PROYECTO

INTEGRADOR DE
COMBUSTION CHRISTIAN ANTONIO SIMENTAL ESTRELLO

APRENDIZAJE
TEAM 9: NAMES STUDENT NUMBER

Leonardo Iván Gracía Esquivel 2109429

Alfredo Herrera Meza 2109258

INDEX
INTRODUCTION
GENERAL ASPECTS OF THE PROJECT
-Background
Applications, Success stories and
challenges
-justification of the proposed design
-General technical details
-Methodology and approach
1 INTRODUCTION
COMBUSTION
 INTRODUCTION

WHAT IS FUEL? COMBUSTION AERONAUTIC WHAT WE ARE

PROCESS SECTOR SEARCHING FOR?
Fuel is an indispensable
material for the operation of Combustion is a process that The aeronautical sector is a It seeks through knowledge to be able to
aircraft and to ensure their has as reagents, a fuel and sector that is constantly redesign and provide solutions for
efficiency. oxygen, its importance at the updating, facing great innovation in the field of this matter
industry level lies in the fact challenges in environmental "combustion" where it is essential to be
that it provides the necessary matters, this as the main able to find a synergy between design and
energy to be used in the reason for the excessive and the constraints to which engineers are
heating process or control of necessary use of fossil fuels. limited as well as environmental,
process conditions. technical, economic within the industry.
INTRODUCTION

OUR PROJECT

The present project we search to redesign a combustion chamber, in this case of a

Rolls-Royce/Snecma Olympus 593 engine in which as aeronautical engineers we must be aware
that the industry is developing new updates in direct fuel injection to improve performance and
reduce emissions, as well as contributing to a more sustainable future within the industry.
Seeking to modify the Rolls-Royce/Snecma Olympus 593 without modifying its structure,
changing its parameters, which will be explained in more detail throughout the document
 GENERAL ASPECTS OF
2 THE PROJECT
GENERAL ASPECTS OF
THE PROJECT
BACKGROUND

1. Development and Origin

The Olympus 593 was the result of a collaboration between two aviation giants: Rolls-Royce (UK) and Snecma (France). This partnership was born in the
1960s to create an engine capable of powering a supersonic commercial aircraft.

Rolls-Royce already had experience with the Olympus 301, a military engine used in the Avro Vulcan bomber aircraft, which was the basis for the
development of the Olympus 593.

The Olympus 593 was the result of a collaboration between two aviation giants: Rolls-Royce (UK) and Snecma (France). This partnership was born in the
1960s to create an engine capable of powering a supersonic commercial aircraft. Rolls-Royce already had experience with the Olympus 301, a military
engine used in the Avro Vulcan bomber aircraft, which was the basis for the development of the Olympus 593. The civil version, the Olympus 593, was a
mixed-flow turbofan engine with the aim of reaching supersonic speeds (Mach 2.0) and operating with efficiency and long-range capability at high
speeds.
 GENERAL ASPECTS OF
THE PROJECT
APPLICATIONS SUCCESS STORIES

Concorde Future Supersonic Concorde - An Icon of Technical

(Commercial Aircraft Projects Supersonic Aviation Innovations in the
Supersonic
The most Aircraft)
notable Aunque el motor Olympus 593 Industry
The Olympus 593 was
application of the Olympus no se utilizó en aviones
593 engine was in the innovative not only in its
Concorde supersonic posteriores debido a la It is the most notable combustion chamber
airliner. This aircraft was a desaparición del Concorde, su success story in the design, but also in its
symbol of the advanced diseño influyó en history of supersonic integration of advanced
engineering of its time and investigaciones y desarrollos aviation. The Olympus 593 combustion management
operated from 1976 to
posteriores de motores para was a key component in systems and emissions
2003. The Concorde was
designed to fly at Mach 2 aeronaves supersónicas. Los enabling Concorde to fly reduction. This engine
(approximately 2,180 km/h) desarrollos futuros, como los efficiently and reach served as the basis for
at an altitude of 60,000 que se exploran en el speeds of Mach 2 during subsequent research in
feet, where the Olympus aeroplano supersónico its service.
593 allowed the aircraft to the area of ​supersonic
comercial Aerion AS2, podrían aircraft and high-speed
reach these speeds without
sacrificing too much beneficiarse de las lecciones propulsion technology.
efficiency. aprendidas con el Olympus
593.
 GENERAL ASPECTS OF
THE PROJECT
JUSTIFICATION OF THE PROPOSED DESIGN
THIS SECTION SHOWS THE SUGGESTED OG COMBUSTION CHAMBER:
PARAMETERS FOR THE PRESENT REDESIGN OF OUR
COMBUSTION CHAMBER:
Parámetro Especificación sugerida Parámetro Especificación original
Diámetro exterior 350-450 mm Diámetro exterior Aproximadamente 300-400 mm
Longitud de la cámara 600-800 mm Longitud de la cámara Aproximadamente 500-700 mm
Aleación de acero inoxidable con Material Aleación de acero inoxidable
Material
recubrimiento cerámico Número de inyectores de combustible 8 inyectores
Número de inyectores de combustible 10-12 inyectores Presión de la cámara de combustión 300-500 psi
Presión de la cámara de combustión 400-600 psi
Optimizada para eficiencia en combustión
Relación de mezcla aire/combustible
supersónica
Temperatura máxima de operación 1700-2000 K
Enfriamiento por película y convección
Método de enfriamiento
forzada
Tipo de combustible Jet A-1 o JP-7 con posibles aditivos
 GENERAL ASPECTS OF
THE PROJECT
TECHNICAL DETAILS GENERALS
OPERATING CONDITIONS:
Standard data will be used considering that it will be used for a commercial aircraft for national use:
1. 1. TEMPERATURE FROM COMBUSTION CHAMBER:
•COMPRESSOR INLET TEMPERATURE
• AT SEA LEVEL: 15°C
• AT CRUISING ALTITUDE (60,000 FT): -60°C
•TEMPERATURE IN THE COMBUSTION CHAMBER: 1,700°C
2. PRESSURE IN THE COMBUSTION CHAMBER:
•PRESSURE AT SEA LEVEL: 14.7 PSI
•COMPRESSION PRESSURE: 500 PSI
3. AIR-FUEL RATIO:
•MIX RATIO: 80:1
4. FUEL FLOW:
•TAKEOFF: 500 GPH
•CRUISE: 280 GPH
5. ALTITUDE AND CRUISING SPEED:
•ALTITUDE: 60,000 FT
•VELOCITY: Mach 2.04 (1,334 knots)
6. OPERATION DURING DIFFERENT PHASES OF FLIGHT:
•TAKE-OFF: During take-off, the combustion chamber operates at maximum power (with maximum temperature and fuel flow).
•ASCENT: The engine power is gradually reduced to maintain efficiency and aircraft balance.
•CRUISE: The combustion chamber operates in a stable mode with lower demand than at takeoff.
•DESCENT AND LANDING: The engine operates with reduced fuel flow and pressures to facilitate a safe landing.
 GENERAL ASPECTS OF
THE PROJECT
METHODOLOGY AND APPROACH

Especificación Detalle
The Rolls-Royce/Snecma Olympus 593 is an afterburning turbojet engine jointly developed by Tipo de motor Turborreactor de doble flujo con
postcombustión
Rolls-Royce (United Kingdom) and Snecma (France). It was used exclusively on the Concorde
Empuje máximo 152 kN (34,000 lbf) con postcombustión
supersonic aircraft.
Empuje en seco (sin postcombustión) Aproximadamente 112 kN (25,000 lbf)
Diámetro del motor 1.2 m
This engine was key to Concorde's supersonic performance, optimized for cruising altitudes
Longitud total 6.3 m
between 50,000 and 60,000 feet, where its efficiency was improved by high-speed air
Peso en seco 3,175 kg
compression in the intakes.
Compresor Axial, de 7 etapas

ROLLS-ROYCE/SNECMA OLYMPUS 593 ENGINE REDESIGN METHODOLOGY AND APPROACH Relación de compresión 11:1
Turbina 2 etapas
1. Introduction Postcombustión Sí, con inyectores de combustible
adicionales
The present redesign of the Rolls-Royce/Snecma Olympus 593 engine focuses on improving its thermal efficiency,
Velocidad máxima operativa Mach 2.04 (2,180 km/h)
optimizing combustion, and adapting its performance to modern supersonic aviation requirements. Modifications in the
combustion chamber, airflow, and operational parameters are considered to enhance the thrust-to-fuel consumption Consumo específico de combustible 1.195 lb/lbf·h con postcombustión
ratio. Flujo de aire 180 kg/s
2. Redesign Approach Temperatura de entrada a la turbina 1,274 K (aprox. 1,000 °C)
The redesign is based on a thermodynamic and aerodynamic approach, considering the following key aspects: Tipo de combustible Jet A-1 o JP-7
•Combustion optimization: Increasing pressure and temperature in the combustion chamber to improve energy
efficiency.
•Better fuel flow control: Increasing the number of fuel injectors for more uniform distribution.
•Advanced materials: Using stainless steel alloys with ceramic coatings for improved thermal resistance.
•Fuel consumption reduction: Adjusting the air-fuel ratio to maximize thrust while minimizing energy expenditure.
3. Methodology
3.1. Analysis and Evaluation of Original Parameters
•The original engine's operating values are established as a baseline.
•Critical performance points such as combustion temperature, pressure, and compressor efficiency are analyzed.

3.2. Implementation of Improvements in the Combustion Chamber

•Increase in combustion pressure: Adjusting from 300-500 psi to 400-600 psi to improve power output.
•Increase in maximum temperature: Optimizing from 1,200°C to 1,700-2,000°C using more heat-resistant materials.
•Improved injector distribution: Increasing from 8 to 10-12 fuel injectors for better fuel mixture homogeneity.

3.3. Computational Simulation and Testing

•CFD (Computational Fluid Dynamics) simulations are conducted to analyze combustion and airflow distribution.
•Thermodynamic models are applied to predict engine behavior in different flight phases.

3.4. Evaluation Under Operating Conditions

•Simulated results are compared with expected theoretical values.
•Adjustments in pressure, temperature, and fuel flow parameters are made accordingly.

3.5. Validation and Optimization

•Bench tests are conducted to verify engine stability.
•Fuel consumption and efficiency data are analyzed to ensure design objectives are met.

4. Conclusion
The redesign of the Olympus 593 aims to enhance its thermal performance and reduce environmental impact through the use of advanced materials and improved
combustion. By optimizing the air-fuel ratio, a reduction in specific fuel consumption is expected without compromising thrust output.