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Research Papers: Gas Turbines: Combustion, Fuels, and Emissions

Strongly Coupled Fluid–Structure Interaction in a Three-Dimensional Model Combustor During Limit Cycle Oscillations

[+] Author and Article Information
Mina Shahi

Faculty of Engineering Technology,
Laboratory of Thermal Engineering,
University of Twente,
Enschede 7500 AE, The Netherlands
e-mail: m.shahi@utwente.nl

Jim B. W. Kok, J. C. Roman Casado, Artur K. Pozarlik

Faculty of Engineering Technology,
Laboratory of Thermal Engineering,
University of Twente,
Enschede 7500 AE, The Netherlands

Contributed by the Combustion and Fuels Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received February 8, 2017; final manuscript received July 21, 2017; published online January 30, 2018. Editor: David Wisler.

J. Eng. Gas Turbines Power 140(6), 061505 (Jan 30, 2018) (10 pages) Paper No: GTP-17-1050; doi: 10.1115/1.4038234 History: Received February 08, 2017; Revised July 21, 2017

Due to the high temperature of the flue gas flowing at high velocity and pressure, the wall cooling is extremely important for the liner of a gas turbine engine combustor. The liner material is heat-resistant steel with relatively low heat conductivity. To accommodate outside wall forced air cooling, the liner is designed to be thin, which unfortunately facilitates the possibility of high-amplitude wall vibrations (and failure due to fatigue) in case of pressure fluctuations in the combustor. The latter may occur due to a possible occurrence of a feedback loop between the aerodynamics, the combustion, the acoustics, and the structural vibrations. The structural vibrations act as a source of acoustic emitting the acoustic waves to the confined fluid. This leads to amplification in the acoustic filed and hence the magnitude of instability in the system. The aim of this paper is to explore the mechanism of fluid–structure interaction (FSI) on the LIMOUSINE setup which leads to limit cycle of pressure oscillations (LCO). Computational fluid dynamics (CFD) analysis using a RANS approach is performed to obtain the thermal and mechanical loading of the combustor liner, and finite element model (FEM) renders the temperature, stress distribution, and deformation in the liner. Results are compared to other numerical approaches like zero-way interaction and conjugated heat transfer model (CHT). To recognize the advantage/disadvantage of each method, validation is made with the available measured data for the pressure and vibration signals, showing that the thermoacoustic instabilities are well predicted using the CHT and two-way coupled approaches, while the zero-way interaction model prediction gives the largest discrepancy from experimental results.

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Figures

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Fig. 4

Pressure and temperature monitoring points in the CFD domain

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Fig. 3

(a) CFD domain: 4 mm slice of the total geometry, (b) enlarged view around the burner, and (c) mesh details of the LIMOUSINE combustor: enlarged view around the flame holder

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Fig. 2

Schematic representation of FSI approach

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Fig. 1

(a) LIMOUSINE test rig, (b) optical access section, and (c) triangular bluff body with injection holes

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Fig. 11

Variation of the measured Helmholtz number (He) and Strouhal number (St) with the Reynolds

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Fig. 5

Mode shape of the combustor (without the plenum) predicted by FEM

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Fig. 6

(a) Reduced structure domain attached to the fluid and (b) sketch of the solid mesh in the FE solver

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Fig. 7

Convergence of the interface loads: (a) mechanical load (LHS) and (b) wall displacement (RHS)

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Fig. 8

Calculated self-exited pressure oscillation as a function of time

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Fig. 9

Pressure spectrum for 40 kW and λ = 1.4: (a) experiment, zero-way and two-way interaction and (b) experiment, CHT, and two-way interaction

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Fig. 10

Total calculated heat loss through the structured (i.e., 4 mm slice)

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Fig. 12:

Two-way FSI (dash line) and experimental (solid line) results for the wall displacement of the case 40 kW and λ = 1.4

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Fig. 13

Wall displacement results obtained from the two-way FSI approach (dash line) and experimental data (solid line) versus the frequency for the case 40 kW and λ = 1.4

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