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IIT, Kanpur

Gas Turbine Combustion and Power Generation


Dr. A. Kushari Department of Aerospace Engineering

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Outline
Introduction Advantages and Disadvantages Future Requirements Gas Turbine Combustors Ongoing Research Conclusions Acknowledgement

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

TURBINES: Machines to extract fluid power from flowing fluids

Steam Turbine

Water Turbines

Wind Turbines

Gas Turbines

High Pressure, High Temperature gas Generated inside the engine Expands through a specially designed TURBINE

Aircraft Engines Power Generation

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

GAS TURBINES
Invented in 1930 by Frank Whittle Patented in 1934 First used for aircraft propulsion in 1942 on Me262 by Germans during second world war Currently most of the aircrafts and ships use GT engines Used for power generation Manufacturers: General Electric, Pratt &Whitney, SNECMA, Rolls Royce, Honeywell, Siemens Westinghouse, Alstom Indian take: Kaveri Engine by GTRE (DRDO)
PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

PRINCIPLE OF OPERATION
Intake
Slow down incoming air Remove distortions

Compressor
Dynamically Compress air

Combustor
Heat addition through chemical reaction

Turbine
Run the compressor

Nozzle/ Free Turbine


Generation of thrust power/shaft power

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Advantages and Disadvantages


Great power-toweight ratio compared to reciprocating engines. Smaller than their reciprocating counterparts of the same power. Lower emission levels
Expensive:
high speeds and high operating temperatures designing and manufacturing gas turbines is a tough problem from both the engineering and materials standpoint

Tend to use more fuel when they are idling They prefer a constant rather than a fluctuating load.

That makes gas turbines great for things like transcontinental jet aircraft and power plants, but explains why we don't have one under the hood of our car.

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Emission in Gas Turbines

Lower emission compared to all conventional methods (except nuclear) Regulations require further reduction in emission levels

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Needs for Future Gas Turbines


Power Generation
Fuel Economy Low Emissions Alternative fuels

Military Aircrafts
High Thrust Low Weight

Half the size and twice the thrust

Commercial Aircrafts
Low emissions High Thrust Low Weight Fuel Economy

Double the size of the Aircraft and double the distance traveled with 50% NOx

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Gas Turbine Combustion

F/A 0.01 Combustion efficiency : 98%

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research
Effect of inlet disturbances Combustion in recirculating flows Spray Combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Effect of Inlet Disturbance

Tunable inlet to create weak disturbance of varying frequency

Bluff body stabilized flame


Unsteady pressure and heat release measurement

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Pressure Amplitude variation

= 0.2211 L = 20 cm

Pressure oscillations increases with decreasing length Dominant frequency 27 Hz Acoustic frequency 827 Hz

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Pressure and Heat Release

Prms 330

Phase angle 160 150

280

140 130
Phase angle (degree)

Prms (pascal)

230

120 110

180

100 90

130

80 70

Less damping with increasing length Causes the rise is pressure fluctuations

80 10 15 20 25 30 Length of Inlet (cm )

60

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Low Frequency Variation with Inlet Length


Frequency Amplitude 45 40 35 120 30 25 20 15 114 10 5 0 10 15 20 Length of Inlet (cm ) 25 30 112 110 118 116 124 122

frequency (Hz)

ma 3.0 g / s , = 0.3455

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

SPL (Db)

IIT, Kanpur Variation of Dominant Frequency with Inlet Velocity


45 40

Frequency (Hz)

35 30 25 20 15 10 0.8 1 1.2 1.4 1.6 1.8 2 Mean Inlet Velocity (m/s) Measured Calulated (St = 0.171)

f *D St s U
St = 0.171 (60 deg cone)

fs

0.171*U 0.02

Dominant Frequency governed by vortex dynamics

Feed back locking of flow instability and combustion process


Phase relationship leads to enhancement of combustion oscillations

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research
Effect of inlet disturbances Combustion in recirculating flows Spray Combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Recirculating Flow Dynamics

Primary zone Fuel air mixing Intense combustion Short combustion length High turbulence Fuel rich combustion

Understanding recirculating flow dynamics Time scales Pressure transients

Energy cascading
Combustion in recirculating flows Droplet Flow interaction

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Image Processing

Filtered out image from the noises

Grayscale image

Intensity image

Simulation results

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Vortex Dynamics

Non-dimentional distance(L2/L) of second vortex to the inlet of the combustor

0.6 0.55 0.5 0.45 0.4 0.35 2.33

Ratio of the second vortex aera to the total area of the cold flowfield

0.01 0.008 0.006 0.004 0.002 0 2.33

3.33

4.33

5.33

6.33

3.33

4.33 Non-dimensional time

5.33

6.33

Non-dimensional time

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Transient Analysis

Identification of signatures of re-circulation, turbulence and acoustics through frequency domain analysis of pressure transients Turbulence energy cascading due to re-circulation

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Combustion in Recirculating Flow

Temperature in degree centigrate

Non -dimensional flame area

0.6 0.4 0.2 0 0 8 16 24 32 40 Non-dimensional time 48 56

450 400 350 300 250 200 0 0.2 0.4 0.6 0.8 1 Non-dimensional distance along the combustor diameter

Time scale reduces, complete combustion, Good pattern factor

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research
Effect of inlet disturbances Combustion in recirculating flows Spray Combustion Needs and Challenges Controlled atomization Emissions in spray combustion
PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Spray Combustion: Issues


Non-symmetrical spray flames and hot streaks
Serious damage to combustor liner Combustor exit temperature (pattern factor)

Flame location, shape and pattern Emission Levels

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Need for controlled atomization


Big Drops => Longer Evaporation Time => Incomplete Combustion => Unburned Hydrocarbons & Soot, Reduced Efficiency Small Drops => Faster Evaporation and Mixing => Elongated Combustion Zone => More NOx Uniform size distribution for favorable pattern factor
Reduced thermal loading on liner and turbine

Reduced feedline coupling

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research
Effect of inlet disturbances Combustion in recirculating flows Spray Combustion Needs and Challenges Controlled atomization Emissions in spray combustion
PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Internally Mixed Swirl Atomizer


Good atomization with small pressure drop Both hollow-cone and solid cone spray from same atomizer (wide range of applications) Possible to atomize very viscous liquid Self cleaning Finer atomization at low flow rates Atomization of engine oil Less sensitive to manufacturing defects The liquid flow rate and atomization quality can be controlled PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Performance

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Multi-head internally mixed atomizer


Build to provide a throughput rate in excess to 0.5 LPM with a droplet size in the range of 20-30 mm
2.5
LIQUID SUPPLY PRESSURE

y = 0.149x-0.9698 2

Liquid Flow Rate (LPM)

1.5

5 psi 10 psi 15 psi 20 psi 25 psi

90 80 LIQUID SUPPLY PRESSURE 5 psi 10 psi 15 psi 20 psi 25 psi

0.5
70 60
D32 (mm)

0 0 0.1 0.2 0.3 0.4 ALR 0.5 0.6 0.7 0.8

50 40 30 20 10 0 0 0.1 0.2 0.3 0.4 ALR 0.5 0.6

Flow rate independent of pressure difference Reduced feedline coupling

0.7

0.8

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research
Effect of inlet disturbances Combustion in recirculating flows Spray Combustion Needs and Challenges Controlled atomization Emissions in spray combustion
PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Emissions in spray flames


100 90 80 70
Nox (ppm)

4500 4000 Exp NOX (Theory) 3500


NOx Theory (ppm)

3000 2500

60 50 2000 40 30 20 10 0 1500 1000 500 0 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3

160 Distance from Flame Holder 140

z=5mm z=20mm

z=10mm z=35mm

Sauter Mean Diameter (mm)

120

Measured values quite less


compared to the theoretical predictions Inherent fuel staging reduces the NOx Longer flame => less NOx
-1 0 1 2 3 4 5 Radial Distance from Center Line (cm)

100

80

60

40

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Conclusions
Disturbances can lead to combustion oscillations Recirculating flow helps in reducing disturbances Controlled Atomization can be achieved through air-assisting Spray combustion reduces NOx emissions through fuel staging
PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Acknowledgements
M. S. Rawat S. K. Gupta S. Pandey P. Berman J. Karnawat S. Karmakar N. P. Yadav S. Nigam R. Sailaja M. Madanmohan Dr. K. Ramamurthi LPSC (ISRO) CFEES (DRDO)

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

THANK YOU

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

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