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Konstantinos G. Kyprianidis Module Development 3.3.4 NOx model for lean-burn combustion concepts Within the NEWAC project, different lean-burn combustion concepts are being studied. Within the public domain, only a limited number of semi-empirical correlations for lean-burn combustor are available [118,119]. These correlations were found to be unsuitable for predicting NOx emissions from the NEWAC combustor designs mainly for two reasons: • They have been based on data from experimental campaigns for lean-burn combustor designs that are very different from the designs studied under NEWAC; the latter designs are themselves very different from one another. • They fail to properly consider the effects of the fuel flow split (between the pilot injectors and the main injectors) varying for different combustor operating conditions. To further enhance the NOx predictions of HEPHAESTUS, a new NOx model for lean-burn combustion concepts was introduced based on information provided by Rolls-Royce Deutschland, Avio and Turbomeca within the NEWAC project. Some background information on lean-burn combustion and the NOx modelling approach adopted for HEPHAESTUS, can be found in Segalman et al [133], Ripplinger et al. [134], Otten et al. [135], Plohr et al. [136] and Lazik et al. [137]. In the approach implemented, the combustor primary zone is first sized for cruise conditions to balance low NOx emissions with a good combustion efficiency. This sizing exercise mainly involves calculating the primary zone AFR required to achieve a fixed flame temperature value; the latter is essentially a design pa- rameter and the fixed value chosen is known - from experience and NEWAC experimental measurements - to provide a reasonable trade-off at first-order ac- curacy. With the combustor overall AFR and primary zone AFR known, the ratio of primary zone to combustor overall mass flow may be determined. The primary zone flame temperature can now be calculated for every engine operating point using the combustor inlet temperature and the combustor overall AFR. The NOx emissions index may be determined for every engine operating point using a simple correlation of EINOx with flame temperature, as illustrated in Fig. 3.14. Values calculated with this correlation need to be corrected for pres- sure; this is because the correlation is actually a simple polynomial fit based 59PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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