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Prepared by

HEMANTHKRISHNAN R
ROLL NO 44
S5MA
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NSSCE
MY TOPIC
COMBUSTION CHAMBER ARRANGEMENTS
A large single chamber
Usually employed in in the heavy industrial power plants

Multiple Chambers
Aircraft applications

Annular Chamber
Best suited to compressors of axial flow type

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Why COMBUSTION CHAMBERS ?
•Blends air and fuel proficiently
•Controls the burning of large amounts of
fuel and air efficiently
•Dampens the hot combustion gases
•Ensures that the air is expanded and
accelerated
** must be accomplished with minimum
pressure loss and maximum
heat release 4
REQUIREMENTS OF AN INDUSTRIAL
TYPE COMBUSTION CHAMBER
 Required to operate economically & reliably over long periods
without attention.
 Compactness & weight restrictions are no longer important &
is considered only if the engine has to be constrained to fit
into an existing building or if delivery is made difficult.
 Fuel economy, Low gas velocities & High combustion
efficiency
 Low pressure loss.
 Low pollutant emission, Long life.
 Minimum cost ,Accessibility for maintenance.
 Minimal Shut down time.
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Hence…
 To meet these objectives, industrial engine combustors
are normally larger than the ones in aeronautical
engines. Thus, the residence time inside the
combustors is longer.
 This is an advantage when the fuel quality is poor.
Also, the pressure drop across the combustors is
smaller due to a lower velocity of the flow.

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INDUSTRIAL COMBUSTION
CHAMBERS:TYPES

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 The GE MS-7001, 80-MW gas turbines are one of the most successful
industrial engines. There are 10 sets of combustion hardware in each
machine. Each set includes a casing, an end cover, a set of fuel nozzles, a
flow sleeve, a combustion liner, and a transition piece, as shown in Fig.
12.17. The flow sleeve has a cylindrical shape. It surrounds the liner and aids
in distributing the air uniformly to all liners. Each combustor has one fuel
nozzle in the conventional MS-7001. Multiple fuel nozzles are used for each
combustor in the more advanced DLE versions. Some industrial engines
have a single large combustor. It is installed outside the engine, as
illustrated in Fig. 12.18. This design allows the combustor to meet the
requirements of good combustion performance. The outer casing of the
unit can be designed to withstand the high pressure. This arrangement has
another advantage. It is the ease of inspection, maintenance, and repair.
They can all be performed without removing the large components in the
casing
 It is preferable to use multiple fuel injectors (burners) for these combustors
for the following two reasons: 1. They provide a shorter flame 2. The gases
flowing into the dilution zone will have a more uniform temperature
distribution
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A number of “hybrid” burners are
installed on the Siemens Silo
combustors. They burn natural gas in
either diffusion or premix modes.
They emit a low level of pollutants
over a wide range of loads. At low
loads, the system operates as a
diffusion burner. At high loads, it
operates as a premix burner. Siemens
used the same fuel burner in their
silo-type combustors for engines
having different power ratings. They
only changed the number of burners
to accommodate the changes in the
size of the engine. However, the
number of burners in their new
annular combustors was fixed at 24.
This was done to provide good pattern
factor.

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 The main disadvantage of this design is that the size of
the burners must vary with the rating of the machine.
However, the basic design remained the same. The
Siemens hybrid burner has been proven to provide low
emissions for engines in the 150-MW rating. This
design has also been used by MAN GHH to its THM-
1304 engine, which is a 9-MW gas turbine. It has two
tubular combustion chambers. They are mounted on
top of the casing.

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Silo type combustors Silo type combustors and
side combustors are found
on large industrial turbines.
They offer the advantage s
of simplicity of design, ease
of maintenance and long
life due to low heat release
rates. These combustors
may be of the straight
through or reverse flow
design. In the reverse flow
design, air enters the
annulus between the
combustor can and its
housing ,usually via a hot
gas pipe, to the turbine.
Reverse flow designs have
minimal length

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1. (a) AIR FROM THE ENGINE COMPRESSOR ENTERS THE
COMBUSTION CHAMBER AT A VELOCITY UP TO 500 ft/sec, BUT
BECAUSE AT THIS VELOCITY THE AIR SPEED IS FAR TOO HIGH FOR
COMBUSTION, THE FIRST THING THAT THE CHAMBER MUST DO IS
TO DIFFUSE IT, I.E. DECELERATE IT AND RAISE ITS STATIC
PRESSURE. THE BURNING SPEED OF ATF AT NORMAL MIXTURE
RATIOS IS VERY LESS. ANY FUEL LIT EVEN IN THE DIFFUSED AIR-
STREAM, WHICH NOW HAS A VELOCITY OF ABOUT 80 ft/sec, WOULD
BE BLOWN AWAY.

(b) THEREFORE, A REGION OF LOW AXIAL-VELOCITY HAS TO BE


CREATED IN THE CHAMBER, SO THAT THE FLAME WILL REMAIN
ALIGHT THROUGHOUT THE RANGE OF ENGINE OPERATING
CONDITIONS.
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2. (a) IN NORMAL OPERATION, THE OVERALL AIR/FUEL RATIO OF A
COMBUSTION CHAMBER CAN VARY BETWEEN 45:1 AND 130:1.

(b) ATF BURNS EFFICIENTLY AT A RATIO OF 15:1 approx.

(c) THE FUEL MUST BE BURNED WITH ONLY PART OF THE AIR
ENTERING THE CHAMBER, IN WHAT IS CALLED A PRIMARY
COMBUSTION ZONE.

(d) THIS IS ACHIEVED BY MEANS OF A FLAME TUBE (COMBUSTION


LINER) THAT HAS VARIOUS DEVICES FOR METERING THE AIR-FLOW
DISTRIBUTION ALONG THE CHAMBER.
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3. (a) Approx. 20% OF THE AIR MASS FLOW IS TAKEN IN BY THE
SNOUT OR ENTRY SECTION. 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 CENTRE 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.

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3. (b) IT IS ARRANGED THAT THE CONICAL FUEL SPRAY
FROM THE NOZZLE INTERSECTS THE
RECIRCULATION VORTEX AT ITS CENTRE. THIS
ACTION, TOGETHER WITH THE GENERAL
TURBULENCE IN THE PRIMARY ZONE, GREATLY
ASSISTS IN BREAKING UP THE FUEL AND MIXING
IT WITH THE INCOMING AIR (i.e. ATOMISATION).

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4. 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 INTERACTS AND CREATES 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. 16
UP TO 80% OF THE AIR ENTERING THE COMBUSTION CHAMBER
IS USED TO COOL THE SIDES OF THE COMBUSTION CHAMBER
AND TO STABILIZE THE FLAME. THIS FLAME STABILISATION IS
IMPORTANT BECAUSE WITHOUT THIS, THE FLAME WOULD
SIMPLY BLOW OUT.

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5. THE TEMPERATURE OF THE GASES RELEASED BY COMBUSTION
IS ABOUT 1,800 to 2,000 deg. C., WHICH IS FAR TOO HOT
FOR ENTRY TO THE NOZZLE GUIDE VANES OF THE TURBINE.
THE AIR NOT USED FOR COMBUSTION, WHICH AMOUNTS TO
ABOUT 60 % OF THE TOTAL AIR-FLOW, IS THEREFORE
INTRODUCED PROGRESSIVELY INTO THE FLAME TUBE.

Approx. 1/3 PART OF THIS IS USED TO LOWER THE GAS


TEMPERATURE IN THE DILUTION ZONE BEFORE IT ENTERS
THE TURBINE AND THE REMAINDER IS USED FOR COOLING
THE WALLS OF THE FLAME TUBE.

THIS IS ACHIEVED BY A FILM OF COOLING AIR FLOWING ALONG


THE INSIDE SURFACE OF THE FLAME TUBE WALL, INSULATING IT
FROM THE HOT COMBUSTION GASES.

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6. An electric spark from an igniter plug initiates
combustion and the flame is then self-sustained.

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A RECENT DEVELOPMENT ALLOWS COOLING AIR
TO ENTER A NETWORK OF PASSAGES WITHIN THE
FLAME TUBE WALL BEFORE EXITING TO FORM AN
INSULATING FILM OF AIR, THIS CAN REDUCE THE
REQUIRED WALL COOLING AIRFLOW BY UP TO
50% .
CAUTION:

COMBUSTION SHOULD BE COMPLETED BEFORE


THE DILUTION AIR ENTERS THE FLAME TUBE,
OTHERWISE THE INCOMING AIR WILL COOL THE
FLAME AND INCOMPLETE COMBUSTION WILL
RESULT.

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And let’s conclude…..

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