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6 model JPPR : 95 pp:0211col:fig::NIL PAGN: SCAN:

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10 ORIGINAL ARTICLE
11
12
13 Design and analysis of annular combustion
14
15 chamber of a low bypass turbofan engine in a jet
16
17 Q2 trainer aircraft
18
19
20 Q1 C. Priyant Marka,n, A. Selwynb
21
22
23 a
Department of Aerospace Engineering, Karunya University, Coimbatore, T.N., India
b
24 A.E.R.D.C., Hindustan Aeronautics Ltd., Bangalore, KA, India
25
26 Received 19 May 2014; accepted 4 March 2016
27
28
29
30 KEYWORDS Abstract The design of an annular combustion chamber in a gas turbine engine is the
31 backbone of this paper. It is specically designed for a low bypass turbofan engine in a jet
Aerodynamic design;
32 Annular combustion trainer aircraft. The combustion chamber is positioned in between the compressor and turbine.
33 chamber; It has to be designed based on the constant pressure, enthalpy addition process. The present
34 CFD (computational methodology deals with the computation of the initial design parameters from benchmarking of
35 uid dynamics) analy- real-time industry standards and arriving at optimized values. It is then studied for feasibility
36 sis; and nalized. Then the various dimensions of the combustor are calculated based on different
37 Gas turbine engine; empirical formulas. The air mass ow is then distributed across the zones of the combustor.
38 Optimization; The cooling requirement is met using the cooling holes. Finally the variations of parameters at
Real-time model different points are calculated. The whole combustion chamber is modeled using Siemens NX
39
40 8.0, a modeling software and presented. The model is then analyzed using various parameters
41 at various stages and levels to determine the optimized design. The aerodynamic ow
42 characteristics is simulated numerically by means of ANSYS 14.5 software suite. The air-fuel
43 mixture, combustion-turbulence, thermal and cooling analysis is carried out. The analysis is
44 performed at various scenarios and compared. The results are then presented in image outputs
45 and graphs.
46 & 2016 National Laboratory for Aeronautics and Astronautics. Production and hosting by Elsevier B.V.
47 This is an open access article under the CC BY-NC-ND license
48 (http://creativecommons.org/licenses/by-nc-nd/4.0/).
49
50
51 n
Corresponding author. 57
52
E-mail address: priyant.mark.c@gmail.com (C. Priyant Mark). 58
53
Peer review under responsibility of National Laboratory for Aeronautics and Astronautics, China. 59
54
60
55 http://dx.doi.org/10.1016/j.jppr.2016.04.001 61
56 2212-540X & 2016 National Laboratory for Aeronautics and Astronautics. Production and hosting by Elsevier B.V. This is an open access article under the
62
CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 2 C. Priyant Mark, A. Selwyn

1 1. Introduction for ease of use. Silva [4] has discussed a consolidated design 57
2 methodology for an automotive turbocharger utilizing a 58
3 Gas turbine engine evolved as a critical part and the most micro gas turbine combustor. It gives a brief report along 59
4 efcient propulsion unit for aircrafts. It is now used in with heat-transfer analysis. Generally, the computational 60
5 almost all of the passenger aircrafts worldwide with uid dynamics (CFD) analysis of a combustor is carried 61
6 different variations. Military aircraft made the debut in out based on different combustion models [5]. Few models 62
7 using the turbojet engine. As the technology progressed, such as Westbroor-Dryer one step model and Westbroor- 63
8 high performance military aircraft began using low bypass Dryer two step model hold good for laminar combustion 64
9 turbofan engines due to its advanced capabilities, efciency simulation. Likewise K-epsilon model, K-omega model and 65
10 and reliability, even at supersonic speeds. K-omega shear stress transport (SST) model hold good for 66
11 Low bypass turbofans have a bypass ratio of around 1:1 turbulent combustion simulation. The present paper discusses 67
12 or less [1]. A high specic thrust/low bypass ratio turbofan mainly about designing a gas turbine combustor at a scale of 68
13 normally has a multi-stage fan, developing a relatively high a jet trainer aircraft engine using the most straightforward 69
14 pressure ratio and, thus, yielding a high (mixed or cold) and transparent approach. It also focuses on reducing the 70
15 exhaust velocity. The core airow needs to be large enough development time and gives ample support for rening the 71
16 to give sufcient core power to drive the fan. A smaller core design at every phase. The paper also presents a computer 72
17 ow/higher bypass ratio cycle (for the fan operation) can be aided design (CAD) model designed using the same princi- 73
18 achieved by raising the high pressure (HP) turbine rotor ples to show the practicality in using the design. For an 74
19 inlet temperature. The temperature rise of the airow from accurate CFD analysis result of a gas turbine combustion 75
20 the intake to the nozzle of the engine is also less, which chamber, it needs to simulate combustion and turbulence 76
21 results in a reduced fuel ow leading to a better specic fuel simultaneously. This paper gives a detailed CFD analysis 77
22 consumption (SFC) for the same pressure ratio. Thus, a low report of the designed combustor based on the combustion- 78
23 bypass turbo fan would add to the efciency of the engine. turbulence interaction model. 79
24 Jet ghters as well as trainers are high performance 80
25 aircraft that use the most powerful engines for producing 81
26 thrust. The process of upgrading military hardware has 2. Aerodynamic design 82
27 initiated the race to develop even more powerful engines. 83
28 By increasing power, the engines require more fuel input, 2.1. Preliminary design procedure 84
29 thereby resulting in fuel guzzling engines. This directly 85
30 points to an inefcient engine in terms of fuel consumption. The procedure purposed by Melconian and Modak 86
31 Fuel consumption efciency is required even in military (1985) [6] to design a combustor is described in Figure 1. 87
32 aircraft as it can aid in increasing the range. For improving The equations utilized in the design procedure is presented, 88
33 efciency, the very fundamentals lie in the combustion which is sufcient for the reader to understand the design 89
34 chamber. An efcient combustion chamber is the answer methodology idea. 90
35 for better performance. 91
36 The most commonly used type of combustor is the fully 92
37 annular combustor, the others being tubular and tuboannu- 2.2. Initial design parameters 93
38 lar combustor. Annular combustors [2] do away with the 94
39 separate combustion zones and simply have a continuous The initial design parameters are mostly the compressor 95
40 liner and casing in a ring (the annulus). There are many exit and turbine inlet constraints, which is usually absorbed 96
41 advantages to annular combustors, including more uniform for any combustion chamber design. Others include custo- 97
42 combustion, shorter size (therefore lighter), and less surface mer specications, constants, experimental values and 98
43 area. Additionally, annular combustors tend to have very limits. Table 1 shows the initial parameters used for the 99
44 uniform exit temperatures. They also have the lowest design, which were obtained from real-time data. 100
45 pressure drop of the three designs (on the order of 5%). 101
46 The annular design is also simpler, although testing gen- 102
47 erally requires a full size test rig. Most modern engines use 103
48 annular combustors; likewise, most combustor research and 3. Dimensions 104
49 development focuses on improving this type. This paper 105
deals with designing an efcient annular combustion 3.1. Casing area
50 106
51 chamber for use in jet trainer aircrafts. 107
Conrado [3] has discussed a design methodology which Eq. (1) calculates the reference area [7].
52 108
follows a similar approach for designing a micro gas turbine "
2
 #0:5
53 R m_ 3 T 0:5 P3  4 P3  4  1 109
54 combustor. It also showcases an example and further Aref 3
1 110
automating the same approach using a computer program 2 P3 qref P3
55 111
56 112

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet trainer aircraft 3

1 57
2 Q3 Nomenclature R3 inlet radius (unit: m) 58
3 Ro snout outer radius (unit: m) 59
4 Dout outer diameter (unit: m) T3 inlet temperature (unit: K) 60
5 m_ 3 inlet air mass ow rate (unit: kg/s) T4 exit temperature (unit: K)
61
6 m_ DZ dilution zone air mass ow rate (unit: kg/s) T in zone inlet temperature (unit: K)
62
m_ Dcool dome cooling air mass ow rate (unit: kg/s) T max max exit temperature (unit: K)
7 63
m_ PZ primary zone air mass ow rate (unit: kg/s) T out zone exit temperature (unit: K)
8 m_ RZ recirculation zone air mass ow rate (unit: kg/s) kb backward rate constant 64
9 m_ SW swirler air mass ow rate (unit: kg/s) kf forward rate constant 65
10 m_ SZ secondary zone air mass ow rate (unit: kg/s) nB number of swirler blades 66
11 m_ an annulus air mass ow rate (unit: kg/s) qref reference dynamic pressure (unit: kg/(m  s2)) 67
12 m_ cool cooling air mass ow rate (unit: kg/s) T temperature rise (unit: K) 68
13 m_ f fuel mass ow rate (unit: kg/s) CAD computer aided design 69
14 P3  4
combustor pressure loss CFD computational uid dynamics 70
P3
15 P3  4
CPF circumferential pattern factor 71
qref combustor pressure drop factor FAR fuel air ratio
16 PL
72
liner pressure drop factor HP high pressure
17 qref
R reactant
73
18 PSW 74
qref swirler pressure drop factor RPF radial pattern factor
19 Pdif SFC specic fuel consumption 75
20 P3 diffuser pressure loss 76
A empirical constant, A 4.0
21 A3 inlet (compressor exit) area (unit: m2) 77
B empirical constant, B 0.5
AL liner area (unit: m2)
22 C molar concentration (unit: (kg  mol)/m3) 78
AS snout area (unit: m2)
23 N number of reactions 79
ASW swirler ow area (unit: m2)
24 P product 80
Aan annulus area (unit: m2)
25 PF pattern factor 81
Ao snout outer area (unit: m2)
26 R universal gas constant (unit: (N  m)/(kg  K)) 82
Aref reference area (unit: m2)
R net rate of production
27 Cds snout discharge coefcient 83
Y mass fraction
28 D3 inlet diameter (unit: m) 84
i; j species
29 Dhub injector hub diameter (unit: m) 85
r reaction
30 DL liner diameter (unit: m) 86
31 DSW swirler diameter (unit: m) 87
Dint inner diameter (unit: m) Greek letters
32 88
Do snout outer diameter (unit: m)
33 SW turning angle of the airow (unit: 1) 89
Dref reference diameter (unit: m)
34 K SW swirler concordance factor
0
rate exponent for reactant 90
00
35 LDZ dilution zone length (unit: m) rate exponent for product 91
36 LL liner length (unit: m) cc combustor efciency (unit: %) 92
37 LPZ primary zone length (unit: m) RZ recirculation zone angle (unit: 1) 93

38 LRZ recirculation zone length (unit: m) 0 large-eddy mixing time scale 94
39 LSZ secondary zone length (unit: m) stoichiometric coefcient for reactant 95
00
40 Ldif diffuser length (unit: m) stoichiometric coefcient for product 96
41 Ldome dome length (unit: m) net effect of third bodies on the reaction rate 97
Mw molecular weight (unit: kg/mol) density (unit: kg/m3)
42 98
P3 inlet pressure (unit: Pa) diffuser angle (unit: 1)
43 99
R^ arrhenius molar rate of creation/destruction
44 100
45 101
46 102
47 103
48 Aref 0:08217 m2 AL 0:05423 m2 104
49 105
50 106
51 3.2. Liner area 3.3. Annulus area 107
52 108
53 The combustor sectional area (AL) can be calculated by The annulus area Aan, is the difference between Aref and 109
54 Eq. (2) [6]. AL and can be calculated from Eq. (3). 110
55 AL 0:66Aref 2 Aan Aref  AL 3 111
56 112

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 4 C. Priyant Mark, A. Selwyn

1 3.5. Pattern factor 57

2 58
3 The pattern factor or temperature traverse quality gives 59
4 the temperature distribution of the efux gasses across the 60
5 radial and circumferential direction at the exit of the 61
6 combustor. It is an important factor for the turbine inlet 62
7 blades. It also inuences the liner length. It is dened in 63
8 Eq. (4). 64
9 T max  T 4 65
10 Pattern factor 4 66
T4 T3
11 67
12 PF 0:25 68
13 69
14 70
15 3.6. Liner length 71
Figure 1 Preliminary design procedure.
16 72
17 The liner length [7] provides the total length of the zones. 73
18 It can be calculated from Eq. (5). 74
19  DL 75
Table 1 Initial design parameters. LL PL
5
20 0:05 q ln 1  PF 76
ref
21 Parameter Value Units 77
22
m_ 3 28.7103 kg/s
LL 0:15719 m 78
23 T3 743.352 K 79
24 P3 2083450 Pa 80
25 m_ f 0.25818 kg/s 3.7. Primary zone length 81
26 82
27 The length of the primary zone can be calculated from 83
28 Eq. (6) [6]. 84
29 3 85
LPZ DL 6
30 4 86
31 87
32 LPZ 0:03020 m 88
33 89
34 3.8. Secondary zone length 90
35 91
36 The length of the secondary zone can be calculated from 92
37 Eq. (7) [6]. 93
38 94
1
39 LSZ DL 7 95
40 2 96
41 Figure 2 Reference length Dref for annular conguration. LSZ 0:02013 m 97
42 98
43 99
44 3.9. Dilution zone length 100
Aan 0:02794 m2
45 101
46 The length of the dilution zone can be calculated from 102
47 3.4. Casing and liner diameter Eq. (8) [6]. 103
 
48 LDZ DL 3:83 11:83PF 13:4PF 2 8 104
49 Figure 2 presents the reference length Dref for annular 105
50 combustor conguration. The value of Dref is calculated LDZ 0:06933 m 106
51 from Aref and DL is calculated from AL and it must be 107
52 chosen such that it accommodates the aerodynamic con- 108
53 siderations in every operating condition. 4. Air ow distribution 109
54 Dref 0:061 m 110
55 For conventional design [2], about half of primary zone 111
56 DL 0:04026 m air mass ow rate would be admitted through the swirler 112

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet trainer aircraft 5

1 Table 2 Air mass ow rate distribution. 57

2 58
3 Air mass ow rates Symbol Percentage/% 59
4 60
Inlet m_ 3 100
5 Recirculation zone/snout m_ RZ 20 61
6 Swirler m_ SW 12 62
7 Dome cooling m_ Dcool 8 63
8 Annulus m_ an 80 64
Primary zone m_ PZ 20
9 65
Secondary zone m_ SZ 10
10 Dilution zone m_ DZ 10 66
11 Cooling air m_ cool 40 67
12 Figure 4 Front end geometry of combustor. 68
13 69
14 70
15 71
16 5. Diffuser dimensions 72
17 73
18 The diffuser, swirler and the recirculation zone geometry 74
19 is presented in Figure 4. 75
20 76
21 5.1. Snout outer area 77
22 78
23 Figure 3 Airow apportioning. The snout outer area Ao is calculated assuming the air 79
24 velocity in this sectional area is equal to Aan air velocity, 80
25 then use Eq. (9) [3]. 81
26 Table 3 Fuel/air ratio and equivalence ratio for the zones. m _3 82
27 Ao Aan 9 83
m_ an
28 Parameter Recirculation Primary Secondary Dilution 84
29 zone zone zone zone 85
Ao 0:03492 m2
30 Fuel/air ratio 0.0450 0.0150 0.0118 0.0090 86
31 Equivalence 0.6701 0.2234 0.1763 0.1340 87
32 ratio 5.2. Snout outer diameter 88
33 89
34 The snout outer diameter is obtained from Ao with the 90
35 and as dome cooling. The mass ow rate m_ RZ corresponds calculations similar to liner diameter. 91
36 to the sum of the air admitted in primary zone through the Do 0:02593 m 92
37 swirler and the air admitted through dome cooling slots. 93
38 The swirler mass ow rate (m_ SW ), for ame ignition and 94
39 stability, should have an equivalence ratio above 1. The rest 5.3. Diffuser angle 95
40 of the airow goes through the annulus (m _ AN ). Then it is 96
41 distributed to the primary, secondary and dilution zones as The diffuser angle can be obtained from Eq. (10) [7]. 97
42 per the requirement. For cooling, based on the formula [5]: 2 31=1:22 98
Cooling air% 0:1T 3  30, 40% of the total mass ow rate Pdif 2 2
43 6 A3 P3 7 99
tan  1 4
P3
44 is taken and distributed along the zones based on the  2 5 10 100
45 temperature. Table 2 and Figure 3 show the air mass ow 502:4 1  Ao m
A3
_ 3 T3
2
101
46 rate distribution in the combustor. 102
47 The primary/recirculation zone equivalence ratio should 60:141 103
48 never be richer than 1.5 in order to minimize smoke, carbon 104
49 monoxide (CO) and unburned hydrocarbons (UHC) in the 105
exhaust gases. To prevent nitrous oxides (NOx) and other 5.4. Diffuser length
50 106
51 pollutants due to thermal dissociation, the equivalence ratio 107
is capped at a maximum value of 0.6. The equivalence ratio The diffuser length can be obtained with the help of
52 108
of secondary zone shall not be higher than 0.8. The fuel/air Eq. (11) [3], where Ro and R3 are Do/2 and D3/2,
53 109
ratio and the equivalence ratio [8] for the respective zones respectively.
54 110
55 was calculated and was found to be within the above limits. Ro  R3 111
Ldif 11
56 It is presented in Table 3. tan 112

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 6 C. Priyant Mark, A. Selwyn

1 Table 4 The holes for the zones. 57

2 Ldif 0:00170 m 58
3 Zones Main holes Cooling holes 59
4 60
No. of Hole No. of Hole
5 holes diameter/m holes diameter/m 61
6
6. Swirler dimensions 62
7 Primary zone 40 0.01516 600 0.00395 63
6.1. Snout area Secondary 20 0.01502 480 0.00240
8 64
zone
9 Dilution zone 20 0.01502 600 0.00329 65
The snout area can be calculated from Eq. (12) [6].
10 66
11 m_ RZ 1 67
AS Ao 12
12 m_ 3 Cds 68
13 69
14 AS 0:01075 m2 70
15 LRZ 2DSW 15 71
16 LRZ 0:04579 m 72
17 6.2. Snout diameter 73
18 74
19 The snout diameter is calculated from AS with the 7.2. Recirculation zone angle 75
20 calculations similar to liner diameter. 76
21 The recirculation zone angle can be obtained from Eq. 77
22 Do 0:00798 m (16) [3]. 78
23 79
24 " 80
p#
25  DL DL  2DSW  DL  4LRZ DL 2  4DL DSW 4DSW 2  8DL LRZ 16LRZ 2 81
26 RZ cos  1 16 82
2DL 2  4DL DSW 4DSW 2  8DL LRZ 16LRZ 2
27 83
28 84
29 85
30 86
31 6.3. Swirler ow area 87
32 RZ 14:41 88
33 The swirler ow area can be calculated from Eq. (13) [3]. 89
34 v 90
u Aref 2
u 7.3. Dome length
35 ASW u PSW  
13 91
36 t qref m_ 2 Aref 2 92
K SW m_ SW
3
AL cos SW 2
37 The dome length can be calculated from Eq. (17) [3]. 93
38 DL  DSW 94
39 ASW 0:00464 m2 Ldome 17 95
2 tan RZ
40 96
41 Ldome 0:03448 m 97
42 6.4. Swirler diameter 98
43 99
44 The diameter of swirler is calculated using Eq. (14). 8. Holes 100
s


45
ASW   4 101
46 DSW Dhub 2 14 Firstly, it is necessary to verify if there is enough air to 102
47 nB 4 enter through every combustion chamber zone holes. Then, 103
48 it is determined how much air enters through the primary 104
49 DSW 0:02290 m zone, the secondary zone and the dilution zone from the 105
50 difference between the total amount of air to enter each 106
51 zone and the amount of air that enters through other means 107
52 7. Recirculation zone dimensions (for example, through the swirler or slots). After the 108
53 determination of the mass ow rate in each zone and the 109
54 7.1. Recirculation zone length main hole type plain and cooling hole type stacked 110
55 ring, then it is possible obtain the hole area for each zone. 111
56 The length of the recirculation zone approximates two This is an iterative process that follows a structured 112
swirler diameters and can be obtained from Eq. (15) [3]. sequence [3,9]. Table 4 shows the calculated holes.

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet trainer aircraft 7

1 57
2 58
3 59
4 60
5 61
6 62
7 63
8 64
9 65
10 66
11 67
12 Figure 7 The whole combustor.
68
13 69
14 Figure 5 Adiabatic temperature rise curves for kerosene (JP-5) fuel. 70
15 71
16 72
17 73
18 74
19 75
20 76
21 77
22 78
23 79
24 80
25 81
26 Figure 8 The combustor with the casing removed. 82
27 83
28 Figure 6 The gas temperature prole. 84
29 85
30 9. Gas temperature prole 86
31 87
32 9.1. The adiabatic ame temperature 88
33 89
34 The gas temperature prole is predicted theoretically 90
35 using numerical calculations to obtain design point values. 91
36 The prole is more associated with the core temperature of 92
37 the gas mixture due to the ame concentration at the core 93
38 where the combustion is at the maximum. It is connected 94
39 with the adiabatic ame temperature as this temperature 95
40 determines the core temperature of the gas mixture inside Figure 9 The analyzable model. 96
41 the liner. This is the temperature that the ame would attain 97
42 if the net energy liberated by the chemical reaction that 98
43 converts the fresh mixture into combustion products were 99
Table 5 CFD modeling data.
44 fully utilized in heating those products. In practice, heat is 100
45 lost from the ame by radiation and convection, so the Parameter Value 101
46 adiabatic ame temperature is rarely achieved. It means 102
Discretization Finite volume method
47 that, the theoretical calculations give only an approximate Domain Combustion-eddy dissipation 103
48 value of the gas temperature. Nevertheless, it plays an Meshing method Octree/advancing front 104
49 important role in the determination of combustion efciency Total elements 2906742 105
50 and in heat-transfer calculations. Total nodes 592157 106
51 107
52 9.2. Calculation 108
53 109
54 For the average gas temperature calculations [3] inside The combustor is divided into four zones: recirculation 110
55 the liner at different zones, only the core air mass ow rate zone, primary zone, secondary zone and dilution zone. For 111
56 is considered. The core air mass ow excludes cooling air each zone, the local temperature is assumed to vary linearly 112
and other combusted byproducts. between the zone inlet temperature (Tin) and zone outlet

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 8 C. Priyant Mark, A. Selwyn

1 57
2 58
3 59
4 60
5 61
6 62
7 63
8 64
9 65
10 66
11 67
12 68
13 69
14 70
15 71
16 Figure 10 The velocity vector in the model. 72
17 73
18 74
19 75
20 76
21 77
22 78
23 79
24 80
25 81
26 82
27 83
28 84
29 85
30 86
31 87
32 88
33 Figure 11 The velocity streamline in the model. 89
34 90
35 91
36 92
37 93
38 94
39 95
40 96
41 97
42 98
43 99
44 100
45 101
46 102
47 103
48 104
49 105
50 Figure 12 The total pressure contour in the model. 106
51 107
52 108
53 temperature (Tout). For every zone, the outlet temperature is For recirculation zone, Tin is assumed to be equal to T3 109
54 calculated by Eq. (18). and the inlet temperature for every other zone is the outlet 110
55 temperature of the preceding zone. T is the temperature 111
56 T out T 3 cc T 18 rise from T3 to adiabatic ame temperature which is 112

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet trainer aircraft 9

1 57
2 58
3 59
4 60
5 61
6 62
7 63
8 64
9 65
10 66
11 67
12 68
13 69
14 70
15 71
16 Figure 13 The total temperature contour in the model. 72
17 73
18 74
19 75
20 76
21 77
22 78
23 79
24 80
25 81
26 82
27 83
28 84
29 85
30 86
31 87
32 88
33 89
34 Figure 14 The temperature contour at the outlet. 90
35 91
36 calculated from the chart [7] on Figure 5 for the fuel JP-5 11. Aerodynamic analysis 92
37 using the corresponding FAR values of each zone. 93
38 The computational aerodynamic analysis is carried out to 94
39 9.3. Theoretical results validate the theoretical results and to obtain a detailed 95
40 preview of the outcome of the design in real-time working 96
41 The calculated zone outlet temperatures [4] for each zone conditions. It was done using the commercially available 97
42 is presented as graph in Figure 6. CFD code ANSYS 14.5 CFX to get a quick report of the 98
43 computed data. The analysis was performed using the 99
44 design parameters from Table 1 as inlet and turbine inlet 100
45 10. Modeling data as outlet conditions. The initial setup data is given in 101
46 Table 5. The eddy dissipation combustion model which 102
47 10.1. CAD model uses Eq. (19) and (20) [10], in combination with the nite 103
48 rate chemistry model which uses Eq. (21) [10] was used in 104
49 The design was modeled using Siemens NX 8.0. The the analysis, which allows accurate simulation of the heat 105
50 views are presented in Figures 7 and 8. release and the distribution of the main chemical species. 106
51 This is a combustion-turbulence interaction model, which 107
52 10.2. Analyzable model signicantly improves accuracy of analysis results. 108
53 Figures 1014 give the results. 109
54 To analyze the created model and obtain quicker results, ! 110
55 due to computing limitations, the model was simplied into 0 min YR 111
56 a 201 cut section for a single burner. The view is presented Ri;r i;r M w;i A 0 19 112
R R;r M w;R
in Figure 9.

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 10 C. Priyant Mark, A. Selwyn

1 The comparison [11] of radial and circumferential pattern 57

2 factor is given in Figure 16. 58
3 The comparison of target and achieved pressure loss 59
4 across the combustor is given in Figure 17. 60
5 61
6 62
7 12. Results and discussion 63
8 64
9 The complete annular combustor design using just the 65
10 initial design parameters has been clearly discussed in this 66
11 paper. This is a more rened design methodology which 67
12 can be used for the preliminary design. The transparent and 68
13 detailed approach is focused on reducing design time and 69
14 Figure 15 The gas temperature comparison. complexity. This gives an overall advantage in total design 70
15 time and prototype building. Using the methodology, a 71
16 practical design is presented. It follows the optimum values 72
17 for a preliminary setup. The obtained values are used for 73
18 modeling and further simplied for analysis. The analysis 74
19 was also carried out with higher accuracy using the 75
20 combustion-turbulence interaction model and the results 76
21 show that the optimum (higher) gas exit temperature was 77
22 obtained for the present design. This gives a very promising 78
23 outcome with respect to the exit temperature. The pattern 79
24 factor was obtained as desired. The SFC was also reduced 80
25 by regulating the temperature rise across the combustor. 81
26 The required efciency and pressure loss was achieved by a 82
27 thin margin. The designed combustor was found to be 83
28 shorter than the other combustors of its class, which gives it 84
29 an edge over others in the space constraint category. Based 85
30 Figure 16 The radial and circumferential pattern factor. on theoretical calculations and obtained results, the design 86
31 point combustor exit temperature (enthalpy addition) was 87
32 achieved within 96% efciency. Thus, the design is capable 88
33 of reaching higher exit temperatures. 89
34 90
35 91
36 13. Conclusions 92
37 93
The design was successfully calculated and modeled. The
38 94
required simpler model for analysis was also created. Then
39 95
the model was aerodynamically analyzed at design point
40 96
and the geometry was optimized based on the results. This
41 97
42 has delivered one of the most efcient combustion chamber 98
43 design that can be used in the Jet Trainer Aircraft. 99
44 Figure 17 The pressure loss. 100
45 Acknowledgments 101
46 102
0 P Y P
47 Ri;r i;r M w;i AB 20 The authors are grateful to HAL, Bangalore for the 103
48 Nj j;r M w;j contribution of resources to complete the design and 104
49 analysis successfully. 105
50 ! 106
  N  0j;r N  00
R^ i;r i;r  i;r
00 0
51 k f ;r Cj;r  kb;r C j;r j;r References 107
52 j1 j1 108
53 21 [1] H. Cohen, G.F.C. Rogers, H.I.H. Saravanamuttoo, Gas 109
54 Turbine Theory, Fourth ed., Longman Group Limited, Essex, 110
55 The comparison between the theoretically predicted gas England, 1996. 111
56 temperature and the computed gas temperature is given in [2] Rolls Royce, The Jet Engine, Fifth ed., Rolls-Royce plc, 112
Figure 15. Derby, England, 1996.

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001
 Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet trainer aircraft 11

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Institute, 1976.
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14 ed., CRC Press, Florida, USA, 2010. 29
15

Please cite this article as: C.Priyant Mark, A. Selwyn, Design and analysis of annular combustion chamber of a low bypass turbofan engine in a jet
trainer aircraft, Propulsion and Power Research (2016), http://dx.doi.org/10.1016/j.jppr.2016.04.001