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Unit 3

Compressors & combustion


chambers

Introduction to Compressors
A compressor is a mechanical device that increases the
pressure of a air by reducing its volume. Compressors are
work absorbing devices which are used for increasing pressure
of fluid at the expense or work done on fluid.
The compressors used for compressing air are called air
compressors. Work required for increasing pressure of air is
available from the prime mover driving the compressor.
Generally, electric motor, internal combustion engine or steam
engine, turbine etc. are used as prime movers. Compressors
are similar to fans and blowers but differ in terms of pressure
ratios. Compressors are similar to pumps: both increase the
pressure on a fluid and both can transport the fluid through a
pipe.

Compressor
Compressed air is a air which is kept under a
certain pressure, usually greater than that of the
atmosphere.
Compressed air can be used in or for:
pneumatics, the use of pressurized air to do work.
Air dusters for cleaning electronic components
that cannot be cleaned with water.
railway braking systems
road vehicle braking systems.

Types of compressors

compressor work on two principles


1)Reduce volume of a constant amount of air
2)Adding more gas/air in a constant amount of
volume .
positive displacement compressor works on
first principle it reduces the volume of air by
applying force on it but air amount is constant
in every stroke or rotation thus increasing the
pressure.
centrifugal & axial flow compressor works
on second principle it adds more amount of air
in a given constant volume thus the pressure
increase.

The basic requirement of compressor for aircraft


gas turbine application are well known.
1.High air flow capacity per unit frontal area
2.High pressure ratio per stage.
3.High efficiency.
4.Discharge direction suitable for multistaging.
The compressor should be designed in such a
way to have
1.Minimum length
2.Weight must be as low as possible.
3.The mechanical design should be simple , so
as to reduce manufacturing time and cost.
4.High reliability.

Axial flow Compressor


History
The basic concept of multistage axial flow compressor operation have
been known for approximately 100 years being presented to French
academic des science in 1853.
Efficiencies for this type of unit were quite low. Because the blading was
not designed for the condition of a pressure rise in the direction of flow.
Beginning of at the turn of 20th century, a number of axial flow
compressors were built , in some cases with the blade design based on
propeller theory.
The efficiency of these units was still low (50-60%).Due to lack of
sufficient knowledge of fluid mechanics at that time.
The advances in aviation during the period of WW I and rapidly
developing background in fluid mechanics and aerodynamics give a new
impetus to research on compressors.

Axial flow Compressor History


In 1936 the Royal aircraft establishment in England began the
development of axial flow compressors for jet propulsion.
Aerodynamic theory was developed specifically for the case of
a cascade airfoils.
By 1945 , compressors of high efficiency could be developed
by incorporating aerodynamic principles in design and
development.

Geometry and Working principle


The energy level of air or gas flowing through it , is
increased by the action of the rotor blades which
exert a torque on the fluid.
This torque is supplied by an external source an
electric motor or gas turbine.
Its applications in the industrial gas turbine units the
multistage axial compressor is the principle element
of all gas-turbine power plants for land and
aeronautical application.

Axial Flow Compressor

An axial flow compressors are given more preferred then the


radial flow type in the applications of aircraft and industrial gas
turbines . Because axial flow compressor has high efficiency and
is capable of producing higher pressure ratio on single shaft.
The stage pressure ratios of about 1.15:1 are obtained and by
combining the stages , the overall pressure ratios of upto 8:1 or
even higher can be achieved.
The axial flow compressors consists of a number of stages
where each stage may be considered as a fan.
The main advantage of axial flow compressors are large air
handling abilities with a small frontal area ,a straight through
flow systems and high pressure ratios with relatively high
efficiencies.
The main disadvantages is its complexity and cost.

Axial flow compressors


An axial flow compressors is composed of an alternating sequence of
fixed and movable sets of blades.
The set of fixed blades are spaced around the inside periphery of an
outer stationary casing, and together constitute stator.
The set of movable blades are fixed to a spindle and the combination
constitutes the rotor.
The radius of rotor hub and the length of the rotor blades are designed
so that there is only a very small tip clearance at the end of the stator
and rotor blade.
The rotor and stator banks are as close as possible for efficient flow.
One set of stator blades and one set of rotor blades constitute a stage.
There are number of stages in compressors depending upon the
pressure ratio required.
The successive set of blades are reduced in length to compensate for
the reduction in volume resulting from the increased pressure.

Axial flow compressors


1. The K.E is imparted to the air by means of the rotating blades which is
converted into a pressure rise.
2. The air enters axially in to the inlet guide vanes where it is turned through a
certain angle to impinge on the first row of rotating blades with proper angle
of attack.
3. The rotating guide vanes add K.E. to the air. Here slight pressure rise also
takes place. The air then is discharged at the proper angle to the first row of
stator blades where the pressure is further increased by diffusion.
4. The air then directed to second row of moving blades and the process is
repeated through the remaining stages of the compressors.
5. Usually at entry one more stator is provided to guide the air correctly into the
first rotor. This blades are some times referred as the Inlet Guide Vanes(IGV).
6. In many compressors there are one to three rows of diffuser or straightener
blades installed after the last stage to straighten and slow down the air before
it enters into the combustion chamber.

Axial flow compressors

Axial flow compressors

Selection of Pressure Ratio per Stage

Stage velocity triangle


The flow geometry at the entry and exit of the
compressor stage is described by the velocity triangles
at these stations .
The velocity triangles for the compressor stage contain,
besides peripheral velocity(u) of the rotor blades both
the absolute(c) and relative (w)fluid velocity vectors.
These velocities are related by the following vector
equation
c = u + w (vector)
Velocity triangles are typically used to relate the flow
properties and blade design parameters in therelative
frame(rotating with the moving blades), to the properties
in the stationary or absolute frame.

Velocity triangle

The air angles of absolute and relative systems


are denoted by 1, 2, 3 and 1, 2, 3,
respectively.
If the flow is repeated in another stage then
c1 = c3 and 1 = 3
subscripts a and t denote axial and tangential
directions respectively.
Thus the absolute swirl or whirl vectors ct1 and ct2
are the tangential components of absolute velocities
c1 and c2 respectively .
similarly wt1 & wt2 are the tangential components of
the relative velocities w1 & w2 respectively.

The following trigonometrical relations obtained from velocity triangles.


From velocity triangles at the entry:

ca1 = c1 cos1 = w1 cos1 ------------------------------------1


ct1 = c1 sin1 = ca1 tan1 ------------------------------------2
wt1 = w1 sin1 = ca1 tan1 ------------------------------------3
u = ct1 + wt1
-----------------------------------4
u = c1 sin1 + w1 sin1 -----------------------------------5
u = ca1 ( tan1 + tan1 ) ------------------------------------6
From velocity triangles at the exit:
ca2 = c2 cos2 = w2 cos2 ------------------------------------7
ct2 = c2 sin2 = ca2 tan2 ------------------------------------8
wt2 = w2 sin2 = ca2 tan2 ------------------------------------9
u = ct2 + wt2 ------------------------------------10
u = c2 sin2 + w2 sin2 -----------------------------------11
u = ca2 ( tan2 + tan2 ) ------------------------------------12

for constant axial velocity through the stage:


ca1 = ca2 = ca3 = ca
------------------------------------13
ca = c1 cos1 = w1 cos1
= c2 cos2 = w2 cos2 ------------------------------------14
Equation 6 &12
u/ ca = 1/ = ( tan1 + tan1 ) = ( tan2 + tan2 ) ------15
This relation can also be presented in another form using eqn 4 & 10
ct1 + wt1 = ct2 + wt2
ct2 - ct1 = wt1 - wt2 -----------------------------------16
ca ( tan2 - tan1 ) = ca ( tan1 - tan2 )----------17
Equations 16 & 17 give the change in the swirl components across the rotor
blade row .For steady flow in an axial machine, this is proportional to the
torque exerted on the fluid by the rotor.

Work input to the


compressor

Compressor work input in terms of velocity and blade angles . The


compressor work input derived based on the assumption that the axial
velocity remains constant throughout the machine.
From eqn 15
u = ca( tan1 + tan1 ) = ca( tan2 + tan2 )
Form Eulers eqn for turbo machinery the power needed by rotor is
P = M = (ct2r2 - ct1r1) where = u1/r1 = u2/r2
Above eqn becomes
P = (ct2u2 - ct1u1)
Dividing above eqn by we will get workdone or specific power
W = u(ct2-ct1)
W= u ca( tan2 - tan1 )
In terms of
W = uca ( tan1 - tan2 )

Variation occurs in axial flow


compressors
Absolut
e
velocity
,c

Relative
velocity
,w

Flow
width

Static
Total
pressure pressure
,P
, Po

Rotor

Increase

Decrease

Increase

Increase

Increase

stator

Decrease

Increase

Increase

Constant

According to Eulers (turbo


machinery) energy equation
W = {(c22 c12)+(u22 u12)+(w12 w22)}
For axial flow compressors u=u1=u2
the above equation reduced to
W = 1/2(c22-c12)+1/2(w12-w22)
To obtain higher efficiency the work
input should be as minimum as
possible . To achieve this , the proper
care in the design of blade and flow
geometries are essential.

Work done factor()


The reduction in work absorbing capacity
of the compressor is measured by work
done factor(0.98-0.85)
It is a measure of the ratio of the actual
work absorbing capacity of the stage to its
ideal value as calculated from equation.
W = uca ( tan1 - tan2 )
This work done factor accounts for the effect
of boundary layer and tip clearance.

In terms of temperature difference


Ts = T02 - T01
CpTs = uca ( tan1 - tan2 )
Ts = uca ( tan1 - tan2 )
Cp

Compressor stage efficiency


It is the ratio b/w ideal work input to the actual work input.
Wideal = h03 h01
= Cp(T03 T01 )
Wactual = h03 h01
= Cp(T03 T01 )
c = (T03 T01 )
(T03 T01 )
Actual Stage work in terms of velocities and air angles
Wactual = h03 h01 = uca( tan2 - tan1 )
= uca ( tan1 - tan2 )
= 1/2(c22-c12)+1/2(w12-w22)

Performance coefficients
In order to evaluate the performance of the compressor same dimensionless
performance coefficients are found useful in various analyses.
1.Flow coefficient
it is defined as the ratio of axial velocity to peripheral speed of the
blades. Flow coefficients sometimes called as compressor velocity ratio.
2.Rotor pressure loss coefficient
it is defined as the ratio of the pressure loss in the rotor due to relative
motion of air to the pressure equivalent of relative inlet velocity.
3.Rotor enthalpy loss coefficients
it is defined as the ratio of the difference between the actual and isentropic
enthalpy to the enthalpy equivalent of the inlet relative velocity.

4.Stator/Diffuser pressure loss coefficient


it is defined as the ratio of the pressure loss in the diffuser
due to flow velocity to the pressure equivalent of actual inlet velocity
of the diffuser.
5.Stator/Diffuser enthalpy loss coefficient
it is defined as the ratio of the difference between the actual and
isentropic enthalpy to the enthalpy equivalent of absolute velocity of
flow at diffuser inlet
6.Loading coefficient
it is defined as the actual stagnation enthalpy rise in the stage to
enthalpy equivalent of peripheral speed of rotor.

Degree of reaction

The degree of reaction prescribes the


distribution of the stage pressure rise
b/w the rotor and the stator blade
rows.
for an actual compressor stage the
degree of reaction is define as (R)
actual change of enthalpy in
rotor
actual change of enthalpy in
stage

LOW REACTION STAGE:(R<1/2)


A low reaction stage has a lesser pressure rise in its rotor compared to that in
the stator.
(P)r<( P)d
at low reaction stage the diffuser blades are burdened by a comparatively
larger static pressure rise which is not desirable for obtaining higher
efficiencies.
Fifty per cent reaction stages: R=1/2
one of the way to reduce the burden of a large pressure rise in a blade row is
to divide the stage pressure rise equally between the rotor and diffuser .
High reaction stage: (R>1/2)
The static pressure rise in the rotor of a high reaction stage is larger compare
to that in the diffuser
(P)r > ( P)d
Since the rotor blade rows have relatively higher efficiencies , it is
advantageous to have a slightly greater pressure rise in them compared to
diffuser.

Flow losses
Aerodynamic losses occurring in the most of the turbo
machines arise due to the growth of boundary layer and its
separation on the blade and passage surface .
Types of aerodynamic losses
1.Profile loss 2.Tip clearance loss 3.Stage loss

Performance characteristics
The performance characteristics of
axial flow compressors or their
stages at various speeds can be
presented in terms of the plots of the
following parameters.
1.Presssure rise vs flow rate
2.Pressure ratio vs non-dimensional
flow rate

0ff-design operation
The performance of a compressor is defined according to its
design. But in actual practice, the operating point of the
compressor deviates from the design- point which is known as
off-design operation.
Unstable flow in axial compressors can be due to two reasons.
1.Seperation of flow from the blade surfaces called stalling.
2.Complete breakdown of steady through flow called surging.

Compressor surge
It is a form of unstable operation and should be avoided.
Surge has been traditionally defined as the lower limit of stable operation in a
compressor, and it involves the reversal of flow.
This reversal of flow occurs because of some kind of aerodynamic instability
within the system.
Usually, a part of the compressor is the cause of the aerodynamic instability,
although it is possible for the system arrangement to be capable of
augmenting this instability.
A decrease in the mass flow rate, an increase in the rotational speed of the
blade, or both can cause the compressor to surge.
One should note that operating at higher efficiency implies operation closer to
surge.
Surge is a reversal of flow and is a complete breakdown of the continuous
steady flow through the whole compressor. It results in mechanical damage to
the compressor due to the large fluctuations of flow which results in changes
in direction of the thrust forces on the rotor creating damage to the blades.

Compressor Stall

There are three distinct stall phenomena. Rotating stall and


individual blade stall are aerodynamic phenomena; stall flutter is
an aero elastic phenomenon.
Individual Blade Stall
This type of stall occurs when all the blades around the
compressor annulus stall simultaneously without the occurrence
of a stall propagation mechanism.
The circumstances under which individual blade stall is
established are unknown at present.
It appears that the stalling of a blade row generally manifests
itself in some type of propagating stall and that individual blade
stall is an exception.

Rotating Stall
Rotating stall (propagating stall) consists of large stall zones covering
several blade passages and propagates in the direction of the rotation and at
some fraction of rotor speed. The number of stall zones and the
propagating rates vary considerably .
This stalled blade does not produce a sufficient pressure rise to maintain
the flow around it, and an effective flow blockage or a zone of reduced
flow develops.
Stall Flutter
This phenomenon is caused by self-excitation of the blade and is an aeroelastic phenomenon. Stall flutter is a phenomenon that occurs due to the
stalling of the flow around a blade.
Blade stall causes Karman vortices in the airfoil wake. Whenever the
frequency of these vortices coincides with the natural frequency of the
airfoil, flutter will occur. Stall flutter is a major cause of compressor blade
failure.

Effects of stall
This reduces efficiency of the
compressor
Forced vibrations in the blades due to
passage through stall compartment.
These forced vibrations may match
with the natural frequency of the
blades causing resonance and hence
failure of the blade.

Centrifugal compressors
1.It consists of a rotating element called impeller and a volute
casing.
2.The air enters into the compressor through the suction eye of
the impeller. Due to the rotation of the impeller at a high speed
produces centrifugal force which causes the air to move out of
the impeller at a high velocity.
3.Then the air with high velocity enters into a diffuser ring. The
diffuser blades of the diffuser ring are so shaped that these
provide an increased area of passage to the air which is passing
outwards due to which the velocity of air leaving the impeller is
reduced and its pressure is increased.

4.The high pressure air then flows to the divergent passage of


volute casing. The velocity of air is further reduced due to
increased cross sectional area of volute casing causing very small
rise in pressure.
5.From the casing the compressed air leads to exit pipe and finally
comes out of the compressor.
5.This type of compressor is a continuous flow machine suitable
for large flow rate at moderate pressure. The pressure ratios
between 4 to 6 may be obtained in this type of compressor.
Pressure ratio upto 12 can be obtained by multistage centrifugal
compressors.

Types of diffuser
The diffuser consists of any annular space known as a vaneless
diffuser.
The diffuser consists of a set of guide vanes it is known as
vanned diffuser . The main aim of this diffuser is to increase
the static pressure by reducing the kinetic energy.

Pressure rise across compressor

2
P
0
1
Inlet
Casing

Impeller
Channel

Diffuser

Ideal energy transfer


Let us first considered the case of an ideal compressor with the following assumptions for
radial vaned impeller.
1.Losses due to friction are negligible
2.Energy loss or gain due to heat transfer to or from the gas is considered very small.
3.The gas leaves the impeller with a tangential velocity equal to the impeller velocity , no
slip condition is assumed.(ct2=u2)
4.The air enters the rotor directly from the atmosphere without tangential component.c t1= 0
Applying these assumptions to the Euler's energy equation under ideal conditions
becomes.
E = ct2u2-ct1u1 (or)
E = {(c22 c12)+(u22 u12)+(w12 - w22)}
E = u22
This is the maximum energy transfer that is possible. therefore the work done by the
impeller on unit quantity of air is given by
W = E = u22

Energy transfer equation from thermodynamic analysis


W = E = h02 - h01 = Cp(T02 T01 )= Cp T01(rc(-1/) -1)
u22 = Cp T01(rc(-1/) -1)

Blade shapes and velocity triangles


In order to understand the actual energy transfer and flow
through compressor we will use two velocity triangles.
1.Entry velocity triangles
2.Exit velocity triangles
The absolute and relative air angles at entry and exit of the
impeller are denoted by 1, 2 and 1, 2.
Based on the value of 2 the blade shapes are given the name as
forward curved blades (2>90),Radial blades (2=90),Backward
curved blades(2<90).

Types of impeller blade


The blades of the compressor or either forward curved or
backward curved or radial. Backward curved blades were
used in the older compressors, whereas the modern centrifugal
compressors use mostly radial blades.

Since
the change in radius between the entry and exit of the

impeller is large the impeller velocities at these stations are


different.
u1 =
u2 =

Slip factor
It is the ratio b/w actual and ideal
values of the whirl component at the
exit of the impeller.
= ct2
ct2
Slip velocity Cs = ct2 - ct2
if the value of slip factor is 1 then the
slip velocity is zero(no slip condition)

Performance parameters
Power input factor
In practice the actual energy transfer to the air from the
impeller is lower than the ideal energy transfer ,because some energy
is lost in friction b/w the casing and the air carried round by vanes
and in disc friction.in order to take this into account power input
factor is introduced, so the actual energy transfer becomes.
E =Pif u22
Pif value lies b/w 1.035-1.04
Total head temperature rise across the compressor or temperature rise
across the impeller
Tc = T02 - T01 = Pif u22
Cp

Pressure coefficient :
p = Wactual
Wisen

p = Cp T01(rc(-1/) -1)
Cp T01(rcm(-1/) -1)

p = Cp T01(rc(-1/) -1)
u22

Compressor efficiency :
It is the ratio b/w ideal
enthalpy difference to the actual
enthalpy difference.
c =

c =

(T02 T01 ) =
(T02 T01 )

p
Pif

Cp T01(rc(-1/) -1)
Cp (T02 T01 )

Combustion chamber
The combustion process is of critical importance in a gas
turbine cycle.
It is because in this process the chemical energy of the fuel
is converted to heat energy which later converted into work
by the turbine.
Therefore losses incurred in the combustion process will
have direct effect on the thermal efficiency of the cycle.
In the gas turbine combustion system initially a mixing of
fuel and air under conditions in which the resulting flame is
self-sustaining should be accomplished first .Further the
chemical reaction should be complete .

COMBUSTION THEORY APPLIED TO GAS TURBINE COMBUSTOR

In any combustion process obtaining complete reaction between


fuel and air has a chemical aspect and a physical aspect.
Chemical aspect concerned with rate of reaction. physical aspects
are concerned with particle size , injection mixing and evaporation.
The are three recognized postulations as to the combustion
mechanism
1.Carbon preferential burning: which states that carbon in the
hydrocarbon fuels burns before the hydrogen.
2.Hydrogen preferential burning: which states that hydrogen
hydrocarbon fuels burns before the carbon.
3.Hydroxylation : which states that there is an initial uniting of
oxygen with the hydrocarbon to form a hydroxylated compound.
through chain reactions of molecules , atoms and radical, hydroxylated
compound burns to CO,CO2 and H20.

The modern theory is based on the statistics of probability as well


as kinetics.
It is known from kinetic theory of gases that the individual
molecules are in motion at some average velocity but with a
wide difference between the velocities of the slowest and fastest
molecules.
For the combustion reaction to take place the process requires the
collision of molecules of fuel and oxygen.
The collision must have a sufficiently high energy level so that
the molecules are broken down into atoms and radicals.
Since the temperature is a function of the molecular activity
raising the temperature increases the probability and intensity of
collision of high velocity molecules. Therefore will be an
increase in the intensity of combustion.

Factors affecting combustion chamber design


The temperature level of the gases after the combustion must
be comparatively low to suit the highly stressed turbine blade
materials
At the exit of he combustion chamber the temperature
distribution must be of known form if a high turbine
performance is to be realized and the blades are not to suffer
from local over heating.
Combustion must be maintained in a stream of air moving
with a high velocity in the region of 30-60m/s , and stable
operation is required over a wide range of air-fuel ratio from
full load to idling conditions . the air fuel ratio might be vary
from 60:1 to 120:1 for a simple gas turbine engines.

Cont.
The formation of carbon deposits must be
avoided . small particles carried into turbines
along with the high velocity gas stream can
erode the blades.
In aircraft gas turbines combustion must be
stable over a wide range of chamber pressure
because this parameter changes with altitude
and forward speed.
aircraft engine combustion chambers are
normally constructed of light gauge heat
resisting alloy sheet (approx. 0.8mm thick) but
are only expected to have a life of some 10000
hours.

Requirements of the combustion chamber


Complete combustion of the fuel must be achieved .
The total pressure loss must be minimum.
Carbon deposits must not be formed under any
expected condition of operation.
Ignition must be reliable and accomplished with easy
over wide range of atmospheric conditions .
Temperature and velocity distribution at the turbine
inlet must be controlled .
The volume and weight of the combustor must be
kept within the reasonable limits.

Process of combustion
The process of combustion in a gas turbine
combustion involves the following
1. The mixing of a fine spray of fuel droplets
with air.
2. Vaporization of the droplets.
3. The breaking down of heavy hydrocarbons
into lighter fractions.
4. The intimate mixing of molecules of these
hydrocarbons with oxygen molecules.
5. The chemical reactions themselves.

Three stages of combustion chamber


1.About 15-20 per cent of the air is introduced around the jet of fuel
in the primary zone to provide the necessary high temperature for
rapid combustion.
2.Some 30 per cent of the total air is then introduced through holes
in the flame tube in the secondary zone to complete the
combustion. for high combustion efficiency this air must be injected
carefully at the right points to avoid chilling the flame locally and
drastically reducing the reaction rate .
3.In the tertiary or dilution zone the remaining air is mixed with
the products of combustion to cool them down to the temperature
required at the inlet to the turbine . sufficient turbulence must be
prompted so that the hot and cold streams are thoroughly mixed to
give the desired outlet temperature distribution , with no heat
streaks which would damage the turbine blades.

Cutout view of a can type combustion chamber

Combustion intensity

In aircraft gas turbine engines the air flow through the


engine is at high average speed (100 m/s), which requires
high combustion intensity (heat release rate per unit
volume per unit time).

Cont. .
The combustion intensities of some heat engine
combustion processes are compared:
Boiler furnaces-----4x105to106 kJ/m3.hr (1x102 to
103kWatts/m3)
Piston engine -----25125x105 to 106kJ/m3.hr (7 35 x
102 to 103kWatts/m3)
Jet engine-----75-150x105 to 106kJ/m3.hr (2142 x102
to 103kWatts/m3)
Rocket engine -----260 x105 to106kJ/m3.hr(72 x 102 to
103kWatts/m3)

Cont..
The condition at the burner inlet is determined by
the outlet operating conditions of the compressor.
This may keep varying with varying flight regimes.
On the other hand, the outlet condition is governed
by turbine design operating limits and is generally
required to be uniform and stable.
Hence, combustion chamber is expected to be a
stable source of hot gas.
That means even if its inlet conditions are variable
it is expected to deliver comparatively steady and
uniform flow to the turbine.

Types of combustion
chamber
Can type
Annular type
Can annular type

Can type

Cannular Type

Annular type

The flame moves in the direction of the air flow inside the
combustion chamber at a characteristic speed known as flame
speed. The flame is sustained in a flame zone at the end of
which most of fuel is burned. Outside the flame zone the
combusted gas moves towards the combustor exit.
The process of evaporation of droplets and mixing of fuel and
air can occur partly aided by local turbulent vortices artificially
created around the spray zone, and partly by diffusion of liquid
vapour into air.
At the point of ignition all the droplets may not have been
evaporated and mixed -hence some of them may burn as liquid
droplets in a surrounding air.

Injection and Evaporation

Flame
Front

Mixing of Secondary air

Delivery of
Uniform gas
flow

Factors affecting Combustion


chamber Performance
1.Pressure loss
a) pressure drop due to friction
b) acceleration due to
heat addition
2.Combustion intensity heat release
rate per unit volume per unit time .
3.Combustion efficiency it is the ratio
between actual total head temperature
rise to the theoretical total head
temperature rise.

Practical problems
1.Flame tube cooling 2.Fuel injection-meter the fuel flow ,
atomize the fuel.
3.Ignition4.Use of cheap fuels
5.Pollution-unburnt
hydrocarbons,CO,NOx, oxides of
sulphar

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