Lean Direct Injection Combustor Research Articles

The Effect of Swirl Number on Lean Blow Out Limits of Lean Direct Injection Combustors

Abstract This is the first study where a single variable sweep of SN is conducted to assess its impact on lean blowout limits (LBO) in a liquid-fueled lean direct injection (LDI) combustor. This study uses a scaled NASA SV-LDI (Swirl Venturi—Lean Direct Injection) hardware and is concerned with the impact of swirl number on the lean blow-out limit of a single-element LDI system at atmospheric pressure. The swirl numbers (SN) were varied from 0.31 to 0.66 using continuously variable active swirl number control system that was developed in-house. It is shown that the minimum operating equivalence ratio is a linearly increasing function of swirl number. While previous literature agrees with the positive slope for this correlation, past work has suggested that the LBO limit is proportional to the swirler vane angle which is shown to be untrue for LDI systems. By actively varying the swirl number, it is proven that LBO is proportional to SN, and it is well known that SN is not proportional to swirler vane angle. Increased SN reduces LBO margin because the better-mixed, high swirl dilutes locally rich pockets of fuel–air mixture in a globally lean flow. In addition to a baseline venturi, which was scaled from NASA's geometry, two other venturis were tested. A low-pressure loss venturi with a large throat diameter showed poor blow-out performance whereas a parabolically profiled venturi improved LBO over the baseline for the same swirl number.

Experimental Study on OH* Chemiluminescence and Emissions in the Single-Element Lean Direct Injection Combustor

ABSTRACT OH* chemiluminescence and emissions of the convergent swirler module and the Venturi swirler module are studied in a single-element lean direct injection combustor. The OH* chemiluminescence images are captured by a CCD camera with an image intensifier, and the emissions are measured by a gas analysis system. The flame of the Venturi swirler module is closer to the inlet plane of the combustor compared to that of the convergent swirler module. At the equivalence ratio (ϕ) of 0.55, 0.65, and 0.75, the EINOx of the convergent swirler module is 1.02 g/kg, 1.44 g/kg, and 1.98 g/kg, and the EICO is 0.32 g/kg, 0.54 g/kg, and 3.65 g/kg separately. The EINOx of the Venturi swirler module is 0.95 g/kg, 1.37 g/kg, and 2.05 g/kg and the EICO is 0.32 g/kg, 0.93 g/kg, and 5.86 g/kg. The NOx emissions of the two swirler modules are similar. But the CO emission of the convergent swirler module is lower at the ϕ of 0.65 and 0.75. The convergent swirler module has an advantage in reducing emissions. In addition, the influence of the swirl number (S) on OH* Chemiluminescence and emissions of the convergent swirler module is studied. At the ϕ of 0.55, the EINOx is between 0.88 g/kg and 1.17 g/kg and the EICO is between 0.13 g/kg and 0.44 g/kg with different S. With the increase of the S, the NOx emission increases and the CO emission decreases. But at the ϕ of 0.65 and 0.75, with the increase of the S, the NOx emission first increases and then decreases and the CO emission first decreases and then increases.

Experimental and Simulation Study on the Emissions of a Multi-Point Lean Direct Injection Combustor

Spurred by the world’s attention to pollution emissions from commercial aero-engines, the International Civil Aviation Organization (ICAO) has made more stringent emission regulations for civil aircraft engines, especially the NOx emission.This paper develops a Five-Point lean direct injection (LDI) combustor with three swirler schemes to reduce the emissions of commercial aircraft engines. The flowfield of the combustor is studied numerically. Moreover, the combustion efficiency and gaseous emissions in different inlet conditions and fuel ratios of the main stage (α) are studied experimentally. The corresponding results reveal that, under a fuel-air ratio (FAR) between 0.0130 and 0.0283 and an α value between 30% and 60%, the combustion efficiency is 99.18%, 98.83%, and 99.03% when the pilot stage works alone, and 99.69%, 99.23%, and 99.75% when the pilot and main stage work simultaneously. Furthermore, the experimental results suggest that the NOx emission decreases as α increases, demonstrating that the convergent swirler has a tremendous advantage in reducing NOx emissions over Venturi.

Spray Flamelet Modeling of Turbulent Two-Phase Reacting Flows with Multi-Component Fuel in a Lean Direct Injection Combustor

ABSTRACT Towards the numerical evaluation of the performance in aero-engine combustors, implementing detailed reaction kinetics into the large eddy simulation (LES) cost-effectively is highly desirable. In this work, a newly-developed spray flamelet model is combined with a four-component jet fuel surrogate model to allow integration of the detailed kinetics in the open-source CFD code. The spray flamelet approach (SFGM) can take into account the non-adiabatic effect caused by the evaporating spray and can directly reflect the preferential evaporation, as well as multiple combustion regimes present in complex spray combustion systems. The coupling of the SFGM-LES approach is assessed by comparison with the experimental data from a Lean Direct Injection (LDI) combustor, where the real aviation kerosene, Jet-A, was utilized. The SFGM-LES approach well predicts the experimental statistics in both gas and liquid phases. It is capable of capturing the rich physics and complex flame structures, including the preferential evaporation effect and the multi-regime combustion phenomenon. The present work demonstrates that the complex nature of multi-components and the multiple-combustion regimes in the two-phase combustion can be directly included in the spray flamelet approach, and thus this model can provide new insights into the turbulent spray combustion phenomena.

Impact of pilot swirling combination on the flow and emission characteristics of staged lean direct injection combustors

This paper considers a concentric staged triple swirler lean direct injection (LDI) combustor and conducts numerical analysis to investigate the impact of inner and outer swirl flow of the pilot stage on the spray combustion characteristics and NOx emission. To simulate the flow field, spray dispersion, and the combustion process within the combustion chamber Large eddy simulation (LES) is employed. Three geometric dome parameters are studied including the pilot inner swirl angle, pilot outer swirl angle, and pilot flow rotating direction. The results indicate that: (1) The inner swirling flow is the main factor affecting the spray atomization process inside the swirl cup; (2) In downstream of the dump plane, the outer swirling flow determines the evolution of the precessing vortex core (PVC) structures which affect turbulence intensities in the shear layer and efficient spray dispersion, and (3) NOx emissions are related to the spray atomization efficiency and the average flame length in the combustion chamber. It is also shown that NOx emission in the triple swirler LDI combustors is significantly reduced by increasing the swirling intensity and flow rate of the pilot outer swirler.

Numerical simulation of combustion characteristics in a multi-point lean direct injection combustor

A numerical investigation was conducted to study the combustion characteristics in a five-point lean direct injection combustor. The influence of the pilot's swirl number to the combustion characteristics at both idle and takeoff conditions was carried out. The simulation results show that the radial dimension of the central recirculation zone without-reaction is lower than under-reaction at idle condition; but at takeoff condition, there're few distinctions on the structure of the central recirculation zone between the flow fields under-reaction and without-reaction. With the increasing of the pilot's swirl number, the radial dimension of the central recirculation zone increases. The temperature distributions of the center section are different because of the mutual interferences of the pilot and main stage. And with the increasing of the pilot's swirl number, the NOx emissions of the exit of the combustor increases.

Influence of key geometrical features on the non-reacting flow of a Lean Direct Injection (LDI) combustor through Large-Eddy Simulation and a Design of Experiments

Lean Direct Injection (LDI) emerged as an interesting concept to limit NOx emissions in aero engines at the cost of operating close to the flame lean blow-off limit. In this technology, fuel is injected into a swirled airstream that generates recirculating flow structures that stabilize the flame. It is then of paramount importance at the design stage to understand the effect of various features on these structures. The present investigation makes use of Eulerian-Lagrangian Large-Eddy Simulations (LES) previously validated against existing experimental data for a reference condition to study the liquid non-reacting flow inside the CORIA Spray LDI burner with the help of Adaptive Mesh Refinement (AMR). A Design of Experiments (DoE) is proposed to analyze the significance of several geometrical features on the flow field, namely the combustor width, the air swirler vane angle, the number of swirler vanes and the axial location of the fuel injector tip. The study covers the qualitative appearance of the flow and the quantitative characterization of the spray dispersion and fuel-air mixing process. In this way, the chosen response variables include the size of the relevant coherent flow structures (Central Toroidal Recirculation Zone induced by the Vortex Breakdown Bubble, Corner Recirculation Zone and Swirled Jet) and their associated velocities, spray features (global drop sizes and spray penetration), pressure drop across the swirler and induced swirl number. Besides, the Precessing Vortex Core (PVC) relevance and frequency content is studied through Proper Orthogonal Decomposition (POD). Results from the statistical analysis show that the number of swirler vanes and their angle are the geometrical parameters that most importantly influence the flow features: stronger recirculation zones leading to an improved atomization and mixing have been found both when decreasing the number of swirler blades and increasing the blade angle. However, both solutions also increase the pressure losses across the swirler. As far as the spectral analysis is concerned, the number of swirler vanes is the most influencing factor on both the frequency and intensity of the PVC modes, being crucial for the possible activation and the energetic content of a double-helix PVC mode.

Numerical Analysis of Isothermal Flow in Interacting Swirl-Stabilized Nozzles

The three-dimensional steady incompressible numerical results of an isothermal flowfield resulting from the interaction of two swirl-stabilized air nozzles in a multiple lean direct injection combustor configuration are analyzed. The spacing between nozzles is varied from 1.1 to 2.72 nozzle diameters to analyze the degree of swirl interaction between them and their impact on the resulting flow structure. The numerical results were verified by performing a grid dependence and turbulence model implementation study and validated by comparing them with time-averaged particle image velocimetry and unsteady Reynolds-averaged Navier–Stokes formulation data. The numerical solution resolves aerodynamic flow features typically associated with swirl-based combustion such as a form of vortex breakdown at the center of both nozzles and highly complex flow structures both upstream and downstream of the dome wall. Nozzle spacing has an important effect on the shape of the recirculation region and the flow velocities. In particular, interaction in the tangential velocity between the two nozzles has large effects on the swirl number and the size of the recirculation zone. Most of the changes in flowfield seem to be affected after the inner shear-layer jets of both nozzles have merged into a single jet flow in the axial direction. Two intermediate spacings (, ) exhibit unusual behavior in that the inner shear layers (towards the adjacent nozzle) are drawn into the center of the combustor, and a wide and low-velocity flow is created between the swirlers. This could be due to the inner shear-layer jets between adjacent nozzles not merging properly and behaving in a classical manner of two turbulent opposed planar jets.

Large Eddy Simulation of Lean Mixed-Mode Combustion Assisted by Partial Fuel Stratification in a Spark-Ignition Engine

Abstract Partial fuel stratification (PFS) is a promising fuel injection strategy to improve the stability of lean combustion by applying a small amount of pilot injection right before spark timing. Mixed-mode combustion, which makes use of end-gas autoignition following conventional deflagration-based combustion, can be further utilized to speed up the overall combustion. In this study, PFS-assisted mixed-mode combustion in a lean-burn direct injection spark-ignition (DISI) engine is numerically investigated using multi-cycle large eddy simulation (LES). A previously developed hybrid G-equation/well-stirred reactor combustion model for the well-mixed operation is extended to the PFS-assisted operation. The experimental spray morphology is employed to derive spray model parameters for the pilot injection. The LES-based model is validated against experimental data and is further compared with the Reynolds-averaged Navier–Stokes (RANS)-based model. Overall, both RANS and LES predict the mean pressure and heat release rate traces well, while LES outperforms RANS in capturing the cycle-to-cycle variation (CCV) and the combustion phasing in the mass burned space. Liquid and vapor penetrations obtained from the simulations agree reasonably well with the experiment. Detailed flame structures predicted from the simulations reveal the transition from a sooting diffusion flame to a lean premixed flame, which is consistent with experimental findings. LES captures more wrinkled and stretched flames than RANS. Finally, the LES model is employed to investigate the impacts of fuel properties, including heat of vaporization (HoV) and laminar burning speed (SL). Combustion phasing is found more sensitive to SL than to HoV, with a larger fuel property sensitivity of the heat release rate from autoignition than that from deflagration. Moreover, the combustion phasing in the PFS-assisted operation is shown to be less sensitive to SL compared with the well-mixed operation.

Multi-fidelity modelling of an impingement/effusion cooled gas turbine combustor liner

The design of gas turbine combustors is an iterative process which is often limited by the available modelling tools. While high degrees of modelling accuracy have been achieved using high fidelity tools, these are computationally expensive and not appropriate for design space exploration. By contrast, reduced order models carry low computational expense, but cannot fully reconstruct the combustion problem which spans multiple branches of physics and is characterised by 3D phenomena. As a result, empirical correlations are often relied upon, but these limit the designer to a narrow range of validity, preventing the exploration of novel design solutions.To facilitate the design of new low emissions combustors, for which empirical models are not valid, a multi-fidelity design process has been followed. In this process, physics-based low order models are built; calibrated by high fidelity simulations and then used in multi-objective optimisation studies. This provides detailed insight early in the design process, leading to more fruitful optimisation studies and a shorter design cycle. This approach has been successfully demonstrated on other turbomachinary sub-systems, but has not yet been applied to combustors using publicly available methods.In the current work, the multi-fidelity design process is demonstrated on the design and analysis of an impingement/effusion cooling layout for a lean direct injection combustor liner. A novel mutli-fidelity methodology was followed which used only publicly available methods. By following this approach, an indication of liner wall temperature distributions could be obtained very early in the design process, prior to any prototyping or testing. As such, applying a mutli-fidelity design approach to gas turbine combustors was shown to be both feasible and beneficial.The results from the high fidelity simulations were compared to those of the low order model, revealing a number of discrepancies due to physics not captured - most notably a strong interaction between the swirling flow and liner wall. These detailed interactions resulted in failure of the initial cooling layout, leading to the liner exceeding its limit temperature by 10%. Inclusion of models to predict these phenomena have been recommended to improve the low order code fidelity. In doing so, the multi-fidelity modelling loop will be closed, yielding a more capable design code to be used for executing design space exploration.

Effects of confinement length of the central toroidal recirculation zone partly confined by the small pilot stage chamber on ignition characteristics

Distributed Lean Direct Injection (DLDI) combustor is a new promising low NOx emission combustor. The ignition process independently occurs in the pilot stage chamber, which partly confines the swirled spray at the small confinement ratio. This study investigates ignition characteristics of the partly confined swirled spray experimentally, where effects of confinement length on flame propagation path and ignition probability are mainly considered. Particle image velocimetry, Mie scattering, phase Doppler anemometry and high-speed visualization were used to reveal the mechanisms of flame propagation and stabilization. The ignition probability was firstly counted in three chambers with the length varying from 18 mm to 27 mm, when pressure drop, ΔP, was 3000 Pa, and total equivalence ratio, ϕoverall, varied from 0.67 to 0.73. Results show that reduction of the chamber length increases the ignition probability. To interpret this trend, aerodynamics, droplets characteristics and ignition process in three chambers were analyzed at ΔP=3000 Pa and ϕoverall=0.73. The time-average flow field shows that the modification of chamber length results in changes of the confinement length of the central toroidal recirculation zone (CTRZ). Furthermore, the structure of CTRZ is directly impacted by changes of the confinement length. The reduction of the confinement length makes more air flow back, which means the greater recirculation capability of the CTRZ. More recirculating air can transport more droplets back into the CTRZ before sparking, which can also transport more high-temperature mixture there to help hold flame during ignition process. The high-speed visualization shows that the failed mode of ignition process is that the swirling flame can grow up at the beginning of Phase 3, but will blow out gradually after the extinction of the flame in corner recirculation zone (CRZ). According to characteristics of aerodynamics, droplets characteristics and ignition process, it can be concluded that since significant time is taken for flame to reach the fully burning state, the reduction of the confinement length improves the recirculation capability of the CTRZ which helps the partly confined flame get better stability. In addition, in Phase 2 of ignition process, greater recirculation capability makes the anchored position of the edge flame more upstream, which can make the propagation path shorter.

Numerical Investigation of Combustion Instabilities in a Single-Element Lean Direct Inject Combustor Using Flamelet Based Approaches

Abstract In this paper, high-fidelity large eddy simulations (LES) along with flamelet-based combustion models are assessed to predict combustion dynamics in low-emission gas turbine combustor. A model configuration of a single-element lean direct injection (LDI) combustor from Purdue University (Huang et al., 2014, “Combustion Dynamics Behavior in a Single-Element Lean Direct Injection (LDI) Gas Turbine Combustor,” 50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference, Cleveland, OH, July 28–30.) is used for the validation of simulation results. Two combustion models based on the flamelet concept, i.e., steady diffusion flamelet (SDF) model and flamelet generated manifold (FGM) model are employed to predict combustion instabilities. Simulations are carried out for two equivalence ratios of φ = 0.6, and 0.4. The results in the form of mode shapes, peak to peak pressure amplitude and power spectrum density (PSD) are compared with the experimental data of Huang et al. (2014, “Combustion Dynamics Behavior in a Single-Element Lean Direct Injection (LDI) Gas Turbine Combustor,” 50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference, Cleveland, OH, July 28–30.). The effect of variation in the time-step size hence acoustic courant number is studied. Further, two numerical solver options, i.e., pressure-based segregated solver and pressure-based coupled solver, are used to understand their effect on the solution convergence regarding the number of time-steps required to reach the limit cycle of the pressure oscillations. A truncated (half) domain simulation is performed by applying an appropriate acoustic impedance boundary condition at the truncated location. Overall, the simulation results compare well with the experimental data and trends are captured accurately in all simulations. It builds confidence in flamelet-based combustion models for the use in combustion instability modeling which is traditionally done using finite rate chemistry models based on reduced kinetics.

Modeling gaseous non-reactive flow in a lean direct injection gas turbine combustor through an advanced mesh control strategy

Fuel efficiency improvement and harmful emissions reduction are the main motivations for the development of gas turbine combustors. Numerical computational fluid dynamics (CFD) simulations of these devices are usually computationally expensive since they imply a multi-scale problem. In this work, gaseous non-reactive unsteady Reynolds-Averaged Navier–Stokes and large eddy simulations of a gaseous-fueled radial-swirled lean direct injection combustor have been carried out through CONVERGE™ CFD code by solving the complete inlet flow path through the swirl vanes and the combustor. The geometry considered is the gaseous configuration of the CORIA lean direct injection combustor, for which detailed measurements are available. The emphasis of the work is placed on the demonstration of the CONVERGE™ applicability to the multi-scale gas turbine engines field and the determination of an optimal mesh strategy through several grid control tools (i.e., local refinement, adaptive mesh refinement) allowing the exploitation of its automatic mesh generation against traditional fixed mesh approaches. For this purpose, the normalized mean square error has been adopted to quantify the accuracy of turbulent numerical statistics regarding the agreement with the experimental database. Furthermore, the focus of the work is to study the behavior when coupling several large eddy simulation sub-grid scale models (i.e., Smagorinsky, Dynamic Smagorinsky, and Dynamic Structure) with the adaptive mesh refinement algorithm through the evaluation of its specific performances and predictive capabilities in resolving the spatial-temporal scales and the intrinsically unsteady flow structures generated within the combustor. This investigation on the main non-reacting swirling flow characteristics inside the combustor provides a suitable background for further studies on combustion instability mechanisms.

Nonlinear subscale turbulent models for very large eddy simulation of turbulent flows

A brief introduction of the time-filtered Navier–Stokes (TFNS) equations for very large eddy simulation (VLES) and its distinct features is presented. A set of nonlinear subscale models and their advantages over the linear subscale eddy viscosity models are described. A guideline for conducting a TFNS/VLES simulation is also provided. In this paper, we present simulations for three turbulent flows. The first one is the turbulent pipe flow at both low and high Reynolds numbers to illustrate the basic features of TFNS/VLES; the second one is the swirling turbulent flow in an LM6000 single injector to further demonstrate the differences between the results from nonlinear models versus linear viscosity models; the third one is a more complex turbulent flow generated in a single-element lean direct injection combustor, which demonstrates that the current TFNS/VLES approach is capable of predicting dynamically important, unsteady turbulent structures even with a relatively coarse mesh grid.

Effects of the Recess Length of the Pilot Stage on the Lean Blowout Limits for the Multipoint Lean Direct Injection Combustors

Abstract The lean blowout (LBO) limits are critical for the performance of multipoint lean direct injection (MPLDI) combustors. The recessed pilot stage is a promising method to improve the LBO limits for the MPLDI combustors. In the present study, experiments are conducted to investigate the effects of the recess length of the pilot stage on the LBO limits for the MPLDI combustors. Five types of configurations with different recess lengths (0 mm, 7.5 mm, 15 mm, 22.5 mm and 30 mm) of the pilot stage are utilized. It could be concluded from the experimental results that the recessed pilot stage is an efficient method to improve the LBO limits for the MPLDI combustors. Compared with the configuration whose pilot stage is flush mounted, the maximum improvement of the LBO FAR could reach about 42 % by recessing the pilot stage for 22.5 mm. When the recess length is short, the LBO FAR decreases quickly with the increasing of the recess length. When the recess length is long, the LBO FAR decreases slowly with the increasing of the recess length. The mechanism for the function of the recessed pilot stage is revealed by carefully designed numerical simulations to be the suppression of the effect of the disturbance air.

FV-MP model to predict lean blowout limits for multi-point lean direct injection combustors

The lean blowout (LBO) limit is a crucial performance for aircraft engine combustors. It is essential to obtain the LBO limit during the design stage of the aircraft engine combustors. The semi-empirical correlation is an important tool for quick prediction of the LBO limits. Among all the semi-empirical correlations for the prediction of the LBO limits, Lefebvre's LBO model is widely used for the swirl stabilized combustors. The Flame Volume (FV) model was proposed based on Lefebvre's LBO model to accommodate the effects of the geometry of the flame tube on the LBO. Meanwhile, the multi-point lean direct injection (MPLDI) combustor whose geometry of the dome is different from the traditional combustors is a promising low NOx emission combustor. Up to now, there are few existing semi-empirical correlations to predict the LBO limit for the MPLDI combustors although the prediction of the LBO limit is critical for them. Based on the FV concept and new physics-based analysis, the FV-MP (Flame Volume for the Multi-Point) model is derived to predict the LBO limits for the MPLDI combustors. The FV-MP model could accommodate the effects of the fuel staging and recessed pilot stage, in addition to the operating conditions, on the LBO limits of the MPLDI combustors and achieve better prediction accuracy than both the FV and Lefebvre's LBO models within the range of corresponding validation experiments. Compared with Lefebvre's LBO model, the FV model could double the prediction accuracy. Compared with the FV model, the FV-MP model could further double the prediction accuracy.

旋流器以及火焰筒结构对贫油直喷燃烧室的燃烧性能影响

旋流器以及火焰筒结构对贫油直喷燃烧室的燃烧性能影响

The Characteristic of Flow Field and Emissions of a Concentric Staged Lean Direct Injection (LDI) Combustor

The characteristic of flow field and emissions was investigated by numerical simulation for a concentric staged lean direct injection combustor, the non-reaction and reaction flow fields were studied under idle and takeoff conditions, and the effect of combustion heat release on flow field was analyzed, then the influence of injection angle on emissions were obtained. The investigation results indicated that the steady central recirculation zone could be formed under non-reaction and reaction conditions by medium swirl strength which the swirl angle is 32°, however, the size and reverse mass flow at reaction conditions is significantly increased than non-reaction conditions; the combustion reaction zone moves toward the outlet as the decrease of fuel injection angle, which reduce the resistant time of hot gas in combustor, and then the production of nitrogen oxides would be decreased.

Parametric investigation of combustion instabilities in a single-element lean direct injection combustor

Self-excited combustion dynamics in a liquid-fueled lean direct injection combustor at high pressure (1 MPa) are described. Studied variables include combustor and air plenum length, inlet air temperature, equivalence ratio, fuel nozzle location, and fuel composition. Measured pressure oscillations were dependent on combustor geometry and ranged from about 1% of mean chamber pressure at low equivalence ratio, up to 20% at high equivalence ratio. In the most unstable cases, strong pressure modes were measured throughout the frequency spectrum including a band around 1.2–1.5 kHz representing the 4th longitudinal mode, and another band around 7 kHz. The oscillation amplitudes have a non-monotonic dependency on air temperature, and are affected by the placement of the fuel nozzle relative to the throat of the subsonic swirling air flow. The parametric survey provides a rich dataset suitable for validating high-fidelity simulations and their subsequent use in analyzing and interpreting the complex combustion dynamics.

Including real fuel chemistry in LES of turbulent spray combustion

Large Eddy Simulation (LES) is progressively becoming a crucial design tool for the next generation of aeronautical combustion chambers. However, further improvements of the predictive capability of LES is required especially for predictions of pollutant formation. In general, the exact description of real fuel combustion requires to take into account thousands of unique chemical species involved in complex and highly non-linear chemical reaction mechanisms, and the direct integration of such chemistry in LES is not a viable path because of excessive computational demands and numerical stiffness. Modeling of real aeronautical transportation fuel is further complicated by the fact that kerosenes are complex blends of a large number of hydrocarbon compounds and their exact composition is very difficult to determine. In this work, we propose a new framework relying upon the Hybrid Chemistry (HyChem) approach and Analytically Reduced Chemistry (ARC) to allow a direct integration of real fuel chemistry in the compressible LES solver AVBP. The HyChem-ARC model is coupled with the Dynamically Thickened Flame LES model (DTFLES) and a Lagrangian description of the spray to investigate the turbulent two-phase flow flame in a lean direct injection combustor, fueled with Jet-A. The LES results are compared to experimental data in terms of gas velocity, temperature and species (CO2, H2O, CO, NO) mass fractions. It is found that the proposed methodology leads to very satisfying predictions of both the flow dynamics and the NOx levels. Additionally, the refined level of chemistry description enables to gain valuable insights into flame/spray interactions as well as on the NOx formation mechanism in such complex flame configurations. To improve further the results, a more detailed experimental characterization of the liquid fuel injection should be provided.