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Principal component analysis and K-means clustering of fuel–air mixing in gas turbine combustors

Published online by Cambridge University Press:  19 February 2026

David I. Salvador-Jasin*
Affiliation:
Aeronautical and Automotive Engineering, Loughborough University, Loughborough, UK Research Engineering Group, The Alan Turing Institute, London, UK
A. Duncan Walker
Affiliation:
Aeronautical and Automotive Engineering, Loughborough University, Loughborough, UK
Jon F. Carrotte
Affiliation:
Aeronautical and Automotive Engineering, Loughborough University, Loughborough, UK
*
Corresponding author: David I. Salvador-Jasin; Email: davidsaljas@gmail.com

Abstract

As a direct consequence of liquid kerosene injection, aeroengine combustors may be categorized as non-premixed combustion systems, characterized by a swirl-stabilized and highly complex flow field. In addition to the flow of air through the fuel injector, there are a large number of other features through which the oxidizer can enter the heat release region. These can have an impact on local fuel–air mixing, inducing strong spatial and temporal variations in stoichiometry, thereby affecting emissions and combustion system performance. This article discusses a novel statistical methodology, based on principal component analysis (PCA) and K-means clustering, that aims to improve the understanding of fuel–air mixing in realistic aeroengine combustors. The method is applied in a post-processing step to data sampled from a large-eddy simulation, where every chamber inflow has been tagged with a unique passive scalar, which allows it to be traced across space and time. PCA is used to construct a low-dimensional, visually interpretable representation of a spatially localized fuel–air mixing process, while K-means clustering is employed to produce an unsupervised discretization of the flow field into regions of similar fuel–air mixing characteristics. The proposed methodology is computationally inexpensive, and the easily interpretable outputs can help the combustion engineer make better-informed decisions about combustor design.

Information

Type
Research Article
Creative Commons
Creative Common License - CCCreative Common License - BY
This is an Open Access article, distributed under the terms of the Creative Commons Attribution licence (http://creativecommons.org/licenses/by/4.0), which permits unrestricted re-use, distribution and reproduction, provided the original article is properly cited.
Copyright
© The Author(s), 2026. Published by Cambridge University Press
Figure 0

Figure 1. Diagram of the airflow pattern inside a modern aeroengine combustor. Blue arrows represent cold streams, while red arrows represent hot streams.

Figure 1

Figure 2. Computational model of the experimental test rig with indication of all inlet air streams. The geometry is circumferentially symmetrical about the injector centerline, indicated by the dashed-dotted line. Dilution ports can be found on each side of the rig along the $ z $-axis.

Figure 2

Figure 3. The detailed single-sector annular combustor with indication of all inlet air streams. Periodic boundary conditions were imposed on the side walls. The internal components of the fuel injector have been concealed due to commercial confidentiality.

Figure 3

Figure 4. Instantaneous and time-averaged profiles of the dome swirler and heat shield cooling passive scalars across the mid-plane of the experimental test rig. The coordinates have been normalized by one injector diameter$ D $.

Figure 4

Figure 5. Illustration of dimensionality reduction with PCA. $ {\mathbf{a}}_1 $ and $ {\mathbf{a}}_2 $ are the first and second PCs, and $ {l}_1 $ and $ {l}_2 $ their corresponding variances.

Figure 5

Figure 6. Cumulative variance explained by successive PCs following different data scaling strategies.

Figure 6

Figure 7. Biplot of a Pareto-scaled matrix of eight oxidizer passive scalar time series sampled at a fixed location of the experimental test rig. The temporal observations have been colored by their mixture fraction ($ \xi $) value. The percentage of variance explained by each component is specified in brackets.

Figure 7

Figure 8. Illustration of the clustering of spatial locations, followed by PCA modeling of each cluster and visualization via a biplot. Each point in the $ x-y $ grid represents a spatial location where passive scalars have been sampled over time.

Figure 8

Figure 9. The same bivariate normal distribution rotated by different angles with respect to the baseline, together with its principal components.

Figure 9

Figure 10. Illustration of two bivariate distributions, $ {\mathbf{X}}_1 $ and $ {\mathbf{X}}_2 $, having a similar spatial orientation (similar PCs $ {\mathbf{a}}_1 $ and $ {\mathbf{a}}_2 $) but located far apart, that is, their multivariate means, represented by vectors $ {\overline{\mathbf{x}}}_1 $ and $ {\overline{\mathbf{x}}}_2 $, are significantly different.

Figure 10

Figure 11. Comparison of Mahalanobis and Euclidean distances in a bivariate distribution. The four points have the same Euclidean distance from the mean of the distribution at $ \left(0,0\right) $, but points (3) and (4) have a much higher Mahalanobis distance.

Figure 11

Figure 12. Statistical convergence of the correlation coefficients of the mixture fraction with the oxidizer passive scalars at two spatial locations of the experimental test rig with different turbulence intensity ($ I $).

Figure 12

Figure 13. Cost function $ J(K) $ as a function of the number of clusters $ K $ using (i) all spatial locations and (ii) half of the spatial locations (randomly sampled) across the mid-plane of the experimental test rig.

Figure 13

Figure 14. Converged solutions of K-means clustering across the mid-plane of the experimental rig for two different algorithm initializations, with $ K=16 $ and $ {S}_{PCA} $ weighting $ \alpha =1 $. Every color represents a different cluster. The black isoline is the zero mean axial velocity level ($ {\overline{u}}_x=0 $). The coordinates have been normalized by one injector diameter $ D $.

Figure 14

Figure 15. Biplots of clusters 2 and 7 and of their corresponding median point. The cluster numbering follows Figure 14b. The variance explained by each principal component is indicated in brackets. The data were Pareto-scaled prior to PCA.

Figure 15

Figure 16. The cost function $ J(K) $ as a function of the number of algorithm iterations and the within-cluster dissimilarity $ {J}_i $ at initialization and at convergence.

Figure 16

Figure 17. Converged solutions of the experimental rig data with $ K=16 $ clusters with two different $ {S}_{PCA} $ weighting factors ($ \alpha $). The black isoline is the zero mean axial velocity level ($ {\overline{u}}_x=0 $). The coordinates have been normalized by one injector diameter $ D $.

Figure 17

Figure 18. Mid-plane of the single-sector combustor showing all oxidizer inlets into the chamber and the converged solution of the K-means clustering algorithm with 20 clusters. The white isoline is the zero mean axial velocity level ($ {\overline{u}}_x=0 $). The coordinates have been normalized by one injector diameter $ D $. The internal components of the fuel injector have been concealed due to commercial confidentiality.

Figure 18

Figure 19. Biplots of clusters 2, 3, and 8 of the single-sector combustor mid-plane. The cluster numbering follows Figure 18b. The percentage of total variance explained by each PC, as well as the mean time-averaged mixture fraction across each cluster, is indicated in brackets.

Figure 19

Figure 20. Time-averaged profiles of velocity, liquid, and gaseous mixture fraction across the mid-plane of the single-sector combustor. The coordinates have been normalized by one injector diameter $ D $. The internal components of the fuel injector have been concealed due to commercial confidentiality.

Figure 20

Figure 21. Converged solution of the clustering algorithm with $ K=22 $ clusters for a dataset of the single-sector combustor consisting of two perpendicular planes. The dashed black line indicates the location of the perpendicular plane. The white isoline is the zero mean axial velocity level ($ {\overline{u}}_x=0 $). The coordinates have been normalized by one injector diameter $ D $. The internal components of the fuel injector have been concealed due to commercial confidentiality.

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