US20150362192A1 - Gas turbine engine combustor liner assembly with convergent hyperbolic profile - Google Patents
Gas turbine engine combustor liner assembly with convergent hyperbolic profile Download PDFInfo
- Publication number
- US20150362192A1 US20150362192A1 US14/761,559 US201314761559A US2015362192A1 US 20150362192 A1 US20150362192 A1 US 20150362192A1 US 201314761559 A US201314761559 A US 201314761559A US 2015362192 A1 US2015362192 A1 US 2015362192A1
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- Prior art keywords
- liner assembly
- recited
- heat shield
- combustor
- convex profile
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- 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
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- 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
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- 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
- F23R3/42—Continuous combustion chambers using liquid or gaseous fuel characterised by the arrangement or form of the flame tubes or combustion chambers
- F23R3/50—Combustion chambers comprising an annular flame tube within an annular casing
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- 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
- F23R2900/03042—Film cooled combustion chamber walls or domes
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- 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
- F23R2900/03043—Convection cooled combustion chamber walls with means for guiding the cooling air flow
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- 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
- F23R2900/03045—Convection cooled combustion chamber walls provided with turbolators or means for creating turbulences to increase cooling
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Turbine Rotor Nozzle Sealing (AREA)
Abstract
Description
- The present disclosure relates to a gas turbine engine and, more particularly, to a combustor section therefor.
- Gas turbine engines, such as those that power modern commercial and military aircraft, generally include a compressor to pressurize an airflow, a combustor for burning a hydrocarbon fuel in the presence of the pressurized air, and a turbine to extract energy from the resultant combustion gases.
- As engine requirements increase for improved thrust specific fuel consumption (TSFC), compressor discharge pressure and temperature along with combustor exit temperatures (CET) may also increase. As a result, current combustor configurations emissions, such as NOx, CO, unburned hydrocarbons (UHC), and smoke, may increase relative to exceedingly stringent emissions standards.
- A liner assembly for a combustor of a gas turbine engine according to one disclosed non-limiting embodiment of the present disclosure includes a support shell with a convex profile which faces the heat shield.
- A further embodiment of the foregoing embodiment of the present disclosure wherein the convex profile is defined by a hyperbolic cosine function.
- A further embodiment of any of the foregoing embodiments, of the present disclosure wherein the convex profile provides an approximate 4.5 inlet-to-exit area ratio.
- A further embodiment of any of the foregoing embodiments, of the present disclosure wherein the convex profile provides a flow acceleration toward approximately 0.5 Mach towards a end of a convergent section.
- A further embodiment of any of the foregoing embodiments, of the present disclosure includes an exit splitter that extends from the heat shield.
- In the alternative or additionally thereto, the foregoing embodiment wherein the exit splitter is zigzag in shape.
- In the alternative or additionally thereto, the foregoing embodiment further comprising a film hole located in a valley on each side of the exit splitter.
- A further embodiment of any of the foregoing embodiments, of the present disclosure includes a plurality of studs which extend from the heat shield and are received through the support shell, the stud include a frustro-conical section.
- A further embodiment of any of the foregoing embodiments, of the present disclosure wherein the heat shield includes a number of film holes which are approximately equal to a number of impingement holes through the support shell.
- A further embodiment of any of the foregoing embodiments, of the present disclosure wherein the heat shield includes a multiple of pin fins.
- In the alternative or additionally thereto, the foregoing embodiment wherein the multiple of pin fins are diamond-shaped.
- A further embodiment of any of the foregoing embodiments, of the present disclosure wherein the heat shield includes a multiple of hemi-spherical dimples.
- In the alternative or additionally thereto, the foregoing embodiment includes a multiple of hemi-spherical dimples decrease in diameter toward an exit splitter.
- In the alternative or additionally thereto, the foregoing embodiment includes a center of the sphere of each of the multiple of hemi-spherical dimples are further displaced from an inner surface of the heat shield toward an exit splitter.
- A liner assembly for a combustor of a gas turbine engine according to one disclosed non-limiting embodiment of the present disclosure includes a support shell non-parallel to a heat shield.
- A further embodiment of the foregoing embodiment of the present disclosure wherein the support shell defines a convex profile defined by a hyperbolic cosine function.
- A method of increasing pressure in a liner assembly of a combustor for a gas turbine engine according to one disclosed non-limiting embodiment of the present disclosure includes directing an airflow in a generally circumferential direction along a convergent flow channel within a cavity between a heat shield and a support shell.
- A further embodiment of the foregoing embodiment of the present disclosure includes defining the convergent flow channel by a hyperbolic cosine function.
- A further embodiment of any of the foregoing embodiments, of the present disclosure includes defining the convergent flow channel to provide an approximate 4.5 inlet-to-exit area ratio.
- A further embodiment of any of the foregoing embodiments, of the present disclosure includes accelerating the airflow toward approximately 0.5 Mach towards an end of the convergent section.
- Various features will become apparent to those skilled in the art from the following detailed description of the disclosed non-limiting embodiment. The drawings that accompany the detailed description can be briefly described as follows:
-
FIG. 1 is a schematic cross-section of a gas turbine engine; -
FIG. 2 is an expanded longitudinal schematic sectional view of a combustor section according to one non-limiting embodiment that may be used with the gas turbine engine shown inFIG. 1 ; -
FIG. 3 is an expanded partial perspective longitudinal schematic view of a combustor section according to one non-limiting embodiment that may be used with the gas turbine engine shown inFIG. 1 ; -
FIG. 4 is an exploded view of a liner assembly of the combustor; -
FIG. 5 is an expanded circumferentially partial perspective view of the combustor section associates with one pre-swirler; -
FIG. 6 is an expanded lateral sectional view of a liner assembly according to one non-limiting embodiment; -
FIG. 7 is an expanded lateral sectional view of the liner assembly ofFIG. 6 with a relationship for a convex profile that faces an inner surface of a heat shield of the liner assembly; -
FIG. 8 is an expanded plan view of a heat shield of a liner assembly according to one non-limiting embodiment; -
FIG. 9 is an expanded plan view of a heat shield of a liner assembly according to another non-limiting embodiment; -
FIG. 10 is an expanded lateral sectional view of two adjacent liner assemblies; -
FIG. 11 is an expanded perspective view of an overlapping interface between two adjacent liner assemblies; -
FIG. 12 is an expanded lateral sectional view of two adjacent liner assemblies; -
FIG. 13 is a forward view of two adjacent combustor sections facing a bulkhead heat shield illustrating cooling flow according to one non-limiting embodiment; -
FIG. 14 is a forward view of a combustor section facing a bulkhead heat shield illustrating cooling flow according to another non-limiting embodiment; -
FIG. 15 is a forward view of a combustor section facing a bulkhead heat shield illustrating cooling flow according to another non-limiting embodiment; and -
FIG. 16 is an expanded lateral sectional view of two adjacent liner assemblies. -
FIG. 1 schematically illustrates agas turbine engine 20. Thegas turbine engine 20 is disclosed herein as a two-spool turbo fan that generally incorporates afan section 22, acompressor section 24, acombustor section 26 and aturbine section 28. Alternative engines might include an augmentor section (not shown) among other systems or features. Thefan section 22 drives air along a bypass flowpath while thecompressor section 24 drives air along a core flowpath for compression and communication into thecombustor section 26 then expansion through theturbine section 28. Although depicted as a turbofan in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to use with turbofans as the teachings may be applied to other types of turbine engines such as a turbojets, turboshafts, and three-spool (plus fan) turbofans wherein an intermediate spool includes an intermediate pressure compressor (“IPC”) between a Low Pressure Compressor (“LPC”) and a High Pressure Compressor (“HPC”), and an intermediate pressure turbine (“IPT”) between the high pressure turbine (“HPT”) and the Low pressure Turbine (“LPT”). - The
engine 20 generally includes alow spool 30 and ahigh spool 32 mounted for rotation about an engine central longitudinal axis A relative to an enginestatic structure 36 viaseveral bearing structures 38. Thelow spool 30 generally includes aninner shaft 40 that interconnects afan 42, a low pressure compressor 44 (“LPC”) and a low pressure turbine 46 (“LPT”). Theinner shaft 40 drives thefan 42 directly or through a gearedarchitecture 48 to drive thefan 42 at a lower speed than thelow spool 30. An exemplary reduction transmission is an epicyclic transmission, namely a planetary or star gear system. - The
high spool 32 includes anouter shaft 50 that interconnects a high pressure compressor 52 (“HPC”) and high pressure turbine 54 (“HPT”). Acombustor 56 is arranged between thehigh pressure compressor 52 and thehigh pressure turbine 54. Theinner shaft 40 and theouter shaft 50 are concentric and rotate about the engine central longitudinal axis A which is collinear with their longitudinal axes. - Core airflow is compressed by the
LPC 44 then the HPC 52, mixed with the fuel and burned in thecombustor 56, then expanded over the HPT 54 and theLPT 46. Theturbines low spool 30 andhigh spool 32 in response to the expansion. Themain engine shafts structures 38 within thestatic structure 36. It should be understood thatvarious bearing structures 38 at various locations may alternatively or additionally be provided. - In one non-limiting example, the
gas turbine engine 20 is a high-bypass geared aircraft engine. In a further example, thegas turbine engine 20 bypass ratio is greater than about six (6:1). The gearedarchitecture 48 can include an epicyclic gear train, such as a planetary gear system or other gear system. The example epicyclic gear train has a gear reduction ratio of greater than about 2.3, and in another example is greater than about 2.5:1. The geared turbofan enables operation of thelow spool 30 at higher speeds which can increase the operational efficiency of thelow pressure compressor 44 andlow pressure turbine 46 and render increased pressure in a fewer number of stages. - A pressure ratio associated with the
low pressure turbine 46 is pressure measured prior to the inlet of thelow pressure turbine 46 as related to the pressure at the outlet of thelow pressure turbine 46 prior to an exhaust nozzle of thegas turbine engine 20. In one non-limiting embodiment, the bypass ratio of thegas turbine engine 20 is greater than about ten (10:1), the fan diameter is significantly larger than that of thelow pressure compressor 44, and thelow pressure turbine 46 has a pressure ratio that is greater than about five (5:1). It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present disclosure is applicable to other gas turbine engines including direct drive turbofans. - In one embodiment, a significant amount of thrust is provided by the bypass flow path due to the high bypass ratio. The
fan section 22 of thegas turbine engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet. This flight condition, with thegas turbine engine 20 at its best fuel consumption, is also known as bucket cruise Thrust Specific Fuel Consumption (TSFC). TSFC is an industry standard parameter of fuel consumption per unit of thrust. - Fan Pressure Ratio is the pressure ratio across a blade of the
fan section 22 without the use of a Fan Exit Guide Vane system. The low Fan Pressure Ratio according to one non-limiting embodiment of the examplegas turbine engine 20 is less than 1.45. Low Corrected Fan Tip Speed is the actual fan tip speed divided by an industry standard temperature correction of (“T”/518.7)0.5 in which “T” represents the ambient temperature in degrees Rankine. The Low Corrected Fan Tip Speed according to one non-limiting embodiment of the examplegas turbine engine 20 is less than about 1150 fps (351 m/s). - With reference to
FIG. 2 , thecombustor 56 generally includes an outercombustor liner assembly 60, an innercombustor liner assembly 62 and adiffuser case module 64. The outercombustor liner assembly 60 and the innercombustor liner assembly 62 are spaced apart such that acombustion chamber 66 is defined therebetween. Thecombustion chamber 66 is generally annular in shape. - The outer
combustor liner assembly 60 is spaced radially inward from an outer diffuser case 64-O of thediffuser case module 64 to define an outerannular plenum 76. The innercombustor liner assembly 62 is spaced radially outward from an inner diffuser case 64-I of thediffuser case module 64 to define an innerannular plenum 78. It should be understood that although a particular combustor is illustrated, other combustor types with various combustor liner arrangements will also benefit herefrom. It should be further understood that the disclosed cooling flow paths are but an illustrated embodiment and should not be limited only thereto. - The
combustor liner assemblies turbine section 28. Eachcombustor liner assembly respective support shell respective support shell forward heat shields 72A and a multiple ofaft heat shields 72B that are circumferentially staggered to line the hot side of the outer shell 68 (also shown inFIG. 3 ). A multiple offorward heat shields 74A and a multiple ofaft heat shields 74B are circumferentially staggered to line the hot side of the inner shell 70 (also shown inFIG. 3 ). - The
combustor 56 further includes aforward assembly 80 immediately downstream of thecompressor section 24 to receive compressed airflow therefrom. Theforward assembly 80 generally includes anannular hood 82, abulkhead assembly 84, a multiple of fuel nozzles 86 (one shown) and a multiple of fuel nozzle pre-swirlers 90 (one shown). Each of the fuel nozzle pre-swirlers 90 is circumferentially aligned with one of thehood ports 94 to project through thebulkhead assembly 84. Eachbulkhead assembly 84 includes abulkhead support shell 96 secured to thecombustor liner assemblies bulkhead heat shields 98 secured to thebulkhead support shell 96 around thecentral opening 92. - The
annular hood 82 extends radially between, and is secured to, the forwardmost ends of thecombustor liner assemblies annular hood 82 includes a multiple of circumferentially distributedhood ports 94 that accommodate therespective fuel nozzle 86 and introduce air into the forward end of thecombustion chamber 66 through acentral opening 92. Eachfuel nozzle 86 may be secured to thediffuser case module 64 and project through one of thehood ports 94 and through thecentral opening 92 within the respectivefuel nozzle guide 90. - The
forward assembly 80 introduces core combustion air into the forward section of thecombustion chamber 66 while the remainder enters the outerannular plenum 76 and the innerannular plenum 78. The multiple offuel nozzles 86 and adjacent structure generate a blended fuel-air mixture that supports stable combustion in thecombustion chamber 66. - Opposite the
forward assembly 80, the outer andinner support shells HPT 54. TheNGVs 54A are static engine components which direct core airflow combustion gases onto the turbine blades of the first turbine rotor in theturbine section 28 to facilitate the conversion of pressure energy into kinetic energy. The core airflow combustion gases are also accelerated by theNGVs 54A because of their convergent shape and are typically given a “spin” or a “swirl” in the direction of turbine rotor rotation. The turbine rotor blades absorb this energy to drive the turbine rotor at high speed. - With reference to
FIG. 4 , a multiple ofstuds 100 extend from the heat shields 72, 74 to mount the heat shields 72, 74 to therespective support shells fasteners 102 such as nuts (also shown inFIG. 3 ). That is, thestuds 100 project rigidly from the heat shields 72, 74 and through therespective support shells fasteners 102 at a threaded distal end section thereof. - A multiple of cooling
impingement holes 104 penetrate through thesupport shells annular plenums cavities FIG. 3 ) formed in thecombustor liner assemblies respective support shells cavities - A multiple of cooling film holes 108 penetrate through each of the heat shields 72, 74. The geometry of the film holes, e.g., diameter, shape, density, surface angle, incidence angle, etc., as well as the location of the holes with respect to the high temperature main flow also contributes to effusion film cooling. The combination of impingement holes 104 and film holes 108 may be referred to as an Impingement Film Floatliner assembly.
- The cooling film holes 108 allow the air to pass from the
cavities cold side 110 of the heat shields 72, 74 to ahot side 112 of the heat shields 72, 74 and thereby facilitate the formation of a film of cooling air along thehot side 112. The cooling film holes 108 are generally more numerous than the impingement holes 104 to promote the development of a film cooling along thehot side 112 to sheath the heat shields 72, 74. Film cooling as defined herein is the introduction of a relatively cooler airflow at one or more discrete locations along a surface exposed to a high temperature environment to protect that surface in the immediate region of the airflow injection as well as downstream thereof. - A multiple of dilution holes 116 penetrate through both the
respective support shells FIG. 5 ). For example only, in a Rich-Quench-Lean (R-Q-L) type combustor, the dilution holes 116 are located downstream of theforward assembly 80 to quench the hot gases by supplying cooling air into the combustor. The hot combustion gases slow towards the dilution holes 116 and may form a stagnation point at the leading edge which becomes a heat source. At the trailing edge of the dilution hole, due to interaction with dilution jet, hot gases form a standing vortex pair that may also become a heat source. - With reference to
FIG. 6 , a lateral cross-section of thesupport shells respective cavities combustion chamber 66. Although only one of thesupport shells support shells - An
inner surface 120 of eachsupport shell convex profile 122 such as a hyperbolic or catenary profile that faces aninner surface 124 of the heat shields 72, 74 within therespective cavities convex profile 122 results in thesupport shell inner surface 120 of eachsupport shell thin cavity zone 126 along a central portion of eachcombustor section 130 with respect to theinner surface 124 of the heat shields 72, 74. That is, the relativelythin cavity zone 126 is defined generally parallel to the engine axis A and is flanked by relativelythicker cavity zones 128 of each combustor section 130 (FIG. 5 ). - With Reference to
FIG. 7 , theconvex profile 122 may be defined by a hyperbolic cosine function, cosh, provides an approximate 4.5 inlet-to-exit area ratio. The inlet-to-exit area ratio forces a flow acceleration toward approximately 0.5 Mach at an end of a circumferential convergent flow section. A corresponding increase in Reynolds number facilitates higher internal heat transfer coefficients for cooling. - With reference to
FIG. 8 , the relativelythicker cavity zones 128 receive airflow from the impingement holes 104. The airflow within thecavities thicker cavity zones 128 toward the relativelythin cavity zone 126 to define the circumferential convergent flow section. That is, the airflow is generally in the circumferential direction rather than the axial direction. - In one disclosed non-limiting embodiment, the impingement holes 104 direct airflow onto a multiple of
pin fins 132. Thepin fins 132 in one example, may be diamond shaped pins that are approximately ½-¼ the height between theinner surfaces thicker cavity zones 128. It should be appreciated that other heights may be provided. - Inboard of the multiple of
pin fins 132, a multiple ofhemispherical dimples 134 are located toward anexit splitter 136. In one disclosed non-limiting embodiment, thehemispherical dimples 134 are of the same diameter but are progressively deeper into theinner surface 124. That is, centers of the respective spheres which define thehemispherical dimples 134 are progressively deeper into thecombustion chamber 66. In another disclosed non-limiting embodiment, the hemispherical dimples 134-1 are progressively smaller diameters toward the exit splitter 136 (FIG. 9 ). Thehemispherical dimples 134, 134-1 allow for less pressure resistance (less friction) that facilitates convergent flow channel acceleration capabilities. Thehemispherical dimples 134, 134-1 reduce the frictional drag resistance to the cooling flow yet augment cooling of theinner surface 124. It should be appreciated that thehemispherical dimples 134, 134-1 may be arranged in various patterns. - The
exit splitter 136 is zigzag in shape along the axis A. Afilm hole 108 is located in avalley 138 on each side of thezigzag exit splitter 136. As defined herein “zigzag” includes, but is not limited to, any serpentine, saw tooth or non-straight wall. - The
exit splitter 136 also forms a base for a frustro-conical stud 100 (only one shown). Thestud 100 is received within a correspondingaperture 140 in the heat shields 72, 74, such that as thefastener 102 is tightened down on a threadedinterface 142, theaperture 140 seals and tightens onto the frustro-conical stud portion 144 (FIG. 6 ). - With reference to
FIG. 10 the threadedinterface 142 also forces sets of interleavedhooks edge FIG. 11 ). It should be appreciated that the frustro-conical studs 100 may alternatively or additionally located in other locations such as along theedges conical stud 100 to minimize leakage. - With reference to
FIG. 12 , the film holes 108 alongedge 150 of one combustor section 130-1 are directed towardedge 152 of the adjacent combustor section 130-2 and vice-versa. The cross-flow from the film holes 108 alongedges edges - The frustro-
conical stud 100 and interleavedhooks cavities combustor section 130 to provide a approximately 50:50 pressure split as compared to a more conventional 80:20 pressure split with approximately half the number of impingement holes 104 compared to the film holes 108. The 50:50 pressure split permits a relatively higher pressure within thecavities - With reference to
FIG. 13 , the film holes 108 adjacent to thezigzag exit splitter 136 may be directed across aninterface 154 between circumferentially distributed bulkhead heat shields 98. That is, the film holes 108 along one side of theexit splitter 136 are directed toward the opposite side and vice-versa. Such an arrangement may be advantageous when the fuel nozzle pre-swirlers 90 are axially displaced from the film holes 108. - With reference to
FIG. 14 , in another disclosed non-limiting embodiment, the film holes 108 on both sides of thezigzag exit splitter 136 through the heat shields 72, 74 are directed in a direction in coordination with the rotational direction of thefuel nozzle pre-swirlers 90. Such an arrangement may be advantageous when the fuel nozzle pre-swirlers 90 are positioned relatively close to the film holes 108. It should be appreciated that the rotational direction may be clockwise or counter-clockwise. - With reference to
FIG. 15 , in another disclosed non-limiting embodiment, the film holes 108 on both sides of thezigzag exit splitter 136 through the heat shields 72, 74 are directed in a direction opposite the rotational direction of thefuel nozzle pre-swirlers 90. - With reference to
FIG. 16 , theconvex profile 122 may includepre-drilled apertures 156 located in potential hot spots. Theseapertures 156 are not initially drilled completely through thesupport shell pre-drilled aperture 156 are placed in the convergent section close to an area where hot-spots may occur. Should the hot-spot prediction be realized, then apertures 156 are drilled completely through thesupport shell pre-drilled apertures 156. This will effectively address the hot-spot by maintaining the coolant heat pick-up low; while introducing more convective flow into the circuit. Furthermore, even if not drilled completely through, thepre-drilled apertures 156 provide weight reduction. - It should be understood that relative positional terms such as “forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like are with reference to the normal operational attitude of the vehicle and should not be considered otherwise limiting.
- Although the different non-limiting embodiments have specific illustrated components, the embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments.
- It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should also be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will benefit herefrom.
- Although particular step sequences are shown, described, and claimed, it should be understood that steps may be performed in any order, separated or combined unless otherwise indicated and will still benefit from the present disclosure.
- The foregoing description is exemplary rather than defined by the limitations within Various non-limiting embodiments are disclosed herein, however, one of ordinary skill in the art would recognize that various modifications and variations in light of the above teachings will fall within the scope of the appended claims. It is therefore to be understood that within the scope of the appended claims, the disclosure may be practiced other than as specifically described. For that reason the appended claims should be studied to determine true scope and content.
Claims (20)
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PCT/US2013/021921 WO2014113007A1 (en) | 2013-01-17 | 2013-01-17 | Gas turbine engine combustor liner assembly with convergent hyperbolic profile |
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US20160327273A1 (en) * | 2014-01-30 | 2016-11-10 | United Technologies Corporation | Cooling Flow for Leading Panel in a Gas Turbine Engine Combustor |
US20170009988A1 (en) * | 2014-02-03 | 2017-01-12 | United Technologies Corporation | Film cooling a combustor wall of a turbine engine |
US20170298824A1 (en) * | 2012-08-21 | 2017-10-19 | Rolls-Royce Deutschland Ltd & Co Kg | Gas-turbine combustion chamber with impingement-cooled bolts of the combustion chamber tiles |
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US10408452B2 (en) * | 2015-10-16 | 2019-09-10 | Rolls-Royce Plc | Array of effusion holes in a dual wall combustor |
US10655855B2 (en) | 2013-08-30 | 2020-05-19 | Raytheon Technologies Corporation | Gas turbine engine wall assembly with support shell contour regions |
US10655853B2 (en) | 2016-11-10 | 2020-05-19 | United Technologies Corporation | Combustor liner panel with non-linear circumferential edge for a gas turbine engine combustor |
US10746403B2 (en) | 2014-12-12 | 2020-08-18 | Raytheon Technologies Corporation | Cooled wall assembly for a combustor and method of design |
US10935236B2 (en) | 2016-11-10 | 2021-03-02 | Raytheon Technologies Corporation | Non-planar combustor liner panel for a gas turbine engine combustor |
US10935235B2 (en) | 2016-11-10 | 2021-03-02 | Raytheon Technologies Corporation | Non-planar combustor liner panel for a gas turbine engine combustor |
US11078847B2 (en) * | 2017-08-25 | 2021-08-03 | Raytheon Technologies Corporation | Backside features with intermitted pin fins |
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US10598382B2 (en) * | 2014-11-07 | 2020-03-24 | United Technologies Corporation | Impingement film-cooled floatwall with backside feature |
EP3037727A1 (en) * | 2014-12-22 | 2016-06-29 | Frank J. Cunha | Gas turbine engine components and cooling cavities |
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Also Published As
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WO2014113007A1 (en) | 2014-07-24 |
EP2946092A1 (en) | 2015-11-25 |
EP2946092B1 (en) | 2019-04-17 |
EP2946092A4 (en) | 2016-08-24 |
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