Sunteți pe pagina 1din 33

IIT, Kanpur

Gas Turbine Combustion and Power Generation


Click to edit Master subtitle style Dr. A. Kushari Department of Aerospace Engineering

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Outline

Introduction Advantages and Disadvantages Future Requirements Gas Turbine Combustors Ongoing Research Conclusions Acknowledgement

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

TURBINES: Machines to extract fluid power from flowing fluids

Steam Turbine

Water Turbines

Wind Turbines

Gas Turbines

High Pressure, High Temperature gas Generated inside the engine Expands through a specially designed TURBINE

Aircraft Engines Power Generation

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

GAS TURBINES

Invented in 1930 by Frank Whittle Patented in 1934 First used for aircraft propulsion in 1942 on Me262 by Germans during second world war Currently most of the aircrafts and ships use GT engines Used for power generation Manufacturers: General Electric, Pratt &Whitney, SNECMA, Rolls Royce, Honeywell, Siemens Westinghouse, Alstom Indian take: Kaveri Engine by GTRE (DRDO)

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

PRINCIPLE OF OPERATION

Intake

Compressor

Slow down incoming air Remove distortions Dynamically Compress air Heat addition through chemical reaction Run the compressor Generation of thrust power/shaft power

Combustor

Turbine

Nozzle/ Free Turbine

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Advantages and Disadvantages

Great power-to-weight ratio compared to reciprocating engines. Smaller than their reciprocating counterparts of the same power. Lower emission levels

Expensive:

high speeds and high operating temperatures designing and manufacturing gas turbines is a tough problem from both the engineering and materials standpoint

Tend to use more fuel when they are idling They prefer a constant rather than a fluctuating load.

That makes gas turbines great for things like transcontinental jet aircraft and power plants, but explains why we don't have one under the hood of our car.

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Emission in Gas Turbines

Lower emission compared to all conventional methods (except nuclear) Regulations require further reduction in emission levels

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Needs for Future Gas Turbines

Power Generation

Fuel Economy Low Emissions Alternative fuels High Thrust Low Weight Low emissions High Thrust Low Weight Fuel Economy

Military Aircrafts

Half the size and twice the thrust

Commercial Aircrafts

Double the size of the Aircraft and double the distance traveled with 50% NOx

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Gas Turbine Combustion

F/A 0.01 Combustion efficiency : 98%

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research

Effect of inlet disturbances Combustion in recirculating flows Spray Combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Effect of Inlet Disturbance

Tunable inlet to create weak disturbance of varying frequency Bluff body stabilized flame Unsteady pressure and heat release measurement

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Pressure Amplitude variation

= 0.2211 L = 20 cm

Pressure oscillations increases with decreasing length


Dominant frequency 27 Hz Acoustic frequency 827 Hz

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Pressure and Heat Release

Less damping with increasing length Causes the rise is pressure fluctuations

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Low Frequency Variation with Inlet Length


Frequency Amplitude 45 40 35 frequency (Hz) 30 25 20 15 10 5 0 10 15 20 Length of Inlet (cm) 25 30 112 110 120 118 116 114 SPL (Db) 124 122

ma = 3.0g / s , = 0.3455

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur Variation of Dominant Frequency with Inlet Velocity 45 f *D St = s 40 U


Frequency (Hz) 35 30 25 20 15 10 0.8 1 1.2 1.4 1.6 1.8 2 Mean Inlet Velocity (m/s) Measured Calulated (St = 0.171)

St = 0.171 (60 deg cone) fs = 0.171* U 0.02

Dominant Frequency governed by vortex dynamics Feed back locking of flow instability and combustion process Phase relationship leads to enhancement of combustion oscillations

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research

Effect of inlet disturbances Combustion in recirculating flows Spray Combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Recirculating Flow Dynamics

Primary zone Fuel air mixing Intense combustion Short combustion length High turbulence Fuel rich combustion

Understanding recirculating flow dynamics Time scales Pressure transients Energy cascading Combustion in recirculating flows Droplet Flow interaction

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Image Processing

Filtered out image from the noises

Grayscale image

Intensity image

Simulation results

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Vortex Dynamics

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Transient Analysis

Identification of signatures of re-circulation, turbulence and acoustics through frequency domain analysis of pressure transients

Turbulence energy cascading due to re-circulation

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Combustion in Recirculating Flow

Time scale reduces, complete combustion, Good pattern factor

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research

Effect of inlet disturbances Combustion in recirculating flows Spray Combustion Needs and Challenges Controlled atomization Emissions in spray combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Spray Combustion: Issues

Non-symmetrical spray flames and hot streaks


Serious damage to combustor liner Combustor exit temperature (pattern factor)

Flame location, shape and pattern Emission Levels

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Need for controlled atomization

Big Drops => Longer Evaporation Time => Incomplete Combustion => Unburned Hydrocarbons & Soot, Reduced Efficiency Small Drops => Faster Evaporation and Mixing => Elongated Combustion Zone => More NOx Uniform size distribution for favorable pattern factor

Reduced thermal loading on liner and turbine

Reduced feedline coupling

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research

Effect of inlet disturbances Combustion in recirculating flows Spray Combustion Needs and Challenges Controlled atomization Emissions in spray combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Internally Mixed Swirl Atomizer

Good atomization with small pressure drop Both hollow-cone and solid cone spray from same atomizer (wide range of applications) Possible to atomize very viscous liquid Self cleaning Finer atomization at low flow rates Less sensitive to manufacturing defects The liquid flow rate and atomization quality can be controlled

Atomization of engine oil

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Performance

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Multi-head internally mixed atomizer


Build to provide a throughput rate in excess to 0.5 LPM with a droplet size in the range of 20-30 m

2.5 y = 0.149x-0.9698 2 Liquid Flow Rate (LPM)


LIQUID SUPPLY PRESSURE

1.5

5 psi 10 psi 15 psi 20 psi 25 psi

90 80 LIQUID SUPPLY PRESSURE 5 psi 10 psi 15 psi 20 psi 25 psi

0.5

70 60 D32 ( m)

0 0 0.1 0.2 0.3 0.4 ALR 0.5 0.6 0.7 0.8

50 40 30 20 10 0 0 0.1 0.2 0.3 0.4 ALR 0.5 0.6

Flow rate independent of pressure difference Reduced feedline coupling

0.7

0.8

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Ongoing Research

Effect of inlet disturbances Combustion in recirculating flows Spray Combustion Needs and Challenges Controlled atomization Emissions in spray combustion

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Emissions in spray flames

Measured values quite less compared to the theoretical predictions Inherent fuel staging reduces the NOx Longer flame => less NOx

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Conclusions

Disturbances can lead to combustion oscillations Recirculating flow helps in reducing disturbances Controlled Atomization can be achieved through air-assisting Spray combustion reduces NOx emissions through fuel staging

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

Acknowledgements

Dr. K. Ramamurthi M. S. Rawat LPSC (ISRO) S. K. Gupta CFEES (DRDO) S. Pandey P. Berman J. Karnawat S. Karmakar N. P. Yadav S. Nigam R. Sailaja M. Madanmohan

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

IIT, Kanpur

THANK YOU
Click to edit Master subtitle style

PROPULSION LAB, DEPARTMENT OF AEROSPACE ENGG.

S-ar putea să vă placă și