EP3306196B1 - Assemblage de chambre de combustion d'une turbine à gaz ainsi que turbine à gaz d'avion - Google Patents

Assemblage de chambre de combustion d'une turbine à gaz ainsi que turbine à gaz d'avion Download PDF

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Publication number
EP3306196B1
EP3306196B1 EP17194774.0A EP17194774A EP3306196B1 EP 3306196 B1 EP3306196 B1 EP 3306196B1 EP 17194774 A EP17194774 A EP 17194774A EP 3306196 B1 EP3306196 B1 EP 3306196B1
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EP
European Patent Office
Prior art keywords
air holes
dilution
combustion
annular wall
combustion chamber
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EP17194774.0A
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German (de)
English (en)
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EP3306196A1 (fr
Inventor
Carsten Clemen
Torsten Voigt
Thomas Dörr
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Rolls Royce Deutschland Ltd and Co KG
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Rolls Royce Deutschland Ltd and Co KG
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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
    • F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
    • F23R3/04—Air inlet arrangements
    • F23R3/06—Arrangement of apertures along the flame tube
    • 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
    • F23R3/002—Wall structures
    • 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
    • F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
    • F23R3/04—Air inlet arrangements
    • F23R3/10—Air inlet arrangements for primary air
    • 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
    • F23R3/286—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply having fuel-air premixing devices
    • 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
    • F23R2900/03044—Impingement cooled combustion chamber walls or subassemblies

Definitions

  • the present invention relates to a combustion chamber arrangement, in particular of an aircraft gas turbine, and a gas turbine with a combustion chamber arrangement.
  • the combustion chamber is, for example, ring-shaped with an inner and an outer combustion chamber wall.
  • Fuel is supplied by a large number of fuel nozzles at the combustion chamber head.
  • admixture air holes are provided which feed admixture air into the combustion chamber for complete combustion of the fuel.
  • cooling air openings are provided in the combustion chamber walls, so-called impingement cooling holes being provided in the outer wall and effusion cooling holes in the inner wall of the double-walled combustion chamber wall in the case of double-walled combustion chamber walls. These cooling holes form a film of cooling air to protect the combustion chamber walls from the hot combustion gases.
  • the admixing air holes are thereby arranged in a row along the circumference of the combustion chamber walls.
  • admixing air holes with larger and smaller diameters are arranged alternately.
  • cooling air holes are arranged in a second row along the circumference at a very small distance from the admixture air holes in the circumferential direction offset from the admixture air holes.
  • NOx emissions are the NOx emissions.
  • a combustion chamber arrangement is known in which an inlet diameter and an outlet diameter of an admixing air hole are designed differently.
  • the combustion chamber arrangement of a gas turbine according to the invention with the features of claim 1 comprises an annular combustion chamber with an inner ring wall and an outer ring wall. At one end of the combustion chamber is a combustion head having a plurality of fuel nozzles which introduce fuel into the combustion chamber. Furthermore, a first row of admixing air and a second row of admixing air are provided.
  • the first row of admixing air comprises a multiplicity of first admixing air holes designed as passage openings, the first admixing air holes being arranged in the inner ring wall and/or the outer ring wall.
  • the second row of admixing air comprises a multiplicity of second admixing air holes, which are also designed as passage openings and are also arranged in the inner ring wall and/or the outer ring wall. Admixed air is fed into the combustion chamber via the admixing air holes of the first and second admixing air row.
  • the first admixture vents have first inner and first outer centers, and the second admixture vents have second inner and second outer centers.
  • the inner centers are in each case on a side of the admixing air holes that faces the combustion chamber. The inner centers thus form the penetration points of the respective central axes of the admixing air holes to the combustion chamber.
  • the outer center points are on a side of the admixing air holes that faces away from the combustion chamber.
  • L is a distance between the first and second inner centers and/or the first and second outer centers of the first and second admixing air holes.
  • D1 is a first flow diameter of the first admixing air holes at an entry side and/or an exit side to the combustor
  • D2 is a second flow diameter of the second admixing air holes at an entry side and/or an exit side to the combustor.
  • the second flow diameter D2 is larger than the first flow diameter D1.
  • C is an average flow rate coefficient of the first and second admixing air holes.
  • the average flow coefficient C of an admixing air hole is a measure of the effective flow tube through the admixing air hole and thus describes what proportion of a cross-sectional area of the admixing air hole is flowed through on average from an inflow side to an outflow side.
  • This assignment of the outlet flow cross-sections of the admixing air holes in the combustion chamber and the distance L of the admixing air in the axial direction of the combustion chamber can result in significant improvements the NOx emissions can be achieved.
  • an efficient leaning of the fuel-air mixture in the combustion chamber can be achieved, so that there are no areas with excess fuel in the combustion chamber, which have a negative impact on NOx emissions.
  • a uniform leaning in the axial direction through the combustion chamber can be achieved through the targeted arrangement of the admixing air holes according to the equation explained above. In this way, the NOx emissions in particular can be optimally reduced and complete combustion of the fuel supplied can be achieved.
  • the flow coefficient of an admixing hole is a measure of the effective flow tube through the admixing hole and thus describes what proportion of the admixing hole cross-sectional area is flown through on average from the annulus to the flame tube.
  • the mass flow (pulse flow) enforced through such an admixture hole depends on the driving pressure gradient across the admixture hole, on the shape and design of the admixture hole and on the Reynolds and Mach number.
  • the shape and form of an admixing hole is to be understood as meaning the mean cross-sectional shape (e.g. circle, ellipse), the inlet geometry at the upstream end of the admixing hole (e.g.
  • the effective guidance length is to be understood as meaning the length which leads to improved guidance of the flow within the admixture hole.
  • the flow coefficient is a variable that can differ for each admixing hole, since the dependency on the flow status upstream and downstream of the admixing hole has an influence on the influencing variables already mentioned.
  • the inflow condition to the admixing hole is influenced by components such as the injector, the injector arm, by mechanical components that depend on the cooling scheme, such as screws in the case of liner-shingle cooling, and possibly by structurally relevant components such as fastening pins and ignition devices.
  • components such as the injector, the injector arm, by mechanical components that depend on the cooling scheme, such as screws in the case of liner-shingle cooling, and possibly by structurally relevant components such as fastening pins and ignition devices.
  • structural deviations and cooling differences such as those that occur between the shingles in a shingled combustion chamber, are decisive for the homogeneity of the inflow.
  • uncontrollable leakage currents affect the due to the assembly and the tolerance-prone manufacturing, the flow occur.
  • a rich-lean combustion chamber usually has a flow guide in the form of an inlet hood around the injector to the annuli
  • the geometric variations of such an inlet hood and the acceleration conditions around such a hood are also decisive for the formation of a flow profile in the annulus.
  • What all of the influencing factors mentioned have in common is that the inflow condition is neither homogeneous in the radial nor in the circumferential direction, which influences the flow coefficient of an admixture hole.
  • the flow coefficient a distinction must also be made as to whether there is a single admixture hole or several admixture holes. The latter case is the case relevant to the present invention. If there are several admixture holes, the flow coefficient depends on how the admixture holes are oriented and arranged relative to one another, since each admixture hole itself influences the flow in the annulus and in the flame tube. In the flame tube, it is particularly important whether the jets from neighboring proportioning holes interact.
  • the jets from different admixture holes can, for example, combine to form a common jet, the jet trajectory can deviate from the nominal course due to the pressure field that forms with the jet, and last but not least, it must be distinguished whether jets from the opposite annuli interact with each other.
  • the present invention contemplates admixture arrangements of opposed annuli that result in configurations where the jets are swept substantially past one another, as well as configurations where the jets are directly opposed.
  • the flow within the flame tube of a rich-lean combustion chamber is twisted, highly turbulent and, due to the locally varying heat release, shows local temperature differences and thus differences in density.
  • the turbulence affects the viscous behavior of the flow and the differences in density lead to a non-homogeneous momentum distribution.
  • flow diameter is not limited to circular diameters, but flow diameter is understood to mean both circular diameters and elliptical diameters according to the invention.
  • the first flow diameter is a first circular diameter of the first admixing air holes.
  • the first flow diameter is a first ellipse diameter of the first admixing air holes.
  • the second flow diameter D2 can also be a second circular diameter of the admixing air holes or a second ellipse diameter of the second admixing air holes.
  • the average flow coefficient C is a measure of the effective flow averaged over all admixing air holes and is preferably in a range from 0.60 to 0.75 and is particularly preferably 0.69.
  • the first flow diameter and/or the second flow diameter are different within the respective rows of admixed air, the first flow diameter or the second flow diameter then being determined as the mean value of the differently sized first and second flow diameters for each row of admixed air.
  • a particularly good inflow of the admixing air through the first and second admixing air holes is achieved when the flow diameters of the first and second admixing air holes are constant in the direction of flow through the admixing air holes.
  • the number of first and second admixing air holes on the outer ring wall and/or on the inner ring wall is the same.
  • a number of the first admixing air holes is equal to twice the number of fuel nozzles.
  • the second admixing air holes are offset from the first admixing air holes on the outer ring wall and/or on the inner ring wall in the circumferential direction.
  • the second admixing air holes are particularly preferably offset in relation to the first admixing air holes in such a way that the second admixing air holes are located in the circumferential direction centrally between the first admixing air holes with the axial distance L.
  • This arrangement regulation ensures that the admixing air of the first admixing air row comes into contact as directly as possible with the fuel emerging from the fuel nozzle and very thorough mixing takes place.
  • first admixing air holes have first central axes that lie in a first plane and the second admixing air holes have second central axes that lie in a second plane.
  • first and second planes are preferably arranged parallel to one another. More preferably, the first and second center axes of the first and second admixture air holes are perpendicular to a center cone of a cone-shaped combustor.
  • the first and/or second central axes are preferably perpendicular to a tangent on the inner ring wall and/or perpendicular to a tangent on the outer ring wall of the combustion chamber.
  • the combustor has a barrel-annular shape with a barrel-shaped center surface, and the first and second center axes of the first and second admixing air holes are arranged perpendicular to the barrel-shaped center surface.
  • the combustion chamber preferably has a barrel shape and/or the first and/or second admixing air holes have a central axis which is arranged at an angle other than 90° to a tangent on the outer annular wall of the combustion chamber.
  • the NOx emissions can be additionally reduced if each fuel nozzle of the combustion chamber is assigned a first admixing air hole in the axial direction. If the number of first admixing air holes is preferably twice as large as the number of fuel nozzles, a further first admixing hole is arranged in the circumferential direction between the first admixing air holes each assigned to a fuel nozzle.
  • the first and/or second admixing holes in the outer annular wall are each coaxial with the first and/or second admixing air holes in the inner annular wall.
  • each admixing air hole in the first admixing air row of the outer annular wall is assigned an admixing air hole in the first admixing air row of the inner ring wall.
  • the same preferably applies to the second admixing air rows of the second admixing air holes.
  • the admixture air holes can be designed in such a way that, for example, the admixture air holes in the outer ring wall of the annular combustion chamber are designed according to equation L and a transfer of the axial positions for the admixture air holes in the Inner ring wall takes place.
  • the distance L on the inner ring wall becomes the same as that on the outer ring wall.
  • the proportioning air holes can also be designed in such a way that the proportioning air holes in the inner ring wall of the annular combustion chamber are designed according to equation L and the axial positions are transferred to the proportioning air holes in the outer ring wall. With this, too, the distance L on the inner ring wall between the admixing air holes becomes the same as on the outer ring wall.
  • first and/or second admixing air holes preferably partially protrude into the combustion chamber.
  • the admixing air holes thus have a peripheral flange protruding into the combustion chamber, so that the admixing air exits from the first and/or second admixing air holes at a certain distance from the inner combustion chamber wall of the combustion chamber. More preferably, the height of the flange varies in the circumferential direction of the flange.
  • the present invention relates to a gas turbine, in particular an aircraft gas turbine, with a combustion chamber arrangement according to the present invention.
  • the gas turbine engine 100 according to FIG figure 1 Figure 12 is an example of a turbomachine to which the invention may find application.
  • the invention can also be used in other gas turbines, for example aircraft gas turbines.
  • the gas turbine engine 100 has in flow direction A in succession an air inlet 110, a fan 12 rotating in a housing, a medium-pressure compressor 13, a high-pressure compressor 14, an annular combustion chamber 15, a high-pressure turbine 16, a medium-pressure turbine 17 and a low-pressure turbine 18 as well as an exhaust nozzle 19, all arranged around a central engine axis X-X.
  • the intermediate pressure compressor 13 and the high pressure compressor 14 each comprise a plurality of stages, each of which has a circumferential array of fixed stationary vanes 20, commonly referred to as stator vanes, which extend radially inward from the engine casing 21 in an annular flow passage through the intermediate pressure compressor 13 and the High-pressure compressor 14 protrude.
  • the compressors further include an array of compressor blades 22 projecting radially outward from a rotatable drum or disc 26 coupled to hubs 27 of the high pressure 16 and intermediate pressure 17 turbines.
  • the three turbine sections of the high pressure turbine 16, the intermediate pressure turbine 17 and the low pressure turbine 18 have similar stages which include an array of fixed vanes 23 projecting radially inwardly from the casing 21 into an annular flow passage through the three turbine sections and a subsequent array of turbine blades 24 , which protrude outwards from the rotatable hub 27.
  • the compressor drum or disk 26 and compressor blades 22 mounted thereon and the turbine rotor hub 27 and turbine blades 24 mounted thereon rotate about the engine axis X-X during operation.
  • the figures 2 and 3 show the combustion chamber arrangement 1 in detail.
  • the combustion chamber arrangement 1 in addition to the annular combustion chamber 15, the combustion chamber arrangement 1, as shown in FIG figure 2 shown one Combustion chamber head 3 with a plurality of fuel nozzles 6. Fuel is supplied to the fuel nozzles 6 via a fuel line 2.
  • the ring-shaped combustion chamber 15 comprises an inner ring wall 7 and an outer ring wall 8.
  • the inner ring wall 7 is double-walled and comprises an inner clapboard support 71 and an inner combustion chamber clapboard 72.
  • the outer ring wall 8 is also double-walled and comprises an outer clapboard support 81 and an outer combustion chamber clapboard 82. It should be noted that, alternatively, the inner ring wall and the outer ring wall can also be single-walled.
  • a head plate 4 and a heat shield 5 for thermal protection of the combustion chamber head 3 are also arranged on the combustion chamber head 3 .
  • the combustion chamber 15 is arranged inclined to the engine axis XX, so that a center of the combustion chamber 15 is defined by a center cone shell 9 .
  • reference numeral 80 designates a combustion chamber suspension and reference numeral 90 designates a combustion chamber flange.
  • the combustion chamber arrangement 1 also includes a first admixture air row Z1 with a multiplicity of first admixture air holes 10 designed as through openings.
  • the combustion chamber arrangement also includes a second admixture air row Z2 with a multiplicity of second admixing air holes 11 designed as through openings.
  • the first and second admixing air holes are each in the inner annular wall 7 and the outer ring wall 8 are arranged.
  • Each of the first admixture air holes 10 has a first inner center 10a
  • each of the second admixture air holes 11 has a second inner center 11a. How out figure 3 and 4 As can be seen, all of the first inner centers 10a are arranged in a first plane E1 and all of the second inner centers 11a are arranged in a second plane E2.
  • the first and second inner center points 10a, 11a are each on a side of the admixing air holes 10, 11 that faces the combustion chamber 15.
  • C is also an average flow coefficient of the first and second comminution holes.
  • the flow diameter D1 and D2 of the first exemplary embodiment is selected in such a way that the flow diameter D1 of the first admixing air holes 10 and the second admixing air holes 11 is circular.
  • the flow diameters are designed as circular diameters.
  • a first diameter D1 is smaller than the second diameter D2.
  • the admixing air holes 10 of the first admixing air row Z1 are equally spaced and have a distance U from each adjacent first inner center point 10a (cf. figure 3 ) on.
  • the second admixing air holes 11 of the second admixing air row Z2 have the same spacing in the circumferential direction U.
  • the first and second inner centers 10a, 11a are each offset by the distance U/2 in the circumferential direction (cf. figure 3 ).
  • first admixing air holes 10 are arranged in such a way that a first admixing air hole 10 is always arranged in alignment in flow direction A of the combustion chamber on a central axis 60 of each fuel nozzle 6 (cf. figure 3 ).
  • this condition it is also possible for this condition to be met only on the inner ring wall or only on the outer ring wall.
  • the average flow coefficient C of the first and second admixing holes is in a range from 0.60 to 0.75 and is particularly preferably 0.69.
  • the flow coefficient C is approximately the same for each of the admixing air holes 10, 11, so that the flow coefficient C can always preferably be selected at 0.69, even taking tolerance bands into account.
  • the flow diameter D1, D2 does not necessarily have to be a circular diameter, but can be an elliptical diameter, for example.
  • the first and second admixing air holes 10, 11 are cylindrical (cf. figure 4 ). If the first and second admixing air holes are not chosen to be cylindrical, but rather conical or convex, for example, the smallest diameter of the admixing hole is selected as the first and second flow diameter.
  • the number of the first admixture holes 10 is equal to the number of the second admixture holes 11.
  • the second admixture holes 11 of the second admixture row Z2 are in the circumferential direction, respectively centrally offset to the admixing air holes 10 of the first admixing air row Z1, which is shown schematically in figure 3 is shown.
  • the area B, the number N of admixing air holes in the first (N1) or second (N2) admixing air row, which in this exemplary embodiment is the same for both admixing air rows, and the ratio D2/D1 are specified: Total area B: 12,000 mm 2
  • the result is a value of 10.9 mm for the first diameter D1, a value of 14.1 mm for the second diameter D2 and a value of 8.74 mm for the length L.
  • a sufficient quantity of admixed air can be fed into the combustion chamber 15 so that the formation of undesired NOx emissions can be significantly reduced.
  • the uniform distribution of the first and second admixing air holes 10, 11 along the circumference can thus prevent fuel-rich areas and areas of high combustion temperatures remaining in the combustion chamber 15 during combustion.
  • the skilful arrangement of the admixing air holes thus makes it possible for a uniform leaning in the combustion chamber 15 to be achieved.
  • first central axes M1 of the first admixing air holes 10 are arranged in such a way that they lie in the plane E1. Furthermore, the center axes M2 of the second admixing air holes 11 lie in the second plane E2. Also, since the distance L is determined at the inner centers 10a, 11a of the first and second admixing air holes 10, 11, respectively, it is possible to determine the distance L when the center axes M1, M2 of the Admixing air holes 10, 11 inclined to the center cone jacket 9 are. In the first exemplary embodiment, the first center axes M1 and the second center axes M2 each intersect the center cone jacket 9 of the combustion chamber 15 perpendicularly.
  • a connection is made between the flow diameters D1, D2 of the first and second admixing air holes 10, 11 and the distance L in the flow direction A of the combustion chamber 15 in order to achieve an optimization of the reduction in NOx emissions.
  • FIG figure 5 shows a combustion chamber arrangement 1 according to a second embodiment of the invention.
  • the combustion chamber 15 of the second exemplary embodiment has a barrel-shaped annular shape. This results in different inflow directions of the admixed air of the first admixed air row Z1 and the second admixed air row Z2 into the combustion chamber 15.
  • the first admixing air holes 10 are arranged in such a way that they are arranged perpendicular to a first tangent T1 of the outer wall 8 of the combustion chamber.
  • the second admixing holes 11 are arranged perpendicular to a second tangent T2 on the outer wall 8 of the combustion chamber.
  • the first and second admixture air holes are formed so as to partially protrude inside the combustion chamber 15 .
  • the first admixing air hole 10 has an inner flange 10b protruding into the combustion chamber 15 .
  • the second admixture hole 11 has an inner flange 11b protruding into the combustion chamber 15 .
  • FIG 6 shows a combustion chamber arrangement 1 according to a third embodiment of the invention.
  • the third exemplary embodiment essentially corresponds to the second exemplary embodiment, with the difference being that the second admixing air holes 11 are arranged at an angle to a second tangent T2 on the outer wall 8 of the combustion chamber. This shifts the penetration point at the outlet of the second admixing air holes 11, so that the second inner center point 11a is arranged closer to the first admixing air row Z1. This shortens the distance L.
  • the first and second admixing air holes 10, 11 are again designed in such a way that they partially protrude into the combustion chamber 15.
  • the flange 11b of the second admixing holes 11 protrudes further into the combustion chamber than the flange 10b of the first admixing air holes 10.
  • FIG 7 shows schematically a combustion chamber arrangement according to a fourth embodiment of the invention.
  • the flow diameters of the first and second admixing air holes 10, 11 are no longer provided as circular diameters in the fourth exemplary embodiment, but as elliptical diameters.
  • an elliptical area of the second admixing air holes 11 is larger than that of the first admixing air holes 10.
  • the second admixing air holes 11 of the second admixing air row Z2 are offset centrally in the circumferential direction with respect to the admixing air holes 10 of the first admixing air row Z1.
  • the inner first and second centers 10a and 11a in turn lie in a first plane E1 and a second plane E2, respectively. Every second first admixing hole 10 of the first admixing hole row Z1 is again aligned with the central axis 60 of the fuel nozzles 6.
  • each fuel nozzle 6 is assigned exactly one first admixing air hole 10 in the axial direction.
  • the first admixing air holes 10 are circular and the second admixing air holes 11 are elliptical.
  • the circular diameters and the elliptical diameters are the same along the respective admixing air rows Z1, Z2 for each admixing air hole.
  • the longer semi-axis of the ellipses is aligned in flow direction A.
  • the first row of admixing air Z1 can also have elliptical admixing air holes and the second row of admixing air Z2 can have circular admixing air holes.
  • circle diameters and elliptical diameters are also possible.
  • the longer semi-axis of the ellipses can also be arranged perpendicularly to the flow direction A.
  • circle diameter and ellipse diameter are at least arranged alternately in a row of admixing air, or in both rows of admixing air Z1, Z2 admixing air holes are formed alternately with a circular diameter and an elliptical diameter, which can also be offset in the circumferential direction.

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

Claims (14)

  1. Agencement de chambre de combustion d'une turbine à gaz, comprenant
    - une chambre de combustion annulaire (15) avec une paroi annulaire intérieure (7) et une paroi annulaire extérieure (8),
    - une tête de chambre de combustion (3) avec une pluralité de buses à carburant (6),
    - une première rangée d'air de mélange (Z1) avec une pluralité de premiers orifices d'air de mélange (10) réalisés sous forme d'ouvertures de passage, qui sont agencés dans la paroi annulaire intérieure (7) et/ou dans la paroi annulaire extérieure (8),
    - une deuxième rangée d'air de mélange (Z2) avec une pluralité de deuxièmes orifices d'air de mélange (11) réalisés sous forme d'ouvertures de passage, qui sont agencés dans la paroi annulaire intérieure (7) et/ou dans la paroi annulaire extérieure (8),
    - les premiers orifices d'air de mélange (10) présentant des premiers points centraux intérieurs (10a) et des premiers points centraux extérieurs (10c) et les deuxièmes orifices d'air de mélange (11) présentant des deuxièmes points centraux intérieurs (11a) et des deuxièmes points centraux extérieurs (11c), les premiers et deuxièmes points centraux intérieurs (10a, 11a) se situant respectivement sur un côté des premiers et deuxièmes orifices d'air de mélange (10, 11) dirigé vers la chambre de combustion (15), et les premiers et deuxièmes points centraux extérieurs (10c, 11c) se situant sur un côté des premiers et deuxièmes orifices d'air de mélange (10, 11) détourné de la chambre de combustion (15),
    - L étant une distance entre les premiers et deuxièmes points centraux intérieurs (10a, 11a) et/ou les premiers et deuxièmes points centraux extérieurs (10c, 11c) des premiers et/ou deuxièmes orifices d'air de mélange (10, 11),
    - D1 étant un premier diamètre d'écoulement des premiers orifices d'air de mélange (10) sur un côté d'entrée et/ou un côté de sortie vers la chambre de combustion (15) et D2 étant un deuxième diamètre d'écoulement des deuxièmes orifices d'air de mélange (11) sur le côté d'entrée et/ou le côté de sortie vers la chambre de combustion (15),
    - le deuxième diamètre d'écoulement D2 étant plus grand que le premier diamètre d'écoulement D1, et
    - C étant une mesure pour un coefficient de débit moyen des premiers et deuxièmes orifices de mélange (10, 11), caractérisé en ce que l'équation L=D2/D1*(D2-D1)/C2 est satisfaite.
  2. Agencement de chambre de combustion selon la revendication 1, le premier diamètre d'écoulement D1 étant un premier diamètre de cercle des premiers orifices d'air de mélange (10) ou le premier diamètre d'écoulement D1 étant un premier diamètre d'ellipse des premiers orifices d'air de mélange (10) selon l'équation D1=4*(a1*b1)/(a1+b1), a1 et b1 étant les demi-axes de l'ellipse, et/ou
    le deuxième diamètre d'écoulement D2 étant un deuxième diamètre de cercle des deuxièmes orifices d'air de mélange (11) ou le deuxième diamètre d'écoulement D2 étant un deuxième diamètre d'ellipse des deuxièmes orifices d'air de mélange (11) selon la formule D2=4*(a2*b2)/(a2+b2), a2 et b2 étant les demi-axes de l'ellipse.
  3. Agencement de chambre de combustion selon l'une quelconque des revendications précédentes, le coefficient de débit moyen C se situant dans une plage allant de 0,60 à 0,75 et étant notamment de 0,69.
  4. Agencement de chambre de combustion selon l'une quelconque des revendications précédentes, le premier diamètre d'écoulement D1 et/ou le deuxième diamètre d'écoulement D2 des premiers et deuxièmes orifices d'air de mélange (10, 11) étant constants dans la direction d'écoulement à travers les orifices d'air de mélange et/ou un premier orifice de mélange (10) étant associé à chaque buse de carburant (6) dans la direction axiale.
  5. Agencement de chambre de combustion selon l'une quelconque des revendications précédentes, le nombre de premiers orifices d'air de mélange (10) étant égal au nombre de deuxièmes orifices d'air de mélange (11) sur la paroi annulaire extérieure (8) et/ou sur la paroi annulaire intérieure (7).
  6. Agencement de chambre de combustion selon la revendication 5, les deuxièmes orifices d'air de mélange (11) étant décalés dans la direction circonférentielle par rapport aux premiers orifices d'air de mélange (10) sur la paroi annulaire extérieure (8) et/ou sur la paroi annulaire intérieure (7), notamment étant décalés au centre dans la direction circonférentielle.
  7. Agencement de chambre de combustion selon la revendication 5, les premiers orifices d'air de mélange (10) dans la paroi annulaire extérieure (8) étant agencés respectivement sur un axe central (60) d'une buse de carburant (6) dans la direction d'écoulement A de la chambre de combustion et les premiers orifices d'air de mélange (10) dans la paroi annulaire intérieure (7) étant décalés dans la direction circonférentielle d'un angle α = 360°(2*N1), N1 étant le nombre d'orifices d'air de mélange de la première série d'air de mélange.
  8. Agencement de chambre de combustion selon la revendication 5, les premiers orifices d'air de mélange (10) dans la paroi annulaire intérieure (7) étant agencés chacun sur un axe central (60) d'une buse de carburant (6) dans la direction d'écoulement A de la chambre de combustion et les premiers orifices d'air de mélange (10) dans la paroi annulaire extérieure (8) étant décalés dans la direction circonférentielle d'un angle α = 360°(2*N1), N1 étant le nombre d'orifices d'air de mélange de la première série d'air de mélange.
  9. Agencement de chambre de combustion selon l'une quelconque des revendications précédentes, les premiers orifices d'air de mélange (10) présentant des premiers axes centraux (M1), qui sont situés dans un premier plan (E1), et les deuxièmes orifices d'air de mélange (11) présentant des deuxièmes axes centraux (M2), qui sont situés dans un deuxième plan (E2), les plans (E1, E2) étant notamment parallèles entre eux.
  10. Agencement de chambre de combustion selon la revendication 9, les premiers et/ou deuxièmes axes centraux (M1, M2) étant perpendiculaires à une tangente à la paroi annulaire intérieure (7) et/ou perpendiculaires à une tangente à la paroi annulaire extérieure (8) de la chambre de combustion (15).
  11. Agencement de chambre de combustion selon l'une quelconque des revendications 1 à 8, la chambre de combustion (15) présentant une forme de tonneau et/ou les premiers et/ou deuxièmes orifices d'air de mélange (10, 11) présentant un axe central (M1, M2) qui est agencé à un angle différent de 90° par rapport à une tangente à la paroi annulaire extérieure (8) de la chambre de combustion (15).
  12. Agencement de chambre de combustion selon l'une quelconque des revendications précédentes, les premiers orifices d'air de mélange (10) dans la paroi annulaire extérieure (8) étant respectivement coaxiaux aux premiers orifices d'air de mélange (10) dans la paroi annulaire intérieure (7) et/ou les deuxièmes orifices d'air de mélange (11) dans la paroi annulaire extérieure (8) étant respectivement coaxiaux aux deuxièmes orifices d'air de mélange (11) dans la paroi annulaire intérieure (7).
  13. Agencement de chambre de combustion selon l'une quelconque des revendications précédentes, le nombre de premiers orifices d'air de mélange (10) correspondant au double du nombre de buses de carburant (6).
  14. Turbine à gaz, comprenant un agencement de chambre de combustion selon l'une quelconque des revendications précédentes.
EP17194774.0A 2016-10-06 2017-10-04 Assemblage de chambre de combustion d'une turbine à gaz ainsi que turbine à gaz d'avion Active EP3306196B1 (fr)

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US10712006B2 (en) 2020-07-14
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