CN115962481A - Additive one-piece hole cooled combustor dome - Google Patents

Abstract

Methods and apparatus for an additive, one-piece, hole-cooled combustor dome or liner are disclosed. An exemplary combustor dome forms an integral part, comprising: a plurality of first openings; a plurality of second openings; and a plurality of passages formed in the combustor dome connecting a respective one of the plurality of first openings with a respective one of the plurality of second openings. The combustor dome is configured to allow air to enter through the first plurality of openings and to travel through the plurality of channels to exit through the second plurality of openings, allowing the air to transfer heat from the combustion section.

Description

Additive one-piece bore cooled combustor dome

Technical Field

The present disclosure relates generally to turbine engines and, more particularly, to an additive one-piece hole cooled combustor dome.

Background

Turbine engines are some of the most widely used power generation technologies. A gas turbine is an example of an internal combustion engine that uses a combusted air-fuel mixture to produce hot gases that rotate a turbine to produce power. Applications for gas turbines may be found in aircraft, trains, ships, generators, gas compressors, and pumps. For example, modern aircraft rely on various gas turbine engines as part of the propulsion system to generate thrust, including turbojet engines, turbofan engines, turboprop engines, and augmentor turbojet engines. Such engines include a combustion section, a compressor section, a turbine section, and an inlet to provide high power output at high thermal efficiency. However, certain parts of such engines may become hot during operation and difficult to cool.

Drawings

FIG. 1 is a schematic cross-sectional view of an example high bypass turbofan gas turbine engine.

FIG. 2 illustrates an example embodiment of a combustion section of the example gas turbine engine of FIG. 1.

FIG. 3 illustrates an example embodiment of a combustion section of the example gas turbine engine of FIG. 1.

FIG. 4 illustrates an example embodiment of a combustion section of the example gas turbine engine of FIG. 1.

5-10 show additional views of an example housing of a combustion section, including a combustor dome surrounding a combustion chamber.

Fig. 11 is a flow diagram of an example additive manufacturing process for forming the example combustor dome of fig. 3-10.

Detailed Description

Certain examples provide improved cooling of a combustor in an engine. Certain examples provide a combustor dome with an integrated cooling mechanism for improved cooling of the combustor. Certain examples provide a combustor dome formed using additive manufacturing with integrated cooling tubes. Certain examples provide a hole-cooled combustor dome produced as an integrated component using additive manufacturing.

The combustion section or "combustor" is a part of a gas engine, such as a gas turbine engine, jet engine, or the like, in which fuel is ignited to heat air at a constant pressure. The air and fuel are mixed in the combustion section and the heated pressurized air is channeled through guide vanes, nozzles, and the like to power the turbine. Due to the ignition of the fuel and the heating of the air, the combustion section is also heated. For example, the heated combustion section must be cooled to maintain stability and desired performance. While previous implementations required multiple components and implemented impingement cooling, by which air would travel in a direction perpendicular to the combustor casing and impinge or contact the combustion section via openings or holes to cool the combustor, certain examples integrate cooling holes, tubes, or channels that extend along a dome forming the top of the combustor section. In a single piece, cooling air may travel along the combustor section within the combustor dome to extract heat and cool the combustor section.

In the following detailed description, reference is made to the accompanying drawings which form a part hereof, and in which is shown by way of illustration specific examples that may be practiced. These examples are described in sufficient detail to enable those skilled in the art to practice the subject matter, and it is to be understood that other examples may be used. Accordingly, the following detailed description is provided to describe exemplary embodiments and should not be taken to limit the scope of the subject matter described in this disclosure. Certain features from different aspects described below may be combined to form new aspects of the subject matter discussed below.

These numbers are not drawn to scale. Rather, the thickness of layers or regions may be exaggerated in the figures. Generally, the same reference numbers will be used throughout the drawings and the following written description to refer to the same or like parts. As used in this patent, stating that any part (e.g., a layer, film, area, region, or plate) is located (e.g., positioned, located, disposed, or formed on, etc.) in any way on another upper part means that the referenced part is either in contact with another part or that the referenced part is above another part with one or more intervening parts therebetween. Joinder references (e.g., attached, coupled, connected, and joined) are to be construed broadly and may include intermediate members between a collection of elements and relative movement between elements unless otherwise indicated. Thus, joinder references do not necessarily infer that two elements are directly connected and in fixed relation to each other. The statement that any part is "in contact with" another part means that there is no intervening part between the two parts.

The descriptors "first", "second", "third", etc. are used herein when identifying a plurality of elements or components that may be referred to individually. Unless otherwise stated or understood based on their context of use, such descriptors are not intended to confer any meaning in priority, physical order or arrangement or temporal order in the list, but merely serve as labels referring individually to elements or components for ease of understanding the disclosed examples. In some examples, the descriptor "first" may be used to refer to an element in the detailed description, while a different descriptor may be used in the claims to refer to the same element, e.g., "second" or "third". In this case, it should be understood that such descriptors are used only for convenience of referring to a plurality of elements or components.

The terms "upstream" and "downstream" refer to relative directions with respect to fluid flow in a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction to which the fluid flows.

Various terms are used herein to describe the direction of a feature. As used herein, the orientation of features, forces, and moments is described with reference to the yaw axis, pitch axis, and roll axis of the vehicle associated with the features, forces, and moments. In general, the figures are annotated with reference to the axial, radial, and circumferential directions of the vehicle associated with features, forces, and moments. Generally, the figures are annotated with a set of axes, including an axial axis a, a radial axis R, and a circumferential axis C.

In some examples used herein, the term "substantially" is used to describe a relationship between two portions that are within three degrees of the relationship (e.g., a substantially collinear relationship is within three degrees of linearity, a substantially perpendicular relationship is within three degrees of perpendicularity, a substantially parallel relationship is within three degrees of parallelism, etc.). As used herein, an object is substantially specific if the radius of the object varies within 15% of the average radius of the object.

"comprising" and "including" (and all forms and tenses thereof) are used herein as open-ended terms. Thus, to the extent that the claims recite "comprising" or "including" (e.g., comprising, including, having, etc.) in any form thereof, or in any type of claim recitation, it is to be understood that additional elements, terms, etc. may be present without departing from the scope of the corresponding claims or recitation. As used herein, when the phrase "at least" is used as a transitional term, for example in the preamble of a claim, it is open-ended in the same way as the terms "comprising" and "including". The term "and/or," when used in the form of, for example, a, B, and/or C, refers to any combination or subset of a, B, C, such as (1) a only, (2) B only, (3) C only, (4) a and B, (5) a and C, (6) B and C, and (7) a and B and C. As used herein in the context of describing structures, components, clauses, objects, and/or things, the phrase "at least one of a and B" is intended to refer to embodiments including: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and/or things, the phrase "at least one of a or B" is intended to refer to embodiments that include any one of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and/or steps, the phrase "at least one of a and B" is intended to refer to embodiments that include any one of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and/or steps, the phrase "at least one of a or B" is intended to refer to embodiments that include any one of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

As used herein, singular references (e.g., "a," "an," "first," "second," etc.) do not exclude a plurality. As used herein, the term "a" or "an" entity refers to one or more of that entity. The terms "a" (or "an"), "one or more" and "at least one" are used interchangeably herein. Furthermore, although individually listed, a plurality of means, elements or method acts may be implemented by e.g. a single unit or processor. Furthermore, although individual features may be included in different examples or claims, these may be combined, and the inclusion in different examples or claims does not imply that a combination of features is not feasible and/or advantageous.

As used herein, the terms "system," "unit," "module," "engine," "component," and the like may include hardware and/or software systems that operate to perform one or more functions. For example, a module, unit or system may include a computer processor, controller and/or other logic-based device that performs operations based on instructions stored on a tangible and non-transitory computer-readable storage medium, such as a computer memory. Alternatively, a module, unit or system may comprise a hardwired device that performs operations based on hardwired logic of the device. The various modules, units, engines, and/or systems illustrated in the figures may represent hardware that operates based on software or hardwired instructions, software that directs hardware to perform operations, or a combination thereof.

Turbine engines, also known as gas turbines or gas turbines, are one type of internal combustion engine. Turbine engines are commonly used in aircraft and power generation applications. As used herein, the terms "asset," "aircraft turbine engine," "gas turbine," "land turbine engine," and "turbine engine" are used interchangeably. The basic operation of a turbine engine involves the intake of a fresh flow of atmospheric air through the front of the turbine engine with a fan. In some examples, the air flow travels through an intermediate pressure compressor or booster compressor located between the fan and the high pressure compressor. Booster compressors are used to boost or pressurize an air stream before it enters a high pressure compressor. The air stream may then travel through a high pressure compressor, which further pressurizes the air stream. The high pressure compressor includes a set of blades attached to a shaft. The blades rotate at high speed and subsequently compress the air stream. The high pressure compressor then delivers a pressurized air stream to the combustor. In some examples, the high pressure compressor supplies a flow of pressurized air at a rate of hundreds of miles per hour. In some cases, the combustion chamber includes one or more fuel injector rings that inject a steady flow of fuel into the combustion chamber where it mixes with the pressurized flow of air.

In a combustion chamber of a turbine engine, fuel is ignited by an electric spark provided by an igniter, wherein in some examples the fuel is combusted at a temperature in excess of 1000 degrees Celsius. The resulting combustion produces a high temperature, high pressure gas stream (e.g., hot combustion gases) that passes through another set of blades of the turbine. The turbine includes an intricate array of alternating rotating and stationary airfoil section blades. As the hot combustion gases pass through the turbine, the hot combustion gases expand, causing the rotating blades to rotate. The rotating blades serve at least two purposes. The first purpose of the rotating blades is to drive the booster compressor and/or high pressure compressor to draw more pressurized air into the combustion chamber. For example, the turbine is attached to the same shaft as the high pressure compressor in a direct drive configuration, and thus, rotation of the turbine causes the high pressure compressor to rotate. A second purpose of the rotating blades is to rotate an electrical generator that is operably coupled to the turbine section to produce electrical power and/or drive a rotor, fan, or propeller. For example, the turbine may generate electricity for use by an aircraft, a power plant, or the like. In the example of an aircraft turbine engine, the hot combustion gases exit the aircraft turbine engine through a nozzle at the back of the aircraft turbine engine after passing through the turbine.

Referring now to the drawings, in which like numerals refer to like elements throughout the several views, FIG. 1 is a schematic cross-sectional view of an exemplary high bypass turbofan gas turbine engine 110 ("turbofan engine 110"). Although the illustrated example is a high bypass turbofan engine, the principles of the presently described technology are also applicable to other types of engines, such as low bypass turbofan engines, turbojet engines, turboprop engines, and the like. As shown in FIG. 1, turbofan engine 110 defines a longitudinal or axial centerline axis 112 extending therethrough for reference. Fig. 1 also includes annotated directional diagrams with reference to axial direction a, radial direction R, and circumferential direction C. Generally, as used herein, the axial direction a is a direction extending generally parallel to the centerline axis 112, the radial direction R is a direction extending orthogonally outward from the centerline axis 112, and the circumferential direction C is a direction extending concentrically about the centerline axis 112.

Generally speaking, turbofan engine 110 includes a core turbine or gas turbine engine 114 ("core turbine engine 114") disposed downstream from a fan section 116. Core turbine engine 114 includes a substantially tubular outer casing 118 that defines an annular inlet 120. The outer housing 118 may be formed of a single housing or a plurality of housings. An outer casing 118 surrounds, in serial flow relationship, a compressor section having a booster or low pressure compressor 122 ("LP compressor 122") and a high pressure compressor 124 ("HP compressor 124"), a combustion section 126, a turbine section, and an exhaust section 132; the turbine section has a high pressure turbine 128 ("HP turbine 128") and a low pressure turbine 130 ("LP turbine 130"). A high pressure shaft or spool 134 ("HP shaft 134") drivingly couples HP turbine 128 and HP compressor 124. A low pressure shaft or spool 136 ("LP shaft 136") drivingly couples LP turbine 130 and LP compressor 122.LP shaft 136 may also be coupled to a fan spool or shaft 138 of fan section 116. In some examples, the LP shaft 136 is directly coupled to the fan shaft 138 (e.g., a direct drive configuration). In an alternative configuration, the LP shaft 136 may be coupled to the fan shaft 138 via a reduction gear 139 (e.g., an indirect drive or gear drive configuration).

As shown in FIG. 1, fan section 116 includes a plurality of fan blades 140 coupled to fan shaft 138 and extending radially outward from fan shaft 138. An annular fan casing or nacelle 142 circumferentially surrounds at least a portion of the fan section 116 and/or the core turbine engine 114. Nacelle 142 may be supported relative to core turbine engine 114 by a plurality of circumferentially spaced outlet guide vanes 144. Moreover, a downstream section 146 of nacelle 142 may surround an outer portion of core turbine engine 114 to define a bypass airflow passage 148 therebetween.

As shown in FIG. 1, air 150 enters an inlet portion 152 of turbofan engine 110 during operation thereof. A first portion 154 of the air 150 flows into the bypass airflow channel 148, and a second portion 156 of the air 150 flows into the inlet 120 of the LP compressor 122. The LP compressor stator vanes 170 and one or more sequential stages of LP compressor rotor blades 172 coupled to the LP shaft 136 progressively compress the second portion 156 of the air 150 flowing through the LP compressor 122 en route to the HP compressor 124. Next, HP compressor stator vanes 174 and one or more sequential stages of HP compressor rotor blades 176 coupled to HP shaft 134 further compress second portion 156 of air 150 flowing through HP compressor 124. This provides compressed air 158 to combustion section 126, where compressed air 158 is mixed with fuel and combusted to provide combustion gases 160 in combustion section 126.

The combustion gases 160 flow through the HP turbine 128, wherein one or more sequential stages of HP turbine stator vanes 166 and HP turbine rotor blades 168 coupled to the HP shaft 134 extract a first portion of kinetic and/or thermal energy therefrom. This energy extraction supports the operation of the HP compressor 124. The combustion gases 160 then flow through the LP turbine 130, wherein the LP turbine stator vanes 162 and one or more sequential stages of LP turbine rotor blades 164 coupled to the LP shaft 136 extract a second portion of the thermal and/or kinetic energy therefrom. This energy extraction causes the LP shaft 136 to rotate, thereby supporting operation of the LP compressor 122 and/or rotation of the fan shaft 138. The combustion gases 160 then exit the core turbine engine 114 through its exhaust section 132. A turbine frame 161 with a fairing assembly is located between the HP turbine 128 and the LP turbine 130. The turbine frame 161 acts as a support structure, connecting the aft bearing of the high pressure shaft with the turbine casing and forming an aerodynamic transition duct between the HP turbine 128 and the LP turbine 130. The cowling forms a flow path between the high pressure turbine and the low pressure turbine and may be formed using a metal casting (e.g., a nickel-based cast metal alloy, etc.).

Along with turbofan engine 110, core turbine engine 114 serves a similar purpose and is exposed to similar environments in land based gas turbines, turbojet engines (where the ratio of first portion 154 of air 150 to second portion 156 of air 150 is less than turbofan engines), and non-ducted fan engines (where fan section 116 lacks nacelle 142). In each of the turbofan, turbojet and non-ducted engines, the reduction means (e.g. reduction gear 139) may be included between any shaft and spool. For example, reduction gear 139 is disposed between LP shaft 136 and fan shaft 138 of wind sector segment 116.

As described above with respect to FIG. 1, the turbine frame 161 is located between the HP turbine 128 and the LP turbine 130 to connect the aft bearing of the high pressure shaft with the turbine casing and form an aerodynamic transition duct between the HP turbine 128 and the LP turbine 130. Thus, air flows through the turbine frame 161 between the HP turbine 128 and the LP turbine 130. The air flow may be very hot, which may lead to deflection and reduced aerodynamic performance.

In certain examples, the combustion section 126 (also referred to herein as the combustor 126) includes a combustion chamber defined by a casing that includes a lower surface or liner and an upper surface or liner (also referred to herein as the combustor dome). FIG. 2 illustrates an example embodiment of combustion section 126. As shown in the example of FIG. 2, a cross-sectional view of the combustion section 126 is provided, according to certain examples of the present disclosure. Notably, for purposes of explaining various aspects of the present subject matter, FIG. 2 only shows portions of the combustion section 126, with other components removed for clarity. Moreover, combustion section 126 is only one example combustor and other types and configurations of combustor assemblies may be used according to alternative examples.

As shown in the example of FIG. 2, combustion section 126 generally includes a combustor dome 202 that defines a combustion chamber 204 within which fuel and air are combusted to support operation of turbofan engine 110. More specifically, combustor dome 202 is at least partially defined by one or more combustor liners or combustor walls 206 that together at least partially define a combustion chamber 204 therebetween. The example combustor dome 202, or more specifically the combustor wall 206, extends between a forward end 208 and an aft end 210.

Further, the combustor dome or liner 202 may generally define features for receiving components to support the combustion process. For example, as shown in FIG. 2, the combustor dome 202 may define a plurality of circumferentially spaced fuel injection ports 212 near the forward end 208. The combustion section 126 further includes a plurality of fuel injector assemblies, referred to herein as fuel injectors (not shown), which may include a premixer, fuel-air mixer, or similar assembly, and are generally configured to supply a mixture of fuel and air into the combustion chamber 204 to facilitate combustion. In certain examples, a fuel injector is inserted into each of the plurality of fuel injection ports 212.

Moreover, the example combustion section 126 may include one or more igniters or igniter assemblies (not shown) inserted or positioned near the combustion chamber 204 to ignite the fuel/air mixture provided therein. More specifically, as shown in FIG. 2, the combustor wall 206 defines one or more igniter ports 214 for receiving such igniter assemblies such that the igniter extends into the combustion chamber 204 through the igniter ports 214. Ferrule 220 is positioned in igniter port 214 relative to combustor wall 206. The ferrule 220 defines an axial direction A2 and a radial direction R2. All or a portion of combustion section 126 may be implemented using additive manufacturing.

FIG. 3 provides a partial view of combustion section 126 of FIGS. 1 and 2, including an exemplary embodiment of a combustor dome 202. In the example of FIG. 3, combustion section 126 includes a combustion chamber 204 formed by an outer casing that includes an upper liner or combustor dome 202 with a collar 220 that allows air and/or a mixture of fuel and air to enter combustion chamber 204 from igniter ports 214 (not labeled in this view). Lower combustor wall or liner 206 (not shown in this view) completes the wrapping of combustion chamber 204 of example combustion section 126. A plurality of first openings 310 (e.g., holes, etc.) in the combustor dome 202 provide an inlet at a first end (e.g., cold end) of the combustor dome 202 for the cooling air to travel through a passage (not shown in this view) extending through the combustor dome 202. The air absorbs heat from the combustion chamber 204 and escapes as heated air from a second plurality of openings 320 (e.g., holes, etc.) at a second end (e.g., hot end) of the combustor dome or liner 202. In certain examples, the combustor dome 202 is formed via additive manufacturing, wherein the openings 310, 320 and the tubes connecting the openings 310, 320 are integrally formed with the combustor dome or liner 202 in an additive manufacturing process (described further below).

Fig. 4 illustrates another view of the example combustor dome 202 shown in fig. 3. In the example view of fig. 4, the combustor dome 202 has been made transparent to expose a plurality of channels 410, also referred to herein as holes or tubes, formed within the combustor dome 202 that connect the plurality of first openings 310 with the plurality of second openings 320. As described above, the additive manufacturing process may be used to form the combustor dome 202, which includes the channel 410 having the plurality of first openings 310 and the plurality of second openings 320. Accordingly, the combustor dome 202 is formed as an integral part via additive manufacturing and/or other manufacturing processes. For example, the combustor dome 202 is formed as a single, unitary structure that is formed together via additive manufacturing processes, subtractive manufacturing processes, and/or other manufacturing processes, rather than as separate components that are subsequently assembled together.

During operation of combustion section 126, cooling air enters plurality of first openings 310. The combustion of the fuel and air in the combustion chamber 204 generates heat, which heats the burner dome 202 and the air in the combustion chamber 204 for generating electricity. As the air travels along the channel 410 through the combustor dome 202 surrounding the combustion chamber 204, some of the heat from the combustor dome 202 is absorbed by the air. The heated air exits the burner dome 202 at the plurality of second openings 320 via the channels or holes 410 thereof. Thus, the temperature of the burner dome 202 may be regulated and prevented from overheating. For example, overheating of combustor dome 202 may result in failure or at least performance degradation of combustion section 126.

Thus, certain examples provide the hole-cooled combustor dome 202 using additive manufacturing to position cooling air closer to the hot side of the combustor dome 202 and thus allow the combustion section 126 to operate at hotter conditions than conventional manufacturing. Manufacturing the combustor dome 202 via additive manufacturing does not involve brazing, welding, or additional heat shields, and eliminates the need for impingement, e.g., less cooling air is required. Certain examples provide a one-piece combustor dome 202 having a channel 410, the channel 410 passing cooling air through the annular space at the openings 310, 320 and distributing the air evenly through the dome plate structure. Unlike multi-component domes with impingement and film cooling, certain examples provide a single-piece integrated combustor dome 202 that is more efficient at cooling the hot side of the metal of the combustor dome 202, thereby eliminating expensive coated heat shields and reducing overall fuel consumption.

Using the integrated combustor dome 202, deflector and impingement cooling hardware may be eliminated. Additionally, hole cooling in the combustor dome 202 may replace film cooling and/or thermal protective coatings. For example, bore cooling provides a uniform, full-coverage cooling design whose exit flow may form a startup flow for bushing nugget (nugget) cooling. In certain examples, the plurality of first openings 310 for the bore cooling channel 410 are customizable to reduce inlet losses and drive uniform flow distribution through the channel. With the integrated combustor dome 202, assembly of the subcomponents is eliminated, and therefore, the associated errors, fasteners, clamps, and the like are also eliminated. For example, the additive manufacturing of the integrated combustor dome 202 removes common brazing and welding from high thermal gradient locations, thereby increasing the durability of the combustor dome 202 and associated combustion section 126. Thus, the burner dome 202 has fewer points of failure than prior designs. In addition, maintenance can be simplified and the time to leave can be reduced. Additionally, in certain examples, integrated features such as fuel nozzle interface components allow for finishing as a unit rather than discrete features typically associated with individual sub-components on conventional dome designs.

In certain examples, the size/diameter of the channel 410 is customizable to optimize and/or otherwise account for aerodynamic and/or heat transfer. Accordingly, the dimensions and/or other parameters of the channels 410 may be modeled, simulated, etc. to determine, for example, aerodynamic and/or heat transfer benefits and/or blends that meet other operational and/or safety requirements. For example, unlike a constant diameter flow channel, the flow channel 410 and/or associated openings 310, 320 may be uniquely sized to reduce pressure drop, maximize cooling, and/or other criteria.

FIG. 5 illustrates an additional view of an exemplary casing of combustion section 126, including a combustor dome 202 surrounding a combustion chamber 204. The first plurality of openings 310 are positioned around the collar 220 and allow air to enter the channel 410 (not shown in this view) and exit the second plurality of openings 320 (not shown in this view) to cool the combustion chamber 204 through the combustor dome 202. Fig. 6 shows an oblique view of the example of fig. 5. Fig. 7 illustrates an example view from inside the combustion chamber 204 showing a plurality of second openings 320 extending through the combustor dome 202 on the igniter port 214.

Fig. 8-10 illustrate perspective views of the combustor dome 202 depicting a passage 410 that allows air to flow through the combustor dome 202 from the first plurality of openings 310 to the second plurality of openings 320 around the combustion chamber 204. The use of the improved structure of the combustor dome 202, as exemplified in FIGS. 3-10, provides the technical effect of improved cooling of the combustion chamber 204. This improved cooling occurs without sacrificing the structural integrity of combustion section 126 and without involving additional materials or components. Instead, the openings 310, 320 and the channel 410 are integrated into the combustor dome 202 itself at the time of manufacture.

In general, the example combustion sections 126 described herein may be manufactured or formed using any suitable process. However, in accordance with aspects of the present subject matter, some or all of combustion section 126 may be formed using an additive manufacturing process, such as a three-dimensional (3D) printing process. The use of such a process enables all or a portion of combustion section 126, such as combustor dome 202, to be integrally formed as a single, unitary component, or any suitable number of subcomponents. In particular, the manufacturing process may allow the combustor dome 202 to be integrally formed and incorporate a variety of features not possible using existing manufacturing methods. For example, the additive manufacturing methods described herein enable the manufacture of the combustor dome 202, including unique features, configurations, thicknesses, materials, densities, and structures not possible using existing manufacturing methods. For example, the channel 410 and associated openings 310, 320 may be integrally formed in the combustor dome 202 using additive manufacturing. This integration is not possible using other existing fabrication techniques.

As used herein, the term "additive manufacturing" or "additive manufacturing technique or process" generally refers to a manufacturing process in which successive layers of material are provided on top of each other to "build" a three-dimensional part layer by layer. The successive layers are typically fused together to form a unitary component that may have a variety of integral sub-components. Although additive manufacturing techniques are described herein as being capable of manufacturing complex objects by building the object point-by-point, layer-by-layer, typically in a vertical direction, other manufacturing methods are possible and within the scope of the present subject matter. For example, although the discussion herein refers to additive materials to form a continuous layer, one skilled in the art will appreciate that the methods and structures disclosed herein may be practiced with any additive manufacturing technique or fabrication technique. For example, other examples may use a layer addition process, a layer subtraction process, a hybrid process, and the like.

Suitable additive manufacturing techniques according to the present disclosure include, for example, fused Deposition Modeling (FDM), selective Laser Sintering (SLS), 3D printing (e.g., by inkjet, laser jet, and binder jet), stereolithography (SLA), direct Selective Laser Sintering (DSLS), direct Metal Laser Sintering (DMLS), electron Beam Sintering (EBS), electron Beam Melting (EBM), laser Engineered Net Shape (LENS), laser net shape fabrication (LNSM), direct Metal Deposition (DMD), digital Light Processing (DLP), direct Selective Laser Melting (DSLM), selective Laser Melting (SLM), direct Metal Laser Melting (DMLM), and other known processes.

The additive manufacturing processes described herein may be used to form components using a variety of materials. For example, the material may be plastic, metal, concrete, ceramic, polymer, epoxy, photopolymerizable resin, and/or any other suitable material that may be solid, liquid, powder, sheet, wire, or any other suitable form, or a combination thereof. In certain examples, the additively manufactured components described herein may be formed partially, wholly, or in some combination including, but not limited to, pure metals, nickel alloys, chromium alloys, titanium alloys, magnesium alloys, aluminum alloys, and nickel or cobalt-based superalloys. In certain examples, the combustor dome 202 and/or other components of the combustion section 126 may use high temperature materials (e.g., cobalt alloys, nickel alloys, and/or HS188, 625, and/or 817 alloys.

In addition, one skilled in the art will appreciate that a variety of materials and methods for combining these materials may be used and are considered to be within the scope of the present disclosure. As used herein, reference to "fusing" may refer to any suitable process for creating an adhesive layer of any of the above materials. For example, if an object is made of a polymer, fusing may refer to creating a thermoset bond between the polymer materials. If the object is an epoxy, the bond may be formed by a cross-linking process. If the material is ceramic, the bond may be formed by a sintering process. If the material is a powdered metal, the bond may be formed by a melting or sintering process. One skilled in the art will appreciate that other methods of fusing materials to make a part by additive manufacturing are possible and that the presently disclosed subject matter may be practiced with these methods.

Furthermore, the additive manufacturing process disclosed herein allows a single component to be formed from multiple materials. Accordingly, the components described herein may be formed from any suitable mixture of the above materials. For example, a component may comprise multiple layers, segments, or components formed using different materials, processes, and/or on different additive manufacturing machines. In this manner, components having different materials and material properties may be constructed to meet the needs of any particular application. Further, while the components described herein are constructed entirely from additive manufacturing processes, it should be understood that in alternative examples, all or a portion of these components may be formed by casting, machining, and/or any other suitable manufacturing process. In fact, any suitable combination of materials and manufacturing methods may be used to form these components.

An example additive manufacturing process will now be described. The additive manufacturing process uses 3D object information (e.g., a three-dimensional computer model) of a component (e.g., the combustor dome 202) to manufacture the component. Thus, a three-dimensional design model of a component may be defined prior to fabrication. In this regard, a model or prototype of the component may be scanned to determine three-dimensional information for the component. As another example, a model of a component may be built using a computer-aided design (CAD) program to define a three-dimensional design model of the component.

The design model may contain 3D digital coordinates of the entire configuration of the part, including the outer and inner surfaces of the part. For example, the design model may define a body, a surface, and/or an internal passage, such as an opening, a support structure, and the like. In one example, the three-dimensional design model is converted into a plurality of slices or fragments, such as along a central (e.g., vertical) axis or other axis of the component. Each slice may define a thin cross-section of the component for a predetermined height of the slice. A plurality of consecutive cross-sectional slices together form a 3D part. The part is then "built" piece-by-piece or layer-by-layer by the additive manufacturing apparatus until the part is complete (e.g., the part is formed).

In this manner, the components described herein, such as the burner dome 202, may be manufactured using an additive process, or more specifically, each layer is formed continuously, such as by using laser energy or heat fusing or polymerizing plastic or by sintering or melting metal powder. For example, certain types of additive manufacturing processes may use an energy beam, such as an electron beam, or electromagnetic radiation, such as a laser beam, to sinter or melt the powder material. Any suitable laser and laser parameters may be used, including considerations regarding power, laser beam spot size, and scanning speed. The build material may be formed from any suitable powder or material selected for enhanced strength, durability and service life, particularly at elevated temperatures.

Each successive layer may be, for example, between about 10 μm and 200 μm, but the thickness may be selected based on any number of parameters and may be any suitable size according to alternative embodiments. Thus, with the above-described additive forming method, the parts described herein may have a cross-section that is as thin as one thickness (e.g., 10 μm) of the associated powder layer used in the additive forming process.

Further, with additive processes, the surface finish and features of the component may vary according to the needs of the application. For example, the surface finish may be adjusted (e.g., made smoother or rougher) by selecting appropriate laser scanning parameters (e.g., laser power, scanning speed, laser focal spot size, etc.) during the additive process, particularly at the periphery of the cross-sectional layer corresponding to the surface of the part. For example, a rougher finish may be achieved by increasing the laser scanning speed or decreasing the size of the formed melt pool, and a smoother finish may be achieved by decreasing the laser scanning speed or increasing the size of the formed melt pool. The scan pattern and/or laser power may also be varied to vary the surface finish of the selected area.

It is worth noting that due to manufacturing limitations, several features of the components described herein were not previously possible. Certain examples take advantage of advances in additive manufacturing technology to develop examples of such components generally in accordance with the present disclosure. While the present disclosure is generally not limited to the use of additive manufacturing to form these components, additive manufacturing does provide a variety of manufacturing advantages, including ease of manufacturing, reduced cost, greater precision, and the like. More specifically, the channels, tubes, holes 410, and associated openings 310, 320 in the combustor dome 202 are difficult to form (and cannot be integrally formed) without additive manufacturing.

In this regard, with the additive manufacturing method, even multiple piece components may be formed as a single piece of continuous metal and, therefore, may contain fewer sub-components and/or joints than existing designs. The integral formation of these multi-piece components by additive manufacturing may advantageously improve the overall assembly process and the structural integrity and usefulness of the resulting components, such as the combustor dome 202, the collar 220, and the like. For example, the integral formation reduces the number of separate parts that must be assembled, thereby reducing the associated time and overall assembly costs. In addition, existing problems related to, for example, leakage, quality of the joint between the separate components, and overall performance may be advantageously reduced.

Furthermore, the additive manufacturing methods described above make the shapes and contours of the components described herein more complex and serpentine. For example, a component such as the exemplary combustor dome 202 may include a passage extending through the combustor dome 202 from the set of first openings 310 to the set of second openings 320. Furthermore, additive manufacturing processes enable the manufacture of a single component having different materials, such that different portions of the component may exhibit different performance characteristics. The continuous, additive nature of the manufacturing process makes the construction of these novel features possible. As a result, the components described herein may exhibit improved functionality and reliability.

Fig. 11 is a flow diagram of an example additive manufacturing process 1100 for forming the example combustor dome 202 of fig. 3-10. At block 1110, the process defines parameters of the combustor dome 202. For example, a model, file, set of definitions, etc., defining dimensions and/or other characteristics of the combustor dome or liner 202, including the number, location, and dimensions of the plurality of first openings 310, the channel 410, and the plurality of second openings 320, is processed by a controller associated with an additive manufacturing device (e.g., a 3D printer). For example, the size of the first plurality of openings 310, the size of the second plurality of openings 320, and/or the size of the plurality of channels 410 may be set according to the amount of airflow and cooling provided by the combustor dome 202. For example, the dimensions may be different within each of the plurality 310, 320, 410. For example, sizing may be based on aerodynamics and/or heat transfer.

At block 1120, the combustor dome 202 is formed by the additive manufacturing apparatus according to the parameters. For example, using a DMLM additive manufacturing apparatus, a DMLS additive manufacturing apparatus, a binder jet additive manufacturing apparatus, etc., a reservoir or other supply of high temperature material (e.g., cobalt alloy, nickel alloy, etc.) is used to form the combustor dome 202. At block 1130, the burner dome 202 is released from the additive manufacturing apparatus and may be available for packaging, sale, installation, and the like.

From the foregoing, it will be appreciated that the disclosed apparatus achieves improved airflow and cooling of the combustion section 126 by improving the design of the combustor dome 202. A technical effect of the integration of the passages 410 through the combustor dome 202 is the ability to achieve new cooling air flows that are different from impingement cooling, film cooling, and other previous efforts. The combustor dome 202 with integrated hole cooling provides improved, more efficient combustor cooling as well as increased reliability of the combustor dome 202, improved ease of manufacture of the integrated part, and the technical effect of improved combustion operation. Using additive manufacturing, the combustor dome or liner 202 may be smaller and lighter than conventional multi-point dome designs with impingement cooling, while providing improved cooling airflow through the integrated airflow channels. The air flow passages may not have a constant diameter. Instead, for example, the air flow passages may be uniquely sized to reduce pressure drop and maximize cooling.

The presently described technology may be implemented according to a number of examples. In certain examples, the plurality of first openings 310 provide an inlet arrangement and the plurality of second openings 320 provide an outlet arrangement. In certain examples, the plurality of channels 410 provide a channel arrangement within the combustor dome 202 that connects the inlet arrangement to the outlet arrangement. In certain examples, the inlet device, the outlet device, and the passage device are integrally formed with the combustor dome 202 and allow air to travel from the inlet device to the outlet device through the passage device. In certain examples, the collar 220 provides a fuel-air intake device.

Although certain example methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles of manufacture fairly falling within the scope of the appended claims either literally or under the doctrine of equivalents.

The following claims are hereby incorporated into the detailed description by reference, with each claim standing on its own as a separate embodiment of the disclosure.

Other aspects of the disclosure are provided by the subject matter of the following clauses:

certain examples provide a combustor dome for a combustion section of a turbine engine. An example combustor dome forms an integral part, comprising: a plurality of first openings; a plurality of second openings; and a plurality of channels formed in the burner dome connecting respective ones of the first plurality of openings with respective ones of the second plurality of openings, wherein the burner dome is configured to allow air to enter through the first plurality of openings and travel through the plurality of channels to exit through the second plurality of openings, allowing the air to transfer heat from the combustion section.

A burner dome according to any preceding claim, wherein the burner dome is formed from additive manufacturing.

The combustor dome of any preceding claim, wherein the combustor dome is formed from at least one of a cobalt alloy or a nickel alloy.

A burner dome according to any preceding claim, further comprising a ferrule.

A burner dome according to any preceding claim, further comprising an igniter port.

The combustor dome of any preceding claim, wherein a size of the first plurality of openings and a size of the second plurality of openings correspond to an amount of airflow and cooling to be provided by the combustor dome.

The combustor dome of any preceding claim, wherein the plurality of channels are customizable in size based on at least one of aerodynamics or heat transfer.

Certain examples provide a combustion section of a turbine engine, the combustion section comprising: a combustion chamber; and a combustor dome surrounding at least a portion of the combustion chamber, the combustor dome comprising: a plurality of first openings; a plurality of second openings; and a plurality of channels formed in the burner dome connecting a respective one of the first plurality of openings with a respective one of the second plurality of openings, wherein the burner dome is configured to allow air to enter through the first plurality of openings and travel through the plurality of channels to exit through the second plurality of openings, allowing the air to transfer heat from the combustion chamber.

The combustion section of any preceding claim, wherein the combustor dome is formed by additive manufacturing.

The combustion section of any preceding claim, wherein the combustor dome is formed from at least one of a cobalt alloy or a nickel alloy.

The combustion section of any preceding claim, further comprising a ferrule.

The combustion section of any preceding claim, wherein the collar is integral with the combustor dome.

The combustion section of any preceding claim, further comprising an igniter port.

The combustion section of any preceding claim, wherein a size of the plurality of first openings and a size of the plurality of second openings correspond to an amount of airflow and cooling to be provided by the combustor dome.

The combustion section of any preceding claim, wherein the plurality of channels are sized based on at least one of aerodynamics or heat transfer.

Certain examples provide a combustor liner of a turbine engine, the combustor liner comprising: an inlet device; an outlet device; and a channel arrangement connecting the inlet arrangement to the outlet arrangement within the combustor liner, wherein the inlet arrangement, the outlet arrangement and the channel arrangement are integrally formed with the combustor liner and allow air to travel from the inlet arrangement to the outlet arrangement via the channel arrangement.

The combustor liner of any preceding claim, wherein the combustor liner is formed by additive manufacturing.

The combustor liner of any preceding claim, wherein the size of the inlet arrangement and the size of the outlet arrangement correspond to an amount of airflow and cooling to be provided by the combustor liner.

The combustor liner of any preceding claim, wherein the channel arrangement is customizable in size based on at least one of aerodynamics or heat transfer.

The combustor liner of any preceding claim, further comprising a fuel-air intake device.

Certain examples provide a combustion section of a turbine engine. An example combustion section includes a combustion chamber and a combustor dome surrounding at least a portion of the combustion chamber. An example combustor dome includes: an inlet device; an outlet device; and a channel means connecting said inlet means to said outlet means within said burner dome. The inlet means, the outlet means and the passage means are integrally formed with the burner dome and allow air to travel from the inlet means to the outlet means via the passage means.

The combustion section of any preceding claim, wherein the combustor dome is formed from additive manufacturing.

The combustion section of any preceding claim, wherein the combustor dome is formed from at least one of a cobalt alloy or a nickel alloy.

The combustion section of any preceding claim, further comprising a ferrule.

The combustion section of any preceding claim, wherein the collar is integral with the combustor dome.

The combustion section of any preceding claim, further comprising a fuel-air intake device.

The combustion section of any preceding claim, wherein the size of the inlet means and the size of the outlet means correspond to an amount of airflow and cooling to be provided by the combustor dome.

The combustion section of any preceding claim, wherein the channel arrangement is sized based on at least one of aerodynamics or heat transfer.

Claims (10)

1. A combustor dome for a combustion section of a turbine engine, the combustor dome forming an integral part, comprising:

a plurality of first openings;

a plurality of second openings; and

a plurality of passages formed in the combustor dome connecting respective ones of the plurality of first openings with respective ones of the plurality of second openings,

wherein the burner dome is configured to allow air to enter through the plurality of first openings and travel through the plurality of channels to exit through the plurality of second openings, allowing the air to transfer heat from the combustion section.

2. A burner dome as recited in claim 1, wherein the burner dome is formed from additive manufacturing.

3. The combustor dome of claim 1, wherein the combustor dome is formed from at least one of a cobalt alloy or a nickel alloy.

4. A burner dome as recited in claim 1 further comprising a collar.

5. A burner dome as recited in claim 1 further comprising an igniter port.

6. A combustor dome as in claim 1, wherein the size of the plurality of first openings and the size of the plurality of second openings correspond to an amount of airflow and cooling to be provided by the combustor dome.

7. A burner dome according to claim 1, wherein the plurality of channels are sized based on at least one of aerodynamics or heat transfer.

8. A combustion section of a turbine engine, the combustion section comprising:

a combustion chamber; and

a combustor dome surrounding at least a portion of the combustion chamber, the combustor dome comprising:

a plurality of first openings;

a plurality of second openings; and

a plurality of passages formed in the combustor dome connecting respective ones of the plurality of first openings with respective ones of the plurality of second openings,

wherein the burner dome is configured to allow air to enter through the plurality of first openings and travel through the plurality of channels to exit through the plurality of second openings, allowing the air to transfer heat from the combustion chamber.

9. The combustion section of claim 8, wherein the combustor dome is formed from additive manufacturing.

10. The combustion section of claim 8, wherein the combustor dome is formed from at least one of a cobalt alloy or a nickel alloy.

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