Turbine engine combustion chamber with fixed duct geometry

Abstract

The invention relates to a combustion chamber comprising: a duct (722) with a recess for a spark plug (13) emerging into an inner space of the combustion chamber, and a plug guide mounted on the duct so as to be movable transversely relative to the axis of the duct. The duct is crossed by openings (722b) which, parallel to the axis of the duct, are staggered in a plurality of rows (74a, 74b . . . ) over the height (H) of the duct, with at least some of the openings individually having a diameter of 0.2 to 0.6 mm.

Claims

1. A combustion chamber of a gas turbine engine for an aircraft, the combustion chamber comprising: one or more outer shrouds forming an outer wall of the combustion chamber; one or more inner shrouds forming an inner wall of the combustion chamber; a duct about a first axis extending with a height of the duct, the duct extending radially outward from the outer wall and mounted to the outer wall so as to be fixed thereto, around a hole of the outer wall, the duct comprising a duct wall forming internally a recess for a spark plug, the recess emerging into an inner space of the combustion chamber, through the hole; and a plug guide mounted on the duct so as to be transversely mobile relative to the first axis of the duct, the duct being crossed by openings that pass through the duct wall for injecting air into the combustion chamber, each of the openings being about a respective second axis that extends lengthwise with each of the openings and that is nonparallel to the first axis, wherein the openings are arranged in a plurality of rows, the plurality of rows being staggered at different heights along the height of the duct, one or more of the openings individually having a diameter of 0.2 mm to 0.6 mm.

2. The combustion chamber according to claim 1, wherein the openings passing through the duct wall number between 50 and 500.

3. The combustion chamber according to claim 2, wherein the respective second axis of each of the one or more of the openings passing through the duct wall are angled individually relative to an axis perpendicular to the first axis and passing through an end of the respective opening on an outer face of the duct.

4. The combustion chamber according to claim 2, wherein the respective second axis of each of the one or more of the openings are individually angled perpendicular to the first axis of the duct.

5. The combustion chamber according to claim 2, wherein each row comprises the one or more of the openings, the respective second axes of each of the one or more openings of each row being in a plane that is perpendicular to the first axis of the duct.

6. The combustion chamber according to claim 1, wherein the respective second axis of each of the one or more of the openings passing through the duct wall is angled individually relative to an axis perpendicular to the first axis and passing through an end of the respective opening on an outer face of the duct.

7. The combustion chamber according to claim 6, wherein each of the openings, individually angled relative to said axis perpendicular to the axis of the duct wall, individually in a direction belonging to a plane perpendicular to the first axis of the duct.

8. The combustion chamber according to claim 6, wherein each row comprises the one or more of the openings, the respective second axes of each of the one or more openings of each row being in a plane that is perpendicular to the first axis of the duct.

9. The combustion chamber according to claim 1, wherein each row comprises the one or more of the openings, the respective second axes of each of the one or more openings of each row being in a plane that is perpendicular to the first axis of the duct.

10. The combustion chamber according to claim 1, wherein the openings passing through the duct number between 120 and 160.

11. The combustion chamber according to claim 1, wherein the one or more of the openings individually have a diameter that is between 0.25 mm and 0.45 mm.

12. The combustion chamber according to claim 11, wherein the openings passing through the duct number between 120 and 160.

13. A gas turbine engine for an aircraft comprising the combustion chamber according to claim 1.

14. A spark plug assembly of a combustion chamber of a gas turbine engine for an aircraft, the combustion chamber comprising: a duct mounted to an outer wall of the combustion chamber, the duct extending radially outward from the outer wall so as to be fixed to the outer wall and having a first axis extending with a height of the duct, the duct comprising a duct wall forming internally a recess for a spark plug emerging into an inner space of the combustion chamber; and a plug guide mounted on the duct so as to be transversely mobile relative to the first axis of the duct, the duct being crossed by openings that pass through the duct wall for injecting air into the combustion chamber, each of the openings being about a respective second axis that extends lengthwise with each of the openings and that is nonparallel to the first axis, wherein the openings are arranged in a plurality of rows, the plurality of rows being staggered at different heights along the height of the duct, one or more of the openings individually having a diameter of 0.2 mm to 0.6 mm, and wherein the openings passing through the duct number between 50 and 500.

15. The spark plug assembly according to claim 14, wherein the openings passing through the duct number between 120 and 160.

16. The spark plug assembly according to claim 14, wherein the one or more of the openings individually have a diameter that is between 0.25 mm and 0.45 mm.

17. The spark plug assembly according to claim 16, wherein the openings passing through the duct number between 120 and 160.

18. A spark plug assembly of a combustion chamber of a gas turbine engine for an aircraft, the spark plug assembly comprising: a duct mounted to an outer wall of the combustion chamber, the duct extending radially outward from the outer wall so as to be fixed to the outer wall, and having a first axis extending with a height of the duct, the duct comprising a duct wall forming internally a recess for a spark plug emerging into an inner space of the combustion chamber; and a plug guide mounted on the duct so as to be transversely mobile relative to the first axis of the duct, the duct being crossed by openings that pass through the duct wall for injecting air into the combustion chamber, each of the openings being about a respective second axis that extends lengthwise with each of the openings and that is nonparallel to the first axis, wherein the openings are arranged in a plurality of rows, the plurality of rows being staggered at different heights along the height of the duct, at least some of the openings individually having a diameter that is between 0.25 mm and 0.45 mm.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows, in longitudinal cross-section, a portion of a combustion chamber of a gas turbine engine according to the prior art.

(2) FIG. 2 shows the detail of the zone according to the prior art where a spark plug is flush with a duct and a plug guide as shown in FIG. 1.

(3) The following figures relate to embodiments according to the invention, as follows: FIGS. 3 and 4, an improved embodiment of a plug guide (only the cylindrical portion of the duct is shown); FIG. 5, an alternative embodiment (only the cylindrical portion of the duct is shown); FIG. 6, a table that compares the effect of increasing the length of openings according to one embodiment of the invention with the measured thicknesses of the boundary layer; and FIG. 7, for different opening diameters, an estimation of the variation of the flow rate coefficient (Cd) of openings (here 720b) for cooling a plug guide as a function of the intake air pressure (logarithmic scale). The right-hand axis also presents, with global geometric iso-section, the flow rate passing through holes with a diameter of 0.8 mm divided by the flow rate passing through 0.3 mm holes. FIG. 8 is an expanded version of FIG. 4, as described herein.

DETAILED DESCRIPTION

(4) In FIG. 1, the combustion chamber 1 is contained inside an annular space around the axis X1 of the engine (aircraft turbine engine) 10, the axis X1 being the axis around which the rotor blades turn. The aforementioned space is limited by an outer casing 3. The axis X2 extending the combustion chamber 1 towards the inlet 2 of the turbine 4 of the engine 10 is angled relative to the axis X1. The combustion chamber 1 comprises one or more outer shrouds forming an outer wall 7 and one or more inner shrouds forming an inner wall 8, held together by flanges or supports. It is closed upstream (AM) by a chamber bottom 9 associated with upstream fairings 6. Fuel injectors 5 are distributed around the central axis X1 of the engine and lead, through openings made in the chamber bottom 9, into the combustion chamber: space 15 located between the walls 7 and 8. Each fuel injector is inserted into a bowl 11 comprising a nozzle that diverts a portion of the air that has entered into the faired zone in radial and swirling direction towards the pulverized fuel, and thus mixes the fuel with the air. A primary combustion zone is then formed immediately downstream (AV) from the chamber bottom, wherein the mixture is ignited by an electric spark plug 13, or a plurality of spark plugs distributed circumferentially, preferably two spark plugs. [ON] As disclosed in WO 2011/061143, FIG. 2 shows, in cross-section, the detail of the zone of the combustion chamber in which an opening is provided for passing a spark plug 13. For example, the outer wall 7 is bored by a circular opening 71 around which a radially oriented (axis X3) cylindrical tube is mounted relative to the outer wall 7, and in this case to the axis X2. This tube forms a duct 72 and defines a recess (72a, as shown in FIG. 2, and 721, as shown in FIGS. 4 and 5) for the spark plug 13 which passes, along the axis X3, through said duct forming a recess. The duct 72 comprises an upper bearing surface 73 in a plane 12b perpendicular to the axis X3 of the duct. The surface 73 is limited by a rim or wall 73′ oriented radially outwards. A plug guide 75, mounted coaxially around the spark plug 13, rests on the surface 73. The plug guide 75 comprises a collar 76 and an insertion cone 77 around a portion of a guiding cylinder 78. It rests on the bearing surface 73 via the collar 76. The collar 76 can slide on the surface 73 until the wall 73′, transversely to the axis X3. A cup 79 welded to the wall 73′ holds the collar 76 radially against any radial movement beyond the wall 73′. The cylindrical surface portion of the guiding cylinder 78 has a diameter barely greater than that of the spark plug 13. The spark plug 13 can thus slide relative to the plug guide 75. The frusto-conical shape of the insertion cone 77 facilitates the insertion of the spark plug 13 into the plug guide when installing the chamber. The plug guide 75 thus seals the annular space between the spark plug 13 and the duct 72. This annular space is supplied with air by openings 72b oriented towards the surface of the spark plug 13.

(5) Such an assembly makes it possible to track the relative movements resulting from thermal fluctuations and others between the chamber and the casing, the plug guide 75 being capable of moving along the bearing surface 73 inside the wall 73′.

(6) However, it is observed that the duct is permeable at all operating pressures of the engine and the chamber: there are typically 12 to 25 openings 72b with an individual diameter of 0.6 mm to 1 mm, which are not staggered (all placed in one row in a plane perpendicular to the axis X3 of the duct 72). Openings 72b allow the passage of air during any phase of flight, even for pressures lower than 0.5×10.sup.5 Pa. It is specified that the height H of the duct 72 is defined, parallel to the axis X3, between the base 12a thereof that limits same on the side of the shroud (the outer wall 7 in the example) and the opposite end thereof, in this case the plane 12b that is coplanar with the upper bearing surface 73 (on which the plug guide 75 rests).

(7) It follows that the permeability of the shroud varies little when the pressure drops. Thus, the percentage of air passing into the plug guide under high pressure is almost identical to that passing under low pressure. This is unfavorable for ignition, since the flow rate for cooling the spark plug 13, under low pressure (typically 0.1×10.sup.5 to 0.5×10.sup.5 Pa), tends to separate the kerosene from the spark plug 13 and to extinguish the ignition cores, 0.3×10.sup.5 Pa being a typical low-pressure condition during reignition at altitude.

(8) Conversely, in the invention (see FIG. 3 and following), parallel to the axis X3 of the duct, the openings 720b, 722b that pass through the duct 720 or 722: are staggered over the height H of the duct, in a plurality of rows (74a to 74d in the example), each located in a plane P4 perpendicular to the axis X3, and, preferably, number between 50 and 500, at least some of them individually having a diameter of 0.2 mm to 0.6 mm.

(9) FIGS. 3 to 5: the duct 72 is effectively substituted by a duct 720 or 722 according to the invention, which will replace it in the embodiments of FIGS. 1 and 2.

(10) Thus, the multi-perforated duct 720 or 722 will be almost impermeable to air at the aforementioned low pressures.

(11) The various rows (e.g. 74a to 74d) of openings 720b or 722b will obviously extend between the inner face 723 and the outer face 725 of the duct similarly to openings 72b in duct 72 of FIG. 2.

(12) The number of openings 720b, 722b will be adapted as a function of the size of the duct and the sought flow rate.

(13) In practice, as a preferred example, it is possible to provide such a duct 720 or 722 having openings, 720b, 722b, respectively, which can number between 120 and 160, with an individual diameter of the order of 0.25 mm-0.45 mm.

(14) Indeed, with identical duct structures (in particular the same heights H, same thicknesses, same duct diameters, same materials), we can estimate that it is necessary: in order to obtain, for example, a configuration equivalent to that of FIG. 2 (but also impermeable to air at the aforementioned low pressures), with presumed openings 72b having an individual diameter of 0.8 mm (20 openings, or 10 mm.sup.2 of holes), around 140 openings 720b or 722b on the duct 720 or 722, with an individual diameter of 0.3 mm.

(15) In fact, it is noted that the smaller the individual diameter of the openings 720b or 722b, the greater the number required. The limit on the number of openings is at least set by the ability to bore same in the duct, as well as by the minimum distance between two openings necessary for the mechanical strength of the part.

(16) Moreover, the air permeability of these openings is characterised by the flow coefficients (Cd) thereof. The flow rate coefficient of an opening is the ratio between the actual air flow passing through same and the theoretical maximum air flow that can pass through same. This is lower than 1 due to the presence of the boundary layer.

(17) And yet, the greater the thickness of the boundary layer compared with the diameter of the opening, the less flow can pass and the closer the flow rate coefficient is to 0. Conversely, the lower the boundary layer is compared with the diameter of the opening, the closer the flow rate coefficient is to its maximum value, 1.

(18) The order of magnitude of the thickness of the boundary layer at the end of a length of 1 mm (thickness of the wall forming the duct) is 0.035 mm-0.045 mm, at 30×10.sup.5 Pa and around +570° C. The thickness increases to 0.07 mm at around 10.sup.5 Pa, 27/29° C., and ends up at 0.10 mm at 0.210.4×10.sup.5 Pa, at −25° C. (typical condition for reignition at altitude, around 10,000 m); see FIG. 6.

(19) When the pressure drops, the size of the boundary layer increases, since the Reynolds number drops. The flow rate coefficient of the openings with small diameters tends towards 0. Conversely, for openings with a diameter of around 1 mm, the coefficient remains close to 1 across a very broad range of pressures (from windmilling conditions to full-throttle engine conditions). An estimation of the variation in the flow rate coefficient of openings 720b or 722b for cooling a plug guide as a function of the intake pressure air is presented in FIG. 7, for different opening diameters (logarithmic pressure scale). The flow rate ratio between the two configurations (Phi 0.8 and Phi 0.3) with geometric iso-section is presented on the right-hand axis. “Phi” designates the diameter of an opening 720b, 722b.

(20) FIGS. 3 to 5 distinctly show that at least some of the (in the example, all of the) openings 720b or 722b are arranged in said different rows, in this case four rows (74a to 74d) over the height H, each extending in a plane perpendicular to the axis X3 of the duct.

(21) FIG. 5: the openings 722b have, at least essentially, an individual orientation perpendicular to the axis X3; see dotted lines indicating one of these openings.

(22) However, to reinforce the effect of a reduction of the flow rate coefficient in the openings in question, when the pressure drops, it is also proposed in FIGS. 3 and 4, in addition to having reduced the diameter of the openings and having increased their number relative to those of 72b (to maintain the section through which the expected air flow passes), to angle the openings 720b individually, in this case in the azimuthal direction X5, shown in FIG. 8 which is an expanded version of FIG. 4. By elongating the openings 720b, indicated by dashed lines, in the wall forming the duct, the effect of the reduction of the flow rate coefficient with pressure is increased.

(23) Thus, at least some of the (in the example, all of the) openings 720b passing through the duct 72 as shown in FIGS. 4 and 8 may be individually angled along a direction X5 relative to a direction X4 perpendicular to the axis X3 of the duct. FIG. 8 shows axis X3 and azimuthal direction X5 only for the opening 720b depicted with dashed lines.

(24) And likewise, in the preferred solution in terms of cooling equilibrium and quality via said openings and ease of production, it is proposed for at least some of the (in the example, all of the) openings 720b, 722b: to extend in directions belonging to a series of planes P4 perpendicular to the axis X3 of the duct (rows 74a-74d), in other words, all of the openings, in one row, and extending from outer surface 725 to inner surface 723 of duct 720, 722 have a length belonging to the same plane P4, and to be straight, where they respectively cross the duct wall 720 or 722.

(25) The openings 720b or 722b of the same row (e.g. 74a to 74d) will be favorably oriented in directions belonging to the same plane (individual plane P4) perpendicular to the axis X3.

(26) The openings 720b of the same row (e.g. 74a to 74d) will then be angled in directions (individual angles A; FIG. 4) belonging to the same plane P4 perpendicular to the axis X3.

(27) This arrangement will favour production as well as homogeneous air distribution. This will also allow for improved cooling of the spark plug in question, in line with the overall objective.

(28) Thus, in reference to the solution of FIG. 3, 4 or 8, with openings 720b configured as shown and described above, each having an angle A of 50° to 70°, typically 60°, in one of said planes P4, between an azimuthal direction X5 along opening 720b and relative to an axis X4 normal to the axis X3, the individual lengths thereof will be multiplied by approximately two, compared with an orientation according to axis X4 (cf. FIG. 5). The table of FIG. 6 compares the effect of increasing the length of the openings 720b and the boundary layer thicknesses.

(29) FIGS. 3 to 5: the duct can be presumed to be provided with an upper bearing surface (like 73), or with a peripheral rim or wall (as in 73′), as in FIG. 2. However, a simply cylindrical embodiment is also possible. The axial height (according to X3) will then define said height H.