pattern and air • High pressure sector combustor rig
fl distribution
flow di t ib ti • Full scale annular combustor rig

PEMP
Design of Inlet Diffuser RMD510
The compressor exit

Th it velocity
l it from
f the
th modern
d gas turbine
t bi enginesi is
i typically
t i ll in i
the range of 150-170 m/s and the corresponding velocity head may be as high as
10% of the total pressure. The function of the diffuser is to recover a large
proportion of this energy and to keep the total pressure losses low with resulting
lower specific fuel consumption.
For an air velocity of 170 m/s and a combustor temperature ratio of 2.5, the
pressure loss
l incurred
i d in
i combustion
b i would ld be
b about
b 25% off the
h compressor
pressure rise. Hence, the air velocity must be reduced prior to combustion to about
1/5 of the compressor exit velocity.
Diffuser Design Requirements:
 Low pressure losses (<40% of the compressor exit velocity head)
 Short length (use of splitter vanes may be considered)
 No flow separation, except in dump region
 Uniform flow, both circumferentially and radially
 D
Dynamic i fl
flow stability
t bilit att all
ll operating
ti conditions
diti
 Insensitivity to changes in compressor exit flow pattern
PEMP
Effect of Inlet Flow Conditions

 Inlet swirl
 Presence of upstream struts
 Radial distribution of compressor exit velocity
 Reynolds number
 M h number
Mach b
 Turbulence

PEMP
Types of Diffusers
Faired Diffuser
Fig. 3-9 / 3-10 Lefebvre
Dump Diffuser
Fig. 3-11 Lefebvre

PEMP
Vortex Controlled Diffuser
Fig.
i 3-13 / 3-14 Lefebvre
f b
Hybrid Diffuser
Fig. 3-15 / 3-16 Lefebvre

PEMP
Types of Diffusers
Step Diffuser Fig. 6 Mellor
Fig 8 Mellor
Fig.
Multiple passage Diffuser
Controlled Diffuser Fig. 7 Mellor

PEMP
R l ti Merits
Relative M it off Various
V i Diffuser
Diff Types
T
Diffuser Type Merits Drawbacks
Aerodynamic or  Low pressure loss  Relatively long
faired  Performance susceptible to thermal distortion
and manufacturing tolerances
 Performance sensitive to variations in inlet
velocity profile
Dump  Relatively short  Pressure loss about 50% higher than faired
 Insensitive to variations type
i inlet
in i l t flow
fl conditions
diti
Vortex  High performance  Requires minimum of 4% air bleed
controlled  Short length  Design procedures not fully established
 Low pressure loss
 High performance  Design procedures not fully established
Hybrid  Short length  Bleed air pressure too low for turbine cooling
 Low pressure loss
 Low bleed air
requirement

PEMP
Inlet Diffuser Design Requirements RMD510
 Low pressure losses: In general the diffuser pressure losses

should be less than 40% of the compressor exit velocity head
 Short length: Special features, like splitter vanes, can be used to
reduce length
 No flow separation except in dump regions
 Uniform flow, both radially and circumferentially
 Dynamic flow stability at all operating conditions
 Insensitivity to changes in compressor exit flow patterns or exit
flow conditions

PEMP
Design of Combustion Chamber Flow Path RMD510
 Design of combustion chamber flow path is related to the inlet diffuser

design.
 These designs must be coordinated because the combustor cowl and
passage contours are very important for efficient diffuser operation.
 Conversely, diffuser pressure recoveries must be known in order to
Conversely
select appropriate cooling and dilution hole sizes.
 The combustor flow path should have a shortest length that meets all
design requirements. Increased length adds to engine weight and requires
more liner cooling flow.
 New combustor
Ne b t flow
fl path
th designs
de i aree generally
e e ll based
b ed on previous
e i
successful designs. Design improvements tend to be evolutionary.

PEMP
Combustion Chamber Flow Path – RMD510
Design Variables
 Combustor Dome height, Hd
 Combustor dome velocity, Vd

 Combustor length to height ratio, Lc/Hd
 Combustor passage velocity, Vp
 Fuel Injector spacing, B
 Space rate, SR
 Reference velocity, Vref
 Reference velocity head, qref
 Inlet velocity head, q3

PEMP
Air Flow Distribution RMD510
Total
T t l combustor
b t airflow,
i fl Wc, is
i distributed
di t ib t d to
t different
diff t combustor
b t locations
l ti to
t
achieve different design goals. The airflow distribution does not vary significantly
with combustor operating conditions. The most important airflows are:
W3 Compressor exit flow
Wtc Turbine cooling airflow, which bypasses combustor
Wc Combustor air flow (Wc = W3-W
Wtc)
Wa Fuel atomising air flow admitted through the fuel injector
Ws Swirler airflow
Wp Primary air jets which interact with swirler flow in the primary zone
Wdil Dilution air jets downstream of the primary zone to provide the dome
cooling airflow
Wdc Dome cooling airflow
Wlc Liner cooling airflow
Wd Combustor dome flow (Wd = Wa + Ws + Wdc)

PEMP
Preliminary Design Procedure RMD510
Fig. 24 Mellor

PEMP
Primary Zone Design RMD510
• Flame Holding Concepts
• Swirler Design Approaches

PEMP
Dilution Zone Design RMD510
• Dilution Flow Distribution

• Mixing
Mi i U Uniformity
if it
• Profile Trim

PEMP
Combustor Cooling RMD510
• Louvered Liners
• Cooling Slots
• Thermal
Th l Barrier
B i Coatings
C ti
• Augmented Backside Convection
• Segmented Wall Construction
• Quasi Transpiration Cooling

PEMP
Combustor Cooling RMD510

PEMP
Combustion Chamber Performance RMD510
A combustion chamber must be capable of allowing fuel to

burn efficiently over a wide range of operating conditions
without incurring a large pressure loss.
loss In addition,
addition if flame
extinction occurs, then it must be possible to relight. In
performing these functions, the flame tube and burner atomizer
components must be mechanically reliable
Because the gas turbine engine operates on a constant pressure
cycle,
l any loss
l off pressure during
d i theth process off combustion
b ti
must be kept to a minimum. In providing adequate turbulence
and mixing, a total pressure loss varying from about 5 to 10 per
cent of the air pressure at entry to the chamber is incurred.

PEMP
Combustion Intensity RMD510
The heat released by a combustion chamber or any other heat

generating unit is dependent on the volume of the combustion area.
Thus to obtain the required high power output,
Thus, output a comparatively
small and compact gas turbine combustion chamber must release
heat at exceptionally high rates.
For example, a Rolls-Royce Spey engine will consume in its ten
flame tubes 3402 kg of fuel per hour. The fuel has a calorific value
off approximately
i t l 8888 kJ/s
kJ/ kkg (18
(18,550
550 British
B iti h Thermal
Th l Units
U it per lb),
lb)
therefore each flame tube releases nearly 4076 kJ/s (232,000 British
Thermal Units per minute). Expressed in another way, this is an
expenditure of potential heat at a rate equivalent to approximately
40.8 MW for the whole engine.

PEMP
Combustion Efficiency RMD510
The combustion efficiency of most gas turbine engines at sea-

level take-off conditions is 100 per cent, which reduces to 98 per
cent at altitude cruise conditions. The values vary as shown in
the figure, because of the reducing air pressure, temperature and
fuel/air ratio.
Combustion
C b ti efficiency
ffi i andd
air-fuel ratio
PEMP
Combustion Stability RMD510
Combustion stability means smooth burning and the ability of

the flame to remain alight over a wide operating range.
range
For any particular type of combustion chamber there is both a
rich and a weak limit to the air/fuel ratio,
ratio beyond which the
flame is extinguished. An extinction is most likely to occur in
flight during a glide or dive with the engine idling, when there is
a high
hi h airflow
i fl andd only l a small
ll fuel
f l flow,
fl i.e.,
i a very weakk
mixture strength.

PEMP
Combustion Stability (… contd.) RMD510
Combustion stability limits

PEMP
Combustion Stability (… contd.) RMD510
The range of air/fuel ratio between the rich and weak limits is
reduced with an increase of air velocity, and if the air mass flow is
increased beyond a certain value, flame extinction occurs. A
typical stability loop is illustrated in the figure. The operating
range defined by the stability loop must obviously cover the
required air/fuel ratios and mass flow of the combustion chamber.
The ignition
g pprocess has weak and rich limits similar to those
shown for stability. The ignition loop, however, lies within the
stability loop since it is more difficult to establish combustion
under ‘cold’
cold conditions than to maintain normal burning.
burning

PEMP
Carbon Formation RMD510
High pressure ratio engines tend to produce exhaust smoke at

take-off
k ff conditions.
di i This
Thi indicates
i di that
h carbon
b particles
i l are being
b i
formed in over-rich regions of the primary zone in conditions of
low turbulence, at high
g temperature
p and ppressure. However,
smoke represents an almost negligible loss in combustion
efficiency of less than 0.3 per cent.

PEMP
Combustor Materials RMD510
The containing walls and internal parts of the combustion chamber

must be capable of resisting the very high gas temperatures in the
primary zone. In practice, this is achieved by using the best heat
resisting materials available and by cooling the inner wall of the
flame tube as an insulation from the flame.
The combustion chamber must also withstand corrosion due to the
products of combustion, creep failure due to temperature gradients,
and fatigue due to vibrational stresses.

PEMP
Combustion Chamber Requirements RMD510
• Complete combustion
• Low total pressure loss
• Stability of combustion process
• Proper temperature distribution at exit with no “hot spots”
• Short length and small cross section
• Freedom from flameout
• Relight ability
• Operation over a wide range of mass flow rates, pressures
p
and temperatures

PEMP
Basic Sizing of Combustors RMD510

PEMP
Annular Combustion System RMD510

PEMP
Annular Combustion System (… contd.) RMD510

PEMP
Basic Formulae for Combustor Design RMD510

PEMP

PEMP

PEMP

PEMP
Design Charts for Combustor Sizing RMD510

PEMP

PEMP

PEMP

PEMP
Combustor Calculations RMD510
Conduct basic sizing for a conventional, as opposed to

DLE (Dry Low Emission), industrial engine combustor.
The configuration is a single pipe combustor which has the
following requirements at ISO base load:
M flow
Mass fl rate
t = 7 kg/s
k /
T4 = 1400 K
P3 = 900 kPa (8.88 atm)
WF = 0.146 kg/s
T3 = 610 K
LHV = 43124 kJ/kgg –kerosene

PEMP
Combustor Volume RMD510
• As per the design guidelines set combustor loading to 1 kg/s

atm1.8 m3 (based upon total mass flow and combustor
volume)
l ) for
f 99.9
99 9 % efficiency.
ffi i
Hence from F5.7.2:
LOADING = W/(VOL*P311.8*10(0.00145*(T31-400)))
1 =7/(VOL*8.881.8 *10(0.00145 *(610-400)))
VOL = 0.068 m3
• Loadingg at idle should also be checked as pper the gguidelines
provided, however for an industrial engine which does not
have altitude operation or altitude relight then usually setting
this level at ISO base load is sufficient.
sufficient

PEMP
Combustion Intensity RMD510
From 5.7.3
INTENSITY = Wf * ETA3 * LHV / (P31*VOL)

INTENSITY = 0.146 * 0.999 * 43124/(8.88 * 0.068)
INTENSITY = 10.41 MW/atm.m3
• This is considerably less than the design guideline maximum
level of 60 MW/atm m3.

PEMP
Primary Zone and CAN Area RMD510
• From the guidelines design the primary zone for an equivalence

ratio of 1.02, hence:
FAR = 1.02 * 0.067
FAR = 0.0683
Wprimary = 0.146 / 0.0683
Wpprimary
a y = 2.14 kg/s
• Set primary zone exit Mach number = 0.02, the lower end of the
design guidelines. Hence from Chart 3.8, Q=1.3609 and taking
primary
i zone exit
i temperature to be
b 2300 K:
1.3609 = 2.14 * 23000.5 /(Acan * 900)
Acan = 0.084 m2
PEMP
Combustor Radii RMD510
• Can radius is derived from area:

R 2
0 084 = PI * Rcan
0.084
Rcan = 0.164 m
• Set 0.1 Mach number for outer annuli, as per design
guidelines, hence Q = 6.9414 kgK/s kPa m2 and:
6.9414 *6100.5
6 9414 = 7*610 0 5 /(Aouter
/(A * 900)
Aouter = 0.028 m2
0.028 = PI * ( Router2 – 0.1642 )
Router = 0.189 m

PEMP
Combustor Length RMD510
• From volume and area:

L =0.068/0.084 This is significantly
longer than the
L =0.81 m
minimum value of 3 ms
• Now check residence time using given in the guidelines.
H
However, only
l primary
i
V = M * SQRT ( * R * T) zone Mach number has
been used. While it is
Time = L / V acceptable it shows that
there is some scope to
V = 0.02 * (1.333 * 287.05 * 2300)0.5 reduce combustor area,
length and volume.
V = 18
18.76
76 m/s
/
Time = 0.81/18.76
Time = 43 ms

PEMP
Secondary and Tertiary Air Flows RMD510
• From the design guidelines the secondary zone should be

set up for an equivalence ratio of 0.6,
0 6 hence:
FAR = 0.6 * 0.067
FAR = 0.0402
Wsecondary = 0.146/0.0402
Wsecondary = 3.45 kg/s
Wtetertiary
tay = 7 - 2.14 - 3.45
Wtertiary = 1.41 kg/s

PEMP
Final Combustor Layout RMD510

PEMP
Summary RMD510
• Design features of gas turbine combustors are introduced.

introduced
• Basics of combustion process and combustor performance
pparameters like combustion intensity,
y, efficiency,
y, stability
y
are discussed.
• Design point performance and basic sizing calculations of
a combustor
b t are shown
h with
ith the
th help
h l off an example.l

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PEMP

Design of Gas Turbine Combustors

Session delivered by:

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 1

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 2

A typical gas turbine engine Combustor

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 3

 Heat input to the gas turbine Brayton cycle is provided by the

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 4

 Air from the engine compressor enters the combustor at a velocity of

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 5

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 6

Parts of a Combustion Chamber RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 7

Distribution of Air in a Combustor RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 8

Air Flow Pattern in a Combustor RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 9

Types of Combustor RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 10

Types of Combustor RMD510

Types of Combustor RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 12

Combustion System Components RMD510

Combustion System Components RMD510

Main Combustor of GE CF5-80C

Combustor Design Requirements RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 15

Combustor Design Approach RMD510

 Combustor design and development efforts rely very heavily on

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 16

Combustor Design/Test Relationship RMD510

Design Phase Test Activity

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 17

Design of Inlet Diffuser RMD510

The compressor exit

Design of Inlet Diffuser RMD510

Effect of Inlet Flow Conditions

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 19

Design of Inlet Diffuser RMD510

Fig. 3-9 / 3-10 Lefebvre

Fig. 3-11 Lefebvre

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 20

Design of Inlet Diffuser RMD510

Vortex Controlled Diffuser

Fig. 3-15 / 3-16 Lefebvre

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 21

Design of Inlet Diffuser RMD510

Step Diffuser Fig. 6 Mellor

Multiple passage Diffuser

Controlled Diffuser Fig. 7 Mellor

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 22

Design of Inlet Diffuser RMD510

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 23

Inlet Diffuser Design Requirements RMD510

 Low pressure losses: In general the diffuser pressure losses

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 24

 Design of combustion chamber flow path is related to the inlet diffuser

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 25

Combustion Chamber Flow Path – RMD510

 Combustor dome velocity, Vd

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 26

16 @ M.S. Ramaiah School of Advanced Studies, Bengaluru 27