Overview Presentation Ralf v.d.bank (1), Nicolas Savary (2), Mark Linne (3), Marco Zedda (4), James Mc Guirk (5), Giuseppe Cinque (6) 1 Rolls-Royce Deutschland, Dahlewitz, Germany 2 Turbomeca, Pau, France 3 Lunds Universitet, Sweden 4 Rolls-Royce, Derby, United Kingdom 5 Loughborough University, United Kingdom 6 AVIO, Pomigliano d Arco, Italy
Consortium University of of Loughborough Department Chemical Engineering Cambridge SNECMA Villaroche CNRS-LCD Poitiers ONERA Palaiseau Turbomeca Pau Imperial College London Rolls-Royce Derby CERFACS Toulouse DLR Köln AVIO Napoli Combustion Physics Universitet Lunds Università di di Firenze Rolls-Royce Deutschland Dahlewitz // Berlin University of of Czestochowa Universität Bundeswehr München Engler-Bunte Institut Universität Karlsruhe
Budget * Efforts Status YE 2005 - Review Meeting - Budget 2,6 MEUR 34 % Person Months 334 PM 41 % 14% WP6 Total Budget: 7,7 MEUR 17% EC Funding: 5,0 MEUR Ratio: 64,6 % Audit Cert.s 1% WP7 3% 15% 21% 4% WP1 28% 817 Person Months 68 Person Years Duration: 4 years 1 January 2004 31 December 2007 28% WP2 WP5 1% 15% 17% 2% WP4 WP3 21% 13%
Targets Improving the environmental impact with regards to emissions EC Target: - reduction of NOx emissions by 80% in the LTO cycle relative to CEAP2 - achieving an NOx emission index of 5 g NOx per / kg fuel burnt ACARE A Vision for 2020 : - reduction of 50% CO 2 emissions (engine contribution 15-20%) - reducing NOx emissions by 80% Strengthening of competitiveness of European aero-engine manufacturers - reduce short & long term development costs by 20 and 50%, respectively - incorporate new technology faster into future products - project timescales to less than 2 years
Trades SFC - CO 2 NOx Influencing Physical Factors P30/T30 SFC CO 2 BPR SFC CO 2 BPR Nacelle & Fan Drag P30 NOx T30 T40 NOx BPR AFR T40 NOx Source: M. Plohr, R.v.d.Bank, T.Schilling, DGLR-2003-100, Munich, Germany Note: Fan and nacelle drag and weight variations were not considered. Higher P30/T30 and higher BPR improve cycle / propulsive efficiency Reduction of fuel burn (SFC) and green house gas emissions (CO 2 ) Aggravated situation with respect to low NOx target / challenge
Challenges Operability: Combustion Efficiency Cold Start, Ignition Altitude Relight Hail & Rain Slam Deceleration Weak Extinction Sprays: Spray Break-Up Spray Vaporisation Droplet Diameters Pre-Diffuser: Pressure Loss Air Feeding SFC Injectors: Air Blast / MultiPoint LPP LP(P) LDI SC Fuel System: Fuel Coking Schedule Staging Control Fuel Types Aromatics Combustor design is highly complex Combustion Noise: Thermo-Acoustic Instabilities Combustion Driven Pressure Oscillations Mechanical Integrity LP(P) / LDI 50 to 80 % W30 General: Weight Length Part Count Complexity Emissions NOx SOOT CO UHC Cooling: Life Prediction / Technology Surface to Volume Ratio
Technology Objectives Improvement of ultra-low NOx combustion systems - lean flame stability / weak extinction, flash-back & auto-ignition - low power conditions & transient engines operation Lean burn combustion - lower combustion temperature - reduced flame stability - may lead at very weak conditions - to severe increase of CO emissions and - unburnt hydro carbon emissions right before flame-out Deterioration when - slam deceleration during maneuvering in inclement weather con.s which leads to hail or rain (tropical storm) ingestion - with further reduced compressor outlet temperature and - reduced chemical reaction rates (moisture is almost inert)
WP3 WP3 Ignition LUND Capability Lunds Universitet Work Programme Combustion WP4 RRD WP4 Stability & Extinction Rolls-Royce Deutschland Low NOx III WP2 WP2 - TM Knowledge Based Lean Combustor Turbomeca WP6 Technology Assessment Rolls-Royce United Kingdom LOPOCOTEP WP6 External WP6 Aerodynamics Loughborough University Air Distribution WP7 Combustor WP7 Cooling AVIO AVIO Exploitation & Dissemination
Advanced low NOx technologies being investigated 1 AVIO: CLEAN 2 SNECMA: DEM21 3 TM: LPP 4 RRD: LDI Combustion Technology
Adapting the input data: - Increasing Pressure and Temperature - Variation of the liner cooling design p 3, T 3 V CC, Z-ring number Database Effusion cooled combustor Z-ring cooled combustor
Advanced ultra-low NOx technologies being investigated Future combustors will require most of the airflow to go through the cowl and fuel injector New design methodologies are being developed, based on optimisation and CFD Parametric geometry and automatic mesh generation are relied on to let the optimiser search the design space An integrated design approach (OGV + prediffuser) has proven to bring about significant performance benefits (lower pressure loss, higher recovery) Simulation results confirmed by testing Parametric design and rapid meshing system design parameters optimiser datum geometry optimised geometry constraints boundary conditions and cell connectivity tool element collapsing multugridalgorithm multigridalgorithm CFD solver RR UK & Loughborough Uni: External Aerodynamics Optimization
flame front development and fluctuations of fuel distribution 0 0 90 0 180 0 Pressure cycle 360 0 270 0 OH PLIF single shot images at 200 Hz and 91 0 oscillation phase angle Equivalence ratio distribution and fluctuation 200 Hz forced oscillation, full cycle
Advanced ultra-low NOx technologies being investigated 1 CERFACS - Cooling Technology
Effusion Cooling CFD - Standard RANS Standard model k-ε improvements Anisotropic model
Main Results by End of Project - first building bricks for KBE systems - coupling of preliminary design tools to speed-up design processes - rules for the design of piloting devices within low NOx injectors - assessment of ignition and lean stability modelling with LES codes - extending ignition and lean stability limits / low NOx injectors / int. fuel staging - implication of stability and ignition on combustor architecture and operation - quantification of low NOx and operability trade-off - optimized 3D pre-diffuser design methodology - demonstration of coupling of CFD analysis with heat transfer calculations - better understanding of effusion cooling to improve current cooling devices
Organisation Contract Consortium Agreement Project Support Team SNECMA (Industrial RR Partners) TM AVIO European Commission Project Coordination Co-ordinator (WP1 WP1 Leader) RRD Steering Committee (All Consortium Partners) Project Management Committee TM LUND (WP RRD Leaders) RR LOUGH AVIO WP2 Leader TM WP3 Leader LUND WP4 Leader RRD WP5 Leader RR WP6 LOUGH Leader WP7 Leader AVIO TM RRD SNECMA WP2M RR Team ONERA CERFACS UBWM AVIO Task LUND RRD IC WP3M UC Team Task RRD UCAM RR WP4M Team DLR ONERA UC IC AVIO Task RR RRD AVIO WP5M Team Task LOUGH SNECMA RR WP6M RRD Team TM Task AVIO SNECMA UFLOR WP7M CNRS Team CERFACS EBI TM Task