2 Combustion Systems - PPT

Gas turbine engines
Gas turbine engines
Chapter 2: Combustion systems
Dr. Tran Tien Anh

Ho Chi Minh city University of Technology (HCMUT)
tienanh@hcmut.edu.vn
2020/04/06 Dr. Tran Tien Anh@HCMUT 1
Contents
2.1 Introduction
2.2 Subsonic combustion chambers
2.2.1 Tubular (or multiple) combustion chambers
2.2.2 Tubo-annular combustion chambers
2.2.3 Annular combustion chambers
2.3 Supersonic combustion chamber
2.4 Combustion process
2.5 Components of the combustion chamber
2.6 Aerodynamics of the combustion chamber
2.6.1 Aerodynamics of diffusers
2.7 Chemistry of combustion
Contents
2.8 The first law analysis of combustion
2.9 Combustion chamber performance
2.9.1 Pressure losses
2.9.2 Combustion efficiency
2.9.3 Combustion stability
2.9.4 Combustion intensity
2.9.5 Cooling
2.9.5.1 Louver cooling
2.9.5.2 Splash cooling
2.9.5.3 Film cooling
2.9.5.4 Convection-film cooling
2.9.5.5 Impingement-film cooling
2.9.5.6 Transpiration cooling
2.9.5.7 Effective cooling
Dr. Tran Tien Anh@HCMUT 1

Gas turbine engines
Contents
2.10 Material
2.11 Aircraft fuels
2.11.1 Safety fuels
2.12 Emissions and pollutants
2.12.1 Pollutant formation
2.12.1.1 Nox emissions
2.12.1.2 Sulfur dioxide (SO) emissions
2.13 The afterburner
2.14 Supersonic combustion system
Examples
Problems
2.1 Introduction
An early combustion chamber.

2.1 Introduction
• The combustion process in aircraft engines and gas turbines is one in which heat is
added to the compressed air in the combustor or burner.
• Thus, the combustion is a direct-fired air heater in which fuel is burned.
• The combustor is situated between the compressor and turbine, where it accepts air
from the compressor and delivers it at an elevated temperature to the turbine.
• Some engines have a second combustion system that either reheats the flow for the
later turbine stages (as described in Chapter 8) or burns more fuel in an afterburner
behind the turbines to provide the high exhaust velocity required for the propulsion of
supersonic aircraft (as described in Chapters 4 and 5).

Gas turbine engines
2.1 Introduction
• The design of combustors is a very complicated process where aerodynamics, chemical
reactions, and mechanical design are linked together [2].
• The interweaving of the various processes and the hardware geometry is reflected in
the empirical nature of much of the design process.
• Though the individual processes are well known, their combination into a working
combustion system owes much to experimentation and experience rather than to
mathematical modeling.
• Recent developments in computational fluid mechanics (CFD) have helped reduce this
experimentation.
• To understand how complex the design of a combustion chamber is, it is necessary to
identify the main requirements from gas turbine combustors.
2.1 Introduction
These requirements may be summarized as follows [3]:
① Its length and frontal area remain within the limits set by other engine components,
that is, size and shape must be compatible with the engine envelope.
② Its diffuser minimizes the pressure loss.
③ The presence of a liner to provide stable operation (that is, the flame should stay alight
over a wide range of air to fuel ratios [AFRs]).
④ It meets the pollutant emissions regulations (low emissions of smoke, unburned fuel,
and gaseous pollutant species).
⑤ Ability to utilize a much broader range of fuels.
⑥ Durability and relighting capability.
2.1 Introduction
⑦ High combustion efficiency at different operating conditions:
(a) altitude ranging from sea level to 11 km for civil transport, and higher for some
military aircraft; and
(b) Mach numbers ranging from zero during ground run to supersonic for military
aircraft.
⑧ Design for minimum cost and ease of maintenance.
⑨ An outlet temperature distribution (pattern form) that is tailored to maximize the life
of the turbine blades and nozzle guide vanes.
⑩ Freedom from pressure pulsations and other manifestations of combustion induced
instabilities.

Gas turbine engines
2.1 Introduction
11 Reliable and smooth ignition both on the ground (especially at very low ambient
temperature) and, in the case of aircraft engine flameout, at high altitude.
12 The formation of carbon deposits (coking) must be avoided, particularly the hard
brittle variety. Small particles carried into the turbine in the high-velocity gas stream
can erode the blades. Furthermore, aerodynamically excited vibration in the
combustion chamber might cause sizeable pieces of carbon to break free, resulting in
even worse damage to the turbine.
2.1 Introduction
According to the present aircraft, combustors may be classified as either subsonic or
supersonic, depending on the velocity of combustion.
Moreover, subsonic combustors may be subdivided into axial flow, reverse flow, and
cyclone types. The last type is little used with present gas turbines.
Axial flow combustors may be subdivided into tubular, tubo-annular, and annular types.
Subsonic combustion chambers have three zones:
① a recirculation zone,
② a burning zone, and
③ a dilution zone [4].
The combustion process occurs at subsonic speeds; air normally

leaves the compressor at 150 m/s or at Mach numbers less than
unity (0.3~0.5). Apart from scramjet engines, all the available aero-
engines and gas turbines have subsonic combustors.
There are three main types of subsonic combustion chambers in
use in gas-turbine engines, namely,
① multiple chamber (tubular or can type),

② tubo-annular chamber, and
③ the annular chamber.

Gas turbine engines

Figure 2.1: Multiple combustion chambers.

(From Rolls-Royce plc, The jet engine, 5th edition, Derby, U.K., 1996)


An early Whittle combustion chamber.


Gas turbine engines

• The first turbojet engines invented by Frank Whittle and Dr. von Ohain had
subsonic tubular combustors. The tubular type is sometimes identified as
multiple- or can-type combustion chamber.
• As shown in Figure 2.1, this type of combustor is composed of cylindrical
chambers disposed around the shaft connecting the compressor and turbine.
Compressor delivery air is split into a number of separate streams, each
supplying a separate chamber [5].
• These chambers are interconnected to allow stabilization of any pressure
fluctuations. Ignition starts sequentially with the use of two igniters. The
Rolls-Royce Dart uses a tubular type combustor.

• The number of combustion chambers varies from 7 to 16 per engine. The
present trend is to have fewer (8 or 10) and even a single tubular chamber
may be preferred.
• On U.S.-built engines, these chambers are numbered in a clockwise direction
facing the rear of the engine with the number (1) chamber at the top.
• The can-type combustion chamber is typical of the type used on both
centrifugal and axial-flow engines.
• It is particularly well suited for the centrifugal compressor engine since the air
leaving the compressor is already divided into equal portions as it leaves the
diffuser vanes.
• It is then a simple matter to duct the air from the diffuser into the respective
combustion chambers arranged radially around the axis of the engine.

The advantages of tubular type are as follows:

 Mechanically robust
 Fuel-flow and airflow patterns are easily matched
 Rig testing necessitates only a small fraction of total engine air mass flow
 Easy replacement for maintenance

Gas turbine engines

The disadvantages are as follows:
 Bulky and heavy
 High pressure loss
 Requires interconnectors
 Incurs problem of light-round
 Large frontal area and high drag
For these reasons, the tubular type is no longer used in current designs. Small
gas turbines used in auxiliary power units (APUs) and automotives are designed
with a single can.

Figure 2.2: Tubo-annular combustion chamber. (From Rolls-Royce plc, The jet engine, 5th edition, Derby, U.K., 1996)


Gas turbine engines

• This type may also be identified as can-annular or cannular.
• It consists of a series of cylindrical burners arranged within a common single
annulus as is shown in Figure 2.2.
• Thus, it bridges the evolutionary gap between the tubular (multiple) and
annular types.
• It combines the compactness of the annular chamber with the best features of
the tubular type.
• The combustion chambers are enclosed in a removable shroud that covers the
entire burner section.

• This feature makes the burners readily available for any required maintenance.
• Can-annular combustion chambers must have fuel-drain valves in two or
more of the bottom chambers.
• This ensures drainage of residual fuel to prevent its being burned at the next
start.
• The flow of air through the holes and louvers of the can-annular system is
almost identical to the flow through other types of burners.
• Reverse-flow combustors are mostly of the can-annular type.
• Reverse-flow combustors make the engine more compact.

Pratt & Whitney use a can-annular-type combustion chamber in their JT3
axial-flow turbojet engine. Moreover, General Electric and Westinghouse use this
type in their industrial gas turbines.
Advantages of can-annular types are as follows:
 Mechanically robust
 Fuel flow and airflow patterns are easily matched
 Rig testing necessitates only a small fraction of total engine air mass flow
 Shorter and lighter than tubular chambers
 Low pressure loss

Gas turbine engines

Their disadvantages are as follows:
 Less compact than annular
 Requires connectors
 Incurs a problem of light around

Figure 2.3: Annular type combustor. (From Rolls-Royce PLC, The jet engine, 5th edition, Derby, U.K., 1996)


Gas turbine engines

• In this type, an annular liner is mounted concentrically inside an annular
casing. This combustor represents the ideal configuration for combustors
since its “clean” aerodynamic layout results in compact dimensions (and
consequently an engine of small diameter) (see Figure 2.3) and lower pressure
loss than other designs.
• Usually, enough space is left between the outer liner wall and the combustion
chamber housing to permit the flow of cooling air from the compressor.
• Normally, this type is used in many engines using an axial-flow compressor
and also others incorporating dual-type compressors (combinations of axial
flow and centrifugal flow).
• Currently, most aero-engines use annular type combustors, examples of which
are the V2500 engine, Rolls-Royce Trent series, General Electric’s GE-90,
and Pratt & Whitney’s PW4000 series.

Moreover, several industrial gas turbines such as ABB and Siemens plants of over 150
MW fall into this category.
The advantages of annular type may be summarized as follows:
 Minimum length and weight (its length is nearly 0.75 of can-annular combustor
length)
 Minimum pressure loss
 Minimum engine frontal area
 Less wall area than can-annular and thus less cooling air is required—so the
combustion efficiency rises as the unburnt fuel is reduced
 Easy light-round
 Design simplicity
 Combustion zone uniformity
 Permits better mixing of the fuel and air
 Simple structure compared to can burners
 Increased durability

However, it has the following disadvantages:
 Serious buckling problem on outer liner
 Rig testing necessitates full engine air mass flow
 Difficult to match fuel flow and airflow patterns
 Difficult to maintain stable outlet temperature transverse
 Must remove the engine from aircraft to disassemble for maintenance and
overhaul

Gas turbine engines
2.3 Supersonic combustion chamber

• Supersonic combustion exists only in scramjet engines.
• The supersonic combustor is mechanically simple but aerodynamically vastly more
complex than a subsonic one.
• Hydrogen is normally the fuel used.
• The scramjet engine has a 2D combustor as found in the combustor of X-43 aircraft.
• Details of supersonic combustion will be discussed later in this chapter.

The objectives of the combustion process are to introduce and burn a fuel in the
compressed air flowing through the combustor with the minimum pressure loss and with
as complete a utilization of fuel as possible. From a thermodynamic viewpoint the process
occurring in the combustor takes place in two major steps:
① The introduction of the liquid fuel in the form of a fine spray of droplets, mixing it
with the primary air and vaporizing it.
② The combustion (chemical reaction) of vaporized fuel and the thorough mixing of the
resulting combustion products with the secondary air.

• Step 1 results in a decrease in the temperature of the working fluid before combustion
since both the enthalpy used in raising the temperature of the liquid fuel to its boiling
point and the latent heat of evaporation of the fuel are absorbed from the enthalpy of
the warm compressed air.
• In Step 2, the combustion process raises the temperature of the mixture of combustion
products and secondary air to the desired temperature for the gases entering the turbine
nozzle ring. That temperature is limited by the permissible operating temperature for
the turbine blades. For a complete combustion process, the rate of reaction must be
defined as the process efficiency depends on it.
• These steps will be explained in detail here as regards the simple combustion chamber
illustrated in Figure 2.4.

Gas turbine engines
Figure 2.4: Combustion chamber and the corresponding air-flow rates. (From Rolls-Royce plc, The jet engine,
5th edition, Derby, U.K., 1996)
Flame stabilizing and general airflow pattern.

Gas turbine engines

• Air from the engine compressor enters the combustion chamber at a velocity in the
range of 150 m/s. This air speed is far too high for combustion. The first step is to
decelerate (diffuse) this airflow to say 20~30 m/s and raise its static pressure. Since the
speed of burning kerosene at normal mixture ratios is only a few meters per second,
any fuel lit even in the diffused air steam would be blown away [5].
• A region of low axial velocity has therefore to be created in the chamber. In normal
operation, the overall AFR 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 the
primary combustion zone. Approximately 20% of the air-mass flow is taken in by the
snout or entry section, Figure 2.4.

• Immediately downstream of the snout are swirl vanes and a perforated flare, through
which air passes into the primary combustion zone.
• The swirling air induces a flow upstream of the center of the flame tube and promotes
the desired recirculation. The air not picked up by the snout flows into the annular
space between the flame tube and the air casing.
• Through the wall of the flame tube body, adjacent to the combustion zone, are a
selected number of secondary holes through which a further 20% of the main flow of
air passes into the primary zone. The air from the swirl vanes and that from the
secondary air holes interact and create a region of low velocity recirculation.
• This takes the form of a toroidal vortex, similar to a smoke ring, which has the effect of
stabilizing and anchoring the flame.
• The recirculating gases hasten the burning of freshly injected fuel droplets by rapidly
bringing them to ignition temperature.

• It is arranged such that the conical fuel spray from the nozzle intersects the
recirculation vortex at its center, which assists in breaking up the fuel and mixing it
with the incoming air.
• The temperature of the gases released by combustion is about 1800°C~2000°C,
which is far too hot for entry into the nozzle guide vanes of the turbine.
• The air not used for combustion, which amounts to about 60% of the total airflow, is
therefore introduced progressively into the flame tube.
• Approximately a third of this is used to lower the gas temperature in the dilution zone
before it enters the turbine, and the remainder is used in film cooling of the walls of the
flame tube.
• An electric spark from an igniter plug initiates combustion and the flame is then self-
sustained.

Gas turbine engines
Flame tube cooling methods.
Flame tube cooling methods.

Figure 2.5: Components of the combustion chamber


Gas turbine engines

The combustion chamber of the multiple can or tubo-annular type has the following
components:
① Casing (or case): The case is the outer shell of the combustor, which has a fairly
simple structure needing little maintenance. The case is protected from thermal loads
by the air flowing in it, so thermal performance is of limited concern.
② Diffuser: The purpose of the diffuser is to slow the high-speed, highly compressed air
from the compressor to a velocity optimal for the combustor. Reducing the velocity
results in an unavoidable loss in total pressure and flow distortion. So one of the
design challenges is to limit the loss of pressure and reduce the flow separation. Like
most other gas-turbine engine components, the diffuser is designed to be as short and
light as possible.

③ Liner: The liner contains the combustion process and introduces the various airflows
(intermediate, dilution, and cooling) into the combustion zone. The liner must be designed and
built to withstand extended high-temperature cycles. For that reason, liners tend to be made from
super alloys like Hastelloy X or thermal barrier coatings. However, air cooling is still needed in
either case. In general, there are two main types of liner cooling; namely, film and transpiration
methods. In film cooling, cool air is injected from outside of the liner to just inside of the liner.
This creates a thin film of cool air that protects the liner, reducing the temperature at the liner
from around 1800 K to around 830 K. Transpiration cooling is a more modern approach that uses
a porous material for the liner, thus allowing a small amount of cooling air to pass through it,
providing better performance than film cooling. Transpiration cooling results in a much more
even temperature profile since the cooling air is uniformly introduced. Film cooling air is
generally introduced through slats or louvers, resulting in an uneven profile where it is cooler at
the slat and warmer between the slats. More importantly, transpiration cooling uses much less
cooling air (in the order of 10% of total airflow, rather than 20%~50% for film cooling). Since
less air is used for cooling, more air is available for combustion, which is more and more
important for high-performance, high-thrust engines.

④ Snout: The snout is an extension of the dome; Figures 2.4 and 2.5 that acts as an air
splitter, separating the primary air from the secondary air flows (intermediate, dilution,
and cooling air).
⑤ Dome/swirler: The dome and swirler are the part of the combustor that the primary air
flows through as it enters the combustion zone. Their role is to generate turbulence in
the flow to rapidly mix the air with fuel. The swirler establishes a local low-pressure
zone that forces some of the combustion products to recirculate, creating the high
turbulence. However, the higher the turbulence, the higher the pressure loss will be for
the combustor. Thus the dome and swirler must be carefully designed so as not to
generate more turbulence than is needed to mix the fuel and air sufficiently.

Gas turbine engines

⑥ Fuel injector: The fuel injector is responsible for introducing fuel to the combustion
zone and, along with the swirler, is responsible for mixing the fuel and air. There are
four primary types of fuel injectors: pressure-atomizing, air blast, vaporizing, and
premix/pre-vaporizing injectors.
⑦ Igniter: Most igniters in gas-turbine applications are electrical-spark igniters, similar to
automotive spark plugs. The igniter needs to be in the combustion zone where the fuel
and air are already mixed, but it needs to be far enough upstream so that it is not
damaged by the combustion itself. Once the combustion is started by the igniter, it is
self-sustaining and the igniter is no longer used. In can-annular and annular
combustors, the flame can propagate from one combustion zone to another, so igniters
are not needed at each one.

• Aerodynamic processes play a vital role in the design and performance of gas-turbine
combustion systems.
• Aerodynamic design of combustor provides its size and performance analysis.
• In the next sections, flow through diffuser and liner holes will be thoroughly analyzed.

• In its simplest form, a diffuser is merely a divergent passage in which the flow is
decelerated and the reduction in velocity head is converted into a rise in static pressure.
The ideal diffuser achieves the required velocity reduction in the shortest possible
length with minimum loss in total pressure as well as uniform and stable flow
conditions at its outlet.
• The different types of diffusers are illustrated in Figure 2.6, where Figure 2.6 are
presents a two-dimensional model, Figure 2.6b shows a conical type, Figure 2.6c
illustrates a straight core annular, and finally Figure 2.6d resembles an equiangular
type.
• These straight-walled diffusers may be defined in terms of three geometric parameters;
namely, area ratio (AR), geometrical length (either the wall length L or axial length N),
and the divergence angle (2θ). The area ratio is expressed by the following relations.

Gas turbine engines

Figure 2.6: Different shapes of diffuser:

(a) two-dimensional, (b) conical, (c) straight core annular, and (d) equiangular annular.

• The area ratio is expressed by the following relations.
For two-dimensional
L
AR  1  2 sin 
W1
For conical
L L 2
AR  1  2 sin    sin  
R1  R1 
For annular
R2
AR 
R1
where ΔR1 is the annulus height at diffuser inlet.

For straight-core annular the area ratio is then

2
L  L 
AR  1  2 sin    sin  
R1  R1 
For can-angular annular diffuser
2
L  
AR  1  2
R1
sin i  sin 0    LR sin i  sin 0 
 1 

Gas turbine engines

• The first systematic study of flow pattern in 2-D straight-walled diffusers was carried
out by Kline et al. [6]. As the divergence angle increased, different flow patterns were
seen, including no appreciable stall, transitory stall, fully developed stall, and jet flow in
which the main flow is separated from the wall.
• The first appreciable stall for different types of diffusers is plotted in Figure 2.7. It was
measured by Howard et al. [7] and agreed with the data obtained by McDonald and Fox
[8] and Reneau et al. [9].
• For one-dimensional incompressible flow
m  1AU
1 1
 2AU
2 2
Hence
A2 U 1
  AR
A1 U 2
The pressure-recovery coefficient is calculated as Cp 

P
2
 P1 
q1

Figure 2.7: First stall lines for different types of diffusers.

(From Howard, J.H.G. et al., Performance and flow regimes for annular diffusers, ASME Paper 67-WA/FE-21, New York, 1967)

The static-pressure rise in the diffuser is given by P1  q1  P2  q 2  Pdiff
 1 
P2  P1  q1 1    Pdiff
 AR 2 
 1 
In ideal diffuser, there are no losses, then P  P 
2 1 ideal
 q1 1 


AR 2 
P  P   1 
 1 
2 1 ideal
Cp 
 
ideal q1 AR 2 
Overall effectiveness of diffuser is expressed by Cp Cp
 masasurat

Cp  
1  1 
AR 2 
itatal

Figure 2.8 illustrates the performance of conical diffusers. The (Cp*) is the locus of points
that define the diffuser divergence angle (2θ) producing the maximum pressure recovery in a
prescribed non-dimensional length.

Gas turbine engines

Figure 2.8: Performance chart for conical diffusers

Under most operating conditions, the rate of combustion is limited by the rate at which the
fuel is vaporized and mixed with air. In most combustors, the fuel is injected as an atomized
liquid droplet spray into the hot reaction zone where it mixes with air and hot combustion
gases.
The rate of reaction depends on both static pressures P and temperature T in a very
complex way. For many situations, the reaction rate can be approximated by a form of the
Arrhenius equation written for the mass rate of reaction as
Reaction rate  P n f (T )e E /RT
where
 n is an exponent that depends on the number of molecules involved in a reactive collision
(e.g., n= 2 for two molecules, for hydrocarbon–air combustion, n= 1.8)
 f(T) is a function that relates the reaction rate to the forms of energy (translation, rotation,
and vibration)
• The term e−E/RT accounts for the number of molecular collisions in which the
energy of one molecule relative to another exceeds the active energy (E) and R is
the universal gas constant [10].
• At low pressure, the reaction rate becomes slow and can become limiting for
aircraft engines at very high altitudes. However, under most operating conditions,
the rate of combustion is limited by the rate at which the fuel is vaporized and
mixed with air.
• If the temperature and pressure in the reaction zone are sufficiently high, the
reaction rate will be fast and the fuel vapor will react as it comes in contact with
sufficient oxygen. Thus, for fast or more acceptable reaction, the combustion
should occur with sufficient oxygen and this is called by stoichiometric ratio.

Gas turbine engines
• The stoichiometric ratio is the required ratio for complete combustion of a

hydrocarbon fuel to convert the fuel completely to carbon dioxide (CO2) and the
hydrogen to water vapor (H2O).
• Since 23% by mass of oxygen in the air participates in combustion, the
stoichiometric AFR can be calculated from the reaction equation as follows.
Consider the complete combustion of a general hydrocarbon fuel of average
molecular composition CaHb with air. The overall complete combustion equation
is  b b  b
Ca Hb  a   O2  3.773 N2   aCO2  H2O  3.773 a   N2
 4  2  4 
where the molecular weights of oxygen, atmospheric nitrogen, atomic carbon, and
atomic hydrogen are, respectively, 32, 28.16, 12.011, and 1.008. The fuel
composition could have been written CHy, where y= b/a.
The combustion equation defines the stoichiometric (or chemically correct or

theoretical) proportions of fuel and air (just enough oxygen for conversion of all the
fuel into completely oxidized products). The stoichiometric AFR or fuel–air ratio
(FAR) depends on fuel composition and can be defined as
 A   1
    F   (1  y / 4)(32  3.773  28.16)  34.56(4  y )
 F   A  12.011  1.008y 12.011  1.008y
S S
Note that if the fuel is burned at a numerically large AFR, the mixture is referred
to as lean or weak, and if the combustion at an AFR lower than the stoichiometric
value implies a deficiency of oxygen and hence combustion is incomplete, then the
fuel is partially burned, resulting in carbon monoxide (CO) and unburned
hydrocarbons.
• Fuel–air mixtures with more than or less than the stoichiometric air requirement
can be burned. With excess air or fuel-lean combustion, the extra air appears in
the products in uncharged form. With less than the stoichiometric air requirement,
that is, with fuel rich combustion, there is insufficient oxygen to oxidize fully the
fuel constituents (C) and (H) to CO2 and H2O. The products are a mixture of CO2
and H2O with carbon monoxide CO and hydrogen H2 (as well as N2). The product
composition cannot be determined from an element balance alone and an
additional assumption about the chemical composition of the product species must
be made.
• Because the composition of the combustion products is significantly different for
fuel-lean and fuel-rich mixtures and because the stoichiometric FAR depends on
fuel composition, the ratio of the actual FAR to the stoichiometric ratio (or its
inverse) is a more informative parameter for defining mixture composition. The
fuel-air equivalence ratio Φ

Gas turbine engines

(F / A)actual

(F / A)stoich
For fuel-lean mixtures  1
For stoichiometric mixtures   1
For fuel-rich mixtures  1
Rewrite in terms of the F/A (f) as
f

fstoich

To prevent excessive temperatures at the exit of the main burner or the afterburner and
to protect its walls, the overall F/A ratio must be much less than stoichiometric ratio where
Φ< 1.
Figure 2.9: Effect of temperature on flammability limits. (Adapted from Lefebvre, A.H., Gas turbine combustion, 2nd edition.
Taylor & Francis, Philadelphia, PA, 1999)
Examples 2.1~2.6
Problems P2.1~P2.21

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2 Combustion Systems - PPT

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Gas turbine engines

Gas turbine engines

Chapter 2: Combustion systems

Dr. Tran Tien Anh

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An early combustion chamber.

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2.2 Subsonic combustion chambers

The combustion process occurs at subsonic speeds; air normally

① multiple chamber (tubular or can type),

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2.2 Subsonic combustion chambers

Figure 2.1: Multiple combustion chambers.

2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

An early Whittle combustion chamber.

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

The advantages of tubular type are as follows:

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

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2.2 Subsonic combustion chambers

2.2 Subsonic combustion chambers

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