combustor designs for low emissions dan carnelly...• fuel-rich primary zone for good stability •...
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Combustor Designs for Low Emissions Dan Carnelly Director, Aircraft Environmental Marketing Airbus SAS
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Dynamics Reliability
Auto-ignition
Fuel System
Coking
Alt Fuels
Weight
Cost Lean Blow-
out
Efficiency
Pressure Drop
Profile/ Pattern Factor
Ground Start
Altitude Relight
NOx
Smoke/
nvPM
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Engine
Combustor Design requirements
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Gas turbine engine progress
Ballal and Zelina, “Progress in Aero-Engine Technology (1939-2003),” Journal of Aircraft, Vol. 41, No. 1, Jan-Feb. 2004
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Combustion architectures Rich-Quench-Lean Combustors • Fuel-rich primary zone
for good stability • Quick lean quench zone
for low NOx and pattern factor control
• Form large amounts of soot/PM in the primary zone
• Rely on dilution jet quench to reduce stoichiometry
• Need additional length downstream of jets to burn out soot/PM
Lean Combustors • Fuel-rich primary zone
for good stability • Fuel staging to optimize
NOx and operability trades
• Lean main zone to minimize NOx emissions
• Form small amounts of soot /PM in primary zone
• Use entire combustor to burn out any soot and PM
• Improved mixing early in combustor to minimize fuel-rich PM-formation zones
-Smoke/nvPM forms in fuel-rich pockets inside the combustor -Combustor design allows for smoke/nvPM burnout as products move through combustor -Smoke/nvPM depend on fuel chemistry and increase with high aromatic fuels.
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Emissions improvements
NOx Emissions
Smoke/nvPM Emissions
ICAO Environmental Standards: CO2 , CO, UHC, NOx , nvPM, Smoke
New non-volatile particulate matter (nvPM) engine emissions SARPs
CAEP/11 nvPM Mass – Standard Lines CAEP/11 nvPM Number – Standard Lines
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All combustion particles are less than 0.1 microns (less than 100nm), and nvPM particles are bigger than vPM particles.
EI nvPM Mass from 1-400mg/kg (0.001-0.4g/kg) For comparison EINOx 5-70g/kg But nvPM number 1013 – 1015 #/kg Except on lean burn which is at atmospheric level of Number (equivalent to 1010-1011)
Exhaust Mass of nvPM is typically 1000 times smaller than mass of NOx and NOx trades with nvPM
Particulate matter description
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0
10
20
30
40
50
60
70
80
HC CO NOx Smoke
Dp
/Fo
o (
or
mix
ed
SN
)
Original RB211-535
NOx Improved RB211-535
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Increases in CO and Smoke when lowering NOx 8x smoke increase for 1.5x NOx decrease
Emissions trades in combustors
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Emissions trades for recently certified engines (NB and WB aircraft)
Emissions trades in combustors
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• Environmental protection
– Air quality
– Climate change
• Drives technology development
– Market drives engine designs to meet future regulatory requirements
• Prevent backsliding
– Engines are forced to improve emissions performance with time
• Global regulatory certainty
– Manufacturers have a common design goal for emissions
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Importance of standards
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Summary
• Impressive aircraft engine emissions and fuel burn reductions
achieved over the past 30 years
• Aircraft/engine/combustor trades exist, are complex and usually are
conflicting
– Emissions, operability, durability, efficiency, fuel burn, noise,
cost, weight….
• Engine OEMs are in various TRL stages of rich-burn, lean-burn and
staged combustor designs to meet future engine and emissions
requirements
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Emissions trades in combustors
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Reducing nvPM caused increases in CO, UHC and NOx
Small Engine Change in LTO Mass Emissions to Achieve More Stringent nvPM Levels
Emissions trades in combustors