PROGRAM STUDI TEKNIK PENERBANGAN & TEKNIK AERONAUTIKA

FAKULTAS TEKNOLOGI KEDIRGANTARAAN

UNIVERSITAS SURYADARMA
COMBUSTOR SECTION
Created by : Ir. Tri Susilo, MT
Created by : Ir. Tri Susilo, MT
Introduction
The combustion chamber has the difficult task of burning large quantities of
fuel, supplied through the fuel spray nozzles, with extensive volumes of air,
supplied by the compressor, and releasing the heat in such a manner that the
air is expanded and accelerated to give a smooth stream of uniformly heated
gas at all conditions required by the turbine.
This task must be accomplished with the minimum loss in pressure and with
the maximum heat release for the limited space available.
Efficient combustion has become increasingly important because of the rapid
rise in commercial aircraft traffic and the consequent increase in atmospheric
pollution, which is seen by the general public as exhaust smoke.
Created by : Ir. Tri Susilo, MT
To function properly, the combustor or burner must mixture the air and the
fuel for efficient combustion. Then it must lower the temperature of the hot
combustion products enough that they will not overheat the turbine
components.
Combustor Function
Created by : Ir. Tri Susilo, MT
The combustors, or burners, in a gas turbine engine have an outer casing, an
inner perforated liner, usually made of stamped sheet metal, a fuel injection
system, and an ignition system for starting.
Combustor Construction
Created by : Ir. Tri Susilo, MT
Combustor Construction
Created by : Ir. Tri Susilo, MT
Multiple Can Combustor Type
This older type of combustion chamber
(not commonly used today) consists of a
series of outer housings, each with its
own perforated inner liner. Each of the
multiple combustor cans is actually a
separate burner unit, with all of them
discharging into the open area at the
turbine nozzle inlet.
The individual combustors are
interconnected (interconnector) with
small flame propagation tubes so that
when combustion starts in the two cans
having igniter plugs, the flame will
travel through the tubes and ignite the
fuel-air mixture in the other cans.
Created by : Ir. Tri Susilo, MT
Annular Combustor Type
The annular combustor consist of an
outer housing and a perforated inner liner
called a basket, with both parts encircling
the engine. Multiple fuel spray nozzles
stick out into the basket, and both
primary and secondary air for combustion
and cooling flow through it in the same
way as in the other combustor designs.
Annular combustors are in common use
today in both small and large engines.
They are the most efficient type from the
standpoint of both thermal efficiency and
weight, and they are also shorter than the
other types.
Created by : Ir. Tri Susilo, MT
Can-Annular Combustor Type
The can-annular combustor (turbo-
annular combustor) is used for
commercial aircraft powered by Pratt and
Whitney engines. This type of combustor
consists of an outer case with multiple
inner liners located radialy around the
axis of the engine. Flame propagation
tubes connect the individual liners and
two igniter plugs are used for starting.
An advantage of this type of combustor is
its ease of on the wing maintenance
because the forward half of the outer
combustor casing may be unfastened to
slide rearward exposing the cans for
inspection.
Created by : Ir. Tri Susilo, MT
Combustor Flow Configuration
Most combustors are of the through-flow configuration which is
sometimes called a through-flow combustor. Gas entering from diffuser
are ignited and then pass directly through the combustor into the turbine
section.
Created by : Ir. Tri Susilo, MT
Reverse Flow Annular Combustor Type
The reverse-flow combustor serves the same function as the through-flow combustor,
but it differs by the air flowing around the chamber and entering from the rear, causing
the combustion gas flow to be in the opposite direction as the normal airflow through
the engine.
This allows for a shorter and lighter engine, and it also uses the hot gases to preheat
the compressor discharge air. These factors help make up for the loss of efficiency
cause by the gases having to reverse their direction as they pass through the
combustor.
Created by : Ir. Tri Susilo, MT
Combustor Flow Configuration
Another configuration is the reverser-flow annular type where gases
leaving the diffuser flow to the rear of the combustor where fuel is sprayed
in and ignited. Then the burning gases follow a reverse-S path into the
turbine section.
Created by : Ir. Tri Susilo, MT
Combustion Process
Air from the engine compressor enters the combustion chamber at a
velocity up to 500 to 800 ft/s, but because at this velocity the air speed is
far too high for combustion, the first thing that the chamber must do is to
diffuse it, i.e., decelerate it and raise its static pressure.
Heat energy is added to the flowing gases in the burners, and this energy
expands the gases (thermal energy) and accelerates (kinetic energy) them
as they leave the engine.
When heat energy from the fuel is added, the gases expand, but since the
area through which the gas must flow remains the same, the flowing
gases speed up.
Created by : Ir. Tri Susilo, MT
Combustion Process
In normal operation, the overall air/fuel ratio of a combustion chamber can
vary between 45:1 and 130:1. However, kerosene will only burn efficiently
at, or close to, a ratio of 15:1, so the fuel must be burned with only part of
the air entering the chamber, in what is called a primary combustion zone.
The airflow through the combustor is divided into primary and secondary
air paths. Approximately 25 to 35 % of the air is routed to the area around
the fuel nozzle for combustion, this is the primary air. The secondary air, or
the remaining 65 to 75 %, forms a cooling air blanket on either side of the
liner and centers the flames so they do not contact the metal.
The secondary air also dilutes and cools the hot primary air to a
temperature that will not shorten the service life of the turbine
components.
Created by : Ir. Tri Susilo, MT
Combustion Process
The secondary air in the combustors may flow at a velocity of up to several
hundred feet-per-second, but the primary airflow is slowed down by swirl
vanes, which gives the air a radial motion and retards its axial velocity to
about five or six feet-per-second before it is mixed with the fuel and burned.
The vortex created in the flame area provides the required turbulence to
properly mix the fuel and the air. This reduction in the airflow velocity is
important because of the slow flame propagation rate of kerosene-type
fuels.
If the primary airflow velocity was too high, it would literally blow the flame
out of the engine. As it is, the combustion process is complete in the first
third of the combustor length, and the burned and unburned gases then
mix to provide an even distribution of heat at the turbine nozzle.
Created by : Ir. Tri Susilo, MT
Combustion Process
Created by : Ir. Tri Susilo, MT
Combustion Process
Created by : Ir. Tri Susilo, MT
Combustion Process
Created by : Ir. Tri Susilo, MT
Combustion Process
Created by : Ir. Tri Susilo, MT
Combustion Stability
Combustion stability means smooth burning and the ability of the flame to
remain alight over a wide operating range.
Created by : Ir. Tri Susilo, MT
Combustion Stability
There are two types of flameouts ; a lean flameout usually occurs at
low engine speed and low fuel pressure, at high altitude where the
flame from a weak mixture can be blown out by the normal airflow.
A rich flameout occurs during rapid engine acceleration where an
overly-rich mixture cause the combustion pressure to increase so much
that the compressor airflow stagnates and slow down, or even stops.
Turbulent weather, high altitude, slow acceleration during
maneuvers, and high speed maneuvers, turbulent inlet conditions are
some of the typical conditions which induce combustor instability which
could lead to flameout.
Created by : Ir. Tri Susilo, MT
Combustion Stability
Combustor instability sometimes causes small gas pressure
fluctuations. These low pressure cycles cause high fuel flow pulsations,
which increase the combustor instability until the pilot makes the
necessary adjustments to the flight conditions or to the engine controls.
The combustor of gas turbine engine operates on a constant pressure
cycle, therefore any loss of pressure during the process of combustion
must be kept to a minimum. In providing adequate turbulence and
mixing, a total pressure loss varying from about 3 to 8 percent of the air
pressure at entry to the chamber is incurred.
The combustor efficiency is high, but only about one third of the mass
airflow is used for combustion, with the remainder of it used for cooling,
to keep the temperatures within acceptable limits for the combustor and
the turbine.
Created by : Ir. Tri Susilo, MT
Combustion Efficiency
Combustor efficiency ranges between 95 and 99 percent, which means
that 95 and 99 percent of the heat energy in the fuel is release.
Created by : Ir. Tri Susilo, MT
Combustion Emission
The unwanted pollutants which are found in the exhaust gases are
created within the combustion chamber. There are four main pollutants
which are legislatively controlled.
Unburnt hydrocarbons (unburnt fuel), smoke (carbon particles), carbon
monoxide and oxides of nitrogen. The principal conditions which affect
the formation of pollutants are pressure, temperature and time.
In the fuel rich regions of the primary zone, the hydrocarbons are
converted into carbon monoxide and smoke. Fresh dilution air can be
used to oxidize the carbon monoxide and smoke into non-toxic carbon
dioxide within the dilution zone. Unburnt hydrocarbons can also be
reduced in this zone by continuing the combustion process to ensure
complete combustion.
Created by : Ir. Tri Susilo, MT
Combustion Emission
Oxides of nitrogen are formed under the same conditions as those
required for the suppression of the other pollutants. Therefore it is
desirable to cool the flame as quickly as possible and to reduce the time
available for combustion.
This conflict of conditions requires a compromise to be made, but
continuing improvements in combustor design and performance has led
to a substantially cleaner combustion process.
Created by : Ir. Tri Susilo, MT
Combustor Material
The containing walls and internal parts of the combustion chamber
must be capable of resisting the very high gas temperature in the primary
zone. The temperature of the gas released by combustion is about 1.800
to 2.000
o
C.
In practice, this is achieved by using the best heat-resisting materials
available, the use of high heat resistant coatings 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 the combustion, creep failure due to temperature gradients
and fatigue due to vibration stresses.
Created by : Ir. Tri Susilo, MT
Combustion Emission
With our innovative single-annular TAPS combustor, the GEnx is designed to be the
cleanest-burning engine in its class. This combustor will far and away comply with
all existing and expected regulations for NOx emissions -- positioning GEnx
operators for clean compliance for many years to come.
Cleaner combustion requires technology that delivers high efficiency and lower,
more uniform flame temperatures. This is achieved with our innovative pre-mixing
concept. By directing nearly all of the airflow through unique swirlers and around
nested fuel nozzles, we create ideal pre-mixed fuel/air environment. And because
NOx production is strongly driven by combustion temperature, these emissions will
be drastically reduced.
Additionally, because all of the combustion air enters through the dome and mixers,
no dilution holes are required on the new liner. This in turn reduces distress, leading
to longer liner life and reduced maintenance costs.
The lower and more uniform temperatures produced by this combustor have
another benefit, as well. They significantly improve the lives of all downstream
components.
This clean, easy-to-maintain combustor is one of the many innovations that will give
GEnx customers advantages unavailable to anyone else. Just image how we've
improved the other parts of this amazing new engine..
Created by : Ir. Tri Susilo, MT
Combustion Emission
Created by : Ir. Tri Susilo, MT
Combustor Design Requirements
a) Complete combustion.
b) Low total pressure loss.
c) Stability of combustion process.
d) Proper temperature distribution at exit with no hot spots.
e) Short length and small cross section
f) Freedom from flameout.
g) Relight ability
h) Operation over a wide range of mass flow rate, pressure and
temperatures.
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