23

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


TOWARDS DEVELOPMENT OF AN UPWARD SWIRL CAN
COMBUSTOR
Rupesh D Shah and Jyotirmay Banerjee
S V National Institute of Technology Surat-395007
Email: jbaner@med.svnit.ac.in,
Abstract

In conventional CAN combustor a spiralling motion is imparted to the air entering in the primary region (where
fuel burns) by the swirler located in upstream of the primary region. This arrangement in which swirler is located
in upstream of primary zone is called backward swirl configuration. Flow pattern established in primary region
of backward swirl is such that hot product of combustion moves towards wall of liner. This sets the liner at high
temperature and puts stringent requirement of combustor wall cooling. Scattered pockets of large temperature
also result in higher level of NO
X
emission from combustor. The present research is aimed towards development
of an upward swirl combustor. In this arrangement, primary air is introduced parallel to combustor axis. Re-
circulating region is formed due to change in flow direction of primary air in the primary region. During
alteration of direction, air mixes with fuel and combustion will take place. This annular entry confines the flame
to the region near the axis and reduces the number of scattered pockets with steep temperature gradient. Such an
arrangement also helps in decreasing emission level of NO
X
from gas turbine combustor.

Keywords: CAN combustor, Air-Fuel Ratio, Swirl, Numerical simulations, Experimental analysis.
1. Introduction
During the last six decades, the pressure ratio in gas
turbines has increased from 7 to 45, and the firing
temperature in the combustor has increased from
800C to 1400C. Modern gas turbine combustion
chamber is required to achieve burning of fuel
completely, create little pressure drop, produce an
acceptable temperature profile at the exit, maintain
stable operation over a wide range of conditions and
satisfy stringent emission norms. It is difficult to
meet all these requirements simultaneously [1].
Some of the above mentioned requirements
in a tubular (CAN) combustor are achieved by
introduction of air passing into the primary zone
through swirl vanes located in upstream dome [2-3].
A tubular (CAN) combustor comprises of cylindrical
liner mounted concentrically inside a cylindrical
casing. The mixing of fuel and oxidizer takes place
in the primary region. Primary jet and swirl air
creates strong re-circulating region in the primary
zone. This recirculation controls the shape, size and
stability of the flame [4]. This way of generating
swirl flow by passing air through the swirl vanes
located in upstream of primary zone is called
backward swirl. Strategy of controlling the flame by
such swirl has the disadvantage that it hinders the
flame and there exist a large number of scattered
pockets of high temperature gradient. Scattered
pockets of large temperature result in higher level of
NO
X
emission from the combustor [5-7]. The re-
circulation region also forces hot product of
combustion to flow through the annular region near
combustor wall. This puts stringent requirement on
combustor wall cooling. Thus backward swirl
arrangement for CAN combustor is reported to have
stringent wall cooling requirement and also it suffers
from high level of NOx emission [5-6].
The present research is aimed at
development of an upward swirl CAN type
combustor. In this arrangement, primary air is
proposed to be introduced parallel to the combustor
axis. Re-circulating region will be formed due to
change in flow direction of primary air in the
primary region. During alteration of direction, air
will mix with the fuel and the combustion will take
place. This annular entry will confine flame to a
region nearer the axis and reduce the number of
scattered pockets with steep temperature gradient.
The entrainment of flame near the axis will also
keep the liner at relatively low temperature.
2. Numerical Simulations
2.1 Numerical Analysis of Backward Swirl
Combustor under Isothermal Condition
In isothermal analysis solution of flow is obtained
by solving continuity equation, momentum
equations and equations pertaining to specific
turbulence model considered in the analysis.
Numerical simulations are carried out with CFD tool
FLUENT. Geometry is prepared and unstructured
mesh is generated using GAMBIT. Swirl number
variation is introduced by changing swirler vane
orientation from 15
0
to 60
0
in steps of 15
0
. Grid
independence study is carried out for each vane
angle using turbulent kinetic energy along
combustor axis as grid sensitivity parameter.
Numerical simulations are first carried out by
23
rd
National Conference on I. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013


solving the Reynolds Averaged Navier-Stokes
(RANS) equations along with conservation
equations for Turbulent Kimetic energy and eddy
dissipation rate (k- model) for obtaining the
Reynolds stresses. The influence of subgrid scale
turbulence on flow pattern in the combustor is also
established using Large Eddy Simulations (LES) [5]
with four different Sub-Grid Scale (SGS) models. It
is observed that the flow physics is captured more
accurately by Wall Adaptive Large Eddy (WALE)
model as compared to the other SGS models
Axial radial and tangential velocity profiles
are plotted at three stations along combustor axis:
one in primary region, one coinciding with primary
hole axis and the third station located in downstream
of dilution hole axis. Stream line and velocity
contours are plotted on vertical plane passing
through primary axis and combustor axis. It is
observed that primary jets after their radial entry into
the combustor liner rushes toward the combustor
axis thereby colliding with the primary jet at axis.
This collision diverts part of primary air jet towards
fuel injector nozzle and remaining towards
intermediate region. Air flow diverted towards fuel
injector takes the injected fuel along with it and gets
diverted towards combustor liner. The air continues
to flow near liner wall and come out from region
located between two neighbouring primary jets.
Collision of primary jet at combustor axis
generates strong recirculation region which helps in
mixing of air with fuel and to stabilize the flame by
bringing the product of combustion in contact with
fresh charge. Dilution jets on the other hand are
unable to penetrate up-to combustor axis. Flow
regime is symmetric with respect to combustor axis
before the exit nozzle. Presence of circular to
rectangular nozzle in the downstream of dilution
region results in non symmetric flow in dilution
zone. Swirl intensity alters the flow physics only in
primary zone. Tangential velocity in primary region
is observed to be higher for high swirl number
achieved with larger swirler vane orientation. The
larger swirl is generated at the cost of high pressure
penalty at swirler inlet for the same mass flow rate.
2.2 Numerical Analysis of Backward Swirl
Combustor under reactive condition
Actual flow physics in gas turbine combustor is
complex due to mass, momentum and energy
transfer in highly turbulent flow regime. To extract
detailed information about temperature gradient,
reaction rate, intensity of radicals and formation of
pollutants, numerical analysis of CAN type
combustor is carried out under reactive condition.
Reactive flow simulations are carried out for the
same swirl orientations as that considered for
isothermal flow investigation. Fuel used is methane
and air is used as oxidiser. Combustion process is
modeled using non-premixed combustion approach.
Air/Fuel ratio is kept 40 for all variations of swirl
intensity. Interaction between turbulence and
chemistry is modeled using probability density
function approach. Simulations are also carried out
to establish the effect of radiative mode of heat
transfer on flow structure and emission
characteristics. Radiation through participating
medium is modelled using Discrete Ordinate model
[7-9].
Study of streamline pattern and contours of
axial velocity pattern in reactive condition indicates
that due to combustion the primary recirculation
region is intensified. Streamline patterns
demonstrate that the primary jets after colliding at
combustor axis get diverted towards fuel injector
and then the flow is deflected upward where it mixes
with fuel. This mixture of air and fuel then move
towards wall of the hemispherical dome. During
this traverse from fuel injector to dome wall, heating
of air fuel mixture takes place. This heated mixture
gets burned near the wall releasing large amount of
heat. This heat accelerates the flow in all direction.
The flow acceleration reduces the height of the
primary region in the direction normal to combustor
axis and expands it along the combustor axis.
Comparison of axial velocity contour and stream
line pattern for both reactive and isothermal flow
reveals that centres of recirculation region for
isothermal flow are nearer to the dome wall as
compared to that of reactive flow as a result of flow
expansion due to release of energy. In reactive
condition at low swirl intensity associated with 15
0

swirler vane, axial momentum is relatively high.
This helps in penetration of swirler air more into the
primary region and there by reduces the strength and
length of recirculation region. At low swirl the rate
of momentum and heat exchange reduces and hence
the reaction rates are also reduced. Results of other
swirl number variations are comparable to each
other.
Rate of formation of OH radical on plane
upstream of primary axis are compared for various
swirl number. It reveals that level of OH radicals is
enhanced for every increment in swirl number up to
45
0
and after that the intensity reduces. This
increased level of OH radicals intensifies the rate of
reaction. It also reveals that region of high intensity
OH radical is wider and maximum for combustor
geometry with 45
0
swirler vanes. This also supports
and justifies the usage of 45
0
swirler vanes as
reported by various researchers.
Numerical simulations with incorporation
of radiative mode of heat transfer reveals that
radiation does not significantly alter the velocity
profile. Temperature profiles are almost similar to
that of simulations without considering radiation.
However the maximum temperature predicted with
inclusion of radiation mode is lower than that
obtained without radiation. The liner wall
temperature predicted by the radiation model is
lower than that without radiation. The comparison
23
rd
National Conference on I. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013


of OH radical contours reveals that inclusion of
radiation predicts low level of OH radicals. Low
level of OH radicals indicates slow rate of reaction.
2.3 Reactive Analysis of Upward Swirl
Combustor
In the CAN combustor geometry considered for
isothermal and reactive analysis, the combustion is
initiated in primary region. The product of
combustion then continues to move towards wall of
primary region. The hot product finally comes out
from a region bounded by two successive primary
jet, combustor wall and core of combustor. The hot
products of combustion continue to move to the
intermediate region. The motion of hot products of
combustion is such that the wall always remains at
high temperature. This requires stringent cooling
requirement for the wall. An upward swirl
combustor is proposed which confines the flame in
the core of combustor there by reducing the wall
cooling requirement. In the proposed upward swirl
combustor, the air required for combustion is
introduce through swirler located at the end of
primary zone. This swirled primary air rushes
towards fuel injector located at upstream of the
swirler. Primary air and fuel get mixed in primary
region and combustion is initiated.
The reactive analysis of proposed upward
swirl carried out to understand thermo-physics and
also to optimize the geometrical configuration of the
upward swirl combustor is reported. Parametric
study is carried out to check the sensitivity of
upward swirl combustor to swirler air momentum
and length of primary zone. Axial, radial and
tangential velocity profile is plotted at three different
location situated in primary region, intermediate
region and dilution region. The overall flow pattern
is observed by plotting the streamlines on vertical
plane and path lines from fuel injector, swirler inlet
and dilution inlet. After flowing through the swirler
vanes part of the primary air alter their flow
direction and start moving toward exit nozzle near
wall of intermediate zone. Part of the primary air
continues to flow towards fuel injector located in
upstream of primary zone. This air gradually
changes its direction when they come close to the
fuel injector near combustor axis. Due to swirling
motion of primary air fuel is unable to penetrate
deep into the primary zone. Fuel mixed with the
primary air continues to move the entire combustor
length with swirl. In the dilution zone swirling
motion of combustion products restricts the
penetration of dilution jet and carries the dilution air
along with it. From the velocity vector plot at all the
three stations it is concluded that flow in combustor
remains swirling throughout the combustor.
Average velocity and temperature at combustor
outlets are compared for a set of proposed
configuration of upward swirl geometry to obtain the
optimized geometrical configuration.
Comparison of flow pattern in backward
and upward swirl combustor shows that flow
patterns for both the cases are only comparable in
dilution region. The axi-symmetric recirculation
region formed due to collusion of primary jets in
backward swirl is absent in upward swirl. Sensitivity
of swirl orientation on thermo-physics is also studied
numerically for the upward swirl combustor.
Velocity profile and temperature distribution for
various vane orientations are compared. The relative
assessment of stream line pattern for various swirl
number reveals that with increase in swirl number
the length of recirculation region reduces in primary
region. The higher swirler vane angle imparts larger
tangential momentum to the swirler flow. With
larger tangential momentum swirler flow penetrates
more into the primary region before it changes its
direction. This helps in better mixing of air and fuel.
Relative assessment is carried out between all four
swirl numbers on the basis of pressure at swirler
inlet, average combustor outlet temperature and CO
mass fraction at outlet. For45
0
swirler vane
orientation air pressure at swirler inlet is moderate.
The average temperature and average axial velocity
at outlet is maximum for 45
0
vane angle. This
relative assessment reveals that swirler with 45
0

angle should be used with upward swirl geometry.

3. Experimental Analysis
3.1 Test Setup
Experimental test setup consists of air-line, fuel-line
and the combustor. Transparent combustor geometry
is fabricated from acrylic sheet of 3 mm thickness
for flow visualization and measurement under
isothermal situation. Swirler, barrel, dome and exit
nozzles for both upward and backward swirl
combustor are fabricated in house and assembled.
For measurement under reactive condition
combustor geometry for upward and backward swirl
configuration are made from S.S. 304.
3.2 Experimental Analysis under Isothermal
Condition
Isothermal flow is visualized by introduction of
smoke in both upward and forward swirl geometry.
Velocity measurements are carried out using five-
hole probe [10]. The probe is introduce through
primary and dilution hole into the combustor and
corresponding pressure readings at hole tips are
recorded. These pressure readings are used to
evaluate velocity component utilizing the calibration
curves developed during probe calibration. Ninety
three percent of calculated velocity data are
observed to have uncertainty level of 5%.
Axial, radial and tangential velocity for
various swirl numbers are presented and compared
with numerical results. There is close agreement
between experimental and numerical results close to
jet entry. Large degree of deviation is observed at
23
rd
National Conference on I. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013


combustor axis. Flow visualization supports the
predicted flow physics for both upward and
backward swirl configurations
3.3 Experimental Analysis under Reactive
Condition
Methane is used as fuel. Fuel flow rate is varied as
per the requirement of air-fuel ratio (A/F) to be set.
Experiments are conducted for different swirler vane
angles and various A/F ratios. For all A/F ratios
maximum temperature is observed near liner wall
and minimum temperature near center of outlet
section for backward swirl combustor. This shows
that hot gases generated as a result of combustion of
fuel with air in primary zone of combustor continue
to flow near liner wall throughout the length of
combustion chamber. Relatively colder core at
outlet section is due to collision of primary jet at
combustor axis. This collision divides part of
primary air jet flow towards primary zone and
remaining to intermediate zone. Diverted air flow
mixes with fuel and burn in primary region. The
product of combustion then come out from region
between two primary jets and continues to flow near
the wall. Remaining part of primary air flow
diverted toward the intermediate zone does not take
part in direct combustion. However they receive
radiative energy from hot product flowing near liner
wall and remain at lower temperature compared to
the fluid near the wall. Increased swirl number
increases rate of momentum exchange and thus
avoids steep temperature gradient. Temperature
profile at outlet section becomes more uniform with
increase in swirl number. Maximum temperature
drops with increase in A/F ratio. Increase in A/F
ratio is achieved by reducing fuel flow and keeping
total air flow constant. Thus for increased A/F ratio
low fuel supply results in release of less energy to
the same air flow and this reduces the temperature at
all the points.
In upward swirl combustor it is observed
that maximum temperature occurs in core of outlet
region while minimum temperature is noted at liner
wall. While for backward swirl configuration
maximum temperature for all vane angles at outlet
occurs near combustor wall, in case of upward swirl
the maximum temperature is observed in the core of
outlet section. In backward swirl minimum
temperature occurs in core region of outlet section
while in upward swirl the minimum temperature is
at combustor wall at outlet section. Thus in case of
upward swirl the flame in combustor always remains
near the axis of combustor. Thus wall of combustor
remains always at low temperature compared to core
region. It is observed that with increase in AFR
value temperature reduces at all points downward.
This is due to the reduced energy input with
increased AFR value.

5. Conclusions
The conclusions drawn from the experimental and
numerical investigations are:
1. In backward swirl combustor swirl flow
and primary air jet set the flow pattern such
that product of combustion continue to flow
near liner wall and this puts stringent
requirement on wall cooling.
2. Release of energy due to burning of fuel in
combustor accelerates flow in all direction.
This flow acceleration compresses the
recirculation region. Strength of
recirculation is increased due to heat
release. Re-circulating region acts as
aerodynamic spark and sustain the flame in
combustor.
3. Swirler with 45
0
vane angle is found to be
optimum orientation in terms of average
temperature, pollutant emission and flow
velocity at combustor outlet.
4. Radiation does not significantly alter the
combustor flow regime. It redistributes
energy within combustor. Inclusion of
radiation in numerical analysis predicts low
temperature. Hence for accurate prediction
of temperature profile and pollutant
emission radiative heat transfer must be
modeled and included in analysis.
5. Flow physics in proposed upward swirl is
such that it helps to retained flame near the
axis. Wall of liner remains at low
temperature in comparison to that of
upward swirl combustor. This will reduce
liner wall cooling requirement.
6. The axial radial and tangential velocity
components measured using five hole and
the flow pattern visualized with
introduction of smoke supports the
predicted flow regimes obtained
numerically.
7. Temperature measurement at combustor
outlet reveals that in backward combustor
product of combustion continues to flow
near liner wall. At outlet section maximum
temperature is measured near the linear
wall. Core of outlet section is at relatively
low temperature. Higher air-fuel ratio
reduces the maximum value of temperature.
8. For same air-fuel ratio increase in swirl
intensity reduces temperature gradient. This
reduced temperature gradient is due to
increased degree of mixing at higher swirl.
9. Temperature profile at outlet of upward
swirl combustor is such that the maximum
temperature occurs at core while minimum
temperature occurs at liner wall. This
reduces liner wall cooling requirement.

23
rd
National Conference on I. C. Engine and Combustion (NCICEC 2013)
SVNIT, Surat, India
13-16, December 2013


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