EP2975326B1 - Ensemble de chambre de combustion pour un moteur à turbine - Google Patents

Ensemble de chambre de combustion pour un moteur à turbine Download PDF

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Publication number
EP2975326B1
EP2975326B1 EP15001486.8A EP15001486A EP2975326B1 EP 2975326 B1 EP2975326 B1 EP 2975326B1 EP 15001486 A EP15001486 A EP 15001486A EP 2975326 B1 EP2975326 B1 EP 2975326B1
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EP
European Patent Office
Prior art keywords
fuel injectors
fuel
assembly
combustion chamber
combustor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15001486.8A
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German (de)
English (en)
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EP2975326A1 (fr
Inventor
Zhongtao Dai
Kristin KOPP-VAUGHAN
Jeffrey M. Cohen
James B. Hoke
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RTX Corp
Original Assignee
United Technologies Corp
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Filing date
Publication date
Priority claimed from US14/335,334 external-priority patent/US9958162B2/en
Application filed by United Technologies Corp filed Critical United Technologies Corp
Publication of EP2975326A1 publication Critical patent/EP2975326A1/fr
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Publication of EP2975326B1 publication Critical patent/EP2975326B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/34—Feeding into different combustion zones
    • F23R3/346—Feeding into different combustion zones for staged combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R2900/00—Special features of, or arrangements for continuous combustion chambers; Combustion processes therefor
    • F23R2900/00014—Reducing thermo-acoustic vibrations by passive means, e.g. by Helmholtz resonators

Definitions

  • This disclosure relates generally to a turbine engine and, more particularly, to a combustor for a turbine engine.
  • a turbine engine may include an annular combustor.
  • a typical annular combustor includes a bulkhead connected radially between an inner wall and an outer wall. The inner and the outer walls extend axially from the bulkhead thereby defining a combustion chamber radially therebetween.
  • a plurality of circumferentially disposed fuel injectors are configured with the bulkhead. Each of these fuel injectors injects fuel into the combustion chamber for mixing with core air and combustion.
  • a combustor assembly having the features of the preamble of claim 1 is disclosed in EP 2479498 A2 .
  • the fuel injectors may be arranged circumferentially about an axial centerline.
  • the fluctuating pattern may be an axially and/or circumferentially fluctuating pattern.
  • the may be axial and/or circumferential fluctuations in the pattern.
  • At least some of the fuel injectors may be grouped into a plurality of multi-fuel injector sets. Adjacent pairs of the multi-fuel injector sets may each be separated by a first distance. An adjacent pair of the fuel injectors in each of the multi-fuel injector sets may be separated by a second distance that is different than the first distance.
  • At least one of the fuel injectors may be arranged between a first of the adjacent pairs of the multi-fuel injector sets.
  • the fuel injectors may be arranged circumferentially about an axial centerline.
  • a first of the first fuel injectors may be axially offset from a second of the first fuel injectors.
  • the second fuel injectors may be configured in a first pattern and the fuel injectors in a second, different pattern.
  • One of the fuel injectors may be adapted to inject fuel into the combustion chamber at a first rate.
  • Another one of the fuel injectors may be adapted to inject fuel into the combustion chamber at a second rate that is different than the first rate.
  • FIG. 1 is a side cutaway illustration of a geared turbine engine 20.
  • This turbine engine 20 extends along an axial centerline 22 between an upstream airflow inlet 24 and a downstream airflow exhaust 26.
  • the turbine engine 20 includes a fan section 28, a compressor section 29, a combustor section 30 and a turbine section 31.
  • the compressor section 29 includes a low pressure compressor (LPC) section 29A and a high pressure compressor (HPC) section 29B.
  • the turbine section 31 includes a high pressure turbine (HPT) section 31A and a low pressure turbine (LPT) section 31B.
  • the engine sections 28-31 are arranged sequentially along the centerline 22 within an engine housing 32.
  • This housing 32 includes an inner case 34 (e.g., a core case) and an outer case 36 (e.g., a fan case).
  • the inner case 34 houses the engine sections 29-31; e.g., an engine core.
  • the outer case 36 houses the fan section 28 and axially overlaps a forward portion of the inner case 34.
  • Each of the engine sections 28, 29A, 29B, 31A and 31B includes a respective rotor 38-42.
  • Each of these rotors 38-42 includes a plurality of rotor blades arranged circumferentially around and connected to one or more respective rotor disks.
  • the rotor blades may be formed integral with or mechanically fastened, welded, brazed, adhered and/or otherwise attached to the respective rotor disk(s).
  • the fan rotor 38 is connected to a gear train 44, for example, through a fan shaft 46.
  • the gear train 44 and the LPC rotor 39 are connected to and driven by the LPT rotor 42 through a low speed shaft 47.
  • the HPC rotor 40 is connected to and driven by the HPT rotor 41 through a high speed shaft 48.
  • the shafts 46-48 are rotatably supported by a plurality of bearings 50; e.g., rolling element and/or thrust bearings. Each of these bearings 50 is connected to the engine housing 32 by at least one stationary structure such as, for example, an annular support strut.
  • the air within the core gas path 52 may be referred to as "core air”.
  • the air within the bypass gas path 54 may be referred to as "bypass air”.
  • the core air is directed through the engine sections 29-31, and exits the turbine engine 20 through the airflow exhaust 26 to provide forward engine thrust.
  • fuel is injected into a combustion chamber 56 and mixed with the core air. This fuel-core air mixture is ignited to power the turbine engine 20.
  • the bypass air is directed through the bypass gas path 54 and out of the turbine engine 20 through a bypass nozzle 58 to provide additional forward engine thrust.
  • at least some of the bypass air may be directed out of the turbine engine 20 through a thrust reverser to provide reverse engine thrust.
  • FIG.2 illustrates a combustor assembly 60 for the turbine engine 20.
  • This combustor assembly 60 includes an annular combustor 62 disposed within an annular plenum 64 of the combustion section 30.
  • This plenum 64 receives compressed core air from the HPC section 29B, and provides the received core air to the combustor 62 as described below in further detail.
  • the combustor 62 includes an annular combustor bulkhead 66, a tubular combustor inner wall 68 and a tubular combustor outer wall 70.
  • the bulkhead 66 extends radially between and is connected to the inner wall 68 and the outer wall 70 at (e.g., on, adjacent or proximate) forward ends thereof.
  • the inner wall 68 and the outer wall 70 extend axially along the centerline 22 from the bulkhead 66 towards the HPT section 31A, thereby forming the combustion chamber 56.
  • the bulkhead 66, the inner wall 68 and/or the outer wall 70 may each be configured as a multi-walled structure; e.g., a hollow dual-walled structure.
  • the bulkhead 66 may include an annular shell 72 and an annular heat shield 74.
  • the heat shield 74 defines a forward end of the combustion chamber 56, and may include one or more heat shield panels.
  • the inner wall 68 may include a tubular shell 76 and a tubular heat shield 78.
  • the heat shield 78 defines an inner side of the combustion chamber 56, and may include one or more heat shield panels.
  • the outer wall 70 may include a tubular shell 80 and a tubular heat shield 82.
  • the heat shield 82 defines an outer side of the combustion chamber 56, and may include one or more heat shield panels.
  • the bulkhead 66, the inner wall 68 and/or the outer wall 70 may each be configured as a single wall combustor liner.
  • the combustor assembly 60 also includes a plurality of upstream, second, fuel injector assemblies 84 and a plurality of downstream fuel injector assemblies 86.
  • Each of the upstream fuel injector assemblies 84 may include an upstream, second, fuel injector 88 mated with an upstream swirler 90.
  • These fuel injectors 88 and swirlers 90 are positioned about the centerline 22 and configured with the bulkhead 66.
  • Each of the downstream fuel injector assemblies 86 may include a downstream,first, fuel injector 92 mated with a downstream swirler 94. These first fuel injectors 92 and swirlers 94 are positioned about the centerline 22 and configured with the outer wall 70. Referring to FIG. 2 , the first fuel injectors 92 and swirlers 94 may be located an axial distance from the bulkhead 66 and the upstream fuel injectors 88. This axial distance may be equal to between approximately twenty percent ( ⁇ 20%) and approximately seventy percent ( ⁇ 70%) of an axial length of the wall 70. The present disclosure, of course, is not limited to the foregoing exemplary values. Furthermore, in alternative embodiments, one or more of the downstream fuel injector assemblies 86 and, thus, first fuel injectors 92 may also or alternatively be configured with the inner wall 68 in a similar manner as described herein with reference to the outer wall 70.
  • the upstream, second, fuel injectors 88 inject fuel axially (e.g., along a substantial axial trajectory) into the combustion chamber 56. This injected fuel may account for between approximately twenty five percent ( ⁇ 25%) and approximately one hundred percent ( ⁇ 100%) of the fuel delivered to the combustor 62 depending upon the specific operating mode and/or conditions.
  • the downstream, first, fuel injectors 92 inject fuel radially (e.g., along a substantial radial trajectory) into the combustion chamber 56. This injected fuel may account for up to approximately seventy five percent ( ⁇ 75%) of the fuel delivered to the combustor 62 depending upon the specific operating mode and/or conditions. Note, the downstream, first, fuel injectors 92 may not be operational (i.e., inject fuel) during all modes of turbine engine operation. The present disclosure, of course, is not limited to the foregoing exemplary values.
  • the swirlers 90 direct core air from the plenum 64 into the combustion chamber 56 in a manner that facilitates mixing the core air with the fuel injected from the upstream fuel injectors 88.
  • the swirlers 94 direct core air from the plenum 64 into the combustion chamber 56 in a manner that facilitates mixing the core air with the fuel injected from the downstream fuel injectors 92.
  • One or more igniters (not shown) and/or other ignition sources (e.g., pilot flames) ignite the fuel-core air mixture.
  • Quench apertures 96 and 98 in the combustor walls 68 and 70 direct additional core air into the combustion chamber 56 to quench (e.g., stoichiometrically lean) the ignited fuel-core air mixture.
  • Still additional core air may be directed into the combustion chamber 56 through cooling apertures (not shown) in the combustor walls 68 and 70 for (e.g., film) cooling the walls 68 and 70; e.g., the heat shields 78 and 82.
  • the swirlers 90 may deliver between approximately twenty percent ( ⁇ 20%) and approximately eighty percent ( ⁇ 80%) of the core air to the combustor 62.
  • the swirlers 94 may deliver between approximately twenty percent ( ⁇ 20%) and approximately eighty percent ( ⁇ 80%) of the core air to the combustor 62.
  • the quench apertures 96 and 98 may deliver up to approximately fifteen percent ( ⁇ 15%) of the core air to the combustor 62. However, in some embodiments, the quench apertures 96 and 98 may be omitted.
  • the liner cooling apertures (not shown) in the inner and/or the outer walls 68 and 70 may deliver up to approximately thirty percent ( ⁇ 30%) of the core air to the combustor 62.
  • the present disclosure is not limited to the foregoing exemplary values.
  • the upstream, second, fuel injectors 88 and the downstream, first, fuel injectors 92 are arranged in similar equi-spaced patterns. Furthermore, each of the downstream, first, fuel injectors 92 is circumferentially aligned with a respective one of the upstream, second, fuel injectors 88.
  • thermoacoustic instabilities may arise within the combustion chamber 56 under certain conditions when acoustic modes couple with unsteady heat released due to combustion in a positive feedback loop. These instabilities may lead to relatively large pressure oscillations inside of the combustion chamber 56, thereby affecting combustor 62 stable operation and potentially causing structural damage to the combustor 62 components.
  • thermoacoustic instabilities examples include, but are not limited to, "screech” instabilities and “howl” instabilities. Additional details regarding thermoacoustic instabilities are disclosed in U.S. Patent No. 8,037,688 to Hagen et al.
  • Thermoacoustic instabilities may be reduced or eliminated, however, by tailoring how fuel is injected into the combustion chamber 56 by the downstream fuel injectors 92.
  • a first set of the first fuel injectors 92A may be adapted to inject the fuel into the combustion chamber 56 at a first rate.
  • a second set of the first fuel injectors 92B may be adapted to inject the fuel into the combustion chamber 56 at a second rate different than the first rate, where one of the first fuel injectors 92B is circumferentially between each adjacent pair of the first fuel inj ectors 92A.
  • the downstream, first, fuel injectors 92 inject the fuel unevenly into the combustion chamber 56.
  • This uneven injection of fuel in turn may create a plurality of different (e.g., circumferentially fluctuating) flame zones 100 within the combustion chamber 56.
  • the first fuel injectors 92A may be associated with relatively strong (e.g., high temperature) flame zones 100A due to their relatively high fuel injection rate.
  • the first fuel injectors 92B may be associated with relatively weak (e.g., low temperature) flame zones 100B due to their relatively low fuel injection rate.
  • These different flame zones 100A-B may have different thermoacoustic properties and thereby act to dissipate, or at least not contribute to, propagation of the thermoacoustic instabilities within the combustion chamber 56.
  • the downstream, first, fuel injectors 92 are arranged in a fluctuating pattern that facilitates providing the different flame zones within the combustion chamber 56.
  • the term "fluctuating" may describe a pattern in which relative inter-object (axial, circumferential and/or radial) displacements are non-uniform.
  • inter-object circumferential displacements may be different between different adjacent pairs of the objects.
  • adjacent objects may be axially displaced from one another.
  • the relative inter-object displacement may repeat (e.g., the pattern may oscillate), or each relative inter-object displacement may be unique.
  • the upstream fuel injectors 88 may be arranged in a first pattern where the fuel injectors are equi-spaced about the centerline 22 and axially aligned with one another. More particularly, each adjacent pair of the upstream fuel injectors 88 may be separated by a substantially equal circumferential distance 102.
  • the downstream, first, fuel injectors 92 of FIG. 6 are arranged in a second fluctuating pattern that is different than the first pattern.
  • the downstream, first, fuel injectors 92 are grouped into a plurality of multi-fuel injector sets 104; i.e., sets of at least two fuel injectors 92. Adjacent pairs of the multi-fuel injector sets 104 are separated by a circumferential first distance 106. Each adjacent pair of the first fuel injectors 92 in each set 104 is separated by a circumferential second distance 108 that is different (e.g., less) than the first distance 106.
  • the quantity of the upstream fuel injectors 88 may be greater than the quantity of the downstream, first, fuel injectors 92.
  • each of the downstream, first, fuel injectors 92 is substantially circumferentially aligned with a respective one of the upstream, second, fuel injectors 88.
  • One or more of the upstream, second, fuel injectors 88 may also be associated (e.g., circumferentially aligned) with a respective gap between adjacent multi-fuel injector sets 104.
  • relatively strong flame zones may be provided radially adjacent the first fuel injectors 92 while relatively weak flame zones may be provided circumferentially between adjacent multi-fuel injector sets 104.
  • first and the second patterns are described above and illustrated is FIG. 6 as having different relative circumferential inter-injector spacing schemes. However, referring now to FIG. 7 , the first and the second patterns may also or alternatively be "axially" different.
  • a first of the first fuel injectors 92 in each set may be located at an axial position A along the centerline 22 while a second of the first fuel injectors 92 in each set may be located at another axial position B along the centerline 22; e.g., the first fuel injectors 92 are axially offset from one another by an axial distance 110.
  • This type of axial spacing scheme may also or alternatively be utilized to change flame zone intensities and/or positions within the combustion chamber 56 and thereby reduce or eliminate thermoacoustic instabilities.
  • the downstream, first, fuel injectors 92 may be axially aligned with one another.
  • each downstream, first, fuel injector 92 may be arranged in various circumferential and/or axial patterns other than those described above.
  • each multi-fuel injector set 104 may be associated (e.g., circumferentially aligned) with a respective one of the upstream, second, fuel injectors 88.
  • at least one downstream, first, fuel injector 92C may be circumferentially positioned between adjacent multi-fuel injector sets 104, and circumferentially aligned with a respective one of the upstream, second, fuel injectors 88C.
  • a circumferential distance 112 between each, first, fuel injector 92C and an adjacent one of the, first, fuel injectors 92 in a respective set 104 may be different (e.g., greater) than the circumferential second distance 108.
  • the downstream, first, fuel injectors 92 may be equi-spaced about the centerline 22. In contrast to FIG. 4 , however, the downstream, first, fuel injectors 92 are aligned with only some (e.g., every-other one) of the upstream, second, fuel injectors 88 (see FIG. 10 ), or alternatively only some (e.g., every-other one) the inter-injector 88 gaps (see FIG. 11 ).
  • the present disclosure therefore is not limited to the downstream, first, fuel injector arrangements disclosed herein.
  • one or more of the downstream, first, fuel injectors 92 may be configured with the combustor 62 without a swirler (e.g., the swirler 94). Thus, these fuel injector(s) 92 may inject fuel into the combustion chamber 56 without provision of additional core air from the plenum 64.
  • the combustor assembly 60 may include one or more additional downstream fuel injectors and/or fuel injector assemblies. These additional fuel injectors and/or assemblies may be located axially between the second and first fuel injectors 88 and 92 and/or downstream of the first fuel injectors 92.
  • the distances between objects are described above and illustrated in the drawings as measuring gaps between the respective objects. However, in alternate embodiments, one or more of the distances may alternatively be measured between centroids of the objects.
  • upstream is used to orientate the components of the combustor assembly 60 described above relative to the turbine engine 20 and its centerline 22.
  • upstream is used to orientate the components of the combustor assembly 60 described above relative to the turbine engine 20 and its centerline 22.
  • downstream is used to orientate the components of the combustor assembly 60 described above relative to the turbine engine 20 and its centerline 22.
  • inner is used to orientate the components of the combustor assembly 60 described above relative to the turbine engine 20 and its centerline 22.
  • the present invention therefore is not limited to any particular combustor assembly spatial orientations.
  • the combustor assembly 60 may be included in various turbine engines other than the one described above.
  • the combustor assembly 60 may be included in a geared turbine engine where a gear train connects one or more shafts to one or more rotors in a fan section, a compressor section and/or any other engine section.
  • the combustor assembly 60 may be included in a turbine engine configured without a gear train.
  • the combustor assembly 60 may be included in a geared or non-geared turbine engine configured with a single spool, with two spools (e.g., see FIG. 1 ), or with more than two spools.
  • the turbine engine may be configured as a turbofan engine, a turbojet engine, a propfan engine, or any other type of turbine engine. The present invention therefore is not limited to any particular types or configurations of turbine engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)

Claims (7)

  1. Ensemble de combustion, comprenant :
    une première paroi tubulaire (70), une seconde paroi tubulaire (68), une cloison annulaire (66), une pluralité de premiers injecteurs de carburant (92) et une pluralité de seconds injecteurs de carburant (88) ;
    la cloison (66) formant une chambre de combustion (56) avec les première et seconde parois tubulaires (68, 70), les premiers injecteurs de carburant (92) étant configurés pour diriger du carburant radialement dans la chambre de combustion (56) ; dans lequel
    les premiers injecteurs de carburant (92) sont configurés avec la première paroi (70) dans un modèle fluctuant ;
    les seconds injecteurs de carburant (88) sont configurés avec la cloison (66) ;
    les premiers injecteurs de carburant (92) sont groupés en une pluralité d'ensembles d'injecteurs de polycarburant (104), des paires adjacentes des ensembles (104) sont séparées d'une première distance (106) ; et chaque paire adjacente des premiers injecteurs de carburant (92) dans chaque ensemble (104) sont séparées d'une seconde distance (108), caractérisé en ce que la seconde distance (108) est différente de la première distance (106) ; et
    en ce que chacun des premiers injecteurs de carburant (92) est aligné circonférentiellement avec un injecteur respectif des seconds injecteurs de carburant (88).
  2. Ensemble selon la revendication 1, dans lequel
    les premiers injecteurs de carburant (92) sont agencés circonférentiellement autour d'une ligne centrale axiale (22) ; et
    le modèle fluctuant comprend un modèle fluctuant circonférentiellement.
  3. Ensemble selon la revendication 1 ou 2, dans lequel
    les premiers injecteurs de carburant (92) sont agencés circonférentiellement autour d'un ligne centrale axiale (22) ; et
    le modèle fluctuant comprend un modèle fluctuant axialement.
  4. Ensemble selon la revendication 1, dans lequel au moins un des premiers injecteurs de carburant (92) est agencé entre une première des paires adjacentes des ensembles d'injecteurs de polycarburant (104).
  5. Ensemble selon une quelconque revendication précédente, dans lequel
    les premiers injecteurs de carburant (92) sont agencées circonférentiellement autour d'une ligne centrale axiale (22) ; et
    un premier des premiers injecteurs de carburant (92) est décalé axialement d'un second des premiers injecteurs de carburant (92).
  6. Ensemble selon une quelconque revendication précédente, dans lequel
    un des premiers injecteurs de carburant (92) est adapté pour injecter du carburant dans la chambre de combustion (56) à une première vitesse ; et
    un autre des premiers injecteurs de carburant (92) est adapté pour injecter du carburant dans la chambre de combustion (56) à une seconde vitesse qui est différente de la première vitesse.
  7. Ensemble pour un moteur à turbine, l'ensemble comprenant :
    un ensemble de combustion selon une quelconque revendication précédente, la chambre de combustion (56) s'étendant circonférentiellement autour et axialement le long d'une ligne centrale (22).
EP15001486.8A 2014-07-18 2015-05-18 Ensemble de chambre de combustion pour un moteur à turbine Active EP2975326B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US14/335,334 US9958162B2 (en) 2011-01-24 2014-07-18 Combustor assembly for a turbine engine

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Publication Number Publication Date
EP2975326A1 EP2975326A1 (fr) 2016-01-20
EP2975326B1 true EP2975326B1 (fr) 2019-09-18

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Publication number Priority date Publication date Assignee Title
US11156164B2 (en) 2019-05-21 2021-10-26 General Electric Company System and method for high frequency accoustic dampers with caps
US11174792B2 (en) 2019-05-21 2021-11-16 General Electric Company System and method for high frequency acoustic dampers with baffles

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
US8037688B2 (en) 2006-09-26 2011-10-18 United Technologies Corporation Method for control of thermoacoustic instabilities in a combustor
US7810333B2 (en) * 2006-10-02 2010-10-12 General Electric Company Method and apparatus for operating a turbine engine
US8387398B2 (en) * 2007-09-14 2013-03-05 Siemens Energy, Inc. Apparatus and method for controlling the secondary injection of fuel
US8707707B2 (en) * 2009-01-07 2014-04-29 General Electric Company Late lean injection fuel staging configurations
US9068748B2 (en) * 2011-01-24 2015-06-30 United Technologies Corporation Axial stage combustor for gas turbine engines
US20130318991A1 (en) * 2012-05-31 2013-12-05 General Electric Company Combustor With Multiple Combustion Zones With Injector Placement for Component Durability
US9310072B2 (en) * 2012-07-06 2016-04-12 Hamilton Sundstrand Corporation Non-symmetric arrangement of fuel nozzles in a combustor
RU2561956C2 (ru) * 2012-07-09 2015-09-10 Альстом Текнолоджи Лтд Газотурбинная система сгорания

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