ge aviation low emissions combustion technology evolution
DESCRIPTION
General Description of GE Low Emission Combustion TechnologyTRANSCRIPT
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GE Aviation Low Emissions Combustion Technology Evolution
Hukam C. Mongia, Manager Adv. Comb. Eng., GE Aviation, Cincinnati, Ohio, U.S.A.
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Presentation Outline
Introduction
Optimized Rich-Quench Lean (ORQL) Technology
Dual-Annular (Rich or Lean Dome) Combustors (DAC)
Combustion System Tradeoffs
Twin Annular Premixing Swirler (TAPS)
Long-term Goal (for TAPS2 and TAPS3)
Summary
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Extensive Low-Emissions Tech Development Activities for 30 years
Bahr and Gleason (1975), Roberts, Peduzzi, and Vitti (1975), Anderson, R. D. et al (1976), Bruce, Davis, Kuhn, and Mongia(1977) Google search for low gaseous emissions propulsion engine technology on November 24, 2007 at 7:11 AM gave a total of 3820 entries:
GEnx TAPS combustor Google search gave 762 entries including:Cool BurningsAllen Paxson, GEnx product line and Airbus programs manager, says that on the GEnx powerplant, "The TAPS combustor has changed the game in terms of NOx ...PDF] The GEnx promises clean, lean operationFile Format: PDF/Adobe AcrobatTAPS combustor extends the life of the. GEnx combustion liner and the turbine. components downstream. In addition,. the lower temperatures reduce liner GE - Aviation: GEnxGEnx TAPS Combustor--The Most Advanced Combustor in the Industry. With our innovative single-annular TAPS combustor, the GEnx is designed to be the Aviation Maintenance Magazine :: GE's Simpler, Efficient GEnx
GE's Simpler, More Efficient Genx The GE90 turbofan has spawned a number of ... The TAPS combustorruns cooler, too, Wilking said, "because it's not going
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Rich Quench Lean Combustors
Optimized to meet ALL Design Requirements:NOx, Smoke, CO & HC
Combustion Eff IdleCombustion Eff CruisePressure DropAltitude Restart Descent Weak ExtinctionTransient OperationHail/Water IngestionPeak Pattern FactorPeak Profile FactorRoot and Tip TemperaturesCombustor DurabilityFuel Injector CokingCombustion System WeightTotal Cost of Ownership
Low-Emissions Comb.Must Meet All Reqmnts
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20
30
40
50
60
70
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20 25 30 35 40 45Engine Pressure Ratio
L
T
O
N
O
x
,
g
/
k
N
RQL
Optimized
RQL10%
20%
30%
Target >30% NOx Reduction from ORQL
Rich-Quench-Lean Technology Potential
CAEP6: -1.04+2 EPR (2008)
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DAC Optimized to meet ALL but 2 Design RequirementsNOx, Smoke, CO & HC
Off-design Turbine Efficiency (2)
Altitude Restart Descent Weak ExtinctionTransient OperationHail/Water Ingestion
Peak Pattern FactorPeak Profile Factor (1)
Fuel Injector CokingLiner Durability Fix in-placeCombustion System WeightTotal Cost of Ownership
~30% NOx Reduction
Fleet experience (2/06):~375 Engines~5M Flight Hrs.~3.3M Cycles
Optimized RQL will catch up with DACIf no new inventions
Future Invention to address Red &Orange Issues
Comparable with SAC:In-flight shutdownAborted takeoffsDelays & Cancellations
Dual- Annular CombustorDAC
Low Power (20/0) Intermediate Power (20/25)
Staged Combustion in DAC Combustor
High Power (20/20)Low Power (20/0) Intermediate Power (20/25)
Staged Combustion in DAC Combustor
High Power (20/20)
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20253035404550556065
20 40 60 80 100LTO CO, g/kN
L
T
O
N
O
x
,
g
/
k
N
CFM56-5ACFM56-5BCFM56-5B/PCFM56-7B
Same SAC & Fuel Nozzle
NOx versus CO and HC Tradeoffs
20253035404550556065
20 40 60 80 100 120LTO CO, g/kN
L
T
O
N
O
x
,
g
/
k
N
CFM56-5ACFM56-5BCFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDAC
SAC vs DAC
??
20253035404550556065
0 5 10 15 20LTO HC, g/kN
L
T
O
N
O
x
,
g
/
k
N
CFM56-5ACFM56-5BCFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDAC
HC
??
Goal: Reduce NOx, CO and HC
Is it fundamentally possible?
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Pilot and Main (Twin) FlamesMain flame is an Annular flameDegree of Premixing optimized
For TAPS1Swirler-stabilized flames
8 Years and ~$60 MM to reach TRL6
Pilot
Cyclone
Mixing Air Fuel Injection
TAPS Fuel Nozzle & Swirler Arrangement
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DAC TAPS combustor and fuel nozzle tested in a full-scale full-annular test rig
TAPS Cruise NOx Reduction
Optimized RQLHigh EPR TAPS (Typ)
Cruise NOx Reduction Potential
Low EPR TAPS(Typ)
Cruise NOx Reduction Potential LTO NOx Reduction
No Engine Testing
T3 (F)
E
I
N
O
x
/
P
3
^
.
5
TAPS_Typ2
TAPS_Typ1
Typ2 Typ1 cruise range
SL Engine OP-Line
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65
75
20 25 30 35Engine Pressure Ratio
L
T
O
N
O
x
,
g
/
k
N
CFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDACCFM TAPSGE/NASA E^3 24% 39%
31% 46%
27%49%
TAPS NOx compared w/ RQL and Lean DAC
39-49% LTO NOx Reduction from RQL
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25
35
45
55
65
75
20 25 30 35Engine Pressure Ratio
L
T
O
N
O
x
,
g
/
k
N
CFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDACCFM TAPSGE/NASA E^3
02468
1012141618
20 25 30 35Engine Pressure Ratio
L
T
O
H
C
,
g
/
k
N
CFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDACCFM TAPS
0
20
40
60
80
100
120
140
20 25 30 35Engine Pressure Ratio
L
T
O
C
O
,
g
/
k
N
CFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDACCFM TAPS
02468
1012141618
20 25 30 35Engine Pressure Ratio
M
a
x
S
m
o
k
e
N
o
.
CFM56-5B/PCFM56-7BCFM56-5B/PDACCFM56-7BDACCFM TAPS
HC as good as SAC
CO midwaySmoke # 1/10th
Lowest PF and reduced Twall levels and gradients Improved life
~45% NOx reduction
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20
30
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33 35 37 39 41 43Engine Pressure Ratio
L
T
O
N
O
x
,
g
/
k
N
GE90DACIGE90DACIIGE90-115BGE90TAPS FAR
44-58% Reduction
0
1
2
3
4
5
6
33 35 37 39 41 43Engine Pressure Ratio
L
T
O
H
C
,
g
/
k
N
GE90DACIGE90DACIIGE90-115BGE90TAPS FAR
HC ~1
10
20
30
40
50
60
70
30 35 40 45Engine Pressure Ratio
L
T
O
C
O
,
g
/
k
N
GE90DACIGE90DACIIGE90-115BGE90TAPS FAR
CO comparable
0
2
4
6
8
10
12
33 35 37 39 41 43Engine Pressure Ratio
M
a
x
S
m
o
k
e
N
o
.
GE90DACIGE90DACIIGE90-115BGE90TAPS FAR
Particulate mass ~1/4th
Lowest PF and reduced Twall levels and gradients Improved life
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20253035404550556065
20 40 60 80 100LTO CO, g/kN
L
T
O
N
O
x
,
g
/
k
N
CFM56-5B/PCFM56-7BCFMTAPS
01020304050607080
0 10 20 30 40 50 60LTO CO, g/kN
L
T
O
N
O
x
,
g
/
k
N
GE90DACIIGE90-115BGE90TAPS
15
25
35
45
55
65
0 2 4 6 8 10 12LTO HC, g/kN
L
T
O
N
O
x
,
g
/
k
N
CFM56-5B/PCFM56-7BCFMTAPS
20
30
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50
60
70
80
0 1 2 3 4 5 6LTO HC, g/kN
L
T
O
N
O
x
,
g
/
k
N
GE90DACIIGE90-115BGE90TAPS
Summary of Emissions Technology Trend line
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Long-Term Vision: How much low NOx w/ 0.6 ?
0
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Comb Inlet Temperature
E
I
N
O
x
Diffusion FlamePPM_chi=3PPM_chi=4PPM_chi=5PPM_ chi=6PM_Phi=0.60PM_Phi=0.65PM_Phi=0.70PM_fi=0.75PM_Phi=0.80PM_Phi=0.85Comb 1Comb 2Comb 3Comb 4Comb 5Comb 6
Reducing from 50 Take-off EINOx to 5 EI w/ TAPSX?What is Customers Expectation?
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NASAs UEET and Propulsion 21 Programs Goals:
30% CAEP2 at EPR>50 (TAPS2 Tech!) 50% CAEP6
15% CAEP2 at EPR>50 (TAPS3 Tech!) 25% CAEP6
Level of Effort: 2xTAPS1 Technology $, 10 years
Level of Effort: 2xTAPS2 Technology $, 15-20 years
Government Funded Effort Required to get to TRL6
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0
5
10
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25
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NOx CO HC
%
I
C
A
O
UEET FAR 6%UEET 5-cup B2, 10%UEET 5-cup B3 , 6%
(high power pilot fuelsplit listed in legend)
17% Reduction from FAR
0
5
10
15
20
25
30
35
40
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NOx CO HC
%
I
C
A
O
UEET FAR 6%UEET 5-cup B2, 10%UEET 5-cup B3 , 6%
(high power pilot fuelsplit listed in legend)
17% Reduction from FAR
0
5
10
15
20
25
30
35
40
45
NOx CO HC
%
I
C
A
O
UEET FAR 6%UEET 5-cup B2, 10%UEET 5-cup B3 , 6%
(high power pilot fuelsplit listed in legend)
17% Reduction from FAR
0
5
10
15
20
25
30
35
40
45
NOx CO HC
%
I
C
A
O
UEET FAR 6%UEET 5-cup B2, 10%UEET 5-cup B3 , 6%
(high power pilot fuelsplit listed in legend)
17% Reduction from FAR
UEET demonstrated limitation of TAPS1 Technology
More work needed for conducting combustion system tradeoffs and TAPS2 mixer development
UEET Program Terminated Prematurely
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Fuel/Air Ratio
E
I
N
O
x
Typical Cruise Conditions
~70% ReductionTA
PS1 Tech
nology
TAPS 2 and 3Fuel/Air Ratio
E
I
N
O
x
Typical Cruise Conditions
~70% ReductionTA
PS1 Tech
nology
TAPS 2 and 3
Preliminary Mixer Development Effort for Cruise EINOx
Propulsion 21 Program Terminated Prematurely