Numerical Simulation of the influence of main stage swirl number on combustor NOx emissions
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摘要:
为了研究宽工况范围内中心分级贫油预混预蒸发燃烧室主燃级旋流数对NOx排放的影响，采用三维数值模拟方法分析了基准排放着陆和起飞（LTO）循环工况下燃烧室气动热力和NO生成特征，并通过NOx排放测试结果对比验证仿真方法。此外，仿真分析了不同主燃级旋流数在不同工况下燃烧室NOx排放的影响规律。研究结果表明：在不同的工况下，主燃级旋流数对NOx排放的影响规律不同。在慢车工况下，随着主燃级旋流数的增加，促进了预燃级的油气掺混，使得预燃级燃烧温度更高，从而产生更多NOx；在大工况下，随着主燃级旋流数的增加，更多空气被卷入回流区，使得贫油的主燃区油气比进一步降低，从而降低了NOx排放。随着主燃级旋流数（0.5～0.9）增加，LTO循环NOx排放总量减少。
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关键词:
- 贫油预混预蒸发燃烧室 /
- 主燃级旋流数 /
- 着陆和起飞（LTO）循环 /
- NOx排放 /
- 主燃区
Abstract:To investigate the influence of main stage swirl number on NOx emissions in a centrally-staged lean premixed prevaporized combustor across wide operating conditions, three-dimensional numerical simulations were used to analyze the turbulent combustion and NO formation characteristics during the reference emissions Landing and Take-Off (LTO) cycle. And the simulation methodology was validated against experimental NOx emission data. Furthermore, the influence of main stage swirl number on NOx emissions under LTO cycle conditions was simulated and analyzed. The results revealed that the influence of main swirl number on NOx emissions varied under different operating conditions. At idle conditions, an increase in main swirl number enhanced fuel-air mixing in the pilot combustion zone, leading to higher combustion temperature and elevated NOx emissions. Under high-load conditions, as the main swirl number increased, additional airflow was entrained into the re-circulation zone, further reducing the fuel-to-air ratio in the lean primary combustion zone and thereby decreasing NOx emissions. With increasing main swirl number over the range of 0.5 to 0.9, total NOx emissions during the reference emissions landing and takeoff cycle decreased.
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图 9 燃烧室出口EINOx模拟与试验结果对比
Figure 9. Comparison of simulation and experimental results of EINOx at combustor outlet
图 10 S=0.7的中心截面流动特征
Figure 10. Flow characteristics of the central cross section under S=0.7 condition
图 11 S=0.7的中心截面喷雾特征
Figure 11. Spray characteristics on central cross section under S=0.7 condition
图 12 S=0.7的中心截面温度分布
Figure 12. Temperature distribution on central cross section under S=0.7 condition
图 13 S=0.7的中心截面NO分布
Figure 13. NO distribution on central cross section under S=0.7 condition
图 15 数值模拟结果后处理截面示意图
Figure 15. Post-processing section diagram of numerical simulation
图 16 变主燃级旋流数的燃油蒸气质量分数、温度和NO质量分数对比
Figure 16. Comparison of fuel vapor mass fraction, temperature and NO mass fraction with variable main stage swirl number
图 17 变主燃级旋流数的燃烧室出口EINOx图
Figure 17. EINOx diagram at combustor outlet with variable main stage swirl number
图 18 慢车工况不同旋流数的NO分布
Figure 18. NO distribution at idle condition with different swirl numbers
图 19 进场工况不同旋流数的NO分布
Figure 19. NO distribution at approach condition with different swirl numbers
表 1 单头部燃烧室试验工况
Table 1. Experimental conditions for single sector combustor
工况 SR Tin/K pin/MPa ma/（kg·s−1） FAR 慢车 1.00 507.3 0.591 0.691 0.012 进场 0.25 652.2 1.368 1.524 0.019 模拟爬升 0.14 816.1 2.197 2.056 0.023 模拟起飞 0.10 851.8 2.224 2.034 0.025 
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表 2 数值模拟工况条件
Table 2. Operating conditions for numerical simulation
工况 SR Tin/K pin/MPa ma/（kg·s−1） FAR 爬升 0.14 810.9 2.865 2.504 0.026 起飞 0.10 843.6 3.266 2.799 0.028
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表 3 喷雾参数
Table 3. Spray parameters
喷口 SMD /mm θ/（°） mf/（kg·s−1） vf（m·s−1） 预燃级 0.0114 90.0 0.0070 102.87 主燃级 0.0050 12.2 0.0213 24.27
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表 5 不同主燃级旋流数下LTO循环每千克燃油NOx排放量
Table 5. NOx emissions per kilogram of fuel under LTO cycle under different main stage swirl numbers
旋流数 排放量/g 慢车 进场 爬升 起飞 LTO（Dp） 0.5 0.65 2.88 19.31 28.11 287.36 0.7 0.77 2.13 12.09 14.56 176.67 0.9 0.94 1.54 11.18 13.54 163.63
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