M l i i i j i ulti-point injection system development at Snecma

M l i i i j iMulti‐point injection system development at Snecmadevelopment at Snecma

Presenter: Sébastien Bourgois (SN)Presenter: Sébastien Bourgois (SN)

OutlineOutline

• Overview of Multipoint Injection System development at SNECMAT l d f ti• Tools used for conception

• An example: LEMCOTECObj ti f th LEMCOTEC j t– Objectives of the LEMCOTEC project

– Technology description of the Multiple Staged Fuel Injection (MSFI)

– Combustor performances– Planned test campaigns

• Conclusions and prospects

1st & 2nd July 2014 Forum on Aviation and Emissions, Technology Meeting,

Paris, France

Overview of Multipoint InjectionSystem development at SNECMA

Project Name Dates Results

AcronymName Dates Results

ETNA < 2005First Multipoint conception at Snecma

1st Multipoint concept at Snecma

b l d b hLOPOCOTEP

Low Pollutants combustor technology programme

2001‐2006Instabilities due to interactions between the pilot flame and the Multipoint abandoned

concept

TLC Towards Lean Combustion 2005‐2010CAEP6 ‐60% demonstration for NOxAdvanced experimental assessmentEstablishment of a NOx correlation

TOSCA

Technologies pour l’opérabilité des Systèmes d’injection sur chambre

Aéronautique

2007‐2012

First ignition with Multipoint at SnecmaFirst Injection System compliant with CO/

UHC emission levels requirementsFirst cokefaction studiesq

TECC‐AETechnologie Enhancement for Clean Combustion in

Aero Engines2007‐2012

4 spark plug positions, sub‐atmospheric at ONERA, cokefaction studies

Intelliigent Design

IMPACT Methodologie for Low

Pollutant Combustors for Aero Engines

2011‐2015First test of a Multipoint injector scaled for

Silvercrest

LEMCOTEC Low Emissions Core Engine

Technologies2011‐2015 First Full Annular Multipoint Combustor

Injection d’hydrogène


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TechnologiesTechnologie multipoint avec injection d’hydrogène

Tools used for conceptionTools used for conception• Advanced Numerical Simulations:

– RANS (N3Snatur) :• Mean flow structures (recirculation zones, jet expansion...)• Temperatures profiles at combustor outlet• Permeability characterization of the injection system• CO emission predictions (injection system optimization)

– LES (AVBP / YALES2) :• Understanding and visualization of the combustion modes• Interaction between pilot flame and multipoint• Ignition and flame propagation between injectors• Combustion instabilities

• Experimental tools:– Velocity profiles in the combustor (non reactive)y p ( )– Kerosene droplet size distribution up to 14 bars– Kerosene and OH visualization in the combustor up to 20 bars– Temperature measurements in the combustor up to 20bars– Soot measurements (Laser‐Induced Incandescence)– Soot measurements (Laser‐Induced Incandescence)– Mapping of emissions and temperature at combustor outlet– Synchronized measurements of evaporated kerosene, flame

front, aerodynamics (EM2C)


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LEMCOTECLEMCOTEC

• LEMCOTEC: Low Emissions Core‐Engine Technologies

• Objectives :Objectives :– Conception of a full annular combustor in

2015 (TRL5) with multipoint technology « Low NOx / Low Smoke »

– Tests in representative operating conditions

• Assessment of LEMCOTEC combustor performances by means of RANS / LESperformances by means of RANS / LES computations and single sector / four sector and full annular tests

Si l ti i t d d t ti t b t

Heat release with a pilot flame (center) and a highly turbulent multi‐points flame– Simulations intended to estimate combustor

performances: temperature profiles, pollutant emissions, stability, ignition...

– FANN combustor tests in June 2015FANN combustor tests in June 2015


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Multiple Staged Fuel Injection(MSFI) description


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Impact of fuel split on aerodynamic structures

A d i t t t 10% f l lit• Aerodynamic structures at 10% fuel split– Strong inner recirculation zone– Corner recirculation zone

Ri h l i– Rich central region

Red: Heat Release isocontour Greyscale: Liquid fuel volume Fraction

• Aerodynamic structures at 20% fuel split

Red: Heat Release isocontourBlue: Stoichiometric line

Greyscale: Liquid fuel volume FractionRedscale: Gaseous fuel mass fraction 10 % fuel-split

S compu

tatio

n

• Aerodynamic structures at 20% fuel split– The central region is richer and much larger – Larger intersection between the pilot flame and

the upper part of the main flame

CERFAC

S

the upper part of the main flame

20 % fuel-split


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Impact of fuel split on localtemperature and NOx formation

• LES performed with different fuel‐split (5%, 10% and 20%) to assess the effect on flame structure and Temperature profiles at combustor interface

• Non‐premixed zone is much larger in the 20% fuel‐split case

• Pilot region drives the NOx formation, this region is larger when fuel‐split is increased

• Increasing the fuel split is expected to increase the NOx formation (like Soot)

Normalized Temperature

compu

tatio

n

10 % fuel-split 20 % fuel-split

CERFAC

S c


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p p

Ignition in altitude relight conditions

• Using LES to study transient of ignition in altitude‐relight g gconditions

• Both Eulerian and Lagrangian description of theLagrangian description of the liquid phase during carburation

• Carburation and ignition of a single sector before full 360°studyy

CERFACS computation


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Combustion instabilitiesCombustion instabilities

• Evaluation the risk of instabilities of• Evaluation the risk of instabilities of the LEMCOTEC combustor at full power conditions

• Study of the effect of fuel split• Study of the effect of fuel‐split parameter

• Method:U ATACAMAC (A l i l T l– Use ATACAMAC (Analytical Tool to Analyse and Control Azimuthal Modes in Annular Chamber) and AVSP to find the eigenfrequencies of the systemg q y

– Use these frequencies to force a multiphase flow LES on a single configuration to obtain the flame transfer f nction (FTF)transfer function (FTF)

– Use these FTF as inputs in ATACAMAC and AVSP to predict the growth rateand stability of the configuration CERFACS computationand stability of the configuration


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CERFACS computation

Test campaigns overviewTest campaigns overview• One sector test rig (ONERA M1) for the choice of the injector to be g ( ) j

integrated on the full annular (FANN) combustor

• Four sector test rig (ONERA M1) at low pressure and sub atmospheric conditions:– Stability and ignition capabilities, optimisation of fuel staging regarding

combined requirement for operability and pollutant emissions reduction at part power conditionspart power conditions

• FANN Combustor High Pressure test campaign (DGA EP K8 bench):Pollutant emissions aerodynamic behaviour and air flow split thermal– Pollutant emissions, aerodynamic behaviour and air flow split, thermal behaviour on the combustor liners heat shields, temperature profiles at the combustor outlet, thermo‐acoustic behaviour

• FANN Combustor Altitude Relight test campaign (DGA EP A06 bench):– Stability and ignition domains of the FANN combustor for several altitudes

relight conditions in terms of air pressure and temperature at the combustor i l t th ff t f f l t t d itiinlet, the effect of fuel temperature and composition


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One sector test rig at ONERA M1 test bench

• Three geometries of the injection system will be tested:– Pollutant emissions for the ICAO certifications points

– Effects of fuel stagingEffects of fuel staging

• Tests are planned for September 2014

• Experimental results will make possible the choice of the injector to be integrated on the annular combustor

• An arrangement of two definitions of injectors will equip the FANN combustor

InjectorType 1

q p

Type 1InjectorType 2


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FANN combustor HP and AR test campaigns

• Two test phases of the full annular (FANN)• Two test phases of the full annular (FANN) combustor will be run in DGA EP test plan area in Saclay:

High pressure tests (K8 test rig)

High pressure tests Sub‐atmospheric tests

Test rig K8 A06

Pressure Max 22bar Min 0.3bar– High pressure tests (K8 test rig)

– Sub atmospheric pressure tests (A06 test rig)

• Objectives of the K8 test:– Evaluation of the pressure losses and the flow

Temperature Max 873K Min 245K

Mass flow Max 20kg/s Max 2kg/s

Planned test phase May 2015 September 2015

– Evaluation of the pressure losses and the flow distribution around the combustor

– Detection of the combustion instabilities

– Gas and smoke emission measurements

A06 test rig

– Temperature profiles and wall temperatures measurements

• Objectives of the A06 test:R li h bili b h i

K8 test rig– Relight capability measurements, sub‐atmospheric

relight envelope

– Plug immersion optimisation


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ConclusionsConclusions• LES tools are fully integrated into the design and the optimization process of• LES tools are fully integrated into the design and the optimization process of

innovative lean burn technologies.• Valuable knowledge and deeper understanding is obtained regarding:

h i i i d h i li i f h fl– The ignition and the propagation limits of the flame– The impact of fuel flow split on aerodynamic and temperature fields– The robustness of the design against combustion instabilities

R lt id d b d di t d t t i ill k ibl th t f• Results provided by dedicated test rigs will make possible the assessment of numerical tools:

– One sector test rig (ONERA M1) for the choice of the injector to be integrated on the full annular (FANN) combustorannular (FANN) combustor

– Four sector test rig (ONERA M1) at low pressure and sub atmospheric conditions– FANN High Pressure test campaign (DGA EP K8 bench)– FANN Altitude Relight test campaign (DGA EP A06 bench) g p g ( )

• Multipoint technology for the future engine ?– Trade off with other performances and sensitivity to cycle


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ProspectsProspects• LES computationsLES computations

– Model for NO formation• Quantify the effect of fuel‐split and operating point on NO emission levels

– Combustion instabilities• Analyse the effect of fuel‐split on the stability

Ignition– Ignition• Simulation of flame propagation in a 360° configuration with large scale computation (~230 millions of cells) on thousands of procs.

– OGV / Combustor Interaction• A non reactive LES simulation comprising both the outlet guide vanes and the combustor will be performed to study the coupling mechanisms between the disturbance coming from the detached flow of the OGV and the aerodynamic flow inside the combustor

• Test campaigns@ONERA and DGA EP• Test campaigns @ ONERA and DGA EP1st & 2nd July 2014

Forum on Aviation and Emissions, Technology Meeting, Paris, France

Thank you for your attention

A i ?Any questions?


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M l i i i j i ulti-point injection system development at Snecma