Icfd10 Eg 30i3

Proceedings of ICFD 10: Tenth International Congress of Fluid Dynamics December 16-19, 2010, Stella Di Mare Sea Club
Hotel, Ain Soukhna, Red Sea, Egypt ICFD10-EG-30I3
NUMERICAL SIMULATION APPROACH AS DESIGN OPTIMIZATION FOR MICRO COMBUSTION CHAMBERS Dr. S. A. Channwala* & Dr. Digvijay Kulshreshtha#
*
In-charge Director & Professor, Mechanical Engineering Department, S.V. National Institute of Technology, Surat 395007, India
#
Assistant Professor, Mechanical Engineering Department,
C. K. Pithawalla College of Engineering and Technology, Surat 395007, India
We take this opportunity to thank the Organizers of 10th ASME International Congress on Fluid Dynamics to present a keynote paper to this audience of International Experts in the field of Fluid Dynamics and Combustion.
INTRODUCTION The design of gas turbine combustion chamber is based on combined theoretical and empirical approach and the design of combustion chamber is a less than the exact science. A technical discussion on combustion technology status and needs will show that the classic impediments that have hampered progress towards near stoichiometric combustion still exist. The process of combustor design has taken a new meaning over the past several years as three dimensional codes and other advanced design and validation tools have finally changed the approach from a cut and burn technique to a much more analytical process. Mixing processes are of paramount importance in the combustion and dilution zones. In the primary zone, good mixing is essential for high burning rates and to minimize soot and nitric oxide formation, whereas the attainment of a satisfactory temperature distribution (pattern factor) in the exhaust gases is very dependent on the degree of mixing between air and combustion products in the dilution zone. A primary objective of combustor design is to achieve satisfactory mixing within the liner and a stable flow pattern throughout the entire combustor, with no
KeynoteSpeakers:Dr.S.A.Channiwala&Dr.DigvijayB.Kulshreshtha Page1 Copyright2010byICFD10
Proceedings of ICFD 10: Tenth International Congress of Fluid Dynamics December 16-19, 2010, Stella Di Mare Sea Club Hotel, Ain Soukhna, Red Sea, Egypt ICFD10-EG-30I3
parasitic losses and with minimal length and pressure loss. Successful aerodynamic design demands knowledge of flow recirculation, jet penetration and mixing, and discharge coefficients for all types of air admission holes, including cooling slots. Good amount of literature is available on modeling of the process of combustion for kerosene and hydrocarbon fuels (Wooley et al. [1], Phillipe et al. [2], Z. Wen et al. [3], E. Reismeier et al. [4], Sierra et al. [5] B. Zamuner [6], Grinstein et al. [7], Caraeni et al. [8], Gran et al. [9], Shyy et al. [10, 11], Cooke et al. [12]). Charles K. Westbrook et al. [13] have reviewed the progress in the field of computational combustion over last 50 years encompassing 3D DNS and LES approaches. They have observed that many commercial CFD codes uses unstructured grid which offer the advantage of being more suitable to massively parallel computing environment, as well as an ability to deal with complex geometries. The paper presents the design of tubular and annular combustion chamber followed by three dimensional simulations in tubular and annular combustor with full film cooling to investigate the velocity profiles, species concentration and temperature distribution within the liner. The fuel under consideration is hydrogen and primary zone equivalence ratio variation from 0.5 to 1.6 were simulated. Reactive flow calculations were carried out with 19 reversible reactions and nine species. The computational approach attempts to strike a reasonable balance to handle the competing aspects of the complicated physical and chemical interactions of the flow and the requirements in resolving the three-dimensional geometrical constraints of the combustor contours, cooling slots, and circular dilution holes. The modeling employs non-orthogonal curvilinear coordinates, second-order accurate discretisation, multi-grid iterative solution procedure, the SST k - turbulence model, and a combustion model comprising of an assumed probability density function flamelet concept. The complicated mixing process can be better understood with more detailed information supplied by the numerical simulation. Accordingly, in present study an attempt has been made through CFD approach using CFX 12 to analyze the flow patterns within the combustion liner and through different air admission holes, namely, primary zone, intermediate zone, dilution zone and wall cooling, and from these the temperature distribution in the liner and at walls as well as the temperature quality at the exit of the
KeynoteSpeakers:Dr.S.A.Channiwala&Dr.DigvijayB.Kulshreshtha
Page2 Copyright2010byICFD10
combustion chamber is obtained for tubular and annular combustion chambers designed for gas turbine engine. DESIGN OF COMBUSTION CHAMBER Basic Terminology
Figure 1 Typical Combustor Cross Section [14]. There is a need to discuss the basic combustor chamber terminology to understand the different components of combustion chamber. Figure 1 is a cross-section of a generic diffusion flame combustion chamber. The main dimensions of the combustion chamber are the casing and liner area. The other dimensions are dependent of these areas and accordingly the design methodology is given in the following section.
Casing Area (A) Aerodynamic Consideration For straight-through combustors the optimal cross-sectional area of the casing Aref is determined from considerations of overall pressure loss and combustion loading. However, for most industrial combustors and some aircraft combustors, the casing area needed to meet the combustion requirements is so low as to give an unacceptably high pressure loss. Under these conditions the overall pressure loss dictates the casing size and Aref is obtained as [14]:
0.5 2 1 R m3 T3 P34 P3 4 Aref = 2 P3 qref P3

(B) Chemical Consideration
0.5
(1)
This method is used to size the chamber with the chemical considerations in mind. It attempts to ensure a high value for the combustion efficiency. This efficiency is represented by parameter, which is given by [14]:
1.75 0.75 T3 P3 Aref Dref exp b = mA
( 2)
Liner Area At first sight it might appear advantageous to make the liner cross-sectional area as large as possible, since these results in lower velocities and longer residence times within the liner, both of which are highly beneficial to ignition, stability, and combustion efficiency. Unfortunately, for any given casing area, an increase in liner diameter can be obtained only at the expense of a reduction in annulus area. This raises the annulus velocity and lowers the annulus static pressure, thereby reducing the static pressure drop across the liner holes. This is undesirable, since a high static pressure drop is needed to ensure that the air jets entering the liner have adequate penetration and sufficient turbulence intensity to promote rapid mixing with the combustion products. These considerations suggest that a satisfactory criterion for mixing performance would be the ratio of the static pressure drop across the liner PL to the dynamic pressure of the flow in the combustion zone q pz . If the ratio of liner cross-sectional area to casing crosssectional area is denoted by k , then the optimal value of k is that which gives the highest value of PL q pz . It can be shown [14] that:
2 2 2 T3 k 2 P3 4 (1 msn ) + r (1 k ) 1 PL =1 + 2 q pz Tpz m 2 1 k ) ( p qref
( 3)
Airflow Distribution within Liner An important aspect of combustor design is to determine the number, size, shape and disposition of the liner holes to establish airflow pattern within the liner that will ensure easy light-up, efficient and stable combustion, adequate wall cooling and delivery of gases to the turbine with a suitable temperature profile. If the liner wall contains a row of n holes, each of which has an effective diameter d j , then the total mass flow rate m j of air through these holes is given by:
nd 2 j =
15.25 m j P PL 3 T3
0.5
( 4)
Length of Liner The length of liner is given by:

P 1 LL = DL A L ln qref 1 PF
1
(5)
DESIGN DATA Saravanamutto et al. [15] has given cycle analysis and performance characteristics of individual components of gas turbine engine while Desai N. M [16] and Pandya M. P. [17] has carried out extensive work on laboratory scale gas turbine engine. The data for designing tubular type combustion chamber is extracted from the work of these researchers by performing the cycle analysis and presented in Table 1. Table 1 Design Data for Combustion Chamber [16, 17]. No 1 2 3 4 5 6 Parameter Inlet Pressure to Combustion Chamber Inlet Temperature to Combustion Chamber Mass Flow Rate of Air Exit Temperature of Combustion Chamber Mass Flow Rate of Fuel (Hydrogen) Designed Air Fuel Ratio (Hydrogen) Value 2.89 bar 870.266K 0.10279 kg/s 1200 K 0.0008 kg/s 128.5
The design of the combustion chamber is carried out as outline in the literature [18, 19, 20] and design procedure given in previous section. Table 2 gives the dimensional details of Hydrogen fuelled tubular type micro gas turbine combustion chamber while figure 2 shows the dimensional drawing of the combustion chamber.
Table 2 Dimensional Details of the Combustion Chamber [18, 19, 20]. Air admission holes Casing Chamber Area (m2) Liner Area (m2) n Primary Zone dh (mm) 5.98 Dilution Zone dh (mm) 13.07 Wall Cooling Primary Zone n dh (mm) 1.83 Dilution Zone N dh (mm) 1.32
Tubular
0.0019
0.0014
78
100
Figure 2 Detailed Dimensional Drawing of Micro Combustion Chamber. Figure 3 shows the annular combustion chamber for hydrogen fuel designed as a part of development of Micro Gas Turbine Engine under development jointly at S. V. National Institute of Technology, Surat and C. K. Pithawalla College of Engineering and Technology, Surat. The design of annular combustion chamber is carried out as per the design procedure for tubular
combustion chamber. The basic geometry is thereafter decided by selecting different design parameters summarized in Table 3 (Thickness is not considered in defining the ratios).
Table 3 Details of Combustor Geometry.

R1i R1o R3i R1i R3o R3i hFl h1 A3i A1 A3o A1 A3o A3i
0.375
0.416
5.4
0.6
0.028
0.82
29.16
Figure 3 Annular Combustion Chamber (2D).
NUMERICAL SIMULATION There are two ways to analyze the combustion chamber numerically. One way is to give input conditions at inlet and all the air admission holes as per the design conditions. But in actual case, the flow distribution in different zones cannot be controlled. This is the biggest drawback of providing different inputs at different air admission holes. The second way of analyzing the combustion chamber is to provide only one inlet at the inlet of the diffuser and let the flow divide by itself into liner and casing, and from casing into different zones through air admission holes and cooling slots. Such condition is the exact replica of the real case experimentation, in which the air is supplied at the inlet diffuser with known conditions of pressure, temperature and velocity, and then, allowed to divide between the casing and the liner with fuel injection at liner entry.
Basic Assumptions and Boundary Condition The combustion chamber is analyzed by a single entry at diffuser The flow is allowed to divide by itself into liner and casing, and from casing into different zones through air admission holes and cooling slots. Such condition is the exact replica of the real case experimentation, in which the air is supplied at the inlet diffuser with known conditions of pressure, temperature and velocity, and then, allowed to divide between the casing and the liner. Majority of the researchers working in the area of computational combustion have selected k model to capture physics of turbulence [21, 22]. The k model under predicts separation and is highly inaccurate with swirling flows and flows with strong streamline curvature. In comparison to k , SST k accounts for the transport of the turbulent shear stress and gives highly accurate predictions of the onset and the amount of flow separation. Also, the model can be used with coarser near-wall mesh and produce valid results. A large variety of kinetic schemes and mechanisms varying from very complex schemes to single step fast chemistry is available for hydrocarbon combustion [23, 24]. Few researchers have observed that reduced kinetic and single step chemistry offers reasonable predictions with limited computational power [25, 26]. But single step chemistry over predicts the temperature levels along the combustor and hence gas-phase reaction model for the combustion of hydrogen and air mixture consists of 19 reversible elementary reactions and nine species was selected. Wall boundary condition and heat loss does influence the flame structure and predictions of temperature levels in combustion system [27, 28]. In present case, for the 3D calculations with CFX, the adiabatic system model is used because of large mass flow rate of air through annulus which keeps wall cooled casing nearly at ambient temperature.
GRID INDEPENDENCY The three-dimensional grid independent study was carried out with number of nodes varying from 145000 to 234000 nodes. The simulation results do not vary comprehensively between nodes of 176000 to 234000 and hence a grid with 195000 nodes was selected for CFD simulations. The grid spacing selected is similar to the Eulerian grid and is finest at the nozzle
exit and becomes gradually coarser away from the nozzle. Due to unstructured grid high resolution advection scheme is selected for additional accuracy.
CFD MODELING OF HYDROGEN FUEL The mixing process occurs within the combustion chamber which is also part of the simulated region and so a non-premixed model was used. The gas-phase reaction model for the combustion of hydrogen and air mixture consists of 19 reversible elementary reactions and nine species. Third body efficiencies for all intermolecular reactions are 2.5 for H2, 16 for H2O, and 1.0 for all the rest of species, as reported in Tien and Stalker [29]. The combustor modeling is carried out using eddy dissipation model based on the concept that chemical reaction is fast relative to the transport processes in the flow. When reactants mix at the molecular level, they instantaneously form products. The CFD Models are summarized in table 4.
Table 4 CFD Models. Fluid Model Turbulence Model Combustion Model Radiation Model Nitrogen Combustion Reaction Thermal Energy SST k Eddy Dissipation Discrete Transfer Constraint Hydrogen Air Multi step
CFX-RIF Generator was used to include 19 reversible reactions and 9 species for ANSYS CFX. The solution convergence is judged according to the residuals of governing equations. The results reported in this paper are based on the criteria that the residual of each equation should be smaller than 1.0106. Each simulation normally takes about 900 CPU hours.
TUBULAR MICRO COMBUSTION CHAMBER Three dimensional non-reacting flows and reacting flow in micro combustion chamber have been computed using ANSYS CFX. Figure 4 shows perspective view of the round combustor to portray the three-dimensional (3D) non-reacting flow features. The flow re-circulation, mixing, flow distribution through different air admission holes and the combustor is studied. The boundary conditions are according to the design values specified in Table 1.
Figure 4 Flow Model for CFD Analysis. EXPERIMENTAL INVESTIGATIONS The numerically simulated micro-combustor was fabricated and its components are shown in Figure 5. The tests were carried out under the following operating conditions:
Mass Flow Rate of air, m A = 0.1028 kg/s Mass Flow Rate of fuel, m F = 0.0008 kg/s
Equivalence Ratio, pz = 0.9 (Primary Zone), Overall Equivalence Ratio = 0.271 Inlet Pressure P3 = 2.89 bar Inlet Air Temperature T3 = 870.26 K Inlet Fuel Temperature, TH 2 = 300 K
Figure 5 Main Components of Combustion Chamber.
MEASURED VALUES The diagnostic techniques used in present experimentation are summarized with different parameters of measurements. Temperature: Type S Thermocouples Pressure: Pressure Sensor Velocity: Claw Type Yaw Meter Flow Measurement: Orifice Meter with Differential Pressure Transducers
The uncertainty analysis for temperature, flow measurement, pressure and velocity is carried out as per ASTM and ASME standards [30, 31]. The uncertainty in measurement is in the range of 3% maximum with a confidence level of 95%.
ANNULAR COMBUSTION CHAMBER
Figure 6 Computational Domain of Annular Combustion Chamber.
Figure 7 Generated Grid. Figure 7 shows the grid generated for annular combustion chamber isothermal swirling flow analysis. The three-dimensional grid independent study was carried out with number of nodes varying from 398712 to 640190 nodes. The simulation results do not vary comprehensively for nodes of 436890 or higher and hence a grid with 545000 nodes was selected for CFD simulations.
RESULTS AND DISCUSSIONS TUBULAR COMBUSTION CHAMBER Non Reacting Flow Results Figure 8 shows the velocity distributions at axial and radial locations of the combustion chamber for both the CFD simulations and experimental investigations. The radial locations are designated as radial 1, i.e. ratio of radial distance to radius of liner r/R = 0.35 and radial distance 2, i.e. ratio of radial distance to radius of liner r/R = 0.7. The low velocities are encountered in the primary zone at axial as well as radial locations. These low velocities are beneficial for both
combustion stability and mixing. The fact is evident from figure 9, which shows the streamlines from swirler outlet. Complete mixing is evident which is good for better mixing of fuel and air inside the primary zone. Intense mixing and recirculation is observed at central core, which may offer stablenarrow flame [32, 33, 34].
Primary Zone = x/L < 0.4 Dilution Zone = x/L > 0.4
Figure 8 Velocity Distributions for Non Reacting Flows.
Figure 9 Streamlines through Swirler outlet.
Primary Zone = x/L < 0.4 Dilution Zone = x/L > 0.4
Figure 10 Pressure Distributions for Non Reacting Flows.

The velocity levels are slightly higher in the dilution zone compared to the primary zone. As more air enters through the wall cooling and dilution zone, the velocity levels increases. This may be due to the fact that pressure drop is manifested in the increased velocity levels for cold flow studies. This pressure drop is graphically represented in Figure 10. Higher pressure drop is witnessed in the dilution zone which leads to higher velocities near the exit of the combustion chamber.
REACTING FLOW RESULTS
Figure 11 Fired Combustion Chamber. The combustion chamber is first fired to ascertain the flame quality and thereafter pressure, temperature and velocity measurement is carried out at designed overall equivalence ratio of
0.271. Velocity, pressure and temperature measurements are carried out at centerline of combustion chamber and in the radial direction. Special attention is given to the fuel supply system as hydrogen fuel has characteristics of backfire. To avoid the back fire, hydrogen is supplied through a series of flame trappers and flame quenchers with non return valves to avoid any accident in case of backfire. The combustion chamber fired at designed condition is shown in Figure 13, while figure 14 shows the temperature distribution along the length of the combustion chamber.
Figure 12 Temperature Distributions at Designed Equivalence Ratio. The temperature levels in the entrance region near the fuel nozzle are lower and thereafter increases and reaches maxima as shown in Figure 14. The temperature levels again decreases as more and more air is available from dilution zone and wall cooling zone. The temperature levels at radial locations, i.e., at r/R = 0.35 and 0.7 along the length of combustion chamber are found to be decreasing due to gradual consumption of fuel.
The critical study of flame structure reveals that the present design offers narrow flame with maximum temperature in primary zone being of the order of 1800 oC. H. J. Tomczak et al. [32] has obtained these maxima as 2330 K, T. S. Chen et al. [28] has achieved it as 2100 K while Jinsong Hua et al. [33, 34] has reported this peak temperature in the range of 2200 to 2400 K. Cheng et al. [28] and Jinsong et. al. [33, 34] has observed significant effect of wall boundary condition and heat losses on flame structure and prediction of temperature levels. The narrow and short flame structure is reported by Cheng et al. [28] with constant wall boundary condition while reduction of peak temperature level is observed by Jinsong et al. [33, 34] with heat losses. The intense mixing and formation of re-circulation zone at the core of primary zone are responsible for short and narrow flame structure as is observed through flow visualization (Figures 9), in present study.
Figure 13 Velocity Distributions (Reacting Flows). Similar trends for velocity and pressure distribution as found for cold for studies are found with reacting flow studies (figures 13 and 14). However, the velocity and pressure levels are slightly
higher for reacting flows. It is important to note that the pressure drop across the combustion chamber is around 10% of the inlet pressure which is quite tune with the published results for tubular combustion chamber. CFD and experimental results qualitatively match while quantitatively the results differ by around 20%. Similar results are obtained by Grinstein & Fureby [7] for velocity profiles in LM6000 combustor.
Figure 14 Pressure Distributions (Reacting Flows).
ANNULAR COMBUSTION CHAMBER An appropriate fluid flow texture is critical important for stable combustion in the liner, which ensures proper fuel concentration field in the combustor and air distribution among the dilution holes and tiny film-cooling holes [35]. The numerical simulation is carried out using SST k turbulence model with inlet boundary conditions of mass flow rates of air and fuel. The outlet is taken as opening type with relative pressure at outlet of 0 Pa.
The flow from the pre-diffuser inlet to the combustor exit can be mainly divided into three zones, namely back flow zone, mixing zone and trailing flow zone. In the first zone or back flow zone the air leaves the swirl cone to the dome at high swirling velocity. After that, the swirling mixture of the air and fuel flows forward and entraps the air in the center area of the liner, and at the same time, the downstream air refills the region. As a result, a counter-rotating vortex pair (CRVP) forms in the central region of combustor liner. Corresponding to a pair of large eddies in this zone, there should be two symmetrical small eddies in the corners of the liner. In the downstream area of the back flow zone, the outside mixture further mixes with the fresh air injected from the dilution holes distributed on the liner wall. The injection flows retard the revolution of the mixed gas and restrain the anterior reverse flow zone. As a result, the back flow zone is cut off by the first pair of the dilution holes and the combustion should mainly occur in the backflow zone under very hot condition, i.e., primary zone. Although a small amount of the mixed gas is inhaled into the primay zone, most gas flows downstream and mixes with the cold air from the second pair of the dilution holes. This makes the flow in the combustor more uniform. (Figure 15)
Figure 15 Velocity Distributions in Annular Combustion Chamber.
Actually, the back flow zones can be regarded the areas where the fuel are ignited and the combustion flame is stably held, or the flow back zones serve as igniters and flame-holder while the CRVP downstream the second pair of the dilution holes may be a cut-valve to the flame. The flow behavior in the combustor, including the flow back zones, eddies, and their size and intensity, will apparently control the combustion behavior and then the performance of the engine. The simulation and experimental results indicate the main inlet flow plays a critically important role in forming a very well organized combustion, while the flows from the dilution holes further assist and complete fuel combustion in later stage [18].
Figure 16 Normalized Distributions of Velocity and Pressure in Pre-diffuser Section. Figure 16 shows the velocity and pressure distributions in the pre-diffuser section, normalized with the combustor reference velocity and inlet pressure, respectively. The inlet velocities are higher compared to the reference velocity and thereafter the values decreases gradually. This is mainly due to flow diffusion leading to drop in velocity gradient and rise in pressure gradient.
But there is a drop in pressure rise at the pre-diffuser exit, probably due to diffuser losses mainly due to skin friction losses.
Figure 17 Normalized Velocity Distributions in Dump Diffuser Region. The flow is decelerated without separation in a short pre-diffuser and then discharged into dump region. In this zone, flow is divided into three streams. The center stream enters the liner, while the outer and inner streams proceeds as free jets around the head of liner, thereby undergoing free surface diffusion, until they enter the outer and inner annuli that surrounds the liner. Because of the sudden expansion at the pre-diffuser exit, the losses are high. Generally vortices are formed in the dump region and hence the losses are high in dump diffuser section. Therefore, the velocity distributions in the dump diffuser regime, normalized with respect to combustor reference velocity are not uniform (figure 17). In the pre-diffuser, the flow decelerates with comparatively small losses (figure 16), because its boundaries are rigid. In the dump region, losses are high due to the shear action between the jets
and the stagnant air and due to large flow turning imposed by the head of liner. These high losses are manifested in sudden drop of velocity at x/L locations of 0.06 and 0.09 (figure 17). Particularly high losses will occur in the regions where the jets bend towards the outer and inner annuli, because here the turbulent structure changes because of the centrifugal force which strongly influences the turbulent stresses (figure 18 and figure 19).
Figure 18 Normalized Velocity Distributions in Outer Annulus Casing.
Figure 19 Normalized Velocity Distributions in Inner Annulus Casing.
Figure 20 Velocity Distributions at Radial Locations at Swirler Exit.

Figure 21 Normalized Velocity Distributions in Annulus Liner. The velocity distribution at the swirler exit is depicted in Figure 20 at different radial locations at the distance of x/L of 0.29. The velocity levels are lowest at the radial location of 0.5 and increases at one move near the wall of the annular liner. As expected, the introduction of swirl resulted in a very rapid development of the velocity field (figure 21). Furthermore, a region of reverse flow was created that extended to roughly the first rows of primary holes (figure 15). It is interesting to note that whereas the swirling flow recovers in the axial direction, it did not completely recover in the radial or tangential directions. High levels of radial and tangential turbulence were observed in the central core region throughout the combustor. This high level of turbulence is attributed to the existence of the precessing central vortex throughout the combustor.
CONCLUSIONS The design of micro gas turbine combustion chamber is carried out using hydrogen as fuel and the design is then validated using Numerical and Experimental Approach. The qualitative and quantitative agreement of CFD results with the Experimental Results suggests that the basic assumptions and boundary conditions as well as the problem definition for CFD analysis can be applied to understand the flow phenomena, temperature contours and air flow distribution for combustion chamber. The consistent centerline temperatures achieved along the centerline of combustion chamber validates the design methodology proposed and presented in this paper. The maximum centerline temperature recorded by CFD simulation is in the vicinity of 1876 oC while for Experimental Investigations is around 1700 oC. The pressure loss along the combustion chamber is 10% of the inlet pressure. The velocity profiles show an increasing trend along the length of combustion chamber, but low velocities are encountered in primary zone which is beneficial for combustion stability. A numerical CFD simulation was made to investigate the isothermal swirling flow characteristics in an annular combustor for micro gas turbine engine. Three dimensional model is investigated to study the flow behavior in pre-diffuser, dump region, liner, inner and outer annuli and swirler exit. High Grid densities were specified to obtain best resolution for the various components of the combustor, such as fuel and air inlet fluid boundary. The SST k model were employed to describe the fluid flow and cooling behavior of the combustor. The fluid flow in the tube can be mainly divided into back flow zone, mixing zone and trailing fluid zone. This fluid flow texture ensures the proper flow field in the combustor and affects the air distribution through different air admission holes. High levels of radial and tangential turbulence were observed in the central core region throughout the combustor. High losses are encountered in the dump region and where the jets bend towards the outer and inner annuli. The design of these zones needs to be taken utmost care to reduce the losses in the combustor. The flow behavior in the combustor, including the flow back zones, eddies, and their size and intensity, will apparently control the combustion behavior and then the performance of the engine. High velocity from primary and dilution air admission holes of the order of 110 m/s is witnessed. Such high velocity from the air admission holes ensures high static pressure drop, which is advantageous in mixing through air
admission holes. The formation of counter rotating vortices from the second row of primary zone ensures cutoff of flame.
NOMENCLATURE
A Ah ,eff Ah , goem
Geometrical area Total effective liner hole area Hole area, geometric Temperature dependence of reaction rates Discharge Co-efficient Diameter Diameter Ratio of liner to casing area Length Mass flow rate Ratio of primary-zone air flow to total chamber air flow Ratio of air entering snout to total chamber air flow Number of holes Pressure Pattern factor or Temperature traverse quality Dynamic pressure Radius Gas constant Temperature Liner pressure differential Diffuser pressure-loss co-efficient Equivalence ratio
b
CD
D
d
k L
m mp
msn
n
P
PF
q
r
R
T
PL
SUBSCRIPT
A
Air Air Fuel Fuel Jet value Liner Primary-zone Reference value Combustor inlet plane Combustor exit plane
a
f
F
j
L PZ
ref
3
4
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Proceedings of ICFD 10: Tenth International Congress of Fluid Dynamics December 16-19, 2010, Stella Di Mare Sea Club

Hotel, Ain Soukhna, Red Sea, Egypt ICFD10-EG-30I3

Assistant Professor, Mechanical Engineering Department,

C. K. Pithawalla College of Engineering and Technology, Surat 395007, India

0.5 2 1 R m3 T3 P34 P3 4 Aref = 2 P3 qref P3

Length of Liner The length of liner is given by:

Table 3 Details of Combustor Geometry.

Figure 3 Annular Combustion Chamber (2D).

Figure 5 Main Components of Combustion Chamber.

ANNULAR COMBUSTION CHAMBER

Figure 6 Computational Domain of Annular Combustion Chamber.

Figure 8 Velocity Distributions for Non Reacting Flows.

Figure 9 Streamlines through Swirler outlet.

Figure 10 Pressure Distributions for Non Reacting Flows.

REACTING FLOW RESULTS

Figure 14 Pressure Distributions (Reacting Flows).

Figure 15 Velocity Distributions in Annular Combustion Chamber.

Figure 18 Normalized Velocity Distributions in Outer Annulus Casing.

Figure 19 Normalized Velocity Distributions in Inner Annulus Casing.

Figure 20 Velocity Distributions at Radial Locations at Swirler Exit.

10. 11. 12.

14. 15. 16.

20. 21. 22. 23. 24. 25.

29. 30. 31. 32.

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