Emissions Reduction Technologies for Military Gas Turbine Engines

Sturgess, G. J.; Zelina, Joseph; Shouse, Dale T.; Roquemore, W. M.

doi:10.2514/1.6528

Cited by 51 publications

(26 citation statements)

References 13 publications

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“…Typically, combustion efficiencies no lower than 99% are expected over a wide range of equivalence ratios for modern gas turbine engine combustors. 15 Combustor exit temperature was determined through an enthalpy balance of the concentrations of the sampled component species. Overall values of combustor efficiency, temperature, and emissions indices were determined by an average gas-sample measurement from all 15 probes simultaneously.…”

Section: B Measurementsmentioning

confidence: 99%

“…The first is the high-g combustor, 5,12,13 where the fuel and air are swirled in the cavity in the azimuthal direction (around the engine centerline). The second, a trapped-vortex UCC, [14][15][16] utilizes vortices that are trapped in the cavity and have an axis of rotation tangent to the circumference of the combustor. The combustion products from both of these cavity types exhaust into the combustor core flow, where the combustion process is completed.…”

Section: Introductionmentioning

confidence: 99%

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Experimental Characterization of the Reaction Zone in an Ultra-Compact Combustor

Erdmann¹,

Burrus²,

Gross³

et al. 2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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Significant benefits can be obtained with respect to engine thrust-to-weight ratio and specific fuel consumption if the length, weight, and pressure drop of the combustor can be reduced. The ultra-compact combustor (UCC) has the potential to aid the realization of these benefits by integrating neighboring components such as the compressor exit diffuser and the turbine inlet guide vanes (IGV) within the combustor using a systems-level engineering approach. The UCC presented here utilizes a trapped-vortex cavity. This combustor design has been shown to exhibit larger turn-down ratios, higher flame stability, shorter flame lengths, and acceptable NOx emissions when compared to conventional richburn, quick-quench, lean-burn combustors. The axial distance required to complete combustion within the mainstream dictates a minimum combustor length for obtaining acceptable levels of combustion efficiency. Hence, characterization of the reaction zone within a UCC is required to optimize the length. In this study OH* chemiluminescence imaging is used to assess the characteristics of the reaction zone via windows in the side and top of the combustor. CO, NOx, and total hydrocarbon (THC) emissions indices obtained with gas-sample probes at the exit of the combustor as well as computed combustion efficiencies are provided as a reference for the OH* chemiluminescence. Configurations with no turning vanes (CDF and CDF-2), with standard vanes (CDF-2SV), and with radialvane-cavity (RVC) vanes (CDF-2RV) were used. The first study shows that the CDF-2 configuration has similar combustion efficiencies compared to that of the previously studied CDF configuration between 0.6 1.1 but has a higher peak OH* intensity and higher window exit intensity than that of the CDF configuration. The second study shows that the addition of standard vanes to the UCC decreases the peak and exit OH* intensities and lowers the exit temperature peak to 30% height, while the addition of the RVC vane tends to increase the peak and exit OH* intensities and raise the exit temperature peak to 50% height. Nomenclature CDF = Combined diffuser-flameholder CH* = Electronically excited CH radicals CO = Carbon monoxide D = Cavity depth EICO = Emissions index of carbon monoxide EINO x = Emissions index of the oxides of nitrogen EITHC = Emissions index of total unburned hydrocarbons = Stoichiometric fuel-air ratio of JP-8 H = Height of combustor exit = Summation of normalized OH* intensity from the top window IGV = Inlet guide vane ITB = Inter-turbine burner L t = Axial length of turbine inlet vane ̇ = Mass flow of fuel ̇ = Total mass flow of air into the trapped-vortex cavity NO x = Oxides of nitrogen OH* = Electronically excited OH radicals OGV = Outlet guide vane RVC = Radial-vane-cavity T = Temperature T avg = Average temperature THC = Total unburned hydrocarbons TVC = Trapped-vortex combustor UCC = Ultra-compact combustor W = Width of cavity x = Downstream distance from CDF y = Vertical distance from top of cavity z = Spanwise distance from top window edge Greek Φ...

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Section: B Measurementsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Experimental Characterization of the Reaction Zone in an Ultra-Compact Combustor

Erdmann¹,

Burrus²,

Gross³

et al. 2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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“…Elements are also provided to calculate various overall combustor performance parameters, and to prepare the model output parameters for subsequent input to the CRN. Currently the performance element is used to compute the unmixedness parameter from an empirical relationship 19 . The unmixedness parameter is needed for the CRN.…”

Section: Figure 6 Overview Of 1-d Combustor Flow Model For Single-anmentioning

confidence: 99%

Emissions Prediction for Aircraft Conceptual Design

Denney¹,

Tai²,

Mavris³

2012

48th AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

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Future stringent emissions regulations will require more accurate emissions prediction capability. To reduce design risk, emissions prediction capability must be brought forward to the conceptual design phase, to allow for system level assessments and to allow for parametric variations in combustor geometry for different low-emissions combustor architectures. Until recently, due to the complexity of combustion processes, no suitable methods have been available for emissions prediction for systems-level conceptual design. However in recent years chemical reactor network-based models, in which the combustion processes are represented by a network of idealized chemical reactors, have been developed. These models have been shown to be useful in a "post-dictive" mode of operation where they have been tailored to match measured data. This paper explores the potential application of such chemical reactor network-based emissions models in a predictive mode to support aircraft conceptual design studies. A number of issues related to this application are examined, and areas for future research are recommended.Nomenclature BPR = engine bypass ratio DAC = dual-annular combustor Dp/F 00 = EPA emissions parameter EINOx = NOx emissions index, g/kg fuel FAR = fuel-air ratio FPR = fan pressure ratio ICAO = International Civil Aviation Organization LPP = lean pre-mixed pre-vaporized combustor OPR = overall engine pressure ratio P3 = combustor inlet total pressure PFR = plug flow reactor PSR = perfectly stirred reactor RQL = rich-quench-lean combustor SAC = single-annular combustor SH = specific humidity T3 = combustor inlet total temperature T4 = combustor exit total temperature WA3 = combustor inlet air flow W f = engine fuel flow

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“…The UCC concept combines a combustor with compressor exit guide vanes and turbine inlet guide vanes, leading to a compact engine core (Sturgess et al, 2005). This UCC concept is too immature to permit any realistic comparisons of its emissions characteristics with those of other engines.…”

Section: Future Innovative Conceptsmentioning

confidence: 99%

“…Also, use of a wave rotor simplifies the fueling and ignition systems. Finally, since the combustion charge remains at high temperature, but only for a short duration, NO x formation is significantly reduced.The UCC concept combines a combustor with compressor exit guide vanes and turbine inlet guide vanes, leading to a compact engine core (Sturgess et al, 2005). This UCC concept is too immature to permit any realistic comparisons of its emissions characteristics with those of other engines.…”

mentioning

confidence: 99%

A Review of United States Air Force and Department of Defense Aerospace Propulsion Needs

2006

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Report Documentation PageForm Public reporting burden for the collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington VA 22202-4302. Respondents should be aware that notwithstanding any other provision of law, no person shall be subject to a penalty for failing to comply with a collection of information if it does not display a currently valid OMB control number. NOTICE: The project that is the subject of this report was approved by the Governing Board of the National Research Council, whose members are drawn from the councils of the National Academy of Sciences, the National Academy of Engineering, and the Institute of Medicine. The members of the committee responsible for the report were chosen for their special competencies and with regard for appropriate balance. REPORT DATEThis is a report of work supported by Grant F49620-01-1-0269 between the U.S. Air Force and the National Academy of Sciences. Any opinions, findings, conclusions, or recommendations expressed in this publication are those of the author(s) and do not necessarily reflect the view of the organizations or agencies that provided support for the project.International Standard Book Number-10 0-309-10247-2 International Standard Book Number-13 978-0-309-10247-6Limited copies are available from: Additional copies are available from: Printed in the United States of AmericaCopyright © National Academy of Sciences. All rights reserved.A Review of United States Air Force and Department of Defense Aerospace Propulsion Needs http://www.nap.edu/catalog/11780.htmlThe National Academy of Sciences is a private, nonprofit, self-perpetuating society of distinguished scholars engaged in scientific and engineering research, dedicated to the furtherance of science and technology and to their use for the general welfare. Upon the authority of the charter granted to it by the Congress in 1863, the Academy has a mandate that requires it to advise the federal government on scientific and technical matters. Dr. Ralph J. Cicerone is president of the National Academy of Sciences.The National Academy of Engineering was established in 1964, under the charter of the National Academy of Sciences, as a parallel organization of outstanding engineers. It is autonomous in its administration and in the selection of its members, sharing with the National Academy of Sciences the responsibility for advising the federal government. The National Academy of Engineering also sponsors engineering programs aimed at meeting national needs, encourages education and research, and recognizes the superior achiev...

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Emissions Reduction Technologies for Military Gas Turbine Engines

Cited by 51 publications

References 13 publications

Experimental Characterization of the Reaction Zone in an Ultra-Compact Combustor

Experimental Characterization of the Reaction Zone in an Ultra-Compact Combustor

Emissions Prediction for Aircraft Conceptual Design

A Review of United States Air Force and Department of Defense Aerospace Propulsion Needs

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