Problem 04

Hot and Hotter

E371 Turbine Engine Systems
Diffuser

The diffuser, located directly behind the

compressor provides the space for the
air leaving the compressor to spread
out. It is in the form of a divergent
duct, and is usually a separate
section bolted to the compressor
case. The pressure in the diffuser
is the highest in the engine
and this high pressure gives the
combustion products something
Air from
to push against. compressor
entering
diffuser
Diffuser

Diffuser
The diffuser is usually located between the
compressor and the combustors. It is in this
location that bleed air is extracted for use in
services.

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Combustion Chamber
A gas turbine, also called a combustion turbine, is a rotary engine
that extracts energy from a flow of combustion gas. Energy is
added to the gas stream in the combustor, where fuel is mixed with
air and ignited. In the high pressure environment of the combustor,
combustion of the fuel increases the temperature. The products of
the combustion are forced into the turbine section.

Combustion Chamber

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Combustion Process
Kerosene-type fuels used in gas turbine engines burn at a speed of
a few feet per second (Velocity of air from compressor ≈ 500 ft/sec,
Velocity of air from diffuser ≈ 80 ft/sec). To prevent flameout, a
region of low axial velocity has to be created in the chamber.

This is created through the use of swirl vanes which gives the air a
radial motion and slows down its axial velocity to about 5 or 6 ft/sec.
A vortex created in the flame area provides the turbulence to
properly mix the fuel and air.

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Swirl vanes to slow down velocity
 Combustion Process
In normal operation, the overall air/fuel ratio of a combustion
chamber can vary between 45:1 to 130:1. However, kerosene will
only burn efficiently at a ratio of 15:1. Thus, approximately 20% of
air is used for combustion in the primary combustion zone.
Small portion used
for combustion

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 Combustion Process
20% of the air passes through the swirl vanes and perforated flare to enter the
primary combustion zone. Another 20% enters through secondary holes in walls of
the flame tube in the primary zone. The mixture of air creates a region of low
velocity recirculation. This takes the form of a vortex, which has the effect of
stabilizing and anchoring the flame.

Region of low Typical flame

velocity shape
recirculation
(vortex)
Perforated
flare

Swirl vanes
An electric spark from an igniter
plug initiates combustion and flame
is self-sustained
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Combustion Process
Combustion gas temperature is approximately 1800 to 2000
degrees Celsius, too hot for entry into the turbine. 20% of air is
used to lower gas temperature in the dilution zone before it enters
the turbine and 40% is used to cool the walls of the flame tube. A
film of cooling air flowing along the inside surface of the flame tube
wall insulates it from the hot combustion gases.
• Lower gas
Film cooling of liner wall
temperature
• Dilutes noxious
gases (CO & H2)

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Combustion Limits
The amount of fuel added to the air will depend on the temperature
rise required. However the maximum temperature is limited to
within the range of 850-1700 degrees Celsius by the materials in
which the turbine blades and nozzles are made.

Efficient combustion has become increasingly important because of

the rapid rise in the commercial aircraft traffic and the consequent
increase in atmospheric pollution.

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Fuel Nozzles
Fuel is supplied to the air stream by fuel nozzles through the :
•Injection of fine atomized spray or

•Pre-vaporization of fuel before it enters the combustion chamber.

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Combustion Chambers Requirements
The combustors used in turbine engines have
several very stringent requirements:

•Minimum pressure loss in gases as they

pass through the combustor

•High combustion efficiency, therefore low

smoke emissions
Multiple Can
•Low risk of flame blowout Combustors

•Combustion occurring entirely within the

combustor

•Uniform temperature distribution throughout

the gases

•Low enough temperature of gases on exit to

prevent damage to the turbine 11
Types of Combustion Chambers
Multiple Can Combustors
Many engines using the centrifugal
compressor use multiple can
combustors. Air enters the left end
of the combustor by ducts into individual
chambers and divides into 2 streams.
The primary air (20%), used for
combustion, flows into the
inner liner where its velocity is slowed
down enough so that it does not blow
out the flame. The secondary air is meant to lower the
temperature of the air to prevent damage to the turbine. An 8 -10
can combustors are usually installed with igniters in 2 cans only.
Crossover tubes allow flame propagation.

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Types of Combustion Chambers
Can-Annular Combustors
Can-annular combustors are used
on many large turbojet and turbofan
engines. They consist of individual
cans in which fuel is sprayed and
ignited. The individual cans are
mounted in an annular duct which
collects the hot gases and directs
them uniformly into the turbine.
The airflow is similar to the Can-type
combustion chamber. Secondary
air flows through the can and cools
the air before it passes through
the turbine.

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Types of Combustion Chambers
Annular Combustors
This type of combustion chamber is
completely annular in design. It
consists of an inner and outer
casing through which the air flows.
The chamber is open in the front at
the compressor and in the rear at
the turbine nozzles.

Fuel spray nozzles around the

combustion chamber aerates the
over rich pockets of fuel vapours
providing a reduction in initial
carbon formation.

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Advantages of Annular Design
• The main advantage for this type of chamber is that for the same power
output, the length of the chamber is only 75 per cent of the can-annular
system resulting in considerable savings in weight and production costs.
• Elimination of combustion propagation
problems from chamber to chamber.
• In comparison to the can-annular
system, the wall area is much less,
thus reducing the cooling
requirement. The reduction in
cooling air raises the combustion
efficiency and thus reducing
air pollution.

See video on Annular Burner

http://www.youtube.com/watch?v=d2BFVx
E8o44
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Types of Combustion Chambers
Reverse flow Annular Combustors
This is used where the overall length of the engine is critical. This
system is employed on the Pratt & Whitey PT6 engine.
The location of the combustion chamber liner eliminates the need
for a long shaft between the compressor and the turbine, thus
reducing the overall length and weight of the engine.

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Reverse Flow Annular Combustors
Fuel is injected into the combustion
chamber liner by 14 simplex
nozzles supplied by a common
manifold. The fuel/air mixture is
ignited by two spark igniters
which protrude into the combustion
chamber liner.
Secondary air flows in through the
slots and holes in the inner liner
of the combustor to cool and dilute
the air before it leaves.
The resultant gases expand from
the combustion chamber liner,
reverse direction and pass through
the turbine guide vanes to the
compressor turbine.
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Combustion Chamber Performance
A combustion chamber must be capable of allowing fuel to burn
efficiently over a wide range of operating conditions without
incurring a large pressure loss. In addition, if the flame extinction
occurs, a relight must be possible. In performing these functions
the flame tube and spray atomizer components must be reliable.
Combustion Intensity Combustion Efficiency
The heat released by a The combustion efficiency of most gas
combustion chamber is turbine engines at sea level take off
dependent on the volume of conditions is almost 100 per cent, reducing
the combustion area. Thus, to 98 per cent at cruising altitude
to obtain the required high
power output, a
comparatively small and
compact gas turbine
combustion chamber must
release heat at exceptionally
high rates.
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Combustion Chamber Performance
Combustion Stability
Combustion stability means smooth burning and the ability of the
flame to remain alight over a wide operating range.
For any particular type of combustion chamber, there is both a rich
and weak limit to the air/fuel ratio beyond which the flame is
extinguished.
The range of air/fuel ratio between rich and
weak limits is reduced with an increase of
air velocity, and if the air mass flow is
increased beyond a certain value, flame
extinction occurs. A typical stability loop is
shown in the figure.
The ignition loop which has rich and weak
limits as well, lies within the stability loop
since it is more difficult to establish
combustion under ‘cold’ conditions than to
maintain normal burning. 19
Honeywell TFE-731 Turbofan Engine
Combustion Section
High pressure bleed air is extracted from the engine at the
combustor plenum. There are 2 drain valves located at the lowest
part of the plenum. These valves are used to drain fuel from the
plenum on engine shutdown.
High pressure air exiting the diffuser
flows through the de-swirl
where the air is stabilized prior
to entering the combustor.
The combustor
is a reverse
flow
annular
type.

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Objectives
1. To understand the location and the purpose of a
diffuser.

2. To describe the combustion process.

3. To understand why exiting gases from the

combustion chamber are temperature limited.

4. To differentiate the different combustion chamber

types.

5. To understand why combustion stability is important.

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END

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