23

rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

1

Combustion Chambers of Small Capacity Gas Turbine Engines

Digvijay B. Kulshreshtha
1)
, Salim A. Channiwala
2)

1)
Associate Professor, Mechanical Engineering Department, C. K. Pithawala College of Engineering and Technology, Surat
Email: digvijay.kulshreshtha@ckpcet.ac.in
2)
Professor, Mechanical Engineering Department, S. V. National Institute of Technology, Surat
Email: sac@med.svnit.ac.in
Abstract
This paper describes the ongoing research work jointly with SVNIT, Surat on combustion chamber technology
incorporated in Small Scale Gas Turbine Engines. The work is mainly concentrated on scaling of tubular
combustion chambers and is thereafter extended to annular combustion chambers. The stage combustor strategy
is then employed in Rich Burn Quick Mix Lean Combustor and Trapped Vortex Combustor. The numerical and
experimental analysis on all these chambers is performed and accordingly the issues related to the small size
combustors are summarized. The main emphasis is laid in development of these combustion chambers using
Hydrogen as fuel. The paper also encompasses the development of liquid fuelled miniature combustion chamber
using novel technique of wall cooling by fuel film. Concisely it can be stated that the analysis does provide some
understanding of the combustion chamber behavior with varying parameter, mainly the equivalence ratio, but
detailed flow analysis and study of combustion acoustic coupled with emission might give more insight on
combustion behavior of small combustion chambers.
Keywords: Tubular, Annular, TVC, RQL, Liquid fuelled Miniature Combustion Chamber
1. Introduction
The paper addresses the development of tubular,
annular, RQL and TVC combustion chambers for
small gas turbine engines. This combustors are a part
of a much larger project for development of small
gas turbine engine. The paper summarizes the
technical issues related with the development of the
combustion chambers. The designed combustors are
numerically and experimentally investigated for
temperature distribution. Key performance index is
flame stability, uniformity of temperature
distribution at combustor exit, temperature within
the combustor, pressure drop, and emissions. This
paper includes mainly the temperature within the
combustor zone, pressure drop, and exit temperature
distribution. The studies on combustion instability
and emissions are in the preliminary stage and hence
is not included in the present study. Presently,
sophisticated instruments related to combustion
studies are planned to be procured which may give
more insight to combustion process occurring within
the combustor. The concentration of species can
then be evaluated efficiently, and hence the
equivalence ratios, and the emissions from the
combustion chambers. This paper more relies on the
effect of overall equivalence ratio on temperature
within the combustion chamber, at the exit and
pressure drop. No specific studies on combustion
instability, or emissions are included.
2. Design Data
Table 1 Assumption and Data for Cycle Analysis
Sr. No. Parameter Value
1. Net Power Output 25 kW
2. Turbine Inlet Temperature 1200 K
3. Ambient condition 1 atm and
300 K
4. Air Flow Rate 0.1 kg/s
5. Fuel Flow Rate 9.1e-04 kg/s
Basic data of the combustion chamber are obtained
from the cycle analysis carried out as per the
procedure given by Cohen & Rogers [1]. The basic
data are summarized in table 1. Kulshreshtha &
Channiwala [2], Mellor [3] and Mattingly et al [4]
has outlined the design procedure for gas turbine
combustion chambers. This procedure is for
conventional chambers. According the design
requirement of combustion chamber for small gas
turbine engine applications, modifications in the
design values are incorporated. Using these values,
and design methodology for combustion chambers,
tubular, annular, TVC and RQL combustion
chambers are designed.



Corresponding author. Fax: +91-261-272-3999
E-mail address: digvijay.kulshreshtha@ckpcet.ac.in
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

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3. Designed Combustion Chambers


Tubular Annular


Trapped Vortex Rich Burn Quick Mix Lean
Figure 1 Designed Combustion Chambers
4. Numerical Simulation
One way of analyzing the combustion chamber is to
provide only one inlet at the inlet of the diffuser and
let the flow divide by itself into liner and casing, and
from casing into different zones through air
admission holes and cooling slots. Such condition is
the exact replica of the real case experimentation, in
which the air is supplied at the inlet diffuser with
known conditions of pressure, temperature and
velocity, and then, allowed to divide between the
casing and the liner with fuel injection at liner entry.
4.1 Basic Assumptions and Boundary Condition
The combustion chamber is analyzed by a
single entry at diffuser
The flow is allowed to divide by itself into liner
and casing, and from casing into different zones
through air admission holes and cooling slots.
Such condition is the exact replica of the real
case experimentation, in which the air is
supplied at the inlet diffuser with known
conditions of pressure, temperature and
velocity, and then, allowed to divide between
the casing and the liner.
Majority of the researchers working in the area
of computational combustion have selected k
model to capture physics of turbulence [5, 6].
The k model under predicts separation and is
highly inaccurate with swirling flows and flows
with strong streamline curvature. In comparison
to k , SST k accounts for the transport of
the turbulent shear stress and gives highly
accurate predictions of the onset and the amount
of flow separation. Also, the model can be used
with coarser near-wall mesh and produce valid
results.
A large variety of kinetic schemes and
mechanisms varying from very complex
schemes to single step fast chemistry is
available for hydrocarbon combustion [7, 8].
Few researchers have observed that reduced
kinetic and single step chemistry offers
reasonable predictions with limited
computational power [9, 10]. But single step
chemistry over predicts the temperature levels
along the combustor and hence gas-phase
reaction model for the combustion of hydrogen
and air mixture consists of 19 reversible
elementary reactions and nine species was
selected.
Wall boundary condition and heat loss does
influence the flame structure and predictions of
temperature levels in combustion system [11,
12]. In present case, for the 3D calculations with
CFX, the adiabatic system model is used
because of large mass flow rate of air through
annulus which keeps wall cooled casing nearly
at ambient temperature.
4.2 Validation
The reliability of CFD results are governed by the
basic assumptions and boundary conditions used in
the analysis. Establishing the reliability of results,
therefore forms first step before taking up real
design or design optimization and hence it was
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

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decided to validate this preliminary results.
Accordingly, an experimental combustion chamber
was developed. Figure 2 shows the validation of
CFD results with experimental results.
The critical study of radial temperature distribution
in primary zone indicates a distorted flame structure
and highly non-uniform pattern factor. This means
either selection of primary zone equivalence ratio or
air distribution in primary zone or the dimensions
and locations of air distribution holes need to be
examined


(a) Numerical Results

(b) Experimental Distortion
Figure 2 Validation of CFD Results with Experimentation
5. Tubular Combustion Chamber
Using the boundary condition, the numerical
simulations of small scale tubular combustion
chamber is carried out at designed condition. The
chamber is then experimentally evaluated at
designed equivalence ratio to determine the pressure,
velocity and temperature along the length of the
combustion chamber.
5.1 Results & Discussions
5.1.1 Non Reacting Flow Results
Figure 3 shows the velocity distributions at axial and
radial locations of the combustion chamber for both
the CFD simulations and experimental
investigations. The radial locations are designated as
radial 1, i.e. ratio of radial distance to radius of liner
r/R = 0.35 and radial distance 2, i.e. ratio of radial
distance to radius of liner r/R = 0.7. The low
velocities are encountered in the primary zone at
axial as well as radial locations. These low velocities
are beneficial for both combustion stability and
mixing. The fact is evident from figure 4, which
shows the streamlines from swirler outlet. Complete
mixing is evident which is good for better mixing of
fuel and air inside the primary zone. Intense mixing
and recirculation is observed at central core, which
may offer stable narrow flame Tomczak et al [13],
Hua et al [14]

Figure 3 Velocity Distributions for Non-Reacting Flows

Figure 4 Streamlines through Swirler outlet
The velocity levels are slightly higher in the dilution
zone compared to the primary zone. As more air
enters through the wall cooling and dilution zone,
the velocity levels increases. This may be due to the
fact that pressure drop is manifested in the increased
velocity levels for cold flow studies. This pressure
drop is graphically represented in Figure 5. Higher
pressure drop is witnessed in the dilution zone which
leads to higher velocities near the exit of the
combustion chamber.
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

4


Figure 5 Pressure Distributions for Non-Reacting Flows
5.1.2 Reacting Flow Results

Figure 6 Fired Combustion Chamber
The combustion chamber is first fired to ascertain
the flame quality and thereafter pressure,
temperature and velocity measurement is carried out
at designed overall equivalence ratio of 0.271.
Velocity, pressure and temperature measurements
are carried out at centerline of combustion chamber
and in the radial direction. Special attention is given
to the fuel supply system as hydrogen fuel has
characteristics of backfire. To avoid the back fire,
hydrogen is supplied through a series of flame
trappers and flame quenchers with non-return valves
to avoid any accident in case of backfire. The
combustion chamber fired at designed condition is
shown in Figure 6, while figure 7 shows the
temperature distribution along the length of the
combustion chamber. The temperature levels in the
entrance region near the fuel nozzle are lower and
thereafter increases and reaches maxima. The
temperature levels again decreases as more and more
air is available from dilution zone and wall cooling
zone. The temperature levels at radial locations, i.e.,
at r/R = 0.35 and 0.7 along the length of combustion
chamber are found to be decreasing due to gradual
consumption of fuel.

Figure 7 Temperature Distributions at Designed
Equivalence Ratio
The critical study of flame structure reveals that the
present design offers narrow flame with maximum
temperature in primary zone being of the order of
1800
o
C. The narrow and short flame structure is
reported by Cheng et al. [2] with constant wall
boundary condition while reduction of peak
temperature level is observed by Jinsong et al. [14]
with heat losses. The intense mixing and formation
of re-circulation zone at the core of primary zone are
responsible for short and narrow flame structure as
is observed through flow visualization (Figures 4),
in present study.

Figure 8 Velocity Distributions (Reacting Flows)

Figure 9 Pressure Distributions (Reacting Flows)
Similar trends for velocity and pressure distribution
as found for cold for studies are found with reacting
flow studies (figures 8 and 9). However, the velocity
and pressure levels are slightly higher for reacting
flows. It is important to note that the pressure drop
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

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across the combustion chamber is around 10% of the
inlet pressure which is quite tune with the published
results for tubular combustion chamber. CFD and
experimental results qualitatively match while
quantitatively the results differ by around 20%.
Uniform temperature, shorter flame lengths and
better mixing could be achieved in tubular
combustion chambers, but the pressure drop of 10%
is not acceptable for small gas turbine engines and
hence annular combustion chamber development
was undertaken.
6. Annular Combustion Chamber
The purpose of the present study was to simulate
combustor in an isothermal mode and to find the
pressure drop across the combustion chamber. The
fundamental flow structure and jet flow interaction
was studied. The back flow zone, generation of
eddies; their intensity and size, actually controls
flame behaviour. The performance of annular
combustion chamber is ascertain by measuring
temperature at centre of the combustion chamber all
along the length. The exit temperatures in the range
of 1100 K is attained while the maximum pressure
drop in the combustor, i.e. from inlet to exit is 7% of
the total pressure.

Figure 10 Designed Chamber

Figure 11 Velocity Distributions in Combustor
The air entering the pre-diffuser section is dump into
dump diffuser. The velocity decreases without flow
separation in the pre-diffuser. The flow thereafter
gets divided into three distinguished streams, viz. the
stream at the centre which enters the combustors
dome and through swirlers enter the annulus liner,
the other two streams enters the annulus casing. The
outer and inner air stream enters the outer annulus
and inner annulus as free jets, respectively. The air
flow within the liner undergoes free expansion at
surface. High drop of velocity is witnessed in this
region, mainly the dump region. This may be due to
sudden expansion in the region leading to high
losses in terms of velocity. Also, the formation of
vortices in the region near the outer and inner
annulus leads to non-uniform flow, again accounting
for losses. The other main reason for the high loss
may be due to turning of flow that too due to liner.
This leads to very high shearing action between air
entering the liner and jets entering annuli.

(a)

(b)
Figure 12 Temperature and Pressure Distribution of
Annular Combustion Chamber

Figure 13 Velocity Distribution
The maximum temperature at all locations is reached
after 9s. This may be due to the fact that initially
fuel and air is mixed and thereafter flame front is
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

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developed. This leads to lower temperatures at the
exit of fuel nozzle. But as combustion proceeds, a
maximum is reached. Therefore, as more amount of
air enters through dilution zone holes, the flame
quenching takes place, and hence the temperature
levels are reduced, as the exit temperature is range
of 1100 K. The overall pressure drop is around 7%.
The temperatures measured at different locations is
shown in Figure 12. The temperature distribution
shows a very interesting trend. After the location of
plane 2, i.e. at x/L of 0.428, there is a drastic drop of
temperature levels. Thereafter, the temperatures
remain nearly constant.
Within the liner, rapid development of the velocity
field occurs due to introduction of swirl. The
velocities at the central core within the liner are
lowest and increases near wall. This creates a
situation of reverse flow which is mainly attributed
to the first and second row of primary zone air
admission holes. This creates high level of
turbulence which again is due to CRVP. Thus the
fluid texture is very important for stability of flame.
Effective flame stabilization can be achieved by
synchronizing the dilution zone air admission with
that of CRVP and also be effectively monitoring the
fuel concentration. Due to present experimentation
facility, the fuel concentration as well as species
concentration studies could not be covered, even
though the temperature levels achieved advocates
for stable flame within the combustor [Figure 12].
At location of x/L = 0.7, there is a sudden jump in
velocity in the annulus liner. This may be due to
strong injection from the dilution holes. (Figure 13)
Flow structure in primary zone is better understood.
This knowledge may be useful in understanding and
analysing flame stability coupled with flow
behaviour. The development of circumferential
flame front and near uniform temperature at
circumferential plane may be treated as major
outcome of this work.
7. Rich Burn Quick Mix Lean Combustor
This contribution describes the work that has been
performed with low pressure sector test using
hydrogen as fuel.

Figure 14 Main Components (RQL)
The work was performed as a part of the general
effort of laying groundwork for the practical design
of low emission combustors, and is attached to the
work on Rich Quench Lean (RQL) combustion.

Figure 15 Velocity Distributions along the length of
combustion chamber

Figure 16 Temperature Distributions along the Length of
Combustion Chamber for rich zone equivalence ratio of
1.4 and lean zone equivalence ratios of 0.5, 0.6, 0.7 and
0.9

Figure 17 Exit Temperature Distributions
The velocity levels in the combustion chamber tends
to increase initially and very high velocities of the
order of 45 m/s is encountered in the quick mix
zone. Such high velocities are beneficial for flame
blowout required in this zone for staged combustion.
Thereafter, the velocities decrease in the lean zone,
which is beneficial for combustion stability. This
velocity is manifested in the form of lower
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

7

temperatures in the quick mix zone. The overall
pressure drop in the combustion chamber is in the
range of 15 to 20 %. Higher pressure drop is
encountered due to high velocities in the quick mix
zone.
Temperature level at rich zone of the combustion
chamber is slightly lower and then after increase.
This may be due to the fact that initially fuel and air
are mixed and therefore combustion is taking place.
Hence, temperature level increases after x/L value of
0.2.These results are quiet in tune with the published
results [15]. Due to high velocity air addition in the
quick mix zone the flame is blown out. This tends to
decrease the temperature levels in the zone. In lean
zone the secondary combustion is initiated and
hence gives rise to high temperature levels. It is
important to note that the temperature levels in the
lean zone are higher compared to rich zone. This
may be due to complete combustion of fuel as more
air is available for combustion. Exit temperature in
the vicinity of around 900K. The profile factor at the
exit of the combustion chamber is around 25% while
design value is 20% (Figure 17)
8. Trapped Vortex Combustor (TVC)
Hsu et. al. [16] described a unique form of
laboratory scale combustor which uses a trapped
cavity for flame stabilization instead of a bluff body
or swirler. An annular cavity is formed in the centre
body, by-passing co-axial main flow of air, confined
by an enclosing circular cross-section duct. Primary
air was injected into the cavity to strengthen the
natural occurring vortex. In addition fuel was
directly injected in the cavity. The present work
describes similar arrangement where in the circular
cross section duct is replaced by a circular cross
section cavity in the liner wall. The half of the
primary air is injected in cavity in the direction of
main air flow and other half in the reverse direction.
The fuel flow rate in injected in the reverse direction
of the main air flow in the cavity. There is no fuel
injection in the main air flow. The interaction of the
cavity air, fuel and main air flow results in the
formation of counter rotating vortex with in the
cavity. This vortex provides low velocity region for
flame initiation, propagation and stabilization. This
cavity then serves as a pilot flame providing
continuous source of ignition to the main combustor.
This helps in stable combustion over the wide range
of operating parameters. Also, due to enhanced
mixing, shorter lengths and compact combustor is
possible. The experimental investigations of such a
type of Trapped Vortex Combustor were performed
to ascertain the flame stability by visual inspection
of flame and temperature measurement. The cavity
velocity and equivalence ratio were the varying
parameters, while the main air flow velocity was
kept constant. The combustor chamber of type
tubular designed previously, is being modified and
cavity in the liner wall is incorporated replacing the
swirlers of previous design. The amount of this air
trapped within the cavity from the main air flow is
around 3 5% [17]. Xing et al [18, 19] has studied
different aspect ratios experimentally as well as
numerically and has suggested their values for cavity
design. Accordingly, the trapped vortex combustor
is designed. The photographic view of designed
chamber is shown in Figure 18. The lighted
combustion chamber fired with hydrogen is shown
in Figure 19.

Figure 18 Photographic views of different components

Figure 19 Fired Combustion Chamber

Figure 20 Temperature Distributions at Different
Equivalence Ratios in Combustion Zone (Point
marked in red denotes blow out)
The combustion chamber fired is then checked for
temperature distributions at liner wall and along the
length of combustion chamber. The flame
temperature as found for different equivalence ratios
in the combustion zone also called the primary zone
are shown in Figure 20.

Fuel
Supply
23
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National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

8

Table 2 Parameters of Study for Flame Stability
PZ VMA VCAV TCC TMA TE Observations
0.3 12.5 20.9 780 670 929 Stable Yellow
0.4 12.5 38.5 800 776 879 Stable Yellow
0.5 12.5 29.6 870 900 884 Stable Yellow
0.6 12.5 59.7 439 550 NA
*
Flame Blow Out
0.7 12.5 35.6 783 1459 987 Stable Yellow
0.8 12.5 30.8 730 1673 712 Stable Blue
0.9 12.5 33.8 865 1874 743 Stable Blue
1.0 12.5 81.5 894 2074 948 Stable Yellow
1.1 12.5 18.5 942 1998 699 Stable Blue
1.2 12.5 80.4 765 1874 NA
*
Stable Yellow
1.3 12.5 19.9 791 1764 723 Stable Blue
*
Not available
There is a gradual increase in the flame temperature
with equivalence ratio. The maximum flame
temperature is reached not at the stoichiometric
equivalence ratio, but at a slightly higher value of
1.1. This results are well in tune with that of the
published literature [20]. The shifting of the
maximum flame temperature from stoichiometry for
mixtures consisting of fuel, oxidizer, and inert is
mainly due to the consequences of reduced heat
release in present of dissociation. Flame blow out
occurs at equivalence ratio of 0.6. The
corresponding cavity jet velocity is 59.6 m/s. Flame
is stable at both high and low values of cavity jet
velocities, but it blows out at intermediate values.
This results are well in tune with the published
results [21]. The temperature distribution with in the
cavity at different equivalence ratios are shown in
figure 21. Temperature level at the center of the
cavity of combustion chamber in the range of 700 to
800 K, suggesting the formation of the pilot flame.
The temperature at equivalence ratio of 0.6 is the
lowest due to flame blow out.

Figure 21 Temperature Distribution within the
Cavity (Point marked in red denotes blow out)

Figure 22 Temperature Distribution after Cavity
Temperature level at the entrance of the cavity of
combustion chamber is slightly lower because of
vigorous mixing phenomenon. The highest
temperature with in the cavity is obtained at the
centre due to the generation of a flame front. As
more air is available for combustion at the end near
the main flow, temperature levels increases. Post
cavity as more and more air is available for
combustion, the temperature levels increases at the
centre line. As more air enters through the dilution
holes, the temperature levels shows a drastic drop.
The liner wall temperatures are below 500 K as
shown in Figure 22.
The exit temperature quality varies from 20% for
blue stable flame to 40% for stable yellow flame.
The conclusive data are not available because the
thermocouple rake could not be fitted in a very small
diameter. Instead temperatures at centerline and near
wall at exit are taken and the pattern factor is
calculated accordingly. This variation would be
probably due to non-mixing of reactants leading to
stable, but yellow flame. The development of
annular, TVC and RQL combustors using hydrogen
does satisfy the requirements for small gas turbine
engine. But due to high energy density of
hydrocarbon liquid fuels, a film evaporation control
23
rd
National Conference onI. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013

9

meso-scale gas turbine combustion chamber is under
development, which is discussed in the approaching
section.
9. Film Evaporation Controlled Meso-Scale Gas
Turbine Combustor
One of the key limits to miniaturizing the size of
liquid fueled combustor is the atomization process
and heat loss to the wall surface. As surface to
volume ratio increases the heat loss to the wall
surface also increases, which may not compensate
the heat required for sustaining the combustion
process. To overcome the limits of conventional
concepts of combustion in small scale combustion
chamber, a new concept called, Film-Evaporation-
controlled combustion, was developed by W. A.
Sirignano and his co-worker [22, 23, 24, 25] for
small scale combustion chamber. This concept of
Film evaporation has great potential in developing
miniature combustion device as compared with
spray combustion. The present work is on
development of small scale combustor for power
output of 1 kW working on Ethanol fuel based on
the same concept.

Figure 23 Lighted Combustion Chamber

Figure 24 Alignment for Test Cylinder and Thermocouple
Attachment
Still the preliminary test are conducted and hence
the temperature, velocity distribution or pressure
distribution results and not included herein.
10. Conclusions
The paper summarizes the development stages of
combustion chamber for small gas turbine
application. The first stage was to resize the
conventionally designed tubular combustion
chamber. Pressure drop for tubular type combustor
was 10% of the inlet pressure, and hence was not
acceptable. Thereafter, annular combustion chamber
was developed with the main aim of decreasing the
pressure drop. The pressure drop through the annular
combustor was 7% of the inlet pressure with
uniform temperature distribution. The work was then
extended for the practical design of low emission
combustors. This lead to the development of staged
combustion chambers, namely, Trapped Vortex
Combustor and Rich Burn Quick Mix Lean
Combustors. The temperature and pressure levels as
well as the velocity distribution do suggest that the
combustion chamber of TVC and RQL Type can be
incorporated in the small gas turbine engine.
However, more precise understanding of flow
phenomena is required, especially in terms of
emissions, and with the present study no conclusive
evidence could be derived. The Film Evaporation
Controlled Meso-Scale Gas Turbine Combustor is
under development and therefore, no results are
shown presently.
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13-16, December 2013

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