GE Aviation Low Emissions Combustion

Technology Evolution
Hukam C. Mongia, Manager Adv. Comb. Eng.,
GE Aviation, Cincinnati, Ohio, U.S.A.

Presentation Outline
Introduction
Optimized Rich-Quench Lean (ORQL) Technology
Dual-Annular (Rich or Lean Dome) Combustors (DAC)
Combustion System Tradeoffs
Twin Annular Premixing Swirler (TAPS)
Long-term Goal (for TAPS2 and TAPS3)
Summary
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GE - Aviation

Extensive Low-Emissions Tech Development Activities for 30

years

Bahr and Gleason (1975), Roberts, Peduzzi, and Vitti (1975),

Anderson, R. D. et al (1976), Bruce, Davis, Kuhn, and Mongia
Google search for low gaseous emissions propulsion engine
(1977)
technology on November 24, 2007 at 7:11 AM gave a total of 3820
entries:

GEnx TAPS combustor Google search gave 762 entries including:

Cool Burnings
Allen Paxson, GEnx product line and Airbus programs manager, says that on the GEnx powerplant, "The
TAPS combustor has changed the game in terms of NOx ...
PDF] The GEnx promises clean, lean operation
File Format: PDF/Adobe Acrobat
TAPS combustor extends the life of the. GEnx combustion liner and the turbine. components downstream.
In addition,. the lower temperatures reduce liner
GE - Aviation: GEnx
GEnx TAPS Combustor--The Most Advanced Combustor in the Industry. With our innovative singleannular TAPS combustor, the GEnx is designed to be the
Aviation Maintenance Magazine :: GE's Simpler, Efficient GEnx
GE's Simpler, More Efficient Genx The GE90 turbofan has spawned a number of ... The TAPS combustor
runs cooler, too, Wilking said, "because it's not going
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GE - Aviation

Optimized to meet ALL Design Requirements:

NOx, Smoke, CO & HC
Rich Quench Lean Combustors
Combustion Eff Idle
Combustion Eff Cruise
Pressure Drop
Altitude Restart
Descent Weak Extinction
Transient Operation
Hail/Water Ingestion
Peak Pattern Factor
Peak Profile Factor
Root and Tip Temperatures
Combustor Durability
Low-Emissions
Fuel Injector Coking
Comb.
Combustion System Weight
Total Cost of Ownership
Must Meet All
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Reqmnts

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GE - Aviation

Rich-Quench-Lean Technology Potential

80

CAEP6: -1.04+2 EPR (2008)

LTO NOx, g/kN

70

RQL

20%

60
50

iz
m
i
t
Op

40

10%

QL
R
ed

>30%

CAEP6-30%
<30% margin
from CAEP6

30
20
20

25

30

35

40

45

Engine Pressure Ratio

Target >30% NOx Reduction from ORQL

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GE - Aviation

DAC Optimized to meet ALL but 2 Design Requirements

Dual- Annular CombustorFleet experience (2/06):NOx, Smoke, CO & HC
~375 Engines
DAC
~5M Flight Hrs.
~3.3M Cycles
Comparable with SAC:
In-flight shutdown
Aborted takeoffs
Delays & Cancellations
Optimized RQL will catch up with DAC
If no new inventions

~30% NOx Reduction

Staged Combustion in DAC Combustor

Low Power (20/0)

Intermediate Power (20/25)

High Power (20/20)

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Off-design Turbine
Efficiency (2)

Altitude Restart
Descent Weak Extinction
Transient Operation
Hail/Water Ingestion
Peak Pattern Factor
Peak Profile Factor (1)
Fuel Injector Coking
Liner Durability Fix in-place
Combustion System Weight
Total Cost of Ownership

Future Invention to address

Red &Orange Issues
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GE - Aviation

65
60
55
50
45
40
35
30
25
20

CFM56-5A
CFM56-5B
CFM56-5B/P
CFM56-7B

LTO NOx, g/kN

LTO NOx, g/kN

NOx versus CO and HC Tradeoffs

Same SAC & Fuel
CFM56-5A
65
SAC
vs
DAC
Nozzle
CFM56-5B
60
55
50
45
40
35
30
25
20

CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC

?
20

20

40

60

80

40

60

80

100

120

LTO CO, g/kN

100

LTO CO, g/kN

LTO NOx, g/kN

Goal: Reduce NOx, CO and HC

Is it fundamentally possible?

65
60
55
50
45
40
35
30
25
20

HC

?
0

CFM56-5A
CFM56-5B
CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC

?
5

10

15

20

LTO HC, g/kN

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GE - Aviation

Pilot and Main (Twin) Flames

Main flame is an Annular flameDegree of Premixing optimized
For TAPS1
Swirler-stabilized flames
Cyclone

Mixing Air
Fuel Injection

Pilot

TAPS Fuel Nozzle &

Swirler Arrangement

8 Years and ~$60 MM to reach TRL6

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GE - Aviation

No Engine Testing
TAPS Cruise NOx Reduction
SL Engine OP-Line

TAPS_Typ2
TAPS_Typ1

EINOx/P3^.5

Optimized RQL
High EPR TAPS (Typ)
DAC TAPS combustor and fuel nozzle
tested in a full-scale full-annular test rig

Low EPR TAPS

(Typ)

Typ2

Cruise NOx
Reduction Potential

Typ1 cruise range

T3 (F)

Cruise NOx Reduction Potential LTO NOx Reduction

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GE - Aviation

TAPS NOx compared w/ RQL and Lean DAC

CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC
CFM TAPS
GE/NASA E^3

75

LTO NOx, g/kN

65
55
45

24% 39%
31% 46%

35

27%
49%

25
15
20

25

30

Engine Pressure Ratio

35

39-49% LTO NOx Reduction from RQL

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GE - Aviation

Lowest PF and reduced Twall levels and gradients Improved life

55

HC as good as SAC

16
14

45
35

12

CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC
CFM TAPS

10
8
6
4

25

15

20

Max Smoke No.

~45% NOx reduction

18
16
14
12
10
8
6
4
2
0

25

30

Engine Pressure Ratio

Smoke #

CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC
CFM TAPS

1/10th

20

35

140

25
30
Engine Pressure Ratio

CO midway

120
LTO CO, g/kN

LTO NOx, g/kN

65

18

LTO HC, g/kN

CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC
CFM TAPS
GE/NASA E^3

75

100
80

35

CFM56-5B/P
CFM56-7B
CFM56-5B/PDAC
CFM56-7BDAC
CFM TAPS

60
40
20
0

20

25

30

35

Engine Pressure Ratio

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20

25

30

35

Engine Pressure Ratio

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GE - Aviation

80

70

5
LTO HC, g/kN

LTO NOx, g/kN

Lowest PF and reduced Twall levels and gradients Improved life

60
50

44-58% Reduction

GE90DACI
GE90DACII
GE90-115B
GE90TAPS FAR

40
30

GE90DACI
GE90DACII
GE90-115B
GE90TAPS FAR

3
2
1

20

0
33

35

37

39

41

43

33

Engine Pressure Ratio

GE90DACI
GE90DACII
GE90-115B
GE90TAPS FAR

60

LTO CO, g/kN

GE90DACI
GE90DACII
GE90-115B
GE90TAPS FAR

50

10

37

39

41

43

41

43

Engine Pressure Ratio

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CO comparable

30
20

35

39

40

33

37

70

10
8

35

Engine Pressure Ratio

Particulate mass ~1/4th

12

Max Smoke No.

HC ~1

30

35

40

45

Engine Pressure Ratio

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GE - Aviation

65
60
55
50
45
40
35
30
25
20

CFM56-5B/P
CFM56-7B
CFMTAPS

LTO NOx, g/kN

LTO NOx, g/kN

Summary of Emissions Technology Trend line

80
70
60
50
40
30
20
10
0

GE90DACII
GE90-115B
GE90TAPS

0
20

40

60

80

10

20

100

LTO NOx, g/kN

55
45
35
25

80

50

60

GE90DACII
GE90-115B
GE90TAPS

70
LTO NOx, g/kN

CFM56-5B/P
CFM56-7B
CFMTAPS

40

LTO CO, g/kN

LTO CO, g/kN

65

30

60
50
40
30
20

15
0

10

12

LTO HC, g/kN

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3
LTO HC, g/kN

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GE - Aviation

Long-Term Vision: How much low NOx w/ 0.6 ?

80

EINOx

60

40

20

Diffusion Flame
PPM_chi=3
PPM_chi=4
PPM_chi=5
PPM_ chi=6
PM_Phi=0.60
PM_Phi=0.65
PM_Phi=0.70
PM_fi=0.75
PM_Phi=0.80
PM_Phi=0.85
Comb 1
Comb 2
Comb 3
Comb 4
Comb 5
Comb 6

0
Comb Inlet Temperature

Reducing from 50 Take-off EINOx to 5 EI w/ TAPSX?

What is Customers Expectation?
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GE - Aviation

NASAs UEET and Propulsion 21 Programs Goals:

30% CAEP2 at EPR>50 (TAPS2 Tech!) 50% CAEP6
Level of Effort: 2xTAPS1 Technology $, 10 years
15% CAEP2 at EPR>50 (TAPS3 Tech!) 25% CAEP6
Level of Effort: 2xTAPS2 Technology $, 15-20 years

Government Funded Effort Required to get to TRL6

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GE - Aviation

UEET demonstrated limitation of TAPS1 Technology

45
(high power pilot fuel
split listed in legend)

UEET FAR 6%
UEET 5-cup B2, 10%

40

UEET 5-cup B3 , 6%
35
30

%ICAO

17% Reduction from FAR

25
20
15
10
5
0

NOx

CO

HC

More work needed for conducting combustion system

tradeoffs and TAPS2 mixer development

UEET Program Terminated Prematurely

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GE - Aviation

Preliminary Mixer Development Effort for Cruise EINOx

EINOx

Typical Cruise Conditions

ec
T
S1
P
TA

og
l
o
n

~70%
Reduction

TAPS 2 and 3
Fuel/Air Ratio

Propulsion 21 Program Terminated Prematurely

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GE - Aviation